+7 (495) 374 68 44 Заказать звонок
CAPTCHA

Дизайн

The electromagnetic double‑disc spring‑operated brake KFB, see picture "KFB spring‑operated brake with manual lever", is intended to operate solely as a holding brake for this application. With the exception of emergency braking, it may only be operated as a dynamically loaded operational brake if it is appropriately dimensioned or after consultation with the manufacturer. It is a spring‑loaded, electrically operated, double‑disc brake, which operates when the power is switched off. When the coil (2) is energized with a DC voltage, the brake is released electromagnetically. If the coil (2) is de‑energized, the springs (6) press the armature plate (4) axially against the friction‑lining carrier (5) which in turn presses against the brake flange (7); this sequence provides the braking action. The brake is released when the coil (2) is energized. The magnetic field attracts the armature plate (4) towards the coil form (1), counteracting the spring pressure on the coil form. The air gap can be adjusted within a wide range, ensuring high availability of the brake. The motor and brake are coupled by means of a flange (12). Emergency brake release is possible by means of 2 emergency release screws – optionally with hand lever release.

As a result of the compact design with the enclosed coil form housing and appropriate sealing from the shaft, the brake has degree of protection IP67 when the housing is closed.

All the brake connections such as coil, microswitch, etc. are taken to the motor terminal box.

KFB spring‑operated brake with manual lever

Protective element

The brakes should be connected at the DC end, i.e. between the rectifier and coil (see circuit diagram below). This ensures a significantly shorter closing time than if the brake were connected at the AC end. A protective element (varistor + spark quenching) must be fitted in parallel to each brake coil. This protects the brake coil against excessively high de‑energization voltages on the one hand, and the contactor contacts on the other. These protective elements must be installed close to the brake coils where possible, e.g. in the motor terminal box or in a distribution board on the subframes in the case of traversing gear. Protective elements PE‑400/150/5 are directly available from the manufacturer1) under Article No. 008099300249.

Technical specifications

Protective element

Connection voltage, max.
(coil voltage)

400 V DC

Max. coil current

5 A

Max. energy absorption of one trip

150 J

Max. continuous output (average) of energy absorption

5 W

Trip peak at max. coil current

< 450 V

Ambient temperature

-40 ... +50 °C

Permissible cross section of connecting lead

0.2 ... 2.5 mm2

Weight, approx.

0.2 kg

Degree of protection

IP20



Special versions

Emergency release with hand lever, option J25

In addition to brake release at zero current via 2 emergency release screws, it is also possible to release the brake by means of a hand lever permanently mounted on the brake housing. The lever is lockable.

Microswitch for "brake released" monitoring, option J26

The brake can be fitted with a microswitch for monitoring the "brake released" state. The contact is rated for:

  • < 30 V DC, 5.0 A
  • < 125 V DC, 0.5 A
  • < 250 V AC, 5.0 A

Microswitch for air gap monitoring/wear, option J24

A 2nd microswitch can be fitted to monitor the "maximum air gap" function. Tripping of this contact indicates that full braking power is no longer available and the air gap must be adjusted immediately. The contact load rating is identical to that of the "brake released" microswitch.

Standstill heater, option J27

The installation of a heater can prevent the formation of condensate, e.g. caused by fluctuations in temperature and air humidity, inside the brake. This heater must not be switched on when the motor is operating. The heater is designed for a supply voltage of 230 V AC and a heat output of 40 W.

Encoder mounting, option J28/J29

An encoder (e.g. POG 10) can be mounted on the brake. Additional mounting components and other measures are required on the brake to fit an encoder.

Tacho socket T2 with coupling and mounting components is ordered with option J28(see section "Design").

If an encoder is to be fitted at a later date, the brake can be supplied prepared for encoder mounting. This is possible with option J29. Option J29 does not include the coupling and mounting components.

It is also possible to retrofit an encoder by replacing the brake housing (the parts required, such as new housing, coupling, etc., can be ordered directly from the manufacturer1)) using the brake serial number as a reference).

Brake control unit BCU

A brake control unit (BCU) can also be used to supply and monitor the brake on single drives. For technical data, price, etc., please contact the manufacturer1) directly.

Rectifier in terminal box, option C07/C01

The brake motors can also be supplied with a bridge rectifier installed.

Note:

It must, however, be noted that the closing time for the brake can be a factor of 10 longer than the values specified in the tables (see section "Technical specifications" below) because it is connected at the AC current side.

