Johnson Caliper Disc Brakes CCN PDF

USER MANUAL
JOHNSON CALIPER DISC BRAKES
JOHNSON INDUSTRIES LTD.

DELTA, B.C., CANADA
INDEX
1.0 HAZARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.0 INTRODUCTION
2.1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 OPTIONAL ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3 RECEIVING & PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.0 INSTALLATION
3.1 BRAKE DISCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.2 MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.4 ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.0 COMMISSIONING
4.1 ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2 PRESSURE SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.3 FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 PURGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.5 BURNISHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.6 AIR GAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.7 AIR RAMP VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.0 MAINTENANCE
5.1 LININGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2 AIR GAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.3 LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.4 ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.5 SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.6 PINS & BUSHINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.7 BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.8 PREVENTATIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.9 RECOMMENDED SPARES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
6.0 TROUBLE SHOOTING
6.1 BRAKES WILL NOT RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6.2 BRAKES WILL NOT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6.3 SLOW BRAKE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6.4 BRAKES SLIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
6.5 RAPID OR ERRATIC LINING WEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 19
7.0 WARRANTY AND SERVICE

7.1 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
7.2 WARRANTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
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1.0 HAZARDS
1.1 MOVING PARTS

The levers and brake shoes move quickly when the brake is operated and may
cause injury. Stay clear of moving parts. Always install the caging bolt when
servicing the brakes.
1.2 STORED SPRING ENERGY

The brake actuators contains compressed springs. DO NOT remove or
disassemble the actuators without full instructions from the manufacturer.
1.3 HIGH PRESSURE FLUIDS

The caliper brakes use high pressure air or hydraulics. Ensure that the power
sources are locked out before servicing the unit.
1.4 BRAKE FRICTION LININGS

Brake friction linings are a non-asbestos, glass-fibre based, organic material.
Glass fibre dust may cause skin, eye and respiratory tract irritation. Wear
gloves, eye protection and dust mask when working with linings.
2.0 INTRODUCTION
2.1 DESCRIPTION
Johnson Industries offers a full line of caliper brakes with a large range of
clamping forces. Caliper brakes can be selected with various types of actuators
as well as friction grades. The brakes are available in either left or right hand
orientation and with either foot or side mounted bases. Contact Johnson
Industries for assistance in selecting a brake most suitable for the user’s
application.
2.2 OPTIONAL ITEMS
The 1800, 2000, 2800, 3000, 3800, 4000, 5800, 6000, 6800 and 7800 series
caliper brakes can also be fitted with several optional features such as:
1 Brake release indicating switch

2 Brake wear indication switch
3 Lining temperature switch
4 Sintered brake pads
5 Reduced friction brake pads
6 Pneumatic ramp valve
7 Marine duty hardware
8 Trunnion wear adjustment (extended pad life)
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Refer to the specification drawing at the back of this manual for optional items
supplied with your brake. You may also contact Johnson Industries Ltd for
availability or suitability of any of the above options if not provided on your brake.
2.3 RECEIVING & PREPARATION
The brakes are normally bolted to skids and crated for shipping. Upon receiving
inspect the brakes to ensure no damage occurred during transport. When
handling the brake use the lifting eye provided in the brake base. When
positioning the brake for installation be careful not to exceed the angular lifting
capacity of the lifting eye provided. See the table below for the ASTM A489 rated
lifting capacities.
CAUTION!
Ensure that the lifting eye is properly
seated in the tapped hole before lifting.
RATED LIFTING EYE CAPACITY
Nominal Size Rated Capacity

(in) (lbs)
0 deg 45 deg 90 deg
5/16 dia 800 200 160
3/8 dia 1400 350 280
1/2 dia 2600 650 520
Most calipers are shipped in the released or caged mode for ease of installation.
The caging bolts are located at the back of actuator.
Discs are shipped with a rust inhibitor coating applied to the exposed surfaces.
This coating will permanently damage the friction linings if allowed to come in
contact with the disc. It is imperative to thoroughly remove the rust inhibitor with
a cleaning solvent prior to installation of the calipers. Discs are normally
installed prior to placement of the caliper.

3.0 INSTALLATION
3.1 BRAKE DISCS
The outer diameter and thickness of the brake disc must be suitably selected
to provide the braking torque required and for cases involving dynamic braking
duty; to provide a large enough heat sink for the length and number of
intended stops. When operating temperatures exceed 300°F (150°C),
oversized bolt holes should be used in both the disc and hub. The heat
dissipating capacity of the disc must not be exceeded. If the brake energy
input of the caliper, when used under dynamic conditions of continuous
application or a high duty cycle, exceeds the energy dissipating capacity of the
disc then the torque must be limited or the duty cycle reduced.
WARNING
NEVER APPLY WATER TO A HOT DISC
Permanent damage in the form of heat
checking and warping may occur to the
disc.
The discs should preferably be manufactured out of ASTM A588 plate for
standard applications. For high duty cycle applications ASTM A514 or
equivalent must be specified for the disc material and special attention must be
paid to the thermal and braking stresses on the disc/hub assembly. Consult
Johnson Industries for such applications. For bolted connections the locating
diameter of the disc should be machined to a H8 tolerance class. The disc
should be balanced to ISO 1940/1 grade G40 for low speed applications and
G6.3 for high speed applications. The swept faces of the disc must be flat and
parallel to .004 inches across the width of the swept face and have a surface
finish of 63 microinches RMS or better. Surface finishes in excess of the
maximum will result in rough braking action and rapid lining wear.
After installing the disc measure the axial run out of the disc and verify that this
measurement does not exceed .002 inches of T.I.R. for every 12 inches of disc
diameter. Consult Johnson Industries if T.I.R. exceeds tolerance.
Discs are shipped with a rust inhibitor coating applied to the exposed surfaces.
This coating will permanently damage the friction linings if allowed to come in
contact with the disc. It is imperative to thoroughly remove the rust inhibitor
with a cleaning solvent prior to installation of the caliper brakes.

