Motor and Load Brakes by BM Rev. 3

E-LIBRARY KONECRANES MOTOR / LOAD BRAKES

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MANUFACTURER pages

ABUS 2 - 5 ACCO 6 – 22 CHESTER 23 CLARK 24 - 33 CM 34 - 42 CUTLER HAMMER 43 - 53 DINGS 54 - 106 DODGE 107 - 114 EDERER 115 - 116 GENERAL ELECTRIC 117 - 144 KONECRANES 145 - 211 LIFTECH 212 - 231 MONDEL 232 - 269 P & H 270 - 314 PERIGRIP 315 - 317 R & M 318 - 366 REULAND 367 - 382 SEW EURODRIVE 383 - 388 SHEPARD NILES 389 - 407 SQUARE D 408 - 414 STEARNS 415 - 433 STROMAG 434 WESTINGHOUSE 435 - 437 WITTON KRAMER 438 YALE 439 - 462 YASKAW 463 - 471

KONECRANE E-LIBRARY

ABUS


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ABUS

WIRE ROPE HOIST Hoisting gear brake

The hoisting gear brake is a magneto–electric disk brake. In order to guarantee safe release, the brake is equipped with an air–gap limiter. The air–gap of the brake must be checked regularly and adjusted to its optimum value of 0.4 _ 0.05 mm (1/64th inch.). This ensures optimum brake performance and minimum wear. In order to prevent the brake lining thickness from falling below the minimum value t min, the screw–in depth of the socket screws in the magnet assembly is limited. 7.4.1 Adjustment of the air–gap 1. Remove the ventilator cowl with the motor being switched off. 2. Remove locking ring 3. Pull off fan 4. Press out 0–ring 5. Loosen 3 fastening screws by half a turn 6. Screw 3 socket screws about one turn info magnet assembly (screws–in depth limited) 7. Place distance plates (thickness: 0.4 _ 0.05 mm) between anchor plate and magnetic body each next to the 3 socket screws; tighten the fastening screws so that the distance plates can still be removed. 8. Unscrew the 3 socket screws from the magnet assembly until they make firm contact with the motor bearing shield. 9. Tighten the fastening screws at a torque of 25 Nm. Then check the evenness of the air gap (at approx. 6 places and readjust, if required. 10. Press in 0–ring 11. Place the fan) on the motor shaft and lock with locking ring 12. Install the ventilator cowl 13. Do a trial run to check the brake. 7.4.2 Dismounting the brake 1. Lower the bottom block and place it on the working platform, the ground, etc. 2. Remove ventilator cowl with the motor being switched off. 3. Remove locking ring 4. Pull off fan. 5. Remove feather key. 6. Press out 0–ring. 7. Open the plug–in connection for the power feed to the brake. 8. Unscrew the fastening screws. 9. Remove magnet assembly complete with anchor disk and socket screws. 10. Remove brake rotor. 11. Remove locking ring. 12. Pull off catch hub by means of the pull–off device.


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ABUS 7.4.3 Installation of the brake 1. Slightly grease the motor shaft, install catch hub and secure with locking ring. 2. Push brake rotor on the catch hub and check whether it can be slightly axially displaced. 3. Mount the magnetic body, complete with anchor disk and socket screws and slightly tighten by means of the 3 fastening screws. 4. Screw 3 socket screws into the magnet assembly 5. Place distance plates (thickness: 0.4 _ 0,05 mm) between the anchor plate and the magnetic body each next to the 3 socket screws; tighten the fastening screws so that the distance plates can still be removed. 6. Unscrew the 3 socket screws from the magnet assembly until they make firm contact with the motor bearing shield. 7. Tighten the fastening screws at 25 Nm. Then check the evenness of the air gap (at approx. 6 points) and readjust, if necessary. 8. Press in the 0–ring. 9. Push on the ventilator and secure with locking ring. 10. Install the ventilator cowl. 11. Do a trial run to check the brake. 7.4.4 Replacement of Brake Rotor and Anchor Disk If the brake lining is worn below t min (see table) and it is no longer possible to adjust the clearance, the brake rotor and the anchor disk must both–be replaced. For the replacement of the brake rotor and anchor disk, the following work is necessary: Dismantling of the brake in accordance with sub–section 7.4.2 Dismantling of the anchor disk in accordance with the following instructions: 1. Screw the socket screws on the dismantled brake into the magnet assembly up to the stop. 2. Remove and destroy the lifting travel limiting screws (The emergency lowering bar will then be released.) 3. Remove and destroy the socket screws (This releases the load on the springs between the anchor disk and the magnet assembly 4. Remove anchor disk. To install the new anchor disk, proceed in reverse order. The socket screws and the lifting travel limiting screws must be replaced. The clearance between the anchor disk and the magnet assembly must be set to 1.1mm with the brake dismantled using the lifting travel limiting screws Assemble the brake in accordance with sub–section 7.4.3


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ABUS

Wear table for brake linings (lifting motor)

T min. (mm) Type L6 H6 800.4 9.3 9.3

1000.6 9.3 9.3 2000.3 9.3 11.3 3000.4 11.3 12.3 5000.3 12.3 13.8 6000.3 13.8 ––

CHAIN HOIST

Maintenance of the brake 6.3.1 Brake test Although the brake linings have a very long service life, the brake must be tested at regular intervals, which will depend on the operating conditions, and they must be readjusted if necessary. The full operating capability of the brake can be determined on the basis of how long the load continues during lowering, i.e. you must observe and measure the distance the load travels after the brake has engaged. In the event of noticeable continued movement, adjust the brake. During the scheduled inspections in accordance with Section 6.1.3, the brake clearance must be checked and adjusted if necessary. In addition, the condition of the brake lining, the brake hub and the spring connection must be checked. For this purpose, the brake cover must be removed, the mounting screws of the magnet assembly loosened and the magnet assembly removed. Following inspection, the magnet assembly must be installed again and the clearance set in accordance with Section 6.3.2. The lining thickness is not to be less than the following minimum values:

Type Bake lining thickness

new minimum

GM 1 7,5 mm 6,5 mm

GM 3 9,5 mm 8,0 mm

GM 5 10,3 mm 8,5 mm


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ABUS

6.3.2 Adjusting the brake The brake cover is attached to the housing by six Allen screws. After you have removed the cover, the brake will be in the left half of the brake housing. You can measure the clearance using a feeler gauge (3). The clearance must not exceed 0.6 mm. To adjust the clearance, proceed as follows: 1. Loosen the socket hex bolts (1). 2. Screw the adjustment bushes (2) in or out. 3. Tighten the socket hex bolts (1). 4. Using the feeler gauge (3), re-measure the new air gap. 5. Repeat this process until the desired dimension (0.2 mm) is achieved. 6. Make absolutely certain that the socket hex bolts (1) are tightened after the adjustment process. Once the brake lining has been adjusted twice due to wear, the entire brake disc (lining and anchor plate) has to be exchanged.

6.3.3 Changing the brake lining To do so, loosen the fastening bolts and remove the anchor plate. The brake disc is on a tooth system and can now be slid off. Insert the new brake disc and fasten in reverse order. After installation, adjust the air gap as described above.

KONECRANE E-LIBRARY

ACCO


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ACCO WRIGHT ACCOLIFT

MOTOR BRAKE ADJUSTMENT

8. Assemble and adjust motor brake as follows: a. Pull Rotor (C21) as far as it will go against Motor stator (C3). b. Screw a Rotor adjusting nut (C22) onto Pinion shaft (A2) with flat side of nut towards rotor. Snug nut against rotor, but not so tight as to move rotor away from stator. (Refer to Fig. 46)

c. Use a caliper to measure the distance marked A, the distance between the chamfered face of Rotor adjusting nut (C22) and the end of Pinion shaft (A2). Record this distance. d. Remove Rotor adjusting nut (C22) installed in step 8.b above. e. Insert Brake adjusting collar (C36), three Wave washers (C619) and Brake wheel (C4) in this order on the Rotor (C21). (Refer to Fig. 47) f. Temporarily insert and tighten the Brake adjusting nut (C20) with the chamfered edge towards the rotor. Tighten until rotor and surface of nut are flush. g. Insert Brake spring ((2553) on Pinion shaft (A2). h. Replace and tighten Rotor adjusting nut (C22), with flat side towards rotor. Adjust nut against Spring (C553) until the distance from the chamfered face of Nut (C22) and the end of Pinion shaft (A2) is the following:

1/2 and 1 ton models – 1/8 inch plus A" 2 thru 5 ton models - 5/32 inch plus "A" (See step 8.c. for dimension "A")


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ACCO WRIGHT HAWK NOTE

When clearance is too small the motor may come in contact with the stator; when too large, the motor may overheat. i. Without moving Rotor adjusting nut (C22), adjust Brake adjusting nut (C20) to achieve a clearance of about 1/16 inch between rotor adjusting nut and Rotor (C21). Adjust so bolt holes in Brake wheel (C4) and rotor adjusting nut align. (Refer to Fig. 48)

NOTE

When clearance is too small, the hoist may operate with the brake wheel in contact; when too large, brake may not function. j. Secure Brake adjusting nut (C20) to Brake wheel (C4) with Lockwashers (C556) and Hex socket head cap screws (C555); two places.

MECHANICAL BRAKE ADJUSTMENT A. If clearance at check washer (Fig. 30) is 7/32 inch or greater, adjust check washer to achieve a clearance of between 5/64 (minimum) and 13/64 (maximum), preferably as close to minimum as possible.

B. To obtain required clearance, try one or both of the following: (Refer to Fig. 31)


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ACCO WRIGHT HAWK

1. Turn Check washer (A15) over. 2. Use different grooves on Second pinion (A4).

a. Remove Check washer. (A15) b. Remove Pinion gear (A3) carefully, and mark last thread on second pinion engaged by pinion gear. Second pinion has 9 threads (grooves). Replace pinion gear on second pinion, beginning at any thread other than the one marked. When proper clearance is obtained, mark which thread was used. c. Remove two Friction discs (A514) and Ratchet wheel (A14). d. Check thickness of friction discs.

1. Disc A - original thickness 1/8 inch replace if worn to 1/16 inch 2. Disc B - original thickness 3/32 inch replace if worn to 3/64 inch

e. Replace friction discs and ratchet wheel. 1. Be sure grooves of Disc hub (A13) are in contact with Friction disc 6. 2. Be sure ratchet is not set backwards, and is intermeshing properly with pawl (A16).

f. Replace Pinion gear (A3) on Second pinion (A4), beginning at any groove (thread) other than the one marked when disassembling.

WRIGHT-WAY

Motor Brake

Refer to Figures 13, 14, and 15. Before beginning, remove plug from housing (H), invert hoist, and drain oil, Replace plug. Be sure spares for gasket (J) and oil seals (L) are available. 1- Remove brake cover (D) and gasket (E). Handle gasket carefully, so as not to damage it. 2- Check gap between magnet unit (A) and pressure unit (B). (See Fig. 13). a. At installation gap is set at .020 inch. Maximum allow able gap is .045 inch. b. While hoist is open, tighten nuts to return gap to original setting (.020 inch).


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ACCO WRIGHT WAY

3. Check thickness of brake lining (C). If less than 3/32 inch, replace lining. 4. Check teeth of gears and pinion in geared limit switch for nicks, gouges, or excessive wear. Illustrated parts list in manual. 5. Check geared limit switch contacts for alignment, wear, - and tightness. 6. Disconnect all wires from geared limit switch and motor brake.

WRIGHT #1 SPEEDWAY SOLENOID MOTOR BRAKE

INSTRUCTIONS FOR REPLACING BRAKE SHOES If controller is not located under cover start at Step 4. 1. Take out right screw of controller (G861). 2. Loosen left screw of controller (G861). 3. Swing controller (G861) up until brake shoe hinge pins (E259) are free. 4. Take off nut (E047) from end of motor pinion shaft 5. Pull off brake wheel (E062) while depressing solenoid plunger (E065) to release shoes. Release solenoid plunger.


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ACCO WRIGHT SPEEDWAY

6. Pull out brake shoe hinge pins (E259). 7. Slide out brake shoe assembly complete with: 2 shoes (E256), spring stud (E074) and springs (E075). 8. Return cam to original position by lining up No. 1 hole with screw hole in brake operating arm (E068). 9. Insert and tighten screw in No. 1 hole. 10. Assemble new brake shoes with spring and stud. 11. Reassemble brake unit by reading instructions upward from (7) to (1) reversing operations therein. NOTE: Never change cam setting to # 1 position unless new shoes are installed. For brake adjustment see instructions.

ADJUSTING BRAKE

Electric motor brake on unit should stop load when current is shut off. If load drift, brake may be adjusted* as follows: I. Remove brake cover. 2. Remove screw holding cam at hole No. 1. 3. Slide cam outward against supporting bracket, and rotate cam about one-half revolution. 4. Slide cam back into position, lining up hole No. 2 in cam with tap A in arm. (See Figure 12)

5. Insert screw and tighten. 6. Replace brake cover. When lining wear again causes load to drift), repeat above procedure, lining up hole No. 3 with tap B. Brake can be adjusted once more by lining up hole No. 4 with tap B. When load drifts and screw is in hole No. 4, brake shoes must be replaced. NOTE: Excessive dirt may deposit on and glaze brake lining surface, causing load to drift. Lubricant on the lining may also cause the load to drift, even before the solenoid armature reaches maximum stroke.


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If inspection of the brake lining indicates one of these conditions, clean the lining by gently sanding the surface. Blow out all dirt and grit, replace parts, and test brake. If load still drifts, adjust to next hole on cam, or replace brake shoes if screw is already in hole No. 4.

REPLACING BRAKE SHOES

Refer to Figure (13)

1. Remove locknut (C) and washer (D). 2. Depress plunger (K) to release brake wheel (B) from the grip of the brake shoes (E). 3. Remove brake wheel. 4. Release plunger. 5. Remove screw (H), keeper plate (6). and mounting pins (F). 6. Slide out brake shoes, still assembled with stud, springs, nut, and washers. Disassemble. 7. Reassemble parts in step 6, replacing old brake shoes with new ones. 8. Return cam (A) to original position: (i.e. rotate cam until hole No. 1 is in line with tap A in brake arm See Figure 12). 9. Insert screw (L) and tighten. 10. Replace brake shoe assembly, mounting pins, keeper plate, and screw, brake wheel, washer, and locknut in the order listed.


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No. 2 and 3 FRAME ELECTRIC HOIST SOLENOID MOTOR BRAKE

INSTRUCTION FOR REMOVING -AND REPLACING SOLENOID COIL GI03 When solenoid coil burns out, it must be replaced. This is accomplished as follows: 1. Disconnect wires to coil. 2. Remove two top screws and shield that hold coil in its frame Fig. 2. 3. Remove (G 114) cam pin. 4. Raise operating arm (G090) with cam, away from rollers on brake shoes. This will free the armature from coil. 5. Remove coil. Replacements should be obtained from Hoist Manufacturer. Specify coil number, coil voltage, and frequency when ordering. WARNING: Solenoid must operate on its rated voltage. If voltage differs more than plus or minus 10%, special high or low voltage coil must be installed. Check voltage at coil terminals when all plant equipment installed on same line is operating, and also when all equipment is shut off.

No. 2 and 3 FRAME ELECTRIC HOIST SOLENOID MOTOR BRAKE MAINTENANCE


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Electric motor broke on unit should stop load when current is shut off. If load drifts, reset broke or follows: 1. Remove broke cover. 2. Remove screw holding com at hole No. 1. 3. Slide cam outward against supporting brocket, and rotate cam about one-half revolution. 4. Slide cam bock into position lining up No. 2 hole in cam with hole in operating arm, insert screw, and tighten. 5. Replace brake cover.

If lining wear again causes load drift, repeat above procedure using hole No. 3 in cam. Replace brake shoes if excessive load drift is noted and screw in cam is in No. 3 adjusting hole.

Note: Excessive dirt may deposit on and gloze broke lining surface causing load to drift; also. Lubricant on the lining may hove the some effect. Drift of load under these conditions can occur even before solenoid armature reaches maximum stroke. Resetting of the brake will not correct the drift in such cases. Clean the lining by gently sanding the surface. (Be sure to blow out all grit and dirt before operating.) Try brake again for drift. If it remains excessive, shoes must be replaced. Caution: Coils overheat if line voltage fluctuates excessively. Check voltage at coil terminals when all electrical equipment on some line is operating. Low voltage solenoid coils must be used if line voltage at coil terminals is less than 90% of coil rating.


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INSTRUCTIONS FOR REPLACING BRAKE SHOES REMOVE SHOES: 1. Remove screw, lockwasher, and retaining plate (G106) from hinge pin (G114) for operating arm (G090). 2. Remove hinge pin (G114). Drop operating arm (G090) toward brake wheel (G087) as far as possible. Run spring stud nut to end of stud. Use a piece of steel 1/4” x 1" x 8"-10" long or a 10" or 12'' adjustable wrench, placing its end on the operating arm stop of the gear cover. Compress the spring (G096), and hold the compressed spring securely. 3. Remove nut, springs (G096), spring stud (G094), cupped washers (G095), flat iron washers, and lockwashers. 4. Remove screw, lockwashers and retaining plate (G106) from gear cover (G031) at brake shoe hinge pins (G114). 5. Remove brake shoe hinge pins (GI 14) and shoes (GO82).


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ACCO WRIGHT SPEEDWAY REPLACE SHOES: 6. Return cam (G105) to original position by lining up No. 1 hole with screw hole in brake operating arm (G090). 7. Insert and tighten screw in No. 1 hole. 8. Place shoes (G082) in cover (G031) and install brake shoe pins (G114) and the retaining plate (G106), lockwasher, and screw for the brake shoe hinge pins. 9. Place cupped washer (G095) and spring (G096) on stud (G094), and insert the stud from right to left through both right and left brake shoes (G082). 10. Use o piece of steel 1/4" x 1" x 8"-10" long or 10" or 12" adjustable wrench placing its end on the operating arm stop of the gear cover (G031). Compress the right hand spring (GO961 sufficiently to mount the left hand spring 1G096), cupped washer (G095), flat iron washer, lockwasher and nut. When doing this, the cam (G105) should rest on the brake arm rollers. 11. Run nut from left end against shoulder of stud (G094). 12. Replace operating arm (G090), operating arm hinge pin (G114), and the retaining plate (G106), lockwasher, and screw for this pin. NOTE: Never change cam setting to No. 1 position unless new shoes are installed.

Work- Rated

Product Series 32-33-34-35

MOTOR BRAKE

The motor brake is a direct-acting, disc-type brake, operated by rectified direct current. It is equipped with an interlocking switch designed to prevent the motor from starting before the brake is released.


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ACCO WRIGHT WORKRATED

NOTE: Travel limits and protective devices have been purposely omitted from schematic for simplification.

OPERATION 1. Relay BC closes to energize brake coils to release brake. 2. Brake interlock switch closes to allow motor to start. 3. Relay BR opens to reduce voltage and current flow to the brake coils after brake has released.

NOTE If motor will not start, refer to TROUBLE SHOOTING CHART.

ADJUSTMENT

Refer to Fig. 17A. The air gap between magnet (A) and armature plate (B) is set at .030 inch (0.80 mm). As the brake lining discs wear, this gap increases. When gap is approximately .090 inch (2.3 mm), the brake will not release, the interlocking switch cannot close, and the motor will not start. It is advisable to reset this gap at minimum whenever the brake cover is removed for inspection or maintenance.

TO ADJUST GAP: 1. Turn nuts (C) to compress springs (D) to dimension noted in Table 9. 2. Push magnet toward armature plate against nuts. 3. Tighten outside nuts (E) against magnet. 4 4. Check at several points from finished surface of magnet to be sure gap is set at .030 inch (0.80 mm).

DO NOT ADJUST SWITCH WHEN RESETTING AIR GAP


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TABLE 9- COMPRESSED SPRING DIMENSION

INTERLOCKING SWITCH Switch never needs adjustment. To replace switch, proceed as follows to position it correctly. 1. Remove switch from bracket. 2. Mount new switch. 3. Loosen bracket screw to allow support to pivot. 4. Put .015 (0.40 mm) feeler gauge between switch button and armature plate. 5. Pivot switch toward armature plate. 6. Check with ohmmeter or continuity checker, and hold switch in position when checking device indicates that switch has closed. 7. Tighten screw to secure this position. 8. Before removing checking device, insert and remove feeler gauge several times. This action should cause switch to close and open, and is a check on proper position of switch. NOTE: Switch is actuated when plunger is depressed by the armature plate. On some models the armature plate requires a projection (Fig. 17B) to engage plunger. Align this projection with plunger when reassembling.

INSPECTION

(Every 3 months) 1. Remove brake cover. 2. Use air or brush to remove any lining dust which has accumulated. 3. Check coils for proper fit and retention in magnet frame. Adjust coil straps to tighten. 4. Check for loose connections or broken wires. Repair or replace as required. 5. Check thickness of brake lining discs. Replace both if either one has worn to 3/16 inch (4.8 mm).


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ALWAYS REPLACE DISCS IN PAIRS

DO NOT ADJUST SWITCH WHEN REPLACING DISCS 6. Check air gap for indication of necessary adjustment Air gap is measured from the finished surface of the magnet.

Minimum air gap - .030 inch (0.80 mm) Maximum air gap - .090 inch (2.30 mm)

Follow instructions page 6 to adjust gap. 7. Inspect housing for any indications of oil leakage through brake. If any are found, disassemble brake to check brake linings. Linings must be free of dirt, oil, glazing, or charring. Clean or replace as required. 8. When brake has been disassembled, as in Step 7, or during a general overhaul, inspect armature plates for warping. (See Fig. 18). a. Place plate flat on level surface. b. Lay straight edge across center of plate. c. Check for any gaps between straight edge and plate. d. Rotate straight edge 180°, checking for gaps.

NOTE: Gaps may not exceed 1/32 inch (0.76 mm). Any plate that shows warping in excess of this maximum must be replaced.


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BRAKE CONTROL COMPONENTS To order brake control components, give part number, description, and quantity required, plus serial number of hoist. Quantities in Table 10 are for one hoist.

TABLE 10 - BRAKE CONTROL COMPONENTS


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No. 2 FRAME ELECTRIC HOIST

MECHANICAL BRAKE ADJUSTMENT

Brake design provides fully automatic adjustment for wear. The opening between the stop on check sleeve (G057) and its mating stop on gear (G049) is set at factory. Brake lining wear will increase the distance between stops. The rate of increase depends on frequency of use. When operating the hoist without a load, an objectionably loud click will indicate that the distance between mating stops is excessive. This is a sign that the brake linings need to be replaced. To replace brake lining: 1. Drain oil from gear housing and remove gear cover. (See instructions for Removing Gear Cover – Repair & maintenance.) 2. Remove pawl pin (G-014) so that mechanical brake assembly (G048) can be removed as a unit along with pawl (G012) and pawl spring (G013). 3. Remove check sleeve (G057) by sliding from splines. 4. Remove brake gear (G049) and ratchet disc with brake lining (G054). L.H. thread standard on single housing units. 5. Replace ratchet disc and reassemble along with brake gear on brake shaft. 6. Replace check sleeve (G057) with check sleeve stop and gear as close as possible, maintaining a minimum clearance of 1/8". 7. Release the brake by rotating brake gear. Ratchet disc should then revolve freely. 8. Before replacing brake assembly in gear housing, clean any oil sludge or dirt from inside housing. 9. Replace brake assembly in gear housing; make certain timing marks on intermediate gears (G151) are aligned with marks on the housing diaphragm directly above the gear hub. On hoist with single drum pinions (G046) no timing is necessary. 10. Replace fiber washers (G059) on check sleeve, making certain the same quantity of washers are replaced as were removed during disassembly. (Note: All units shipped after August of 1962 have the quantity of fiber washers used stamped on the gear cover directly under the motor pinion shaft). 11. Replace gear cover and reassemble hoist. NOTE: If brake linings on ratchet are worn to less than 3/32" thickness, replace assembly (G054). NOTE: It is recommended that the clearance between stops be set as close as possible to the minimum clearance, never exceeding the maximum as noted.


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GIVE SERIAL NUMBER OF HOIST WHEN ORDERING PARTS


MECHANICAL LOAD BRAKE Self-adjusting; requires no regular maintenance. When hoist is overhauled, or if daily test of brakes indicates brakes are slipping, check brake linings for wear. Linings are bonded to ratchet. Replace ratchet unit (ratchet with linings) if either lining has worn to 1/8 inch (3.2 mm) or less.

1. Assemble ratchet unit on brake shaft, with teeth pointing counterclockwise, as in Fig. 14. 2. Turn brake gear clockwise onto brake shaft, and turn handtight against ratchet unit. 3. Place check sleeve (13) on splined end of brake shaft so that it’s position in relation to stop on brake gear is as shown in Fig. 15. Set clearance between stops as close as possible to minimum clearance. If clearance within minimum and maximum shown cannot be achieved, adjustment can be made as follows:

a. Remove check sleeve.


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b. Turn brake gear off of brake shaft (counterclockwise), marking on brake gear the end of the last thread to be engaged. (Brake gear has a multistart thread.) c. Reassemble from step 3, beginning with a different thread. d. Use assembly which produces clearance closest to specified minimum.

4. Replace bearing (12) on end of shaft.

KONECRANE E-LIBRARY

CHESTER


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CHESTER

CHESTER WORM DRIVE WIRE ROPE HOIST

FIGURE 1 - BRAKE ADJUSTMENT

Figure 1

(3) Brake Adjustment (See Figure 1.)

(a) Remove nuts (1), and cover (2). (b) Adjust air gap adjusting nuts (4) until the air gap at all four coils is 0.020 inch for

single disc brakes or 0.035 inch for double disc brakes and 0.050 inch for triple disc brakes.

(c) Replace cover (2), and nuts (1).

KONECRANE E-LIBRARY

CLARK


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CLARK

ADJUSTING INSTRUCTIONS

MAGNETIC, MECHANICAL AND HYDRAULIC BRAKES

Braking Torque: Braking torque can be changed from the original full load torque factory setting by loosening locknut "H" and increasing or decreasing the torque spring pressure by means of the Spring Adjusting Plug. DO NOT INCREASE the torque setting so that the magnet armature cannot close completely. Incomplete release of the brake bands may result in damage to linings and a burnout of operating coils on A.C. brakes. Lock torque adjustment with Locknut "H." Adjust air gap " F” in accordance with minimum and maximum limits as given in the table below. Air gap at " F" is necessary for proper brake operation.


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CLARK


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CLARK

Band Wear: Adjust for band wear by means of the Air Gap Adjusting Screw. Maintain the air gap at point "F" as near to the low limit as possible. The brake will operate faster and at lower currents with a shorter air gap. Excessive air gap slows the speed of operation and results in increased band wear. As the air gap at point "F" is changed, it will be necessary to adjust band support at point "C" by means of the band support Adjusting Screw so that the clearance will not exceed 1/64” maximum at point "C."


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CLARK

BULLETIN 106 TYPE "B" D.C. MAGNETIC BRAKES

TORQUE ADJUSTMENT -- Torque is increased by loosening lock nut (E in Fig. 3) and turning Torque Adjusting Screw (F) clockwise. Torque is decreased by turning screw counterclockwise. Fig. 3 For proper torque setting refer to table and sketch below.


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CLARK

MAGNET AIR GAP ADJUSTMENT As shoe linings wear, the magnet air gap will increase. Normal magnet air gaps, as set at the factory, and maximum allowable air gaps are indicated in the following table:

Fig. 5


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CLARK

LINING WEAR ADJUSTMENT Adjustment for lining wear is required when the maximum allowable air gap is exceeded. This will be indicated by the amount of mismatch between the gauge surfaces of the lining wear indicator (see Fig. 5). Adjust for lining wear as follows: Loosen the two Bar Eye Clamp Bolts (N in Fig. 6) and turn adjusting bar (0) until bar collar is aligned with Gauge Pin (P) per Fig. 5, Diagram K. This will restore magnet air gap to normal amount provided shoes have equalized clearance (see instructions on Page 6). No further adjustments are required. Retighten clamp bolts (N). As shoe linings wear, the magnet air gap will increase, slightly reducing braking torque and operating speed. This increased air gap is indicated by misalignment of the gauge pin and bar collar. EQUALIZING SHOE CLEARANCE With brake released, loosen lock bolt (S in Fig. 6A) and rotate Eccentric Bushing (T) until clearance between wheel and each shoe is equal. Clearance at the center of shoe should be 1/64" to 1/23". Tighten lock bolt firmly.


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CLARK SHOE REPLACEMENT

8" BRAKES (Fig. 7)

Each shoe is held in place by two retainer plates (U in Fig. 7), one on either side of shoe. Only the plate on the side from which shoe is being removed need be loosened for shoe removal. Follow this procedure: With brake released, Loosen (but do not remove) screw (V) approximately six turns until shoe retainer plate (U) clears brake shoe pin (W) and swing retainer plate aside. Slide shoe out from between brake arm and wheel. Shoes should be replaced when linings are worn down to 1/8” thick. When replacing worn shoes, it is necessary to provide clearance between brake arms and wheel to accommodate new shoes with out worn lining. This clearance is easily obtained by loosening the tow Bar Eye Clamp Bolts (N in Fig. 7) and turning Adjusting Bar (O in Fig.7) to spread arms apart. Slide the shoe into place from side of brake; swing retainer plate back into place over shoe pin and tighten retainer screw. After brake has been set (magnet de-energized), final adjustments must be made to return Air Gap to normal opening and to re-align gauge surfaces. Readjust shoe clearance if necessary.


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CLARK SHOE REPLACEMENT

10" AND LARGER BRAKES (Figs. 8 & 9)

With brake released, rotate Shoe Clamp Shaft (X in Fig. 8 & 9) fully to mechanical stop (it will only go one way). Shoe will be completely disengaged only when Stop Pin on shaft (Y in Fig.9) rests against underside of shoulder (Z in Figs. 8 & 9) on Shoe Arm. Shoe may now be slid out from either front or rear of brake (see Fig. 8). Shoes should be replaced when linings are worn down to 1/8” thick on 10: brakes or to 3/16” thick on all other larger sizes of brakes. When replacing worn shoes, it is necessary to provide clearance between brake arms and wheel to accommodate new shoes with unworn lining. This clearance is easily obtained by loosing the two Bar Eye Clamp Bolts (N in Fig. 8) and turning Adjusting Bar (O in Fig. 8) to spread arms apart. Slide new shoes in from either side, being sure the clamp is still fully released, or lock in place by turning Shoe Clamp Shaft to original position. Shaft must rotate fully to mechanical stop to assure positive locking of shoes. Apply torque to brake and readjust air gap. Check shoe clearance and equalize if necessary.


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CLARK MAGNET AND COIL REMOVAL

(All Sizes)

Remove Terminal Shield (AA in Fig. 10) and Terminal Lugs (BB). (Wires need not be removed from lugs). Remove three Magnet Case Bolts (CC) and slide Magnet Case out of Frame. Brake adjustments are not disturbed and full torque remains on the wheel. Remove Magnet Coil Bolts (DD) and slide coil out of Magnet Case as shown in Fig. 11. This is a “dry” coil and requires no heating or chipping for removal.


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CLARK

BRAKE WHEEL & MOTOR ARMATURE REMOVAL (All Sizes)

With brake released, remove Outer Arm Bearing Pin (B in Fig. 12) being careful to hold in Outer Shoe Arm (C) firmly to prevent swinging out too quickly. Swing top Tie Bar Assembly (D) back over magnet as shown. Motor armature and brake wheel may now be lifted out as a unit. Brake adjustments are not disturbed.

Fig. 12

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CM


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CM METEOR

ELECTRIC BRAKE ASSEMBLY

The correct air gap between armature and field, when brake is not energized, is 0.025 inch and need not be adjusted until the gap reaches 0.045 inch. To adjust the brake, proceed as follows: 1. Disconnect hoist from power supply. 2. Remove motor cover. 3. Before adjusting the gap, back off the stud nuts and examine friction linings and friction surfaces for wear, scoring or warpage. Also check shading coils to be sure they are in place and not broken. A missing or broken shading coil will cause the brake to be noisy when hoist is operated. On units having weatherproof brake housing, remove the two rectangular covers on side of housing to cheek parts and measure air gap, and remove the three plugs in end of housing to reach adjusting nuts. 4. Turn adjusting nuts clockwise gaging the air gap at both ends. 5. Replace cover(s); reconnect the power aid check operation.

POLARIS


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CM

ELECTRIC BRAKE ASSEMBLY MOTOR BRAKE: instructions for adjusting the brake is inside the brake are inside the brake cover and are repeated below. Check brake adjustment after first 30 days of service and regularly thereafter during the six-month inspection procedure. a. Examine position of indicating tang located below the solenoid coil (Figure 7-1 A). b. On the version of the brake Figure 7-IA), if the tang is below the tine by more than If&'. the brake should be adjusted to brim the &@ of the tang back up alongside the line on the adjust label. c. Remove the hex key (1/8" size) from the holster on the cover mounting stud and carefully turn the ADJUSTING SCREW (located above the solenoid coil) clockwise. The indicating 'tang will move a large distance with a small turn of the adjusting screw, there for turn the screw no more than one quarter turn before checking adjustment.

Figure 7- 1A. Hoist Motor Brake - later Version,

d. After adjustment operate the brake by hand to assure brake disc running clearance. The outboard brake pad should separate from the brake disc by approximately e. Replace hex key in holster, f. Replace brake cover,


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CM VALUSTAR

ELECTRIC BRAKE ADJUSTMENT: The correct air gap between armature and field, when brake is not energized, is 0.035 inch and need not be adjusted until the gap reaches 0.075 inches. To adjust the brake, proceed as follows: 1. Disconnect hoist from power supply. 2. Remove back frame cover. 3. Before adjusting the gap: a) Back off the stud nuts and examine friction linings and friction surfaces for excessive wear, scoring or warpage. b) Check shading coils to be sure they are in place and not broken. A missing or broken shading coil will cause noisy brake operation. These symptoms indicate the need for parts replacement. 4. Turn adjusting nuts clockwise gaging the air gap at both ends. 5. Replace cover, reconnect the power and check operation.

LODESTAR ELECTRIC BRAKE ADJUSTMENT: The correct air gap between armature and field, when brake is not energized, is 0.025 inch and need not be adjusted until the gap reaches 0.045 inch. To adjust the brake, proceed as follows: 1. Disconnect hoist from power supply 2. Remove back frame cover. 3. Before adjusting the gap; a) Back off the stud nuts and examine friction linings and friction surfaces for excessive wear, (min. thickness .188), scoring or warpage. b) Check shading coils to be sure they are in place and not broken. A missing or broken shading coil will cause the brake to be noisy when hoist is operated. Any of these symptoms indicate the need for replacement of parts. 4. Turn adjusting nuts clockwise gaging the air gap at both ends. 5. Replace cover, reconnect the power and check operation.


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CM POWER STAR

HOIST ELECTRIC BRAKE It is recommended that the brake be periodically disassembled to check the friction lining and friction surfaces for wear, scoring and warpage. To do this, disconnect the hoist from the power supply and remove the motor cover and shroud. Disconnect the brake coil (670-226) leads from the rectifier and reversing contactor. Back-off brake nuts and remove the coil housing (670-212). Remove the brake springs (670-19) and the pressure plate (670-155). Remove the brake discs (670-17) and the intermediate plates (670-16). Examine the friction surfaces of the pressure plate, intermediate plates and friction discs for wear, scoring or warpage. Replace any parts that are worn or damaged from excessive scoring or warpage. Also, check the teeth on the brake hub (670-43) and brake discs (670-17) for wear and replace parts that are worn. Reassemble the brake components and then adjust the air gap per the instructions on page 10. ADJUSTMENTS Hoist Electric Brake Assembly The correct air gap between the coil housing and pressure plate, when the brake is not energized is 0.060 to 0.070 inch, and it does not need to be readjusted until the gap reaches 0.187 inch. To adjust the brake, proceed as follows (see Figure 6): 1. Remove any load from the lower hook of the hoist and disconnect the hoist from the power supply. 2. Remove motor cover. 3. Adjust the air gap by turning the brake nut clockwise until there is a uniform gap of 0.060 to 0.070 inch between the coil housing and pressure plate. The air gap should be gaged at three locations near the brake surds.

NOTE: It is not necessary to remove the brake nut retainer springs to adjust the air gap. After the correct air gap is obtained, it may be necessary to rotate the brake nut,

so that the sides of the retainer spring engage the flats on the nut.


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CM 4. After the correct air gap is obtained, the space between the button of the cutout switch (670-247) and the head of the cutout actuator screw must be checked. To do this, measure the air gap between the pressure plate and coil housing at the brake stud nearest the cutout switch (Figure 7). Subtract 0.030 inch from the measured air gap, and this should be the space between the button of the cutout switch and the head of the screw. If the cutout switch space is other than the measured air gap less 0.030 inch, loosen the locknut on the pressure plate and rotate the screw until the proper space is obtained. Lock the screw in this position by tightening the locknut against the pressure plate (Figure 7). 5. Replace the motor cover; reconnect the hoist to the power supply arid cheek operation,

Figure 7

Cutout Switch Actuator Screw Adjustment


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CM SERIES 626

ADJUSTMENTS Electric Brake The correct air gap between the armature and field, when the brake is not energized, is 0.075 to 0.100 inches and no adjustment is necessary until the gap reaches 0.190 inches. To adjust the air gap, refer to Figure 23 and proceed as follows:

Figure 23. Electric Brake Adjustment

1. Remove any load from the lower hook of the hoist. Disconnect the hoist from the power supply system. WARNING: Failure to disconnect the hoist from the power supply may result in injury

from exposure to high electrical potential. 2. Remove the end cover and gasket. 3. Before adjusting the air gap, back-off the adjusting nuts and examine the friction pads and brake disc for excessive wear, scoring or warpage. Worn, scored or warped parts should be replaced. Also, push on the field to overcome the spring pressure and make sure the contacts of the cut-out switch open at least 1/32 inch. If pushing on the field does not overcome the spring pressure, insert a thin, flat metal strip between the actuator and the armature. Push the flat strip against the field and check the opening of the cut-out switch contacts. An opening of less than 1I32 inches indicates that the actuator rod is worn and it should be replaced. 4. Turn the adjusting nuts clockwise until an air gap of 0.075 inches is measured at both ends between the field and armature. 5. Replace the end cover and gasket. Re-energize the power supply and check operation. c. Protector At the factory, the clutch. portion of the Protector is set to allow the hoist to lift a rated capacity load at full (fast) speed and to refuse to lift a load of approximately 140% of rated hoist capacity. Normally, the Protector does not require adjustment. However, if the hoist is disassembled for inspection and/or repair, the Protector must be readjusted as follows: 1. Remove any load from the lower hook and disconnect the hoist from the power supply.


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CM WARNING: Failure to disconnect the hoist from the power supply may result in injury from exposure

to high electrical potential. 2. Remove the hoist from its support (refer to page 7 for trolley suspended hoists). 3. Remove the suspension from the top of the hoist (refer to page 5). 4. Remove the end cover and gasket. 5. Remove the top frame. 6. Inspect the various components of the hoist (refer to periodic inspections on page 12) and replace any damaged or worn parts. Upon reassembly, be sure to lubricate the various parts as indicated on page 13 and place the spring washers on the drive shaft as indicated in the exploded view. Assemble the complete drive train except for the stator, outboard motor end bell, brake disc and magnetic rotor. Clamp the rotor in a vise with soft jaws and measure the torque required to rotate the drive shaft projecting from the ring gear bearing. Tighten or loosen the Protector adjusting nut until the torque required to rotate the end of the drive shaft at the ring gear is as listed in the chart below. 7. After the proper torque is obtained, complete the assembly of the drive train. Place the motor drive train assembly in the bottom frame following the re-assembly steps 6 thru 11 on page 21.

8. If the Protector is not operating correctly, repeat Steps 1 thru 7.

Figure 25. Protector Clutch Adjustment.


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CM Series 635

ELECTRIC BRAKE ASSEMBLY The correct air gap between armature and field, when brake is not energized, is 0.025 inch and need not be adjusted until the gap reaches 0.095 inch. To adjust the brake, proceed as follows: 1. Disconnect hoist from power supply. 2. Remove back frame cover. 3. Before adjusting the gap; a) back off the stud nuts end examine friction linings and friction surfaces for excessive wear, (min. thickness .188”), scoring or warpage. b) Check shading coils to be sure they are in place and not broken. A missing or broken shading coil will cause the brake to be noisy when hoist is operated. Any of these symptoms indicate the need for replacement of parts. 4. Turn adjusting nuts clockwise gaging the air gap at both ends. 5. Replace cover, reconnect the power and check 0peration.


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CM SHOPSTAR

BRAKE The brake is non-adjustable with a nominal 0.004 inch (0.012 mm) air gap and the brake disc must be replaced when the gap reaches 0.012 inches (0.305 mm). The brake spacer should be no more than 0.012 inches (0.305 mm) thicker than the combined thickness of the brake disc and armature plate.

Figure 9. Brake

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CUTLER HAMMER


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CUTLER HAMMER 511 BRAKE (LINING RIVETED TO SHOE)

SIZE LINING THICKNESS NEW LINING THICHNESS REPLACE

4 .250 .140 5.5 .250 .140 7 .250 .140 8.5 .250 .140 10 .250 .140

505 BRAKE (LINING BOLTED TO SHOE)

SIZE LINING THICKNESS NEW LINING THICHNESS REPLACE 8 .250 .0625 10 .375 .0625 13 .375 .0625 16 .375 .0625 19 .375 .0625 23 .375 .0625 NOTE: Replacement thickness determined by using the “high side” (safe) Tolerances.

Bulletin 511 Type “S” A-c Brake - 4"


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CUTLER HAMMER

ADJUSTMENT

1. Compress the torque spring "D" until the desired torque is obtained. The approximate compressed length of this spring, to obtain rated torque, is given in the table below and on a small plate mounted on the pivot block, item 12. It is an approximate dimension and further adjustment may be necessary. While making this adjustment maintain a clearance of .015" at "C" when the brake is applied. When the desired torque is obtained be sure the clearance "C” is .015”. The security lock nut "B" will hold itself in this position.

2. Equalize the clearance between the shoes and wheel when the brake is released by

setting the screw "A". 3. Re-Adjustment - When the lining wears, the clearance "C" decreases. Never permit this

clearance to become zero since complete loss of braking torque will result. When the clearance "C" becomes low, again adjust to .015" by turning screw "E". No change in torque will result from this adjustment if nut "B" is not changed.

511 TYPE AC BRAKES TORQUE CHART

BRAKE TORQUE SPRING LENGTH SIZE RATING “D” COMPRESSED 4” 3 LBS. FT. 1.350 IN. 4” 10 LBS. FT. 1.225 IN. 4” 15 LBS. FT. 1.100 IN. 4” 20 LBS. FT. 1.000 IN. 5.5” 25 LBS. FT. 1.750 IN. 5.5” 35 LBS. FT. 1.750 IN. 7” 50 LBS. FT. 2.31 IN. 7” 75 LBS. FT. 2.05 IN. 7” 85 LBS. IN. 2.29 IN.

7” 110 LBS. IN. 2.17 IN.


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CUTLER HAMMER

1. MOUNTING - (Refer to Figure One) Push the solenoid plunger "J" down to separate the brake shoes. The brake can then be slid over the wheel "H". The center of the wheel should be approximately four (4) inches above the mounting surface. Release the plunger to allow the brake shoes to grip the wheel. Insert shims between the mounting surface and the brake base until the brake is resting solidly on the mounting surface. Then fasten the brake to the stand with mounting screws or bolts.

NOTE - These brakes must be mounted in a horizontal position with the base below the solenoid and shoes. 2. EQUALIZE SHOE CLEARANCE

Push the solenoid plunger "J" down to release the brake wheel "H". Loosen locknut "A", equalize clearance between the shoes and wheel "H" by turning screw "B". When adjustment is completed tighten lock nut "A".


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CUTLER HAMMER

. READJUSTMENT FOR LINING WEAR As the lining wears, the clearance "E" decreases. Never permit this clearance to become zero because complete loss of braking torque will result. When the clearance "E" becomes low, readjust to 0.015" by turning nut, "D". Locknut "C" prevents the shaft from rotating when this adjustment is performed. No change in torque will result from this adjustment.

NOTE: Brake linings should be renewed before the rivets that hold the lining in place are allowed to touch the wheel face. Repeat step no. 2. 4. TORQUE ADJUSTMENT

The brake is adjusted at the factory to provide the rated torque shown on the nameplate. To set the brake for rated torque, loosen locknut "C" and, while holding nut "D", turn bolt "G" to obtain the approximate compressed spring length specified above. Retighten locknut "C" and recheck clearance "E".

NOTE: After any brake adjustment is made, recheck the shoe to-wheel clearance in step no. 2.

INSTRUCTION SHEET - Bulletin 511 Type "S' 51/2" D-c Brake


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CUTLER HAMMER 1. MOUNTING - (Refer to Dimension Drawing)

Push the solenoid plunger down to separate the brake shoes. The brake can then be slid over the wheel. Release the plunger to apply the shoes against the wheel. Insert shims between the mounting stand and the brake base until the brake is setting solid on tile stand. Then fasten the brake to the stand with mounting screws or bolts. Note - These brakes should be mounted in a horizontal position with the base below the solenoid and shoes. Side or vertical mounting can result in accelerated wear of the solenoid.

2. EQUALIZE SHOE CLEARANCE

With the brake released (solenoid plunger down) equalize the clearance between the shoes and wheel with screw ''A''. Be sure to tighten the lock nut when the adjustment is completed.

3. ADJUSTMENT

The brake is adjusted at the factory to provide the rated torque shown on the nameplate. If the load is stopped too rapidly and a lower torque is desired, increase the compressed length of spring "D" by holding nut "13" to prevent rotation while turning nut "E" counter-clockwise. When the desired torque is obtained be sure that the clearance "C" is 1/64'.

4. READJUSTMENT FOR LINING WEAR

As the lining wears, the clearance "C" decreases Sever permit this clearance to become zero because complete loss of torque will result. When the clearance "C" becomes low, again adjust to 1/64" by turning screw "E”. No change in torque will result from this adjustment. Brake linings should be renewed before they are worn so the groove-pins contact the wheel face.


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CUTLER HAMMER INSTRUCTION SHEET

Bulletin 511 Type "S" 7" A-c Brake

1. Mounting

Clamp the brake on the wheel by compressing torque spring "D" (See Fig. 1) by tightening the adjusting nut "E”. Insert shims between the mounting stand and the base of the brake until the brake is setting solid on base. Note - These brakes should be mounted in a horizontal position with the base below the solenoid and shoes. Side or vertical mounting can result in accelerated wear of the solenoid.

2. Adjustment a. Compress the torque spring "D” until the desired torque is obtained. The approximate compressed length of this spring, to obtain rated torque, is given in the table above and on a small plate mounted on the pivot block, item 21. It is an approximate dimension and further adjustment may be necessary. While making this adjustment maintain a clearance of 1/64" at "C" when the brake is applied. When the desired torque is obtained be sure that the clearance "C" is 1/64". The security lock nut "B" will hold itself in this position. b. Equalize the clearance between the shoes and wheel when the brake is released by setting screw "A".


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CUTLER HAMMER 3. Re-Adjustment

When the lining wears, the clearance "C" decreases. Never permit this clearance to become zero since complete loss of braking torque will result. When the clearance "C" becomes low, again adjust to 1/64" by turning screw "E". No change in torque will result from this adjustment if nut "B" is not changed.

INSTRUCTION SHEET For Bulletin 511 "S" 7" D-c Brake

1. Mounting - (Refer to Dimension Drawing) - Push the solenoid plunger down to separate the brake shoes. The brake can then be slid over the wheel. Release the plunger to apply the shoes against the wheel. Insert shims between the mounting stand and the brake base until the brake is setting solid on the stand. Then fasten the brake to the stand with mounting screws or bolts.


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CUTLER HAMMER Note – These brakes should be mounted in a horizontal position with the base below the

solenoid and shoes. Side or vertical mounting can result in accelerated wear of the solenoid.

2. Equalize Shoe Clearance - With the brake released (solenoid plunger down) equalize the clearance between the shoes and wheel with screw "A". Be sure to tighten the lock nut when the adjustment is completed.

3. Adjustment - The brake is adjusted at the factory to provide the rated torque shown on

the nameplate. If the load is stopped too rapidly and a lower torque is desired, increase the compressed length of spring "D" by holding nut "B" to prevent rotation while turning nut "E" counter-clockwise. When the desired torque is obtained be sure that the clearance "C" is 1/64".

4. Re-Adjustment For Lining Wear - As the lining wears, the clearance "C"

decreases. Never permit this clearance to become zero because complete loss of torque will result. When the clearance "C" becomes low, again adjust to 1/64" by turning screw "E”. No change in torque will result from this adjustment. Brake linings should be renewed before they are worn so the groove-pins contact the wheel face.


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CUTLER HAMMER

INSTRUCTION SHEET Bulletin 511 Type "S" 8'' A-c

INSTRUCTION 1. Mounting-

Loosen jam nut "F" (See Fig. 1). Clamp the brake on the wheel by compressing torque spring "D" and tightening the adjusting nut "E". Insert shims between the mounting stand and the base of the brake until the brake is setting solid on base. Note -These brakes should be mounted in a horizontal position with the base below the solenoid and shoes. Side or vertical mounting can result in accelerated wear of the solenoid.

2. Adjustment –

a. Compress the torque spring "D" until the desired torque is obtained. The approximate compressed length of this spring, to obtain rated torque. IS given in the table below and on a small plate mounted on the pivot block, item 19. It is an approximate dimension and further adjustment may be necessary. While making the torque adjustment, maintain a clearance of 1/32” at “C" when the brake is applied. Be sure that the solenoid is completely dropped out when checking the 1/32” clearance. The adjusting nut "B" will hold itself in this position. Tighten jam nut "F" to 40 ft.-lbs. minimum after final adjustment of "E" and "C".


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CUTLER HAMMER

b. Equalize the clearance between the shoes and wheel when the brake is released by setting screw "A".

3. Re-Adjustment –

When the lining wears, the clearance "C" decreases. Never permit this clearance to become zero since complete loss of braking torque will result. When the clearance "C" becomes low, loosen jam nut "F" and again adjust to %" by turning screw "E". No change in torque will result from this adjustment if nut "B" is not changed. Retighten jam nut 'B" to 40 ft.-lbs. minimum.

4. Solenoid Spring Adjustment –

If the shoes are removed (to be replaced or relined), the solenoid spring adjusting screw "G" must be readjusted. Adjustment is made to give the proper solenoid spring length ("K" dimension) from the table below.

5. Solenoid Renewal –

a. When replacing the solenoid coil, plunger, plunger guides, or complete solenoid observe the following precautions: When removing the solenoid plunger remove one roll pin at either connecting link pin "L" or "M". Before re-assembly, degrease both the connector link pin and the new roll pin in a clean solvent. When re-assembling connector link pin "M” use loctite #271 with the new roll pin. When re-assembling connector link pin "L", re-grease the upper link pivot pin after re-assembly. DO NOT grease the lower link pivot pin. b. To replace the coil remove the solenoid upper thru bolt assembly "O" including the stop bracket and rubber spacers, and remove the coil. When re-assembling the solenoid upper thru bolt assembly and stop bracket, be sure that all washers and spacers are located as shown in Figure 2. Use additional thin washers 8s required to keep the plunger from binding. The self locking nuts on the solenoid upper thru bolt assembly should be torqued from 12-14 ft.-lbs. c. When replacing entire solenoid, the mounting plate screws "P" must be torqued to a minimum of 8 fl.-lbs.


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CUTLER HAMMER

KONECRANE E-LIBRARY

DINGS


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DINGS 40 Series Brake

Figure 1 - 40 Series Brake

DESCRIPTION This brake is spring set, electromagnetically released. It uses rotating and stationary disc contact to supply positive braking action. When energized, the release mechanism compresses a spring removing force on a pressure plate, and permits free rotation of a motor shaft. Simplicity of design has reduced maintenance to an absolute minimum. As with any electromechanical equipment, however, periodic inspection and adjustment will assure optimum performance. As the friction disc wears, the magnet gap will increase. The magnet gap should be checked periodically and adjusted when necessary. NOTE: This brake is not intended for accurate positioning applications. It is designed for applications that require rapid stopping and holding power such as conveyors, door openers, etc.

Figure 2. Dimensions of Brake


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DINGS Figure 3. Brake Gap Adjustment Figure 4. Operator Assembly

Table 2. Parts for Operator Assembly*

ITEM NO. DESCRIPTION 19 Lever Assembly includes

Clinch Nut (22) 20 Solenoid Plunger 21 Torque Spring 22 Clinch Nut #10-32 23 Set Screw #10-32x3/4 24 Hinge Pin 1/8 x 5/8 25 Solenoid includes Plunger

(20) (115V 60Hz) 26 Mounting Bracket 27 Lock Washer #10 28 Screw Fillister HD

#10-32 x .375

Table 2. Parts for Operator Assembly* *Operator Assembly sold as complete unit only. See Table 3, Item 14.


