INSTALLATION MANUAL FOR DODGE® D-SERIES SPRING-SET MOTOR BRAKES
(STANDARD AND E-Z KLEEN® ENCLOSURES)
PRE-INSTALLATION INSTRUCTIONS:
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, electricallyreleased power-off brakes to provide a holding or parking action. These DODGE motor brakes are factory assembled and adjusted allowing for immediate operation after attachment to the motor. To ensure compatability with mating motor, measure C-face pilot diameter and motor shaft diameter. WARNING When failure of brake or connecting equipment (gearbox, coupling, etc.) may allow unexpected machine movement, an additional holding device is required at the load. Failure to observe this precaution could result in bodily injury. All parts should be examined for any damage during the shipping and handling process. All parts must be clean and free of any foreign material before attempting assembly. Care should be taken to ensure that contaminants (such as grease from the motor, oil from a gearbox, etc.) do not contact the friction faces as this will cause the brake to operate improperly. DANGER This equipment is at line voltage when AC power is connected. Disconnect and lock out all ungrounded conductors of the AC power line. Failure to observe these precautions could result in severe bodily injury or loss of life. STEP 3. Remove any burrs from the motor shaft before attempting to mount the hub. Mount the splined hub onto the motor shaft. The hub utilizes an integral key so that no installation or securing of a key is necessary. See Diagram A below for proper positioning of the brake hub on the motor shaft. The chamfered end of the splined hub should be positioned away from the motor to provide a lead-in guide when mounting the brake. Secure the two hub setscrews to 75-80 Ib-in of torque. The use of anaerobic adhesives either on the shaft/hub connection or the hub set screws is not recommended because of the possibility of uncured material contaminating the friction surfaces when the motor is started up. Note: Prior to mounting the brake onto the hub, determine how electrical connections will be made. For example, external through the conduit egress in the brake housing or internal from the motor to the brake. DIAGRAM A: Hub Positioning INSTALLATION: 56/140/180 DBSC/DBEC MODELS (Single C-face)
STEP 1 (180 only): Remove new brake from flange by loosening (4) mounting bolts ( -16 UNC). STEP 2 (180 only): Mount adapter flange to 180 motor flange with (4) mounting bolts (½-13 UNC). Tighten mounting bolts to 900 Ib-in of torque. WARNING: Because of the possible danger to persons(s) or property from accidents which may result from the improper use of products, it is important that correct procedures be followed. Products must be used in accordance with the engineering information specified in the catalog. Proper installation, maintenance and operation procedures must be observed. The instructions in the instruction manuals must be followed. Inspections should be made as necessary to assure safe operation under prevailing conditions. Proper guards and other suitable safety devices or procedures as may be desirable or as may be specified in safety codes should be provided, and are neither provided by Baldor Electric Company nor are the responsibility of Baldor Electric Company. This unit and its associated equipment must be installed, adjusted and maintained by qualified personnel who are familiar with the construction and operation of all equipment in the system and the potential hazards involved. When risk to persons or property may be involved, a holding device must be an integral part of the driven equipment beyond the speed reducer output shaft. For these models wiring may be made easier by bringing the brake leads from the motor out through the lead wire access cover on the label side of the brake before making connections. STEP 4. Mount the brake to the motor taking care to properly engage the splined hub with the splined bore of the friction disc in the brake. If force seems to be needed for proper mounting, look for other problem areas such as foreign matter in the spline or cocking of the brake. DO NOT HAMMER BRAKE INTO PLACE. Once the brake contacts the motor face, rotate the brake to align the mounting holes. If the motor shaft is not free to rotate due to an external load, it may be necessary to manually release the brake at this time in order to rotate it so as to align the mounting holes. Secure the (4) mounting bolts ( 16 UNC) provided to the motor with 300 Ib.-in. of torque. The brake can be mounted in any orientation: horizontal, vertical (either end up) or on an incline without any adjustments. Note: Both (2) setscrews must be tightened to the recommended torque levels to ensure proper operation. Realignment of the hub setscrews with the housing access holes, if necessary, requires the use of both manual release levers to release the brake (see Manual Release Operation) and allow brake output shaft to rotate freely. MANUAL RELEASE OPERATION:
WARNING Do not manually release brake before blocking overhauling loads to prevent unexpected machine movement. Failure to observe this precaution could result in bodily injury. DIAGRAM B INSTALLATION: DBSS/DBES MODELS (Double C-Face)
These models are intended to be concentrically located between two pieces of equipment such as a motor and reducer. They are not intended to have a sheave, pulley, sprocket or any overhung load placed on the output shaft. Note: There are two access holes in the brake housing for tightening the hub set screws. Positioning the hub setscrews in-line with these access holes by releasing the manual release levers and rotating the shaft will make location easier after the brake is positioned onto the motor shaft. STEP 1. Slide brake onto motor shaft taking care first to remove any burrs on the motor shaft. If force seems to be needed for proper mounting, check for other problem areas. DO NOT HAMMER BRAKE INTO PLACE. Once the brake contacts the motor face, rotate the entire brake to align the mounting holes. Finger tighten the mounting bolts to secure the brake to the motor. STEP 2. Tighten the (4) mounting thru bolts ( -16 UNC) to the motor with 300 Ib-in of torque. STEP 3. Using the access holes in the housing, tighten the two setscrews in the splined hub to 75-80 Ib.-in. as shown in picture. The setscrews should be already aligned with the access holes so that no adjustments or movement of the motor shaft or hub are necessary to enable tightening of the setscrews. The manual release levers are located on the back of the brake opposite the input hub for the single C-face models (see Diagram B). On the double C-face models they are located on the output shaft side. If it is necessary to manually release the brake, simultaneously turn the (2) levers counterclockwise (CCW), approximately 90 degrees to their stop positions. The manual release levers need to be moved into the reset position manually. MAINTENANCE GUIDE
DANGER This equipment is at line voltage when AC power is connected. Disconnect and lock out all ungrounded conductors of the AC power line. Failure to observe these precautions could result in severe bodily injury or loss of life. WARNING Do not manually release brake before blocking overhauling loads to prevent unexpected machine movement. Failure to observe this precaution could result in bodily injury. TASK: Wear Adjustment. PROCEDURE:
Note: New brakes DO NOT require wear adjustment. 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 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. STEP 2. For 3 to 25 Ib-ft models, remove plastic caps. For 35 and 50 Ib-ft models, loosen bolt head locks. (Caution: These plastic caps and locks must be reinstalled after adjustment.) Turn the 3 socket head cap screws (3 hex head cap screws for 35 and 50 Ib-ft models) clockwise (CW) progressively to 50 Ib-in. DO NOT OVERTIGHTEN. Then turn each of the bolts back counter clockwise (CCW) ½ of a full turn (180 degrees). This resets the air gap to the proper amount. Turn power back on and check for normal operation. If adjustment intervals become more frequent, brake friction disc may be nearing the end of its normal life. Task: Rectifier Checks To determine if a rectifier has been damaged use a multimeter to check resistance. Check the following lead combinations by placing the positive clip on one lead and the negative clip on the other. See table. (+) B1 B4 B1 B3 B2 B4 B2 B3 (-) B4 B1 B3 B1 B4 B2 B3 B2 Resistance Low High High Low Low High High Low If any resistance is measured low where it should be high or vice versa, the rectifier has been damaged and a replacement rectifier (Dodge Part #031385) should be purchased. BRAKE COIL DATA: CURRENT/RESISTANCE RATINGS (see notes below) Coil Voltage Low/High 115/230 VAC (1) 230/460 VAC (2) 287/575 VAC (3) 104/208 VAC (4) 190/380 VAC (5) 250/500 VAC (6) 48 VDC 24 VDC 12 VDC Current Draw (A) 0.19 0.10 0.09 0.24 0.13 0.10 0.48 0.97 1.95 3 & 6 Ft.-Lb. Resistance (8) (Ohms) 562 2078 2987 384 1341 2336 100 24.7 6.2 Current Draw (A) 0.28 0.14 0.12 0.31 0.19 0.13 0.58 1.14 2.24 10 ­ 15 Ft.