3.2 MOUNTING
For conveyor brake applications the conveyor belt must be fully tensioned before
final positioning of the calipers. Tension in the conveyor belt produces deflection in
the pulley shaft causing angular deflection at the brake disc. Tensioning the belt to
its normal operating level prior to mounting the brakes will ensure that the brakes will
be aligned with the disc.
Follow the four instruction steps below to correctly install a caliper brake.
With the brakes released;
1. Locate the brake radially on the disc so that the entire shoe contacts the disc.
Verify that the outer edge of the brake shoe is tangent with the outer edge of
the disc (allow for the chamfer on the disc). Verify that the outer diameter of
the disc does not contact the brake frame.
2. Locate the brake laterally so that the center of the brake is on center with the
thickness of the disc. This is accomplished by equalizing the distance from the
center of each of the two main pins to the disc centerline. For side mount style
caliper brakes shimming will be necessary to correct this measurement.
Set the caliper to clamp on the disc by removing the caging bolt or exhausting the
pressure;
3. Align the brake so that the shoes are parallel with the disc along the full length.
This can be confirmed by probing under the base with a feeler gauge to
determine the amount of shimming required.
4. Position the brake so

that the sliding faces of
the shoe and brake
frame are parallel. Verify
this condition by inserting
a feeler gauge into the
gap between the sliding
faces and verify equal
clearance across the
length.
Once the caliper is properly

positioned release the brakes and verify that the air gap is roughly equal on both
sides of the disc and at top and bottom edge of each shoe. For brakes mounted at

an angle the weight of the actuator may affect the air gap. Adjust the centering
screws to center the air gap if necessary. If lateral floating capability is required of
the brakes then ensure that the centering screws are not restricting the movement.
Once the positioning of the brakes is verified to be correct the brake mounting bolts
must be tightened. Preload the mounting bolts to the value shown in the table below.
Use either lock washers or jam nuts to ensure that the mounting bolts do not work
loose. The brake pedestal must be designed to allow enough wrench clearance to
properly tighten the mounting bolts.
MOUNTING BOLT TORQUE

BRAKE MODEL BOLT DIAMETER BOLT DRY TORQUE
(SERIES) SAE J429 - GRADE 8 lb-ft, [Nm]
800 -1000 0.38 [10mm] 28 - 30 [38 - 41]

1800 - 2000 0.63 [14mm] 133 - 140 [180 - 190]
2800 0.75" [19mm] 238 - 250 [323 - 339]
3000 1.00” [25mm] 300 - 325 [406 - 441]
3800 - 4000 1.25" [32mm] 475 - 500 [644 - 678]
7800 - 8000 1.25" [32mm] 900 - 1000 [1220 - 1356]
When caging the brakes do not use an impact wrench on the caging bolt. When the
brake is in use the caging bolts should not be left threaded into the actuator as they
may interfere with the action of the actuator. Most actuators are provided with a
means to stow the caging bolt. See section 5.4 for more details on actuator
caging.
3.3 PLUMBING
The hydraulic brake actuators are provided with two -8 SAE straight thread o-ring
ports (inlet and outlet) located diametrically opposite for flow through circulation. Air
brake actuators are equipped with ½ inch NPT ports. The brake system must be
plumbed with adequately sized piping or tubing, preferably stainless, suitably rated
for the operating pressures. Generally, 1/2 inch diameter x .065 inch wall ASTM
A213 type 316 stainless tubing is recommended for most applications. For circuits
with several brakes it may be necessary to use 3/4 inch diameter tubing for the
return line in order to limit the maximum return line velocity to 10 ft/sec.
The piping must be adequately supported with pipe clamps every 5 feet for 1/2
inch and 3/4 inch diameter lines. The lines should be routed so that thermal
expansion and contraction, vibration and deflections do not place the
connections under excessive strain. The connection to the brake must be done
with a hose suitably rated for the operating pressure; SAE 100R12 hoses
are recommended for hydraulic applications.
Before connecting to the brakes, the plumbing must be purged to remove all the
coarse contaminants. When installing fittings into the actuator ports lubricate the
fitting o-ring and threads with oil prior to installation.
When making the plumbing connections always apply anti-seize to the tube end
and fitting threads. For JIC flared tube connections follow the flats from finger tight
(FFFT) method for tightening whereas a torque wrench is recommended for ORFS
connections. Tighten the connections according to the table below.
TIGHTENING TORQUE
Line Size Port Connections Tube Connections
JIC Elbow ORFS Elbow Straight Fitting ORFS JIC
(ft-lbs) (ft-lbs) (ft-lbs) (ft-lbs) (FFFT)
-8 40 60 45 40 1-1/2
-12 75 135 105 85 1-1/4
DRIP COLLECTION
The hydraulic actuators are also equipped with two 1/8 NPT drain ports located at
the lowest location. One port is located at the back of the actuator to drain any
piston seal leakage and the other port is located on the actuator head to catch any
rod seal leakage. These ports may be plumbed with 1/4 inch diameter push lock
hose at the option of the user.
BREATHER PORT
The spring/hydraulic port and BASAHH spring/air actuators are equipped with a 1-
1/2" NPT port at the back of the actuator. Preferably this port should be plumbed
to a filtered breather or, in marine environments, a desiccant breather to prevent
ingress of contaminants into the actuator.
3.4 ELECTRICAL
Brake release switches are available as an option. The switches are conventional
type limit switches with a normally open and normally closed contact. Wire to the
normally open contact using 16 AWG wire. The switch housing is equipped with a
1/2" NPT conduit gland. At least three feet of flexible conduit must be used to
connect to the switch to allow for switch adjustments and brake movements.
For brakes selected with the release and wear indicating switch option the indication
is done with proximity type switches. The switches are a two wire type with a ½ inch
3-pin micro connector. The electrical connection should be made using a ½ inch
3-pin micro AC connector cable. The power supply must be landed on pin #3 and
the switch output landed on pin #2. The switches are able to operate on supply
voltages of 20 to 140 Volts, AC/DC.

4.0 COMMISSIONING
4.1 ACTUATORS
Before putting the brakes into service spring brakes must have the caging bolt
removed. The caging bolts should not be left threaded into the actuator as they
may interfere with the action of the actuator. The caging bolt is located at the back
of the actuator. Most actuators are provided with a means to stow the caging bolt.
When caging the brakes do not use an impact wrench on the caging bolt. See
section 5.4 for more details on actuator caging.
4.2 PRESSURE SUPPLY
An air control system should supply regulated air, filtered to 5 micron level and dried
to a pressure dew point of 5°F lower than the minimum ambient temperature.
Lubricate air lines using a non-detergent, hydraulic oil with a maximum ISO viscosity
grade 32. The compressor reservoir should be adequately sized with attention to
number, size and duty cycle of calipers used.
A hydraulic control system should supply well filtered, high quality, petroleum based
fluid having good lubricity and oxidation resistance. An ISO VG32 hydraulic oil
having a viscosity index greater than 150 is recommended. Standard types of
hydraulic oil display excessive viscosity variations with temperature fluctuations and
are therefore unsuitable. Johnson Industries recommends Exxon Univis HVI26 for
outdoor applications where the seasonal temperature varies from a high of 95°F to
a low of 35°F. For service temperatures lower then this either the oil has to be
changed for a lower viscosity grade or some means of heating the oil in the brakes
lines must be employed. Consult your local lubricant supplier for a suitable
alternate brand and type if desired. The viscosity must not exceed 1000 cSt (4500
SUS) at the minimum ambient temperature. Bleed air from actuator and lines after
installation or servicing. Failure to bleed air from hydraulic lines and actuator will
result in slow and erratic actuation and can damage the seals.
4.3 FLUSHING
For hydraulically actuated brakes the system must be flushed prior to