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DINGS Components

Figure 5. Brake Assembly Components


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DINGS INSTALLATION (See Figures 2, 3, 4 & 5) Before installing, refer to section on Torque Selection. 1. Position hub (9) on motor shaft 1/32” from mounting surface of motor fan guard and securely tighten both set screws. Bore in hub (See Figure 2) is designed to give minimum clearance between hub and motor shaft. If hub is tight on shaft, use emery cloth on motor shaft, so that hub slides on freely. Loctite or similar adhesive may be used on motor shaft extension. 2. Remove cover screws (18) and cover (17). 3. Place brake on motor, guiding rotating discs (10) on hub. Mount brake so that grommet (8) is on the wire connection box side of motor. Depress operator assembly lever (19) and align discs if needed. Attach brake securely to motor mounting surface using machine screws (6), lock washer (5) and spacers (3). Use of needle nose pliers to guide and hold spacer may be helpful. Brake bracket (4) is to be concentric with motor shaft within .010 T.I.R. and square within .010. 4. Brake is connected in parallel with motor line leads; therefore brake is energized when power is applied to motor (115V, 60Hz). 5. Energize brake and motor briefly to insure proper action. 6. Bring solenoid lead wires thru grommet (8) to make the electrical connection. Replace cover and cover screws.

TORQUE SELECTION The brake is designed so that the torque can be changed from ¾ lb. ft. to 3/8 lb. ft. The brake as furnished has two rotating discs (10), and will have a nominal static torque rating of 3/4 lb. ft. To reduce torque to 3/8 lb. ft. a rotating disc must be removed and the solenoid air gap has to be readjusted. Proceed as follows: Depress solenoid plunger and remove the rotating disc (10) which is closest to the solenoid. Release plunger. Set air gap “A” at 23/64 inches by turning set screw (23) clockwise. Depress solenoid plunger several times and recheck air gap “A”

MAINTENANCE AND SERVICE FRICTION DISC REPLACEMENT (See Figures 3 & 5) CAUTION: High start-stop rates may damage motor and/or brake. Consult motor manufacturer whenever high cycling rates are involved. When total wear on rotating discs (10) reaches .04”, replace discs as follows: 1. Disconnect solenoid (25) from circuit and remove cover (17). 2. Remove locknuts (16), washers (15), operator assembly (14), pressure plate (13), stationary disc (12), friction disc (10), stationary disc (11), and friction disc (10).


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DINGS 3. Replace worn discs and assemble in reverse order. Discs must slide freely on hub (9). NOTE: Stationary disc (11) is .060 in. thick, and must be in the location shown in Fig. 5. Stationary disc (12) is .030 in. thick, and must be located as shown. SOLENOID REPLACEMENT (See Figure 3) CAUTION: Load to be removed or blocked. Brake will be inoperative during this procedure. 1. Disconnect solenoid (25) from circuit, and remove cover (17). 2. Remove solenoid assembly (25) and torque spring (21) be removing fillister head screws (28) and split lock washers (27). 3. Insert new solenoid assembly by sliding plunger (20) into slot of operator assembly lever (19), keeping torque spring around plunger. 4. Fasten solenoid assembly to mounting bracket (26) with fillister head screws (28) and split lock washers (27). 5. Adjust air gap “A” (See Wear Adjustment).

WEAR ADJUSTMENT (See Figure 3). As friction discs wear, magnet air gap “A” increases, thereby increasing stopping time of brake. Before air gap “A” reaches 716” maximum (measured on center line of plunger) adjustment for wear is required. Any delay in adjusting air gap will result in a loss of torque and/or coil burn out. To adjust brake, proceed as follows: 1. Remove cover (17). 2. Insert Allen wrench into adjusting screw (23) and turn clockwise until solenoid air gap is approximately 23/64”. Gap is measured between operator assembly lever (19) and solenoid (25) “C” frame, at center line of plunger (20). NOTE: The 23/64” dimension for the air gap is a nominal position. On low horsepower units, the gap may have to be slightly larger. Observe motor starting characteristics after adjusting gap. Motor should start quickly. If not, increase air gap by turning adjusting set screw (23) 1/8 turn counterclockwise


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DINGS 2-50 Series Standard

Figure 1. 50 Series Brake

DESCRIPTION This brake is direct acting, electromagnetically released and spring set. It uses rotating and stationary disc contact to supply positive braking action. It retains quick release and setting capabilities at all times. Simplicity of design has reduced maintenance to an absolute minimum. As with any electromechanical equipment, however, periodic inspection and adjustment will assure optimum performance. As the friction disc wears, the magnet gap will increase. The magnet gap should be checked periodically and adjusted when necessary. INSTALLATION (See Figures 2, 3, 4 & 5) Before installing, refer to section on Torque Selection. 1. Remove hub (2) from brake and position on motor shaft with key per dimension shown in Figure 2. Stamped part number on hub should face away from motor. Tighten hub set screws to shaft with 6-8 lb. ft. torque. 2. Remove the three cover screws (3) and cover (4) and position brake over hub (2) on shaft. Bolt brake to motor flange with two 1/4” flat head screws. (NOTE: Be sure anti-rattle spring (5) does not rest in hub tooth space containing a set screw.) 3. Connect coil wire leads as indicated in Figure 3. Replace cover and three cover screws.


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DINGS Figure 2. Dimensions of Brake

Figure 3. Wiring Diagram Figure 4. Brake Gap Adjustment

Figure 5. Exploded View of Brake


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DINGS

MAINTENANCE AND SERVICE

FRICTION DISC REPLACEMENT (See Figure 4) When total wear on rotating discs (11) reaches 1/16”, replace disc as follows: 1. Remove the three cover screws (3), cover (4), nuts (9), magnet assembly (8), washers (10), nuts (12), torque springs (13), armature (14), nut (7), nut (6), pressure arm (15) and stationary disc (16). 2. Install new rotating disc (11) making sure anti-rattle spring (5) is installed in position shown and does not rest in a hub tooth space containing a set screw. 3. Reassemble all parts in reverse order. NOTE: In reassembly, tighten nut (6) so that it just makes contact with pressure arm (15). LOCATE nut (12) 1/2” from end of stud as shown in Figure 4. Tighten nut (9) as described under MAGNET ASSEMBLY REPLACEMENT. Readjust magnet air gap as described under WEAR ADJUSTMENT.


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DINGS WEAR ADJUSTMENT (See Figure 4). As friction disc wears, magnet air gap “A” increases. When air gap “A” reaches .150” maximum, adjust to .060”-.070”. To adjust: Hold pivot nut (6), loosen lock nut (7), turn pivot nut (6) clockwise until air gap “A” measures .080” at center of magnet. (NOTE: Air gap should decrease slightly to measure .060”-.070”. When lock nut (7) is tightened against the pivot nut (6).) Hold pivot nut (6) and tighten lock nut (7) against it. Operate brake several times to see if; .060”-.070” air gap is maintained. If not, re-adjust following same procedure again. Any delay in adjusting air gap will result in a loss of torque and/or coil burn out.

MAGNET ASSEMBLY REPLACEMENT (See Figure 4) Remove cover screws (3), cover (4), nuts (9) and magnet assembly (8). Replace magnet assembly. Be sure rubber pads (10) are under magnet bracket. Tighten nuts (9) to remove end play between nut and magnet bracket. Tighten with an additional 1/3 turn (two flats on nut). Check air gap as described under WEAR ADJUSTMENT and replace cover and cover screws.

60 Series Double C Brake Instructions

NEMA 4X Washdown Housing

Figure 1


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DINGS DESCRIPTION This 60 Series magnetic disc brake is used on 56C, 143TC and 145TC face motors and speed reducers. The brake is direct acting, electro-magnetically released, and spring set. It uses rotating friction and stationary disc contact to supply positive braking action. It retains quick release and setting capabilities at all times. Warning: Do not install or use these brakes in an explosive atmosphere. DIMENSIONS

Connection of Coil Leads After securing the brake to the motor, connect coil leads for proper voltage per wiring diagram. (Fig. 2 shows dual voltage coil). Incorrect connection can result in brake failure.


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DINGS CAUTION: The voltage supplied to the coil must match the voltage that the coils are connected for, or the coils will burn out. Single voltage coil: Connect brake coil leads to any two line leads (single or three phase) of same voltage and frequency as brake. Dual voltage coil: Connect leads 2 and 4 to any two motor line leads (single or three phase) of same voltage as brake. Connect leads 1 and 3 as shown for voltage desired. Brake must be energized with motor. OPERATION These brakes are spring set devices with an electrical (magnet) release. They contain a rotating friction disc that is driven by a hub mounted on the motor shaft. When energized, the magnet compresses the torque springs, removing the force pressing the stationary disc and friction disc together. This permits free rotation of the shaft. WARNING: Observe proper safety precautions in applications where a brake failure would allow the load to move in such a manner as to injure personnel. KEEP PERSONNEL AWAY FROM LOAD AREAS. If brake torque rating is higher than motor full-load torque rating, use brake rating rather than motor rating when selecting other drive components. Take the following precautions when operating the brake: 1. Do not operate the brake at higher than nominal static torque capacity. 2. For applications with high inertia-type loads or rapid cycling, the thermal capacity of the brake must be considered. 3. High start-stop rates may damage motor. Consult motor manufacturer if high cycling rates are expected. 4. Be sure power supply conforms to electrical rating of brake. If brake torque rating is higher than motor full-load torque rating, use brake rating rather than motor rating when selecting other drive components. Take the following precautions when operating the brake: 1. Do not operate the brake at higher than nominal static torque capacity. 2. For applications with high inertia-type loads or rapid cycling, the thermal capacity of the brake must be considered. 3. High start-stop rates may damage motor. Consult motor manufacturer if high cycling rates are expected. 4. Be sure power supply conforms to electrical rating of brake.


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DINGS Manual Release The brake is equipped with a manual release. Turn the release knob (15) clockwise to stop position to release the brake. The brake will remain released until the release knob is turned counterclockwise (approx. 65°) or until the brake coil is energized, automatically resetting the brake. Wiring Diagrams


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DINGS MAINTENANCE Caution: Before attempting to service or remove any components, make certain that the power is disconnected and that the load is completely removed, secured or blocked to prevent injury or property damage. Wear Adjustment Caution: Load to be removed or blocked. Brake may be inoperative during this procedure. Before air gap “A” reaches .100”, adjustment is required. Any delay in adjusting the magnet air gap will result in eventual loss of torque. Refer to Figs. 3 and 4. 1. To adjust, remove access window cap assemblies (9) to expose adjusting screws (25M) and magnet air gap “A”. 2. Measure air gap “A” using 3/8” to 1/2” wide feeler gauge as shown in Figs. 3 and 4. 3. Turn two square head adjusting screws (25M) until air gap “A” measures:

.045/.050 for 1 disc models



Figure 4

Torque Adjustment Caution: Load to be removed or blocked. Brake may be inoperative during this procedure. The magnetic disc brake is factory set for rated static torque. The brake can be adjusted to reduce torque which increases stopping time. Do not attempt to adjust brake for higher torque, as this will cause premature coil burnout.


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DINGS Refer to Figure 3. 1. To adjust, remove access window cap assemblies (9) to expose torque locknuts (25U) which are above torque springs (25G). 2. To increase stopping time and reduce torque, turn both torque locknuts (25U) counterclockwise, increasing spring length. Each full turn reduces torque 7% to 10% depending on the model. Friction Disc Replacement Caution: Load to be removed or blocked. Brake will be inoperative during this procedure. If brake model number has a prefix VO, or VU. When total wear on a rotating friction disc (10) reaches 1/16”, replace disc: Refer to Figs. 3 and 10. Removing operator assembly 1. Disconnect power. 2. Remove any equipment mounted on the brake C face, such as a gear reducer, by removing nuts (30) and lockwashers (29). If no equipment is mounted on brake C face, remove nuts (30) and lockwashers (29). 3. For two-piece shaft design: Remove adapter housing (7) which includes shaft (8). For one-piece shaft design: Remove entire brake from motor C face. Remove retaining ring (13) or (37) from brake shaft (8A). Press shaft (8A) out of ball bearing (12) or (35) in adapter housing (7). A wheel puller using openings on side of adapter housing (7) may be used. 4. Remove operator assembly (25) by removing screws (11) and pivot stud (19). Item 19 has a hex socket in end of stud for removal. NOTE: Do not loosen nuts (6) on pivot stud (19), or “Pivot Stud Adjustment” to quiet the magnet will have to be made again. 5. Replacing the friction disc For two-piece shaft design: Remove worn rotating discs (10) and stationary discs (2). Replace worn discs and install new discs in the same order. Install stabilizer clip (23), if furnished, on rotating discs prior to installing. For one-piece shaft design: Remove worn rotating discs (10) and stationary discs (2). Lay bracket (1) on a flat surface. Place a 5/16” thick spacer (1”x1”, or 2”x2”) on flat surface in the center of the brake.


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DINGS Place shaft (8A) in center of bracket with splined end down. Replace worn discs in the same order. Install stabilizer clip (23), if furnished, on rotating discs prior to installing. 6. Re-assembly of operator assembly (25) Turn two screws (25M) counterclockwise five turns. Place operator assembly onto brake bracket (1) and install two screws (11). Replace compression spring (3), bushing (5), washer (6), and pivot stud (19) which has the two nuts (6) in place. Tighten firmly. 7. Readjust magnet air gap “A” as described under “Wear Adjustment”. 8. Check manual release operation before completing installation. Adjust per “Manual Release Adjustment” if required. 9. Completing installation For two-piece shaft assembly: Reassemble as described under “Installation” (for models with two-piece shaft design). For one-piece shaft assembly: Place adapter housing (7) over shaft (8A). Press bearing in adapter housing onto shaft by applying pressure to the inner race of the bearing only. NOTE: The 5/16” thick spacer as described in Step 5 must still be in place. Replace retaining ring (13) or (37). Remove four threaded rods (28) or (32) from the motor and complete assembly as described under “Installation” (for models with one-piece shaft design). Magnet Assembly Replacement Caution: Load to be removed or blocked. Brake will be inoperative during this procedure. Refer to Figs. 3, 5 and 10. 1. Disconnect power supply. 2. Remove adapter assembly as described under “Friction Disc Replacement” at left. 3. Remove two capscrews (25D), wire clamps (25E), magnet assembly (25A) and shock mount (25C). 4. Replace shock mount and magnet, feeding coil wires through hole in back of bracket (25B) as shown in Fig. 5. Tighten mounting screws with 55 to 60 lb. in. torque. 5. Set air gap “A” as described under “Wear Adjustment”. 6. Energize coil. Magnet should be quiet; if not, refer to “Pivot Stud Adjustment” on page 6. 7. Check manual release. If it does not operate properly, adjust as outlined under “Manual Release Adjustment”. 8. Reassemble as described under “Friction Disc Replacement” and “Installation” on page 2.


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DINGS

Figure 6

Armature Plate Assembly Replacement Caution: Load to be removed or blocked. Brake will be inoperative during this procedure. Refer to Figs. 3, 6 and 10. If you replace the magnet assembly, it may be necessary to replace the armature (25J). If it is badly deformed, it will be difficult to make the magnet quiet. 1. To replace, remove operator assembly (25) from brake. See “Friction Disc Replacement Steps 1-4.” Remove nuts (25U), springs (25G), and carriage bolts (25F). This will allow the armature plate to be removed from magnet bracket. 2. Remove screws (25S), lockwasher (25R), locking plate 25Q), two screws (25L), spacers (25N), and armature (25J). Inspect these parts and shock mount (25P). If worn, replace them also. 3. Put armature in place (ground side up) and install spacers (25N) and screws (25L). NOTE: Screws (25L) should be tightened to remove slack only. Then back off, counterclockwise on screw so that the next flat on screw is parallel with edge of the armature plate (25I). See Fig. 6. 4. Reassemble to magnet bracket (25B) using items (25U), (25G), and (25F). Reassemble operator assembly to brake bracket. Set magnet air gap “A” and set torque springs (25G) to 1” as shown in Fig. 3


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DINGS Pivot Stud Adjustment Caution: Load to be removed or blocked. Brake will be inoperative during this procedure. Refer to Fig. 6. This adjustment is made at the factory and may be required when replacing the magnet assembly (25A) or the armature (25J). The purpose is to adjust the height of the armature plate (25I) so that the armature (25J) is parallel to the magnet (25A) when the brake is energized. This is required so that the magnet will be quiet. NOTE: Adapter housing (7) must be removed to make this adjustment. 1. To adjust: Hold the nut (6) which is adjacent to washer (4) and loosen the other nut (6) and remove it from the stud. 2. Energize the magnet and slowly tighten remaining nut (6) counterclockwise slowly until the magnet becomes noisy. Turn magnet on and off several times until you find the position where the magnet first becomes quiet. At this point turn nut (6) 1/3 turn (two flats) in a clockwise position. Hold nut in this position and turn magnet on and off to make sure the magnet does not become noisy. 3. Holding this nut in place, screw on other nut and tighten it against the nut you are holding. Tighten firmly. 4. Operate the manual release. If the release does not operate properly, see “Manual Release Adjustment” on next page. Manual Release Assembly Refer to Fig. 7. 1. Adapter housing (7) must be removed to replace manual release assembly. Remove adapter housing (7) per “Friction Disc Replacement Steps 1-4”. 2. Place a small amount of high temperature Neverseize grease around o-ring (40) located on release knob (15) and in release hole located at the top of bracket (1). 3. Place shaft of release knob (15) through hole in bracket (1). 4. Slide return spring (16) over shaft; straight leg of spring should enter shaft first with leg in the position shown. 5. Slip spring (18) over screw (17) and install in tapped hole in release shaft. Screw in until it stops. Make sure spring (16) is not caught under spring (18). 6. Engage bent end of spring (16) over spring (18) as shown. Pull it over with a needle nose pliers or screwdriver. 7. Adjust release per “Manual Release Adjustment” section at right. 8. Reassemble per “Friction Disc Replacement Step 9”.


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DINGS Manual Release Adjustment Caution: Load to be removed or blocked. Brake will be inoperative during this procedure. Refer to Figs. 3, 7. The manual release (15) may require adjustment after replacing the operator assembly (25), magnet (25A), or armature (25J). It also may be required if adjustments are made on the pivot stud nuts (6). The release is working properly if: a) You turn release knob (15) clockwise to stop and the brake is released; b) The release knob returns to its normal position automatically when power is applied to the magnet. NOTE: Adapter housing (7) must be removed to make this adjustment. 1. To adjust: Set air gap “A” as described under “Wear Adjustment”. 2. If the brake does not release, turn adjusting screw (17) counterclockwise 1/4 turn and try again. 3. If the release knob (15) does not return to its normal position automatically, turn screw (17) clockwise 1/4 turn and try again. NOTE: You may have to repeat Steps 2 or 3 to get the release to operate properly. It is important that the release knob returns to its normal position automatically when power is applied to the magnet.

Figure 7


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DINGS VERTICAL MOUNTING Installation and Adjustment Installation and adjustment of the vertically mounted brake is the same as on the standard model. Friction Disc Replacement When replacing friction discs, follow procedure outlined on page 5 with this addition: Care must be taken to insure proper insertion of disc separating springs. Springs are color coded for easy identification, and reference is made to spring color (see Fig. 8 and 9). Since the installation order of the disc springs is dependent on brake mounting position (above or below motor), it is important to consult the correct diagram for spring location

Figure 8 Parts for Vertical Mounting


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DINGS

Figure 9


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DINGS 70 Series

2 Post Standard Enclosure Brake Instructions

Figure 1.

SINGLE PHASE

Connect both black leads to one side, and both light colored leads to other side of power.

Figure 2.Wiring Diagram

WARNING Brake performance and features must be carefully matched to the requirements of the application. Consideration must be given to torque requirements, especially where an

overhauling condition exists, as well as thermal capacity, ambient temperature, atmospheric explosion hazards, type of enclosure and any other unusual conditions. Improper selection and installation of a brake and/or lack of maintenance may cause brake failure which could result in damage to property and/or injury to personnel. If injury to personnel could be caused by brake

failure, additional means must be provided to insure safety of personnel. Do not operate manual


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DINGS release or energize brake coil before installation, in order to preserve pre-alignment of rotating discs for ease of installation.

DESCRIPTION This brake is direct acting, electromagnetically released and spring set. It uses rotating and stationary disc contact to supply positive braking action. It retains quick release and setting capabilities at all times. Simplicity of design has reduced maintenance to an absolute minimum. As with any electromechanical equipment, however, periodic inspection and adjustment will assure optimum performance. As the friction disc wears, the magnet gap will increase. The magnet gap should be check periodically and adjusted when necessary.

SPECIFICATIONS MOTOR FRAMES - 182TC, 184TC, 213TC, 215TC, 254TC, 256TC. HOUSINGS - Cast iron and steel. DUTY - Rated for continuous duty. VOLTAGES - All standard NEMA voltages and frequencies available. Other voltages and frequencies are optional. MOUNTING - Direct to NEMA “C” motor flanges. Adaptors for larger or smaller frames, foot mounting and vertical mounting are available. SHAFTS - NEMA standard length motor shafts and thru shafts may be used on all models except units with Mark II Release (Cover modification required for thru shafts). INSTALLATION (See Figures 3 & 5, Tables 1 & 2) 1. Remove hub (22) from brake and position on motor shaft with key according to dimension “N”. Stamped part number on hub should face away from motor. Tighten hub set screws with 12 lb. ft. torque. 2. Remove cover screws (17) and cover (18). 3. Place brake on motor, guiding discs on hub. 4. Bolt brake to motor “C” face with four 1/2 inch socket head cap screws. See Figures 5 and 6 for screw length thru bracket. 5. Connect coil leads per appropriate wiring diagram in Figure 2 and replace cover. MANUAL RELEASE (See Figure 3) To operate release, rotate two rods (7) clockwise until stop screw (9) hits pin. Brake will remain in released position until rods are manually returned to original position, or until electrical power is restored which automatically returns the release rods to the set position.


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DINGS


TORQUE ADJUSTMENT (See Figures 3 & 5) Brake is factory set for rated torque per spring length “H”. To increase stopping time and lower torque, turn two locknuts (13) counterclockwise, increasing dimension “H”. All two springs must be set to the same length. Do not decrease spring length “H” as this may cause coil to burn out. WEAR ADJUSTMENT (See Figures 3 & 5, Table 2) Magnet gap “D” increases as friction discs wear. When gap approaches “D” max., adjust gap to “D” min. dimension by turning nuts (15 and 20). Magnet gap can vary from nominal + .005” between corners. After setting gap, readjust torque spring length “H”. CAUTION: MAGNET GAP MUST NOT EXCEED “D” MAXIMUM. FRICTION DISC REPLACEMENT (See Figures 3 & 5, Table 2) *When the rotating friction disc (3) wears down to a thickness of 7/32”, replace disc. 1. Remove cover screws (17) and cover (18). 2. Unhook loop of torsion springs (8) from pins at rear of magnet plate (29). Remove release stop screws (9), washers (12) and shims (11). 3. Remove adjusting lock nuts (20), magnet assembly (29), adjusting nuts (15), torque nuts (13), washers (14), torque spring (5) and pressure plate (28). 4. Remove friction disc (3) and stationary disc (4). Replace worn friction discs.


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DINGS 5. Reassemble all parts in reverse order. Set spring length “H” and magnet gap “D”. Assemble manual release. See following paragraph. MANUAL RELEASE ASSEMBLY (See Figure 3) When assembling a standard manual release mechanism (Figure 3), add only enough shim washers (11) to obtain proper release action. Too many shim washers will prevent automatic reset when electrical power is applied. Too few washers will prevent the motor shaft from turning freely. Replace stop screws (9). Wind each torsion spring (8) approximately 1/4 turn and hook spring loop over pin. MAGNET COIL REPLACEMENT (See Figures 3 & 4) Remove magnet assembly as outlined under FRICTION DISC REPLACEMENT. Coils (31) are held in place with epoxy cement. Force coil off magnet mounting plate and remove excess epoxy from all surfaces. Replacement coils should be held in place with new epoxy cement. The epoxy cement should be heat resistant and shock resistant. Place an insulating washer (32 or 32a) below the coils. Order insulating washers when ordering coils. An insulating washer can be cut to suit when replacing only one coil on a multiple coil assembly. When installing coils, it is very important to follow EXACTLY the sequence of black and light colored leads as shown in wiring diagram (Figure 2). The brake will not operate properly unless coils are all in the correct position.

Figure 4. Fastening of Replacement Magnet Coils


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DINGS

Table 2. Standard Housing

Figure 5. Standard Housing

TROUBLE SHOOTING

A. IF BRAKE DOES NOT RELEASE: 1. Check brake visually for broken or damaged parts. 2. Check for broken lead wire or bad electrical connection. 3. Check for correct voltage. Line voltage must correspond to the voltage for which the brake coils are connected. If the line voltage is more than 10% below the voltage for which the brake coils are connected, the magnet will not pull in, causing the coils to burn out within minutes. If the line voltage is more than 10% above the voltage for which the brake coils are connected, the coils will overheat and burn out. 4. Check for burned-out coils (coils may be charred or burned). 5. Check for excessive magnet gap. (See WEAR ADJUSTMENT.) 6. Check for failure or power supply to brake.


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DINGS B. IF BRAKE DOES NOT STOP: 1. Check brake visually for broken or damaged parts. 2. Make certain hub has not shifted position on the motor shaft and that all rotating discs are fully engaged on the hub. 3. Check that the manual release is in the normal position. 4. Check disc wear. (See WEAR ADJUSTMENT.) C. IF BRAKE CHATTERS OR HUMS: 1. See that magnet faces are clean. To remove dirt, insert a clean sheet of paper between magnet faces and energize brake. Move paper around between faces to dislodge dirt, then remove paper. 2. Check for low voltage. Magnet will not pull in, and coils will burn out if line voltage is beyond 10% below the voltage the brake coils are connected for. 3. See that magnet faces are parallel within tolerance. Readjust magnet gap to “D” min. (See WEAR ADJUSTMENT.) 4. Check if shading coil (33) is cracked, broken or out of position (single phase only). D. IF MANUAL RELEASE DOES NOT WORK: 1. Check for broken or damaged parts. 2. Check return spring (8). Brake will not reset automatically if this spring is broken. 3. Check quantity of shim washers (11) under release stop screws. (See MANUAL RELEASE ASSEMBLY.)

70 Series 4 Post


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DINGS

Figure 3. Exploded View of Brake 80 Series

2 Post Standard Enclosure Brake Instructions

Figure 1.

Figure 2.Wiring Diagram


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DINGS WARNING

Brake performance and features must be carefully matched to the requirements of the application. Consideration must be given to torque requirements, especially where an overhauling condition exists, as well as thermal capacity, ambient temperature, atmospheric explosion hazards, type of enclosure and any other unusual conditions. Improper selection and installation of a brake and/or lack of maintenance may cause brake failure which could result in damage to property and/or injury to personnel. If injury to personnel could be caused by brake failure, additional means must be provided to insure safety of personnel. Do not operate manual release or energize brake coil before installation, in order to preserve pre-alignment of rotating discs for ease of installation DESCRIPTION This brake is direct acting, electromagnetically released and spring set. It uses rotating and stationary disc contact to supply positive braking action. It retains quick release and setting capabilities at all times. Simplicity of design has reduced maintenance to an absolute minimum. As with any electromechanical equipment, however, periodic inspection and adjustment will assure optimum performance. As the friction disc wears, the magnet gap will increase. The magnet gap should be check periodically and adjusted when necessary. SPECIFICATIONS MOTOR FRAMES - 284TC, 286TC. HOUSINGS - Cast iron and aluminum. DUTY - Rated for continuous duty. VOLTAGES - All standard NEMA voltages and frequencies available. Other voltages and frequencies are optional. MOUNTING - Direct to NEMA “C” motor flanges. Adaptors for larger or smaller frames, foot mounting and vertical mounting are available. SHAFTS - NEMA standard length motor shafts and thru shafts may be used on all models except units with Mark II Release (Cover modification required for thru shafts). INSTALLATION (See Figures 3 & 5, Tables 1 & 2) 1. Remove hub (21) from brake and position on motor shaft with key according to dimension “N”. Stamped part number on hub should face away from motor. Tighten hub set screws with 12 lb. ft. torque. 2. Remove cover screws (16) and cover (17). 3. Place brake on motor, guiding discs on hub. 4. Bolt brake to motor “C” face with four 1/2 inch socket head cap screws. See Figure 5 for screw length thru bracket. 5. Connect coil leads per appropriate wiring diagram in Figure 2 and replace cover.


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DINGS


TORQUE ADJUSTMENT (See Figures 3 & 5) Brake is factory set for rated torque per spring length “H”. To increase stopping time and lower torque, turn two locknuts (13) counterclockwise, increasing dimension “H”. All two springs must be set to the same length. Do not decrease spring length “H” as this may cause coil to burn out. WEAR ADJUSTMENT (See Figures 3 & 5, Table 2) Magnet gap “D” increases as friction discs wear. When gap approaches “D” max., adjust gap to “D” min. dimension by turning nuts (14 and 19). Magnet gap can vary from nominal + .005” between corners. After setting gap, readjust torque spring length “H”. CAUTION: MAGNET GAP MUST NOT EXCEED “D” MAXIMUM. FRICTION DISC REPLACEMENT (See Figures 3 & 5, Table 2) *When the rotating friction disc (3) wears down to a thickness of 7/32”, replace disc. 1. Remove cover screws (16) and cover (17). 2. Unhook loop of torsion springs (8) from pins at rear of magnet plate (29). Remove release stop screws (9), washers (12) and shims (11). 3. Remove adjusting lock nuts (19), magnet assembly (29), adjusting nuts (14), torque nuts (13), washers (20), torque spring (5) and pressure plate (28).


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DINGS 4. Remove friction disc (3) and stationary disc (4). Replace worn friction discs. 5. Reassemble all parts in reverse order. Set spring length “H” and magnet gap “D”. Assemble manual release. See following paragraph. MANUAL RELEASE (See Figure 3) To operate release, rotate two rods (7) clockwise until stop screw (9) hits pin. Brake will remain in released position until rods are manually returned to original position, or until electrical power is restored which automatically returns the release rods to the set position MANUAL RELEASE ASSEMBLY (See Figure 3) When assembling a standard manual release mechanism (Figure 3), add only enough shim washers (11) to obtain proper release action. Too many shim washers will prevent automatic reset when electrical power is applied. Too few washers will prevent the motor shaft from turning freely. Replace stop screws (9). Wind each torsion spring (8) approximately 1/4 turn and hook spring loop over pin. MAGNET COIL REPLACEMENT (See Figures 3 & 4) Remove magnet assembly as outlined under FRICTION DISC REPLACEMENT. Coils (31) are held in place with epoxy cement. Force coil off magnet mounting plate and remove excess epoxy from all surfaces. Replacement coils should be held in place with new epoxy cement. The epoxy cement should be heat resistant and shock resistant. Place an insulating washer (32 or 32a) below the coils. Order insulating washers when ordering coils. An insulating washer can be cut to suit when replacing only one coil on a multiple coil assembly. When installing coils, it is very important to follow EXACTLY the sequence of black and light colored leads as shown in wiring diagram (Figure 2). The brake will not operate properly unless coils are all in the correct position.

Figure 4. Fastening of Replacement Magnet Coil


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DINGS

Figure 5. Standard Housing

Table 2. Standard Housing

TROUBLE SHOOTING A. IF BRAKE DOES NOT RELEASE: 1. Check brake visually for broken or damaged parts. 2. Check for broken lead wire or bad electrical connection. 3. Check for correct voltage. Line voltage must correspond to the voltage for which the brake coils are connected. If the line voltage is more than 10% below the voltage for which the brake coils are connected, the magnet will not pull in, causing the coils to burn out within minutes. If the line voltage is more than 10% above the voltage for which the brake coils are connected, the coils will overheat and burn out. 4. Check for burned-out coils (coils may be charred or burned).


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DINGS 5. Check for excessive magnet gap. (See WEAR ADJUSTMENT.) 6. Check for failure or power supply to brake. B. IF BRAKE DOES NOT STOP: 1. Check brake visually for broken or damaged parts. 2. Make certain hub has not shifted position on the motor shaft and that all rotating discs are fully engaged on the hub. 3. Check that the manual release is in the normal position. 4. Check disc wear. (See WEAR ADJUSTMENT.) C.IF BRAKE CHATTERS OR HUMS: 1. See that magnet faces are clean. To remove dirt, insert a clean sheet of paper between magnet faces and energize brake. Move paper around between faces to dislodge dirt, then remove paper. 2. Check for low voltage. Magnet will not pull in, and coils will burn out if line voltage is beyond 10% below the voltage the brake coils are connected for. 3. See that magnet faces are parallel within tolerance. Readjust magnet gap to “D” min. (See WEAR ADJUSTMENT.) 4. Check if shading coil (33) is cracked, broken or out of position (single phase only). D. IF MANUAL RELEASE DOES NOT WORK: 1. Check for broken or damaged parts. 2. Check return spring (8). Brake will not reset automatically if this spring is broken. 3. Check quantity of shim washers (11) under release stop screws. (See MANUAL RELEASE ASSEMBLY.)

80 Series 4 Post


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DINGS Figure 3. Exploded View of Brake

90 Series Brake

Instructions

DESCRIPTION The 90 Series Brake is a spring set, electro magnetically released unit. Heavy duty friction discs are standard and consist of non-asbestos friction material bonded to an aluminum carrier. An automatic reset manual release is standard (dead man release optional)

Refer to Figure 3. During brake setting, rotating discs (5), stationary discs (6), and the pressure plate (7) are forced against the bracket (1) by the torque springs (53) and (54), transmitted through the shock absorbers (46) The friction developed between the discs is transmitted through the rotating discs


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DINGS and hub (3) to the motor shaft as torque. When the magnet coils are energized, the magnetic field generated attracts the pressure plate; the rotating discs, hub and shaft are then free to turn as the friction discs wear, the magnet gap will increase. The magnet gap should be checked periodically and adjusted when necessary MANUAL RELEASE OPERATION Refer to Figure 3 1. AUTOMATIC - Turning the release knob (9) clockwise until it stops, will release the brake. It will remain in the released position until the knob is manually returned to its original position, or until magnet coils are energized which automatically returns the knob to its original position. NOTE: Due to the size of the discs, a slight drag is common (5-7 Ib. ft.). 2. DEADMAN - Turning the release knob (9) clockwise until it stops, will release the brake. Knob will immediately return to its original position when the turning force is removed. NOTE: Due to the size of the discs, a slight drag is common (5-7 Ib. R.). INSTALLATION (Refer to Figures 2. 3.4 8 5) 1. STANDARD HOUSING - Install hub (3) onto motor shaft with key per dimension 'N' as shown in Figure 3. Hub part number should face away from motor. Tight hub set screws with 20 R. Ib. of torque. 2. ENCLOSED HOUSING - Slide seal ring (61) onto motor shaft as shown in Figure 3. Install hub (3) onto motor shaft with key per dimension "N" as shown in Figure 3. Hub part number should face away from motor. Butt seal ring (61) against hub, and tighten set screws in both hub and seal ring with 20 R. Ibs. of torque. Apply a small amount of grease to O.D. of seal ring. CAUTION: Excessive grease could work its way onto the rotating disc causing loss of torque. 3. DISASSEMBLY - Disassemble brake by removing cover screws (14), lockwashers (13), cover (a), locknuts (16), operator assembly (60), jam nuts (15), pressure plate (17), rotating discs (5), and stationary discs (6). 4. REASSEMBLY - Mount bracket (1) (with mounting gasket (59) when used) onto motor using 5/8-11 hex socket head screws. Be sure wire outlet location is correct. Install rotating discs (5). Stationary discs (6) and pressure plate assembly (7) in the order shown in Figure NOTE: All numbers and letters to be facing towards you during assembly. The stamped 'O' on the hub tooth should line up with the stamped number on the tooth space of the rotating disc. The stamped number on the stationary discs and stamped letter 'P' on the pressure plate should be towards the top of the brake. (See Figure 5.) Install jam nuts (15) approximately 11/2" from end of studs (2). Washer face on jam nuts to face towards you. Place operator assembly (60), with release shaft at top, onto brake over the studs; install locknuts (16) on end of studs only. Block operator arm (35) to insure proper air gap setting. (See Figure 4.) To block operator arm: push at point 'X', then place an object between the operator arm and the magnet plate. Be sure not to place the object against the manual release. Push the operator assembly forward until it is flush with the pressure plate at the magnet faces. If the operator arm is properly locked the magnet


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DINGS faces will be flush and the two shock absorbers (46) will be free to move back and forth. Again push operator assembly towards motor to take up all clearances. 5. MAGNET ADJUSTMENT - Adjust air gap 'A' between locknuts and magnet plate face using a spacer equal to air gap 'A' nominal per appropriate model, refer to Figure 3. Then pull the magnet plate back against all eight locknuts (16). Bring the jam nuts (15) back to magnet plate and tighten evenly. Remove object blocking operator arm. Check air gap after removing block. Readjust if necessary. Connect lead wires per wiring diagram as shown in Figure 2. Apply rated voltage to brake. If there is a loud magnet noise, find the area of heavy vibration by placing a finger on each end of the four magnets in the area where it meets the pressure plate. Using nuts (15) and (16), on the stud (2) closest to the vibration, move magnet plate in and out, by loosening one nut and tightening the other, 1.8 turn maximum. Adjust in and out until magnet noise is reduced. Continue this process around all eight studs if needed, until magnet noise is at a minimum. 6. COVER INSTALLATION - Install cover (8) (with gasket (58) when used) making sure pin in release handle (9) is facing up for proper alignment with release shaft. Add cover screws (14) with lockwashers (13). TORQUE ADJUSTMENT (Refer to Figure 3.) Torque springs (53) and (54) are installed at Yale factory per dimension shown, 1 116". (See Figure 3.) This setting will give the rated torque for all models. To reduce torque (which will increase stopping time). Increase installed setting. The maximum setting is 1 7/16". This will reduce toque by 20%. To do this, first loosen locknut (16), then bring the toque adjusting screw (41) out to the desired length. Then while holding the adjusting screw in place, tighten locknut (16). IMPORTANT: Do not decrease spring length, as this may cause coils to bum out.


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DINGS

Figure 2. Wiring Diagram

Figure 3. Figure 4.


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DINGS

Figure 5.

WEAR ADJUSTMENT (Refer to Figure 3) NOTE: Do not remove operator assembly from brake, unless motor load is blocked. Removal of operator or blocking of operator arm, results in loss of all braking torque. As the friction discs wear, the air gap increases. When the air gap reaches .090 maximum adjustment for wear is required. 1. Loosen jam nuts (1 5). 2. 'Tighten locknuts (16) until air gap at magnet is equal to the nominal air gap listed in Figure 3. Check all four magnets. 3. Tighten jam nuts evenly against magnet plate. 4. Adjust for magnet noise as outlined under INSTALLATION (Magnet Adjustment) FRICTION DlSC REPLACEMENT (See Figures 3 & 5) NOTE: Do not remove operator assembly from brake, unless motor load is blocked. Removal of operator or blocking of operator arm, results in loss of all braking torque. When total wear on rotating friction disc (5) reaches 5/32', the disc must be replaced. At this point the overall thickness of the disc will be approximately 1/4".


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DINGS 1. Set the manual release. Remove cover screws (14), lockwashers (13), cover (8), locknuts (16), operator assembly (60), jam nuts (15) and pressure plate (7). 2. Remove rotating friction disc (5) and stationary disc (6). Replace worn friction disc. NOTE: To facilitate future disassembly, the new friction discs should be numbered so as to maintain the proper sequence of the discs. 3. Reassemble brake in reverse order. Be sure the stationary disc (6), rotating friction discs (5), and pressure plate (7) are in the correct sequence and position by checking the stamped markings on the parts. See Figure 5. Adjust magnet gap 'A" as outlined under INSTALLATION (Magnet Adjustment). MAGNET PLATE REPLACEMENT (Refer to Figures 2. 3. 6 & 9.) NOTE: Do not remove operator assembly from brake, unless motor load is blocked. Removal of operator or blocking of operator arm, results in loss of all braking torque. Remove operator assembly (60) as outlined under FRICTION DlSC REPLACEMENT. DISASSEMBLY Place the operator assembly so that the coil side is up. Insert a piece of threaded rod 1/4-20 x ' long through the toque spring holder (49) into the toque adjusting screw (41) and tighten firmly. With a matching nut, turn down on the torque spring bushing (52) until the spring pressure is removed from the snap ring (48). Remove the snap ring and slowly bring up the nut until the spring pressure is removed from the torque spring bushing. Remove the threaded rod and nut, plus the torque spring bushing, torque springs (53) and (54), and torque spring guide (55). Remove the manual release nut (31), washer (30). And return spring (29). Turn the operator assembly over so that the coil side is down. Loosen and remove the six hex socket head capscrews (26). Remove both pivot blocks (32) and (33), operator arm (35). And torque spring holder (51), release shaft assembly (56) and cam (27). Remove snap rings (47) and the shock absorber assemblies (46). REASSEMBLY Apply a thin coat of grease to the following areas: three bushings in the magnet plate (20) and (21), the spherical seat of both shock absorbers (46). and dowel pins (34) in both pivot blocks (32) and (33). Place shaft (56) through cam (27) engaging pin (57) in cam slot. Insert shaft and cam through bushing (21) in magnet plate from side opposite the coils. The stop pin (28) in the cam should be as shown in Figure 6. Place return spring over shaft on side with coils on, looking spring (29) over pin (22). Holding shaft and cam in position, rotate the tang end of return spring counter clockwise 114 turn, engaging tang into slot on shaft end. Install washer (30 and nut (31). Tighten nut (31) to take up end play only. There should be spring pressure holding the stop pin the cam against the stop pin in the magnet plate. Assemble remaining parts in reverse order of disassembly onto the new magnet plate. Place the assembled operator onto the brake and adjust magnet gap "A" as outlined under INSTALLATION (Magnet Adjustment). See OPERATOR ADJUSTMENT and MANUAL RELEASE ADJUSTMENT.


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Figure 6.

OPERATOR ADJUSTMENT (Refer to Figure 3.) Check the position of the operator arm (35). The outside flat face of operator arm should be parallel with outside of magnet plate with brake de-energized to do this, adjust as follows: Hold set screw (40) and loosen locknut (16) two full turns. (Typical two places, one each end of operator arm.) Back off two set screws (40) two full turns. Block operator arm with an object so that it is parallel with the magnet plate. Finger tighten two set screws (40) until they make contact with shock absorbers (46). Hold set screws in position and tighten locknuts (16). After removing object, the operator arm should be parallel with magnet plate. Adjust torque spring length of 1 116' as outlined under TORQUE ADJUSTMENT. MANUAL RELEASE ADJUSTMENT (Refer to Figures 3, 7 & 9.) AUTOMATIC RETURN: Check the manual release. Turn cam (27) clockwise until it stops. The brake should now be released. The cam and manual release should return to its normal position when the brake is energized. If not, adjust as follows: Loosen the capscrew (36). With the brake energized and the cam turned clockwise the stop, turn eccentric bushing (37) until the bearing (38) makes contact with the cam surface. Hold bushing in this position and tighten capscrew. Check manual release for proper operation. NOTE: Due to the size of the discs, a slight drag is common (5-7 Ib. fl.). DEADMAN: Check the manual release. Turn cam (27) clockwise until it stops and hold it in this position. The brake should be released. The cam should return to its normal position when you let go of cam. If not, adjust as follows: Loosen the capscrew (36). With the brake de-energized and the release cam in its normal position, turn eccentric bushing (37) until the distance between the bearing (38) and face on cam (27) measures .21 inches. See Figure 7. Hold bushing in this


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DINGS position and tighten capscrew. Check manual release for proper operation. NOTE: Due to the size of the discs, a slight drag is common (5-7 Ib. ft.). MAGNET COIL ADJUSTMENT (Refer to Figures 2. 3. 8 & 9.) NOTE: Do not remove operator assembly from brake, unless motor load is blocked. Removal of operator or blocking of operator arm, results in loss of all braking torque. Remove operator assembly as outlined under FRICTION DISC REPLACEMENT 1. Coils (1 8) are held in place by epoxy cement or by bent over end magnet laminations. Force coil off magnet if held by epoxy and remove excess epoxy from the magnet surfaces, or bend up the end laminations and remove coil. 2. Replacement coils are held in place by bending of end laminations. (See Figure 8.) Insulating washers (19) are used above and below the coil on replacements. Order insulating washers when ordering a coil. When installing coils, it is very important to follow EXACTLY the sequence of the black and white leads as show n in the wiring diagram. Brake will not operate properly unless coils are in the correct position. (See Figure 2.) 3. Reassemble brake as outlined under INSTALLATION

Figure 7. Figure 8. Fastening of Replacement Magnet Coils


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DINGS

Figure 9.


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DINGS 60 Series Hazardous

Figure 1

DESCRIPTION The 60 Series Brake is a direct acting, electro magnetically released, spring set unit that utilizes rotating and stationary disc contact to supply positive braking action and quick release and setting capabilities at all times. Brakes which are not provided with a floor mounting bracket are intended to be mounted as an integral part of electric motors listed for corresponding hazardous locations where the acceptability of the combinations has been determined by Underwriter’s Laboratories, Inc. The explosion-proof assembly is completed by assembly of the brakes to the motors. CAUTION: DO NOT OPERATE MANUAL RELEASE OR ENERGIZE BRAKE COIL BEFORE INSTALLATION IN ORDER TO PRESERVE PRE-ALIGNMENT OF ROTATING DISCS FOR EASE OF INSTALLATION. USE ONLY HUB FURNISHED BY DINGS SPECIFICALLY FOR USE IN HAZARDOUS LOCATION BRAKES.

DO NOT OPERATE BRAKES IN EXPLOSIVE ATMOSPHERE WITH COVER OR COVER BOLTS REMOVED.

MANUAL RELEASE (See Figure 7) To manually release brake, rotate release knob clockwise until it strikes stop-pin. Brake will remain released until release knob is rotated counterclockwise, or until power is restored, automatically resetting the brake.


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DINGS THERMAL RELEASE If the brake overheats, the thermal release mechanism will release spring pressure on the friction discs, releasing brake. To reset thermal release, allow brake to cool, then rotate release knob counterclockwise until it strikes the stop-pin. Check brake operation as overheating may indicate a broken lead wire or burned out coil. The thermal release mechanism has been calibrated at the factory and the setting of the bimetal element and control rod MUST NOT BE DISTURBED. If the mechanism does not function properly, the complete operator assembly must be returned to the factory for adjustment and calibration. A. WARNINGS Read this bulletin carefully before installing or operating the brakes. Failure to comply with the installation or operating instructions cancels all warranties and may cause injury to personnel and damage to property. B. DESCRIPTION The 60 and 70 Series brake for hazardous location is a direct acting, electromagnetically released; spring set brake that utilizes rotating and stationary disc contact to supply positive braking action. Brakes can be mounted independently of any other equipment by using a U.L. listed foot mounting bracket, or mounted in a location approved by U.L. to an electric motor listed for corresponding hazardous locations. The brakes are equipped with a thermal overload mechanism that will prevent the external surfaces of the unit to reach or exceed the lowest temperature for the Classes and Groups for which the brakes are listed. C. OPERATING INFORMATION When the external surface of the brake approaches the specified temperature limit, the thermal overload mechanism will automatically release the brake and hold it in the released position. The thermal overload mechanism prevents the surface temperature of the brake from rising to a level that could ignite the surrounding gases or dusts by releasing the brake and therefore, stopping a further increase in temperature. Once the brake has been released by the thermal overload mechanism, control over the rotation of the motor and movement of the load is lost. This uncontrolled rotation of the motor and movement of the load could cause injury to personnel and damage to property. The brake is also equipped with a thermal switch. When properly wired into the motor starting circuit, the thermal switch shuts down the motor before the thermal overload mechanism releases the brake. When the thermal switch activates, it stops the motor and load, preventing the uncontrolled motion described above. The thermal overload mechanism can be reset manually after a cooling off period. Before resetting, the cause for actuating the thermal overload mechanism should be removed. To minimize the possibility of overheating the brake to a point where the thermal overload mechanism will be actuated, the performance of the brake has to be matched to the requirements of the application. When selecting the brake model, consideration has to be given to brake torque, thermal capacity, electrical power supply, housing material and any unusual conditions.


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DINGS BRAKE TORQUE As a general rule, brake torque is matched to the full load motor torque (brake and motor shaft at the same speed). Depending on the type of application, the torque sometimes is increased by a safety factor of 1.5 to 2. If factors such as stopping time, travel distance during stopping and others are important, the exact torque requirement has to be calculated, using the inertia and speed of all moving parts. THERMAL CAPACITY Thermal capacity describes the capacity of the brake to perform the maximum number of stops without excessive heat buildup that will actuate the thermal overload mechanism or damage internal brake parts. The maximum number of stops depends on the rating of the brake, inertia to be stopped and speed from which stops are made. To calculate the thermal capacity requirements of the application, inertia and speed of all moving parts and the number of stops of one full operating cycle must be known. ELECTRICAL POWER SUPPLY The coil of the electromagnet, which supplies the releasing force under normal operating conditions, will operate properly with a tolerance of plus or minus 10% of rated voltage. A voltage higher than 110% will shorten the life of the coil considerably due to the higher temperature generated inside the coil. A voltage of less than 90% may prevent the armature from moving towards the magnet frame. If this occurs, the coil will burn out within months. HOUSING MATERIAL The 60 Series H.L. brake is available with an aluminum or cast iron housing. The selection depends on the environment. Certain vapors or liquids prevent the use of the lighter aluminum housing. UNUSUAL CONDITIONS Please consult Dings Home Office, if ambient temperature is above 40oC (104°F), brake shaft speed is over 3600 RPM, or any other unusual conditions exist.


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DINGS

Figure 2

Figure 3. 60 Series Hazardous Location Brake - Adapter Installation

Figure 4. 60 Series Hazardous Location Brake - Foot Mount Installation


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DINGS WEAR ADJUSTMENT (See Figures 5 & 7) When armature plate touches bracket, closing gap “B”, adjustment for friction disc wear is

required.

Figure 5. 60 Series H.L. Brake

12. To adjust, turn screws clockwise until magnet gap “A” reads .040” to .045” at narrowest gap, for 1 and 2 disc models and reads .050” to .055” at narrowest gap for 3 disc models. Any delay in adjusting gap will result in eventual loss of torque.

TORQUE ADJUSTMENT (See Figure 7) 13. Brake is factory set for rated torque. To increase stopping time and lower torque, turn locknuts counterclockwise. Each full turn decreases torque by approximately 10%. FRICTION DISC REPLACEMENT (See Figure 7) 14. When total wear on rotating friction disc reaches 1/16”, replace disc as follows. Loosen three mounting screws, with release knob in release position; remove operator assembly as a unit, spring, and stationary disc. 15. Reassemble all parts in reverse order. Start all three of the mounting screws, then turn two adjustment screws counterclockwise to allow the three operator assembly mounting posts to seat against the bracket, then tighten mounting screws. Readjust magnet gap, see “Adjustment for Wear”.


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MAGNET ASSEMBLY REPLACEMENT (See Figures 5 & 7) 16. To replace magnet assembly, unscrew two flat head screws; remove magnet assembly with shoulder nut and rubber washer. 17. Replace complete magnet assembly and reassemble parts in reverse order. 18. Magnet will be noisy, if magnet faces are not parallel in closed position. Turn pivot nut until minimum noise is obtained. 19. If manual release does not work properly after resetting pivot nut, set magnet gap “A” to read .040” to .045” at narrowest gap, for 1 and 2 disc models and .050” to .055” at narrowest gap for 3 disc models. Turn release shaft clockwise until it strikes roll pin, releasing brake. 20. Adjust locknut and jam nut until magnet gap “A” is .030” at center of magnet face width. Manual release must be in release position for this measurement.


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70 Series Hazardous

DESCRIPTION

The 70 Series Brake is a direct acting, electro magnetically released, spring set unit that utilizes rotating and stationary disc contact to supply positive braking action with quick release and setting capabilities at all times. Brakes which are not provided with a floor mounting bracket are intended to be mounted as an integral part of electric motors listed for corresponding hazardous locations where the acceptability of the combinations has been determined by Underwriter's Laboratories, Inc. The explosion-proof assembly is completed by assembly of the brakes to the motors. A. WARNINGS Read this bulletin carefully before installing or operating the brakes. Failure to comply with the installation or operating instructions cancels all warranties and may cause injury to personnel and damage to property.

B. DESCRIPTION The 60 and 70 Series brake for hazardous location is a direct acting, electromagnetically released; spring set brake that utilizes rotating and stationary disc contact to supply positive braking action. Brakes can be mounted independently of any other equipment by using a U.L. listed foot mounting bracket, or mounted to an electric motor listed for hazardous locations. The brakes are equipped with a thermal overload mechanism that prevents the external surfaces of the unit from exceeding the temperature rating for the brake.


