OGURA CLUTCHES & BRAKES Ogura offers clutches and brakes for applications requiring 0.01"oz. to 25,000 lb.ft. of torque.There are approximately 3,000 different clutch models available. Besides an extensive standard product line we also have the flexibility to handle special designs or modifications for our customers.
Electromagnetic Clutch/Brake Magnetic Particle Clutch/Brake Hysteresis Clutch/Brake
Range Ogura offers a wide range of clutches and brakes including: Electromechanical clutch Electromechanical brake Electromechanical power off brake (holding) Multiple disk electromechanical clutch Multiple disk electromechanicalbrake Electromechanical tooth clutches Magnetic particle clutch Magnetic particle brake Hysteresis permanent magnet clutch or brake Hysteresis powered clutch Hysteresis powered brake
Ogura Features Zero backlash armature available on some units: The armature is mounted to the hub by a special leaf spring to provide minimal backlash and no armature rale. Automac air gap available on some units: Clutch air gap automacally adjusts as the clutch wears, allowing for a consistent air gap that maintains a consistent me to engagement. Fast Response: The single fricon plate design allows for a very fast response in high cycle applicaons. Smooth, quiet operaon: Whether automac air gap or zero backlash is chosen, clutch armatures engage smoothly, eliminang chaering noise, helping in sustaining quieter operation. How It Works Engagement: Electromechanical clutches/brakes operate via an electric actuation, but transmit torque mechanically. When the clutch is required to actuate, voltage/current is applied to the clutch coil. The coil becomes an electromagnet and produces magnetic lines of flux. This flux is then transferred through the small air gap between the field and the rotor. The rotor portion of the clutch becomes magnetized and sets up a magnetic loop that attracts the armature. The armature is pulled against the rotor and a frictional force is applied at contact. Within a relatively short time the load is accelerated to match the speed of the rotor, thereby engaging the armature and the output hub of the clutch. In most instances, the rotor is constantly rotating with the input all the time. Disengagement: When current/voltage is removed from the clutch, the armature is free to turn with the shaft. In most designs, springs hold the armature away from the rotor surface when power is released, creating a small air gap. Cycling: Cycling is achieved by turning the voltage/current to the coil on and off. Slippage should occur only during acceleration. When the clutch is fully engaged, there is no relative slip (if the clutch is sized properly). Torque transfer is 100% efficient.