commissioning the equipment to ensure proper and reliable operation of the
equipment. This procedure must be done periodically or whenever the circuit has
been broken to replace a component. For newly commissioned systems the piping
and/or hoses must also be pre-flushed prior to connecting to the equipment to
remove any coarse contaminants. After plumbing the complete system can be
flushed by following the guidelines below.
The oil should ideally be flushed to an I.S.O. cleanliness level of 17/14. This
cleanliness level can be achieved by using a ten micron (or finer) filter element with
a beta rating of 75 (or higher). The duration of flushing should be sufficient to allow
all the oil in the reservoir and system to be circulated a minimum of four times
through the filter.
The set up for flushing should include a suitable filter, as specified above, in the
return line portion of the circuit to filter out contaminants before the oil reaches the
reservoir. It is undesirable to flush the contaminants into the reservoir as they will
be picked up by the pump and possibly cause damage. Many hydraulic control
units have a return line filter in which case it is only required that the element be
suitably rated. For those cases that do not have a return line filter a spin-on filter
can be temporarily added to the circuit for flushing.
Many hydraulic brake systems have reciprocating flow type circuits whereas flushing
requires circulatory flow. For these cases a suitably rated hose must be plumbed
between the flushing filter and the second actuator port. It may be required to
disconnect the actuator rod and swing the actuator out to allow access to the
second port. For flow through type circuits a return line will already be present.
Flushing is best accomplished with turbulent flow to “blast” the contaminants out
of the system. For those hydraulic control units which have a Brake Release
Solenoid Valve turbulent flow is created by cycling the valve. The valve should
be left de-energized long enough to charge up the system accumulator between
cycles. If the H.P.U. does not have a Brake Release Solenoid Valve then a ball
valve can be temporarily added up stream of the flushing filter.
WARNING!
Do not add a shut off valve between the filter and
reservoir as high pressure will burst the filter.
4.4 PURGING
When flushing is complete and all connections have been made, air must be bled
from all hydraulic actuators during initial pressurization. Failure to remove the air
from the brake lines will result in slower response times and possible damage to the
actuator seals. To purge the air pressurize the brake lines to a maximum of 500 psi
and then slowly crack the bleed screw located at the highest point of the actuator
with a 1/4 inch wrench. The brakes should be cycled several times to get all the air
out.

4.5 BURNISHING
Burnishing of friction linings is done to provide good, clean contact between the
linings and disc. The procedure removes minor contamination on the disc or linings
as well as any minor high spots or misalignment of the linings. New linings require
burnishing to fully embed the linings on the disc and periodically over the life of the
linings to remove any light contamination or oxide film from the swept face of the
disc.
Before burnishing, ensure that the disc and linings are free from contamination. If
cleaning is required, use a non-oil based solvent. If the swept face of the disc has
a heavy rust layer then initial burnishing is required to remove it. This stage should
be done at a lower temperature and clamping force. After the rust is removed
inspect the linings and verify that the lining grooves have not become packed
with loose debris. Clean out the grooves if necessary. Heavily contaminated or
burnt linings must be discarded.
In addition to preparing the linings and disc for burnishing, any safety interlocks of
the drive mechanism from the brake system should be bridged to allow the disc to
be driven through the brakes.
To burnish, the clamping force of the brake should set to 1/3 of the hold-off
pressure specified in the certified drawing included in this manual. The clamping
force of the brake can be adjusted by controlling the pressure in the actuators. It is
preferable to burnish with as much torque as the drive can produce to reduce the
burnishing time. Insufficient lining pressure during burnishing can polish the lining
material, resulting in a reduction of the friction coefficient. If this has happened the
linings must be removed and sanded manually to scuff the surface. The disc speed
while burnishing should be about 150 fpm.
The temperature must be monitored throughout the burnishing process. The

temperature of the disc should be maintained between 250°F (120°C) and 450°F
(230°C). When the upper temperature limit is reached pause burnishing until the
disc has cooled to the lower limit.
CAUTION
Never allow the disc temperature to exceed
500°F (260°C). Permanent damage to the
lining material will result.
The adequacy of burnishing must also be verified with load tests or stopping time
measurements. If the actual brake torque does not meet the rated brake torque
then further burnishing is required.

CAUTION
Do not put equipment into service if rated
brake torque cannot be developed. Consult
Johnson Industries for assistance.
4.6 AIR GAP
After burnishing and torque proving is complete the air gap of the brake must be
measured and verified to be within specifications. Refer to the appropriate section
of this manual for air gap adjusting procedure. Once the air gap is correct the
centering bolts (if provided) should be adjusted. To correctly adjust, release the
brakes and screw in the centering bolts until the bolt contacts the center spine of the
brake base.
4.7 AIR RAMP VALVE
Air ramp valves are available as an option to provide two stage braking for air
operated emergency brakes. In principle they work as a pressure relief valve and
flow control valve in one package. The relief valve provides the initial braking as
quickly as possible and then the flow control valve applies the remainder of the
braking over a short period of time.
INITIAL BRAKING
ADJUSTMENT FLOW CONTROL
ADJUSTMENT
Figure 2
AIR RAMP VALVE
The level of initial braking is adjusted by loosening the 3/4" jam nut and turning the
adjustment spindle with a 5/8" wrench. Clockwise motion decreases the initial
braking.

