Germany ZF Friedrichshafen clutch ZF Friedrichshafen model ZF Friedrichshafen price

ZF Friedrichshafen clutch refers to a friction clutch in which the clamping force is generated by electromagnetic force. Due to the ability to achieve remote operation, low control energy, ease of realizing machine tool automation, fast action, and simple structure, it has also gained widespread application.

ZF Friedrichshafen clutch introduction

Pneumatic brakes rely on air pressure magnitude to control the friction between the brake disc and friction plates, achieving the purpose of adjusting the braking force on the paper roll. The installation, structure, and tension control principle of the pneumatic brake are shown in the figure. The installation positions of the pneumatic brake and the paper roll mandrel are shown in (a) of the figure. The structure of the pneumatic brake is shown in (b) of the figure. The brake disc 5 is connected to the paper roll shaft. Fixed friction plates 8 and movable friction plates 7 are installed on both sides of the brake disc 5. Under normal circumstances, there is a gap of 1 to 2mm between the fixed friction plate 8 and the brake disc 5 (the gap is adjustable). The movable friction plate 7 is installed on the piston shaft 4 of the cylinder. The compressed air interface 2 on the left side of the piston is connected to the air compressor, and the right side of the piston is connected to the atmosphere through the air hole 1. The friction between the movable friction plate 7 and the brake disc 5 is controlled by the air pressure on the left side of the piston, thereby controlling the braking force of the paper roll. The initial air pressure of the movable friction plate 7 is set according to the paper and printing tension requirements. During the unwinding of the paper roll, the tension changes, causing the position of the floating roller (see (c) in the figure) to change, which drives the sensor 9 to rotate by an angle and send a feedback signal. This adjusts the air pressure of the movable friction plate 7, changing the friction between the movable friction plate 7 and the brake disc 5, thereby changing the web tension to ensure stable tension. If greater braking force is required, the fixed friction plate 8 can be adjusted to contact the brake disc 5. In the event of paper breakage or emergency stop, the air pressure is urgently increased, causing the friction plates to lock the brake disc 5, preventing the paper roll from bunching due to inertia.

ZF Friedrichshafen clutch features

1) High-speed response: Because it is a dry type, torque transmission is fast, allowing for convenient operation. 2) Strong durability: Heat dissipation is good, and high-grade materials are used, making it very durable even under high-frequency, high-energy use. 3) Easy assembly and maintenance: It belongs to the stationary magnetic coil type with built-in ball bearings, so the core does not need to be removed and carbon brushes are not required, making it simple to use. 4) Reliable action: Plate springs are used, so loosening will not occur even under strong vibration, offering good durability.

ZF Friedrichshafen clutch precautions

1) Since the engagement and disengagement of the electromagnetic clutch occur at high speed, many clutch marks will appear on the surfaces of the armature plate and rotor. These marks do not harm operation and are permissible. 2) Apply appropriate voltage to the electromagnetic coil. For an electromagnetic coil with 12V voltage, if applied to a 6V voltage system, it will not generate sufficient magnetic field, causing the armature to slip, shortening the clutch life, and reducing cooling capacity. Conversely, if a 6V coil is applied to a 12V voltage system, the coil life will be shortened. 3) The gap between the coil and the rotor is important. The coil and rotor should be as close as possible to obtain a stronger magnetic field effect, but this gap must not be too small to prevent the rotor from dragging the coil (for stationary coil clutches). 4) The gap between the rotor and the armature is also important. If this gap is too small, the rotor will drag the armature when the clutch disengages. However, if this gap is too large, there will be insufficient contact between them when the clutch is operating. Both conditions can result in poor clutch performance. The reasonable gap between them should be such that no dragging occurs when the clutch is de-energized, and no slipping occurs when the clutch is energized.

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