-Lb. Resistance (8) (Ohms) 387 1550 2245 290 923 1793 82 21.7 5.4 Notes: Other nameplate voltage capabilities: 1) 115/208­230 VAC 50 or 60 Hz, 133/265 VAC 60 Hz, 110­125 VDC 2) 208­230/460 VAC 50 or 60 Hz, 240/480 VAC 60 Hz, 220/440 VAC 50 Hz, 230 VDC 3) 237/575 VAC 60 Hz, 275/550 VAC 60 Hz, 300/600 VAC 60 Hz 4) 104/208 VAC 50 or 60 Hz, 100/200 VAC 60 Hz, 90­95 VDC 5) 190/380 VAC 50 or 60 Hz, 200/400 VAC 60 Hz, 208/416 VAC 50 Hz 6) 250/500 VAC 50 or 60 Hz 7) Values for other nameplate voltages will vary. Consult DODGE Engineering for actual values. 8) Coil resistance is measured between leads B4 and B5. Measured resistance may vary ±7½% from nominal values. 3 ELECTRICAL CONNECTIONS:
(See page 5 for Wiring Diagrams) DANGER The user is responsible for conforming with the National Electrical Code and all other applicable local codes. Wiring practices, grounding, disconnects and surge suppression are of particular importance. Failure to observe these precautions could result in severe bodily injury or loss of life. CAUTION If the brake is to be internally wired to the motor, be sure that the lead wires are not pinched when the mating faces are brought together. Failure to observe this precaution could result in damage to or destruction of the equipment. CAUTION In applications where long lead lengths and DC switching are used, inductive voltage spikes may cause rectifier failure. Surge suppression should be employed to prevent such failures. CAUTION If electrical soft-start or inverter is used in the system care must be taken to ensure that the brake is supplied with full voltage. Brake must have the full input voltage to ensure proper release and operation. CAUTION REPLACEMENT/RETROFIT APPLICATIONS: In order to ensure proper wiring connections when placing this brake in place of another, be sure to trace motor leads back to the motor conduit box. Brake lead markings may differ among brake manufacturers. If in doubt, voltages should be measured. TROUBLESHOOTING GUIDE
DANGER Subsequent steps require rotating parts and/or electrical circuits to be exposed. Stay clear if unit must be running or disconnet and lock out or tag power source if contact must be made. Failure to observe these precautions could result in severe bodily injury of loss of life. SYMPTOM 1) Loss of Torque POSSIBLE CAUSE(S) Improper Switching Method SOLUTION If new brake appears to coast farther then desired, an alternate switching method may be required, such as fast response circuit. Consult DODGE. See Wear Adjustment ProcedureMaintenance Guide Check Application Reduce Cycle Rate & Check Application Replace Friction Disc Replace Friction Disc Check Resistance Between Brake Leads (B4 & B5) for Continuity Establish Proper Voltage. If input voltage is okay, check for DC voltage across leads B4 & B5. If no voltage exists, rectifier may be blown. Use rectifier replacement kit. See Wear Adjustment ProcedureMaintenance Guide Tighten or loosen the socket head cap screw in each release lever as required. Release levers should remain in the release position with power to the brake off. Release levers should return to the housing with power to the brake on. (See Symptom 2) Reduce Cycle Rate Reduce Cycle Rate and/or Load Inertia (Add External Cooling Fan) Reduced Load inertia See symptom 2 Reduce voltage input to coil specifications Brake Disc Worn Brake Too Small Excessive Cycle Rate (Disc Too Hot/Torque Fade) Friction Surfaces Contaminated Brake Worn Out (Frequent Adjustment) Open Circuit (Brake Wires Pinched or Broken) (Open Coil) Improper or No Voltage to Brake (Coasting) 2) Brake Not Releasing Requires Adjustment Manual Release Out of Adjustment 3) Motor Stalled 4) High Housing Temperature 80ºC (176ºF) Maximum Brake Not Releasing Excessive Cycle Rate High Ambient Temperature Excessive Load Inertia Brake Not Releasing Excessively High Voltage 4 5 www.baldor.com www.ptplace.com www.dodge-pt.com www.reliance.com Baldor Electric Company Headquarters P.O. Box 2400, Fort Smith, AR 72902-2400 U.S.A., Ph: (1) 479.648.5792, Fax (1) 479.648.5792, International Fax (1) 479.648.5895 DODGE/Reliance Division 6040 Ponders Court, Greenville, SC 29615-4617 U.S.A., Ph: (1) 864.297.4800, FAX: (1) 864.281.2433
Copyright © 2007 Baldor Electric Company All Rights Reserved. Printed in USA. 04/07 7M-K This material is not intended to provide operational instructions. Appropriate instruction manuals and precautions should be studied prior to installation, operation or maintenance of equipment.