The length of time of the brake ramp is adjusted by loosening the 3/8" jam nut and
turning the flow control screw with a 3/16" allen key. Clock wise adjustments
increases the air restriction and lengths the ramp time.
5.0 MAINTENANCE
5.1 LININGS
Friction linings carry only the manufacturer’s warranty and must be adequately
tested by the user in his particular application to verify performance characteristics.
New linings must be thoroughly burnished and seated on the disc. Rated torque is
obtained when the linings are fully bedded. Contaminated or burnt linings must be
discarded.
Stopping capacity of a spring applied caliper brake is dependent on the actuator

extension. Wear of the linings increases the air gap which results in an increase of
the actuator extension. The lining condition and thickness, as well as the air gap
must be monitored at least monthly to ensure proper brake performance.
Allowing oil, grease, slurry etc. to contaminate the linings will have a severe
detrimental effect on the stopping capacity of the brakes. Ensure that there are no
sources of contamination near the disc or brakes. Lightly contaminated linings can
be cleaned with a non-oil based solvent and burnished.
When the lining thickness wears down to 0.25 inches the shoes must be removed
and new linings installed. Allowing the linings to wear further will eventually result
in the rivets contacting and scoring the disc. In dynamic applications, wearing of the
linings beyond the bottom of the lining grooves or allowing the grooves to become
packed with loose debris will have a detrimental effect on the stopping capacity of
the brakes.
When riveting new linings on ensure that all rivets are snug and in place. In critical
applications it is advantageous to carry a spare set of lined brakes shoes to avoid
down time of operating machinery. Replacement linings must be as originally
specified.
5.2 AIR GAP
The air gap must be inspected monthly and adjusted if necessary for lining wear.
Excessive air gap will result in excessive actuator extension and a significant loss
of braking torque. An excessive air gap and actuator extension;
1. Increases the brake reaction time because of the larger volume of

air or oil to be exhausted.
2. Reduces the clamping force of the brake.
3. Could result in loss of actuator force due to inadequate stroke.

Preferably, the air gap should be adjusted back to 1/8" (3.2 mm) whenever it has
grown in excess of 3/16" (5 mm).
The air gap is adjusted by releasing the brakes and installing the caging bolt. Once
the brake is caged, remove the clevis pin to free the actuator. Turning the clevis
counter clockwise will extend the effective actuator rod length until the proper air
gap is found. Do not use the centering screw to adjust the air gap. The air gap is
measured by pushing one shoe against the disc while measuring the gap between
the lining and disc on the other shoe. When the clevis has been positioned
correctly tighten the jam nut to the following value:
½" UNF clevis 15 to 30 lb-ft

5/8" UNF clevis 25 to 50 lb-ft
3/4" UNF clevis 40 to 70 lb-ft
1" UNF clevis 70 to 110 lb-ft
WARNING
After adjusting the air gap ensure that the
actuator rod does not interfere with the
clevis pin!
After the air gap has been reset the centering screws must be adjusted to properly
center the air gap while still allowing for lateral float.
WARNING
Do not use the centering screws to adjust
the air gap as this may prevent full
retraction of the actuator damaging the
unit!
For applications that require a faster response time of the brakes, the air gap can
be reduced. In these cases close attention must be paid to the axial run-out of the
disc and for possible dragging of the shoes. In applications with high axial run-out
of the disc the air gap can be increased to compensate. For these cases consult
Johnson Industries as the lateral float capability of the brakes is critical.
CAUTION
DO NOT FORGET TO REMOVE THE CAGING BOLTS WHEN
COMPLETE

5.3 LUBRICATION
All pivot points are equipped with grease fittings and should be greased twice yearly.
Use a lithium based grease with approximately 4% molybdenum disulphide additives.
The following greases are approved for use on Johnson Industries caliper brakes:
- Shell Retinax EPX 2
- Mobil Moly 52
- Chevron Molymax 2
- Petrocan Multiflex Moly EP2
Ensure that the brakes are in the released position before applying grease to the
caliper pins. Do not use excessive amounts as it may contaminate the linings.
The sliding faces between the shoes and base should also be greased once yearly.
5.4 ACTUATORS
Actuators should be returned to Johnson Industries Ltd. for routine inspection and
reconditioning on a 24 month basis or more frequently for extreme operating
conditions. The actuator springs should be changed when the number of braking
cycles has reached the life expectancy of the springs. Refer to the table below for the
expected life of the springs.
BRAKE MODEL LIFE EXPECTANCY

(cycles)
‘X’ratio 2.0 million
standard ratio 2.5 million
Caging is mechanically compressing the springs inside the actuator during

installation/removal/maintenance to prevent actuator extension when pressure is not
present. There are three different variations of caging an actuator: a caging bolt, a
removable key and a captive caging bolt.

For caging bolt actuators as shown below, release the caliper and mechanically
cage the springs by inserting the caging bolt into the back of the actuator and fully
turning in the bolt.
Figure 3: Actuator Uncaged Figure 4: Actuator Caged
For removable key actuators as shown below, insert the key and turn clockwise to
lock, then tighten by installing the nut and tighten (clockwise).
For captive caging bolt actuators as shown below, turning counter clockwise cages
the actuator. To uncage the actuator, turn clockwise until flush against hosing. Bolt
stays inside actuator.
DANGER
Spring actuators contain compressed springs
and are dangerous. Refer to actuator
instructions before servicing.

Only for caging bolt actuators.
THREADED ROD REPLACEMENT:
To replace the threaded rod on the actuator follow the steps below.
1. Uncage the actuator to allow the actuator to extend to full stroke.
2. Install two 3/4 UNF nuts onto the threaded rod and lock them
together.
3. Place a wet rag around the rod where it enters the actuator.
4. Use a heat gun to gently heat the first two inches of the actuator rod
to 300oF [149oC].
5. Remove the threaded rod and allow the actuator rod to cool down.
6. Install the new threaded rod using Loctite #262
SEAL REPLACEMENT:
Seals or diaphragms can be safely replaced using the disassembly procedure outlined
below. When replacing seals, ensure that they are installed correctly and are not
damaged. Care must be taken not to allow the actuator interior to become
contaminated or the seal surfaces to become scratched. Recondition or change the
cylinder if the surface finish exceeds 16 rms micro inches. Reconditioning of hydraulic
actuator sealing surfaces are permitted so long as the resultant radial clearance after
honing does not exceed 0.01 inches.
ACTUATOR DISASSEMBLY
ACTUATOR DISASSEMBLY REQUIRES SPECIAL EQUIPMENT TO SAFELY HANDLE COMPRESSED SPRINGS.
REQUIRED EQUIPMENT:
A. HYDRAULIC PRESS OR
B. THREADED ROD AS SHOWN A 3x3x1/2 FLAT BAR WITH Ø11/16 CENTER HOLE
B 5/8 FLAT WASHER
C 5/8 UNC FULL NUT

D 5/8 UNC THREADED ROD
GREASE ROD BEFORE USING
11
ASSEMBLY BOLT 20
1. THREAD ITEM D INTO ACTUATOR PISTON AT POSITION AS SHOWN.