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DINGS C. OPERATING INFORMATION When the external surface of the brake approaches its temperature rating, the thermal overload Mechanism will automatically release the brake and hold it in the released position. This prevents ignition of gases or suspended Solids, assuming that brake’s temperature rating is less than the air ignition temperature. The thermal overload mechanism prevents the surface temperature of the brake from rising to a level that could ignite the surrounding gases or dusts by releasing the brake and therefore, stopping a further increase in temperature. Once the brake has been released by the thermal overload mechanism, control over the rotation of the motor and the load is lost. This uncontrolled rotation of the motor and movement of the load could cause injury to personnel and damage to property. The brake is also equipped with a thermal switch. When properly wired into the motor starting circuit, the thermal switch shuts down the motor before the thermal overload mechanism releases the brake. When the thermal switch activates, it stops the motor and load, preventing the uncontrolled motion described above. The thermal overload mechanism can be reset manually after a cooling off period. Before resetting, the root cause for actuating the thermal overload mechanism needs to be determined and corrected. To minimize the possibility of overheating the brake to a point where the thermal overload mechanism will be actuated, the performance of the brake has to be matched to the requirements of the application. When selecting the brake model, consideration has to be given to brake torque, thermal capacity, electrical power supply, housing material and any unusual conditions. BRAKE TORQUE As a general rule, brake torque is matched to the full load motor torque (brake and motor shaft at the same speed). Depending on the type of application, the torque sometimes is increased by a safety factor of 1.5 to 2. If factors such as stopping time, travel distance during stopping and others, are important, the exact torque requirement has to be calculated, using the methods contained in Dings selection guide. THERMAL CAPACITY Thermal capacity describes the capacity of the brake to perform the maximum number of stops without excessive heat buildup that will actuate the thermal overload mechanism or damage internal brake parts. The maximum number of stops depends on the rating of the brake, load to be stopped and speed from which stops are made. To calculate the thermal capacity requirements of the application, use the methods contained in Dings selection guide. ELECTRICAL POWER SUPPLY The coil of the electromagnet, which supplies the releasing force under normal operating conditions, will operate properly with a tolerance of plus or minus 10% of rated voltage. A voltage higher than 110% will shorten the life of the coil considerably due to the higher temperature generated inside the coil. A voltage of less than 90% may prevent the armature from moving towards the magnet frame. If this occurs, the coil will burn out within months.


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DINGS

UNUSUAL CONDITIONS Please consult Dings Home Office, if ambient temperature is above 40oC (104oF), brake shaft speed is over 3600 RPM, or any other unusual conditions exist. INSTALLATION OF BRAKE ON MOTOR ENDSHIELD (See Figures 2, 3 and Table 4) Do not operate manual release or energize brake coil before installation in order to preserve pre-alignment of rotating disc for easy installation of brake to motor. Because of the close fit on all joints (bracket, cover, hub), care should be taken to prevent damage to all machined surfaces. Do not operate brake in hazardous location with cover removed. All testing must be done in a non-explosive atmosphere. 1. Remove hub (14) from brake and mount hub with key (not supplied by Dings) on motor shaft per dimension “BC” shown in Figure 2. Be sure that hub used is item supplied by Dings for hazardous location applications. Tighten both set screws to 8-10 lb. ft. torque. 2. Remove four cover bolts (21) and tap cover with soft mallet. Remove cover (1). Do not operate the manual release (17) until brake is installed. 3. Inspect motor “C” flange and remove any nicks or burrs. This will assure a precision fit of brake to motor flange. Slide brake over hub (14), engaging teeth of rotating disc (10) and hub. 4. Install four mounting bolts (15) and tighten. Install four locking set screws (16) and tighten to 40 lb. ft. torque. This seals flame path around mounting bolts. Check rotation of hub to make certain it does not rub in bracket (13). Diametrical clearance or hub outside diameter to bracket bore shall not exceed .024”. 5. Connect brake leads to power as shown in Figure 3. All wiring should be positioned to prevent pinching or chafing and all connections well taped to prevent grounding. 6. Replace cover (1). This may be done more easily by threading a 3/8” dia. by 5” long stud (threaded one end 3/8-16NC) into one cover bolt hole in magnet plate assembly (3) as guide. Slide cover into position using stud as a guide and tap with soft mallet until cover seats. Use care in assembly. Insert 3 cover bolts (21) and finger tighten. Remove guide stud and insert fourth cover bolt. Draw up all bolts evenly and tighten until spring washer (22) is fully compressed. A loose or missing bolt will render the brake unsafe for operation in hazardous locations.


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Figure 2. Wiring Connections Table 4. Adjustments WEAR ADJUSTMENT (See Figure 2 & Table 4) 13. The magnet gap “A” increases as the friction discs wear. When magnet gap measures “A-Max,” adjust to “A-Min” using gap adjusting nuts (2) and (4). Magnet gap must never exceed “A-Max” and must be adjusted periodically.

Figure 5


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TORQUE ADJUSTMENT (See Figure 2 & Table 4) 14. Adjust length of torque springs (7) to dimension "D" for rated torque. To increase torque, decease spring length. To increase torque, decrease spring length. Both torque springs must be adjusted to same length. FRICTION DISC REPLACEMENT (See Figure 2) 15. Remove cover screws (21) and cover (I). 16. Remove pivot stud (32), reset spring (33, drive gear (31), drive spring (SO), and driver (39). Unscrew release gear (34) and remove release bearing (35). Remove gap adjusting nut (2). reset spring (37) and drive spring (50). 17. Remove magnet plate (3). Take care not to bend control rod assembly(4 5). 18. Remove gap adjusting nut (4), torque nut (5). washer (6) and torque spring (7). Remove pressure plate (9). The action discs (10) may now be replaced 19. Reassemble brake. Replace pressure plate (9). torque spring (7), washer (6) and torque nut (5). Set spring length to dimension "D" (Fig. 2). Assembly gap adjusting nut (4) and magnet plate (3) Taking care not to bend control rod assembly (46). Set magnet gap to dimension "A” (Fig. 2 and Table 4). 20. Install two release bearings (35) into recesses of magnet plate (3). Thread two release gears (34) onto release rods (33). Turn release gears (34) clockwise until snug but do not raise pressure plate (9). Make certain that release rods (33) are seated in the pressure plate recesses. 21. Insert lock spring (42) and lock pin (41 ) in the underside of the driver (39) and center the driver (39) on magnet plate (3) at same time engaging lock pin (4 I) in lock bushing (40). 22. Insert pivot stud (32) into drive gear (31) and driver (39). Line up marked teeth of release gears (34) and drive gear (31) and tighten pivot stud into magnet plate (3). Install drive spring (50) and reset spring (37). Check operation of manual release mechanism. Mount brake cover (See Paragraphs 2 to 6). 23. Alternate method of lining up release mechanism if markings not visible: Turn release gear (34) clockwise until both are tight and magnet gap is fully closed Rotate release gears (34) counterclockwise from vertical centerline and center of brake 10 roots (valleys) of teeth Drive gear (31) is to engage this tenth root the following number of teeth from top right and lower left edge of drive gear (31): 1 disc = 5.2 disc = 6, 3 disc = 7, 4 disc = 8, and 5 disc = 9. Then continue per paragraph 23.

Do not tamper with thermal release mechanism or control rod setting.


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MAGNET COIL REPLACEMENT (See Figures 2, 3 & 6 and Table 3) 24. Remove magnet assembly (3) (See Paragraphs 15 to 16). 25. Remove shading coils (51) (Single phase brakes only). 26. Coils (26) are held in place by epoxy cement or by bent over end laminations. Force coil off magnet if held by epoxy. Remove excess epoxy from magnet surfaces or bend up laminations and remove coils. 27. Replacement coils are held in place by bending of end laminations (See Figure 6). Insulating washers (27) are used above and below on replacements. Remember this when ordering replacement coils. 28. Replace coils. Sequence of black and yellow leads must be maintained (See Figure 3). Important: Shading coils must be replaced and held securely by staking in center of shading coil slot or by cementing with epoxy. Bend down end laminations to securely hold coils. 29. Reassemble brake (See Paragraphs 19 to 22).

Figure 6. Fastening of Replacement Magnet Coils

KONECRANE E-LIBRARY

DODGE


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DODGE D-SERIES SPRING-SET MOTOR BRAKES

(STANDARD, WASHDOWN AND E-Z KLEEN ENCLOSURES)

The DODGE D-Series motor brakes are manufactured to NEMA standards for mounting to C-face and double shafted motors. They operate as spring-set, electrically-released power-off brakes to provide a holding or parking action. These DODGE motor brakes are factory assembled, adjusted and pre-burnished allowing for immediate operation after attachment to the motor. Chart 1 should be consulted to verify compatibility.


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DODGE

CHART 2: WIRING CONNECTIONS (see also -

Wiring Schematic below)


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DODGE

BRAKE COIL DATA: CURRENT & RESISTANCE RATINGS

1. TASK: Wear Adjustment. PROCEDURE: Adjustment of the air gap is necessary if either or both of the following conditions are observed: 1) A decrease in braking torque. Adjustment is recommended when braking torque drops to approximately 80% of its static rating. 2) Complete lack of disengagement (dragging), or motor stalled. STEP 1. Before attempting any adjustment to the brake, be sure the power is turned off and there is no possibility of motor start-up. The brake must be de-energized before attempting wear adjustment.


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DODGE STEP 2. Turn the set of 3 smaller (1/4-28 x 2-3/4”) hex headed bolts clockwise (CW) using a 7/16 wrench until snug (a definite change in resistance should be felt - DO NOT OVERTIGHTEN). Then turn each of the bolts back counterclockwise (CCW) 1/2 of a full turn (180 degrees). This resets the air gap to the proper amount. Turn power back on and check for normal operation. When newly installed, the brake may need adjustment more often than after it has been in service for some time. Severe duty will require the brake to be adjusted more often. If regular adjustment intervals become more frequent, brake friction disc may be nearing the end of its normal life, see replacement procedure. 2. TASK: Friction Disc Replacement. PROCEDURE: Note: The new friction disc must be clean and free of any grease, oil or other contaminants which might result in a loss of torque. Block load, if required. 1) Disconnect and lock out all electrical power to the motor and brake. 2) Remove brake from motor 3) a. For standard models, remove pilot plate on brake input by removing the four (4) #6-32 pan head screws. b. For sealed models (Washdown & E-Z KLEEN), remove pilot plate by gently and uniformly pulling thru bore of lip seal. Pilot plate is held in position by an O.D. 'O-ring' seal and the 'O-ring' seals on the mounting bolts. 4) Alternately turn counterclockwise (CCW) but do not completely remove the (3) ¼-28 manual adjustment bolts until the pressure plate is free and can be removed from the brake assembly. It is important to alternately turn these bolts so as not to cock the pressure plate. No more than 1-2 revolutions pre bolt, then move to the next bolt. Continue until the plate is free. 5) After the pressure plate is out, remove the old friction disc. At this time use dry, filtered compressed air to blow out any loose wear particles and visually inspect the steel wear surfaces of both the clapper and pressure plates. 6) Place the new friction disc onto the clapper plate with the 3” diameter boss facing up, away from the clapper. 7) Reassemble brake following the BRAKE REASSEMBLY PROCEDURE beginning at step 8. 3. TASK: Manual Release Adjustment. PROCEDURE: The manual release levers need adjusting if: 1) Levers will not stay in the brake released position (i.e.. 90 degrees from housing).


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2) Levers will not rotate back to the full engage position when the brake is energized. For Condition (1): With power to the brake off, manually hold the lever out (90 degrees from the housing) and insert a 7/64 hex key into the hex-head cap screw in the release lever. Slowly turn clockwise (CW) until the lever will maintain this position by itself. Repeat this procedure for the other lever. Rotate both levers simultaneously to the brake released position; they should maintain this position. If not, repeat the procedure. Next, supply power to the brake. The levers should snap back to their original position. For Condition (2): Start with the levers in the brake released position. With power supplied to the brake, insert a 764 hex key into the hex-head cap screw in the release lever. Slowly turn counterclockwise (CCW) until the lever snaps back to the housing. Repeat this procedure with the other lever. To test, with power off to the brake, use the manual release levers to release the brake. Supply power to the brake and both levers should snap back to the housing. If not, repeat procedure. 4. TASK: Coil Replacement. PROCEDURE: 1) Follow steps 1 through 5 outlined under FRICTION DISC REPLACEMENT 2) Place the unit open end up and press down continually on the clapper plate in order to release the spring force from the manual release mechanism. This pressure should be maintained until step 5. 3) Unscrew the (2) socket head cap screws which are recessed in the manual release knobs. Lift out the manual release shaft/return spring/retaining, ring assembly. 4) Remove clapper plate and wave spring. 5) Remove the aluminum spring plate and (3) brass “flux busters." The flux busters should be secured to the aluminum spring plate using RTV sealant (flux busters are used on 3, 6 and 10 ft-lb units only). It may be necessary to turn the brake over with the open end down and gently tap the brake housing on a clean flat surface to remove the spring plate. 6) Remove the old coil from the brake housing. It may be necessary to apply a prying force in order to remove the old coil as it was installed using several drops of RTV sealant to keep the coil positioned. Care should be taken not to scratch the machined surface of the field cup. 7) Using dry, filtered compressed air blow out housing to remove loose wear particles. 8) Reassemble brake following the BRAKE REASSEMBLY PROCEDURE beginning at step 1. 5. TASK: Brake Reassembly. PROCEDURE: This procedure begins with an empty housing to completely rebuild the brake. Care should be taken to ensure that work is started with the proper step depending on the procedures being performed. 1) Place (3) small drops of RTV silicon in the bottom of the field cup to secure the coil in the housing.


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2) After first feeding the (5) lead wires through the egress hole in the field cup, insert the coil into the housing. The side with the notch in the flange of the coil bobbin goes down inside the housing. Do not force coil into the housing as this may cause damage. The top flange of the coil must sit below the counter bore in the field cup. 3) Place the aluminum spring plate on top of the coil aligning the (3) brass "flux busters" in the small notches in the O.D. The "flux busters" should be attached to the spring plate with RTV approximately 120 degrees apart. "Flux busters" are not required for use in 15 thru 25 ft.-lbs. units. 4) Place wave spring on top of aluminum spring plate. Wave springs are painted on the edge with different colors corresponding to different torque ratings as follows: Orange = 3 ft-lb Red = 15 ft-lb Green = 6 ft-lb Yellow = 20 ft-lb Blue = 10 ft-lb White = 25 ft-lb 5) Place clapper plate on top of wave spring. 6) Place the new friction disc onto the clapper plate with the 3" diameter boss facing up, away from the clapper. 7) Place the pressure plate back into the housing making sure the pressure plate ears do not cover the manual release mechanism access holes. Alternately tighten the (3) manual adjustment bolts making sure the 3" diameter boss on the friction disc pilots into the bore of the pressure plate. It is important to tighten the bolts no more than 1-2 revolutions per bolt before moving to the next bolt to avoid cocking the pressure plate. Continue to tighten until the pressure plate is pulled all the way down. Do not attempt to over tighten as this may damage the plate. 8) Replace the manual release shaft assembly into the brake housing through the open end of the housing. Ensure that the flange on the manual release shaft seats against the clapper plate. The tang end of the torsional spring should rest on top of the cast boss inside the housing. Insert a screwdriver into the slot in the manual release shaft next to the torsional spring. Rotate the shaft clockwise (CW) approximately 20 degrees and insert the manual release lever into the slot in the other end (protruding through the brake housing) of the manual release shaft. Install the #6 socket head cap screw to attach the lever to the shaft. Snug. but do not overtighten, the cap screw with a 7/64 hex key. Back off the (3) 1/4-28 x 23/4" manual adjustment bolts 1/2 turn (1 80 degrees). This requires a 7/16 wrench. 9) Follow instructions in MANUAL RELEASE ADJUSTMENT PROCEDURE to set the manual release. 10) Follow instructions in WEAR ADJUSTMENT PROCEDURE to reset air gaps.


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DODGE REFERENCE SHEET DRAWINGS (Also use for Replacement Parts)


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KONECRANE E-LIBRARY

EDERER


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AC Series 200 INDUSTRIAL BRAKE

POSITIVE ACTING SOLENOID BRAKES FOR GENERAL INDUSTIAL USE EDERER AC BRAKES are spring set electrically released. Two shoe, holding brakes designed for such general industrial use as cranes, hoists, conveyors, machine tools and other similar rotating machinery. FIVE STANDARD SIZES: 6”, 8”, 10”, 12”, & 14”. Other sizes available to suite special conditions.


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EDERER

1. ADJUST HERE FOR TOTAL CLEARANCE OF BRAKE SHOES, SOLENOID STROKE

UP TO 1-1/4". 2. ADJUST HERE TO EQUALIZE EACH SHOE CLEARANCE.

FOR HOST EFFICIENT OPERATION, CLEARANCE BETWEEN BRAKE SHOES AND WHEEL SHOULD BE 1/32". REPLACE LINING AT 1/4" THICKNESS.

3. ADJUST HERE FOR TENSION, SPRING LENGTH "X” = 3-3/8" FOR 330 1b/ft.

KONECRANE E-LIBRARY

GENERAL ELECTRIC


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GE

lC5388 AND IC9516 SPRING-SET BRAKES THRUSTOR MECHANISM TYPE

Before any adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of this equipment, the

POWER SUPPLY MUST BE DISCONNECTED. These spring-set, shoe-type brakes are released through the action of a Thrustor mechanism.


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GE INSTALLATION These brakes have four holes in the base for holding down bolts located symmetrically with reference to both center lines so that they may be mounted with r - the Thrustor mechanism on either side of the brake 1 wheel. In the standard mounting the Thrustor mechanism is located to the left of the wheel as shown in Fig. 1. In this position the nuts on the shoe bolts (18) are on the side next to the motor. In case the Thrustor mechanism is mounted on the right these bolts should be removed and replaced with the nut b next to the motor to facilitate easy removal of the I shoes in replacing linings. The brake should be mounted in the horizontal position, since the tank of the Thrustor mechanism contains oil. The -463 brake may be tilted a maximum of 15 degrees either side of the vertical, and all other forms may be tilted 45 degrees either side of the vertical. They have self-aligning shoes and the yoke and lever system are free to float on the hinge pins at the bottom so that the center of the wheel may be off a little in any direction from the theoretical center. This distance varies with different sizes of brakes and is limited by mechanical clearances of the brake mechanism. In setting up any of these brakes, the shoe bolts (18) should be loose enough to allow the shoe to turn freely. When it is in the final position and the mounting bolts tight, set up spring (14) to rated torque (length is stamped on nameplate). When shoes conform to wheel face, then tighten bolts (18). No further adjustment of the shoes should be required during the life of the lining. BRAKE WHEELS The wheels have a taper bore or straight bore. When taper-bore wheels are used on a tapered shaft, nut on the end of the shaft should be locked so that it cannot come off. Usually there is a saw cut in the wheel hub, and the bent edge of the plate washer should be inserted in this cut: then, after the nut is set up tight, the washer is bent over against one side of the nut. Sometimes it is not possible to put a saw cut in the wheel hub: in such a case, a lip the width of the key can be made on the inside edge of the washer by two saw cuts. This lip should be bent into the end of the keyway. In other cases, there is a hole in the wheel hub, and the washer should be pushed into this hole with a punch. If the shaft extension is straight, the wheel should be put on with a press fit. REMOVING WHEEL HORIZONTALLY Back off on nuts (8), (9), and (15), and the shoes will move away from the wheel, so that it can be removed horizontally. This applies to all brakes covered in these instructions. REMOVING THRUSTOR MECHANISM To remove the Thrustor mechanism, remove pin (1) as shown in Fig. 1 and bolts (1) for the arrangement shown in Fig. 2. Then, back out screws (3) and if the rods (2) do not drop far enough, back off on spring nut (15) so that lever (4) can be raised and the Thrustor mechanism taken out horizontally.


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GE OPERATION AND ADJUSTMENT (SEE FIG. 1)

When the motor (5) of the Thrustor mechanism starts, it causes piston rods (2) and lever (4) to rise, and, through the lever system, causes yoke (17) and shoe (16) to move away from the wheel until angle (20) strikes nut (21). Then yoke (7) moves to the left, moving shoe (10) away from the wheel. The length of stroke of the piston of the Thrustor mechanism, which is adjustable at nuts (8) and (9), should be sufficient to release the wheel properly. In adjusting the brake, the travel required of the push rods to release the shoes is determined by the dimensions marked "Gap" in Fig. 1, with the brake set. Values of this gap for the several brakes are given in Table 1. Lf the brake is lined up exactly with the center line of the wheel both horizontally and vertically, this travel may be somewhat reduced, the table giving an indication of travel required for the average set-up. The clearance between the two shoes anc1 the wheel is equalized by means of nuts (19) and (21). The braking effect due to spring (14) is adjusted by means of nut (15). The travel of the piston rods (2) increases as the brake shoes wear. Therefore, at required intervals, nuts (8) and (9) should be taken up to shorten the travel, and nut (21) should be screwed up slightly on rod (22) to equalize the clearance between the two shoes and the wheel. All brakes are shipped from the factory with the springs adjusted for rated torque braking. When the brake is installed, the spring should be set for approximately the torque required, usually the full load torque of the motor with which it is used. The torque of the motor may be calculated from the following formula:

Torque in pounds at one-foot radius

Table 1 gives the torque rating and normal gap of the Thrustor mechanism. For spring lengths see Table 2.


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GE The gap of the push rods of the Thrustor mechanism is measured as follows: With the brake set up as described on previous pages, measure the distance between the top of the tank cover and the bottom of the clevis as shown in Fig. 1. To shorten the length of the gap, release nuts (8) and (9) drawing the two yokes (7) and (17) together. After obtaining the correct gap for releasing the shoes from the wheel, tighten up on nuts (8) and (9). The curves, Fig. 4, 5, 6, 7, and 8, show the relation between spring length, torque, and spring pressure for the -463, -464, -465, -466 and -467 brakes respectively. LUBRICATION Oil should be applied to the bearing pins occasionally. THRUSTOR MECHANISM The Thrustor mechanism consists of a motor driving an impeller to provide oil pressure in the cylinder to raise the push rods and thereby perform its operating function. See Fig. 3, which shows the form having time delay "down" adjustment.

ADJUSTMENT If it is desirable to disassemble the unit, be sure that no dirt drops in the tank or remains on the bottom of the piston or other parts when the unit is reassembled. Try the movement of the assembled unit by raising the piston in the tank by means of the push rods, Fig. 3, to be sure that it moves freely. When the unit has been completely reassembled, remove the oil-filler plug, Fig. 3, and the oil-level plug on opposite sides of the tank just below the tank cover. Fill the oil tank until the oil starts to flow out of the oil-level plug in the side of the tank. It is important to fill the assembled


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GE unit carefully so that the oil just starts to flow out the upper oil-level hole. This is the oil level that must be maintained to obtain correct operation. To make sure no air is trapped below the piston and in the pump move the piston up and down several times by means of lever (4) on brakes while pouring in the oil. Replace both the oil-level and oil-filler plugs after filling. Use GE No. D6BllA2 oil for ambient temperatures within a range of +20 F to +I00 F. Use GE No. 9621 oil for more extreme temperatures (range of -40 F to +l50 F). After the Thrustor mechanism has been operated under power a few times, the oil level should be checked and oil added to the proper level, if necessary. When the occasion arises to drain tile oil from the tank, it is only necessary to remove the drain Plug at the bottom of the tank without disassembling unit. All motors have ball-bearing construction and are packed at the factory with grease sufficient for a considerable length of time, as determined by the local operating conditions. Under ideal conditions this initial grease should not require renewal for at least a year. However, under some conditions the grease may have to be renewed at more frequent intervals. When a new motor is placed in operation, the operator should inspect the bearings frequently in order to determine approximately the correct grease-renewal interval. Electrical connections to the motor should be made through flexible metal conduit. Do not use rigid conduit. CONNECTIONS The Thrustor mechanism motors are three phase, single voltage, with the exception of the 230/ 460-volt motors for -464, -465, -466, and -467 brakes.


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NOTE: If the brake is to be used on voltages higher than that stamped on the name plate, a transformer must be used.

TIME DELAY WHEN SETTING BRAKE

The Thrustor mechanisms on all brakes except -463 are equipped with time delay on down stroke. Under rated load the delay is approximately 5 seconds for full stroke, a longer time being obtained for less load. If there is no need for any time delay, it is made ineffective by turning the downstroke adjusting stud on the outside of the tank cover all the way up and locking in this position with the lock nut. 463 BRAKE WITH TIME DELAY FEATURES To adjust the time delay, loosen the lock nut and turn the adjusting nut in the desired direction as indicated by the two arrows: (S) (slower) to increase , the time: or (F) (faster) to decrease the time for the return stroke. After the time adjustment has been made, tighten the lock nut.


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GE ADJUSTMENT OF QUICK-RETURN THRUSTOR MECHANISM

The "Quick-Return Thrustor Mechanism" is equipped with adjustments for both slower down and slower up stroke. The Thrustor mechanism is shipped with the adjustment screws ineffective: that is the up stroke is normal and the down stroke is quick. In order to change the speed of operation proceed as follows: Turn either adjusting screw in the direction of the respective arrow as shown on the indicating nameplate until the desired speed is obtained and then the lock nuts should be tightened. It is suggested that the adjustment for the down stroke is made with the piston in the up position (with the Thrustor mechanism motor running) and the adjustment for the up stroke with the piston in the down position (motor de-energized). No undue strain should be put on the adjustment screws, which may cause damage to the internal interlocking mechanism. It is important that on account of the interlocking mechanism the adjusting screw for the up stroke be turned down first and this should be followed by turning the adjusting screw for the down stroke.


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GE


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GE DC MAGNET-OPERATED

TWO-SHOE BRAKES lC9528 and 165488

INSTRUCTIONS

Before any adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of this equipment, the

POWER SUPPLY MUST BE DISCONNECTED.

DESCRIPTION

The IC9528brake is a spring-set power-released magnet brake intended for operation on the shaft of a dc or ac motor. A dc magnet on the brake overcomes spring pressure to release the brake when energized. Ratings of the IC9528 brake are shown on the table below.

RATINGS


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GE A cutaway view of a typical brake is shown in Fig. 2.


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GE INSTALLATION The brake can be mounted on the floor or on the motor (necessary bracket must be provided). TO locate the height of bedplate for the brake, refer to dimension "J" in Table 2. This indicates the necessary height of brake wheel above bottom. Of brake base, When setting bedplate, add 1/8 in. to dimension "J' to allow for shimming. To locate mounting holes for the brake, refer to Fig. 3. Dimensions "A" and "B" in that illustration can be obtained from Table 2. Dimensions "A" and “B” in that illustration can be obtained by use of the motor outline together with the dimensions of the brake wheel.

Brake wheels that are furnished completely machined by General Electric are balanced prior to shipment. If any machining is done on the brake wheel, it should be balanced prior to further usage. MOUNTING THE WHEEL Assemble the brake wheel to the motor shaft before setting the brake in position. For straight bore wheels, press the wheel on the shaft to the point where the recessed hub face lines up with the end of the motor shaft. For taper bore wheels, place the wheel on the motor shaft and fasten in place with the nut and locking device furnished with the motor.


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GE MOUNTING THE BRAKE Set the brake on the bedplate or bracket. Adjust height by means of shims so that a straight edge connecting the two aligning holes in the frame (see Fig. 1) passes through the center line of the motor shaft. Position the brake so that a plumb bob dropped from the centerline of the motor shaft is in line with the aligning hole in the base of the brake. (See Fig. 1). MAGNET GAP ADJUSTMENT After mounting the brake, back off the manual release mechanism by loosening nut (6) on bolt (5), Fig. 4, and swing it to normal position over the back of the magnet. Check the position of the released armature on the gap indicator (4), Fig. 2. Magnet gap is correct when the inner face of the armature lug (3) lines up with the outer face of notch (2) as shown in Fig. 2 and 6. If it is necessary to adjust armature gap, loosen shoe-clearance clamping bolt (22). Fig. 12 and nut (11). Fig. 5. Then turn the adjustor (12) clockwise or counter-clockwise as required. Tighten nut (11) and bolt (22) after adjustment. TORQUE ADJUSTMENT Set the brake spring for the torque required by the application. In most instances a torque approximately equal to the full-load torque of the motor will be satisfactory. A torque-setting gage is provided with the brake and a supplementary list of adjustment values is given in Table 1. To set torque for a given value, turn the adjusting screw (9) in or out until the distance from the head of the screw to the block (8) is that indicated on the gage or in the accompanying table. (See Fig. 7). Tighten the screw lock nut (10) after adjustment. If the full-load torque of a motor is not known it can be determined from the following formula:

Braking torque as calculated by the above method is based upon linings being "worn-in" sufficiently to obtain at least 85-percent surface contact with the brake drum.


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GE

TABLE 1 TORQUE ADJUSTMENT


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GE EOUALIZATION OF SHOE CLEARANCE Equal clearances between shoes and wheel are obtained by an adjustable pivot arm (16). Fig. 2, which 1s repositioned each time adjustment for magnet gap is made. CONNECTIONS Shunt-wound Brakes Shunt-wound brakes require the use of a series resistor which is separately mounted. The resistor is furnished with the brake when specified and purchased separately. It is furnished as part of the control panel when brake and panel are purchased together. Do not place a separate resistor in the brake circuit if a resistor is provided with a panel. For use on systems of 115 to 250 volts, the resistor is supplied with taps for 115, 125, 230 and 250 volts. For higher voltages, the resistor furnished is designed to suit the voltage. The brake nameplate shows the current rating of the coil and the ohmic value of the separately mounted resistor. Coil leads are brought to a terminal block under a conduit box at the magnet end of the brake. Shunt-wound brakes will release at 80 percent of rated voltage and will operate satisfactorily at 110 percent of rated voltage. Series-wound Brakes Connect series-wound brakes directly in series with the motor as indicated on the wiring diagram of the controller used. Series-wound brakes will release at 40 percent of rated current or less and will set a t 10 percent or less. MAINTENANCE LINING WEAR ADJUSTMENT Check the magnet-gap indicator (4). Fig. 2 and 6. for lining wear from time to time. As long as the edge (3) lies between points (2) and (I), no adjustment is required. If edge (3) extends beyond edge (1), the magnet gap is too great and may result in slow release or no release. To correct for lining wear, first loosen shoe clearance clamping bolt (22). Fig. 12. Then loosen locknut (11) and turn adjustor (12) clockwise until edge (3). Fig. 2, lines up with edge (2). Retighten locknut (11) and shoe -clearance clamping bolt (22). Lining Wear Adjustment for Magnet-up, Wall-mounted Brakes


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GE

1. Wear on Both Shoes - No adjustment required if edge (9) lies between edge (10) and (11). If edge (9) extends beyond edge (11), loosen lock nut (3), and turn nut (4) clockwise until edge (9) lines up with notch (10). Tighten lock nut (3). 2. Equalization of Shoe and Wheel Clearance - With brake de-energized, gap between adjusting nut (2) and backstop (8) should be 1/16 to 3/32 in. This provides approximate equal clearance between both shoes and wheel. If due to uneven wear, the equalizing gap has increased or decreased, it should be restored to 3/32”. 1. By loosening bolt (1) and turning adjusting nut (2) clockwise or counter-clockwise to bring edge (9) even with edge (10).


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GE MANUAL RELEASE To release the brake manually. loosen the locknut (6) on the manual-release bolt and swing the bolt 180degrees to engage the slot in the armature. Tighten the locknut to draw the brake shoes clear of the brake wheel. (See Fig. 4.) SHOE LINING REPLACEMENT To remove worn linings, release the brake manually and remove bolts (13). Fig, 8, and the clamps at the top of each shoe. Using a screwdriver, slide the shoes upward around the brake wheel. As additional clearance is required for the insertion of new linings, turn the magnet-gap adjustor (12). Fig. 5, counter-clockwise until the opposite end yoke reaches its stop. Continue turning until the rear shoe clears the wheel sufficiently to permit the new linings to be slid into position. Clamp the linings into place and adjust the gap to specified setting. COIL REPLACEMENT To replace coil, proceed as follows: 1. Refer to Fig. 9. Back off on adjustment bolt (9) and remove block (8), spring seat behind it and spring. 2. Remove conduit box and disconnect power leads from terminal leads. 3. Remove four bolts (16). Fig. 9, located at each corner of the back plate and remove the plate. 4. Remove magnet core (17) and spring washer (18) from magnet housing by removing nuts (19) as shown in Fig. 9 and 10. 5. Slide new coil onto the core, making sure that spring washer (18) is inserted between the lip of the core and the coil. 6. Assemble back plate onto the core, locating the core and coil correctly by means of the two studs on the core and locating boss on the coil. 7. Bolt the magnet assembly onto the magnet housing, and reassemble spring, spring seat, block (8) and torque bolt (9). 8. Obtain correct torque setting as shown in Fig. 7. 9. Set magnet gap as shown in Fig. 5.


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GE

MAGNET HOUSING REMOVAL The magnet housing seldom has to be removed. In case of coil failure, removal of the back plate only is required, as shown in Fig. 9 and 10. If it does become necessary to remove the magnet housing, first take out the main spring by backing off the adjusting bolt (9). Fi5. 7. and removing block (8). To release the housing take out four mounting screws (20). Fig. 8. The complete magnet housing can then be lifted off. On reassembly, take care to align the magnet housing carefully. With the magnet in place, pull the armature up manually by means of the manual release bolt (5). Fig. 4, until the face of the armature comes in contact with the core in the magnet. Then align the magnet frame on the base so that there is an equal clearance of 5 to 40 mils the inside face of the armature and the end of the magnet housing. Bolt the frame in place. Fine thread bolts are provided to fasten the housing in place. These should be thoroughly tightened to hold the housing tight. After reassembly, check the location of the magnet gap indicator. With the armature closed, locate the worn magnet gap edge with respect to the armature as shown in Fig. 11. If the magnet gap indicator cannot be adjusted to the worn gap dimensions shown below, due to different tolerances inherent in the new magnet assembly parts, it may be necessary to knock out the drive screw and, after adjusting, to redrill and repin. Maintain the 5 to 40 mils clearance between armature face and housing. After a final check that worn gap dimensions below can be obtained, reinstall main spring and adjust armature gap for alignment of surfaces (2) and (3) as shown in Fig. 2 and 6.


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GE WORN GAP ALLOWANCE

MAGNET GAP CLEANING If shoe clearance around the wheel becomes reduced or the shoes drag, remove the ring-shaped shield over the armature and check for any accumulation of dirt between armature and core. Blow out accumulated dirt with dry, compressed air. If this is not possible, back off the armature sufficiently by means of the gap-adjustor (12) to insert a hacksaw blade or similar tool and scrape the core and armature clean. Readjust the gap to specified dimensions. WHEEL REMOVAL To remove the wheel, release the brake shoes by the manual release. Then the wheel can be pulled from the motor shaft, or the wheel and motor can be lifted vertically. As the wheel is moved upward, the shoes will pivot and allow the wheel to be lifted clear. After replacing the wheel, back off the manual release and adjust the magnet gap to the specified dimensions. LUBRICATION As all moving pins operate in sintered bronze bearings, no lubrication is necessary.


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GE lC9516 A-C AND D-C BRAKES

SOLENOID OPERATED

INSTRUCTIONS Before any adjustments, servicing, parts replacement or any other act is performed requiring physical contact with the electrical working components or wiring of this equipment, the POWER SUPPLY MUST BE DISCONNECTED. GENERAL DESCRIPTION IC9516 solenoid-operated brakes are spring-set, shoe-type, adjustable for braking effort. Solenoids on a-c brakes are shunt-wound, and on d-c brakes are series- or shunt-wound. D-c brakes, forms -160 and -161 are weather-resistant. All forms are made for floor, ceiling, or wall mounting. When wall mounted, shaft must be horizontal and magnet above shaft. INSTALLATION All forms have four holes in the base for holding-down bolts, located symmetrically with reference to both center line, so that they may be mounted with the solenoid on either side of the wheel.


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GE In the standard mounting the solenoid is located to the left of the wheel as shown in Fig. 1. In this position, the nuts on the shoe bolts (15) are on the inside or next to the motor. In case the solenoid is mounted on the right, when installing, the bolts should be removed and replaced with the nut next to the motor to facilitate easy removal of the shoes when replacing linings. The-160, -161, Fig. 1 (d-c); the -460, Fig. 6; the -462 and -463, Fig. 2; and -464 and -465, Fig. 5 (a-c), are arranged for conduit connections. The -460 and -461 brakes are equipped with a conduit box on only one side of the solenoid for protecting the coil terminals. The 462 to -465 inclusive, are equipped with a protective cover around the solenoid. See Fig. 2 and 5. All forms of brakes, a-c and d -c, have self-aligning shoes and the yoke and lever system is free to float on the hinge pins at the bottom. All the solenoid-operated brakes operate equally well when mounted on the floor or wall. For wall mounting the shaft on which the brake wheel is mounted must be horizontal.


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GE In setting up any of the brakes, the shoe bolts (15) should be loose enough to allow the shoe to turn freely. After the brake has been placed in the final position and bolted to the foundation, the spring should be set up; this will force the brake shoes against the wheel. When the radius of the brake shoe curvature is the same as the wheel curvature, the shoe bolts (15) should be tightened. It is not necessary that the brake shoes turn while the brake is operating, as the relatively long radius of the yoke insures proper clearance between the shoes and wheel when the brake is released. CONNECTIONS For a-c brakes, Fig. 2, 5, and 6, the solenoid is shunt-wound and connections should be made so that full voltage is applied on closing of the starting switch and is removed on opening of the switch. The connections for the -460 brake are shown in Fig. 3 and for the -461, -462, -463, -464, and -465 in Fig. 4. (See Fig. 8 for double coil typical connection.) For all series-wound brakes, with current on the solenoid and the brake released, should the current drop below ten per cent of the rated current, the brake will set. If this condition is likely to occur a shunt winding should be used.

OPERATION When the solenoid coil is energized, core (2) Fig. 5, is pulled down and yoke (6) with shoe (10) moves to the left against adjustable stop (5), after which yoke (13) with shoe (20) moves to the right, releasing the wheel.


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GE SPRING AND TORQUE ADJUSTMENT It is the general practice during manufacture to set d-c brakes for the maximum torque rating corresponding to a definite time rating of the coil. A-c brakes are set for maximum torque rating of the brake. When the brake is installed the spring should be set to give approximately the torque required, usually full-load torque of the motor. The torque of the motor may be calculated from the following formula:

The table on pages 5 and 6 gives the spring length for various torque values. If a lower torque is required, the spring has to be lengthened by turning nut (14) counter-clockwise. Figures 10 to 15 show the relation between the spring length and torque of a-c brakes. The tension of the torque spring must not be decreased too much as this will allow the plunger to hammer excessively when the current is applied, which may spread the solenoid laminations and cause the rivets to give away. To prevent excessive hammering, the solenoid should be fully loaded, and this can be taken care of by changing the location of the lever pin (11). The torque curves in Fig. 10 to 15 indicate the pin position for various ranges of torque and spring lengths. On d-c brakes IC9516-160, -161, pin (11) should be in the bottom hole for rated torque as shown in Fig. 1. On a-c brakes IC9516-460, -461, -462 and -463, pin (11) should be in the top hole as shown in Fig. 2. For lower torque ranges shown in the torque curves, Fig. 10 to 15, pin (11) should be located in the middle or lower hole of -461, -462, -463 and the bottom hole of -460. Assume a torque of 60 foot-pounds is required on a IC9516-463 brake. Referring to Fig. 13, run a line horizontally at the 60 lb-ft mark until the torque 1 curve is intersected and drop a line vertically. This line will intersect the spring scale at approximately 3 inches. The note covering this portion of the torque curve states that lever pin (11) should be in the bottom hole. SOLENOID GAP SETTING The solenoid gap is the total travel of the solenoid core (2). To check the travel, measure the clearance between core (2) and the solenoid frame with the solenoid energized; measure the same clearance with the solenoid de-energized. The difference between the two readings is the gap length. The table on pages 5 and 6 lists the normal gap lengths for the various brake sizes. The current in a d-c solenoid with straight shunt or series winding is independent of the air gap or travel of the core. Consequently, the heating of the coil is not increased if the core fails to pull down and release the brake when the coil is energized.


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GE THE CONDITION IS DIFFERENT WITH A-C SOLENOIDS, ALL OF WHICH ARE SHUNT WOUND. IN THIS CASE, THE CURRENT IN THE COIL DEPENDS ENTIRELY ON THE DISTANCE BETWEEN THE CORE AND THE FRAME, THE VALUE OF CURRENT BEING AT A MINIMUM WHEN THE GAP BETWEEN THE SOLENOID CORE AND FRAME IS ZERO OR THE BRAKE IS RELEASED. IN OPERATING AN A-C SOLENOID, IT IS THEREFORE NECESSARY TO SEE THAT THE MOVING CORE PULLS DOWN PROMPTLY, AS OTHERWISE THE CURRENT WILL BE EXCESSIVE AND WILL BURN OUT THE COIL.

ADJUSTMENT FOR LINING WEAR For forms lC9576-160 and -761, (d-c); and -460, -461, -462 or -463 (a-c) brakes, see Fig. 1 and 6. For forms lC9576-464 or -465 (a-c) brakes, see Fig. 5. As the lining wears, the travel of the core (2) increases until either it fails to pull down and release the brake or until lever (3) strikes the underside of the cross piece (8) or stop (21). It is then necessary to take up on nut (7) to bring the travel of the core (2) down to the minimum necessary to release the shoes. This also brings the tension of spring (12) back to its original value. Then adjust screws (5) to equalize the clearance between the wheel and two shoes. The braking intensity is adjusted at nut (14).


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GE LUBRICATION Oil should be put on the bearing pins occasionally to prevent wear. ASSEMBLY AND DISASSEMBLY WHEELS The wheels are statically balanced and have a straight or taper bore. When taper-bored wheels are used with tapered shaft, the nut on the end of the shaft should be locked so that the wheel cannot come off. Usually, there is a saw cut in the wheel hub, and the edge of the plate washer should be bent into this cut. Then, after the nut is set up tight, the washer is bent over against one side of the nut. Sometimes it is not possible to put a saw cut in the wheel hub, and in such cases a lip the width of the key can be made on the inside edge of the washer by two saw cuts. The lip should be bent into the end of the keyway. Straight bored wheels should be put on with a light press fit. REMOVING WHEELS To remove horizontally, back off on nuts (7) and (14), Fig. 1, 2, and 6. Back off on nut (7) and screw down on nut (5), Fig. 5. To remove vertically (Fig. 1, 2, and 6), remove pin (11), back off on nut (14), remove nut (7) and lift out the lever and parts. Then loosen shoe-bolt nuts (15) and raise wheel. Back off nut (9), Fig. 5, turn rod (19) out of part (17) and throw the rod back. Loosen shoe bolts (15) and raise the wheel. SHOE LININGS The shoe linings are made of compressed woven asbestos and put on with aluminum rivets. In relining the shoes, either brass or aluminum rivets can be used. TO REMOVE COILS OF lC9516-160 AND -161 BRAKES To remove horizontally, turn screw (5), Fig. 1, up about 1/4 inch. Turn the four bolts (1) out of the base, but do not remove them. Then lift up on the solenoid and slide it off horizontally. In doing this, care must be taken to support the lower end of the coil after leaving base. The coil may then be lifted from the solenoid magnet frame. To remove vertically , remove pin ( 11 ) , Fig. 1. Back off nut (14) and remove nut (7). Lift the lever and parts out. Remove back stops (4). Then remove bolts (1) and lift cover and coil out.


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GE TO INSTALL COILS OF lC9516-160 AND -161 BRAKES If removed horizontally, the assembled solenoid should be slid horizontally into position, at the same time supporting the lower end of the coil, then screw into place the four bolts (1) and make adjustments. If removed vertically, assemble the solenoid on the base, then screw into place bolts (11, and place stops (4), Fig. l, the lever, and other parts in position. After the coil has been installed, the brake should be readjusted as described on pages 2 and 3. ASSEMBLING AND DISASSEMBLING COILS ON lC9516-461 BRAKES This solenoid consists of a frame (I), a plunger (4), a coil (2), two insulation pieces (6), two springs (7), two plunger guides (8), two angle guides (3), and a cotter key (5). To disassemble, remove the plunger, cotter key, plunger guides, and angle guides in the order named. To assemble, locate insulation pieces (6) and springs (7) as shown in Fig. 7. Place the coil on top of the springs and assemble the angle guides (3) and plunger guides (8). Fasten with cotter key (5). ASSEMBLING AND DISASSEMBLING COILS ON lC9516-462, -463, -464 AND -465 BRAKES This solenoid consists of a frame (4), a plunger (8), two coils (5), two insulation pieces (2), two springs (3), two angle guides (6), two plunger guides (7), and cotter key (1). To disassemble, remove the plunger, cotter key, plunger guides, and angle guides in the order named. To assemble, locate the insulation pieces (2) and springs (3) as shown in Fig. 9. Place the two coils with the projections interlocked on top of the springs. Assemble the angle guides and plunger guides and fasten with the cotter key.


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COILS Figures 7 and 9 show the normal position of the solenoids. When installing coils, make sure that projections A, Fig. 8, are on the bottom. These projections are used for centering the coil.

When two coils are used, as shown in Fig. 8. specification numbers stamped on the solenoid nameplate indicate which is the top and which is the bottom coil. The end in which the plunger operates is always the bottom of the solenoid. It is very important that these coils are properly installed especially when two coils are used and


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GE when a single coil having a terminal in the center is used. They have different windings, and if the coils are reversed in position one section may burn out or the pull curve may be affected. CARE OF A-C SOLENOID The noise level on a-c solenoids can, in many cases, be improved by a periodic cleaning of the sealing surfaces (that is, the surface of the end of the plunger and the surface of the seat against which the end of the plunger comes in contact.)

A-C BRAKES


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KONECRANE E-LIBRARY

KONECRANES


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KONECRANES TRAVELLING MACHINERY GES

MF06 Traveling motor with Compact- / DC-brake

Adjustment of Compact-brake air gap: · Ensure there is no danger of live voltage. · Remove the power supply plug (8) for the traveling machinery. · Open the motor cover (7). · Push the brake disk (4) and measure the air gap between the adjustment nut (6) and aluminum ring (5). The air gap has to be 0.2 - 0.3 mm. If needed adjust the air gap using the adjustment nut (6). · Fasten the motor cover (7) and the power supply plug (8). Removing the Compact-brake: · Ensure there is no danger of live voltage. · Remove the power supply plug (8) for the traveling machinery. · Open the motor cover (7). · Unscrew the adjustment nut (6) for the brake air gap. · Extract the brake parts. If the thickness of the friction material is less than 5 mm, replace all the brake parts. · Re-assemble in the reverse sequence. · Adjust the brake air gap. Refer to the section 'Adjustment of Compact-brake air gap’. Brake type and size Min. thickness of Tightening torque for

brake disc brake fixing screws NM38710NR#, 2 Nm 5.8 mm 2.5 Nm / 1.8 Lbs.Ft. NM38711NR#, 4 Nm 5.95 mm 2.5 Nm / 1.8 Lbs.Ft. Re-assemble in the reverse sequence. Tighten the fixing screws of the brake to the correct tightening torque.


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KONECRANES MF07 and MF10 Traveling motor

Removing DC-brake and inspection of brake friction disc: · Ensure there is no danger of live voltage. · Remove the power supply plug (8) for the traveling machinery. · Open the motor cover (1). · Remove the fan (2). · Unscrew the brake fixing screws. · Check the brake type on the rating plate fixed to the brake. Measure the thickness of the brake disc (5). Replace the brake disc if it has worn thin. Brake type and size Min. thickness of Tightening torque for

brake disc brake fixing screws NM38770NR#, 16 Nm 6.8 mm 5 Nm / 3.7 Lbs.Ft. NM38771NR#, 8 Nm 6.65 mm 5 Nm / 3.7 Lbs.Ft. NM38720NR#, 21 Nm 7.6 mm 9 Nm / 6.6 Lbs.Ft. Re-assemble in the reverse sequence. Tighten the fixing screws of the brake to the correct tightening torque.

“Recommended tightening torques”

Tightening torque Size Strength 8.8 Strength 10.9

Nm Ft lb Nm Ft lb M4 2.7 2.0 4.0 2.9 M5 5.4 4.0 7.9 5.8 M6 9.3 6.8 14 10.3 M8 23 17.0 33 24 M10 45 33.0 66 48.5 M12 77 56.6 115 84.6 M14 125 92 180 132 M16 190 206 280 206 M18 275 202 390 287 M20 385 283 550 404 M22 530 390 750 552 M24 660 485 950 699 M27 980 721 1400 1030 M30 1350 993 1900 1398


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KONECRANES

TDU Presentation:

Brake: Braking occurs when there is no current. The separate supply of the coil is done in direct current (rectified alternating current). Each side of the disk has a friction lining without asbestos. Energization of the magnet anchor pulls the disk against the spring and releases the brake.

Description:

1 – Support 2 - Adjusting SUEW 3 – Electromagnet 4 - Spring 5 - Anchor disk 6 - Brake disk 7 - Spring adjustment (OPTION)


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KONECRANES The brake can be equipped with two different springs

• With a standard spring Spring force: 38 N Braking toque: 0.77 Nm

• With an adjustable spring (OPTION) Maximum spring force: 100 N Minimum spring force: 30 N Maximum braking toque: 2.04 Nm Minimum braking toque: 0.61 Nm

Air gap play: MIN. MAX. Inner rim of the electromagnet body X' = 0.30 mm 0.80 mm


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KONECRANES Adjustment of the air gap (with brake cold): 1 - Remove the cover (7) and the sealing (8). 1 b - Remove the wires coming from PC-board from the terminal. 2 - Remove the two attaching screws (9) from the support (1). 3 - Extract the support / brake assembly taking care not to force the feed wires. 4 - Use a feeler gauge to measure the air gap at several points and then adjust it by loosing or tightening the 3 screws (2). 5 - Once adjusted by means of the 3 lock (11). 6 - Fit the brake and the cover and wires to terminal and tighten to the required toque (refer to: 9-4 Tightening torques). 7 - Connect the wire to terminal. 8 - Carry out the braking tests.

GS AND GM TRAVELING MACHINERIES

NM311, NM312 and NM313 brakes: Measuring the air gap: See Figure 5 and Figure 6. The nominal air gap is measured between the armature disc and the outer rim of the brake magnet (see Figure 6). To measure the air gap, first remove the fan cover by loosening the four fixing screws and pulling the cover backwards. Measure the air gap using a feeler gauge. Compare the measured value to the normal and maximum air gap given in table (Chapter 5). If the air gap is not between these two values adjustment is necessary.

Figure 5 KCI bake

1, End shield 2. Brake magnet 3, Brake spring 4. Armature disc 5, Brake wheel 6, Washer 7. Nut 8, Locking device 9. Fan cover 10. Rectifier


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KONECRANES

Figure 6 KC1 brake - air gap adjustment

Adjusting the air gap: To adjust the air gap, remove the locking device with the help of two screwdrivers as shown in Figure 6. To decrease the air gap turn the nut clockwise. One full turn corresponds to 1 mm air gap decrease, 1/6 - turn is approx. 0.17 mm. Always turn the nut in increments of 1/6 turn (600) to permit realignment with the locking device. The serrated side of the locking device must be placed against the nut. Adjusting the braking torque: The braking torque can be increased or decreased by adding or removing the springs. For further Information see the Figure 7. Braking torque can be adjusted by changing the amount of springs:


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KONECRANES

Figure 7 Location of brake springs.

Assembly of the brake: (see Figure 5)

1. Place the end shield (1) containing the brake magnet (2) into its place and fasten it with 4 screws. Pull the wires to wards the terminal rectifier (10). 2, Insert brake springs (3) in the holes in the end shield. Install the armature disc (4) and the brake wheel (5) simultaneously against the brake springs (3). Note! The locations of the springs are shown in Figure 7. 3. Adjust the air gap and tighten the nut (7). Remember the washer (6). 5. Install the locking device (8). 6. Install the fan cover (9) and tighten the fixing screws. 7. Connect the brake wires to the rectifier (10),


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KONECRANES Dismantling of the brake: (See Figure 5)

1. Loosen the fixing screws which hold the cover. Remove the fan cover (9). Open the rectifier (10) and remove the brake wires from the rectifier. 2. Remove the locking device (8).

Use two screwdrivers as shown in Figure 6, 3. Remove the nut (7). washer (6) and brake wheel (5). 4. Remove armature disc (4) and brake springs (3), 5, Remove the brake end shield (1) containing the magnet (2).

NM175 – BRAKE

Figure 8 NM 175 - brake and hand release

Note! If there is a hand release device the clearance (A) should be larger than maximum air gap.


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KONECRANES Measuring the air gap: See Figure 8. The nominal air gap (A) is measured between the anchor disc (4) and the outer rim of the brake magnet (6). Adjust the gap before it exceeds the limit. Adjusting the air gap: See Figure 8. To adjust the air gap, loosen the retaining screws (5) slightly. If the air gap needs to be reduced, rotate the adjustment nuts (3) counterclockwise.

Note! Loosen the screws evenly.