Three‑phase asynchronous motors 1LP4, 1LP6, 60 Hz variant​·​

The motor types 1LP4 and 1LP6 are also available in a 60 Hz variant.

The following must be stated in addition to the Article No.:

  • 400 VΔ 1LP....-.....L5K
  • 460 VΔ 1LP....-.....L5L
  • 500 VΔ 1LP....-.....L5M

Technical data on request.

1) Manufacturer:
Pintsch Bamag GmbH
Hünxerstr. 149
D‑46537 Dinslaken
Tel. (+49)2064/602‑0
http://www.pintschbamag.de

Конфигурация

The following dimensioning parameters must be taken into account when a brake is selected:

Braking torque

On the assumption that the deceleration rate must be approximately equal to the acceleration rate, the braking torque should be calculated as follows:

MBR = MJa × η2

MBR

Braking torque of the mechanical brake

MJa

Accelerating torque for accelerating linear-motion and rotating masses



Accordingly, the braking torque of the mechanical brake must be approximately equal to the required maximum motor torque.

Braking energy on emergency trip

The braking energy for occasional emergency trips must be checked to ensure that it does not cause the brake to overheat. Please refer to table in section "Technical specifications" for permissible values. The braking energy produced for traversing gear can be calculated approximately with the following equation:

Q

Energy capability/braking energy in kJ

MBr

Existing braking torque in Nm

ML

Total of all load torques in Nm referred to the brake (motor) shaft

nBr

Speed of brake (motor) shaft in rpm

Itot

Total moment of inertia to be braked in kgm2 reduced to the brake (motor) shaft

ML

is positive if it supports braking (e.g. hoisting a load)

ML

is negative if it counteracts braking (e.g. lowering a load)



The total moment of inertia Itot is the sum of the individual moments of inertia of the plant components to be braked, reduced to the brake (motor) shaft, and the moment of inertia of the linear-motion masses. The equivalent mass inertia IEqv of a linear-motion mass m with velocity v, referred to the brake (motor) speed nBr, is calculated as follows:

m

Mass of the linear-motion load in kg

ν

Velocity of the linear-motion load in m/s

nBr

Speed of brake (motor) shaft in rpm



The velocity and/or speed to be entered here must equal the maximum values in normal operation. An increase in velocity resulting from wind forces may also need to be taken into account.

Braking energy and energy capability

The brake must be capable of absorbing the heat produced by the occasional emergency braking operation. The maximum permissible energy capability Q is shown in the diagram below as a function of the number of switching operations.

The permissible energy capability Q for a single emergency trip can be found in the table in section "Technical specifications".

Energy capability Q, braking speed = 1500 rpm

Технические данные

 

 

KFB spring-operated brakes

 

 

Type

 

 

KFB 10

KFB 16

KFB 25

KFB 30

KFB 40

KFB 63

KFB 100

KFB 160

Braking torque

Nm

100

160

250

300

400

630

1000

1600

Permissible speed

rpm

6000

6000

6000

6000

5500

4700

4000

3600

Rated voltage 1)

V DC

207

207

207

207

207

207

207

207

Rated output

W

100

118

160

154

188

206

316

340

Rated current

A

0.48

0.57

0.77

0.74

0.91

1

1.53

1.64

Moment of inertia

kgm2

0.0017

0.0037

0.0048

0.0055

0.0068

0.017

0.036

0.05

Weight, approx.

kg

19

28

42

50

55

74

106

168

Energy capability Q

  • at n = 1500 rpm/z = 1

kJ

88

126

169

167

216

235

321

331

Energy capability Q

  • at n = 1500 rpm/z = 100

kJ

8

11.7

12.6

13.8

14.5

18.4

27.1

34.8

Closing time t12)

ms

55

75

80

85

90

120

135

195

Release time t22)

ms

128

173

239

245

251

342

375

498



1) Rated voltage according to DIN IEC 38 with tolerances of +6 % and -10 % according to DIN VDE 0580.

2) Switching time terms defined according to DIN VDE 0580, Closing time t1 = Connection time t1, Release time t2 = Disconnection time t2

Q

Energy capability per braking operation [kJ per switching operation]

n

Speed [rpm]

z

Braking operations per hour [1/h]

t1

Closing time: Time from power OFF until 90 % of rated braking torque is reached

t2

Release time: Time from power ON until 10 % of rated braking torque is reached

t

Measured at 20 °C



The normal version of the brake is supplied for a coil voltage of 207 V DC. Voltages of 110 V DC and 180 V DC are also available at no extra cost (please state in plain text in the order). Other coil voltages on request.

55972