2. TURN ITEM C UNTIL A & B ARE TIGHT AGAINST BASE.
3. REMOVE FOUR ACTUATOR ASSEMBLY BOLTS.
4. TURN ITEM C COUNTER CLOCKWISE SLOWLY TO LET SPRINGS EXTEND.
Figure 9: Actuator Disassembly Procedure

After servicing apply pressure to measure hold-off and release pressures and verify
actuator performance. Use a dial indicator on the actuator rod and a valve that allows
accurate pressure control to measure hold-off and release pressures. The actuator rod
should be totally retracted at the specified release pressure and begin extending at the
specified hold-off pressure. Refer to the certified print at the back of this manual for
the specified release and hold-off pressures. The measured values must be within
plus or minus ten percent of the specified pressures.
When reinstalling the actuators tighten the mounting nut to the value shown in the
table below:
Actuator Model No. Mounting Nut

BAHPHH, BASAHH 215-235 lb-ft (lubricated)
BAHPHB 125-150 lb-ft (lubricated)
BAS2424P, BAS2430P, BAS3030P, BAS3630P 133-155 lb-ft (dry)
BAS09 BAS12, BAS16 40-50 lb-ft (dry)
Most commercially available air actuators used by Johnson Industries provide standard
air applied brake service in addition to emergency spring braking. Do not apply both
brakes at the same time. Ensure that full release pressure is applied to cage the
emergency spring brake when using the air service brake. Compounding the air and
spring brakes may result in catastrophic brake failure. Maximum air pressure to the
service chamber should not exceed 100 psi and 120 psi for the spring chamber.
5.5 LIMIT & TEMPERATURE SWITCHES
Brake release and lining wear limit switches are available as an option. Switch
actuation of the brake release limit switch must occur within 1/4" of rod extension. The
position of the limit switch on the switch bracket must be adjusted whenever the air
gap has been adjusted. This procedure is done by releasing the brakes, loosening the
two screws securing the limit switch and sliding the switch forward until the switch
contacts are made.
If a wear switch option is chosen then both the brake release and lining wear indication
is done using proximity switches. These two switches sense the position of the
actuator rod and therefore do not require adjustments whenever the air gap has been
adjusted. When replacing the switches it is important to position them in the original
location (refer to attached drawing for positioning details).

Lining temperature switches are offered as an option. The switches are factory set to
re-make at 300°F (149°C) on falling temperature and should not be field adjusted. To
reduce the vibration sensitivity of the contacts it is recommended to add a 0.1
microfarad capacitor in parallel with the switch contacts.
5.6 PINS & BUSHINGS
On a bi-annual basis the pins should be removed and both the pins and bushings
inspected for excessive wear such as grooves and ridges. Replace pins that exhibit
wear in excess of 0.01 inches deep.
To remove the pins first release the brakes and install the caging bolt into the back
of the actuators. Next remove the cotter pin or retaining screw. Care must be taken
when removing brake pins to avoid mushrooming the stainless steel pin material.
Avoid hammering pins when removing, if pins are difficult to extract use a slide
hammer or brass drift punch. Verify the pin leading edge is chamfered before
replacing pin. If the pin resists, do not hammer. Brake levers are not designed for
heavy hammering and catastrophic failure may result.
When re-installing pins, apply Loctite 242 or equivalent and use the tightening torques
listed in the table below for the pin fasteners. Verify that all cotter pins are bent before
putting brakes into service.

SHOE PIN
RETAINING SCREW
MAIN PIN
RETAINING SCREW
Figure 5: Pin Retaining Screws
800,1000,1800,2000 Series Main Pin Screws 85-96 in-lb
800,1000,1800,2000 Series Shoe Pin Screws 85-96 in-lb
2800,3000,3800,4000,7800 Series Main Pin Screws 20-25 ft-lb
2800,3000,3800,4000,7800 Series Shoe Pin Screws 10-12 ft-lb (aluminum shoe)
2800,3000,3800,4000,7800 Series Shoe Pin Screws 20-25 ft-lb (cast iron shoe)
7800 Series Main Pin Slotted Hex Nuts (Bottom of Pin) Hand Tighten Only, Install Cotter Pin
To replace the bushings the caliper brake must be completely disassembled.
5.7 BRAKE DISC
The disc face surface finish should be 63 rms micro-inches maximum. Faces should
be flat and parallel to within .004" [.10 mm] across the swept face. Lateral and radial
run out should not exceed .04 inches [1 mm] and .08 inches [2 mm] respectively. All
lap joints in the disc must be flush without any proud edges. A poor lap joint will result
in permanently damaged linings.
Allowing the brake lining rivets to contact the flange may cause scoring. A new lining
will wear and conform to minor disc scratches. If after burnishing and testing, the
brake application is not acceptably smooth, the scored flange must be re-machined,
removing no more than .020" from each face for each inch of disc thickness.

5.8 PREVENTATIVE MAINTENANCE
The User’s preventative maintenance program must be tailored to suit the duty cycle
of their application. Johnson Industries recommends as a minimum for holding or
emergency braking applications the program outlined below. However, the condition
of the brakes and the suitability of the P.M. program should be monitored closely.
Monthly: Verify air gap within tolerance

(Visual inspection) Verify actuator stroke within tolerance
Verify adequate lining thickness
Verify no damaged components
Inspect actuators & plumbing for leaks
Twice Yearly: Lubricate caliper pins
Bi-Annually: Inspect condition of disc

Verify actuator hold-off pressure
Verify caliper mounting bolts tight
Inspect pins & bushings for wear
Inspect actuator clevis and trunnions for wear
It is also recommended to visually inspect the brakes prior to performing critical lifts
and to test the brake torque prior to operating at greater than 75% of the conveyance
capacity.
5.9 RECOMMENDED SPARE PARTS
Number and nature of spare parts carried will depend on severity of service,
frequency of cycling and functional criticality of the calipers. Parts which may require
replacement are:
a.) Friction linings c/w rivets (complete shoes optional).

b.) Actuator seals (complete actuator optional).
c.) Release indicating limit switch.
d.) Pivot pins.
e.) Actuator trunnions
Johnson Industries recommends that a minimum of one set of shoes with linings plus
a spare actuator be kept on hand to minimize down time during scheduled service.