Tighten the retaining screws (5) and measure the gap. When the nominal air gap is reached tighten the screws. The tightening torques for retaining screws are shown in table. Adjusting the braking torque: Braking torque is adjusted by rotating the adjustment ring (8) Assembly of the brake: (See Figure 8)

1. Install the brake hub (1) on the shaft and lock it axially with the retaining ring. 2. Install the friction disc (2). 3. Install the magnet (6) and the anchor disc (4).

Note! Remember to pull the wires into the rectifier.

4. Tighten the retaining screws (5). 5. Adjust the air gap. 6. Connect the wires. 7. Attach the cover.

Dismantling of the brake: (See Figure 8)

1. Detach the cover. 2. Disconnect the brake wires from the rectifier. 3. Open the retaining screws (51. 4, Remove the anchor disc (4) and the magnet (6). 5. Remove the friction disc (2). 6. Remove the brake hub locking device and brake hub (1).


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KONECRANES Tightening torques for retaining screws (5) are:

NM340 – BRAKE

Figure 11 - NM340- brake

1, Friction disc 2. Adjustment nut 3. Anchor disc 4. Retaining screw 5. Brake magnet 6, Brake spring 7. Torque adjustment ring A Nominal air gap B Lining thickness


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KONECRANES Measuring the air gap: See Figure 17. The nominal air gap (A) is measured between the anchor disc (3) and the outer rim of the brake magnet [5). Adjust the gap before it exceeds the limit. Adjusting the air gap: See Figure 11. To adjust the air gap, loosen the retaining screws (4) slightly. If the air gap needs to be reduced, rotate the adjustment nuts (2) counterclockwise.

Note! Loosen or tighten the screws evenly.

Tighten the retaining screws (4) and measure the gap. When the nominal air gap is reached tighten the-screws. The tightening torques for retaining screws are shown in table below. Adjusting the braking torque: Braking torque is adjusted by rotating the torque adjustment ring (7). The torque variation per adjustment step is given below:

Assembly of the brake: (See Figure 11)

1. Install the brake hub on the shaft and lock it axially with the retaining ring. Note! If there is no separate hub item the retaining ring is not allowed to be used, even if there is a groove for a retaining ring.


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KONECRANES 2. Install the friction disc (1). 3. Install the magnet (5) and the anchor disc (3).

Note! Remember to pull the wires into the rectifier. 4. Tighten the retaining screws (4), 5. Adjust the air gap, 6, Connect the wires. 7. Attach the cover.

Dismantling of the brake: (See Figure 11)

1. Detach the cover 2. Disconnect the brake wires from the rectifier, 3. Open the retaining screws (4). 4. Remove the anchor disc (3) and the magnet (5), 5. Remove the friction disc (1). 6. If the brake hub is a separate part remove the brake hub locking ring and brake hub.


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KONECRANES Electric Chain Hoist KX5 – KX10

Hoist Motor Brake KONE Electric Chain Hoists are furnished with D.C; disc type brakes with minimum torque rating equal to 200% full load torque of the motor. The purpose of the motor brake is twofold: 1. To minimize hook drift by bringing the motor to a quick and smooth stop. 2. To hold loads suspended from the hook with power off. When the hoist motor is energized, the magnet brake coils are also energized, pulling the armature plate (2, Figure 4-1) against the coil, thereby releasing the pressure on the friction discs (3). This permits the discs (3) to turn freely with motor rotation. When the motor is de-energized, the brake coils are simultaneously de-energized, releasing the armature plate (2) which applies pressure to the friction discs (3) and the motor is brought to a quick stop. The kinetic energy of the motor is dissipated as heat on the friction surfaces.

Proper maintenance and adjustment of the motor brake is essential to the reliable operation of the hoist. Heat is generated and wear occurs each time the motor is stopped. The work done by the brake is not reduced with light load or empty hook operation. The brake life and serviceability will be greatly extended by adequate maintenance. The practice of excessive and unnecessary inching of push-button by an operator causes unnecessary brake heating and wear. The frequency of brake wear adjustment depends on the duty cycle. To adjust brake, proceed as follows:


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KONECRANES Adjustment: The hoist motor brake is adjusted for proper torque when shipped from the factory and should not require adjustment in the field.

It is essential to adjust the brake when the value of gap E reaches 0.020" (0.5 mm). The gap must be set to 0.010' (0.25 mm). When the friction disc (3) wears to a thickness of 0.28 inch (7.2 mm), it should be replaced immediately. Disconnect the hoist from the power supply. Remove the cover of the junction box; disconnect the brake cables on the terminals marked 'brake." The air gap between the armature plates (2, Figure 4-2) and the motor head will require adjustment from time to time. This time interval will depend upon the frequency of operation and wear of the friction discs (3). The nominal gap 'E" as set at the factory is 0.010" (0.5 mm). The maximum gap 'E," and the gap at which time the brake must be adjusted should not exceed 0.020' (0.25 mm). Regular inspections of the brake will help determine this air gap dimension. If any time, the load hook shows signs of drifting after the push buttons are released, immediately take the hoist out of service and check the motor brake for excessive wear and air gap. To adjust the air gap to the nominal, or minimum, dimension: 1. Slightly loosen machine screws (6). 2. Turn spacers (5) counterclockwise (seen from the rear as shown by the arrow at the cover) to adjust the air gap to the nominal (0.010") dimension. 3. Tighten the machine screws (6) firmly and measure the air gap, which should be uniform all around.


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KONECRANES

Refit the brake cable, and connect it to the "brake" terminals. Close the junction box. Refit the cover. Check that the brake operates correctly. A slight "click" will be heard when switching on. Maintenance: If the faces of the armature plates (2) are greasy, clean then with a degreasing agent to prevent slipping. If the armature faces are scored, they should be reversed. Replace the friction disc (3) if necessary (Figure 4-1).

XN 2, 5, 10 ELECTRIC CHAIN HOIST

Brake/Limiter assembly Operation: The parts of limiter are mounted free on the gear input shaft (1). Other brake parts are mounted on the brake cap. The spring (2) keeps a pressure between the limiter lining (3) and brake disc (4). The nut (5) maintains the assembly on the gear input shaft. When the coil (6) is energized, during lifting or lowering, it is pulled against the anchor disk (7) (releasing the brake disc (4) there is a play X for this purpose). The disks (3 and 4) turn freely, transmitting the movement to the pinion (8). Braking occurs when the coil is no longer energized and the spring (9) drives back the coil against the disk (4).


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KONECRANES Adjustment of the limiter: 1. Hook a load of 1.25 times the nominal load into the hoist. 2. Remove the brake end cap and the sealing. 3. Raise the load at slow and fast speed. 4. Use a key to turn the adjusting nut (5) in the required direction. Turn the nut clockwise to increase the torque. Turn the nut counterclockwise to decrease the torque. 5. Repeat steps 3 and 4 until the load can barely be lifted at fast speed. The limiter is now adjusted. 6. Fit the sealing and the brake end cap. 7. Check, at fast speed, the lifting of a nominal load. Note: That when the limiter is adjusted the brake end cap must be removed and the motor must not be running. Do no touch the moving components. Before pressing the "lift" button on the control box, check that there is nothing in contact with the adjusting nut (key, for example).


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Adjustment of the brake: 1. Before starting the adjustment, remove the load and switch off the power supply. 2. Remove the brake end cap and the sealing. 3. Use feeler gauge to measure the air gap (X') between the anchor disk (7) and the electromagnet at least three points around the electromagnet. 4. To adjust the brake:

• Unscrew one of the locking screw (10). • Adjust the air gap by turning the adjusting screw (11) counterclockwise to reduce the air

gap, clockwise to increase it. • Tighten the locking screw (10). Make the same operation with the 2 other adjustment

points. • Control the air gap adjustment all around the magnet.

5. Check the operation of the brake 6. Fit the sealing and the brake end cap

Brake air gap Minimum air gap (mm) Maximum air gap (mm)

Between anchor disk (7) and coil (6) X' = 0.2 X' = 0.5

Coil Voltage 100 VDC with 230 VAC supply 190 VDC with 460 VAC supply


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KONECRANES Note: To replace the brake/limiter assembly, the electromagnet supply wires inside the electric

box must first of all be disconnected.

XN 16, 20, 25 ELECTRIC CHAIN HOIST Limiter: Description: The load limiting device is a friction torque limiter which is activated at a maximum working load X by the activation coefficient. This coefficient is 1.25 +5 %. The activation coefficient may decrease to 1,l +5%. At this point, the hoist must be calibrated again. Operation: The limiter gear (10) which slides on the shaft (8) is held between two friction disks (9, 9') which are integral with the shaft (8) through the splines. The gear (10) is kept under pressure by means of the spring washer@) (11). The pressure exerted by the spring washer(s) is greater or lesser depending on the tightness of the nut (15), which causes the shaft (8) to slide. In order to unlock the nut (15), you have to untighten the screw (16).

Brake: Description The brake assembly is connected to the hoist by means of 3 socket head screws (6) 1 Spring 2 Armature 3 Friction disk 4 Splined hub 5 Counter screw 6 Screw Operation: When the coil is energized, during lifting or lowering, it creates a magnetic force which acts against the pressure of the springs (1). The armature (2) presses against the inductor and the value of the air gap E is zero. There is therefore a play between the friction surfaces of the disk (3) and the armatures (2). The hub (4) and the disk (3) therefore rotate freely. Note: The air gap of the brakes can't be adjusted.


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KONECRANES WARNING! : The voltage of the brake's coil must be adapted to the main voltages, (refer to 12.9).

UNS - TYPE ELECTRIC HOIST

Brake Adjustment o f Hoist and Travel Motors (Figures 10, 11, 12) When the brake lining wears, the air gap between the rotor and stator increases and, if not adjusted, will produce erratic motor operation, because the magnetic forces will not be powerful enough to move the rotor forward and so will not release the brake. The procedure for adjusting the brake and the measurement checks are exactly the same for both hoisting and traveling motors, however, before adjusting the hoist brake, the lifting hook should be supported in some way to ensure that there is no load whatsoever on the rope drum.


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KONECRANES

In order to check whether brake adjustment is necessary, the rotor should be moved forward manually either by pushing directly onto the shaft or by way of a lever between the brake end cap and the brake wheel (see Fig 10). When the rotor is forward as far as it will go, measure the distance between the end of the rotor shaft and the front of the brake end cap, now release the rotor and take a further measurement. The difference between the two measurements is the air gap (stroke length) and should be between 0.5... .1.5mm and must never be allowed to exceed 3mm.

If brake adjustment is required, remove the four screws which secure the brake end cap (see Fig 11). The brake end cap which is threaded can now be turned (see Fig 12) and each 90 degree turn will reduce the air gap (stroke length) by approximately 0.5mm. The securing screws should now be replaced and the air gap checked once more to ensure correct setting.

NOTE: During the first week of operation or after changing the brake lining, the brake should be checked daily, since the lining may wear unequally until bedded in.


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KONECRANES UN1- and UN2 – TYPE ELECTRIC HOISTS

Brake Adjustment o f Hoist and Micro Motors (Figures 7, 8, 9) When the brake Lining wears, the air gap between the rotor and stator increases and, if not adjusted, will produce erratic motor operation, because the magnetic forces will not be powerful enough to move the rotor forward and so will not release the brake. The procedure for adjusting the brake and the measurement checks, are exactly the same for both hoisting and micro machinery motors, however, before adjusting the hoist brakes, the lifting hook should be supported in some way to ensure that there is no load whatsoever on the rope drum. Notice that when a micro machinery is fitted, there are two points of adjustment i.e. the micro motor and the main motor brakes (see Fig 8).

In order to check whether brake adjustment is necessary, the rotor should be moved forward manually either by pushing directly onto the shaft or by way of a Lever between the brake end cap and the brake wheel (see Fig 7 & 8). When the rotor is forward as far as it will go measure the distance between the end of the rotor shaft and the front of the brake end cap, now release the rotor and take a further measurement. The difference between the two measurements is the air gap (stroke length) and should be between 0,5. ..1,5mm and must never be allowed to exceed 3mm. If brake adjustment is required, loosen (DO NOT REMOVE) the four fixing bolts which secure the brake end cap or micro machinery, then remove the required amount of shims (see Fig 9), so that the brake end cap or micro machinery will now move closer to the brake wheel when the fixing bolts are tightened. After tightening the fixing bolts, the air gap should be checked once more to ensure correct setting.


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KONECRANES NOTE: The shims are of different thickness to facilitate accurate adjustment and are captivated by a split pin in order to be retained for future use when the brake lining is changed. Also, during the first week of operation or after changing the brake lining, the brake should be checked daily, since the lining may wear unequally until bedded in. Brake Adjustment o f Travel Motors (Figures 10, 11, 12) When the brake lining wears, the air gap between the rotor and stator increases and, if not adjusted, will produce erratic motor operation, because the magnetic forces will not be powerful enough t o move the rotor forward and so will not release the brake. The procedure for adjusting the brake is outlined below; however, care should be taken that the motor cannot be operated whilst checking or adjustment is carried out.

In order to check whether brake adjustment is necessary, the rotor should be moved forward manually either by pushing directly onto the shaft or by way of a lever between the brake end cap and the brake wheel (see Fig 10). When the rotor is forward as far as it will go, measure the distance between the end of the rotor shaft and the front of the brake end cap, now release the rotor and take a further measurement. The difference between the two measurements is the air gap (stroke length) and should be between 0,5..1,5mm and must never be allowed to exceed 3mm. If brake adjustment is required, remove the four screws which secure the brake end cap (see Fig 11). The brake end cap which is threaded can now be turned (see Fig 12) and each 90' turn will reduce the air gap (stroke length) by approximately 0,5mm. The securing screws should now be replaced and the air gap checked once more to ensure correct setting.


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NOTE: During the first week of operation or after changing the brake lining, the brake should be

checked daily, since the lining may wear unequally until bedded in.

UN3 – TYPE ELECTRIC HOIST Adjustment of Hoisting Motor Disc Brake (Figures 10, 11, 12, 13) When the friction lining wears, the air gap between the magnet body (see page 3, figure 2), and the armature increases and, if not adjusted, will produce erratic operation and damage to the unit. It is, therefore vitally important that the adjustment is checked regularly, according to use, and that the procedure for adjustment is adhered to. The air gap (A) should be measured with a feeler gauge as illustrated in figure 10, The allowable gap is 0,3-0,8mm and should not, under any circumstances, be allowed to exceed the maximum 0,8mm If adjustment is necessary, then follow the procedure out lined below. NOTE: Before adjusting the brake, the lifting hook should be supported in some way to ensure there is no load whatsoever on the rope drum.


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KONECRANES To adjust the brake (reduce the air gap: Step 1 (Fig 11) - Loosen the six hexagon nuts B Step 2 (Fig 11) - Release the Locking plates C Step 3 (Fig 12) - Tighten the six hexagon nuts D equally around the flange until the required air gap (0.3mm) is achieved. Step 4 (Fig 12) - Check once more that the air gap is equal all around, then tighten the six hexagon nuts B against the flange. Step 5 (Fig 13) - Secure the hexagon nuts D with the Locking plate C, NOTE: It is advisable when adjusting the brake to take note of the lining thickness so that a replacement friction disc can be ordered in time for replacement to be made when necessary. During the first week of operation or after changing the friction disc, the air gap should be checked daily, since the disc may wear unequally until bedded in. Brake Adjustment o f the Travel Rotor (Figures 14, 15, 16) When the brake lining wears, the air gap between the rotor and stator increases and, if not adjusted, will produce erratic motor operation, because the magnetic forces will not be powerful enough to move the rotor forward and so will not release the brake. In order to check whether brake adjustment is necessary, the rotor should be moved forward manually either by pushing directly onto the shaft or by way of a lever between the brake end cap and the brake wheel (see Fig 14). When the rotor is forward as far as it will go, measure the distance between the end of the rotor shaft and the front of the brake end cap, now release the rotor and take a further measurement. The difference between the two measurements is the air gap. (stroke length) and should be between 0,5. ..1,5ma and must never be allowed to exceed 3mm.

If brake adjustment is required, remove the four screws which secure the brake end cap (see Fig 15). The brake end cap which is threaded can now be turned (see Fig 16) and each 90 degree

turn will reduce the air gap (stroke length) by approximately 0,5mm.


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KONECRANES The securing screws should now be replaced and the air gap checked once more to ensure correct setting.

NOTE: During the first week of operation or after changing the brake lining, the brake should be checked daily, since the lining may wear unequally until bedded in.

SMDB BRAKE

GENERAL: SMDB brakes have been designed for holding brake use for inverter or thyristor controlled hoisting motors. The SMDB brake series consists of SMDB400. SMDBSOO, SMDB650, SMDB800, SMDB 1000, SMDB 1300 and SMDB 1400 brakes. SMDB brake is a disc brake in which the normal force is provided by compression springs. Each brake has one or two brake discs with friction linings on both side of the discs. The number of brake discs is 1 for SMDB400, SMDB5OO and SMDB650. For other SMDB brakes the number of brake discs is 2. There is a spline between hub of each disc and the extension of the motor or gearbox shaft. The brake is engaged by multiple springs which force the anchor plate against one of the brake discs. The anchor plate is prevented from rotating by pins which are fixed into the brake housing. The intermediate plate (between the two discs) is prevented from rotating by a spline between its outer circumference and the brake housing. The brake is released by a solenoid, with the coil embedded inside part of the brake body. When the solenoid is energized; the anchor plate is attracted towards the solenoid coil with a force which exceeds that of the brake engaging springs. When the brake is engaged, there is a small air gap between the solenoid housing and the anchor plate. As the friction linings wear, the air gap increases. If the air gap becomes too large, the solenoid is unable to attract the anchor plate with sufficient force to release the brake. As a safety feature the brake is equipped with a limit switch which controls the opening of the brake. This shall be connected to the motor drive control to prevent the motor start if the brake is not released.


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KONECRANES The brake can be assembled to a motor or a gear. In normal hoisting application in which SMDB brake can be used, the main part of the braking power is taken electrically when the electric motor decelerates from high to low speed. The brake is engaged only from the low speed. In this case the brake wear is very low. However, for emergency cases the brake has been dimensioned to withstand the emergency braking with high braking energy from high speed. The assembly and maintenance of the brake may only be done by qualified persons. The maintenance shall always be done according to the instructions in this manual. Only spare parts delivered by KC1 Konecranes may be used. In this manual the instructions are given for all of the brake types. If there are any differences between 1- and 2-disc brakes it is mentioned separately. TECHNICAL DATA: Note! High working cycle, high braking energy and high temperature may decrease the braking torque. The values shown in the SMDB brake specification must not be exceeded.


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Figure 1: Brakes SMDB800. SMDB 1000. SMDB1300 and SMDB1400


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Figure 2: Brakes SMDB400, SMDBSOO and SMDB650


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KONECRANES 3 - INSTALLATION: Installation of the brake may be done only by qualified persons. Mistakes in brake installation or adjustment may cause a malfunction of the brake and can lead to serious risks.

Before the installation, inspection or any maintenance work of the brake the hook must be lowered. The hoist ropes must be slack. Also the supplies to all motor drives must be isolated to ensure the safety from rotating or moving machinery. During the maintenance work do not release the brake while there is any external torque applied to the shaft. Before installation, the brake parts and tools necessary for the installation shall be cleaned. The braking torque reduces strongly if any grease or oil penetrates to the friction surfaces. Check also that there are no machining chips in the brake frame. During the brake assembly shall be checked that the brake discs (5) and (27). intermediate plate (28) and anchor plate (4) move freely axially. The air gap between the anchor plate and the brake body shall be adjusted to 0.8 ... 1.0 mm (0.4 ... 0.6 mm for SMDB400, SMDBSOO and SMDB650). The air gap increases due to the friction material wear. The air gap must not exceed 1.2 mm (0.8 mm for SMDB400, SMDBSOO and SMDB650). The air gap shall be checked regularly and if it is more than 1.1 mm (0.7 mm for SMDB400, SMDBSOO and SMDB650) the brake has to be readjusted. The air gap of brake can be adjusted by turning the adjustment plate which is locked to the frame by a locking pin. For reducing the brake adjusting step there are two locking pin holes in the brake frame. The number of springs is shown in the following table. The spring location is shown in fig. 3. The spring type depends on the friction material type. For proper spring type refer to the assembly drawing.


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KONECRANES 3.1 - Installing of brakes SMDB400, SMDB5OO and SMDB650: 1. Detach limit switch lever (15). Detach screws (18). lock washers (19) and locking pin (20). 2. Turn adjustment plate (26) counter-clockwise until it opens. 3. Remove brake disc (S), anchor plate (4) and springs (7). 4. Install spring pins (8) and screws (2). Tighten screws evenly. Improper tightening may lead to malfunction of the brake or to brake frame bending. 5. Install springs (7). The springs shall be assembled as shown in fig. 3. Install anchor plate (4). brake disc (5). 6. Connect tool (22) to taker (6). Tighten two screws (23) evenly as far as anchor plate (4) contacts the frame (1). Note that if one screw is tightened too much it may lead to damaging (bending) of brake disc. 7. Install adjustment plate. Turn it clockwise until it contacts the brake disc. Turn it 1 or 2 holes

backwards. 8. Attach locking pin (20), new lock washers (19) and new screws (18). (Check the tightening

torques of the screws from chapter 3.4). Bend the lock washers properly. 9. Attach limit (micro) switch lever (15). Adjust limit switch (12) as told in chapter 3.3. 10. Detach tool (22) by loosening screws (23) evenly. 11. Check the air gap. see 3.3. If it is not between the limits it has to be readjusted. 12. Attach front plate (21) and tool (22). Check that the limit switch operates properly. It should

close when the brake is released and open when the brake is applied. Tightening torques of the screws are shown in chapter 3.4. 3.2 - Installing of brakes SMDB8OO, SMDB1000, SMDB1300 and SMDB1400 1. Detach limit switch lever (15). Detach screws (18), lock washers (19) and locking pin (20). 2. Turn adjustment plate (26) counter-clockwise until it opens. 3. Remove brake disc (3, intermediate plate (28). brake disc (27), anchor plate (4) and springs

(7). 4. Install spring pins (8) and screws (2). Tighten screws evenly. Improper tightening may lead to

malfunction of the brake or to brake frame bending. 5. Install springs (7). The springs shall be assembled as shown in fig. 3. Install anchor plate (4),

brake disc 1 (5): intermediate plate (28), brake disc 2 (27). 6. Connect tool (22) to taker (6). Tighten two screws (23) evenly as far as anchor plate (4)

contacts the frame (1). Note that if one screw is tightened too much it may lead to damaging (bending) of brake discs.

7. Install adjustment plate. Turn it clockwise until it contacts the brake disc. Turn it 1 or 2 holes backwards. 8. Attach locking pin (20). new lock washers (19) and new screws (18). (Check the tightening

torques of the screws from chapter 3.4). Bend the lock washers properly. 9. Attach limit (micro) switch lever (15). Adjust limit switch (12) as told in chapter 3.3.


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KONECRANES 10. Detach tool (22) by loosening screws (23) evenly. 11. Check the air gap, see 3.3. If it is not between the limits it has to be readjusted. 12. Attach front plate (21) and tool (22). Check that the limit switch operates properly. It should

close when the brake is released and open when the brake is applied.

Tightening torques of the screws are shown in chapter 3.4.

Figure 3: Installing of springs

3.3 - Adjusting of brakes: 1. Check the air gap in current less condition of the brake. For air gap checking see fig. 4. The


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KONECRANES air gap can be measured using a set of feeler gauges from the hole on the top or from the bottom of the brake. The air gap (dimension g in fig. 4) shall be adjusted if it is not between the limits given in the table on page 3. 2. Detach tool (22) and front plate (21). 3. Connect tool (22) to taker (6). Tighten two screws (23) evenly as far as anchor plate (4) contacts the brake frame (1). Note that if one screw is tightened too much it may lead to damaging (bending) of brake discs. 4. Detach screws (18), lock washers (19) and locking pin (20). 5. Adjust the air gap by turning adjustment plate (26). If you are decreasing the air gap. Turn

adjustment plate (26) clockwise. 1 hole = 0.25 mm if the same locking pin hole is used. By using another locking pin hole the adjusting step can be halved.

6. Check the air gap. 7. Attach locking pin (20), new lock washers (19) and new screws (18). (Check the tightening torques of the screws from chapter 3.4). Bend the lock washers properly. 8. Adjust the limit switch. (For the limit switch adjustment the brake has to be released.) Adjust limit switch (12) so that adjusting screw (16) just closes the switch. After this open the adjusting screw 90' so that it presses the limit switch approximately 0.25 mm more and lock the adjusting screw with nut (1 7). 9. Detach tool (22) by loosening screws (23) evenly. 10. Attach front plate (21) and tool (22). Check that the limit switch operates properly. It should close when the brake is released and open when the brake is applied. Tightening torques of the screws are shown in chapter 3.4.

Figure 4: Checking of air gap


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KONECRANES 3.4 - Tightening torques of screws:

4.1 - Air gap check and visual examination: The friction material wear i.e. the air gap has to be checked regularly. If the air gap is too great the braking torque reduces and the friction material wear rate increases. Too great air gap may also lead to damaging of the coil or friction material. Too small air gap can lead to excessive heat and wear. For air gap checking see chapter 3.2. If the air gap is beyond the allowed limits it has to be adjusted. The brake should also be checked visually. If there is any visible damage or marks of unusual wear a complete brake inspection according to chapter 4.3 has to be done. The brake shall always be kept clean from outside. It is strongly recommended that in the beginning of the brake use the air gap shall be tested every two weeks. Later when the wear rate is noticed to be reduced the inspection interval can be prolonged from 1 to 3 months. It is not possible to check reliably the thickness of the brake discs and their linings while the brake is assembled. However, the allowable wear on the linings is much greater than the range of the air gap clearance. This means that the air gap will need to be adjusted several times before the linings are worn to their minimum thickness. If there is any doubt that the thickness of either of the brake discs is too small (10 mm) or the linings have worn unevenly the brake has to be checked and the brake discs have to be changed if necessary as told in chapters 4.3 and 4.4.


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KONECRANES 4.3 - Brake inspection: For the complete inspection of the brake it has to be dismantled. The dismantling of the brake is told in chapter 4.4. Check the parts visually for surface cracks. If there are any cracks the parts shall be replaced. The brake discs (5) and (27), the intermediate plate (28) and the anchor plate (4) shall move freely axially. (SMDB400, SMDBSOO and SMDB650: The brake disc (5) and the anchor plate (4) shall move freely axially.) The maximum allowed tooth clearance between a brake disc and the taker is 0.3 mm. If it is greater the brake discs shall be replaced. In the case of replacing the brake discs, the clearance between a new brake disc and the taker shall be less than 0.05 mm. The tooth clearance between an used intermediate plate and the brake frame shall be less than 0.15 mm. The clearance between a new intermediate plate and the brake frame shall be less than 0.05 mm. If it is greater the frame shall not be used. The method for checking the tooth clearance (dimension j) is shown in fig. 5. If the thickness of a brake disc is less than 10 mm the brake disc shall be replaced. Check the fixing of friction material. If there are any marks of friction material loosening the brake disc has to be replaced. Check the compression springs (7). If there are any marks of cracks or deformation all the springs shall be replaced. If the length of compression springs differs 0.3 mm or more compared to the original length all the springs have to be replaced. The original spring length is told in the test report. If this original value can not be found the springs have to be replaced. Check the torsion pins and bearings (9). If there are any marks of damage the part has to be replaced. Clean the brake parts carefully before assembly. Assemble the brake as told in chapter 4.4.

Figure 5: Checking of tooth clearance


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4.4 - Changing of brake discs: 1. Detach tool (22) and front plate (21). 2. Connect tool (22) to taker (6). Tighten screws (23) evenly as far as anchor plate (4) 3. Detach limit switch lever (15). Detach screws (18), lock washers (19) and locking pin (20). 4. Turn adjustment plate (26) counter-clockwise until it opens. 5. Detach tool (22) by loosening screws (23) evenly. 6. Remove brake disc (5). intermediate plate (28). brake disc (27), anchor plate (4) and springs (7). (SMDB400, SMDBSOO and SMDB650: Remove brake disc (5); anchor plate (4) and springs (7). 7. Clean the brake. anchor plate, intermediate plate and adjustment plate. 8. Install the springs. the anchor plate, the new brake disc 1, the intermediate plate, the new brake disc 2. (SMDB400. SMDBSOO and SMDB650: Install the springs, the anchor plate and the new brake disc.) 9. Connect tool (22) to taker (6). Tighten screws (23) evenly as far as anchor plate (4) contacts the frame (1). 10. Install the adjustment plate. Turn it clockwise until it contacts the brake disc. Turn it 1 or 2 holes backwards. 11. Attach locking pin (20). new lock washers (19). new screws (18) and limit switch lever (15). (Check the tightening torques of the screws from chapter 3.4). Bend the lock washers proper1 y. 12. Adjust limit switch (12) as told in chapter 3.3. 13. Detach tool (22) by loosening screws (23) evenly. 14. Check the air gap. If it is not 0.8 ... 1.0 mm (0.4 ... 0.6 mm for SMDB400, SMDB500 and SMDB650) it shall be readjusted. 15. Attach front plate (21) and tool (22).


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UNV TROLLEY HOIST MOTOR BRAKES DISC BRAKE UN8-D60, 50 and 33: 1 Construction and operation

When the brake is de-energized, the armature is pressed against one side of the friction plate, the friction plate moves laterally and the other side is pressed against an outer flange producing braking action. When voltage is applied to the brake coil, the armature is pulled against the springs and braking action is removed. 2 Inspection The frequency of checking the air gap of the UN8 brake is related to the rate of wear. Check once a week to realize the rate of wear. When the brake is de-energized, measure with a feeler gauge through an opening in the brake frame, the air gap between the armature and the brake coil. The gap is to be .3 to .7 mm. If the air gap increases over 0.8mm the coil will not be able to pull the armature and release brake action. 3 Maintenance Clean the brake when the total thickness of the friction plate has worn to 14mm.


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KONECRANES 4 Brake Adjustment The air gap is to be .3 to .7 mm, if not adjustment is required. 1. With the brake de-energized, place a feeler gauge through an opening in the brake frame, measuring the air gap between the armature and the brake coil. The gap is to be .3 to .7 Mm. 2. To adjust to the proper air gap the armature must be moved closer to the coil. First install the brake tool (1), fig. 2. 3. Turn the brake tool screws (12), to press the armature entirely against the coil. 4. Loosen the locking pin bolt (13) and lift the locking pin (14). Fig. 2. 5. Turn the flange clockwise, to the next flange lock opening - hole. When the flange (7) is turned one hole distance, the air gap decreases 0.38mm. 6. Reinstall the locking pin. Remove the brake tool and check the air gap. Bolt the locking pin.

5 Installation To install a new brake disassembly is required.

1. Remove the brake tool (9), fig. 1 2. Loosen the screws (10) and remove the front plate (11), fig. 1.


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KONECRANES 3. Loosen the locking pin bolt (13) and remove the locking pin (14) fig. 2 4. Turn the flange counter clockwise to remove the flange. 5. Remove the friction plate, armature and springs. 6. Install the brake so that the elliptical hole on the brake frame is at the bottom. 7. Place the cotter pins (1 5) into holes, fig. 2 8. Tighten the holding screws (l6). fig. 2 9. Install the springs, armature and friction plate. 10. Place brake tool (9) in place as shown in fig. 2 11. Tighten the brake tool screws (1 2), until the armature is fully compressed against the coil. 12. Install the flange. 13. Turn the flange counter clockwise until contact is made with the friction plate. 14. Turn the flange counter clockwise to the first hole that aligns with the lock pin opening. 15. Fix the locking pin (1 4) and the screw (1 3). 17. Remove the brake tool; the springs push the armature out from the coil the distance of the air gap. 18. Check the air gap, reference value = 0.3 ... 0.7mm If the gap is not the above use brake tool and readjust flange to another adjustment hole. The turning of the flange from hole to hole will increase or decrease the air gap by .38mm. 19. Install brake tool to the front plate. Install front plate to the flange.

6 Replacement of the friction plate When the total thickness of the friction plate (including friction linings on both sides) has worn under 10mm, replace the friction plate, according to installation procedure. 7 Spare Parts

Friction Plate UN8-D50-L Item # Pcs. Brake type

Springs HF630 18 UN8D60 Springs “ 14 UN8D50 Springs “ 10 UN8D33


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KONECRANES SHOE BRAKES

MAINTENANCE INSTRUCTIONS FOR SB-TYPE SHOE BRAKE

(Shoe brakes equipped with hydraulic thrustor, DIN15435)

Fig. 1 1. Construction and function By means of the arcs, the spring presses the friction surfaces against the brake drum causing the braking torque. When the current is directed to the motor of the thrustor, the thrustor pushes the friction surfaces away from the brake drum by means of the opening lever and arcs. The brake is equipped with an automatic wear regulator which provides that the air-gap between the friction surface and the brake drum, and also the stroke length of the thrustor, remain the same during the wear of the friction surfaces. 2. Inspection The friction surfaces shall be inspected weekly: The surface should not be worn down to the rivet heads. Checking of the air-gap: When the brake opens, the linings shall detach along the full length of the brake drum. Checking of the brake thrustor's motion: When the brake is closed, the thrustor shall be at least 15...10 mm from the lower position (10 mm is the absolute minimum for worn brake linings). The oil quantity in the thrustor shall be checked weekly: The surface of the oil’ shall be level with the lower edge of the inspection hole on the side of the thrustor. See "Maintenance Instructions for the Thrustor''. The brake drum shall be inspected weekly: The surface shall not be scratched or dirty. Checking of the braking torque: see item 4.


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KONECRANES 3. Lubrication The joints of the brake are lifetime-lubricated. It is necessary to protect the shaft pins outside the bearing and the other unpainted details with grease in order to prevent corrosion. Care shall be taken that the lubricant does not ' drop on to the brake drum during maintenance and use. The joints shall be cleaned and lubricated yearly. Lubricant: group 3 (HU 2.04.001) or specific lubricant recommended for a crane. The lubrication interval for brakes with lubricating nipple is defined according to the instruction: “Lubrication interval” (HU 2.03…) for the crane in question. 4. Adjustment Item A Brake opening and braking torque adjustment Unscrew the fixing screws for the synchronizing levers (3), fig. 2. Tighten the brake from the wear regulating spindle towards engaging and at the same time watch the piston rising from the thrustor. When the piston rod has risen approx. 15 mm from its lower position, lift and lower the brake disengagement lever manually or electrically. Watch the operation of the wear regulating spindle. If the spindle becomes twisted by the motion of the lever, adjust the axial movement of the catch so that it does not turn the spindle. Adjust the braking torque as required by the workshop drawings or, in case the value is not mentioned, to full torque (see item D). Check that the piston rod is approx. 10...15 mm up from the thrustor frame (10 mm is the absolute, minimum for worn brake linings). Tighten the fixing screws of the synchronizing levers (3). Fixing torque for screws M12 is 70 Nm and for M10 40 Nm. Disengage the brake by raising the disengagement lever and check that the air-gap between the coupling and the brake shoe on both sides is equal and in compliance with the table value. If the air gap is smaller than the minimum dimension of the table value, the air-gap can be increased by lowering the piston to 20 ... 10 mm and by adjusting the catch axially. The basic adjustment is carried out by the manufacturer of the brake and fixing screws (3) are tightened to the required torque and sealed with paint. TABLE 1 Coupling Size Air-Gap S KK200 0.25 Air-gap S on both sides at the same time KK250 0.30 KK315 0.40 KK400 0.50 KK500 0.75 KK630 1.00


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Fig. 2

Item B Brake lining wear adjustment

Fig. 3

The length of the catch stroke can be extended or reduced by accurate adjustment of the set equipment. By opening nut 7 and by turning the screw to the right, the stroke becomes shorter. When turning to the left the stroke becomes longer. The screw is locked by nut 7. Item C

Fig. 4


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KONECRANES In order to prevent spindle E (fig. 6) from turning, the disc springs are tightened by screws 9 and 10 so that the spindle can hardly be turned by hand. The setting shall be checked every two weeks. Item D Braking torque adjustment

Fig. 5

The required spring force shall be adjusted by nut 11. If the value for the braking torque (scale on the spring cylinder) is not mentioned in the maintenance instructions for the crane, the brake of the hoisting machinery shall be adjusted to max. torque, the value of which is given on the rating plate. The brake of the hoisting machinery shall be adjusted so that it operates smoothly. 5. Mounting of the brake The friction surfaces shall be changed when their thickness is in accordance with item 6. If the surfaces are worn down to the rivets, the brake drum becomes scratched and the new linings wear out quickly. The loading device is lowered before the brakes of the hoisting machinery are opened. The brake can be removed and remounted without loosening the other parts of the machinery, according to figure 6. The brake is opened by turning adjusting spindle E, then hinge pin B is removed. The brake shoe is turned up. If it is necessary to remove the whole brake, hinge pin A is removed and the brake can be moved to the side without dismounting the rest of the machinery. When mounting the new linings onto the brake shoes, check that the rivet heads are deep enough and flush with one another.


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A = Hinge pin of the arc B = Hinge pin of the brake shoe C = Spring D = Spring E = Adjusting spindle F = Screw for the synchronizing lever

Fig. 6

6. Brake shoes and linings The brake shoes and linings comply with DIN15435 Blatt 2. Note! The friction coefficient of the new lining shall be at least equal to that mentioned on the rating plate.


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When the lining thickness reaches the dimension C min, the lining should be changed immediately. Note! Dimension C min of a lining fastened with rivets presupposes that the riveting is performed according to item 7. 7. Fastening of brake lining with rivets Rivets according to B8...DIN7338-Cu or C8...DIN7338-Cu are used. Fastening the lining with glue is not acceptable.


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KEB BRAKES

DC-DISC BRAKES FOR TRAVELLING MOTORS TABLE 1

REM. l.) BRAKE VERSION A CAN BE MADE BY CHANGING A STRONGER

SPRING TO THE BASIC BRAKE TYPE. REM.2.) BRAKE VERSION WITH LOWER TORQUE CAN BE HADE BY

REMOVING 4 OF THE 8 SPRINGS.


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KONECRANES REM.3.) BRAKE VERSION WITH LOWER TORQUE CAN BE MADE BY

REMOVING 4 OF THE INNER AND 2 OF THE OUTER SFRINGS.

MEASURES TABLE 2

SPAREPARTS: HUB, LINING, SPRING (S) ,ARMATURE DISCS WHEN ORDERING SPAREPARTS ALWAYS GIVE THE POS. NUMBER E. G.: LINING FOR BRAKE KEB NM: 75NRO4 (POS. 2)

AIRGAP ADJUSTMENT: AIRGAP SHOULD NEVER EXCEED VALUES GIVEN I N TABLE 2. TO ADJUST AIRGAP, FIRST LOOSEN SLIGHTLY MACHINE SCREWS (POS.5), THEN TURN SPRCERS (POS. 3) COUNTER CLOCKW ISE (SEEN FROM REAR. AS SHOWN WITH ARROW IN FIG. l AND FIG.2).THIS WILL DECREASE THE AIRGAP. NOW TIGHTEN THE MICHINE SCREWS FIRMLY AND MEASUPE THE AIRGAP WHICH SHOULD BE UNIFORM ALL AROUND, NOMINAL VALUES GIVEN IN TABLE 2. HAND RELEASE: BRAKES MAY BE FITTED WITH A HAND RELEASE LEVER. IF THIS IS REQUIRED IT SHOULD BE MENTIONED IN ORDER!


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KONECRANES WARNING: IF HAND RELEASE IS FITTED THE AIRGAP SHOULD BE CHECKED REGULARLY.THIS IS TO AVOID A SITUATION WHERE THE FIXING SCREWS OF THE HAND RELEASE LEVER MAY "CARRY" THE ARMATURE DISCS PREVENTING A NORMAL BRAKING ACTION.SEE FIG.3 FOR GAP BETWEEN BOLT HEAD AND ARMATURE DISC. ..! TORQUE ADJUSTMENT, TORQUE INCREASES WHEN THE TORQUE ADJUSTING RING (POS.6) IS TURNED CLOCKWISE AND DECREASES WHEN I T I S TURNED COUNTER CLOCKWISE. NORMALLY THE BRAKES ARE ADJUSTED TO FULL 100% TORQUE AND THUS TORQUE CAN BE ONLY LOWERED. TORQUE DECREASE CORRESPOND WITH TURNS OF ADJUSTING RING AS SHOWN I N FIG.6.

BRAKE CONSTRUCTIONS

l=HUB.2=LINING.3=SFACER.4=ARMATURE DISCS.5=MACHINE SCREW

6=TOROUE ADJUSTER RING.7=COMPR.SPRING. 8=THRUST PIN Q=COMPR. SPRINGS

GAP BETWEEN ARMATURE DISC AND FIXING BOLT HEAD OF HAND RELEASE LEVER.


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KONECRANES

TORQUE ADJUSTMENT:

FIG. 6.


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KONECRANES BINDER BRAKES

OPERATING SYSTRUCTIONS AND PARTS LIST FOR MULTI-DISC BRAKES. (MANUFACTURER BINDER)


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KONECRANES 1 - Construction and function: The magnet body (1.1) of the disc brake includes a built-in excitating winding (1.2) and it is connected to the flange (6) and to the toothed ring (5) by 6 screws (8). Springs (11) press the multiplate assembly with the aid of pins (4.2) which are guided in the armature (4.1). The plate assembly consists of externally notched steel plates (19) which are installed to the toothed ring and of internally notched friction discs (18). When the excitation winding is energized, the magnet body (1.1) pulls the armature (4.1). Now the pins (4.2) move against the spring force of the compression springs, the multiplate assembly released and the braking effect ceases. The disc brake is an enclosed system and no forces are released outwards in the axial direction. The disc brake is protected against dust by the end cover (17), cover (16) and a labyrinth sealing (22). 2 – Inspection: The wear of the friction discs is checked by measuring the axial clearance (fig. 1). The friction discs are totally worn-out, when the axial clearance is 0. 3 - Installation: The disc brake is delivered ready for installation .The hub is disassembled before the installation. The spring force keeps the internally notched sinter discs in their place. They are installed tooth by tooth so that the brake hub is easy to mount. To prevent the sinter discs from moving from their place the excitation winding of the brake should be connected only after the brake hub is installed. If the friction discs (18) move so that the teeth are no longer in the right place they have to be rearranged to their proper place for instance with the aid of the hub. For this procedure the spring force, directed to the plate assembly has to be eliminated by energizing the brake or by loosening the adjusting ring (14) sufficiently. Before the fastening screws (10) are tightened make sure that the teeth of the friction discs are in the grooves of the brake hub. The brake hub (bore tolerance H7) must be mounted on the brake shaft with a key and secured against axial movement by a Seeger-ring circlip, shoulder on the shaft, spacer or equal. The rear surface of the brake hub and of the brake must be in the same plane. The disc brake it self is fastened by screws, to the motor flange or to the casing wall. When the hexagonal socket heed screws are tightened, it must be remembered not to exceed the torque given in table 1. Since extra long screws which are not available everywhere are needed for the attachment, screws according to DIN912 can be delivered by a special order together with the brake. Brake constructions, furnished with better corrosion protection or having a higher protection class for outdoor installation have a sealing washer (for instance a Cu-asbestos ring mounted underneath the head of the fastening screw. In addition the surface between the brake and casing has to be sealed with a sealing agent.


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KONECRANES The disc brake is centered with a shoulder on the flange or casing. The brake should not be centered by hammering strongly. Instead of hammering the tolerances for centering the disc brake should be chosen so that installation is possible with a slight fit. Tolerances h9 or e9 are recommended for the centering shoulder (the tolerance of the centering bore of the brake is H9). The eccentricity of the centering shoulder in relation to the shaft and brake hub may be 0.2 mm maximum. The maximum permitted shaft deviation is 0.05 mm. When the brake is installed vertically, the steel discs must be furnished with springs, because otherwise the weight of the discs causes a too big resisting torque (when the brake is open). In case the brake operates in oil, it has to be furnished with special sinter discs - (which can be distinguished from the spiral groove on the friction surface). The oil viscosity may not exceed 5 degree F 50 degree C. 3.2 - Adjustment of the braking torque: The brakes are delivered ready adjusted to the nominal braking torque. The adjusted braking torque is marked on the data plate. The adjustment ring (14) is locked by the set screw (15) into this position. After detaching the set screw the adjustment ring can be turned with a screw driver. By turning the adjustment ring to the left the adjusted braking torque reduces and by turning it to the right, the adjusted braking torque increases. If adjustments are made afterwards the nominal braking torque may not be exceeded by more than 10%. The adjusting ring has to be locked again by tightening the set screw. The torque, mentioned in the data plate is achieved by turning the adjustment ring (14) so that the set screw (15) is at the stamping point of value B on the magnet body, and the adjustment ring protrudes from the body as much as measure B indicates.


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KONECRANES 3.3 - Changing of the friction discs: The adjustment ring (14) is opened (may not be removed) The brake is detached and taken t o the work bench. Screws (8) are opened and the flange (6) is detached. The friction discs are changed. Installation and torque adjustment is done as presented in the points concerned.

Table 1

3.4 - Rectifier connections: The connections of the disc brake can be done either on the A.C. or D.C.-side. The alternating current connection is used particularly in cases, where the brake can be connected in parallel with the electric motor. However, by using the direct current connection, shorter closing times are achieved. Disc brakes furnished with a rectifier, are delivered with a bridge block for the connection on the alternating current side (fig. 3). This bridge block must be removed and replaced by a contactor (fig. 4) when a connection on the direct current side is concerned.


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KONECRANES 3.5 - Dismantling of the brake and changing of individual parts: If dismantling the brake cannot be avoided. it should be done as follows: The end cover (17) (fig.1 and 6) is removed, the set screw (15) is loosened, the adjusting ring (14) is screwed off and the hexagonal socket head screws (8) are removed. In this way the brake including all it's individual parts has been dismantled. Before reassembling, all parts must be cleaned either with Tri or Per. The compression pin (12), the spacer bushing (7) and the teeth of the toothed ring (5) are lubricated. When the adjustment ring (14) is screwed back; make sure that it comes to it's proper place (see 3.2 "Adjustment of the braking torque"). The pre-adjusted braking torque is achieved only in this way. The required spare parts can be ordered and named according to fig, 6 by mentioning the brake type and part number. IMPORTANT: Mention the type of the disc brake (marked on the data plate) in each order.

Order example: 4 pcs. of friction discs (pos. 18) for brake type 72 105-10 C. (All friction discs have to be changed at the same time.)


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KONECRANES

1.1 Magnet Body 1.2 Excitation Winding 3 Spacing Plate 4.1 Armature 4.2 Pin 5 Toothed Ring 6 Flange 7 Spacer Bushing 8 Hexagonal Socket Head screw 9 Sealing Washer 10 Fastening Screw 11 Compression Spring 12 Compression Pin 14 Adjustment Ring 15 Set Screw 16 Cover 17 End Cover 18 Friction Disc 19 Steel Plate 20 Brake Hub 21 Sealing Ring (an older construction) 22 Labyrinth Sealing

XL HOIST MOTOR BRAKES

Motors MF09, MF 10, MF 11, MF13 and MF16

6 – BRAKE 6.1 - Motor - brake combinations: Brakes for motors MF09….13 are automatic adjusting KC1 KONECRANES type disc brakes. There are two types of brakes used for MF09....13 motors. The older motor (serial no. (381596) models are fitted with key brakes and the newer motors are equipped with thread brake. The type of the brakes was changed for motors MF09 and MF10 in august 1991 and for motors MF11 and MF13 in January 1992. Automatic adjustment means that the brake adjusts the air gap automatically. However, the function of the brake and the air gap must be inspected periodically because of the wearing of the brake. The brake for motor MF16 differs from the above mentioned brakes with the air gap of this disc brake having to be adjusted manually. The brake types are listed below. The inspection of the different brake types is described in Chapter 6.2 and the maintenance in Chapter 7.2,


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KONECRANES Motor - brake combinations

6.2 - Inspection of brake 6.2.1 - Key brakes:


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KONECRANES Lower the hook down to the ground, Make sure that the brake is not released, If the magnet coil (4) is energized the brake is released. Open the fan cover screws and remove the cover. Check the air gap (A) between the magnet and armature plate by using a feeler gauge, Compare the measured value to the limits [see below). If there is a need to change the brake linings or adjust the mechanism see the Chapter 7.2.2.3,

Note! If the motor is equipped with self adjusting key brake the brake must be in right position, because the brake adjusting mechanism is operated by gravity. Make sure that the motor is in the right position (check the sign UP on the end plate of the motor). Check that there is no remarkable wear in brake wheel or cracks in components, in case there is, the brake has to be disassembled (see the Chapter 7.2.2) Check that splines between motor shaft and brake wheel (6) are not worn, Incase the splines are worn the parts have to be changed. (see the Chapter 7.2.2) Make sure that the brake operates properly. In case there is any malfunction, check the following points and change the worn or damaged parts (for disassembly see the Chapter 7.2.2):

Check that armature plate (7) moves freely axially in brake housing (1) slots. The magnet [4) also has to move freely axially in brake housing.

Check that keys (2) slip freely downwards.


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KONECRANES Key pins (10) operate properly: head comes out 0.5 mm and when pushed head goes in.

Brake wheel (6) has to move axially.

Figure 3 Thread brake

6.2.2 - Thread brakes:

Lower the hook down to the ground. Open the fan cover fixing screws and remove the cover, Check the air gap between the brake frame and friction disc [Figure 4, dimension X) when motor is running and when motor 1s off [measurement is done by using a feeler gauge). Compare the measured values. The gap must be at least 0.2 mm larger when motor is off, if the difference is smaller there is a need to change the brake friction discs or adjust mechanism (see the Chapter 7.2.3). Measure the dimension A (Figure 4) between the friction discs when the motor is off. If the dimension is smaller than the refection limit the discs must be replaced. Normally the brake lining wear defector indicates if the linings are worn to minimum.


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KONECRANES Rejection limits are:

Make sure that the magnet is not energized. Then make sure that the automatic wear compensation device operates properly. Turn anchor plate (Figure 11, item 7) clockwise. If the disc does not turn or turns only slightly the device is working properly. If the operation clearance of the brake is very small (smaller than 0.2 mm) or very large (greater than 0.5 mm) inspect the wear compensation device (see the Chapter 7.2.3).

Figure 4 Brake measurements


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KONECRANES 6.2.3 - Brake for MF16, types IE231 and lE272:

Figure 5 MFl6 Brake type and lE272


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KONECRANES 6.2.3 - Brake for MF16, types IE231 and lE272:

Lower the hook down to the ground. Open the fan cover fixing screws (1 7) and remove the fan cover (11). Make sure that the brake is not released. If the coil (1 3) is energized the brake is released, Check the air gap between the magnet and armature plate (Figure 5) when the brake is not energized. Use feeler gauge. If the air gap is larger than 0.8 mm the brake must be adjusted (see Chapter 7.2.3). Check that there are no fractures or cracks in the parts of the brake. Check that there is no wear in the brake frame. Check that the brake linings are not thinner than the minimum lining thickness 2 mm. (If the linings have to be replaced. See Chapter 7.2.3) Normally the brake lining wear detector indicates if the linings are worn to minimum limit. Check that the brake wheel (1 5) moves freely on the shaft (1).

6.2.4 - Brake for MF 16, type NM333:

Figure 6 MF16 Brake type NM333


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KONECRANES 6.2.4 - Brake for MF 16, type NM333:

Lower the hook down to the ground. Open the fan cover fixing screws and remove the fan cover. Make sure that the brake is not released. If the magnet (1) is energized the brake is released. Check the air gap (A, Figure 7) between the magnet and anchor plate (Figure 6, item 7) when the brake is not energized. Use feeler gauge. If the air gap is larger than 1.2 mm the brake must be adjusted (see Chapter 7.2.5.1). Check that there are no fractures or cracks in the parts of the brake. Check that there is no wear in the brake frame. Check that the brake linings are not thinner than the minimum lining thickness 2.5 mm. Normally the brake lining wear detector indicates if the linings are worn to minimum limit, Check that the brake wheel (5) moves freely on the shaft.


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KONECRANES CXT MOTOR BRAKES

Lower the hook to the ground. Switch OFF the power supply to the hoist Remove the protective cover of the hoisting machinery. Lock the rope drum with i.e. a wooden wedge, to prevent it from rotating.

The weight of the rope may cause the drum to rotate when the gearbox is detached. Remove the fan cover (1) and fan (2). Do not pull the fan by the fins! Place your fingers behind the fan and carefully pull the fan off the shaft. Remove the fixing screws for the brake. Detach the brake (3). Check the brake type on the rating plate fixed to the brake. Measure the thickness of the brake disc (5). Replace the brake disc if the thickness is less than the minimum thickness as according to the below table.


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Check the physical condition of the teeth on the brake disc. Check the wear of the friction plate (6). Replace the friction disc if it has worn thin. Clean the inside of the brake (4).

Remove the fixing screws (8). Remove the anchor plate (7). Clean the anchor plate and brake armature. Reassemble the brake.

