Tech Tip: Clutches & Brakes

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What are the most common reasons for failure for sprag/cam clutches?

The two most common reasons that a sprag/cam clutch fails are improper installation methods and lubricant contamination.
1.Improper installation methods

Misalignment – A common issue when installing a sprag/cam clutch is that not enough attention is paid to the shaft and hub alignment. Sprag/cam clutches are very high tolerance components that require very minute installation tolerances for proper installation. It is essential to maintain proper axial alignment and concentricity of components to ensure a long service life.

Impact damage – Because of the high tolerances required for the shaft and hubs used with sprag/cam clutches, it can be difficult sometimes to get the unit to slide into place. It is a common, but improper, practice to use a hammer or some other form of impact to install a clutch on a shaft. This can cause misalignment internally in the clutch that will severely limit the service life.
2. Lubricant contamination
In applications that are very dirty, dusty or wet, maintaining healthy lubrication is essential to get the longest service life out of the product. Always make sure to follow the lubrication maintenance cycle described in the product’s instruction manual. Grease lubricated clutches have longer maintenance intervals, which limit the chances for contaminants to enter the unit during regular maintenance. Labyrinth seals also help to improve service life by preventing contaminants from entering the sealed product

Can a friction lock, taper lock, or QD bushing be used with my clutch or backstop?

No. All of these bushings work in similar ways; which is as the bushing is tightened, it deforms the shaft and hub that it interacts with. In a clutch, the internal tolerances and dimensions are so tight that this slight deformation will push the internals of the clutch out of alignment and ruin the unit.

Why use grease lubrication in a backstop?

Backstops typically are in overrunning mode for the vast majority of their lifetime, and only engage on rare occasions. Because of this, the grease lubrication can offer a longer maintenance cycle and lower operating temperatures with the same protection due to the low frequency of engagement and lower speeds typical of most backstopping applications. Grease lubrication is also far less likely to leak through the seals.

What are the most common reasons for sprag/cam clutches to fail?

Can lubricating oils with extreme pressure additives be used with backstops installed internally to a gearbox?

To fully answer this, we need to break it down into internal and external backstops.

• External Backstops
  • External backstops are fully contained units and cannot use lubricants with EP additives. Extreme pressure additives help to make a lubricating oil that has less compressibility than standard oils, which is generally beneficial for high speed, high torque gear box applications. However, this lack of compressibility restricts the interference fit between the sprags/cams and the outer and inner races.
• Internal Backstop
  • Backstops that are installed internally to gearbox reducers can be used with EP additives in mose cases. These unique units are not fully contained, and are specially designed to have proper function while using EP additives in the lubricant. There are few exceptions, so make sure to always check with the manufacturer before using EP additives with a gearbox that has internal backstops.

What three clutch techniques are commonly used in backstop applications and why?

Sprag, wrap-spring, and ramp and roller style clutches are used in backstop applications due to their self-actuated technology that does not require any input signal to engage when reverse rotation occurs. These all provide low to zero backlash backstopping.

Why use a mechanical lock-up style clutch over other technologies?

The design of mechanical lock-up clutches allow for their use in applications that require no-slip engagement and cycling that other clutch technologies cannot meet. They also can be used in backstopping, overrunning and indexing applications that other clutch technologies cannot.

Why do I hear noise in the newly installed friction clutch/brake?  

It is not uncommon in a newly installed friction clutch/brake for there to be a chirp or brief squeal as the unit engages; as the unit burnishes this will normally go away. Never add any lubricant to try to eliminate this noise as it will disrupt the function of the unit.

Cause of Rapid Unit Failure in a Wrap Spring Clutch/Brake

The rectangular plate commonly used in wrap spring clutch/brakes should be considered a torque arm.  Therefore it should be mounted so that there is some play or compliance in the mounting.  Rigidly mounting the plate will result in binding and rapid unit failure.

Lubrication of Overrunning Clutches

When lubricating an overrunning clutch or backstop, there will be multiple possible recommended lubrication choices from the manufacturer.  It is critical that lubrication of an overrunning clutch or backstop not include extreme pressure (EP) additives.  Overrunning clutches use the gripping force of the sprags and the clutch races to transmit torque.  EP additives will disrupt this gripping force.

Use of New Electro-Magnetic Friction Clutches or Brakes

Many electro-magnetic friction designs require a wear-in or burnishing process to achieve full torque upon new installation (or after rebuilding).  This process can commonly take from 50-100 on-off cycles.  Generally, a burnishing process will call for one-second-on and one-second-off cycling.  Manufacturers are able to hold friction surface flatness within a few thousandths of an inch.  Burnishing will wear down any high spots and allow for full friction face engagement.

Noise in Friction Clutches/Brakes

It is not uncommon in newly installed friction clutch/brakes for there to be a chirp or brief squeal as the unit engages; as the unit burnishes, this will normally go away.  Never add any lubricant to try to eliminate this noise as it will disrupt the function of the unit.

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