SYMPTOM CAUSE DIAGNOSIS RECTIFICATION

6.1 a. Control valve Energize valve and verify Replace or repair control
Brakes will failure valve actuation valve
not release
b. System pressure Verify system pressure Adjust pressure settings
too low greater than specified
release pressure
c. Interference at Verify brakes centered on Reposition brakes.

brake shoes or disc. Verify centering Retract centering screws
levers screws not interfering to proper setting.
d. Actuator seized Disconnect actuator yoke Replace actuator

and verify actuator
response to release
pressure
6.2 a. Control valve De-energize valve and Replace or repair
Brakes will failure verify valve actuation. defective valve. Open all
not set Verify control valve is fail valves blocking pressure
safe design. Verify no at actuator.
other valves closed.
b. Actuator clevis Inspect actuator clevis Reconnect actuator

disconnected clevis to lever
c. Actuator spring Verify hold-off pressure Replace actuator

failure within specification
6.3 a. Aerated oil Verify no air in oil Bleed actuators
Slow brake
response b. High oil viscosity Verify oil specification and Replace oil
service temperature
c. Inadequately Verify flow rating of valves Replace valves with

sized valves properly sized valves

6.4 a. Contaminated Verify linings and disc dry Clean with non-oil based
Brakes slip linings or disc and free from oil solvent and burnish.
Check for oil leaks.
b. Poor lining Verify 75% minimum Clean grooves if

contact contact. Verify grooves necessary. Burnish
not plugged. linings.
c. Failed actuator Verify hold-off pressure Replace actuator

springs within specification
d. Excessive air Verify air gap within Adjust air gap to

gap tolerance specification
e. Incorrect linings Verify grade of linings Replace linings
f. Interference at Disconnect actuator clevis Clean sliding faces.

sliding faces or and verify free movement Check lining wear and
brake levers of shoes and levers brake positioning.
Correct if necessary.
6.5 a. Both shoes Verify brake release Adjust system pressure to
Rapid or dragging on pressure. specification
erratic lining flange
wear
b. One shoe Verify brakes centered on Reposition brakes
dragging on disc
flange
c. Rough disc Verify surface finish within Recondition swept face of

surface finish specifications disc
e. Linings not fully Verify brakes properly Reposition and/or shim

seated on disc positioned and mounted. brakes to fully seat linings
f. High axial run-out Measure axial run-out. Correct disc run-out if

Verify adequate air gap possible. Adjust air gap
and lateral float. to accommodate disc.
g. Excessive disc Verify maximum disc Limit duty cycle of brakes

temperature temperature not
exceeded.

7.0 WARRANTY AND SERVICE
7.1 SERVICE
Johnson Industries offers field service, supervision, and assistance, during

installation, maintenance, and tests, at a nominal per diem rate plus disbursements
at cost plus a handling fee. Under no circumstances are field services of any kind
or commissioning allowed for in the prices of our brakes unless expressly so stated
in writing on our quotations.
Johnson Industries also offers shop services to recondition or repair worn brake
assemblies or components. Contact a Johnson Industries representative for an
estimate of the work desired.
7.2 WARRANTY
Johnson Industries warrants their calipers and discs to be of the quality specified
in our quotations. We guarantee our materials and workmanship for a period of
ninety days from date of delivery to the end user. Disc and lining performance in
regards to wear, friction coefficient, and energy dissipation depend on severity and
condition of the brake service. Therefore, the purchaser shall verify through
adequate testing that all linings, calipers and discs perform satisfactorily in his
particular application, any warranty concerning such performance being expressly
excluded here from. Our liability in respect of any failure of goods supplied by us or
any loss, injury or damage attributed thereto, shall be limited to making good the
repair by replacing and refitting free of charge any goods or parts thereof which are
shown to our satisfaction to have been proved, under their intended use, defective
in materials and workmanship within the ninety day guarantee period, provided that
such defective parts are promptly returned as directed by us, transportation charges
being paid by the purchaser, and provided further that no burning or welding or any
modifications of any sort has been done on any such defective goods or parts. In
every case, the customer shall be charged for replacement parts on a pro rata basis
for the elapsed portion of the warranty period. In the case of friction linings,
products and components manufactured by others, we extend to the Purchaser the
warranties of the manufacturer only. Deterioration, damage, or malfunction caused
by inadequate storage or handling prior to or after sale to the end user are not
covered by this warranty. We reserve the right to make changes and add
improvements at any time without incurring any obligation to make such changes
and improvements on products already produced. This warranty and guarantee is
in lieu of all warranties, conditions, or liabilities implied by law or expressed by
statute.

USER’S MANUAL
JOHNSON ‘HL’ SERIES
HYDRAULIC POWER UNIT
JOHNSON INDUSTRIES LTD.

DELTA, B.C., CANADA
INDEX
1.0 DESCRIPTION
1.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 GENERAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 SPECIFIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.0 HAZARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.0 INSTALLATION
3.1 SHOP PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.2 MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.3 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.4 ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.0 COMMISSIONING
4.1 PRIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2 INTERLOCKS & CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.0 MAINTENANCE
5.1 CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2 MOTOR COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.3 PREVENTATIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.4 RECOMMENDED SPARE PARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.5 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

6.1 NOISY PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6.2 LOW PUMP CYCLE TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6.3 SLOW BRAKE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6.4 NO PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6.0 WARRANTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
\\Nas001\ACAD\pru\hlu\HL112SRD_manual.wpd
1.1 INTRODUCTION
The Johnson HL series hydraulic power units are designed for emergency braking
applications. They are intended primarily to control our spring set/hydraulically released
caliper brakes or rail clamps.
The hydraulic units are available with different valve packages to provide different types
of control. Listed below is a brief description of the various model codes:
HL112SD solenoid dump Intended for low duty cycle emergency type
applications where the only means of control
is on/off with flow control valve.
HL112SR solenoid release Intended for applications where a more

frequent use of the brakes and/or a quicker
release is required. The only adjustment of
the braking rate is by means of a flow control
valve.
HL112SRD two stage braking Features same valve package as the “SR”
but also includes ramp control valves which
allows rapid yet smooth braking. Features
both a flow control valve and a relief valve to
provide two variable adjustment of the
braking. This unit is intended for lifting
applications or any application where longer
dwell times cannot be tolerated.
HL112CP proportional control Features same valve package as the “SRD”

but also includes a proportional pressure
control valve. This valve allows the braking
to be regulated by means of a 0-10 VDC
control signal. This unit is intended for
conveyors or any application requiring
regulated braking.
This manual includes instructions for all versions of the ‘HL’ series of power units.
Sections of this manual that are specific to one or more of the above model codes will
be identified in that section. It is the responsibility of the reader to determine the
relevant model code for their application.
\\Nas001\ACAD\pru\hlu\HL112SRD_manual.wpd 1
1.2 GENERAL OPERATION
In normal operation the pump motor runs intermittently to maintain pressure in a