Clean the brake disc (5) and the friction plate (6). Re-assemble in the reverse order. Assemble the Friction plate (6) text "REIBSEITE" against the friction disc (5) (if applicable). 5.10 Second brake: The second brake is an electromagnetic safety brake, which is dosed by spring force. The second brake operates as holding brake when the motion has stopped and the main brake has closed. The second brake closes with a small delay and opens simultaneously with the main brake. The second brake is attached to the primary shaft of the hoisting gear, whereas the hoisting motor with the main brake is attached to the other end of the shaft.


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I. Brake 2. Hoisting gear 3. Hoisting motor

5.11 Manual brake release for hoisting motor (for brake type MM387"): The manual brake release is allowed to use only in case of emergency. Potential energy of load will heat up the brake rapidly. Follow the instruction for usage carefully. Faulty usage of the manual brake release can cause uncontrolled lowering of the load. It is recommended to contact a service agency authorized by the manufacturer. Especially trained personnel are able to ensure safe lowering of the load. In hoists models equipped with a second brake (optional), the second brake must be detached before installing brake release fork to the main brake.


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In hoist models equipped with 1 hoisting motion (and thus 2 main brakes), both brakes must be manually opened with levers simultaneously. This action requires 2 persons to carry out.

5.11.7 Assembling the manual brake release:

• Ensure that the fork lever (1) can move freely. Gap (A) between fork the lever (1) and brake frame (3) must be at least 1.8 mm.

• Screw the lever arm (2) in to fork lever (1). In hoists with drum 406mm and drum length H (1250mm) or J (1600 mm), the brake is installed in the end of gearbox. 5.11.2 Brake release usage instructions:

Secure the area under and around the hoist. Warn the personnel on the shop floor and the supervisors about the intended action. Make sure the area under the hoist is free of obstacles. Beware that the motor rotational speed does not exceed the rated rotational speed. Ensure that the brake's temperature does not increase uncontrolled

Lower the load as follows: • Pull the lever arm carefully to open the brake and release immediately when motor stars to

rotate. • Pull and release a few times to study how the rotational speed is growing. • Once known how the rotational speed behaves, open the brake shortly and close again

before the rotational speed reaches the maximum. • Let the brake cool down for at least one minute after five times manually opening the

brake.


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When the brake's temperature exceeds 100 C (water drop boils), let it cool down for a longer period at higher intervals [e.g. after 4 times opening the brake). Overheating the brake will damage the friction material and the load may drop.

• Repeat the procedure until the load is lowered safely to the floor.

KONECRANE E-LIBRARY

LIFTECH


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LIFTECH

SERIES 700 5-5. INSPECT MOTOR BRAKE AND ACTUATING MECHANISM.

a. Remove one hex button head cap screw from brake cover and lift brake cover away from gearcase cover. b. Unplug electrical leads and loosen set screw in gearcase cover (Ref. No. 1 in Figure 9-6). Turn actuating mechanism counterclockwise, by hand or with a plumber’s strap wrench, and remove from gearcase cover. c. Check to see that brake plunger moves freely. Inspect for evidence of overheating or other damage. d. Replace all worn or damaged parts. Operating spring on actuating mechanism is color coded for brake torque; when replacing spring use spring having same color code. When replacing body assembly, also replace brake operating spring. e. Reassemble brake and cover only if further disassembly to check friction surfaces and hub spline is not required at this time. Refer to “MOTOR BRAKE ADJUSTMENT’ paragraph 7-2 for adjusting instructions. For further disassembly proceed to step “f.” f. To check motor brake friction surfaces (Figure 5-3), drain oil from gearcase. Disconnect solenoid coil leads. Remove hex head cap screws securing gearcase cover to gearcase. Remove gearcase cover and attached motor brake actuating mechanism from gearcase. g. Remove retaining rings from the brake pilot studs and lift off the compression plate. Lift off washer and lining assemblies, release springs, and motor brake plates. (Note for reassembly, that two of the washer and lining assemblies have friction surfaces on one side only and must be replaced at each end. Three washer and lining assemblies, with friction surfaces on both sides and release springs are replaced between the motor brake plates; see Figure 5-3). Check motor brake plates for warping, scoring or other signs of deterioration. Also check spline fit of motor brake plates to the brake hub for gouging, mushrooming of the plates or other signs of distress or wear. Replace plates if these conditions are found. Brake plates which are replaced because of spline wear should also receive a replacement brake hub. Check condition of friction material on the washer and lining assemblies, and replace assemblies if required. Reinstall brake plates, release springs, and friction washers in sequence as shown in Figure 5-3 and replace retaining rings. On the Size 3 hoist it is possible to get the lining assemblies misoriented. When installed properly the friction linings will be on a horizontal line (not vertical). Clean and flush gearcase and replace gearcase cover using a new gasket. Refill with new lubricant.


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LIFTECH Figure 5-3. Motor Brake Friction Plates

7-2. MOTOR BRAKE ADJUSTMENT. These brakes are designed so that adjustment is seldom required. If, after a period of service, the load hooks “drifts” downward more than usual for your hoist before coming to a stop, the motor brake may require adjustment to compensate for brake disc wear. In addition to the adjustment instructions below motor brake adjustment instructions may also be found inside the brake cover. Refer to Figure 9-6 and proceed as follows: a. Remove one hex socket button head cap screw from brake cover and then remove brake cover. b. Loosen set screw at gearcase cover (Ref. No. 1 in Figure 9-6). c. Turn brake actuating assembly, by hand, until brake adjustment indicator pin (Ref. No. 10) is flush with the end of the body assembly (Ref. No. 9). d. Retighten set screw. Note: Do not over tighten set screw. Damage to actuator or gearcase cover threads may occur. e. Replace brake cover. f. Operate hoist and brake to assure brake is free when disengaged. If brake is dragging, loosen brake actuating assembly by 1/8 turns until brake action is proper. g. If, after above adjustment, the load hook continues to “drift” downward more than normal for this hoist, make a complete inspection of motor brake mechanism including friction surfaces. See SECTION V, Paragraph 5-5.


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LIFTECH

Figure 9-6. Motor Brake Actuating Mechanism

Figure 9-5. Motor Pinion Shaft, Coupling and Motor Brake Parts


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LIFTECH

5-6. INSPECT MECHANICAL LOAD BRAKE AND GEARING.

a. To inspect hoist, drain oil from gearcase, remove motor brake actuating mechanism per Paragraphs 5-5.a and 5-5.b, remove hex head cap screws from gearcase cover, and remove gearcase cover.


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LIFTECH b. Remove compression plate, washer and lining assemblies, springs and brake plates as described in Paragraph 5-5.g. Remove hex nuts and hex head bolts holding gearcase spider and remove spider. Inspect gearing for tooth wear or damage, (see Figure 5-4). If replacement parts are indicated, disassemble load brake and gearing as follows:

(1) Pull out motor pinion shaft from gearcase, (see Figure 5-4). (2) The complete load brake assembly can now be pulled out from the gearcase or removed part by part.

Figure 5-4. View of Gearing - Spider Removed


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LIFTECH c. To disassemble and inspect mechanical load brake without overload clutch, either in or removed from hoist, proceed as follows: (1) Remove the two (three on larger models) self-locking screws from each of two retaining plates and remove plates from groove on splines of brake shaft (Figure 5-5). (2) Pull off brake helix (Ref. No. 12, Figure 9-4). (3) Pull off brake gear (Ref. No. 11, Figure 9-4). Note: It may be necessary to apply some force to end of shaft when removing brake gear. (4) Remove (1) friction washer, roller and ratchet assembly, and another friction washer. The roller and ratchet assembly should not be disassembled; replacement, if required, as an assembly is recommended. (5) Remove brake shaft and flange assembly. (6) Check condition of all parts for evidence of wear or damage. Replace worn or damaged parts. (7) Reinstall in reverse procedure from disassembly making certain helix is seated and that retaining plates are properly seated in groove on shaft spline (Figure 5-5). d. To disassemble and inspect mechanical load brake with overload clutch, either in or removed from hoist, proceed as follows: (1) Remove the two (three on larger models) self-locking screws from each of two retaining plates and remove plates from groove on splines of brake shaft (Figure 5-5). (2) Pull off brake helix. Surface of brake helix may be below brake adjusting collar (Ref. No. 24, Figure 9-4). With some pressure on end of brake shaft, pull brake gear toward end of shaft about one inch. Then return gear to original position to expose outside of helix. Grasp outside of brake helix and slide off from splined shaft. (3) Do not remove the overload clutch adjusting screws unless clutch requires service. See Paragraph 5-6.e below. Remove clutch and brake gear as one unit by pulling off from brake shaft while exerting some pressure on end of brake shaft. (4) Remove (1) friction washer, roller and ratchet assembly, then the other friction washer. The roller and ratchet assembly should not be disassembled; replacement, if required, as an assembly is recommended. (5) Remove brake shaft and flange assembly. (6) Check condition of all parts for wear or damage. Replace worn or damaged parts. (7) Reinstall in reverse procedure from disassembly making certain helix is seated and that retaining plates are properly seated in groove on shaft spline (Figure 5-5). 7-1. MECHANICAL LOAD BRAKE. The mechanical load brake on SHAW-BOX hoists is a roller ratchet “Weston” type automatic brake. The brake is not adjustable and requires only periodic inspection and occasional replacement of the friction washers.


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LIFTECH

Figure 5-5. Installing Retainer Plates on Load Brake Shaft

Figure 9-4. Mechanical Load Brake Parts (Includes Overhead Clutch Parts)


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LIFTECH


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LIFTECH SERIES 800

Motor Brake. Hoists are equipped with a disc brake mounted on the motor end bell and operated by a short stroke solenoid. This brake requires periodic adjustment. 5-5. INSPECT MOTOR BRAKE. See Figure 9-4. a. Remove acorn nuts holding brake cover and remove brake cover. b. Remove brake mounting plate screws and lift brake assembly off. c. Check braking surfaces for wear and scoring. Replace badly worn or scored parts. d. Reinstall parts in reverse of disassembly. e. Adjust brake as explained in Section Vll. 5-6. INSPECT MECHANICAL LOAD BRAKE, GEARING AND OVERLOAD CLUTCH (optional) a. The mechanical load brake and gearing may be inspected and serviced with hoist suspended. To do so, remove lower block and wire rope, drain oil from gearcase, remove 12 hex head bolts and lockwashers holding gearcase cover, and pull cover from gearcase (Figure 5-3). b. To inspect gearing, pull out intermediate gear and pinion assembly and roller thrust bearings (Figure 5-4), and load brake assembly (Figure 5-5). Do not remove drum gear unless visual inspection indicates replacement is necessary. c. Inspect gears and pinions for signs of tooth wear and damage. If replacement of any parts appears necessary, disassemble drum gear, intermediate gear and pinion assembly, and load brake assembly as directed on following page.


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LIFTECH

Figure 5-3. View of Gearcase – Cover Removed

Figure 5-4. Removing Intermediate Gear and Pinion Assembly


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LIFTECH

Figure 5-5. Removed Load Brake Assembly

d. To disassemble drum gear, remove external snap ring from splined shaft, using heavy-duty snap ring pliers, and pull off gear. e. To disassemble intermediate gear and pinion, press pinion shaft from gear using an arbor press. f. It is recommended that load brake assembly be returned to an Authorized Repair Station for inspection and repair. If it is necessary that you make your own inspection and repair, instructions below must be followed:

(1) Place load brake assembly, flange up, in a vise equipped with brass or copper jaw plates to protect pinion gear teeth. Remove snap ring from end of load brake shaft (Figure 5-6).

Figure 5-6. Remove Snap Ring From Load Brake Shaft


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LIFTECH (2) Using a puller tool, remove brake flange from shaft. A groove is provided around outer diameter for this purpose. See Figure 5-7. Remove key from shaft and lift off 2 friction discs, and the pawl and ratchet assembly (Figure 5-8).

Figure 5-7. View Showing Load Brake Flange Removed

(3) Remove load brake gear. If replacement of spring, spring retainer or cam is necessary, press off shaft (Figure 5-9). (4) The load brake pawl and ratchet is a riveted assembly and is not to be disassembled. (5) Clean all parts thoroughly and inspect for wear and damage. Replace all parts that are excessively worn or damaged. Hard surface or glazed friction discs should be replaced.

Figure 5-8. Removing Pawl and Ratchet Assembly


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LIFTECH From Load Brake Shaft

g. Reassemble gearing and load brake parts following reverse procedure of disassembly. In assembling load brake, observe assembly steps (1) through (4).

(1) Before installing spring in its retainer (Figure 5-9), apply a good grade of ball bearing grease to inside of retainer. Spring must be positioned exactly as illustrated, butted against pin at side of cam.

Load Brake – Standard

Load Brake - Overload Clutch


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LIFTECH Figure 5-9. Load Brake Gear Removed From Load Brake

Showing Load Brake Spring (2) When installing pawl and ratchet assembly on load brake shaft, be certain that teeth on ratchet face are in the same direction as shown in Figure 5-8. The ratchet assembly should rotate freely when turned counterclockwise and the pawl should engage ratchet teeth when unit is turned clockwise. (3) When installing brake flange, position it with chamfer facing friction disc (Figure 5-7).

Figure 5-10. Winding Load Brake Gear using a Strap Wrench to set

up Load Brake Spring

(4) The brake spring must be pre-loaded at assembly to a torque of from 10 to 14 lb.-ft. This is accomplished using a plumber’s strap wrench to wind (rotate) load brake gear to set up spring (Figure 5-10) while pressing brake flange into place using an arbor press. Clamp pinion end of shaft into a portable vise to keep brake from rotating in press. Use brass or copper jaw plates on vise to protect pinion gear teeth. Wind gear counterclockwise (viewing brake from flange end) with strap wrench and press down on flange until snap ring groove in shaft is exposed allowing snap ring to be installed. Use extreme care not to over wind spring as yield will result and final spring torque will be reduced. Do not wind gear beyond point necessary to install snap ring in groove.

h. Install gearing and load brake assembly in gearcase in reverse order of disassembly. Be certain roller thrust bearings are installed at both ends of intermediate gear shaft as shown in Figure 5-4 and that thrust washers are properly installed at both ends of load brake shaft as noted below:

(1) A steel thrust washer with 5/8" I.D. must be installed on the brake flange end (end opposite pinion) of load brake as shown in Figure 5-5.


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LIFTECH (2) A bronze thrust washer with a lug on one side goes on pinion end of load brake shaft and it must be installed so that its lug engages the special slot located on the spot face surrounding the load brake bearing bore inside gearcase cover. Use heavy grease to hold it in place on cover as cover is installed. On hoists with 18 or 20 tooth load brake pinion, an 11/16" I.D. steel thrust washer is installed between pinion and bronze thrust washer.

j. At completion of reassembly of gearing and load brake in gearcase, refill gearcase to proper level using correct grade of oil, as outlined in Section IV — LUBRICATION. k. For hoists equipped with an overload clutch (optional) which has been functioning properly, visually inspect clutch adjusting nut and spring washer for signs of damage or looseness. With a small hex allen wrench, make certain two set screws in adjusting nut are tight. DO NOT TURN ADJUSTING NUT OR DISASSEMBLE CLUTCH. If spring washer, adjusting nut or gear is loose or damaged, or the clutch did not function properly before disassembly of hoist for inspection, consult the nearest SHAW-BOX Authorized Repair Station for repair or adjustment. SECTION Vll – ADJUSTMENTS 7-1. MECHANICAL LOAD BRAKE. The mechanical load brake on Series 800 SHAW-BOX hoists is a pawl and ratchet “Weston” type automatic brake. The brake is not adjustable and requires only periodic inspection and occasional replacement of the friction washers. 7-2. MOTOR BRAKE. Instructions for adjusting the brake are inside the brake cover and are repeated below. Check brake adjustment after the first 30 days of service and regularly there after during the six-month inspection procedure. Two versions of the motor brake occur in this manual.

Figure 7-1A. Motor Brake - Later Version


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LIFTECH

Figure 7-1. Motor Brake - Early Version

a. Examine position of indicating tang located below the solenoid coil (Figure 7-1 or 7-1A). b. On the later version of the brake (Figure 7-1A), if the tang is below the line by more than 1/8", the brake should be adjusted to bring the top of the tang back up alongside the line on the adjust label. c. On the early version of the brake (Figure 7-1), if the tang is below the midway position of the two adjustment points shown on the brake, the brake should be adjusted to bring the tang back up alongside the NORMAL position on the brake. d. Remove the hex key (1/8" size) from the holster on the cover mounting stud and carefully turn the ADJUSTING SCREW (located above the solenoid coil) clockwise. The indicating tang will move a large distance for a small turn of the adjusting screw; therefore turn the screw no more than one quarter turn before checking adjustment. e. After adjustment operate the brake by hand to assure brake disc running clearance. The outboard brake pad should separate from the brake disc by approximately .010". f. Replace hex key in holster. g. Replace brake cover.


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LIFTECH 7-5. OVERLOAD CLUTCH ADJUSTMENT. When properly adjusted, the overload device is designed so that the hoist will lift its full rated load but will refuse to lift an excessive overload. The overload clutch is not externally adjustable. It is necessary to remove the overload clutch assembly from the hoist for proper adjustment. Therefore, it is strongly recommended that when adjustment and/or replacement parts are required, a SHAWBOX Authorized Repair Station be contacted. Consult your SHAW-BOX Distributor for nearest Repair Station.

Figure 9-1. Frame, Gearcase & External Parts


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LIFTECH


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LIFTECH


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LIFTECH

KONECRANE E-LIBRARY

MONDEL


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MONDEL

Type MBE Brake, Component Identification

Brake Shoe and Coil Replacement Replacing the Brake Shoes Use Only Mondel Approved Spate Parts Remove and install the brake shoes using the following procedure: Note: No adjustments, including the brake adjustment, need to be made during brake shoe replacement, if the procedure is performed as described. However, if it is known that a brake rod adjustment was made for some reason, with anything but new linings in place, an adjustment must he made after the new linings (shoes) are installed.


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4.1: Release the brake using either manual or the magnetic method, as described under the topic, Releasing the Brake. 4.2: Reach under the adjusting spacer housing and push all of the spacer plates up against the top cover (see Figure 2). 4.3: Hold the spacer plates against the housing cover and gently (alternately) tap against the brake links opposite the spacer housing with a babbit hammer (see figure 2). 4.4: When there is sufficient clearance between the brake wheel and the shoe assembly for a new lining, back out the two screws in the shoe holder until the screw ends are free of the clearance holes in the shoe (see Figure 3). Note: If sufficient clearance can not be obtained to install one (or both) new shoe assembly, a misadjusted brake rod is the likely cause. Back the brake rod out of the pivot link and amount necessary to allow the new shoes to be installed (see Figure 13). Adjust the brake rod as instructed under the topic, Brake Rod and Self-Adjusting Mechanism Adjustment.


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4.5: Rotate the shoe holder out of the way (see Figure 4) and remove the shoe assembly Through the side of the brake (see Figure 5). 4.6: Slide the replacement shoes assembly into place between the holders. If necessary, tap the assembly with a babbit hammer to achieve alignment with the far side shoe holder.


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4.7: Rotate the shoe holder back into position, and tighten the two screws until they are tight against the holder and are sticking into the clearance holes in the side of the brake shoe. If necessary, gently tap the heads of the screws to rotate the shoe holder into alignment to allow the screws to easily enter the clearance holes in the shoe holder. 4.8: Again, reach under the adjusting spacer housing and push any spacers, still in the down position, up against the top cover. 4.9: Hold the spacers up, and tap gently against the insides of the links (alternately) adjacent to the spacer housing, using a babbit hammer. This will move the shoe holder with the new lining tightly against the wheel, and move the other shoe assembly away from the wheel. 4.10: When sufficient clearance exists between the wheel and the near side shoe assemblies for a new lining loosen the screws in one of the holders for that shoe, until they are out of the clearance holes in the shoe.


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4.11: Replace the shoe assembly using the procedure in steps 4.5, 4.6 and 4.7, proceeding. 4.12: Restore the hake to normal service as described under the topic, Releasing the Brake. The shoes will automatically center themselves on the wheel and the correct clearance will automatically be achieved during the first brake application. Replacing the Coil To replace a faulty coil, proceed as follows: Note: Follow appropriate Lock-Out/Tag-Out procedures 4.13: Lock open and tag the mainline power disconnect which feeds the electrical power to the brake. 4.14: Disconnect the coil leads and remove conduit, which may be present behind the area of the end cap. 4.15: Slightly loosen the capscrews attaching the coil to the end cap. This will make the end cap removal easier in step 4.18. 4.16: Attach a suitable lifting device to the coil and end cap and take up any slack. The lifting sling must be around the lifting ears provided on the end cap (see Figure 6). Do not lift at any other point. 4.17: Remove the coil subassembly mounting screws and pull the coil and end cap from the magnet case (see Figure 6). 4.18: Set the assembly on the floor, or a suitable work bench, and remove the capscrews attaching the coil to the end cap (see Figure 7). Separate the coil and the end cap. 4.19: Assemble the new coil to the end cap and install the attaching capscrews. 4.20: Install the new assembly in the magnet case, using the hoist, and tighten the four attaching capscrews. 4.21: Reinstall the conduit, if applicable, and reconnect the coil leads.


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MONDEL


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MONDEL TYPE ‘MBT’ SHOE BRAKE

Figure 2

TYPE ‘MBT/E’ “MBT/F’ SHOE BRAKE


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MONDEL

Figure 2A

Adjustment

6.1: Following any adjustment or repair of the brake, test operation of the brake as described under "Operational test", Chapter 8. 6.2: Complete adjustment is required following any rework where any settings were disturbed 6.3: Manual Operation

Table 1


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MONDEL 6.3. (a): Brake installation, shoe replacement, and actuator replacement, described elsewhere, require the brake to be released and reapplied without energizing the actuator. When type “S Latching Hand Release is fitted, it can be used; otherwise apply the following alternative: 6.3. (b): Brakes without Automatic Adjustment: 6.3. (b).(i): To manually release the brake: Adjust the brake rod hex-nuts - to increase the brake rod length - reducing the "reserve stroke" until the piston rod is no longer visible. Continue adjustment until there is sufficient lining to brake wheel clearance. 6.3. (c): To manually apply the brake: Adjust the brake rod hex-nuts - to decrease the brake rod length - increasing the "reserve stroke" until the linings contact the brake wheel. Continue until the brake release lever begins to rise. Proceed to "Actuator Stroke Adjustment". 6.3. (d): Brakes with Automatic Adjustment: 6.3. (e): To manually release the brake: Refer to Fig. ZA, withdraw drive pin (E), then carefully rotate the mechanism by hand to increase the brake rod length and, at the same time, reduce the reserve stroke until the piston rod is no longer visible. Continue adjustment until there is sufficient shoe / wheel clearance. 6.3.(f): To manually apply the brake: Refer to Fig. 2A and withdraw drive pin (E), then rotate the mechanism by hand to decrease the brake rod length until the linings contact the wheel and the brake lever begins to rise. Proceed to "Actuator Stroke Adjustment". 6.4: Actuator Stroke Adjustment 6.4. (a): When power is applied to the actuator the piston will be caused to extend. This will compress the internal spring and raise the brake lever to provide operating clearance between the shoes and the wheel. 6.4. (b): When power is removed from the actuator, the spring will retract the lever until the shoe pressure on the wheel prevents any further lever movement as the reserve stroke setting is attained and the intended brake torque achieved. 6.4. (c): Brakes without Automatic Adjustment: 6.4. (d): Adjust the brake rod nuts, until the brake release lever raises the piston rod to the specified reserve stroke, (Table 2). Re-secure the brake rod nuts against the pivot block.


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MONDEL 6.4. (e): Brakes with Automatic Adjustment: 6.4. (f): To make initial adjustment before engaging the auto adjust (AA), refer to Fig. 2A and withdraw pin (E). Rotate the mechanism by hand to decrease the brake rod length until the linings contact the wheel and the brake lever begins to rise. Continue adjustment until the required reserve stroke is about 118" less than specified. Reengage pin (E) allowing the (AA) mechanism to complete the final stage of the adjustment process. This will verify that the mechanism is operating correctly. 6.4. (g): Energize the actuator several times until the rotating collar (R) is no longer turned by the (AA) drive pin (E). Verify that the reserve stroke is still at the desired value per Table 2. 6.5: Torque Adjustment 6.5. (a): Torque rating for Mondel MET brakes is predetermined at the factory.

Table 2 Stroke Length Setting In Inches

The rated torque, as shown on the nameplate, will be developed when the following conditions are met: 6.5. (a).(i): The brake is applied and aligned properly. 6.5. (a).(ii): The actuator stroke is correct.


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MONDEL 6.5. (a).(iii): The correct linings are fitted 6.5. (a).(iv): The linings are in good condition and bedding is completed. 6.5. (a).(v): The brake wheel is aligned and in good condition. 6.6: Automatic Equalization Assembly 6.6. (a): The total available shoe clearance is determined by the active stroke of the actuator Distribution of the resulting clearance is determined by two factors. 6.6. (a).(i): As the brake releases under power, the shoe nearest to the actuator has been biased to open first. This is done during manufacture by inclining the actuator away from the nearest shoe. 6.6. (a).(ii): Clearance provided to the nearest shoe is restricted by the (AE) mechanism located on the base. The clearance between the friction bolt and holes in the actuator links, through which it passes, determines the "actuator side" shoe clearance. 6.6. (b): When the predetermined 'actuator side" shoe clearance has been established, the remaining clearance is transferred to the "non-actuator side" shoe. 6.6. (c): As lining wear occurs, the friction bolt in the (AE) mechanism is dragged to a new location, to provide the reference point for the shoe clearance on the "actuator side" of the brake. 6.6. (d): The (AE) friction bolt mechanism is self compensating after initial adjustments are completed as follows: 6.6. (d).(i): Release the brake and, using a soft-faced mallet if necessary, force the actuator side link away from the wheel. This will set the actuator side, shoe to the maximum available clearance. 6.6. (e): The actual clearance which will be allowed to the "actuator side" shoe is determined by the difference in diameter between the friction bolt shank and the holes in the links, through which it passes. 6.6. (f): The friction bolt assembly is pre-tensioned at the factory. If the friction bolt assembly is disturbed for any reason it can be re-tensioned as follows: 6.6. (g): Refer to Fig. 3A: Install a castellated hex-nut, secured by a cotter pin, on one end of the friction bolt. Add a stack of three Belleville washers in series, (inner rim against the nut), followed by a plain washer. 6.6. (g).(i): Insert the partially assembled friction bolt into the (AE) assembly on the brake.


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MONDEL 6.6.(g).(ii): Assemble one plain washer and a Belleville washer (outer rim against the washer), on the free end of the friction bolt. Follow with a castellated hex-nut. Tighten the nut until the Belleville washers just flatten out; do not over tighten. From that position loosen the hex nut three flats, (one-half turn). Then loosen or tighten the nut only enough to align the nearest cotter pin slot and hole. Install the cotter pin. This completes the assembly.

Figure 3A Type AE Automatic Equalization Mechanism Assembly

Figure 3B

Shoe Holder Pivot Tension Mechanism Assembly


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MONDEL 6.7: Parallel Shoe Gap Adjustment 6.7. (a): For optimum lining wear distribution, brake shoes have controlled freedom to align with the wheel contour as the linings wear. 6.7. (b): Each brake shoe holder pivots on its link arm. Its freedom to rotate under gravity is controlled by a shoe holder friction mechanism, similar to the one in the (AE) mechanism. 6.7. (c): To align shoes to the wheel, apply the brake at the applied torque and make the following initial adjustments: 6.7 (c) (i): Release the brake manually or under power. 6.7. (c).(ii): With the brake released, use a soft-faced mallet to tap the upper edge of each brake shoe in, towards the wheel, in the direction it would rotate under gravity. The friction bolt mechanism will be forced to follow the arc the shoe holder describes as it is forced down. 6.7. (c).(iii): Re-apply the brake, and the shoes will be forced to align with the wheel and will force the friction bolt back to optimize parallel clearance with the wheel. 6.7. (d): If the shoe holder pivot tension adjustment is lost, it can be re-established as follows: 6.7. (d).(i): Install a Belleville washer on the friction bolt hex cap screw. (Inner rim against the head of the cap screw, followed by a plain washer (Fig. 38). 6.7. (d).(ii): Insert the partially assembled friction bolt through the shoe holder into the link arm 6.7. (d).(iii): Assemble one plain washer on the free end of the friction bolt. Follow with a castellated hex-nut. Tighten the nut until the Belleville washers just flatten out; do not over tighten. From that position loosen the hex-nut three flats, (one-half turn). Then loosen or tighten the nut only enough to align the nearest cotter pin slot and hole. Install the cotter pin. This completes the assembly. Repeat for each friction bolt. 6.8: Time Delay Adjustment 6.8. (a): The actuator nameplate will indicate when optional time delay valves are installed. 6.8. (a).(i): Letter "S" indicates an adjustable piston retract, (brake application), time delay. 6.8. (a).(ii): Letter "H" indicates an adjustable piston extend, (brake release), time delay. 6.8. (a).(iii): If both letters 'S" and "H" are present, then the actuator is equipped with adjustable time delay valves independently controlling both the piston extend and retract times.


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6.8. (a).(iv): When time delay valves are not fitted, the actuator response time to extend or retract. is between 0.4 and 0.6 seconds depending on actuator size. 6.8. (a).(v): With time delay valve(s) installed, the extend and/or retract times are adjustable between approximately 0.5 and 10 seconds depending on actuator size. 6.8. (b): Remove the delay valve protective cap to expose the adjustment screw. For minimum delay, set the screw head flush with the housing. Figs. 1 and 2 show valve location. 6.8. (c): Turn the screw clockwise to increase, and counter clockwise to decrease the delay. Note: The standard actuator has the shortest response time. An actuator fitted with delay(s) provides longer response times, even when the delay(s) are adjusted for minimum effect. Chapter 9.0: Maintenance and Repair NEMA recommends that brakes be fitted with new or re-lined shoes before the lining material is worn excessively. Refer to Table 5 for minimum thickness. 9.1: Replacing the Brake Shoes 9.1. (a): Remove and install the brake shoes as follows: 9.1.(a).(i): On a hoist, lower the load to the floor and disconnect the load from the bottom block. 9.1. (a).(ii): Reset the bottom block on the floor, or on a suitable support. Chock drum to prevent rotation of the drum. 9.1. (b): Refer to Chapter 6 and manually release the brake to provide sufficient clearance between the brake linings and the brake wheel. 9.1. (b).(i): Remove the bolts attaching the brake shoe to the shoe holder and withdraw the shoe as shown in Fig. 5. 9.1. (b).(ii): Additional clearance will be required to insert the new shoes. Adjust brake rod as required. (See Chapter 6 "Manually Releasing The Brake"). 9.1. (b).(iii): Before starting shoe installation, check that the brake surface of the wheel is clean and free from oil and grease.


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9.1. (b).(iv): Next, verify that the lining surface will be true to the wheel when the shoe is installed. Carefully check lining contact with the wheel. Remove any high spots with emery paper to ensure 60% contact between the lining and the wheel. 9.1. (c): Ensure adequate clearance will be available and install the replacement shoe assemblies in the reverse order. 9.1. (d): Replace the brake shoe mounting screws. 9.1. (e): Ensure that the brake shoe is fully seated and engaged with the key-slot before finally securing the screws. 9.1. (f): Whenever brake service requires loosening of the pivot bolts, ensure that the reinstalled pivot bolts are tightened to the torque values listed in Table 3.

Table 3: Recommended Pivot Bolt Torque

9.1. (g): The braking surface of the wheel must be clean and free from any oil or grease contamination which may have occurred during servicing. 9.1. (h): Re-apply the brake and make all adjustments covered in Chapter 6.

NOTE: The brake can be damaged if the brake shoes are not properly aligned. Do not operate the brake unless the brake shoes are in their correct position and all shoe holder-mounting screws are fully tightened. 9.1. (i): Newly lined shoes seldom fit perfectly with the contour of an existing brake wheel, particularly if the wheel is worn or undersized. if the brake has been moved, realignment of the brake with the wheel may be necessary. Refer to the topic 'Brake Installation" for the correct alignment and bedding procedure. 9.1. (j): Refer to Chapter 6 and adjust the reserve stroke as required. Observe instructions for adjusting the optional (AA) feature when provided. 9.1. (k): Refer to Chapter 6 and adjust the torque as required. 9.1. (l): Refer to Chapter 6 and adjust the brake shoe clearance as required.


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9.1. (m): Refer to Chapter 6 and adjust the (AE) mechanism as required. 9.1. (n): Refer to Chapter 8; bed and test the brake as described.

Figure 5 Brake Shoe Removal Replacement


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MONDEL

TYPE MST ELECTRIC SHOE BRAKE


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MONDEL

TYPE MST/E ELECTRIC SHOE BRAKE

Adjustment Complete adjustment is required following any rework where any settings were disturbed. Manual Operation 6.3. (a): Brake installation, shoe replacement, and actuator replacement, described elsewhere, require the brake to be released and reapplied without energizing the actuator. When type "S” Latching Hand Release is fitted, it can be used; otherwise apply the following alternative:


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MONDEL Table 1

6.3. (b): Brakes without Automatic Adjustment: 6.3. (b).(i): To manually release the brake: Adjust the brake rod hex-nuts - to increase the brake rod length -reducing the "reserve stroke" until the piston rod is no longer visible. Continue adjustment until there is sufficient lining to brake wheel clearance. 6.3. (c): To manually apply the brake: Adjust the brake rod hex-nuts - to decrease the brake rod length - increasing the "reserve stroke" until the linings contact the brake wheel. Continue until the brake release lever begins to rise. Proceed to "Actuator Stroke Adjustment". 6.3. (d): Brakes with Automatic Adjustment: 6.3. (e): To manually release the brake: Refer to Fig. 2A, withdraw drive pin (E), then carefully rotate the mechanism by hand to increase the brake rod length and, at the same time, reduce the reserve stroke until the piston rod is no longer visible. Continue adjustment until there is sufficient shoe wheel clearance. 6.3. (f): To manually apply the brake: Refer to Fig. 2A and withdraw drive pin (E), then rotate the mechanism by hand to decrease the brake rod length until the linings contact the wheel and the brake lever begins to rise. Proceed to 'Actuator Stroke Adjustment".


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MONDEL Actuator Stroke Adjustment 6.4. (a): When power is applied to the actuator the piston will be caused to extend. This will compress the internal spring and raise the brake lever to provide operating clearance between the shoes and the wheel. 6.4. (b): When power is removed from the actuator, the spring will retract the lever until the shoe pressure on the wheel prevents any further lever movement as the reserve stroke setting is attained and the intended brake torque achieved. 6.4. (c): Brakes without Automatic Adjustment: 6.4. (d): Adjust the brake rod nuts, until the brake release lever raises the piston rod to the specified reserve stroke, (Table 2). Re-secure the brake rod nuts against the pivot block. 6.4. (e): Brakes with Automatic Adjustment: 6.4. (f): To make initial adjustment before engaging the auto adjust (AA), refer to Fig. 2A and withdraw pin (E). Rotate the mechanism by hand to decrease the brake rod length until the linings contact the wheel and the brake lever begins to rise. Continue adjustment until the required reserve stroke is about 118" less than specified. Reengage pin (E) allowing the (AA) mechanism to complete the final stage of the adjustment process. This will verify that the mechanism is operating correctly. 6.4. (g): Energize the actuator several times until the rotating collar (R) is no longer turned by the (AA) drive pin (E). Verify that the reserve stroke is still at the desired value per Table 2.

Table 2


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MONDEL Torque Adjustment 6.5. (a): The rated torque, as shown on the nameplate, will be developed when the following conditions are met: 6.5. (a).(i): The brake is applied and aligned properly. 6.5. (a).(ii): The actuator stroke is correct. 6.5. (a).(iii): The correct linings are fitted. 6.5. (a).(iv): The linings are in good condition and bedding is completed 6.5. (a).(v): The brake wheel is aligned and in good condition. 6.5. (b): The Mondel type MST brake torque can be decreased to a set percentage of maximum by re-arranging the brake lever ratio as follows: 6.5. (b).(i): Remove and re-arrange the two pivot pins (Fig.2) to deliver the following percentage of maximum brake torque: 6.5. (b).(ii) : 100%: use pivot holes 1 and 4 6.5. (b).(iii): 85%: use pivot holes 2 and 4 6.5 .(b).(iv): 70%: use pivot holes 1 and 3 6.5. (b).(v): 60%: use pivot holes 2 and 3 6.5. (b).(vi): 50%: use pivot holes 1 and 5 6.5. (b).(vii): 42%: use pivot holes 2 and 5 (NOTE: 50% and 42% settings are only available on 6 to 10" brakes). 6.5. (b).(viii): Before operating the brake, replace all hitch pins, cotter pins and washers. Automatic Equalization Assembly 6.6. (a): The total available shoe clearance is determined by the active stroke of the actuator. Distribution of the resulting clearance is determined by two factors.


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MONDEL 6.6. (a).(i): As the brake releases under power, the shoe nearest to the actuator has been biased to open first. This is done during manufacture by inclining the actuator away from the nearest shoe. 6.6. (a).(ii): Clearance provided to the nearest shoe is restricted by the (AE) mechanism located on the base. The clearance between the friction bolt and holes in the base, through which it passes, determines the "actuator side" shoe clearance. 6.6. (b): When the predetermined "actuator side" shoe clearance has been established, the remaining clearance is transferred to the "non-actuator side" shoe. 6.6. (c): As lining wear occurs, the friction bolt in the (AE) mechanism is dragged to a new location, to provide the reference point for the shoe clearance on the "actuator side" of the brake. 6.6. (d): The (AE) friction bolt mechanism is self-compensating after initial adjustments are completed as follows: 6.6. (d).(i): Release the brake and, using a soft-faced mallet if necessary, force the actuator side link away from the wheel. This will set the actuator side, shoe to the maximum available clearance. 6.6. (e): The actual clearance, which will be allowed to the "actuator side" shoe, is determined by the difference in diameter between the friction bolt shank and the holes in the links, through which it passes. 6.6. (f): The friction bolt assembly is pre-tensioned at the factory. DO NOT FIELD ADJUST. If the frictions bolt assembly is disturbed for any reason it can be retentioned as follows: 6.6. (g): Refer to Fig. 3a: Install friction bolt through Automatic Equalization arms and base. Add, onto the end of the friction bolt, a stack of three Belleville washers in series, (as indicated below), followed by a plain flat washer.


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MONDEL 6.6. (g).(i): Install a castle nut, tighten nut until the flat washer is FLUSH with the side of the Automatic Equalization arm. Loosen or tighten the nut no more than 118 of a turn, only enough to align the nearest cotter pin slot and hole. Install the cotter pin. This completes the assembly. Shoe Clearance Adjustment 6.7. (a): The total available shoe clearance is determined by the active stroke of the actuator and the brake lever ratio. Distribution of the resulting clearance is determined by the setting of the active shoe clearance equalizing bolt (Fig. 2). 6.7. (b): Generally only one of the two equalizing bolts will be effective depending on the lever ratio arrangement and subject to the brake being installed horizontally or vertically. 6.7. (c): The 'active" equalizing bolt will be evident after energizing the actuator. 6.7. (d): To equalize the brake shoe running clearance: 6.7. (d).(i): Back off both equalizing bolts and energize the actuator allowing the shoes to move away from the wheel. 6.7. (d).(ii): Adjust the active side equalizing bolt to limit the travel of that shoe; this moves the other shoe away from the wheel. Continue adjustment until wheel clearance is equal for both shoes. 6.7. (d).(iii): Set the non-active side equalizing bolt so that shoe travel is not restricted; lock both equalizing bolts with jam-nuts. Parallel Shoe Gap Adjustment 6.8. (a): For optimum lining wear distribution, brake shoes have controlled freedom to align with the wheel contour as the linings wear. 6.8. (b): Each brake shoe holder pivots on its link arm. Its freedom to rotate under gravity is controlled by a shoe holder friction mechanism. 6.8. (c): Spring loaded pins in each link arm bear against the inside of the shoe (Fig. 3). This provides tension to maintain shoe alignment when the brake is released. The tension is not adjustable. When a shoe is replaced make sure that both shoe alignment tension mechanisms are re-installed. 6.8. (d): To align shoes with the wheel, apply the brake at the rated torque and make the following initial adjustments:


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MONDEL 6.8. (d).(i): Release the brake manually or under power. 6.8. (d).(all): With the brake released, use a soft-faced mallet to tap the upper edge of each brake shoe, in towards the wheel, in the direction it would rotate under gravity. 6.8. (d).(iii): Re-apply the brake, and the shoes will be forced to align with the wheel to optimize parallel clearance with the wheel.

Figure 3

Section Through Shoe And Link Arm Drawn To Reveal Tension Device

Replacing the Brake Shoes 9.1. (a): Remove and reinstall the brake shoes as follows. Use a lifting devise as necessary. 9.1. (a).(i): On a hoist lower the load to the floor and disconnect the load from the bottom block. 9.1. (a).(ii): Reset the bottom block on the floor, or on a suitable support. Chock drum to prevent rotation of the drum.


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MONDEL 9.1. (a).(iii): Refer to Fig. 5. 9.1. (a).(iv): Manually release the brake as instructed in Chapter 6. 9.1. (a).(v): Remove cotter pin and withdraw the actuator drive end pivot pin. 9.1. (a).(vi): Remove hitch pin at the active upper end of each link arm; withdraw the pivot pins. 9.1. (a).(vii): Lift the brake rod and lever assembly clear of the brake body. 9.1. (a).(viii): Remove hitch pin at the fixed lower end of each link arm; withdraw the pivot pins. 9.1. (a).(ix): Lift out the link arm brake shoe assemblies. 9.1. (a).(x): Remove hitch pins and withdraw the shoe pivot pins. Brake shoes can now be removed for service. To avoid loss, restrain the spring loaded shoe alignment tension device when removing a shoe. 9.1. (a).(xi): Before starting shoe installation, check that the brake surface of the wheel is clean and free from oil and grease.


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9.1. (a).(xii): Next, verify that the lining surface will be true to the wheel when the shoe is installed. Carefully check lining width with the wheel. Remove any high spots with emery paper to ensure 60% contact between the lining and the wheel. 9.1. (b): Ensure adequate clearance will be available and install the replacement shoe assemblies in the reverse order. 9.1. (c): Replace all pivot, cotter and hitch pins. 9.1. (d): Re-apply the brake and make all adjustments covered in Chapter 6. NOTE: The brake can be damaged if the brake shoes are not accurately aligned. Do not operate the brake unless the brake shoes are in their normal position and all pivot, cotter and hitch pins are fully installed. 9.1. (e): Newly lined shoes seldom fit perfectly with the contour of an existing brake wheel, particularly if the wheel is worn or undersized. If the brake has been moved, realignment of the brake with the wheel may be necessary. Refer to the topic "Brake Installation" for the correct alignment and bedding procedure. 9.1. (f): Refer to Chapter 6 and adjust the reserve stroke as required. 9.1. (g): Refer to Chapter 6 and adjust the torque as required. 9.1. (h): Refer to Chapter 6 and adjust the brake shoe clearance as required. 9.1. (i): Refer to Chapter 8; bed and test the brake as described. Removing The Actuator 9.2. (a): Secure against any possibility of an unexpected movement when the actuator is removed. 9.2. (b): Lower the load to the floor and disconnect the load from the bottom block. 9.2. (c): Reset the bottom block on the floor, or on a suitable support. Chock the drum to prevent rotation. 9.2. (d): Disconnect and remove electrical wiring and conduit to the actuator. 9.2. (e): Before attempting to remove the actuator, release the brake. See Chapter 6: "Manually Releasing the Brake".


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9.2. (f): Secure or support the actuator before attempting to remove the pivot pins. 9.2. (g): Refer to Fig. 6: remove the cotter pins and withdraw the pivot pins attaching the actuator to the brake body. 9.2. (h): Remove the complete actuator using appropriate lifting devices. 9.2. (i): Should service be required, return the actuator to Magnetek for repairs.

Re-Installing The Actuator 9.3. (a): Verify adequate means are still in place to protect unexpected movement when the actuator is replaced. 9.3. (b): Position the actuator within the lever and attach to the base. Use a lifting device as necessary. 9.3. (c): Attach and secure the actuator using the correct pivot pins, etc. Check for wear prior to re-fitting, Fig. 6. 9.3. (d): Refer to Chapter 6 and adjust the reserve stroke as required. 9.3. (e): Refer to Chapter 6 and adjust the torque as required.


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9.3. (f): Refer to Chapter 6 and adjust the brake shoe clearance as required. 9.3. (g): Re-connect the actuator wiring, as required, and replace the terminal box cover. 9.3. (h): Refer to Chapter 8; bed and test the brake as described. Re-lining The Brake Shoes We do not recommend that shoes be re-lined in the field. New bonded shoe assemblies can be ordered as repair parts. Factory rebuilt shoes are also available from Magnetek. Under this program, credit will be allowed for old shoes in usable condition.

Brake Adjustments 9.9. (a): Wear will be more rapid when the linings are new, while the high spots are wearing down as the bedding process takes place. Adjustment will be required soon after the brake has been put into service. 9.9. (b): Brake release lever travel increases with lining wear. This decreases the reserve stroke. Carry out periodic maintenance to reset the reserve stroke as described in Chapter 6 "Actuator Stroke Adjustment". 9.9. (c): Brake torque decreases as the brake lever drops. On critical applications, such as hoists, brake adjustment should be performed frequently enough so that the torque loss does not result in loss of load control. In no event should the lever be allowed to "bottom out". This results in total loss of braking torque and could result in death or injury to personnel. Following any adjustment, maintenance or repair on the brake, fully test its operation as described under topic "Operational Test". Brake Lining Replacement 10.1. (a): As a general guide, Magnetek recommends that brake linings be replaced when the linings wear down to 1/16" minimum thickness. Table 4, taken from standard ICS 9-1993. Part 1 Electromagnetic Brakes, shows NEMA's recommended range of minimum lining thickness for bonded and riveted linings on brake wheels from 8" to 19" diameter


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Table 4


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TYPE SA1 4” – 13”

Figure 1


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Figure 2

Chapter 6.0: Adjustment 6.1: Following any adjustment or repair of the brake, test operation of the brake as described under "Operational Test". Chapter 8. 6.2: See Chapter 9 for recommendations on periodic adjustments. Complete adjustment is normally required only following rework during which most settings were disturbed. 6.3: Setting and Releasing the Brake Note: Brake installation, shoe replacement and coil replacement described elsewhere, require the brake to be released and set without energizing the magnet.


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MONDEL 6.3. (a): Releasing The Brake 6.3. (b): Slacken off nut (C), see Fig. 2, increase the brake rod length until the shoes are not forced against the wheel. At this point it should be possible to disengage the spring loaded collar and swing the tie rod over to fully access the brake for shoe replacement and most other servicing, including vertically lifting the drive motor and brake wheel assembly out of the brake. Note that shoe removal requires brake rod disconnection: see Chapter 9, Maintenance and Repair. 6.4: Setting The Brake 6.4. (a): Tighten nut (C), see Fig. 2, and decrease the brake rod length, until the linings contact the wheel and the electro-magnet armature is set to the specified air gap. 6.5: Brake Adjustments 6.5. (a): The brake torque and magnet armature air gap are factory set prior to shipment. If these settings are disturbed, for any reason, they can be reset as follows: 6.5. (a).(i): Adjust nut (C) to close the shoes on the wheel while reducing the magnet armature air gap to the required value. The actual air gap is not visible, but an indicator plate (E), attached to the magnet housing, indicates the required gap. See Fig. 2. 6.5. (a).(ii): The two torque springs are not visible from outside the magnet housing. Changes to the torque setting can be made by adjusting the hex-headed cap screws (B), in or out, until the distance from the magnet housing to the underside of each screw head equals the dimension given on the adjacent setting plate. Re-tighten the lock nuts. See Fig. 2. 6.5. (a).(iii): Finally, adjust the active hex cap screws (L) to equalize the clearance between each shoe and the wheel. Re-tighten lock nuts. 6.5. (a).(iv): The brake is now correctly set to deliver rated torque output. 6.6: Toque Adjustment 6.6. (a): Notwithstanding brake geometry, the rated torque, as shown on the nameplate, is developed when the following conditions are met: 6.6. (a).(i): The brake is applied. 6.6. (a).(ii): The torque spring pre-compression is correctly set. 6.6. (a).(iii): The magnet armature air gap is set to the value specified on the instruction plate.


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6.6. (a).(iv): The correct linings, in good condition, are fitted, and bedding is completed. 6.6. (b): If less than the original specified torque is required at some time, the torque can be reduced to approximately 40% of maximum torque based on the applied springs. Reduce braking torque, to suit site conditions, as follows: 6.6. (b).(i): Carefully back off the adjustment screws (6) to decrease the torque spring compression. 6.6. (c): Braking torque may not be increased beyond the designated rating. Do not tighten adjustment screws (B) past their indicated setting; this will overload the magnet and could prevent correct release of the brake shoes. 6.6. (d): Brake "drop-out" response, when power is removed from the coil, is affected by the thickness of a nonmagnetic shim in the magnet air gap. 6.6. (e): The thickness of this shim is determined during factory testing to ensure that the maximum torque spring force will not cause the magnet to "let go" under the worst conditions of voltage, coil temperature or other NEMA requirements. 6.6. (f): When a brake is required for less than maximum rated torque, additional shimming may be required to ensure adequate "dropout" response. Consult factory if a lower torque range than original is contemplated. 6.7: Shoe Clearance Adjustment 6.7. (a): The total available shoe clearance is determined by the magnet armature air gap. Distribution of the resulting clearance is determined by the position of shoe clearance equalizing bolts (L). See Fig. 2. 6.7. (b): To adjust the brake shoe running clearance: 6.7. (b).(i): Release the brake by energizing the magnet. 6.7. (b).(ii): Adjust screws (L), by turning them in or out, until the required clearance is achieved on each brake shoe. Tighten the lock nuts to lock the adjusting screws in place. 6.8: Shoe alignment adjustment 6.8. (a): For optimum lining wear distribution, brake shoes have controlled freedom to rotate under their own weight. As the linings wear, near parallel shoe clearance is assured by a pivot tension mechanism, which controls the brake shoe rotation as follows:


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MONDEL 6.8. (a).(i): A spring loaded device located on the brake arm, see Fig 3, provides tension to control shoe rotation when the brake releases. The device is not adjustable. When replacing shoes make sure that the tension device is present. 6.8. (b): After the correct shoe clearance is set, align the shoes and wheel as follows: 6.8. (b).(i): Energize the electromagnet to release the brake. Then use a soft-faced mallet to tap the upper edge of each brake shoe inwards towards the wheel. The arc through which each shoe pivots will be limited by its tension mechanism. This sets the brake shoes to their correct starting position, and ensures that the brake linings assume their designed alignment, with respect to the wheel, the next time the brake is applied. 6.8. (b).(ii): Re-apply the brake and the shoe linings will accurately align with the wheel.

Figure 3


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Table 2

Chapter 9.0: Maintenance and Repair NEMA Standard ICS 9-1993, Part I recommends that brakes be fitted with new or re-lined shoes before the lining material is worn excessively. Table 5 specifies minimum operating lining thickness and running clearance for size 6" to 16" brake wheels. 9.1: Replacing the Brake Shoes 9.2: On a hoist lower the load to the floor and disconnect the load from the bottom block. 9.2. (a): Remove brake shoes as follows: 9.2. (a).(i): Reset the bottom block on the floor, or on a suitable support. Chock drum to prevent rotation of the drum. 9.2. (a).(ii): Refer to Fig. 5. Slacken off nut (C); disengage spring locating collar (D); and swing the brake rod (F) up clear of the brake link arms.


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MONDEL 9.2. (a).(iii): Remove shoe pins (N), and replace the special retaining clips to avoid loss. Open out the brake link arms.

Figure 5 Brake Shoe Removal Replacement

9.2. (a).(iv): Lift out the worn shoes 9.2. (b): Install new shoes as follows: 9.2. (b).(i): New shoes need more clearance. Run the shoe equalization setting screws (L) down as far as they will go to provide additional shoe to wheel clearance. 9.2. (b).(ii): Before installing the shoes, check that the lining surface will be true to the wheel when the shoe is installed. Carefully check lining contact with the wheel. Remove any high spots with emery paper to ensure 60% contact. 9.2. (b).(iii): Install the new shoe assemblies in the reverse order. Take care to replace roller (M) on the shoe pivot on inside the magnet end link arm. This roller transmits torque spring force via the magnet armature to the brake link arm. Reinstall the brake rod etc.


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MONDEL 9.2. (b.).(iv): Newly lined shoes seldom fit perfectly with the contour of an existing brake wheel, particularly if the wheel is worn or undersized. If the brake has been moved, realignment of the brake with the wheel may be necessary. Refer to the topic "Brake Installation" for the correct alignment and bedding procedure. 9.2. (b).(v): Re-apply the brake and make all adjustments covered in Chapter 6. 9.2. (b).(vi): Adjust the magnet armature air gap. 9.2. (b).(vii): The torque spring setting will need adjustment only if it has been disturbed. 9S. (b).(viii): Adjust brake shoe clearance as instructed in Chapter 6 NOTE: The brake can be damaged if the brake shoes are not accurately aligned. Do not operate the brake unless the brake shoes are in their normal position and all mounting hardware is properly installed. 9.2. (c): Test the operation of the brake as instructed in Chapter 8.

