Technical data3
j | BA 14.0168 | 10/2013
14
This spring-applied brake is a single-disk brake with two friction surfaces. The braking torque
is generated by several compression springs (1.2) by friction locking. The brake is released
electromagnetically.
The spring-applied brake INTORQ BFK458- is a single-disk brake with two friction
surfaces. Several compression springs (1.2) create the braking torque by friction locking. The
brake is released electromagnetically.
The spring-applied brake is designed for the conversion of mechanical work and kinetic energy
into heat. For operating speed, see chapter 3.2 Rated data. Due to the static brake torque,
the brake can hold loads without speed difference. Emergency braking is possible at h igh
speed, see chapter 3.2 Rated data. The more friction work, the higher the wear.
3.1.2 Braking
During braking the rotor (3) axially slidable on the hub (4) is pressed against the friction
surface by the inner and outer springs (1.2) via the armature plate. The asbestos-free
friction linings ensure a high braking torque and low wear. The braking torque transmission
between hub (4) and rotor (3) is effected by means of toothing.
3.1.3 Brake release
In the braked state, there is an air gap ”s
L
” between the stator (1) and the armature plate (2).
To release the brake, the coil of the stator (1) is excited with the DC voltage provided. The
magnetic force generated attracts the armature plate (2) towards the stator (1) against the
spring force. The rotor (3) is then released and can rotate freely.
3.1.4 Brake torque reduction
For basic module E (adjustable), the spring force and thus the brake torque can be reduced
by unscrewing the adjuster nut (8), ( 46).
3.1.5 Manual release (optional)
The manual release is optionally available for short-term releases when no voltage is applied.
The manual release can be retrofitted.
3.1.6 Microswitch (optional)
The manufacturer offers the microswitch for air-gap or wear monitoring. The user must provide
the corresponding electrical connection ( 35et seqq.).
When air-gap monitoring, the motor does not start before the brake has been released. With
this set-up, all possible faults are monitored. For example, in the event of defective rectifiers,
interrupted connection cables, defective coils, or excessive air gaps the motor will not start.
When checking the wear, no current will be applied to t he brake and the motor if the air gap
is too large.
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