bladder or diaphragm accumulator. The pump motor is controlled by a pressure switch
that senses pressure in the system accumulator. The pump is also interlocked with a
reservoir temperature/level switch. The accumulator stores oil at system pressure to
compensate for internal leakage of the components and thereby restricting the
frequency of the pump/motor cycling as well as to provide an oil supply to rapidly
release the brakes. The system pressure is maintained by a check valve.
Solenoid valves are utilized to release the brakes when energized and to set the brakes
when control power is removed.
The system also consists of a relief valve to protect the system from over
pressurization, accumulators for oil storage, a return line filter, pressure gauges and a
circuit block complete with cartridge valves all mounted inside a dust tight enclosure.
All of the electrical controls are wired to a NEMA 4 enclosure mounted directly to the
unit.
1.3 SPECIFIC OPERATION
Refer to the hydraulic schematic and parts lists drawings at the back of the manual
to identify components.
1.3.1 HL112SD
Upon energizing the pump motor and solenoid valve SV the pump will pressurize the
system and simultaneously release the brakes until pressure switch PS1 opens to stop
the pump. The pump is controlled between cut-in and cut-out pressures by pressure
switch PS. Pressure gauge GS1 indicates system pressure.
De-energizing the Set/Release solenoid valve allows the oil in the brake actuators and
accumulator to discharge back to the reservoir through flow control valve FCS. The
rate of braking is controlled by this flow control valve.
1.3.2 HL112SR
Upon energizing the pump motor and solenoid valve SVD (if equipped) the pump will
pressurize the system until pressure switch PS1 opens to stop the pump. The pump
is controlled between cut-in and cut-out pressures by pressure switch PS1. Pressure
gauge GS1 indicates system pressure. Accumulator ACS stores oil at system pressure
to compensate for internal leakage of components and thereby restricting the frequency
of the pump/motor cycling as well as to provide an oil supply to rapidly release the
brakes.
Solenoid valve SVR is energized to direct oil to the brakes while SVS is to block the oil
flow back to the reservoir. Both sets of valves are electrically interlocked at the terminal
box and are energized to release the brakes. Pressure gauge GB indicates brake line
pressure. De-energizing the Set/Release solenoids allows the oil in the brake actuators
to discharge back to the reservoir through flow control valve FCS. The rate of braking
is controlled by the flow control valve.
1.3.3 HL112SRD
This model code operates in an identical manner to the HL112SR power unit but it has
an addition adjustment to control the braking. De-energizing the Set/Release solenoids
allows the oil in the brake actuators to discharge back to tank through flow control valve
FCS and sequence valve SQ. Collectively these two valves are referred to as the ramp
control valves.
The ramp control valves employ two stage braking as a means of providing rapid yet
controlled braking. Upon de-energizing the solenoid valves, the brakes are rapidly
applied to an initial level of torque by venting the brake line pressure through sequence
valve SQ. When the pressure has dropped to the sequence valve setting the brakes
are gradually applied to full torque by bleeding the remaining pressure through flow
control valve FCS. Flow control FCS adjusts the length of time of the pressure decay
ramp. Piston accumulator AR provides the pressurized oil with which to meter through
the flow control valves. This piston accumulator is provided with a flow control valve
at its inlet port to adjust the flow rate into the accumulator. This valve is adjusted to
control the release rate of the brakes. Close the valve to decrease the release time.
DO NOT SHUT OFF FLOW CONTROL VALVE FCR!
1.3.4 HL112CP
The HL112CP hydraulic power unit is designed to allow proportional control of the
caliper brakes. The control signal is either provided from an external source in the form
of a 0 to 10 volt or 4 to 20 milliamp signal or internally generated by the PLC for self
contained units.
This model code operates in an identical manner to the HL112SRD but also features
a proportional pressure control valve which regulates output pressure between 150 and
1200 psi.
The HL112CLC is an optional self contained system that is also offered. It contains all
the necessary electrical components including a PLC and shaft encoder to provide
regulated braking. This ensures that the rate of braking is constant for all load
conditions and speeds.
To release the brakes solenoid valves “SV1" and “SV2" are turned on to open the
proportional valve to the brakes and solenoid valve “SVE” is energized to allow
pressure to build up at the brakes. Pressure can now be increased by increasing the
reference value sent to the proportional valve. When a value equivalent to 800 psi has
been reached solenoid valves “SV1" and “SV2" are turned off and solenoid valve “SVR”
is energized to pressure the brakes to full system pressure and isolate the proportional
valve during normal operation.
The brakes may be applied in one of two ways. For unregulated emergency braking
with out proportional control simply remove power from solenoid valves “SVE” and
“SVR”. Upon loss of power, "SVE" opens and the brakes set rapidly to an initial torque
by venting the counter pressure through Sequence Valve "SQE". When the pressure
has dropped to the sequence valve setting this valve closes and the brakes are
gradually applied to full torque by bleeding the remaining pressure through a flow
control valve “FCE” and fixed orifice “OF”. The flow control valve adjusts the length of
time of the pressure decay ramp. Ramp accumulator “ACE” provides the pressurized
oil with which to meter through the flow control valve.
For regulated braking power must be maintained to solenoid valve “SVE” while solenoid
valves “SV1" and “SV2" must be energized. Power must be removed from solenoid
valve “SVR” to isolate the brakes from the system pressure. The reference value signal
is now controlled to provide the desired level of braking. When the braking sequence
is complete the power to all the solenoid valves can be removed to park the brakes.
2.0 HAZARDS
HIGH VOLTAGE
The hydraulic power unit has devices which may be energized up to
600 VAC. Exercise caution when servicing the unit.
MULTIPLE POWER SOURCES

The electrical junction box has different voltages and will be powered
from multiple sources. Ensure all power sources are locked out before
opening the cover.
HIGH PRESSURE HYDRAULICS

The power unit generates high pressure that is present even when the
system is shut off. Ensure that the power sources are locked out and
that the bleed valve is opened before servicing the unit.
EQUIPMENT STARTS AUTOMATICALLY