Re-lining The Brake Shoes We do not recommend that shoes be re-lined in the field. New bonded shoe assemblies can be ordered as repair parts. Factory rebuilt shoes are also available from Magnetek. Under this program, credit will be allowed for old shoes in usable condition. Brake Adjustment 9.9. (a): Wear is accelerated when the linings are new and high spots are wearing down. Readjust the magnet armature air gap soon after the brake is put into service. 9.9. (b): The magnet armature air gap increases as linings wear. Carry out periodic maintenance to reset the air gap to specifications before the maximum gap stamped on the indicator plate is reached; otherwise the armature may not pull in and release the brake under certain conditions. See Chapter 6 for description. 9.9. (c): in severely dirty applications, particularly where the dust is magnetic, the magnet armature air gap may pack with dust. Dismantle as necessary and clean the magnet pole and armature faces.


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MONDEL

TYPE SA1 15” – 16”

Adjustments are the same as 4” – 13”. See above.

Figure 3

KONECRANE E-LIBRARY

P & H


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P & H BALANCED DESIGN

HEVI-LIFT HOIST

ADJUSTMENT DIRECT ACTING MAGNETIC BRAKE ADJUSTMENT. The direct acting magnetic brake must be properly adjusted to stop rotation when the power supply is shut off. This adjustment compensates for disc type brake lining wear. At least once a month inspect the magnetic brake to determine if adjustment is necessary. Air gap "S" should be 1/32 inch. (Figure 4-5.)

Figure 4-5: Magnetic Brake Adjustment


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P & H For adjustment, shut off the power, then remove the brake cover from the hoist. Back off the lock nuts and turn the adjusting nuts until air gap “S" is 1/32 inch around the entire brake pot. Retighten the lock nuts. This adjustment procedure is also described on the nameplate attached to the side of the brake pot. MECHANICAL LOAD BRAKE PAWL ADJUSTMENT. During raising, the ratchet is rotating counterclockwise. The engaging end of the pawl should be clear of the ratchet teeth by 1/32 to 1/16 inch (see Figure 4-6). If a rapid clicking sound occurs in the gear case when raising, the pawl is touching the tips of the ratchet teeth. Remove the locking set screw with an Allen wrench. Operate the hoist in the raising motion and slowly turn the adjusting set screw counterclockwise until the clicking sound disappears. Then stop the hoist and give the adjusting set screw an additional one half turn. The pawl will then be the proper distance from the ratchet teeth. Insert the locking setscrew and tighten. Then check the lowering motion to be sure the pawl engages the ratchet firmly at the start of the lowering motion. If the pawl noisily hammers into the ratchet teeth, the clearance is more than 1/16" and should be adjusted accordingly. If the gear case is disassembled and in a vertical position, install the load brake shaft assembly and the pawl assembly in their normal operating positions. Rotate the load brake shaft assembly by hand and adjust the setscrew so the clearance is 1/32 to 1/16 inch with the ratchet rotating counterclockwise

Figure 4-6: Load Brake Pawl Adjustment


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P & H DISASSEMBLY OF MAGNETIC BRAKE

To disassemble the magnetic brake, proceed as follows (see Figure 4-11): 1. Remove the brake cover (5) 2. Disconnect the leads to the magnetic brake pot (6). 3. Insert a 1/2-1 3 UNC bolt through the opening in the end of the brake pot and thread it into the spring guide (4). Tighten the bolt a few turns to relieve spring pressure on the armature (9) and to ensure that the spring guide is firmly retained by the bolt. 4. Remove the three adjusting nuts and lock washers from the brake pins and slide the magnetic brake pot off of the pins. 5. Remove the armature (9), the disc type brake linings (l0), the disc plate (2) and the back plate (1). NOTICE If it is necessary to remove the spring guide (4), the compression spring (7) and the spring spacer (8) from the brake pot, set the brake pot on a work bench with the spring guide towards the bench. Hold the brake pot down with one hand while slowly removing the bolt which was inserted in step three. Slowly allow the brake pot to rise as the spring extends.

Figure 4-1 1 : Magnetic Brake Assembly


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P & H

HEVI-LIFT MODELS RA, LRA, HRA

MAGNETIC BRAKE

Figure 27


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P&H Adjustment Procedure 1. Gap between armature (A, Figure 27) and the core of the coil should be between 1/4" and 5/16” 2. Remove armature pin assembly (B) and turn push rod (C) counterclockwise with a screw driver until the gap is established. Maintenance Procedure The revolving disc (D) should be inspected at least every six months for wear and to remove dirt or oil which may have accumulated on the disc. 1. Remove armature pin assembly as in (2) above. 2. Remove bracket assembly (E) and the disc plate (F), then slide the revolving disc off of the hub. After cleaning the revolving disc and the faces of the stationary plates, place a few drops of oil on the hinge pins and reassemble in the reverse order of the above.

MECHANICAL LOAD BRAKE This mechanical load brake does not require adjustment. However at the same time the magnetic brake is cleaned and adjusted, remove the breather in the top of the gear case and inspect the revolving disc plate for wear. The revolving disc plate should be replaced when worn to 3/16 inch thickness. See Gear Case.

GEAR CASE

Figure 28


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P&H BULLETIN ED-1

(REVISION 1) TYPE CD ELECTRIC SHOE BRAKES

DESCRIPTION The P&H Type CD Electric Shoe Brake is available in a number of sizes from 5 inch to 23 inch. The construction and operation are the same regardless of brake size. See Figure 1. These brakes are spring-set and magnetically released. When the brake coil is energized, the coil pulls the armature toward the brake pot. Since one brake jaw and shoe is pinned to the armature, this shoe is pulled out of contact with the brake wheel. The other shoe is then released through the torque rod linkage, thus releasing the brake. No modulation of braking force is possible. The brake is either full "ON" or "OFF". For that reason, many types of switch and motion control devices are suitable for actuating the brake coil. The brake is often wired to a motor circuit so that when the motor is shut down, the brake automatically sets. The coils are series wound. Shunt wound coils are optional. They are encapsulated in the brake pot with epoxy compound to ensure moisture protection. Since the brakes are designed for direct current (dc) operation, a rectifier assembly is required when an alternating current (ac) power source is to be used.

Figure 1. Type CD Electric Shoe Brake

APPLICATION The standard type CD brake is designed for floor mounting. Motor mounting is possible with the addition of an adapter bracket. This brake is designed to operate in extremes of temperatures and duty cycles. However, every brake has a specific torque rating which is adjustable within a prescribed range. The torque rating is dependent upon the brake size and is also affected by the type of coil (shunt or series wound). For reasons of safety, and to insure normal service life, a brake must never be placed in an application where the torque requirements exceed the torque rating of the brake.


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P&H The rated torques for various size type CD brakes are listed below:

INSTALLATION These brakes are fully assembled prior to shipment from the factory. They are ready for immediate installation. For reference, mounting and outline dimensions are provided in Figure 2.

Never lift the brake assembly by the torque rod. The rod will bend from the weight, causing the linings to drag as well as damaging the rod itself. After unpacking, a 'thorough visual inspection should be made to insure that no damage occurred during shipment. These instructions do not purpose to cover all details or variations in equipment or to provide for every possible contingency to be met in connection with installation, operation or maintenance. Should further information be desired or should particular problems arise which are not covered sufficiently for the purchaser's purposes, the matter should be referred to the Harnischfeger Corporation.


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P&H

Figure 2. Mounting and Outline Dimensions

The jaws can be spread apart to provide added clearance between the linings and the wheel. Before installing a brake over a wheel that is mounted on a through shaft, the torque rod must be removed. To do this, proceed as follows (see Figure 3):

The brake pot is very heavy and, if allowed to fall during disassembly, may cause personal injury or damage to the brake. Prior to disassembly and at all times d e n the torque rod or cylinder supports are unbolted from the brake jaws, brace up or support the brake pot to prevent it from falling. 1. Remove the hex nut from the far end of the torque rod. 2. Spread the brake jaws apart as far as possible. Then push against the end of the torque rod to help get it clear of the front pin. 3. Lift the rod up as far as possible and secure it in that position.


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P&H After the brake is in position over the wheel, and bolted in place, re-install the torque rod in basically the reverse order of removal. NOTE It is most important that misalignment of the brake with respect to the axial centerline of the brake wheel mounting shaft be kept to a minimum and not exceed 1/16 inch. Wire the brake in accordance with the wiring diagram furnished with the brake. When installation is complete, perform the brake adjustments as specified in this bulletin, prior to operating the motor. ADJUSTMENTS GENERAL. Each brake should be inspected weekly and adjusted, if necessary. This brake has three possible adjustments which are detailed as follows: TOROUE SPRING ADJUSTMENT. To make this adjustment, loosen locknut (2, Figure 3) and turn the corresponding adjusting nut until the correct torque spring length ("L"), as determined from Table 1, is obtained. Braking torque is reduced by increasing torque spring length. Note that spring length must not be less than shown in the table. Be sure to retighten the locknut after adjustment is completed. AIR GAP ADJUSTMENT. The air gap adjustment consists of maintaining the gap ("S") between 3/64 inch minimum and 3/32 inch maximum. It is accomplished by loosening locknut (1, Figure 3) and turning the two adjusting nuts, as required. Be sure to retighten the locknut when the adjustment is made.


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P&H

Figure 3. Component Identification and Adjustments Table I. Brake Characteristics


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P&H SHOE EQUALIZATION ADJUSTMENT. This adjustment is intended to insure that both brake shoes contact the brake wheel at the same time, a t a point in line with the pivot point of the brake shoe and at the axial centerline of the shaft. Adjustment is accomplished by backing off air gap locknut (1, Figure 3) and tightening it against the yoke until the air gap ("S") is closed. Then, loosen shoe equalization locknut (3, Figure 3) and turn the adjusting screw until equal clearance is obtained between both shoes and the brake wheel. Tighten both locknuts and make a final check to see that the adjustment did not change when tightening the locknuts. Repeat adjustments if this has occurred. LUBR ICATION. All pivot pins and bushings should be lubricated at three month intervals, in average service. Apply several drops of SAE-30 motor oil to each point. NOTE Apply the lubricating oil sparing1 y. Be very careful to avoid getting any oil on the linings or on the brake wheel. ADJUSTMENTS. It is recommended that periodic brake adjustments be performed. When required, adjust the torque spring, air gap and shoe equalization adjustments as described previously in this bulletin. Immediately after completing any adjustment of this brake, including disassembly and reassembly, test the brake to see if it can consistently stop the motion within an acceptable period of time, depending upon the application. Readjust, if necessary until the proper braking is achieved. NOTE The final criterion for proper brake adjustment is safe and efficient braking action. No adjustment is complete without a full test to insure the brake will stop the load. INSPECTION. At monthly intervals, visually inspect the brake assembly for evidence of mechanical failures, misalignment or other defects. Also, check the mounting bolts to insure they are tight. Riveted linings should be replaced when they have worn to approximately one-half their original thickness. Original lining thicknesses are shown in Table I. PARTS REPLACEMENT GENERAL. Specific instructions are provided below for replacement of the shoe assemblies. Worn or damaged pins, bushings, springs and other hardware items can also be replaced, if necessary. No detailed instructions are provided 3 for these items. For reference, see Figure 4. NOTE Never disassemble a brake beyond the point required to accomplish the needed repair. Unnecessary disassembly may result in damage to other parts.


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P&H SHOE REPLACEMENT. Replace the brake shoes as follows:

Prior to performing the shoe replacement, block up or support the brake pot end of the brake to prevent injury to personnel or damage to the brake. 1. Back off on the locknut (1, Figure 3) and tighten it against the yoke until the air gap ("S") is closed up. 2. Remove the outer air gap adjusting nut and swing the outer brake jaw away from the brake pot to disengage the v torque rod from the brake jaw. Hold the torque rod to prevent it from falling onto the brake wheel when it disengages. 3. Swing the rod back over the brake pot. 4. Remove the eye pin from the brake shoe pivot pin and, using a mallet and a brass rod of sufficient diameter and length, drive the pivot pin through from either side of the jaw. 5. Then, remove the brake shoe assembly through the top of the brake jaw. Care must be exercised not to loosen the friction plugs and springs in the brake shoe assembly. 6. Repeat steps 4 and 5 above, for the remaining brake shoe. 7. Position the replacement shoes within the jaw assemblies and re-insert the pivot pins to hold the shoes within the jaws. Twist the pivot pins in position in the bushings and lock them in place using the eye pins. 8. Reassemble the brake in the reverse order of disassembly. 9. After reassembly, perform the torque spring, air gap and equalization adjustments as described previously in this bulletin.


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P&H


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P&H LINING REPLACEMENT. The linings on all type CD brakes are riveted to the shoes. No specific instructions are provided on the riveting of linings in this bulletin. Lining replacement should only be attempted by a qualified person, using accepted tools and methods. Note that rivet holes in the linings are intended to be plugged with material matching the lining material. NOTE Brake pot replacement, or other component replacement due to structural damage, is not covered for this type brake. If such replacement is considered necessary, contact your P&H service representative. STORAGE In the event that a new brake assembly will not be immediately used (or installed), it can be stored for a reasonable length of time with only a minimum of preparation. All that is recommended is that the brake assembly be protected from direct exposure to the elements. Covering the assembly with canvas or a heavy plastic sheet will normally provide adequate protection while in storage. NOTE During storage, some rust may form on the surface of the brake wheel, on brakes so equipped. This is no cause for concern, or is it necessary to clean the wheel before placing the wheel in service. The first few brake applications will polish the wheel. If a brake assembly that has been in service is to be removed and stored temporarily, the same preparations recommended above for a new brake should be made. In addition, the complete assembly should be thoroughly cleaned and painted surfaces should be touched up or completely repainted, as appropriate.

Bulletin ED-12-12

Type SBE Electric Shoe Brakes

DESCRIPTION The P&H type SBE electric shoe brake is available in sizes ranging from 5 to 30 inches. Construction and operation, however, is identical regardless of the size of the brake. (See Figure 1). The brakes are spring set and magnetically released. No modulation of the braking force is possible; the brakes are either fully applied or fully released. In some applications the SBE brake operates in conjunction with an electric load brake or dynamic brake, which decelerates the driven motor to creep speed before the SBE brake is applied. In these applications the SBE brake serves only as a holding or parking brake. In other applications, the SBE brake is the only brake used in the system. Permanently lubricated, sealed, needle bearings are used at all pivot points, eliminating the need for periodic lubrication. A self- adjustment feature is also incorporated, consisting basically of a stack of spacer plates enclosed in a housing through which the rod that connects the two brake jaws passes. As lining wear progresses, the rod moves further through the spacer plate housing each time the brake releases. The stroke required to set the brake is proportional to the rod movement. When the stroke reaches a predetermined length,


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P&H the spacer plate nearest the brake wheel automatically drops from the stop on the end of the brake rod. The next time the brake sets, the stop butts against the spacer that just dropped onto the rod and brake rod travel is shortened by an amount equal to that of the spacer. This cycle repeats throughout the service life of the brake linings. The spacer plates must be reset after each change of brake linings. NOTICE The SBE brake has a small lining clearance. If self-adjustment occurs during the first few brake applications while the wheel is still cold, thermal expansion of the wheel during heavy use may cause the lining to temporarily drag lightly on the wheel. This dragging could, in some cases, cause the linings to smoke slightly. This condition will occur only infrequently, and will be of brief duration. APPLICATION The type SBE brake, when properly specified, is designed to operate in various temperatures and duty cycles. Every brake, however, has a specific torque rating, which is adjustable within a prescribed range. The torque rating depends upon the brake size, duty cycle and the type of magnet coil (shunt or series wound) used. For reasons of safety and to ensure normal service life, a brake must never be placed in an application where the torque requirements exceed the torque rating of that brake.

Figure 1. Type SBE Brake, Component Identification


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P&H INSTALLATION General All operating adjustments are made at the factory and the brake should be ready for installation when shipped. SBE brakes are shipped from the factory in the ’released’ condition, unless equipped with the quick release option. Brakes without the quick-release option have the release spacer pinched between the nut on the armature bolt and the brake base (See Figure 12 on page 9), holding the armature against the magnet case. The brake must remain in the released condition to allow the shoes to clear the brake wheel during installation. Under no circumstances should the brake be operated electrically unless a brake wheel is in place between the shoes, either on a motor shaft or secured to a suitable fixture. The release spacer will drop when the brake coil is energized, allowing the torque spring to move the armature away from the magnet case when the coil is de-energized. Without a brake wheel in place, an abnormally large magnet air gap will be introduced and the brake coil may not be capable of drawing the armature magnetically. After unpacking, visually inspect the brake assembly to ensure that damage has not occurred during shipment and that there are no loose or missing parts. All self adjustment spacers must be hanging loosely within the housing. The SBE brake is designed for operation on dc power. If only ac power is available, a suitable dc power supply will be required for brake operation. Operating ranges of voltage and current comply with NEMA-AISE standards. Brake Wheel Installation There are two different types of brake wheel mounting hardware; The Torque Lock ™ nut and the hex nut with bent lock washer. Both are discussed below. NOTICE It is generally recommended that the more efficient Torque Lock ™ nut be used. Consult with P&H Material Handling Ser vice Department.


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P&H

Figure 2. Brake Wheel Installation (Torque Lock ™ Nut)

Figure 3. Typical Jack Bolt Tightening Sequence

UNITS WITH TORQUE LOCK™ NUT.


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P&H Use the following procedure to mount the brake wheel on the motor shaft.

(Refer to Figure 2)

Failure to properly install the brake wheel using the Torque Lock™ nut and special

hardened washer will cause the brake wheel to work its way off the motor shaft, resulting in loss of brakes which may cause injury or death. Do not operate the brake unless the brake wheel has been carefully secured to the motor shaft as described in the following

procedure.

1. Lower the load to the floor and disconnect the load from the bottom block, if the brake wheel is being installed on a hoist brake. Rest the bottom block on the floor, or on a suitable support, to remove unnecessary weight from the load ropes. 2. Install the brake wheel onto the motor shaft. Be sure that the wheel is fully seated onto the shaft, and that the shaft key has been installed. 3. Place the special hardened washer on the shaft. 4. Using the hardened hex key (supplied), position all jack bolts so that they are flush with the backside of the Torque Lock ™ nut. NOTICE Failure to properly install and torque the jack bolts may result in damage to the wheel or shaft during tightening. Do not exceed the torque value stamped on the nut. Do not lubricate the shaft threads or jack bolt threads. 5. Do not lubricate the main thread or the jack bolt threads. 6. Read the rated torque value to be applied to the jack bolts. It is stamped on the side of the Torque Lock ™ nut. Torque values are also listed in Table 1. 7. Spin the Torque Lock ™ nut onto the shaft and tighten hand tight only. If the brake is not released, manually release the brake. 8. Tighten all jack bolts to 25 percent of the torque value stamped on the torque lock nut. Follow the pattern shown in Figure 3 for the type of nut being used. This will seat the thread and eliminate clearances. 9. Following the same pattern shown in Figure 3, tighten all jack bolts to 100 percent of their rated torque value.


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P&H Table 1: Nut Sizes and Jack Bolt Torques

Figure 4: Brake Wheel Installation (Bent Lock washer and Hex Nut)


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P&H UNITS WITH BENT LOCKWASHERS AND HEX NUT. Use the following procedure to install the brake wheel onto the motor shaft (See Figure 4). NOTICE Failure to properly install the brake wheel nut and bent lockwasher will result in the brake wheel working its way off the motor shaft, resulting in the loss of brakes. Do not operate this brake unless the brake wheel has been secured to the motor shaft as described in the following procedure. 1. Install the brake wheel onto the motor shaft. Be sure that the wheel is fully seated onto the shaft, and that the shaft key has been installed. 2. Install the bent lockwasher onto the motor shaft, being sure that the tab on the lockwasher is inserted into the slot on the brake wheel. 3. Install the brake wheel nut onto the motor shaft with the shoulder on the nut facing away from the brake wheel. NOTICE It is mandatory that the shoulder on the brake wheel nut face away from the brake wheel. 4. Securely tighten the brake wheel nut against the brake wheel and bent lockwasher. 5. Bend the bent lockwasher against the flat on the nut which is approximately 180° opposite the slot in the brake wheel. Brake Installation After mounting the brake wheel on the motor shaft, install the brake assembly using the following procedure: NOTICE Lifting the assembly by the brake rod will cause the rod to bend from the weight of the brake and can cause the linings to drag as well as damaging the rod itself. Never lift the brake assembly by the brake rod. 1. Reach under the self-adjustment spacer housing and make sure that all spacers are in the “up” position (see Figure 5 ). 2. Before installing the brake, ensure that the brake linkage is centered. To do this, lay a rule across the shoe holder pivot bolts and note the exact dimension between the linings. With the brake assembly level, drop a plumb bob from the center point between the linings to the centering hole in the base (Figure 1 on page 2). Gently tap the linkage, as necessary, to position the plumb bob directly on the centering hole. 3. Position the brake assembly over the brake wheel. The brake assembly must be aligned with the motor shaft in three axes (horizontal, vertical and longitudinal), within ± 1/32 inch maximum in each axis. Adjust the brake mounting bracket to achieve the specified horizontal and longitudinal alignment and shim under the brake base for the vertical alignment.


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P&H 4. When the brake assembly is properly aligned, set the linings against the brake wheel to ensure that uniform lining contact with the wheel is attained, before the mounting hardware is tightened. This can be accomplished electrically after connecting the brake coil. Otherwise, remove the cotter pin from the armature bolt and back off the locknut (See Figure 20) until the linings are in firm contact with the wheel and the release spacer is free. The torque spring will set the brake as the armature locknut is backed out. 5. Carefully check the lining contact with the wheel along each side of both shoes. Shift the brake assembly, if required, to obtain uniform contact. 6. Be sure adjustments previously set were not disturbed if an adjustment was necessary in Step 5. Then install and tighten the mounting hardware. 7. If the armature bolt locknut was turned to set the linings against the wheel in Step 4, the locknut must be reset to achieve proper release spacer clearance. This must be done after power is available to the brake as described under the topic, Brake Release Spacer Gap Adjustment. 8. Test operation of the brake as described, under the topic, Operational Test.

Figure 5: Providing Clearance for Brake Shoe Removal


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P&H Figure 6: Detaching Shoe Holders

From Brake Shoes

OPERATIONAL TEST

! Malfunction of the motor brake can allow an uncontrolled drop of the load, which can cause injury or death of personnel. If the motor brake fails to stop and hold the motion stationary, do not attempt to operate the motion until repairs and/or adjustments are performed. Clear the area of all personnel while testing the unit. Operate the associated motion (hoist or traverse) and release the control lever or pushbutton to test the brake. If the brake fails to stop and hold the motion stationary, repair the brake as necessary. Visually inspect the brake during its operation to ensure that it completely releases. BRAKE SHOE AND COIL REPLACEMENT Replacing the Brake Shoes Remove and install the brake shoes as follows: NOTICE No adjustments, including the brake rod adjustment, need be disturbed during brake shoe replacement if the procedure is performed exactly as described. However, if it is known that a brake rod adjustment was made, for some reason, with anything but new linings in place, an adjustment must be made after the new linings (shoes) are installed. 1. Release the brake using either manual or the magnetic method, as described under the topic, Releasing The Brake.

Unintentional movement of the crane during this procedure can cause serious injury or

death. Disconnect lockout and tagout the crane while service is being performed.


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P&H 2. Disconnect, lockout and tag out the crane while service is being performed. 3. Reach under the adjusting spacer housing and push all spacer plates up against the top cover (See Figure 5). 4. Hold the spacer plates against the housing top cover and gently, but alternately, tap against the brake links opposite the spacer housing with a rawhide or lead hammer (See Figure 5). This will move the shoe assembly furthest from the spacer housing away from the brake wheel. 5. When sufficient clearance has been attained between the brake wheel and the shoe assembly for a new lining, back out the two screws in the shoe holder until the screw ends are free of the clearance holes in the shoe (See Figure 6).

Figure 7: Rotating Shoe Holders to the Down Position

NOTICE If sufficient clearance cannot be attained to install one (or both) new shoe assembly, the brake rod is the likely misadjusted. Back the brake rod out of the pivot link an amount necessary to allow the new shoes to be installed (See Figure 16 on page 11). Adjust the brake rod as instructed under the topic, Brake Rod and Self Adjusting Mechanism Adjustment.

6. Rotate the shoe holder out of the way to the “down” position (See Figure 7 ) and remove the shoe assembly through that side of the brake (See Figure 8 ). 7. Slide the replacement shoe assembly into place between the holders. If necessary, tap the assembly with a rawhide hammer to achieve alignment with the far-side shoe holder. 8. Rotate the shoe holder back into the “up” position and tighten the two screws until they are tight against the holder and are seated into the clearance holes in the side of the brake shoe. If necessary, gently tap the heads of the screws to rotate the shoe holder into alignment to allow the screws to easily enter the clearance holes in the shoe holder. 9. Again reach under the adjusting spacer housing and push any spacers still in the down position up against the top cover. 10. Hold the spacers up, and tap gently against the insides of the links (alternately) adjacent to the spacer housing, using a rawhide or lead hammer. This will move the shoe holder with the new lining tightly against the wheel, and move the other shoe assembly away from the wheel.


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P&H 11. When clearance between the wheel and the nearside shoe assembly is sufficient for a new lining, loosen the screws in one of the holders for that shoe until they are out of the clearance holes in the shoe. 12. Replace the shoe assembly using the procedure described in Steps 5, 6, and 7, above. NOTICE The brake can be damaged if the shoe holders are not properly aligned. Do not operate the brake unless all shoe holders are in their normal position and the holder screws are fully into the clearance holes in the side of the shoe assembly. 13. Restore the brake to normal service as described under the topic, Releasing The Brake. The shoes will automatically center themselves on the wheel and the correct clearance will automatically be achieved after the brake is placed into service. Replacing The Coil To replace a faulty coil, proceed as follows:

Hazardous voltage will cause burns, injury, or death. Disconnect, lock open, and tag the power source which feeds this device to prevent power from being applied while inspection and repairs are being performed. Before beginning repairs, try the operational controls to verify that the intended power source is disconnected. 1. Disconnect, lock open, and tag the disconnect switch which feeds the equipment to prevent power from being applied while service is being performed. 2. Disconnect the coil leads and remove conduit which may be present behind the end cap. 3. Slightly loosen the capscrews attaching the coil to the end cap. This will facilitate end cap removal in Step 6. 4. Attach a suitable lifting device to the coil and end cap and take up any slack. The lifting sling must be around the lifting ears provided on the end cap (see Figure 9 ). Do not lift at any other point. 5. Remove the coil subassembly mounting screws and pull the coil and end cap from the magnet case (see Figure 9). 6. Set the assembly on the floor, or a suitable work bench, and remove the capscrews attaching the coil to the end cap (see Figure 10 ). Separate the coil and the end cap. 7. Assemble the new coil to the end cap and install the attaching capscrews. 8. Install the new assembly in the magnet case, using the hoist, and tighten the four attaching capscrews. 9. Reinstall the conduit, if applicable, and reconnect the coil leads.


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P&H Figure 9: Removing Magnet Coils and End Cap

COMPLETE ADJUSTMENT NOTICE Following any adjustment or repair of the brake, test the operation of the brake as described, under the topic, Operational Test. General Periodic adjustments are not required on an SBE brake. A complete series of adjustments are only required following major repair in which all the adjustments were disturbed, or if they have been disturbed for some other reason. When a complete adjustment is necessary, the individual procedures should be performed in the exact order presented below: 1. Lower the load to the floor and disconnect the load from the bottom block, if adjustments are being performed on a hoist brake. Rest the bottom block on the floor or on a suitable support, to remove all unnecessary weight from the load ropes. 2. Adjust the torque spring as described under the topic, Torque Adjustment, or verify the previous setting as applicable. 3. Check the brake release spacer gap and adjust as necessary to ensure that the spacer falls when the brake is released. Refer to the topic, Brake Release Spacer Gap Adjustment. 4. Adjust shoe holder pivot tension as described under the topic, Shoe Holder Pivot Tension Adjustments. 5. Adjust the base friction bolts as described under the topic, Base Friction Bolt Adjustment. NOTICE It is essential that the base friction bolt adjustments be made before attempting to adjust the brake rod in Step 6. 6. Adjust the brake rod and self-adjusting mechanism as instructed under the topic, Brake Rod and Self Adjusting Mechanism Adjustments.


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P&H NOTICE Do not attempt to adjust the brake rod and the self adjustment mechanism unless the brake linings are new. If spare shoes with new linings are available, install them temporarily on the brake. The used linings can be reinstalled upon completion of the brake rod adjustment. The brake will automatically adjust to the reduced lining thickness. If a brake rod adjustment must be made with worn linings, be absolutely certain that an adjustment is performed following installation of the next set of new linings.

Figure 10: Removing End Cap to Coil Attaching Bolts

Improper brake operation and loss of load control due to incorrect brake torque adjustment can result in death or injury to personnel. Under no circumstances is it permissible to make adjustments below the minimum or above the maximum dimensions specified in the following procedures.

Brake torque is a function of the large springs located beneath the coil assembly. The spring compression can be varied (see the note following) over a limited range by means of the spring adjustment bolts located in the brake base. Specific adjustment dimensions and the corresponding torque values are listed on the brake nameplate mounted on the cover of the coil connection box. If the present torque setting is considered to be either too high or too low for the particular application, the torque can be adjusted as outlined below: NOTICE Adjusting to any dimension (designated as “A” in Figure 11 on page 8) between the smallest and the largest listed on the nameplate is permissible. Adjustment is not limited to only those exact dimensions listed if some intermediate torque is desired. Do not adjust the brake outside the ranges listed. 1. Loosen the locknuts on the adjusting bolts.


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P&H Figure 11 Brake Torque Adjustment

Figure 12: Brake Release Spacer in

Released Position


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P&H NOTICE Failure to set the hoist brake to its load rated torque can damage the brake. The brake must be set to its load rated torque, as indicated in the brake model number (e.g., 13SBE550ASCI; “550” is the load rated torque in ft.-lbs.). This model number appears on the brake nameplate. 2. Turn the adjusting bolt in or out to achieve the desired dimension “A” (Figure 11 on page 8). Turning the bolt clockwise increases torque and turning the adjusting bolt counterclockwise decreases torque. NOTICE The 23 and 30-inch brakes have two torque springs, with individual adjusting bolts. The settings of both bolts must be equal to obtain the proper torque. Repeat the above procedure for each bolt. 3. When the desired setting is obtained, hold the adjusting bolt and tighten the locknut against the brake base. Brake Release Spacer Gap Adjustment If the nut on the armature bolt has been disturbed, adjust the spacer gap as follows:

The following procedure must be performed while power is applied to the brake coil. Be sure power is not removed from the coil to prevent possible injury to fingers. 1. If this is a hoist brake, lower the bottom block to the floor. 2. Energize the brake coil to close the gap between the magnet case and the armature (brake released). 3. Lift the spacer so the thick portion is directly between the nut on the armature bolt and the base (see Figure 12 ). Remove the cotter pin and turn the nut in until it is finger-tight against the spacer, pinching the spacer against the brake base. 4. Back the nut off just enough so the spacer falls freely. Continue loosening the nut until the nearest slot aligns with the hole through the armature bolt. Insert a cotter pin to lock the nut in position. Bend one tab on the cotter pin to retain it in the nut. 5. To check the adjustment, slide the spacer up using a suitable tool and hold it in place. De-energize the magnet and then release the spacer. The thick end of the spacer should now be pinched between the nut and the base, and there should be little or no gap between the magnet case and the armature. Energize the magnet. The spacer should fall freely to the lower position.

Pinch point between nut and base can cause personal injury. Never place fingers between the nut and base. Use a tool to hold the spacer in place.


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P&H Figure 13: Shoe Holder and Adjusting Nuts

Shoe Holder Pivot Tension Adjustments Provisions are incorporated to adjust tension at the pivot points of all four shoe holders. Factory setting are usually good for the life of the brakes. The shoe holders nearest the armature are equipped with a pivot shaft, which has a nut at each end (See Figure 13). The other shoe holders are attached at their pivot points by a bolt and nut (See Figure 14). Separate procedures are outlined below for each shoe holder: NOTICE If Belleville spring washers are used, then at all washers must be assembled with the outer rims against the flat washers and the inner rims against the nuts. 1. If this is a hoist brake, lower the bottom block to the floor. 2. Adjust the shoe holders nearest the armature as follows (See Figure13): A. Tighten the hex nuts on each end of the pivot to pull the parts together. The pivot shaft must extend an equal amount beyond the nuts on both ends to ensure that the shoulder of the pivot shaft remains within the hole in the link. B. Loosen both nuts an equal number of turns until completely loose. C. Install one nut, finger-tight. Then tighten it an additional 1/6 of a turn (60°) plus an amount necessary to align a slot in the nut with a hole in the shaft. Install the cotter pin to lock the nut into position. D. Install the other nut finger tight and then tighten it an additional 1/3 of a turn (120°). Either loosen or tighten the nut to align the nearest slot in the hole through the pivot shaft. Insert a cotter pin to lock the nut in position. 3. Adjust the pivot tension of the opposite shoe holder as follows, (See Figure 14 on page 10): A. Tighten the nuts on the pivot bolts finger-tight. B. Tighten the nuts an additional 1/6 of a turn (60°). C. Either tighten or loosen each nut to align the nearest slot in the nut with the hole through the bolt. Insert a cotter pin to lock each nut in position.


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P&H Figure 14: Shoe Holder Pivot Capscrews and

Adjusting Nuts

Base Friction Bolt Adjustment This adjustment preloads the friction bolts by compressing the Belleville spring washers located under the heads of the friction bolts and under the nuts threaded onto the bolts (See Figure 15). The correct setting is vital to proper operation of the self adjustment feature. Factory settings are usually good for the life of the brake. However, if looseness or abnormal wear is observed, adjust as follows: NOTICE Friction bolts shown in Figure 15 must be free to move. Do not allow paint on Belleville washers or rod surfaces against which Belleville washers press. This would disable the self-adjusting feature. NOTICE Each set of Belleville spring washers must be assembled as shown in Figure 15. 1. Tighten the nuts on the friction bolts evenly until all Belleville spring washers are just flattened out. Do not over tighten.


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P&H Figure 15: Base Friction Stop Adjustment

Figure 16: Turning Brake Rod

2. In turn, loosen the nuts a full 1/2 turn (180°). Then, either tighten or loosen each nut to align the nearest slot in the nut with the hole through the bolt. Insert cotter pins to hold the nuts in position. This completes the adjustment. Brake Rod and Self-Adjusting Mechanism Adjustment The brake rod adjustment is very critical because it affects operation of the self-adjustment mechanism and establishes both the magnet air gap and lining-to-brake wheel clearance. A misadjusted brake rod can greatly accelerate lining wear. By preventing a sufficient number of adjusting spacers from dropping onto the rod as the lining wears, a misadjusted brake rod can lead to failure of the brake to hold. Once the brake rod has been properly adjusted, consider the adjustment to be permanent. Factory settings are usually good for the life of the brake. NOTICE Perform the adjustment procedure outlined under the topic, Base Friction Bolt Adjustment, before attempting to adjust the brake rod. 1. Release the brake, either manually or magnetically, as described under the topic, Releasing the Brake. Note the precautions under that topic.


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P&H 2. Remove the top cover from the adjusting spacer housing, to allow the spacers to be observed. NOTICE The objective in Steps 3, 4, and 5 is to set the base friction bolts in their upper-most position. In performing Step 5, the brake shoe links are used as levers to raise the base friction bolts in their mounting holes. The Belleville spring washers will hold the bolts in position. 3. Loosen the brake rod locknut (see Figure 16). 4. Back the brake rod out of the pivot link until a total of five adjusting spacers are in the DOWN position. 5. Move all adjusting spacers to the “up” position and hold them there while tapping against the tops of the brake shoe links with a rawhide hammer (or equal). This will provide clearance between both linings and the brake wheel. When no more link movement occurs, the base friction bolts are fully set in their upper-most position. All adjusting spacers should now remain in the “up” position, and will be hanging freely within the housing. 6. Turn the brake rod in until both linings are in contact with the wheel. Proper contact is achieved at the point where the wheel can no longer be rotated by hand. 7. Recheck to ensure that all the adjustment spacers are still “up”, and that none are binding within the housing. 8. Back the brake rod out until one spacer drops. The correct lining clearance exists at that point. 9. Hold the brake rod to keep it from turning, and tighten the locknut against the pivot link. 10. Replace the top plate on the adjusting spacer housing. 11. After several applications of the brake, check the magnet air gap (with brake set) at the mid-point of the armature (Figure 17 ). A gap in excess of the value listed indicates that there is considerable mechanical wear on the brake, and a complete brake overhaul or replacement should be considered in the near future. No adjustment should be attempted as a corrective measure.


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P&H Figure 17: Measuring Magnet Air Gap

Figure 18: Armature Position Indicator Switch Adjustment

Armature Position Indicator Switch Adjustment This switch is equipped with one set of normally open contacts and one set of normally closed contacts. It is a snap-action switch that trips each time the brake reaches its fully released position, and again as the brake leaves its fully released position. Adjust the mechanism as follows only if the switch trip point needs adjustment: 1. If this is a hoist brake, lower the bottom block to the floor.


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P&H

The following procedure is performed with electrical power applied to the brake coil. Do not work alone. This procedure should only be performed by a qualified electrician.

2. Disconnect the electrical leads from the switch terminals. 3. Loosen the nuts on the U-bolt that attaches the lever to its mounting bar (See Figure 18 ). Do not allow the lever to contact the switch roller. 4. Connect an ohmmeter from the common terminal to either of the other two terminals. Note, by the ohmmeter reading, whether the contacts being monitored are open or closed. 5. Energize the magnet (brake released). 6. With a 1/32 inch (0.03) shim or feeler gauge inserted between the switch roller and lever, rotate the lever down until the switch just trips, as observed by the ohmmeter reading. 7. Tighten the nuts on the U-bolt equally to lock the lever in position. Do not change the lever position 8. Remove the shim from between the lever and roller. The switch should again trip, as indicated by the change in ohmmeter reading. 9. Check the adjustment by setting and releasing the brake several times, with the ohmmeter connected. 10. With the brake set, the ohmmeter should read as in Step 6. With the brake released, the ohmmeter should read as in Step 8. Repeat the adjustment procedure, if necessary, to achieve these results. Reconnect the switch leads.

Figure 19: Quick Release Mechanism Adjustment

Quick Release Adjustment The quick release mechanism must be adjusted so that the handle is over center on the roller cam, is approximately parallel to the floor and pointing away from the brake wheel when the brake is fully released (the gap between magnet case and armature is closed). Proceed as follows only if required:


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P&H

The quick release lever will move with force to the set position which can cause personal injury and damage to the release mechanism. When releasing or resetting the brake using the quick release mechanism, keep firm grip on the operating lever until the lever is in the fully released position. 1. If this is a hoist brake, lower the bottom block to the floor. 2. Position the quick release handle in the “set” position. 3. Remove the two bolts that attach the side plates to the armature nut (see Figure 19 ). Slide the side plates off of the armature nut.

Figure 20: Releasing Brake Without Magnet Assist

4. Remove the two bolts that attach the support to the end cap. Remove the quick release mechanism assembly. 5. Determine the direction the armature nut must be rotated to correct the position of the quick release handle. 6. Adjust the armature nut, re-assemble the mechanism, and recheck the handle position with the brake released. 7. Repeat Steps 1 thru 6 until the handle position is correct (parallel to the floor, over center on the roller cam, and pointing away from the brake wheel). RELEASING THE BRAKE A standard brake can be released and then retained in that position by either of two methods. Both methods are described below. 1. Release the brake, using magnet assist, as follows: A. Energize the magnet, releasing the brake. B. Grasp the end of the armature bolt and pull the bolt outward.

The pinch point between the armature nut and brake can cause personal injury. Never place fingers between armature nut and brake. Use a tool to hold the spacer in position. C. Using a suitable tool, hold the thick portion of the spacer between the armature nut and the brake (See Figure 12). D. De-energize the brake coil. The spacer will prevent inward movement of the armature nut, thereby preventing the brake from resetting.


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P&H

Applying electrical power to the brake coil will cause the spacer to fall out, causing the brake to set, and may result in injury to personnel. Be sure that the brake coil is not energized before Step E is initiated. E. To return the brake to normal operation, energize the magnet. The spacer should fall from behind the armature nut; if not, push it down using a suitable tool; then adjust the nut. 2. To release the brake without using the magnet, proceed as follows: A. Mark the position of the armature nut on the armature bolt. B. Remove the cotter pin from the armature nut and tighten the nut against the base until the gap between the magnet case and armature closes up solidly (see Figure 20 ). The brake should then be released

Unexpected loss of load brakes will drop loads which can cause death or injury to personnel. The armature nut must be returned to its original position on the armature bolt and secured with the cotter pin to prevent brake failure. C. To restore the brake to normal operation, return the nut to its original position and lock the nut in place with cotter pin.

Table 2: Brake Shoe Lining Wear Allowance

MAINTENANCE Lubrication No periodic lubrication is required on the SBE type brakes. All pivot points are equipped with needle bearings, which are packed with a life-time lubricant and sealed. Oil or any other lubricant applied to any moving part of the brake will only trap airborne contaminants, thereby accelerating wear. Adjustments The adjustments described previously in this bulletin, once made, will not change with normal brake service. The spacer pack, through which the brake rod passes, automatically compensates for lining wear. Therefore, no periodic adjustments are required.


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P&H Inspection At regular intervals, check the thickness of the brake shoe linings. If the measured thickness at the center point of shoe curvature of either lining is equal to or less than the allowable minimum listed in Table 2, replace or reline both brake shoes. Brakes should be inspected to verify that the magnet air gap and the brake torque spring setting are correct. Electrical connections and mechanical joints should be inspected for tightness. Inspect the brake wheel Torque Lock ™ nut (or bent lockwasher) to ensure that neither is damaged or loose. Inspect the brake mounting bolts for proper tightness. Inspect the brake wheel for unusual scoring, overheating, cracking, or wear. Replace a damaged, cracked, or excessively worn brake wheel. Inspect the magnet air gap for accumulation of dirt and / or magnetic particles. If necessary, shut down operation of the motion and remove all contaminants from the air gap between the armature plate and the coil housing assembly. The frequency of this inspection and cleaning of the magnet air gap will depend upon the environmental conditions in which the brake operates. Inspect the condition of the bearings and bushings, as well as the electrical and mechanical integrity of the complete braking system. Make any repairs or adjustments required to ensure proper brake system operation. After the first year of service, and semi-annually thereafter, measure the clearance between each lining and the brake wheel (with the brake released), and calculate the average of the two clearance dimensions. Lining clearance is a result of the difference between the size of the holes in the “toes” of the brake links and the diameters of the friction stop bolts. This size difference will eventually increase, due to wear of the friction bolts, to the point where a measurable increase in average lining clearance will result. When the average lining clearance reaches the limit listed in Table 3 below, the friction stop bolts should be replaced. The average lining clearance dimension is obtained by measuring the clearance between both linings and the wheel, and dividing the sum of these dimensions by two.

Table 3: Brake Lining Clearance Allowance


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P&H PARTS REPLACEMENT NOTICE Following any adjustment or repair of the brake, test the operation of the brake as described, under the topic, Operational Test. General Detailed procedures for both brake shoe and coil replacement are covered earlier in this bulletin. Procedures for removing and installing the motor and brake as an assembly, and replacement of the brake wheel, are provided in the following topic. For other parts replacement, or a complete tear down and rebuild, refer to the exploded view in Figure 24. Note that torque values for certain bolts are given in Table 4. NOTICE After a brake has been repaired or rebuilt, perform a complete adjustment of the brake, as outlined under the topic, Complete Adjustment

Figure 21: Removing Bolts From Link Pivot Block

Removal/Installation of Motor and Brake If it is necessary to remove the motor and brake as an assembly for any reason, use the following procedure: NOTICE If any machining is performed on the brake wheel, it must be balanced before it is returned to service. Refer to NEMA STANDARD ICS 2-220 for maximum allowable wheel wear. 1. Remove both shoe assemblies as described under the topic, Replacing the Brake Shoes. 2. Remove the bolts from the pivot block, while holding the spacer plate housing to prevent it from falling (see Figure 21). NOTICE Hold the flat washer against the inner race of the needle bearing to prevent the inner race from withdrawing with the bolt.


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P&H 3. Swing the entire brake rod assembly back toward the coil assembly (See Figure 22). NOTICE Do not disturb the position of the brake rod by turning it into or out of the pivot link. Doing so will alter the brake rod adjustment. 4. Remove the motor and brake wheel by lifting straight up until the wheel clears the brake links. 5. Install the motor and brake wheel by lowering it into place. 6. Reinstall the shoe assemblies as described under the topic, Replacing the Brake Shoes. NOTICE If the brake links were bumped out of position by the wheel during removal or installation, tap or push the links back into position against the new wheel. 7. Lower the brake rod assembly until it is nearly in place. Then, reach into the adjusting spacer housing and push all spacers up against the top cover, beginning with the closest spacer. This will allow the spring to pull the spacer stop back into the housing and the spacer plates will all be in the “up” position. 8. Slowly push the adjusting spacer housing toward the brake wheel until the pivot bolts can be screwed into the pivot block. Then install and tighten the pivot bolts (See Figure 23). NOTICE Performing Steps 7 and 8 as described ensures that the same number of adjusting spacers will be “down” as were prior to removing the motor and brake wheel. Therefore, the magnet air gap will remain within the specified range. 9. Ensure that all shoe holder screws and pivot block bolts are tight. When reinstalling or replacing pivot bolts (Items 1, 2, and 3 on Figure 24), tighten them to the recommended torques listed in the following table. Clean the threads thoroughly before installing and apply NYLOK VC-3 No. 205 (or equal) to 5 full threads in the area that engages the mating threads when assembled. 10. Restore the brake to normal operation as described in Step 1E or 2C of the topic, Releasing the Brake.


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P&H Figure 22: Brake Rod Assembly Swung Clear of Brake Assembly

Table 4: Recommended Pivot Bolt Torques

Brake Wheel Replacement (For Units with Torque Lock™ Nut) Use the following procedure to remove and install a brake wheel secured with a Torque Lock ™ nut: 1. If this is a hoist brake, lower the load to the floor.

Hazardous voltage will cause burns, injury, or death. Disconnect, lock open, and tag the power source which feeds this device to prevent power from being applied while inspection and repairs are being performed. Before beginning repairs, try the operational controls to verify that the intended power source is disconnected. 2. Disconnect, lock open, and tag the disconnect switch which feeds the equipment to prevent power from being applied while service is being performed. 3. Leave the brake set. 4. Loosen the jack bolts by only 1/2 of a turn each. Follow the pattern shown in Figure 3 on page 3 for the type of nut being used. Continue loosening in this manner until the jack bolts are flush with the back side of the Torque Lock ™ nut.


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P&H

Death or injury to personnel can result if the Torque Lock™ nut is completely removed because the wheel could spring off a tapered shaft. Do not remove the nut until the brake wheel has been loosened from the shaft. 5. After torque has been removed from the jack bolts, loosen the there is approximately 1/4 inch clearance between the hardened washer and the Torque Lock ™ nut. 6. Release the brake as described under the topic, Releasing The Brake.

Figure 23: Reinstalling Bolts in Pivot Block


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P&H Table 5: Hex Locknut to Torque Lock™ Conversion

7. Loosen brake wheel from the shaft using a wheel puller or by tapping the back edge of the wheel with a lead hammer. 8. After the wheel is loosened, remove the Torque Lock™ nut. 9. Remove the brake wheel. 10. Install the brake wheel as described under the topic, Brake Wheel Installation. Brake Wheel Replacement (Hex Nut and Bent Lockwasher) NOTICE It is recommended that when removing brake wheel secured with hex nut and lockwasher, the wheel be reinstalled with the more efficient Torque Lock™ nut. Refer to Table 5 for parts information. Use the following procedure to remove and install the brake wheel secured with a bent lockwasher and hex nut:


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P&H 1. If this is a hoist brake, lower the load to the floor.

Hazardous voltage will cause burns, injury, or death. Disconnect, lock open, and tag the power source which feeds this device to prevent power from being applied while inspection and repairs are being performed. Before beginning repairs, try the operational controls to verify that the intended power source is disconnected. 2. Disconnect, lock open, and tag the disconnect switch which feeds the equipment to prevent power from being applied while service is being performed. 3. Set the brake. 4. Straighten the bent tab on the bent lockwasher. Discard the lockwasher. Always use a new bent lockwasher whenever the brake wheel is reinstalled. 5. Loosen nut, but do not remove completely. 6. Release the brake as described under the topic, Releasing The Brake. 7. Remove and pull the brake wheel from the motor shaft.

Failure to properly install the hex nut and bent lockwasher will result in the brake wheel working its way off the motor shaft, resulting in the loss of brakes, which may cause injury or death. Do not operate this brake unless the brake wheel has been secured to the motor shaft as described in the following procedure. 8. Install the brake wheel as previously described under the topic, Brake Wheel Installation. Relining Brake Shoes It is not recommended that shoes be relined in the field. New shoe lining assemblies can be ordered as repair parts. Factory rebuilt shoes are also available, through the P&H Material Handling NuLife Program. Under this program, credit will be allowed for old shoes in usable condition. To assist those customers who choose to order replacement linings and do their own relining, instructions are provided with each set of replacement linings. These instructions must be followed exactly to ensure proper bonding of the linings to the shoes. STORAGE In the event that a new brake assembly will not be immediately installed, it can be stored for a reasonable length of time with only a minimum of preparation. All that is recommended is that the brake assembly be protected from direct exposure to the elements. Covering the assembly with canvas or a heavy plastic sheet will provide adequate protection while in storage. NOTICE During storage, some rust may form on the surface of the brake wheel. This is no cause for concern, nor is it necessary to clean the wheel before placing the wheel in service. The first few brake applications will polish the wheel.


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P&H If a brake assembly that has been in service is to be removed and stored temporarily, the same preparations recommended above for a new brake should be made. In addition, the complete assembly should be thoroughly cleaned and painted surfaces should be touched up or completely repainted, as appropriate. NOTICE Do not paint the machine seat for the friction bolt Belleville washers as this will prevent bolt movement as required. Paint in this area will disable the self-adjusting capability of the brake.

Figure 24: Type SBE Brake, Exploded View


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P&H

KONECRANE E-LIBRARY

PERIGRIP


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PERIGRIP AC Magnetic Industrial Shoe Brakes


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PERIGRIP

Adjustment Adjustment for lining wear is easily carried out, without tools, by releasing the locking plunger and turning the knurled nut. Installation 1. Before mounting broke, check for freedom of action and motion of all four Pivot Pins. If tight, remove, clean and lightly grease. 2. Open brake action by rotating Manual Re-lease and fit brake over wheel so that the Shoes align with wheel faces, allowing for Shoe float. If brake resists, gradually loosen the Lining Wear Take-up Nut. With brake in proper position, disengage Manual Release allowing Shoes to grip wheel. If necessary, gradually tighten the Lining Wear Take-up Nut for a firm grip. 3. Position a substantially solid brake Base support "A" distance below motor shaft center, and accurately level both laterally and transversely as checked with a good far machinist's bubble level. If possible, fasten support at both ends for maximum rigidity. After final bolting down, re-check that dimensions B1 and B2 are as equal as possible and that dimension "A" is accurately attained

ALWAYS ORDER SERVICE PARTS BY PART NAME AND NAME PLATE DATA. IF NAME PLATE IS MISSING, GIVE WHEEL DIAMETER AND ELECTRICAL SERVICE DATA

4. A most important thought to bear in mind is that Perigrip Brakes operate on a double pivot principle and therefore, only flexible conduit of proper free length can be used for the electrical hook up. Also, after brake has been mounted, clean underneath both Drive and Idler Arms along the top of the brake Base and check to make sure that there are no obstructions to hinder the pivot action of either Arm. 5. Prior to any electrical operation, brake must be adjusted at two points. First, hand compress the Clapper Arm into the Coil center all the way without any undue forward push by placing the hand fingers at the back of the Coil and the thumb or palm against the Clapper Arm and squeezing together; at the same time, with the other hand, tighten the Lining Wear Take-Up Nut until, with release of the hand, the Clapper Arm travel is about half of the full travel. Another method of making this adjustment is by using the face of the Coil as a reference guide, draw a vertical scratch on the bottom part of the Clapper Arm that travels into the Coil center with the Clapper Arm pushed all the way in; and then draw another line with the Clapper Arm all the way, out and resting against the Clapper Retainer. Measure the distance between the two marks and then draw a third scratch half way in between. Tighten the Lining Wear Take-Up Nut until the half way in between mark is in line with the face of the Coil.


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PERIGRIP

Understandably, this adjustment will have to be repeated after initial break-in of fresh shoe linings and thereafter, as linings wear with use. With this particular adjustment, always make sure that the locking plunger of the Lining Wear Take-Up Nut is positively engaged and locked in. The second required adjustment concerns the Shoe Equalizer located at the front of the brake. Again, hand compress the Clapper Arm into the Coil center as before and check the clearance between each shoe lining and the brake wheel surface. For reasons of good pivot balance and even lining wear, these clearances must be as equal as possible. Loosen the Lock Nut and tighten the adjustment if the front shoe drags, or loosen if the back shoe drags. Remember to re-tighten the Lock Nut for positive retention of adjustment. 6. Shoe lining wear is noted by a gradual decrease in the clearance or space between the Clapper Arm and the Clapper Retainer. Once there is actual contact, the brake is out of adjustment and must be re-adjusted before the Retainer breaks and results in a complete brake failure. When required, shoes can be easily replaced by removing the retainer snap rings from one end of the Shoe Pivot Pins and then withdrawing the Pins while hand supporting the shoe. 7. Both the two Shoe Pivot Pins and the two Arm Pivot Pins should be cleaned and lightly greased, usually at the time of lining replacements. A touch of grease should also be applied to the cone shaped cavity inside the top of the Clapper Arm as well as the ball end of the Drive Rod. While in this location, apply a few drops of clean light machine oil to both sides of the Clapper Arm pin. 8. During times of maintenance, feeler gage the brake air gap. Particularly if the brake refuses to remain in adjustment or loses its ability to hold. The gap is formed by the upper lamination face of the Clapper Arm and the upper projected lamination face of the Drive Arm is viewed from either side just above the Coil face and with the Clap per Arm pushed all the way into the Coil center. A new brake will have a gap of 0.015 to 0.020 inches. As the laminations become hammered and peened with use, this gap will gradually diminish and formal recommendations are that once the gap is down to 0.005 or less, o replacement of the Clapper and Drive Arm assemblies be made. Excessive jogging of the brake should be avoided in order to preserve this air gap as long as possible. 9. The ball end of the Drive Rod can also become worn in time as evidenced by proper magnetic action of the Clapper Arm without consequent drive of the Drive Rod. Correction can be easily made by removing one or two of the Spacer Clips located just behind the square portion of the Drive Rod.

KONECRANE E-LIBRARY

R & M


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R & M DATA SHEET FRICTION DISC


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R & M M-4A BRAKE

INSTRUCTIONS

TORQUE ADJUSTMENT : Brakes used on hoist motion drives are to be adjusted for maximum torque. Brakes used on trolley and crane motion drives can be adjusted to provide stopping action to suit operations. To adjust, loosen jam nuts at adjusting nuts "A" and adjust both sides equally as indicated by direction of arrows. Relock jam nuts after proper setting is determined. WEAR ADJUSTMENT: Loosen jam nuts at adjusting nuts "B" and adjust both sides to get uniform 1/32'' (.031") air gap in magnet assembly. Relock jam nuts securely and recheck to insure proper air gap. Adjustment for wear is indicated when air gap exceeds 1/16". Friction disc should be replaced when worn to 1/8" thickness. ELECTRICAL CONNECTIONS Units having dual voltage drive motors for 230/460 volt power supplies generally (see note below) have brake leads connected internally to accept 230 volt brake coils. Drives in this category are all single speed and include J1 and J2 hoist motion drives plus trolley and crane drive gear motors in the rectangular gear box configuration. Connections for these units per Diagram 1. Brake Reference 27-12041-001.


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R & M NOTE: Exception required as noted below on all drives using ballast resistors. Units having single voltage drive motors accept only line voltage brake coils. Drives in this category include all 2 speed motors and trolley and crane drive gear motors in the round gear box configuration. Connections for these units per Diagram II. NOTE: All drives using ballast resistors require line voltage coils--connections as per Diagram-III.

Brake reference 27-12041-001 230 volts. Brake reference 27-12041-002 460 volts.


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R & M M1 MOTOR BRAKE F1 M2 MOTOR BRAKE F2


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R & M M5 MOTOR BRAKE

F1 / F2 HOIST


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R & M MOTOF BRAKE

TYPE - D


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J3 HOIST


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R & M MOTOR BRAKE

J3 SERIES Z


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R & M MOTOR BRAKE J3 SERIES Z

* Pole piece and motor head assembly is obsolete . We can furnish the E-Frames only (part # 22-07923-1322). Quantity required is 4. To install remove old E-Frames and weld new to motor head. Then it is necessary to have E-Frames surface ground.


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F2 HOIST


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R & M

M3 MOTOR BRAKE F3 HOIST


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J1 and J2


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J1 & J2

Old style parts may not be available. If unavailable, brake may be serviced by converting to a new style type R4 brake.

230 Volt "M to R" kit 27-12041-007 460 Volt 'M to R" kit 27-12041-008

Refer to conversion pages for additional information.


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J 3 HOIST SERIES A, B, C


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J3 HOIST SERIES A, B, C


230 Volt "M to R" kit 27-12041-007 460 Volt “M to R" kit 27-12041-008



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R & M M4 MOTOR BRAKE TROLLEY BRAKE

END TRUCK BRAKE


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R & M M4 MOTOR BRAKE TROLLEY BRAKE

END TRUCK BRAKE


230 Volt "M to R" kit 27-12041-007 460 Volt “M to R" kit 27-12041-008



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R & M TYPE M4 CONVERSION

TO TYPE R4

R4A-4.0 Single Disc R4A-8.0 Double Disc

A type M4 brake may be converted to a type R4 by utilizing an N to R conversion kit and following the instructions listed below. To order the kit, you must specify if the brake being

converted is a single or two disc unit and coil operating voltage. In addition to the parts provided in the kit, "Loctite” Thread locker 242 or equivalent will be required.

WARNING: before starting conversion be sure:

- Electric power has been completely cut off from equipment. Lock power switch or use other

means to insure electrical power cannot be turned on while working on equipment. .Arrange to have a stable, safe work area to perform the conversion.


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R & M CONVERSION INSTRUCTIONS

1. Remove brake cover and measure length of compressed springs and record for future use. 2. Disassemble brake parts but do not remove hub. 3. Replace old brake studs. Use Loctite or equivalent stud locking compound to secure studs in brake head. Caution – be sure to wipe off any excess as it could lock moving brake parts together. Do not use Loctite on adjusting nuts. 4. Reassemble brake placing thrust disc between armature plate assembly and friction disc. 5. Add 3/8” longer spacer on two disc R4-8 brakes only. Spacers are not to be used on single disc brake. 6. Coil should be retained in pole piece assembly with wedge by slipping wedge through slot below the pole piece, bend each side up, slip coil on and then bend down wedge ends. 7. Complete brake assembly except for cover, replacing both the armature and pole plate assemblies. 8. Adjust brake torque. Hoist Brake: Torque adjustment nut should be turned down tight against stud shoulder (spacer for 2 disc brake) and locked in place with jam nut. This provides maximum torque. Trolley or Bridge Brakes: Compress springs to length noted in step 1 and lock in place with jam nut. Each spring should be compressed to the same length. 9. Adjust brake air gap by turning air gap adjusting nuts. Air gap should be set to .015” to .030”. Air gap should be the same at each end. Lock adjusting nuts in place with jam nut and recheck air gap. 10. Be sure electrical connections have been properly made. Coil voltage marking should be the same as the one replaced. Be sure wires will not be rubbed by moving parts. 11. Add brake cover. Be sure all personnel are in a safe area, and test operation of equipment. Refer to maintenance manual supplied with equipment in case of operating difficulties.


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R & M R4 BRAKE

SINGLE DISC 1 HP MOTOR & UNDER


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R & M R4 BRAKE

DOUBLE DISC


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R & M M4 BRAKE TO

R4 BRAKE CONVERSION

Effective shipments beginning about October 1, 1983, R4 brakes were furnished on S-1 hoists, DR trolleys, DM bridges, and TR-3 trolley and bridge drives. The R4 is an improved version of the M4 brake which utilizes new armature and E-frame components as well as a new coil. Life tests indicate improved service life may be expected from these components. They also operate at a lower sound level than those of the M4 brakes. When existing stocks of M4 components are depleted, the M4 brake may be serviced by utilization of a conversion kit which includes all the necessary parts. The friction disc is the same for both the M4 and R4 brakes. Please note the friction discs and other parts which are the same for both the M4 and R4 brakes are not included in the conversion kit. These parts should be ordered in addition to the kits if they are required. Master service bulletin: Brakes, pages 9-9, 9-10, and 9-11 provide additional information. The individual component selection sheets for all of the equipment affected by this change have been revised to indicate the conversion kit which may be used.


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F3 HOIST

* Includes 22-08269-002 coil. If other voltage coil is desired, specify coil number on order. See page 17-1 for other coil voltage.


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F2 HOIST SERIES 2, A, B, C, D

6631


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342

R & M M5 EIOTOR BRAKE

F3 HOIST SERIES Y, Z, A, R, C, D, E


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F3 HOIST SERIES Y, Z, A, B, C, D, E


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R & M RM 5B MOTOR BRAKE

F2 HOIST SERIES Z, A, B, C, D


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R & M RM 5B MOTOR BRAKE

F3 HOIST SERIES Y, Z, A, B, C, D, E


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R & M M7 BRAKE F3 HOIST 45.2# BRAKE ASSY.


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347

R & M M7 BRAKE ASSY. F5 HOIST


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R & M M7C BRAKE ASSY. FRAME 6 SERIES A


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R & M M7C BRAKE ASSEMBLY

FRAME 6 SERIES B

ITEM


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R & M M10 BRAKE ASSEMBLY


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R & M FRAME 3

MOTOR BRAKE M7C 30.0#


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R & M M-5 MOTOR BRAKE

FRAME 2 HOIST


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R & M M-5 MOTOR BR4KE

FRAME 2 HOIST


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R & M Motor Brake Adjustment Brake requires adjustment when air gap reaches .110”' (see Fig. 10-1). To adjust brake, back off the jam nut (ref. # 9l43, front side of this page) and draw up the center screw (ref. # 9143, front side of this page) until firm (6 to 8 Ibs. force on a 10” wrench). Then back 3/4 of a turn. Relock In place with the jam nut. No other adjustment is needed. To check adjustment remove inspection plate (ref. # 9143, front side of this page). Air gap should now be approximately .060”.


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R & M RM-5B MOTOR BRAKE

FRAME 2 HOIST


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R & M RM-5B MOTOR BRAKE

FRAME 2 HOIST

When replacing M5 armature and pole plates, it is recommended the magnetic assembly be used. Note: You can not interchange M5 and RM5B armature and pole plate assemblies.


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R & M M5 BRAKE TO

RM5B BRAKE CONVERSION Effective shipments beginning about August 1, 1984, RM5B brakes will be furnished on Frame 2 Hoist. The RM5B is an improved version of the M5 brake which utilizes new armature and E-frame components as well as a new coil. Life tests indicate improved service life may be expected from these components. They also operate at a lower sound level than those of the M5 brakes. When existing stocks of M5 armature and pole plate assemblies are depleted, these parts will be serviced by utilization of magnet assembly (2103418053M) which includes all the necessary parts t o convert the brake to a RM5B. (Magnet parts are not individually interchangeable between M5 and RM5B). Please note the friction discs and other parts which are the same for both the M5 and RM5B brakes are not included in the conversion kit. These parts should be ordered in addition to the magnet assembly if they are required. We will continue to furnish brake coils for the M5 brake design for service replacement requirements. The individual component selection sheets for all of the equipment affected by this change have been revised to indicate the change. Reference numbers in the 9894 - 9918 series identify the revised brake design. Please note: 2306366008 replaced by 2306366009 2306566002 2306566003 2306366006 2306366009 2306366005 2306366009 2306566001 2306566003 2714042001 2714042002 2715042001 2715042002

2211697001 2211696001 2211699001 2103418053M 2103418044P 2103418048P 2211698005


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R & M BRAKE COIL CHART

VOLTAGE / RES.

PART NUMBER CYCLES Ω SPECIAL NOTES BRAKE USE 16-45241-003 230 Purchased as a M1 F 1/2 16-45241-004 275 set of four. M2 F2 16-45241-006 115 M3 F3

M5 F 1/2, F2, F3 . 22-08269-001 230/60 11.0

-002 115/60 2.8 -004 290/60 17.5 -005 575160 69.2 -006 480/60 44.3 -008 115/60 2.8 002 w / tropical M4 Jl, J2, J3

insulation. -009 110/50 3.9 M4 Trolley -017 230/60 11.0 001 w/fungas M4 Center

Protection Drive Varnish.

-018 240/60 11.2 M5,F2,F3 -019 480/60 44.0 -022 240/60 11.2 Special M7B,F3 -023 480/60 44.0 Special F5, C10 -024 550/25 382.0 C75 -025 460/60 44.3 006 w / tropical M7C Frame 6

insulation. -028 104/60 2.5 M10,C10,C75 -029 288/60 9.8 -030 416/60 39.1 -033 190/60 9.0 -034 416/50 43.7 -036 380/60 36.0

-037 104/60 2.5 028 w / tropical insulation . 22- 09373-001 230/60 13.2

-002 115/60 3.3 F3, M7B -003 290/60 21.2 -004 460/60 52.8 -005 575/60 33.2 -006 104/60 3.0 -007 208/60 11.9

Dual voltage 115/230 volt motors use 115 volt coil. 230/460 volt motors use 230 volt coils. Single voltage and 2 speed motors use line voltage.


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R & M MODEL A & L DISC BRAKE

ITEM # DESCRIPTION PART NUMBER #905 Brake Disc

Size “L” 23-08003-001 Size “A” 23-08003-002

#904 Brake Stator Size “L” 23-08003-003 Size “A” 23-08003-004

#903 Armature Assembly Size “L” 23-08003-005

#901 Brake Housing Cover Size “L” 23-08003-006


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R & M LOAD BRAKES

Figure 11A

Figure 11B

Fundamentally, the well designed electric hoist must perform two definite operations. In addition to the lifting and lowering of loads, it must be capable of suspending them in mid-air for indefinite periods of time without danger of slipping or dropping. An oversize Weston type load brake (Figs. 11-A, 11-B, 11-C) incorporated in the gearing of the R & M Series F Hoist automatically controls speed when the load is lowered and prevents dropping in the event of power failure. The spring clutch assembly for the load brake is self contained and is mounted on the drum spider casting. It revolves only when hoisting and is stationary when lowering.

The Weston type load brake always controls the load independently of the operator. It operates in an oil bath and requires no attention except to take up wear in the friction discs. When replacing discs be sure to coat the discs with a light film of oil before installing.


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R & M LOAD BRAKES F2 HOIST (Fig. 11-A) F3 and F5 HOISTS (Fig. 11-B) To adjust the load brake, remove the key from the reverse lever and the cap screw from the load brake gear. Turn gear, left hand, down firmly against linings. Screw lever down until there is .080 gap between the lever and gear. (Fig. 11-C). Some models have a stop that prevents getting less than this .080 gap; in this case screw the lever down until it stops. Next, back off lever, stopping at the first point where the keyways line up and the cap screw can be inserted between arrows on lever or within the dimensions shown in Fig. 11-C. The maximum back-off should not exceed 3/4 of a turn. Reinsert key and cap screw. Check adjustment by opening brake (turn gear right hand). There should still be clearance between the gear and lever when the cap screw engages with the lug on the reverse lever.

FIGURE 11 C

To adjust brake, pull the key from the cam nut, screw the cam nut in, leaving about 1/8-turn play, and replace the key. Gear cases normally require a minimum of maintenance. On some models, the motor brake is built into the gearcase cover. On these models, the brake parts must be removed and the brake coils disconnected prior to removing the cover. Care should be used to prevent damaging the oil seal around the brake shaft when the cover is removed and replaced. It is recommended that both the oil seal and gearcase cover gasket be replaced whenever inspection or servicing of the gearcase requires cover removal

Fill gearcase to oil level with lubrication as recommended in lubrication schedule prior to putting hoist back in service. Mechanical Load Brake Robbins 8 Myers' hoists, except those equipped


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R & M LOAD BRAKES with and. optional electric braking system, are furnished with a Weston-type mechanical load brake inside the hoist gearcase, which serves three purposes: 1) To suspend the load without power to the hoist and independent of the motor brake. 2) Controls the lowering speed by dissipating the energy from the overhauling load off the drum as heat in the sliding friction surfaces. 3) Reduces motor heating and motor brake wear by absorbing the potential and kinetic energy of a lowering load rather than dissipating this energy in these elements.

Figure 4-3

Operation of Load Brake In the hoisting direction, the load brake gear which is free to turn on the load brake shaft rotates with respect to the cam nut. See Figure 4-3. The thrust generated from the matching include surfaces on the cam nut and load brake gear compresses and locks the load brake. The freewheeling clutch assembly is free to rotate in the hoisting direction, and the load brake rotates as a unit and simply becomes part of the gear train. In the down direction, the free-wheeling clutch is locked, preventing rotation of the ratchet gear. Motor rotation causes load brake gear to back off the include surface of the cam nut. Pressure on friction discs is relieved allowing the overhauling load off drum to rotate the load brake against the friction surfaces, dissipating energy in the form of heat. Load brake adjustment instructions are shown in Section 6 on the Gearcase Parts Identification Sheet. Load Brake Adjustment All load brakes are self-adjusting and require a minimum of maintenance. Wear on friction disc should be checked during any gearcase maintenance. Replace discs when thickness reaches 1/32”.


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R & M LOAD BRAKES To adjust for disc wear, or reset after disc replacement, turn gear (left hand) down firmly against linings. Then assemble the reverse lever so the gap (see Figure 6-1a) is between 1/8" and 3/16". The load brake should be checked for proper holding action after any load brake maintenance is to check to see whether load brake is holding properly, attach approximately 25% capacity load to hook and raise off floor 6". Release motor brake by backing off adjusting nuts. Load should remain suspended. It load drifts to floor, check for malfunctioning spring clutch assembly or worn friction discs. Repair / replace as necessary. NOTE: Severe impact or shock loads on hook due to improper handling of loads may result in a locked load brake. Load can be raised, but motor torque is not sufficient to unlock brake to permit lowering, and motor stalls. If

load brake does not release after several inchings of the down button, the load must be removed from the hook before manual efforts are mode to unlock the brake. It is recommended that the unlocking and sub-

sequent inspection of the load brake be opened by a serviceman experienced in these areas.


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R & M


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R & M LOAD BRAKES

LOAD BRAKE


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R & M LOAD BRAKES All load brakes are self-adjusting and require a minimum of maintenance. Wear on friction disc should be checked during any gear case maintenance. Replace discs when thickness reaches 1/16”. To adjust for disc wear, or reset after disc replacement, remove the key from the cam nut. Rotate cam nut load brake gear until brake is closed snugly. Back off cam nut load brake gear just enough to replace key in the first available key slot. Retighten load bake gear and check the clearance between the cam nut and spider gear shoulders. The clearance should be between 1/8” and 3/8”. If the gap is less than 1/8" it will be necessary to use the second available key slot. In no case should initial gap adjustment exceed 7/16". Brake should be readjusted whenever gap exceeds 5/8". See Figure 6-1. The load brake should be checked for proper holding action after any load brake maintenance is performed. To check to see whether load brake is holding properly, attach approximately a 25% capacity load to hook and raise off floor 6". Release motor brake by backing off center adjusting screw approximately 2 turns. Load should remain suspended. If load drifts to floor, check for malfunctioning spring clutch assembly or worn friction discs. Repair / replace as necessary. Note: Severe impact or shock loads on hook due t o improper handling of loads may result in a locked load brake. Load can be raised, but motor torque is not sufficient t o unlock brake to permit lowering, and motor stalls. If load brake does not release after several inchings of the down button, the load must be removed from the hook before manual efforts are made to unlock the brake. It is recommended that the unlocking and subsequent inspection of load brake be performed by a serviceman experienced in these areas. Figure 6-1

When replacing clutch spring always use 12 3/4 coil spring no. 22-09561-003. On units built prior to June 1982 it is recommended this replacement be made a part of any service routine involving the load brake. When replacing friction discs always use discs marked D-479A as shown.

KONECRANE E-LIBRARY

REULAND


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REULAND

Note: For horsepower ratings and speeds not shown, full load torque may be calculated using the following formula:

HP x 5252 Full Load Torque (Ib/ft) = -------------------

Full Load RPM

Disc Wear: Frequent disc replacement, due to excessive wear, is a common brake problem. As a general guideline, on applications where the thermal requirement is 50-100% of the above limit, brake selection should be considered from a disc wear standpoint. Since disc wear is primarily a function of the sliding of the disc on the stationary mating surfaces, the essential information will be the total inertia, shaft speed, number of stops and the torque setting of the brake. Contact the factory for recommendations regarding disc wear.

Thermal Capacities


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REULAND REULAND ELECTRIC COMPANY

MODEL – ELECTRICAL BRAKES

BRAKE

SIZE “A” “L & B” “C” “C-2”

TORQUE RATING

3 LBS TO

10 LBS

12,5 LBS TO

15 LBS

3 LBS TO

35 LBS

50. 60 &

70 LBS

105, 120 &

150 LBS 200 22B5 32B6 33B6 38B6 38B6 208 4B9 24B9 15B3 14B8 14B8 220 4B6 25B1 14B2 14B3 14B3 230 29B2 29B3 29B6 29B3 29B8 240 18B6 25B2 16B2 15B9 15B9 416 7B4 25B6 15B7 15B2 15B2 400 33B6 34B3 19B4 37B9 37B9 440 4B7 25B7 13B9 14B5 14B5 460 29B4 29B5 29B7 29B9 29B9 480 5B7 25B8 16B1 14B9 14B9 550 4B8 25B9 15B5 14B7 14B7 575 31B2 26B4 31B4 23B9 23B9 600 10B4 26B0 18B3 23B3 23B3

200/400 31B9 208/416 18B5 25B3 15B6 15B1 15B1 220/440 7B8 25B4 15B4 14B6 14B6 230/460 32B7 32B5 32B2 32B3 32B3 240/480 18B4 25B5 16B3 15B3 15B3

115V *38B9 38B7

D.C.

* L SIZE ONLY

NOTE: IF LONG LEADS ARE SPECIFIED ON MOTOR, THEY MUST ALSO BE SPECIFIED ON A MOTOR-MOUNTED BRAKE.


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REULAND


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REULAND


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371

REULAND


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372

REULAND


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373

REULAND


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374

REULAND


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375

REULAND


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376

REULAND DIRECT ACTING BRAKE

SIZE A & B MAINTENANCE INSTRUCTIONS The Stator-armature air gap is factory set and requires no resetting, even when installing a new friction disc. However, as with any electro-mechanical device periodic inspection will insure optimum performance. Recommended inspection procedure is as follows. 1. Inspect brake disc every 3,000 cycles. The disc should be replaced when worn to .475” thickness. 2. Inspect brake disc for general condition, and signs of unusual wear, remove any build-up of wear particles. 3. Inspect all bolts; hub set screws, etc. for tightness. WARNING Brake failure my be caused by improper application and/or lack of maintenance. Additional means shall be provided to insure safety of personnel if injury could be caused by brake failure. Do not energize brake with cover assembly removed. Wound stator can be damaged, voiding warranty.


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377

REULAND


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378

REULAND SIZE C


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379

REULAND SIZE L

Remove four cap screws from cover Brake now comes apart in three pieces, Housing Remove pal nuts from cap screws in stator Base, complete with windings: Spline hub: and housing base assembly. Align brake lead Cover assembly. Hole in stator plate with corresponding hole In motor end bell and feed brake leads into Motor. (some brake units have alternate External leads). Mount brake stator/housing Base assembly to motor using care to insure The “lining up” of the register fit of the housing Base with the register of the motor end bell Face. Use cap screws supplied (1/2-13X1-1/4) to secure brake housing assembly in place.

Position brake spline hub on motor shaft (see Using care to insure proper mating of hub spline and Instructions for replacing brake disc. Fig. 1 for installation location) Tighten set brake disc, secure cover assembly to housing base Remove snap rings (A) and adjusting screws. (rotate adjusting nuts to clear housing base). If cover nuts (B) from the torque adjusting Assembly fails to align easily with register of housing screws (C) which allows removal of Base, releasing of brake release levers momentarily armature (D) from brake cover Will allow centering of brake disc and alignment of fit. assembly. Brake disc (E) may now be Secure with cap screws furnished. And return release removed for replacement. Reassemble Levers to normal position. In reverse order.


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380

REULAND SIZE XH


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381

REULAND SIZE XA OR XB


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382

REULAND

KONECRANE E-LIBRARY

SEW EURODRIVE


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383

EURODRIVE


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EURODRIVE


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EURODRIVE


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EURODRIVE Adjustment When the brake air gap has exceeded the maximum values listed in the above table, the brake should be readjusted. 1. Remove the fan cover (14), fan snapring, fan (17), rubber seal (2), and any accessories at the fan end. 2. Insert a feeler gauge between the brake coil body (21) and the stationary disc (22), tighten the adjusting nuts (19) until the minimum value for the air gap is reached equally around the brake. With motor size 160L and up (brakes BM30 to BM62) first screw the threaded bushings (24) into the end shield. After setting the air gap, lock the bushings (24) against the coil body. 3. Ensure a play of 0.06" to 0.08" (1.5 to 2 mm) in the releasing arm. See “THE HAND RELEASE MECHANISM.” 4. Reinstall sealing band (2), accessories, and fan guard (14). Replacement of the Brake Disc (26) Extended operation of the brake may wear the brake disc (26) beyond acceptable limits. The thickness of the brake disc can be measured to determine if this has occurred.

If the brake disc (26) is worn below the measurement given, it must be replaced. If the thickness is greater than the specification above, the brake disc is still usable and the brake can be re-adjusted. The Hand Release Mechanism Most of our brakes are supplied with a hand-operated release lever. This allows opening of the brake without applying power, allowing for adjustments on the driven machinery. There are two brake release mechanisms available: The “BMHR” (4) type requires a lever to be inserted into the release arm. To open the brake, pull the lever away from the motor. It will re-engage automatically, once the lever is released. The lever, when not used, is attached to the motor's cooling fins with clamps. The screw-type “BMHF” (5) arrangement requires a hexagon key which, when turned clockwise, opens the brake. Since the stationary disc (22) will move away from the coil body during the brake's operation, it is vital that there is free play (floating clearance) on the release arm of 0.060"-0.080" (1.5-2.0 mm). The springs (11) should be placed between the arm (7) and the nuts (12) to eliminate noise.


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EURODRIVE The brake release mechanism is not used to change the brake's torque setting. There must always be clearance on the lever.

Brake Coil Resistance


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EURODRIVE

DT-MOTORS BRAKE ADJUSTMENT

PROCEDURE: 1. Remove fan guard. 2. Slide the rubber seal over so the stationary disc and brass shim are exposed. 3. Tighten up the 3 brake adjustment nuts lightly. 4. Back off the 3 brake adjustment nuts approx. 1/4 turn. The brake air gap between the shim and stationary disc must now be .004" - .008" all around. NOTE: The air gap must be equal all around to assure proper braking operation.

5. Replace rubber seal and fan guard.

KONECRANE E-LIBRARY

SHEPARD NILES


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389

SHEPARD NILES Motor Brakes

ALWAYS GIVE HOIST SERIAL NUMBER WHEN ORDERING PARTS

Braking power may be varied by moving the fulcrum "Y". No. 1 position gives maximum power, No. 6 position minimum power. Factory setting is shown on the Name Plate attached to the brake case. Bridge and trolley brakes may be adjusted as desired. Hoist brakes should never be reduced in power from the factory setting. As the friction surfaces wear the air gap "G" will increase. It should never be allowed to exceed the maximum shown on the name Plate. It is preferable to keep the air gap considerably below maximum. To reduce the air gap, remove the pin X-98, turn the part X-96 counter-clockwise until the minimum air gap is restored.


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390

SHEPARD NILES

ADJUSTMENT OF CLAPPER TYPE ELECTRIC BRAKE Factory setting is shown on the name plate attached to the brake case. Fulcrum Position No. 1 (nearest to center) giving maximum power and Position No. 6 (farthest from center) giving minimum power. Hoist brakes should never be reduced in power from the factory setting. As the friction surfaces wear the air gap "G” will increase. It should never be allowed to exceed the maximum shown on the name plate. It is permissible lo keep the air gap considerably below the maximum. To reduce the air gap, remove the upper hinge pin (Item 5), turn the spring bolt (Item 11) Counter-clockwise a few turns then reinsert hinge pin (Item 5) and check air gap. It may be necessary to repeat this operation a few times to obtain the proper gap setting.


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391

SHEPARD NILES


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392

SHEPARD NILES

DRY ELECTRIC BRAKE - OPERATOR & COIL - AC

CLASS RB ADJUSTMENT OF CLAPPER TYPE ELECTRIC BRAKE Factory setting is shown on !he name plate attached to the brake case. Fulcrum Position No. 1 (nearest to center) giving maximum power and Position No. 6 (farthest from center) giving minimum power. Hoist brakes should never be reduced in power from the factory setting. As the friction surfaces wear the air gap "G” will increase. It should never be allowed to exceed the maximum shown on the name plate. It is permissible lo keep the air gap considerably below the maximum. To reduce the air gap, remove the upper hinge pin (Item 3), turn the spring bolt (Item 12) Counter-clockwise a few turns then reinsert hinge pin (Item 3) and check air gap. It may be necessary to repeat this operation a few times to obtain the proper gap setting.


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SHEPARD NILES

ADJUSTMENT OF CLAPPER TYPE ELECTRIC BRAKE FACTORY SETTING IS SHOWN ON THE NAME PLATE ATTACHED TO THE BRAKE CASE. FULCRUM POSITION NO. 1 (NEAREST TO CENTER) GIVING MAXIMUM POWER AND POSITION NO. 6 (FARTHEST FROM CENTER) GIVING MINIMUM POWER. HOIST BRAKES SHOULD NEVER BE REDUCED IN POWER FROM THE FACI'ORY SETTING. AS THE FRICTION SURFACES WEAR THE AIR GAP "G" WILL INCREASE. IT SHOULD NEVER BE ALLOWED TO EXCEED THE MAXIMUM SHOWN ON THE NAME PLATE. I T I S PREFERABLE TO KEEP THE AIR GAP CONSIDERABLY BELOW THE MAXIMUM. TO REDUCE THE AIR GAP, REMOVE THE UPPER HINGE PIN ( 18), TURN THE SPRING BOLT ( 4 ) COUNTER-CLOCKWISE A FEW TURNS, THEN INSERT HINGE PIN (18) AND CHECK AIR GAP. IT MAY BE NECESSARY TO REPEAT THIS OPERATION A FEW TIMES TO OBTAIN THE PROPER GAP SETTING.


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395

SHEPARD NILES


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SHEPARD NILES


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SHEPARD NILES


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SHEPARD NILES


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SHEPARD NILES SERIES 50, 150 AND 350 ELECTRIC BRAKE

(INCLUDING SHOE BRAKES) Trouble Shooting Check 1. With the power off, check cold coil resistance. The coil resistance, across its two leads, should be about 20-OHMS for a Series 50 brake, about 73-OHMS for a Series-150 brake, and 145-OHMS for a Series-350 brake. This will show if an open or shorted coil exists. 2. If the coil tests out correctly, take an alligator clip lead (or jumper wire) and install it across Terminals #I and #2 on the PCM (phase control module). This will cause the rectifier to supply full D.C. power to the brake when going up or down. Then, pressing either the up or down button (with power on), if the brake does not release, the fuse or rectifier is bad. If the brake releases and stays released, then the resistor or potentiometer setting is bad. If there is a fixed resistor wired across #3 or #4 on the PCM. this should be replaced with an adjustable potentiometer, part #T-28815-354, 350-K, 2 watts. Remove the power to the hoist 3. The potentiometer must have two leads soldered to it, to determine what two terminals to use on the potentiometer. Use an Ohmmeter and select the center terminal and another terminal on the potentiometer and rotate the adjustment screw. The OHMS should decrease when it is rotated clockwise and increase when rotated counter-clockwise. If it does this, these are the desired terminals to use on the potentiometer. The wires must then be soldered on to the potentiometer. Insulating sleeving or electrical tape should cover the soldered terminals. Use #I6 or #14 AWG red wire. 4. Once the two wires are soldered on, the potentiometer must be properly mounted on the panel. Take the two wires from the potentiometer and hook one to the #3 terminal and one to the #4 terminal on the PCM. (Reinstall the alligator clip / jumper wire) previously installed across #1 and #2 on the PCM. Then, place a clamp on AG ammeter on the fuse wire. With power on, (making sure the clamp on circle is centered on the wire), read the AC amps being drawn. For example, if the meter reads 1.44 amps, multiply that by .22 =, 317 amps = approximately 0.32 amps. With the jumper removed from terminals #I and #2 on the PCM, 0.32 amps is what the desired AC current after the brake picks (i.e., minimum holding current for this example = 0.32 amps). With the up or down button pushed, and the AC clamp on amp meter reading the current in the fuse, adjust the potentiometer until the desired steady state current has been set. Remove power and lock the potentiometer setting lock nut. Restore power and test the brake several times in each direction to make sure the brake always picks up and does drop out before the up or down button is released.


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SHEPARD NILES

With the brake de-energized the brake wheel and rings (1), (2) and (3) will be compressed. Loosen checknut (9) and adjust spring bolt bushing (10) to obtain 1/16" clearance in relation to coil pot (8). While holding bushing stationary, re-tighten checknut (9). To adjust the brake armature (6) back the stop pin (4) off until it clears the armature (6).Turn armature (6) counter-clockwise (looking at coil end of brake) with a screwdriver thru the hole provided in the housing (7) until armature (6) is in contact with coil pot (8). Turn armature (6) clockwise 11 to 13 notches for Series 50 and 150 brake and 30 to 40 notches for Series 350 brake to provide running clearance. Tighten stop pin (4) until contact is made with bottom of notch on armature (6). Back the stop pin (4) off approximately 1/2 turn and tighten check nut (5). The clearance between the bushing (10) and coil pot (8) should be checked weekly. When the clearance is 1/64" or less, the brake should be re-adjusted using the above procedure. BRAKE RELEASE - The brake can be manually released by loosening the checknut (9) and turning the spring bolt bushing (10) clockwise until solid resistance is felt.

BRAKE TORQUE - The brake torque can be changed by the use of different thickness spacers (11). The maximum thickness for spacers (11) is 3/8" for Series 50 brake, 1/4" for Series150 brake and 1/2" for Series 350 brake.


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401

SHEPARD NILES


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402

SHEPARD NILES

GENERAL INFORMATION THE FOLLOWING ADJUSTMENT INSTRUCTIONS SHOULD .BE FOLLOWED. PERIODIC INSPECTION AND ADJUSTMENT WILL BE WORTHWHILE AND WILL PROLONG THE LIFE, GIVE RELIABLE OPERATION AND GREATER SAFETY. -SHOE- CLEARANCE ADJUSTMENT (1) TO ADJUST FOR SHOE CLEARANCE OR LINING WEAR, CLOSE THE ARMATURE TIGHT AGAINST THE MAGNET CASE BY TURNING UP THE MANUAL RELEASE NUT (A). (2) ADJUST SHOE CENTERING SCREW (B) UNTIL THE SHOE CLEARANCE ON THAT SIDE OF WHEEL IS ABOUT 1/32". (3) ADJUST MAGNET ADJUSTING SCREW (C) (UNDER THE MAGNET) UNTIL THE OTHER SHOE CLEARANCE IS ABOUT 1/32". (4) IF THE CLEARANCE,UNDER EITHER SHOE IS NOT UNIFORM AT THE TOP AND BOTTOM POINTS OF THE SHOE, ADJUST SCREWS (D) UNTIL THE SHOE CLEARANCE IS UNIFORM. PROVISION IS MADE FOR MOUNTING THESE SHOE STOPS ON EITHER SIDE OF THE BRAKE SO THAT THEY WILL BE READILY ACCESSIBLE REGARDLESS OF BRAKE MOUNTING. (5) WHEN A UNIFORM CLEARANCE OF 1/32" OR SLIGHTLY LESS, IS OBTAINED UNDER BOTH SHOES, THE BRAKE IS PROPERLY ADJUSTED. LOCK ALL ADJUSTING SCREWS BY SCREWING THE LOCK NUTS DOWN TIGHT. (6) THE MANUAL RELEASE NUT (A) SHOULD NOW BE BACKED OFF AS FAR AS IT CAN BE TURNED (AGAINST THE STOP WASHER ON THE SPRING ROD). THIS IS IMPORTAHT BECAUSE, IF NOT OBSERVED, THE BRAKE MAY FAIL TO HOLD.


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SHEPARD NILES TORQUE ADJUSTMENT THE BRAKING TORQUE IS VARIED BY ADJUSTING THE SPRING NUT (E) WHICH IS THREADED INTO THE MAGNET LUG AT THE TOP OF THE MAGNET CASE. THIS IS SET AT THE FACTORY FOR THE PROPER TORQUE AND SHOULD NOT BE CHANGED. THE TORQUE CAN BE CHANGED AFTER THE BRAKE IS PUT INTO SERVICE BY ADJUSTING THE SPRING NUT (E). A JAM NUT IS PROVIDED TO LOCK THE SETTING. WHEN MAKING TORQUE ADJUSTMENTS REFER TO THE TORQUE-SPRING LENGTH CALIBRATION PLATE ON THE TOP OF THE BRAKE. CAUTION: DO NOT DECREASE SPRING LENGTH BELOW THAT REQUIRED FOR MAXIMUM TORQUE AS INDICATED ON CALIBRATION PLATE. ADJUSTMENT FOR SHOE LINING WEAR AS THE SHOE LININGS WEAR DOWN, THE SHOE CLEARANCE ON RELEASE WILL INCREASE, AND THE ARMATURE AIR-GAP WITH THE BRAKE SET WILL INCREASE. THE AIR-GAP IS CORRECT WHEN THE END OF THE INDICATOR ON THE ARMATURE IS APPOXIMATELY OPPOSITE THE EDGE OF THE MAGNET DUST SHIELD WITH THE BRAKE SET. WHEN SHOE LINING WEAR HAS CAUSED A GAP OF 1/8" OR MORE BETWEEN THE INDICATOR AND THE DUST SHIELD EDGE, THE MAGNET ADJUSTING SCREW (C) SHOULD BE TURNED OUT TO RESTORE THE ORIGINAL INDICATOR ALIGNMENT. IN NO CASE SHOULD THE GAP BETWEEN THE END OF THE INDIEATOR AND THE EDGE OF THE DUST SHIELD BE ALLOWED TO EXCEED 1/4”. WHEN BRAKE IS ADJUSTED FOR WEAR IT MAY BE NECESSARY TO READJUST SCREWS (D) TO KEEP SHOE CLEARANCE UNIFORM. BRAKE MAGNET A BRAKE EMOVAL BRAKE MAGNETS CAN BE REMOVED EASILY BY FIRST RELEASING THE SPRING FORCE AND DISCONNECTING THE SPRING ROD AT THE ARMATURE. REMOVE THE TWO CAP SCREWS SECURING THE MAGNET LUGS ON EACH SIDE OF THE BRAKE AND THE MAGNET THEN CAN BE LIFTED OFF THE BRAKE. WHEN REMOVING BRAKE, RELEASE THE BRAKE WHEEL BY TURNING UP THE MANUAL RELEASE NUT (A) AND REMOVE BRAKE. WHEN BRAKE IS REPLACED, BACK OFF THE RELEASE NUT. THE BRAKE SHOULD BE READY FOR OPERATION WITH ALL ITS FORMER ADJUSTMENTS UNDISTURBED, BUT THE SHOE CLEARANCE ADJUSTMENTS SHOULD BE CHECKED. COIL REMOVAL REMOVE CAP SCREWS (F) FROM BACK OF MAGNET FRAME, THEN COIL AND POLE PIECE CAN BOTH BE REMOVED AS ONE UNIT.


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SHEPARD NILES


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405

SHEPARD NILES MECHANICAL LOAD BRAKES AND ADJUSTMENT INSTRUCTIONS

MECHANICAL LOAD BRAKE LUBRICATION

THE NON-ASBESTOS FRICTION RING ASSEMBLIES ARE DESIGNED TO OPERATE IN KENDALL SAE 80-90 W SPECIAL LIMITED SLIP AXLE GEAR LUBE.

To date, Kendall is the only brand of limited Slip Lubricant that has proven to be acceptable in this application. Use of an alternate Limited Slip Lubricant may induce undesirable load brake characteristics and should be avoided. If you experience difficulty in obtaining the specified Kendall product in you area, please contact: Kendall, Division of Witco Corporation, Bradford, PA 16701 or phone (814)368-6111. IF YOU ARE CURRENTLY USING DEXTRON II OR ANY OTHER AUTOMATIC TRANSMISSION FLUID IN YOUR SHEPARD NILES HOIST GEARING LOAD BRAKE, PLEASE REMOVE IT AND REPLACE IT WITH THE ABOVE KENDALL LUBE. DO NOT USE THIS FLUID IN ELECTRIC WET HOLDING BRAKE. The fluid level should be checked often and changed when necessary to keep it in good condition. The frequency of fluid change will depend on the activity of the machine.


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SHEPARD NILES


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407

SHEPARD NILES MECHANICAL LOAD BRAKE PLANETARY GEARED HOISTS The automatic load brake in every electric hoisting unit represents in importance at least half of the design of the machine. It is comparatively simple to connect some sort of gear reduction to a motor to lift a load, but it is not so simple to add a load brake which will allow the load to be lowered under control. The descending load generates about 80% of power required to lift it and this power must be absorbed by the load brake and dissipated as heat. The main parts of the Shepard Niles mechanical brake are the inclines, the ratchet and the friction discs. The inclines are attached in pairs at three equally spaced, adjacent points on the main and compound internal gears. The ratchet assembly is a roller type over-running clutch which carries the rotating friction discs. This clutch assembly is noiseless, will not jam and has no backlash as compared to a ratchet and pawl. The friction discs fit on the splined outer surface of the ratchet ring. The stationary discs are attached to the gear case housing and are positioned alternately between the friction discs. The compound internal gear is free to rotate a short distance. The action of the load, either hoisting or lowering, always tends to rotate the compound internal gear up the inclines which compresses the friction discs. In the hoisting direction the ratchet runs free and all the friction discs are stationary. In the lowering direction, the ratchet grips and the load is suspended until the rotating discs revolve. In lowering, however, the action of the motor is opposite to that of the load and tends to rotate the compound internal gear down the inclines which releases the brake. When the brake pressure is decreased sufficiently by the motor, the rotating friction discs slip and the load descends. If the speed of the load begins to exceed that of the motor, the brake again begins to set. In this way the lowering speed is always controlled,

KONECRANE E-LIBRARY

SQUARE D


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SQUARE D 8" WB BRAKE FOLIO 5 FOR DC OPERATION 5010-1

ADJUSTMENTS If accurately mounted, the adjustments made on Type WB Brakes at the factory will not require changing. To assist in locating the brake, center lines are marked on the side and on the magnet end of the base casting. When properly mounted, the center of the broke wheel should coincide with the intersection (X) of two straight lines, the horizontal line being a straight line passing through the center of the shoe pins and the vertical line being an extension of the center-line marking on the side of the bore costing. If the brake is not carefully aligned, the various adjustments must be remade. With the brake released, the shoes should completely clear the wheel; 1/32" is ample clearance. SHOE-CLEARANCE ADJUSTMENT To adjust for shoe clearance or lining wear, (1) Close the armature tight against the magnet case by turning up the manual release nut “A”. (2) Adjust shoe centering screw “B” until the shoe clearance on that side of-wheel is about 1/32''. (3) Adjust magnet adjusting screw “C” (under the magnet) until the other shoe clearance is about 1/32". (4) If the clearance under either shoe is not uniform at the top and bottom points of the shoe,

a - Rotate the adjusting cams D&E bearing on the cam roils or b - Adjust the rails at D&E until the shoe clearance is uniform.

Provision is mode for mounting these cams and roils on either ride of the brake so that they will be readily accessible regardless of mounting. (5) When a uniform clearance of 1/32" or slightly less, is obtained under both shoes, the brake is properly adjusted. Lock all adjusting screws by screwing the lock nuts down tight and reset magnet adjusting screw lock (if supplied).


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SQUARE D (6) The manual release nut A should now be backed off as for as it can be turned (against the stop washer on the spring rod or cotter pin should be replaced through the slot in nut and hole in rod). This is important because, if not observed, the brake may fail to hold. ADJUSTMENT FOR SHOE BLOCK WEAR As the shoe blocks wear down, the shoe clearance on release will increase, and the armature air-gap with the brake set will increase. The air-gap is correct when the end of the indicator on the armature is approximately opposite the edge of the magnet dust shield with the brake set. When shoe block wear has caused a gap of 1/8" or more between the indicator and the dust shield edge, adjust for shoe clearance as per foregoing steps (1 to 6). In no case should the gap between the end of the indicator and the edge of the dust shield be allowed to exceed 1/4". TORQUE ADJUSTMENT The braking torque is varied by adjusting the spring nut “F” which is threaded into the magnet lug at the top of the magnet case. This is set at the factory for a torque based on the best data available on the load to be held. The correct spring pressure is the lowest that will safely hold the load. The torque can be changed after the brake is put into service by adjusting the spring nut “F”. A jam nut is provided to lock the setting. To arrive at the full load motor torque for which the broke is normally set,

HP x 5250 Torque = ---------------------

Full load speed

When making torque adjustments, refer to the TORQUE-SPRING LENGTH calibration plate on the top of the brake. CAUTION: Do not decrease spring length below that required for maximum torque as indicated on calibration plate.


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SQUARE D


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SQUARE D

No. 5 TYPE WB BRAKE FOLIO 2 FOR DC OPERATION 5011-8

CAUTION: To secure satisfactory operation the air gap must never become excessive. Check it regularly by use of the calibration-plate on top of the brake. ADJUSTMENTS If the brake is accurately mounted. the adjustments made at the factory will not require changing. To assist in accurately mounting the brake, center lines are marked on the side and on the end of the frame. When correctly mounted, the center of the brake wheel should coincide with the intersection (X) of two straight lines, the horizontal line being a straight line passing through the center of the shoe pins and the vertical line being an extension of the center-line marking on the side of the frame. If the brake is not correctly aligned, the following adjustments must be made to obtain maximum operating efficiency. SHOE CLEARANCE ADJUSTMENT (1) To adjust for shoe clearance or lining wear, close the armature tight against the magnet case by turning handle nut “A”. (2) Adjust screw “B” until the shoe clearance on that side of the wheel is about 1/32". Adjust screw “C” (under the magnet) until the clearance under the other shoe is about 1/32". (3) If the shoe clearance under either shoe is not uniform at the top and the bottom points of the shoe, make adjustments “D” or “E” to tilt the shoe until this clearance is uniform. Adjustment “E” may be made from either side of the brake as shoe adjusting studs are identical for either side. (4) When a uniform clearance of 1/32" or slightly less is obtained under both shoes, the brake has been correctly adjusted. Lock all adjusting screws by turning the lock nuts down tight. (5) The handle nut “A” must now be backed off as far as it can be turned (against the cotter pin in the spring rod) to prevent the nut from working forward and impairing the operation of the brake. The brake is now ready to operate.


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SQUARE D ADJUSTMENT FOR LINING WEAR When the brake linings wear so the shoe clearance is 5/64", the air gap will have increased approximately 1/8". The air gap and shoe clearance should be returned to normal when this condition is reached. To do this, turn screw C down until the air gap calibration-plate* on top of the brake indicates 5/32" to 7/32" as determined by the spring length torque setting required. Now release the brake, (be sure the crane hook is on the ground if on a hoist) and if the shoe clearance is not uniform, approximately 1/32", make the adjustments as described above in paragraphs 1 through 5 under "SHOE CLEARANCE ADJUSTMENT." TORQUE ADJUSTMENT Brake spring adjustment nut “F”, located above the magnet, varies the braking torque. This is set at the factory for a torque based on the best data available on the load to be held. The correct spring pressure is the lowest that will safely hold the load. The torque can be changed after the brake is put into service by adjusting spring nut “F”. A jam nut is provided to lock the setting. When making torque adjustments, refer to the TORQUE-SPRING LENGTH calibration plate on the top of the brake. CAUTION: Do not decrease spring length below that required for maximum; torque as indicated on calibration plate.


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SQUARE D


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SQUARE D

KONECRANE E-LIBRARY

STEARNS


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STEARNS

General Description The 48,000 series is a spring-set, electrically released disc brake for controlled stopping and holding of a load. It has a single-phase solenoid coil for operation on alternating current only. The nominal static torque is factory set. Torque Adjustment The brake is factory set for nominal rated torque. No further adjustment to increase torque may be made. The approximate compressed torque spring length to produce nominal rated torque is given in Table A.


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416

STEARNS

To increase stopping time on 3 and 6 lb-ft brake, turn torque adjusting nuts (19) counterclockwise equal amounts to increase spring length. Spring studs equipped with flats on the end are for a wrench if the studs loosen during torque adjustment. For the 3 and 6 lb-ft brakes, one full turn on the nut will reduce the nominal torque approximately 15%. Do not reduce torque to less than 50% of nominal rated. Torque for the 1.5 lb-ft brake may not be reduced Single voltage coil connection Connect coil (12A) or (12B) to any two wires of a single-phase or three-phase power source of appropriate voltage. For operation with a motor control, connect to any two motor leads with correct voltage. Dual voltage coil connection Pre-connect coil for appropriate high or low voltage as shown in Figure 3. On these coils observe the lead numbering sequence for proper connections as follows:


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417

STEARNS

Wear adjustment 1. Normal friction disc wear will cause solenoid air gap to become larger from the original set 1/8” air gap. An increase in stopping time and a slight reduction in torque will consequently occur. See Figure 6. 2. When the solenoid air gap increases to 1/4”, the brake must be adjusted. The gap is measured between the mating ground surfaces of the solenoid frame and solenoid plunger. Note: To measure air gap on brakes mounted vertical above motor, push plunger into frame until spring pressure is felt. Holding firmly in this position, measure air gap between mating (ground) surfaces on solenoid frame and solenoid plunger. If adjustment is made, check air gap by again holding plunger as directed. 3. To decrease air gap, turn the wear adjusting screw (10) clockwise until an air gap of 1/8” minimum is attained. To increase gap, turn screw counterclockwise. 4. After adjustment, push in plunger and allow it to snap out. Recheck air gap, see Note. 5. Replace friction disc when wear area is one half original disc thickness of 3/16”.


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STEARNS Friction disc replacement 1. Disconnect power source to brake. 2. Align friction disc (4) notches with the two 1/4” flat head cap screws. Remove the screws and slide entire brake off motor and hub. 3. Remove two nuts (132) from the solenoid mount studs. Pull solenoid frame (79) off the solenoid mount studs. The solenoid mount studs may loosen with the removal of the nuts (132). If necessary, rethread the studs into the endplate. 4. Position one of the friction disc notches onto the left solenoid mount stud (3C). Pull up on the plunger. Tilt up the opposite notched side of the friction disc over the right solenoid mount stud (3D). Pull disc out from between the studs. 5. Insert new disc in reverse order. After disc clears studs, slide it between the endplate (2) and stationary plate (5). Reassemble brake in reverse order of Steps 2, 3 and 4. If solenoid buzz is noted, readjust frame alignment by a slight repositioning of solenoid mounting nuts (right hand) (132) and (132A). Check that plunger is in center of frame. See Wear Adjustment. It may be necessary to turn wear adjust screw counterclockwise for clearance. 6. Replace housing. 7. Restore power to brake. Coil or solenoid assembly replacement 1. Disconnect coil (12C) or (12D) from circuit. 2. Cut the plastic wire tie holding the coil leads onto the solenoid mount stud (3D). 3. Remove two nuts (132) from the solenoid mount studs. Pull solenoid frame (79) off the solenoid mount studs. The solenoid mount studs may loosen with the removal of the nuts (132). If necessary, rethread the studs into the endplate. 4. 1-1/2 and 3 lb-ft brake – Remove plunger guide (82A) by lifting out of top of solenoid frame. Coil (12C) has a lock tab, located at top of coil opposite lead wire side, which is pressed against coil and coil is slid sideways from solenoid frame. 4A. 6 lb-ft brake – Remove two plunger guide screws and lock washers (84) and (84A). Remove both plunger guides (82B) by prying up on the flanges. Slide coil (12D) sideways from frame noting position of coil terminals or lead wires. 5. For coil replacement, inspect and clean solenoid assembly (163A) or (163B). Install the new coil in original solenoid frame or original coil in new solenoid frame with the lead wires positioned as before. Install plunger guide(s) in reverse order of (4) or (4A). 5A. For solenoid assembly replacement, remove plunger screw (9) or (9A) and plunger nut (9B) or (9C). Install new plunger (29A) or (29B) with new plunger screw and nut. 6. Reassemble brake in reverse order of Steps 1, 2 and 3. If solenoid buzz is noted, readjust frame alignment by a slight repositioning of solenoid mounting nuts (right hand) (132) and (132A). Check that plunger is in center of frame. See Wear Adjustment. 7. Replace housing. 8. Restore power to brake.


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STEARNS

SERIES 55,000; 55,200; 55,300; 55,400; 55,500 and 57,500


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STEARNS

I. Installation Procedure To remove housing, follow instructions listed under each individual brake series in Figure 2, then continue with the following steps. A. Method of installing 55,300; 55,500; 57,500 plus 55,000 and 55,400 Brakes with standard enclosure: 1. Remove hub (16) from brake assembly, using caution to preserve alignment of friction disc(s) (4) for ease of brake assembly. Do not operate manual release until brake is installed. When removing hub from brake on multi-disc brakes, check that hub slides freely. If not, file area of discs contacting hub so that discs slide freely without binding.


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STEARNS Note 1: On single-disc brakes the hub may have moved far enough into brake to be locked in by stabilizing springs (161). Remove springs from friction discs, but be sure to replace them in same position and proper location after hub is removed. (Locate at 90° in recessed portion of square hole, with prongs pointing into brake.) Stabilizing springs (161) are only used on single disc brakes with square hub and splined hub with the teeth removed for stabilizing spring clearance. Note 2: Check face of motor, machine or foot mounting bracket to which brake is to be mounted to be sure NEMA dimensions of 0.004” T.I.R. on concentricity and face run out are met. Shaft run out is to be 0.002” T.I.R. Maximum shaft end float is 0.020”. On foot mounted brakes, dowels are recommended for bracket. 2. Use a key (not supplied) tight fitting and full axial length of hub (16). Slide hub on shaft positioning inboard face of hub about 3/16” from mounting face or at 5/16” for 57,500 Series. See Figure 3. Securely tighten both hub set screws (16S) with torque of 78 in-lbs on 1/4” and 156 in-lbs on 5/16”. Recommended practice is to drill a set screw dimple into shaft, especially on vertical installation 3. Attach brake to mounting face by sliding brake friction disc(s) (4) over hub, engaging without force. Brake endplate (2) face is to be tight against mounting face. Note 3: If motor or assembly is to be ceiling or horizontally wall mounted, orient brake so that plunger will be above solenoid frame at final installation. 4. Install 3/8” – 16 cap screws (not supplied) or 1/2” size for 57,500 Series to attach endplate to mounting surface. Tighten to manufacturer’s recommended torque. Continue with Step D. B. Method of installing 55,000 and 55,400 Series with waterproof, dust-tight enclosure: 1. Remove screws (142S) and support plate assembly (142). 2. Remove stationary disc(s) (3) and friction disc(s) (4). Note: Vertically mounted multi-disc brakes have special pins which guide vertical mounting springs. Observe color coded sequence of springs from reinstallation. See Notes 1, 2 and 3 in Method I-A of Installing Brakes with Standard Enclosure. 3. Attach endplate (2) to mounting face and tighten 3/8” – 16 cap screws (not supplied) to manufacturer’s recommended torque. 4. Use a key (not supplied) tight fitting and full axial length of hub (16). Slide hub on shaft positioning square inboard face of hub 1/32” to 1/16” from unfinished cast surface of endplate (2). See Installation Procedure, A, Step 2 for set screw tightening. 5. Reassemble friction disc(s) (4) and stationary disc(s) in the same order, being sure all slide freely without binding. If vertical mounting springs are used, be sure to reassemble in original sequence or refer to Sheet 301.4. 6. Mount support plate assembly (142) and torque screws (142S) evenly to 43 in-lbs. be sure plunger is above frame on horizontal brakes. Continue with Step D.


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STEARNS C. Method of installing 55,200 Series: 1. Do not disassemble brake. 2. Bolt foot mounting bracket to a suitable base. 3. For in-line coupling, follow coupling manufacturer’s suggestions on alignment. 4. If installing pulley or sprocket on brake shaft, do not use excessive force during installation. Maximum overhung load at center of keyway length is 150 lbs. 5. After alignment, dowels are suggested to maintain alignment. 6. Remove housing (7). Continue with Step D. D. For all sizes 1. Refer to solenoid air gap, Table 2 in Section IV-A. Follow Steps 1 and 2 for checking and air gap adjustment, if necessary. 2. See Section II, Electrical Connection of the Brake, for coil connection. 3. Replace housing. On 55,300; 55,500 and 57,500 Series Brake, tighten housing nut (15) 3/4 to 1 turn (8 in-lb) beyond contacting the housing surface. On 55,000 and 55,400 Series standard enclosure brake, tighten housing nut ¼ turn (30 in-lb) beyond contacting housing. On 55,000 and 55,400 Series DTWP enclosure brake, housing nut gaskets are provided. Tighten housing nut 1/2 to ¾ turn (20 in-lb) beyond contacting gasket on housing. Note: If brake is upside down for later ceiling mount, turn brake upright before installing housing. II. Electrical Connection of Brake CAUTION: Inverter Motor and Special Control Systems. This brake contains either a single phase AC coil or DC coil that requires instantaneous power within ± 10% of rating at the coil. A separate power source is required when this brake is used in conjunction with a motor or control system that limits voltage or current input (i.e. inverter motors) or causes a ramping of the power supply. Note 1: Brake coil connections described here cover common motor connections. For nonstandard motor or control connections contact respective supplier or Stearns Division. Note 2: On brakes with space heater, connect to appropriate power source. Heater is to be energized continuously, even during storage, if rust may occur. Note 3: Be sure lead wires to coil are not tight or pinched, and that leads will not be rubbed by friction disc, trapped between solenoid plunger and frame, caught between lever arm and endplate, or by linkage. A. AC coils – single and dual voltage 1. All Stearns AC coils are single-phase. Connect single voltage coils to any two wires of single or three-phase power source, or, for operation with motor control, to any two motor leads of proper voltage. Method of connecting dual voltage coil for use on high or low voltage is shown in Figure 4. Observe the lead numbering sequence for proper connection as shown in next column.


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STEARNS 2. To use a 230 volt coil (or a dual voltage coil connected for 230 volts) with a 230/460 dual voltage three-phase motor, the brake leads are connected across two motor terminals as shown, or other equivalent combinations. If a 230 volt brake coil is connected as shown in Figures 5 or 6, the motor can be operated on either 230 volts or 460 volts with no adverse effect on brake operation.


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STEARNS


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STEARNS

B. DC coils 1. All Stearns DC coils are single voltage dual winding. A high current pull-in winding is initially energized to start the plunger movement, while a low current holding winding is momentarily shunted from the circuit until the plunger has pulled in. The older design incorporated a mechanical switch mounted to the solenoid frame and actuated by an arm mounted to the plunger to bring the holding coil into the circuit. In addition, coils over 48 Vdc have an arc suppression module in parallel with the switch contacts to protect the contacts from arc erosion and suppress EMI. The polarity of the incoming power supply is immaterial with the mechanical switch. The new electronic switch design incorporates an electronic timing circuit to allow the plunger to pull in, then electrically switch to the holding winding. Polarity of the power supply to the electronic switch and coil must be maintained. Refer to Figure 7 for proper wiring. Caution! Never use a series resistor to drop power supply voltage to the coil as brake malfunction will result. 2. Due to high initial current demands of a DC solenoid, a separate DC power source of adequate current capacity is usually required. Caution! For electrical release of brake, apply full rated coil voltage instantly. Do not increase voltage slowly. Torque Adjustment These series of brakes are factory set for nominal rated static torque which is maximum torque. Torque may be decreased for increased stopping time, see Table 1. The torque on the 1-1/2 lb-ft brake may not be reduced. Note 1: Torque adjust screws on older brakes are 1/4” shorter than shown in Table 1. For replacement screws use part number 8-009-501-00 and specify 2” length needed or use part number 8-009-503-00 and specify 2-3/4” length needed, based on series and torque from Table.


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STEARNS Note 2: Both adjustment screws (11), Figure 8, must be turned equal amounts counterclockwise to decrease torque. A. Adjustment for friction disc wear (see Table 2 and Figure 8) 1. Manually lift solenoid plunger to maximum travel. Depress and allow solenoid plunger to snap out several times. Measure solenoid air gap between mating ground surfaces of solenoid frame and solenoid plunger. (On vertically mounted brakes, it will be necessary to push solenoid plunger into solenoid frame to the point where spring pressure is felt, before measuring solenoid air gap.) As friction disc wear occurs, the air gap will increase as well as stopping time. If solenoid air gap exceeds 11/16”, adjustment is necessary. 2. The solenoid air gap may be decreased by turning both wear adjustment screws (10) equal amounts clockwise, approximately 1/8 turn, until solenoid gap is attained. Counterclockwise rotation will increase gap. 3. Follow Step 1 and Step D of Installation Procedure, Section I, to replace housing. 4. Restore power source to brake. B. Replacement of friction discs Follow Steps B-1, 2, 5, 6 and D of Installation Procedure, Section I.


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STEARNS

C. Inspection or replacement of solenoid and associated components 1. Refer to Figures 8 and 9. Insert screwdriver between support plate (126) and lever arm (17). Wedge apart and remove as an assembly bearing pin (26), bearing (6), pin (131), solenoid lever (8) connected to solenoid link (13) and plunger (29).

2. On coil type (12A) remove plunger guide screw and lock washer. Remove both plunger guides (82) by prying up on the flanges. Slide coil (12A) sideways from frame noting position of coil terminals or lead wires. a) On coil type (12B), remove plunger guide (82A) by lifting out of top of solenoid frame. Coil (12B) has a lock tab, located at bottom of coil opposite lead wire side which is pressed against coil and coil is slid sideways from solenoid frame. 3. Inspect and clean all items. If coil, plunger guides, or solenoid replacement is required, refer to appropriate replacement parts list and select necessary replacement part, kit or assembly. Kits or assembly packets contain full retrofit instructions. 4. Reassemble brake in reverse order of Steps 1 and 2. 5. Replace housing. 6. Restore power source to brake.


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STEARNS D. Miscellaneous parts replacement (see Figures 1 and 8) All parts shown in Figures 1 and 8 are available as kits, assemblies, or piece parts. Consult appropriate parts list for ordering information. Kits and assembly packets contain complete repair instructions.

87,000; 87,100; 87,200; 87,400 and 87,600 Series

I. Installation Procedure - 87,000; 87,100; 87,400 and 87,600 A. Remove manual release knob (148) (on pull type), housing nuts (15) and housing (7). Housings equipped with side manual release do not have release knob. B. Depress solenoid plunger (29) and pull release rod (146) back to lock brake mechanism in manual release position or wire tie plunger (29) to frame (79). The 87,600 Series Brake, brakes with optional deadman manual release and brakes with optional side manual release, the plunger must be wire tied to the frame. C. Remove entire support plate assembly (142) by evenly unscrewing screw (142S). Remove screws, conical spring washers, and flat washers if supplied. D. Remove pressure plate (5), friction disc (4), and stationary disc (3).


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STEARNS Note 1: Brakes with a single friction disc do not have stationary discs. Vertically mounted brakes will have special pins which hold spacer springs and, in some cases, spring washers except one-disc vertical below.

Note color coded sequence of springs and location of washers, if used, or refer to Instruction Sheet P/N 8-078-937-05 (Sheet 301.3) for proper assembly of vertical mounting components. E. Attach endplate (2) to NEMA C-face of motor using four 1/2 diameter socket head cap screws (not supplied) torque per manufacturer s specifications. (Head of cap screws must not project above friction surface.) If foot mounted, secure foot mounting bracket to foundation. The use of dowels to insure permanent alignment is recommended. Foot, machine or C-face mounted brakes must be carefully aligned within .004 on concentricity and face run out. Shaft run out should be within .002 T.I.R. Maximum permissible shaft end float is .020. Note 2: If motor is to be ceiling mounted after assembly, entire brake will have to be rotated 180 or upside down so it will be positioned with solenoid plunger (29) above frame when final assembly is mounted on ceiling. Similarly, for horizontal wall mounting, rotate 90. Note 3: The brake nameplate states mounting position; horizontal, vertical above or vertical below. The brake must be mounted in that position. Horizontal brakes rated 35 lb-ft and less do not require modification to be mounted vertical below. Note 4: A dimple drilled into the motor shaft for the hub set screw (16S), 90 from the key is recommended for vertical mounting. F. Position hub (16) and key (by customer) on the motor shaft so outboard face of hub will protrude approximately 1/32 to 1/16 beyond face of last outboard friction disc. (Position may be determined by assembling friction disc(s) and stationary disc(s) onto hub, noting hub position, and removing disc(s). Torque set screw (16S) as follows: 5/16 diameter - 13 ft-lb, 3/8 diameter - 24 ft-lb and 1/2 diameter - 52 ft-lb. If brake utilizes vertical mounting springs, do not assemble them when measuring for hub location. G. Reassemble friction disc (be sure friction discs slide freely), spring (if vertical), stationary discs, and pressure plate in correct sequence and position. All parts must slide freely. The universal mounting pressure plate presently used has three tapered reliefs on outboard face. However, some older brakes used a pressure plate with a single tapered relief marked top, which must be installed with relief facing manual release rod (146). H. Mount support plate assembly, torque screws to 50 in-lbs in endplate. Conical spring washer installed under the screw head. Flat washer used under the conical spring washer only with aluminum support plate. Be sure that assembly is mounted with the solenoid in a vertical position (plunger above frame) as shown when brake is horizontal. If release rod (146) is not in manual release position and has allowed the mechanism to over adjust, it will have to be reset before mounting support plate. In this case, the lever arm (17) throat will be near, or touching, the pinion (32) teeth. Refer to Figure 6 and Self-Adjust Maintenance. Loosen pressure spring cap screw


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STEARNS (19) until pressure spring (11) is free, mount support plate assembly to endplate and retighten spring cap screw until snug. Do not overtighten! Torque to a maximum of 8 ft-lbs. I. Manually lift solenoid plunger to maximum travel, and release. Complete electrical connection. (See Section on Electrical Connection of Brake.) Depress solenoid plunger manually or electrically, and allow it to snap up. Repeat this process several times to set air gap on solenoid. (Check Self-Adjust Maintenance Section for proper gap measurement, or corrective action of improper gap.) J. Replace housing, nuts and manual release knob. II. Installation Procedure - 87,200 (See Figure 1A) As shown in the exploded view, Figure 1A, the 87,200 Brake is very similar to the motor mounted 87,000 Series. It is, however, a self-supported, foot mounted unit, with an integral bearing supported through-shaft. Since disassembly is not required prior to mounting, installation is simplified. A. Bolt foot mounting bracket (34) to foundation uses four 3/8-16 cap screws and lock washers (not supplied). Torque cap screws to 110 ft-lb specifications. Dowels are recommended to maintain alignment. B. For reference purposes, the endplate mounting bolts, 1A, are torqued to 100 - 110 lb-ft. C. Do not exceed maximum overhung, or side load ratings on output shafts. 100 lbs. on housing end of brake, 150 lbs. on endplate/foot stand end of brake. (Measured at 1 from end of shaft). D. See Section Electrical Connection of Brake. Note: To remove housing for servicing of the brake it is necessary to loosen the eccentric bearing sleeve. Loosen the set screw on the sleeve (35S) and, using a 3/16 drift pin, rotate the sleeve on the shaft until loose (about –20). Remove the housing nuts (15) and release knob (148), and slide the housing off the shaft. Reverse the procedure for re-assembly. III. Electrical Connection of Brake - All Models CAUTION 1: Inverter Motor and Special Control Systems. This brake contains either a single phase AC coil or DC coil that requires instantaneous power within – 10% of rating at the coil. A separate power source is required when this brake is used in conjunction with a motor or control system that limits voltage or current input (i.e. inverter motors) or causes a ramping of the power supply. CAUTION 2: Class H coils with terminals. Do not bend lead wire crimp connection as this causes a fatigue in the metal which may break under vibration. Note 1: Brake coil connections described here cover common motor connections. For nonstandard motor or control connections, contact respective supplier or Stearns Div. Note 2: Be sure lead wires to coil are not tight or pinched, and that leads will not be rubbed by friction disc, trapped between solenoid plunger and frame, caught between lever arm and endplate, or by linkage. Note 3: On brakes with spacer heater, connect to appropriate power source. Heater is to be energized continuously, even during storage or rusting may occur.


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STEARNS A. AC coils, single or dual voltage 1. Dual voltage coils may be factory preconnected for high voltage with wire nuts. Checking coil connection is suggested. On the 87,200 only, coil lead wire termination is accessible at lead wire outlet of endplate (2). Four lead style are marked on leads for connection per Figure 4. Two unmarked leads mean preconnection made for high voltage. If reconnection of a dual voltage coil is required (two unmarked leads) on the 87,200, housing (7) must first be removed per Section and Figure 1A. Reconnect coil for appropriate voltage as shown in Figure 4. Bring out line leads. 2. On single voltage coils, connect coil to any two leads on single or three-phase motors of the same voltage as the brake. Refer to brake nameplate and coil number for correct voltage and frequency. See Figure 4 for dual voltage coil connection and connect to any two leads of single or three-phase motor of the same voltage. The brake can also be wired to external switch contacts providing proper voltage other than that used to control the motor. Normally, the motor and brake contacts are interlocked. B. Connecting AC solenoid coils on dual voltage 230/460 three-phase motors To use a 230 volt coil (or a 230/460 dual voltage coil connected for 230 volts) with a 230/460 dual voltage three-phase motor, the brake leads are connected across two motor terminals as shown in Figures 2 and 3 or other equivalent combinations. If a 230 volt brake coil is connected as shown in Figures 2 and 3 the motor can be operated on either 230 volts or 460 volts with no effect on brake operation.

AC Voltage Coil Connection C. DC coils - all models 1. All Stearns DC coils are single voltage dual winding. A high current pull-in winding is initially energized to start the plunger movement, while a low current holding winding is momentarily shunted from the circuit until the plunger has pulled in. The older design incorporated a mechanical switch mounted to the solenoid frame and actuated by an arm mounted to the plunger to bring the holding winding into the circuit. In addition, coils over 48 Vdc have an arc suppression module in parallel with the switch contacts to protect the contacts from arc erosion and suppress EMI. The polarity of the incoming power supply is immaterial with the mechanical switch. The new electronic switch design incorporates an electronic timing circuit to allow the plunger to pull in, then electrically switch to the holding winding. Polarity of the power supply to the electronic switch and coil must be maintained. Refer to Figure 5 for proper wiring.


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STEARNS Caution! Never use a series resistor to drop power supply voltage to the coil as brake malfunction will result. 2. Due to high initial current demands of a DC solenoid, a separate DC power source of adequate current capacity is usually required. Caution! For electrical release of brake, apply full rated coil voltage instantly. Do not increase voltage slowly


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STEARNS

Table 1 Table 2 Brake Instruction Index Solenoid Air Gaps

KONECRANE E-LIBRARY

STROMAG


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STROMAG “SMB” MODEL

This is a spring applied electrically released brake.

The magnetic body, the armature, and the mounting flange are held together with screws. When the coil is de-energized, the springs press against the armature, which in turn presses the friction rotor against the mounting flange. The friction rotor is connected to the rotating shaft thru a splined hub. As voltage is applied to the coil, the armature is attracted to the magnetic body, compressing springs. This releases the friction rotor allowing the brake to run freely.

TO EXCHANGE THE FRICTION PADS AND/OR THE FRICTION ROTOR Remove brake from the mounting flange. Then while on a bench remove the screws that hold the brake together. If friction pads have worn to a thickness less that .150" drill out the soft rivets and replace pads with factory replacements, rivets will be furnished with the pads. If the rotor is worn more than .010 (this can be determined by measuring a part of the rotor not in the friction area), face off both sides in a lathe making sure the sides are parallel. Measure the total width of the armature including friction pads (and the rotor). This dimension should be at least .015" less that the spacers. This will insure the brake has enough clearance when released. If it does not have enough it should he disassembled and the dimensions rechecked. During this procedure be sure that the friction area remains free of all grease and oil. Re-assemble brake and re-install per previous instructions.

KONECRANE E-LIBRARY

WESTINGHOUSE


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WESTINGHOUSE

TYPE DI BRAKE

GENERAL INFORMATION

SAFETY DO NOT ADJUST BRAKE WHILE HOLDING A SUSPENDED LOAD.

FOLLOW LOCK OUT PROCEDURES.

THE ADJUSTMENT PROCEDURE FOR THIS WESTINGHOUSE BRAKE IS FOR TYPE “DI" OR "DW. BEFORE ANY ADJUSTMENT IS MADE, INSPECTION OF THE BRAKE SHOULD BE MADE TO INSURE THAT THE WEAR IS NOT EXCESSIVE AND PARTS ARE NOT MISSING. THIS WESTINGHOUSE BRAKE IS SOLENOID OPERATED AS OPPOSED TO CLAPPER TYPE. IT IS UNUSUAL THAT THE TORQUE SPRING MUST BE ADJUSTED BEFORE SHOE CLEARANCE CAN BE ADJUSTED.


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WESTINGHOUSE

ADJUSTMENT 1. LOOSEN TORQUE SPRING ADJUSTMENT NUT UNTIL PLUNGER SAGS OR FLOATS 2. MEASURE FROM THE END OF THE ROD TO THE NUT 3. THE DATA TAG GNES THE INFORMATION ON HOW MUCH TO COMPRESS THE SPRING. (TYPICALLY FOR 900 FT. LBS. OF TORQUE, TIGHTEN ADJUSTMENT NUT 1/2 INCH.) 4. TIGHTEN TORQUE ADJUSTMENT NUT TO THE PRESCRIBED AMOUNT. (CONTINUED)


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WESTINGHOUSE

5. LOOSEN OR TIGHTEN OUTSIDE SHOE CLEARANCE ADJUSTMENT NUT TO GET A MEASURED 5/8” BETWEEN THE COIL HOUSING AND THE PLUNGER CAP. 6. TIGHTEN INSIDE SHOE CLEARANCE ADJUSTMENT NUT. 7. TIGHTEN NUT ON MANUAL RELEASE ROD UNTIL IT B0TTOMS OUT. 8. ADJUST SHOE CENTERING BOLT TO EQUALIZE THE CLEARANCE BEWEEN BOTH THE OUTSIDE AND INSIDE AND THE BRAKE WHEEL. 9. LOOSEN THE NUT ON THE MANUAL RELEASE ROD.

ADJUSTMENT IS COMPLETE.

KONECRANE E-LIBRARY

WITTON KRAMER


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WITTON – KRAMER

TYPE PM – 4” TO 38”

MAINTENANCE 1. ADJUSTMENT FOR LINING WEAR Check for wear at regular intervals. When the linings wear, the pointer will move to the “max” position when the brake is de-energized. Do not allow the pointer to exceed the “max” position, as this will slow down the release time of the brake. To reset, tighten nut A until the pointer indicates “normal”. It may be necessary to adjust screw E to equalize shoe clearance. 2. TORQUE ADJUSTMENT The length of the brake spring is set at the Works to provide maximum retarding torque, of any specified lower value of torque, the length and retarding torque values are stamped on the nameplate. (The spring length is measured between the washers). Setting the spring to less than the specified minimum length may increase the release time and may even prevent the brake from releasing completely. Reducing the torque by releasing the spring pressure may increase the brake application time, and it may be necessary to compensate for this by fitting additional washers behind the anti-sticking stud. (See paragraph 5 Over leaf). 3. BRAKE SHOE REPLACEMENT Slacken screws F, remove nut A, and swing shoe support carefully down. This can be done without adjusting the spring length. Remove clips G from one side of the brake only, and remove pins H. Shoe J can be removed directly; shoe K must be moved round to the top of the drum for removal. The head of screw E must be raised before fitting the new shoe K, as the clearance will have been reduced during the wear time of the old shoe. Reassemble in reverse sequence, setting nut A so that ‘normal’ setting is reached, and adjust screw E to give equal shoe clearance. 4. LUBRICATION The pivot pins are of precision-ground high-tensile bronze, and are treated on assembly with molybdenum disulphide grease. No further lubrication should be necessary for some years, but an occasional replacement smear of this grease could be advantageous. Pin L should be greased one half at a time, and never completely withdrawn from the base lug. Shoe pivot pins should be cleaned and re-greased when fitting new shoes.

KONECRANE E-LIBRARY

YALE


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YALE

ACL SERIES 1/4 TON - 6 TON

BRAKE ADJUSTMENT (REFERENCE FIGURE 3)

The disc brake on the hoist has been correctly adjusted. If readjustment is necessary. Proceed in accordance with the following instructions. 1. Connect the hoist to the air supply and drive it very slowly in the lifting direction. 2. Screw in the adjusting screw (12) until the hoist stops or clearly slows down. 3. Back-off the adjusting screw about one eighth of a turn so that the hoist rotates easily again. NOTE: If the brake cannot be adjusted in accordance with these directions. The brake shoes and brake discs should be cleaned.


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YALE CE Series, FOR B, C AND - D CHASSIS

Motor Brake Assembly

If the load block does not come to a quick stop, the solenoid brake should be adjusted as follows: (1) Remove the lower, louvered cover on the gear end. (2) Loosen both jam nuts with an open end wrench. (3) With the open end wrench hold the motor brake shaft in the position it would take if the solenoid was energized and the brake was .open. (4) Using a screw driver. Turn the adjusting screws until the brake lining just makes contact with the brake drum. (5) Remove wrench from the motor brake shaft and retighten jam nuts while holding brake adjusting screws stationary with the screw driver. If greater braking is desired tighten the spring tension, but make sure that the spring does not bottom when the brake is fully released. When the hoist is operated the solenoid should immediately snap into the released position. If the solenoid action is sluggish or does not release; check the action of the plunger for rust or other conditions that might cause a bind. The solenoid may be removed for inspection by, taking out four bolts and pulling the solenoid straight out. The plunger will remain in the hoist.

CE Series

EW SERIES BEW – CEW -

MOTOR BRAKE

SPRING

SET DISC BRAKE


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YALE INSTALLATION

Mount hub (16) on pinion shaft as shown, with the number facing out. Install the remaining ring. Place brake on mounting face and secure with 1/2 inch socket head screws. Connect coil wire leads per wiring diagram. Replace cover and fasten with screws.

BRAKE REMOVAL

!!! CAUTION !!!

(Cut off all power to hoist by disconnecting the power feed line before attempting to service or repair.)

Remove nuts (17), manual release knob (148), and cover. Disconnect coil wire leads as indicated on wiring diagram. Remove support plate assembly (142). Pressure plate (5), and fiction disc (4). Remove the four socket head screws holding the brake to the gear case and remove brake

WEAR ADJUSTMENT The solenoid self-adjusting and factory set with a 1-3/8" to 1-7/16" air gap (1-3/16 to 15/16 for 87.000 series) and requires no resetting even when changing fiction disc. The air gap is measured between the mating surfaces of the plunger and solenoid.

!!! CAUTION !!!

(Do not run motor with the brake in the manual release position to avoid overheating of friction disc.)

BEW – CEW - MOTOR BRAKE

YALE


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DEW – FEW - MOTOR BRAKE

Brake Removal Cut off all power to the hoist by disconnecting the power feed line before attempting service or repair. Remove cover screws and cover. Disconnect coil wire leads as indicated in wiring diagram. Remove four Socket head screws holding brake to gear case. Remove brake. Remove retaining ring holding hub to shaft. Remove hub.

Torque Adjustment Brake is factory set for rated torque per spring length 'D". To decrease torque, increase dimension 'D" (1/8 in. change in spring length varies torque approximately 10%). DO not Increase torque more than 10% over rated torque. All spring lengths must be equal.

Installation Mount hub (I) on pinion shaft as shown. Stamped part number on hub should face away from gear case. Install retaining ring. Place brake on mounting face and secure with 1/2 in. socket head Cap. Screws. Connect coil leads per wiring diagram. Replace cover and fasten with Screws.

Wear Adjustment Magnet gap "B" increases as friction disc's wear. When gap approaches 'B" max. adjust gap to "B' min. dimension using nuts (20). Magnet gap can vary from nominal + .005 between corners after setting gap Readjust torque spring dim. D". !!! Caution !!! Magnet gap must not exceed "B" max.

YALE


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Manual Release Remove cover and turn two release rods (10) clockwise until they stop. Brake will remain released until power is applied or rods are turned counter-clockwise.

Friction Disc Replacement

Remove cover screws and cover unhook torsion spring from magnet plate. Remove screws, washers and shims. Remove lock nuts, magnet assembly adjusting nuts, torque nuts, washers, torque spring and pressure plate. Remove fiction disc pressure plate. Replace fiction disc and reassemble in reverse order. Set spring length “D” and magnet gap "B"

Magnet Coil Replacement

Replacement coils should be held in place with new epoxy cement. The epoxy cement should be heat resistant and shock resistant. Place insulating washers below the coil. When insulating coils, it is very important to follow exactly the sequence of black and light colored leads as shown in the wiring diagram

DEW – FEW - MOTOR BRAKE

YALE


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LE SERIES – Motor Brake

Group 4: To Adjust The Motor Brake (a) If the bottom block does not come to a quick stop, the solenoid motor brake should be adjusted as follows: (b) Remove the hoist nameplate. This will give access for motor brake adjustments. (c) Adjust the gap between the plunger cam and the adjusting screws to approximately 1/16 inch clearance. If greater braking is desired, tighten the spring tension but make sure that the spring does not bottom when the brake is fully released. When the hoist is operated the solenoid should immediately snap in to the released position. If the solenoid action is sluggish or does not release, check the action of the plunger for rust or other conditions that might cause binding. See Figure 10 for motor brake adjustment.


Group 5: To Remove The Motor Brake (a) Disconnect all power to the hoist before attempting repairs of any nature. (b) Remove motor brake cover and hoist nameplate. Motor brake cover is located across from and on the opposite side of hoist from nameplate. (c) Reach through opening that is normally covered by the nameplate. Grasp the solenoid plunger and linkage assembly (for parts identification, see break down MOTOR BRAKE ASSEMBLY). Pull linkage assembly up until plunger is clear of solenoid frame.


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YALE Remove the cotter pin and slide plunger lever off stud. Remove plunger and linkage from motor adapter. (d) Force a block of wood between the brake shoe adjusting screws to keep the brake shoes open and off the brake drum. (e) The brake shoes can now be wedged off the brake studs by forcing a long screw driver between the brake shoes and the motor adapter. When brake shoes are slid off the studs they may be removed from the motor adapter. (f) Brake lining may be replaced as shown in Figure 10,


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LEW 1 Models: 1 h.p. and under

5-3. Motor Brake Adjustment

When properly adjusted, the multiple disc motor brake should release promptly, operate without noticeable chatter, and stop the load with no more than one inch of drift. If the hoist hesitates to lift the load promptly when the pushbutton is depressed, the brake should be adjusted per the following procedure. a. Remove any load and DISCONNECT POWER from hoist.


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YALE b. Remove the short end cover. c. Referring to Figure 5-2, check the gap between armature (A) and frame (B). the correct gap is .015". d. Adjust the gap by turning the three lock nuts (F) and check with a feeler gauge to be sure the gap is the same on both ends of the solenoid.

!!! CAUTION !!!

(Be sure the bottom of the armature does not touch the splined adapter (H). As wear occurs, the original clearance will be reduced. When this clearance

is gone, the brake discs must be replaced.) e. Replace short end cover and reconnect power. If the brake still chatters or is hesitant to release, refer to Section V4, Troubleshooting.

LEW 1 Motor Brake

LEW- 3 Series

4-5. MOTOR BRAKE ADJUSTMENT

4-6. The criteria for the correct brake adjustment is its performance. Properly adjusted, the brake will release promptly when energized; is capable of both smoothly stopping and securely holding the rated capacity of the hoist. If the hoist develops either undesirable over-travel after the push-button is


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YALE released (this condition is most noticeable in the lowering direction) or hesitates to lift the load promptly when the pushbutton is depressed (this condition is most noticeable in the hoisting direction) the brake should be adjusted. If adjustment of the motor brake does not correct the hesitation, the load equalizer assembly may require replacement. 4-7. To Adjust Brake, proceed as follows: a. Remove any load and DISCONNECT THE HOIST FROM POWER SUPPLY. b. Remove brake cover (1, Figure 7-1). c. Check the gap between brake armature (A, Figure 4-2) and field (B). The correct gap is 0.015 inch. Adjustment should not be necessary until gap reaches 0.050 inch unless brake chatter is experienced. See Section V. d. Adjust gap by adjusting the three lock nuts (F) and checking with a feeler gauge to be sure gap is the same on both ends of the solenoid.

!!! CAUTION !!!

Be sure the bottom of the armature plate does not bear against the brake adapter (H). As wear occurs and adjustments are made the built in clearance will be reduced. When this clearance is gone REPLACE BRAKE DISCS.

e. Adjustment is now complete and the brake properly set. Replace the brake cover, reconnect the power supply, and check brake operation per paragraph 2-14. If brake operates improperly, see troubleshooting, Section V.


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SERIES Y80

7-2. MOTOR BRAKE.

Instructions for adjusting the brake are inside the brake cover and are repeated below. Check brake adjustment after the first 30 days of service and regularly thereafter during the six-month inspection procedure. Two versions of the motor brake occur in this manual. a. Examine position of indicating tang located below the solenoid coil (Figure 7-1 or 7-1A).


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YALE . On the later version of the brake (Figure 7-1A), if the tang is below the line by more than 1/8", the brake should be adjusted to bring the top of the tang back up alongside the line on the adjust label. c. On the early version of the brake (Figure 7-1), if the tang is below the midway position of the two adjustment points shown on the brake, the brake should be adjusted to bring the tang back up alongside the NORMAL position on the brake. d. Remove the hex key (1/8" size) from the holster on the cover mounting stud and carefully turn the ADJUSTING SCREW (located above the solenoid coil) clockwise. The indicating tang will move a large distance for a small turn of the adjusting screw; therefore turn the screw no more than one quarter turn before checking adjustment. e. After adjustment operate the brake by hand to assure brake disc running clearance. The outboard brake pad should separate from the brake disc by approximately .010". f. Replace hex key in holster. g. Replace brake cover.


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YALE SERIES Y80


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YALE CABLE KING

ADJUSTMENT OF BRAKES

If the load block does not come to a quick stop, the solenoid brake should be adjusted as follows: Remove the lower cover on gear end. Adjust the gap between the cam and the screws to approximately 3/64" clearance (the thickness of 25 cent coin). Make sure the locknut is later tightened. If greater braking is desired tighten the spring tension, but make sure that the spring does not bottom when the brake is fully released. When the hoist is operated the solenoid should immediately snap into the released position. If the solenoid action is sluggish or doer not release, check the action of the plunger for rust or other conditions that may cause a bind. The solenoid may be removed for inspection by taking out four bolts on the outside and disconnecting the conduit casting on the reversing switch box.


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YALE GLOBAL KING

INSPECTION OF MOTOR BRAKE AND ACTUATING MECHANISM. a. General Operation. The hoist brake is an electro-magnetically released, spring set nonadjustable brake. Torque is generated by compressing a friction disk between the stationary motor end bell and the spring loaded brake armature. The friction disk is fixed to the motor shaft and rotates with the motor shaft. When the magnet coil is energized, the armature plate is pulled across the air gap. The friction disk is carried by a splined hub that permits axial movement when the brake is released. This axial movement releases both sides of the friction disk from their mating stationary surfaces and allows the friction disk to rotate freely when the brake is energized. When power is removed from the magnetic coil, the compression springs push the armature against the friction disk and the other side of the friction disk against the motor end bell generating the torque necessary to stop the hoist machinery and hold the load. It will be necessary to compensate for the friction disk wear when a greater amount of hook movement (drift) is noticed when stopping. There is no torque adjustment of the brake. Friction disk wear can only be compensated for by resetting air gap.


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b) Friction Disk Inspection and Air Gap Adjustment. (1) Lower hook block to the floor and relieve all load from ropes. (2) Make sure power to the hoist is off and locked out. (3) Remove the four (4) bolts attaching the fan shroud to the motor and remove the fan shroud. See Figure 5-9. (4) Carefully roll the large O-ring from the groove over the air gap back toward the magnet body. Do not excessively stretch this O-ring. (5) Measure the air gap using feeler gages. If the air gap exceeds the maximum value shown in Table 5-1, the air gap must be reset. (6) To measure the thickness of the friction disk, it is necessary to remove the brake body from the motor end bell. Remove the three (3) brake mounting bolts and draw the brake body away from the friction disk. Carefully set the brake body down on the motor shaft directly in front of the fan. Draw the friction disk away from the end bell and measure the thickness over the friction surfaces. If the friction disk thickness is less than the minimum shown in Table 1, it must be replaced. See Section IX, Figure 9-10. If the friction disk thickness is within the allowable, reassemble the brake body to the motor end bell and torque the mounting bolts to the value shown in Table 5-1. Whenever the friction disk is replaced, it is necessary to reset the air gap.

Hoist "B" Frame "C" Frame

Mounting Bolt Torque: 18 ft-lbs. 18 ft-lbs. Nominal Air Gap: 0.016 in. 0.016 in. Maximum Air Gap: 0.031 in. 0.035 in. Minimum Brake Disk Thickness: 0.453 in. 0.472 in.

Table 5-1. Motor Brake Data.

(7) To reset the air gap, begin by releasing the (3) mounting bolts 1/2 turn. Turn the hollow spacer bolts into the magnet body approximately 1/4 turn. Retighten all three mounting screws. Measure the air gap at a minimum of three places around the circumference. Threading the hollow spacer bolts into the magnet body will decrease the air gap while backing these spacer bolts out of the magnet body will increase the air gap. Repeat this step as necessary until the required air gap is achieved. The air gap must be the same all the way around the brake. Once the air gap is correct, torque the mounting bolts to the value shown in Table 5-1. (8) Replace the large O-ring over the air gap and reassemble the fan shroud to the motor. (9) Test hoist per Section V, Paragraph 5-13 to ensure proper brake operation.


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YALE c) Brake Disassembly. (1) Lower hook block to the floor and relieve all load from ropes. (2) Make sure power to the hoist is off and locked out. (3) Remove the four (4) bolts attaching the fan shroud to the motor and remove the fan shroud. See Figure 5-9. (4) Remove the snap ring behind the plastic fan. Carefully remove the fan from the motor shaft. Remove the snap ring in front of where the fan was mounted. (5) Disconnect the two wires from the terminal block on the magnetic body. (6) Remove the three mounting bolts that attach the brake body to the motor end bell and remove the brake body from the motor. Remove the friction disk from the motor shaft. (7) Clean and inspect all components and working surfaces. Replace all damaged or worn components as necessary. Measure friction disk thickness and replace if less than the minimum thickness shown in Table 5-1. d) Brake Re-assembly. (1) Install the friction disk on the splined hub. The friction disk must slide on the splined hub and seat against the end bell of the motor. (2) Install the brake body to the motor end bell using the three (3) mounting bolts. The air gap must be reset as described in Section V, Paragraph 5-10.b. Torque the mounting bolts to the values shown in Table 5-1. Install the large O-ring in the groove over the air gap. Ensure this O (3) Connect the brake leads to the terminal block on the brake body. (4) Install the forward fan mounting retaining ring and install the fan. Install the rear retaining ring. Install the fan shroud and bolts. (5) Test hoist per Section V, Paragraph 5-13.ring is not pinched in the air gap.


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YALE KEW SERIES

Motor Brake:

Check for excessive or uneven wear of the discs and excessive play between the splines hole in the discs and the drive block. Clean the solenoid plunger seat, and check for even seating between the plunger and coil. Manually hold the brake open and check adjustment as shown in Fig. 4.

KEW HOIST MOTOR BRAKE


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YALE KELB - Motor Brake

Instructions for adjusting the brake are inside the brake cover and are repeated below. Check brake adjustment after first 30 days of service and regularly thereafter during the six-month inspection procedure. (1) Examine position of indication tang located below the solenoid coil (see figure 7-32). (2) If the tang is below the line by more than 1/8", the brake should be adjusted to bring the top of the tang back up alongside the line on the adjust label. (3) Removing the hex key (1/8" size) from the holster on the cover mounting stud and carefully turn the ADJUSTING SCREW (located above the solenoid coil) clockwise. The indicating tang will move a large distance for a small turn of the adjusting screw; therefore turn the screw no more than one-quarter turn before checking adjustment. (4) After adjustment operate the brake by hand to assure brake disc running clearance. The outboard brake pad should separate from the brake disc by approximately .010".

Air gap adjustment

(a) Loosen jam nut using 7/16" wrench while holding set screw with 1/8" hex key. (b) Pull brake release lever as far as possible away from motor, and hold. (c) Turn in set screw until it contacts plunger (when movement is felt in release lever), then turn in 1/4 to ½ additional turn. (d) Tighten jam nut, making sure set screw does not turn. (e) Test operation of brake. (f) Readjust as necessary, 1/4 to 1/2 turn at a time, until brake sets properly. (6) Replace hex key in holster. (7) Replace brake cover.

Brake Adjustment

(1) Adjust brake if clearance between pressure pad and brake disc is more than. 040" (see fig. 7-32) or if brake is drifting. (2) Tools Required. (a) Feeler gage (.020" to .040") or equivalent. (b) Hex key (1/8" size). (3) To Adjust Brake. (a) Minimum clearance between pressure pad and brake disc is .020" to .025" (see fig. 7-32). Set feeler gage between .020" and .025" and place between pressure pad and brake disc. Use 1/8" hex key on adjusting screw (located above solenoid coil). Stop turning adjusting screw when contact is made with the pressure pad. Remove feeler gage. (b) After adjustment operate brake by hand to assure brake disc running clearance. The outboard pressure pad should separate from the brake disc by approximately .010" to .013". (4) Replace brake cover.


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YALE KELB - Motor Brake


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YALE ME/MP SERIES

To Remove The Motor Brake Pull Cord MEL /MER 1. Follow steps 1 through 6 of the preliminary disassembly procedures. 2. If the motor has been removed, then remove the hex nu t and lockwasher from one end of the double end stud and pull it out of the gearcase. Then slide the brake shoes off the brake studs and remove them from the hoist. 3. If the motor has not been removed, then remove the hex nut and lockwasher from one end of the double end stud and remove the stud from the gearcase. 4. Slide the brake shoes off the drum and brake studs and remove the shoes from the hoist. To Adjust The Motor Brake 1. If the bottom hook does not come to a quick stop when the motor is de-energized the brake should be adjusted. 2. Remove the top screw and loosen the bottom screw of the hoist nameplate and the brake inspection cover. 3. Adjust the gap between the adjusting screw and the cam to 1/1 6 inch.


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YALE 4. If greater braking is desired, tighten the spring tension but make sure that the spring does not bottom when the brake is fully released.

SAL - BRAKE

The brake is non-adjustable with a nominal 0.004 inch (0.012 mm) air gap and the brake disc must be replaced when the gap reaches 0.012 inches (0.305 mm). The brake spacer should be no more than 0.012 inches (0.305 mm) thicker than the combined thickness of the brake disc and armature plate.

!!! WARNING !!!

Failure to follow proper lockout/tagout procedures may present the danger of injury from the escape of high pressure air. TO AVOID HEALTH INJURY: Disconnect the hoist from the air supply and lockout/tagout the main air supply valve before removing the cover or servicing this hoist. To inspect the air gap, disconnect the hoist from air supply. Remove the brake end cover (620-533) and brake end spacer (620-527) from the gear housing (620-113) to expose the brake. Disconnect the two air tubes from the air cylinder (620-524). Remove the air cylinder cap (620-503) and brake spring (620-123). Remove the air cylinder (620-524) by removing the 4 screws (620-124). Remove the piston (620- 521), o-ring (620-536), coupling (620-523) and seal (620-535) by removing screw (620-575). Removing the air cylinder assembly will expose the brake armature (620-118), brake disc (620-117), brake spacer (620-193) and brake base plate (620-116). Inspect these parts and replace if worn or damaged. Check o-ring (620-536) and seal (620-535) and replace these if worn or damaged. Make sure to install new seal with the opening towards the coupling. Apply grease to the outside of the lip seal and o-ring. Making sure that the o-ring (620-536) is on piston shaft, slide the piston (620-521) into the air cylinder (620-524). Install coupling (620-523) into air cylinder (620-524) using screw (620-575). Be sure the brake leaf spring (620-121) on the (250, 300 and 500 pound (double reeved unit) 113, 136 and 226 Kg.) is properly installed (See Figure 10). Assemble the brake base plate (620-116), brake spacer (620-193), brake disc (620- 117) and brake armature (620-118). Install 4 screws (620-526) into the air cylinder (620-524). Install brake spring (620-123) and air cylinder cap (620-503). Reconnect the two air tubes. Assemble the brake end spacer (620-527) and end cover (620-533) to gear housing (620-113) using the three screws (620-507).


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YALE

SAL - BRAKE

YEL SERIES

4-7. Brake

a. Properly adjusted, this brake will release promptly when energized; is capable of both smoothly stopping and securely holding the rated capacity of the hoist. If the hoist develops either undesirable over-travel after the pushbutton is released (this condition is most noticeable in the lowering direction) or hesitates to lift the load promptly when the pushbutton is depressed (this condition is most noticeable in the hoisting direction) the brake should be adjusted.


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YALE

b. Brake Adjustment

I) DISCONNECT HOIST FROM POWER SUPPLY and remove the electrical cover. 2) With reference to Figure 4-5, the gap between the brake armature "A" and the field "B" should be checked. The correct gap is 0.015". Adjustment should not be necessary until gap reaches 0.050. 3) Adjust gap by adjusting the 3 lock nuts "I;" and checking with a feeler gauge to be sure gap is the same on both ends of the solenoid.

!!! CAUTION !!! Be sure the bottom of the armature does not bear against the splined adaptor "H". As adjustments are made, the built-in clearance will be reduced. When

this clearance is gone REPLACE BKAKE DISCS. 4) Adjustment is now complete and the brake properly set. Replace the electrical cover, reconnect the power supply. And check hoist brake action.


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YALE YEL SERIES - BRAKE

KONECRANE E-LIBRARY

YASKAW


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YASKAWA

ADJUSTMENT BEFORE OPERATION

Before the brake is put into operation, the following adjustments should be made. Refer to Fig. 4. EQUALIZING SHOE CLEARANCE Shoe clearance should be equal when the brake is released by tightening manual release nut. ' Adjust shoe clearance with adjusting bolts, Fig. 4.


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YASKAWA MAGNET GAP ADJUSTMENT (Fig. 5) To adjust magnet gap, proceed as follows: 1) Set the brake by loosening manual release nut 2) Turn magnet-gap adjusting nuts (see Fig. 4) to place the end (a) of magnet gap indicator between points (b) and (c), Fig. 5 (a). 3) When brake linings become a good fit on brake wheel after operations, turn the magnet-gap adjusting nuts (see Fig. 4) until the indicator end (a) lines up with the point (b), Fig. 5 (b).

BRAKE TORQUE ADJUSTMENT (Fig. 6) Be sure that spring length (L) agrees with nameplate marking or the value given in Table 1. (Dimension L is the spring length when the edge (a) of the magnet gap indicator is in line with point (b) with the brake set.)

Adjust spring length as follows, if necessary. 1) Adjust the spring length (L) to the value on the nameplate or in Table 1 with two torque adjusting nuts. 2) Check to see that spring retainer is not in contact with the rod, and then tighten torque adjusting nuts.

The amount of brake torque is in inverse proportion to spring length; the longer the spring, the smaller the brake torque, and vice versa. Brake torque can be changed, if necessary, within the range in Table 1 or on nameplate. Be sure that torque adjustment is within the values designated, or magnet may fail to work.


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YASKAWA

1. Maximum value is the rated brake torque and should not be exceeded. 2. Swing length L is measured when magnet gap indicator edge (a) lines up with point (b), Fig. 5 (b).


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YASKAWA

INSPECTION WHEN MOUNTING Check the following after mounting the brake: 1) Brake and drum are aligned to within + 2mm (see Fig. 1). 2) Linings are properly mounted on brake shoes (see Fig. 2). 3) Error of parallelism between linings and drum is within + 0.4mm (see Fig. 3). BEFORE TEST RUN Check the following before test run. 1) Supply voltage is proper. 2) Wiring is proper. 3) Shoe clearance is proper. (Shoe clearance should exceed 0.3mm) 4) Magnet gap is correctly adjusted. 5) Spring length is adjusted to the value specified on the nameplate or in Table 1. 6) Manual release nut is in contact with the inner magnet-gap adjusting nut. 7) Linings are in good condition. 8) Brake wheel surface is in proper condition. 9) Moving parts move satisfactorily. MAGNET GAP ADJUSTMENT AFTER START-UP (Fig. 7) When the end (a) of magnet gap indicator is in line with point (c) with the brake set, adjust magnet-gap adjusting nut so that point (a) lines up with point (b), Fig 7. Without this adjustment, magnet gap will become larger and the magnet will fail to work. This may cause coil burn-out. Magnet gap adjustment will cause a variation in shoe clearance. Correct shoe clearance with adjusting bolts (see EQUALIZING SHOE CLEARANCE on page2).


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YASKAWA MAINTENANCE

MANUAL RELEASE (Fig. 8) To release the brake by hand, turn the manual release nut clockwise until the nut comes into contact with the spring retainer, and tighten the nut with a spanner. Later, the manual release nut must be turned counterclockwise until the nut comes into contact with the magnet-gap adjusting nut. If not, the brake will not work when needed.

REMOVING MOTOR WITH BRAKE INSTALLED (Fig. 9) 1) Turn manual release nut until it contacts spring retainer. 2) Remove outer nut for adjusting magnet –gap. 3) Loosen all of shoe-clearance adjusting bolts. 4) Raise the rod. 5) Lift off the motor.

LUBRICATION Oil should be applied to bearing pins through ball-sealed oil ports shown by arrows in Fig. 10. Lubrication period depends on frequency of braking operations. When the brake is used at rated operation frequency (400 times/hour), maintain a once-a-week oiling basis.


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YASKAWA

OIL DASH POT (Fig. 11) Oil dash pot to absorb the shock when releasing the brake is filled at factory with Turbine Oil No. 90 (oil viscosity 17.5-22.5 cst at 50°C, 122ºF). When oil in dash pot decreases to L level on oil gage with use, feed oil up to H level on the oil gage, with feed plug cover removed. Use Turbine Oil No. 90, No. 140 (oil viscosity 32.5-37.5 cst at 50°C. 12Z°F), or equivalent. As equivalents, the following are recommended.

Oil, when used for a certain period (approximately one year), is contaminated and must be replaced with new one. To replace oil, remove feed plug cover and drain plug (Fig 12), drain the old oil, and feed new oil up to H level on oil gage, Use one of the oils recommended above. Oil amount is shown in Table 2.


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YASKAWA

REPLACEMENT OF LININGS Lining, when its thickness is reduced to 3mm, should be replaced as follows. (a) When there is a space for removing linings in motor axial direction (Fig. 12) - Turn the manual release nut with a spanner until it contacts the spring retainer. Then continue to turn the nut pressing against the retainer until no further movement is possible. This will release the brake. Remove the lining retainer. - Slide lining upward along the drum slide face, and then the lining is readily taken out in motor axial direction.


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YASKAWA

(b) When there is no space for removing linings in motor axial direction (Fig. 13) Turn the manual release nut until it comes into contact with the spring retainer. Remove the outer magnet-gap adjusting nut. Loosen all of shoe-clearance adjusting bolts. Raise the rod. Remove the lining retainer. Take up the lining along the brake drum, and the lining is removed easily. After replacing the linings with new ones, turn the manual release nut until it contacts the inner nut for adjusting the magnet gap. Readjust the brake according to ADJUSTMENT BEFORE OPERATION on pages 2-3, and operate the brake at no load 10 to 20 times before it is put into actual operation.

MAGNET COIL REPLACEMENT (Fig. 14) Magnet coil is designed to have a greater resistance to voltage and temperature. However, if magnet coil is energized with voltage other than the allowable value or magnet gap is left too large, coil may burn out. If the coil burns out, investigate the cause. To replace coils, proceed as follows. Coil replacement can be done with the brake set. 1) Remove magnet cover. 2) Remove roll pin which prevents armature core fastening nut from turning, and loosen the nut. 3) Take off washer, cushion spring, armature core and bushing in order of mention. 4) Loosen magnet coil mounting bolt and replace burnt-out coil with spare. 5) Assemble in a reverse order of disassembly. 6) Adjust the brake according to ADJUSTMENT BEFORE OPERATION on pages 2-3.


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YASKAWA

O-RING REPLACEMENT (Fig. 14) To prevent oil leakage from oil dash pot, O-rings are provided as shown in Fig. 14. Since these rings wear with use, replace them as follows if oil leakage is found. 1) Remove magnet coil. See MAGNET COIL REPLACEMENT. 2) Remove oil from oil dash pot with oil feed plug cover and drain plug removed (refer to OIL DASH POT on page 5). 3) Remove bracket. 4) Loosen magnet-gap adjusting nuts and brake torque adjusting nuts. (Before loosening the adjusting nuts, hold the driven machine or load, if connected, so that it does not erroneously run or move because brake torque is removed.) 5) Remove pin which connects spindle and rod. 6) Take off spindle. 7) Replace O-rings 1 and 2 with spares. 8) Assemble in a reverse order taking care of the following:

Don't damage O-rings. Clean interior of cylinder. Feed oil specified in OIL DASH POT at Fig 11.

Motor and Load Brakes by BM Rev. 3

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