The power unit is designed to run intermittently to maintain pressure in
the accumulator. The pump will start automatically when the pressure
falls to its set point. Ensure all power sources are locked out before
servicing.
5
3.0 PREPARATION & INSTALLATION
3.1 SHOP PREPARATION
The hydraulic control unit is assembled with attention to cleanliness and detail. The
reservoir interior is glyptal coated. The system components are left with the original
manufacturer's coatings. Brass, aluminum, stainless steel, and rubber components
are normally not painted.
The assembled hydraulic unit is shop calibrated and tested prior to shipment. The
shop settings should not require field adjustment at start-up. The accumulators are
pre-charged at the factory and normally do not require charging prior to placement
into service. If present, all piston accumulators should have the pre-charge checked
and replenished if necessary before start up.
Hydraulic units are crated in the upright position for shipment unless special crating
requirements are specified by the customer. The unit should be inspected upon
receipt to ensure that no damage has occurred during shipment.
3.2 MOUNTING
The hydraulic unit should be located in an area which is protected from traffic
and the weather, at roughly the same elevation or above the brakes to be
operated. Piping lengths from the power unit to the brakes should be minimized
so as not to effect the response time of the brakes. The foundation that the
power unit is bolted onto should be solid and isolated from excessive vibrations.
The reservoir foot-mount brackets are adapted to bolting to any flat sturdy
surface.
Self contained units should be mounted with in two meters of the brake disc
center to avoid an additional junction box for the encoder leads. The unit should
not be placed in areas where the air temperature could exceed 40 degrees
Celsius.
3.3 PLUMBING
The hydraulic ports are protected with a plug. Extreme care should be taken to
ensure that no contamination enters the system and piping during installation. All
ports and hoses must remain plugged and capped until ready to connect. All piping
and hoses should be flushed prior to connection. Failure to do so can result in
damaged components and/or seals.
The brake system must be plumbed with adequately sized piping or tubing,
preferably stainless, suitably rated for the operating pressures. The pressure and
6
return line ports are ½ inch JIC type ports. The return line is subject to full operating
pressure and must therefore be rated for the operating pressure. Generally, 1/2
inch diameter x .065 wall ASTM A213 type 316 stainless tubing is recommended
for most applications. For circuits with several brakes it may be necessary to use
3/4 inch diameter tubing for the return line in order to limit the maximum return line
velocity to 10 ft/sec.
For JIC flared tube connections follow the flats from finger tight (FFFT) method for
tightening whereas a torque wrench is recommended for ORFS connections.
Tighten the connections according to the table below.
TIGHTENING TORQUE
Line Size Port Connections Tube
Connections
JIC Elbow ORFS Elbow Straight ORFS JIC
(ft-lbs) (ft-lbs) Fitting (ft-lbs) (FFFT)
(ft-lbs)
-8 40 60 45 40 1-1/2
-12 75 135 105 85 1-1/4
The piping must be adequately supported with pipe clamps every 4 feet. The
connections to the brakes and hydraulic power unit must be made with a flexible
hose suitably rated for the operating pressure. Before connecting to the brakes,
the plumbing must be purged to remove all of the coarse contaminants. After
connecting to the brakes and hydraulic unit, thoroughly flush all hydraulic
systems to a 10 micron absolute (ISO 17/14) cleanliness level before applying
full operating pressure.
3.4 ELECTRICAL
Electrical connections for the control wiring are made at a terminal box located on
the side of the unit. Interlock connections are made at the buyer’s electrical panel
or PLC program. The control wiring connections are made at the terminal strip with
16 AWG wires.
The pump motor starter must be adequately sized for the motor and interlocked with
the reservoir temperature switch and level switch. The motor power supply
connections must be made with a minimum of 12 AWG and maximum 6 AWG
wires. The immersion heater, if equipped, is accessed through a knock-out plug
located on the heater terminal box. The immersion heater is self regulating and
does not require a control relay. Do not energize the heater until the reservoir has
been filled.
7
The power supply must be properly grounded and must have a disconnect, short
circuit protection and overload protection per NEC Article 430 or other local
governing wiring codes.
The maximum permissible transient voltage pulses must be limited to 1000 V in

magnitude and 1.5 milliseconds in duration. If the control circuitry is susceptible to
transient voltage spikes in then it is recommended to protect the system with
appropriately sized varistors or zener diodes.
4.0 COMMISSIONING
4.1 PRIMING
A high quality petroleum base fluid with an ISO viscosity grade 32 and a viscosity
index rating of 150 or better is recommended for this system. Standard types of
hydraulic oil display excessive viscosity variations with temperature fluctuations and
are therefore unsuitable for outdoor installations. The maximum viscosity should
not exceed 3700 SUS [775 cSt] at lowest ambient temperature although the
practical operating limits of the oil viscosity is governed by the required brake
actuation time. The oil should also have good lubricity and oxidation resistance to
protect the components. Approved brands of hydraulic oil for outdoor applications
where the seasonal temperature varies from a high of 104-F [40-C] to a low of 41-F
[5-C] are as follows:
Castrol AWH 32
Exxon Univis J26 or P26
Mobil DTE 13
Texaco Rando HDAZ
Shell Tellus T32
For service temperatures lower then this either the oil has to be changed for a lower
viscosity grade or some means of heating the oil in the brakes lines must be
employed.
The following brands of oil are suitable for operating temperatures down to 23-F
[-5-C]:
Exxon Univis HVI 26

Shell Tellus Arctic 32
Consult your local lubricant supplier for other suitable brands and type if desired.
Fill the reservoir to the top of the sight glass by pumping oil through the fill filter.
Ensure that the oil has been properly stored and is not contaminated with water.
The glyptal coating inside the reservoir is not compatible with most fire resistant
8
fluids. Please consult factory before using such hydraulic fluids.
4.2 CONTROLS & INTERLOCKS
The pump motor must be controlled between the cut-in and cut-out pressures by a
controller that monitors the system pressure switch PS. The pump motor must also
be interlocked with reservoir temperature switch TS and level switch LS to protect
the pump from excessive fluid temperatures or from cavitation. The safe operation
of this unit is dependant on implementation of the safety interlocks.
The hydraulic power unit is designed to provide fail safe control of our spring
set/hydraulically released caliper brakes. This requires that both the release
solenoid valve SVR and the set solenoid valve SVS are energized together to
release the brakes. The brakes are applied when control power is removed.
It is strongly recommended that the brake system controls are tested prior to putting
the brake system into service.
5.0 MAINTENANCE
5.1 CALIBRATION
The hydraulic unit is shop tested and calibrated prior to shipment and should not
require adjustment at start-up. Through the life of the unit however, adjustment may
be required as components are replaced.
Before commencing calibration, ensure an adequate reservoir oil supply and that
the system is properly plumbed to the brakes and quick set modules (if supplied).
Verify the operation of all the solenoid valves by energizing and listening for
actuation. Jog the pump motor to verify pump rotation.
NOTE!
Reservoir may be pressurized to 10 psi - open
reservoir vent before removing valves or
disconnecting lines.
9
5.1.1 Relief Valve (all models)
Start with the system power off and the bladder accumulator empty. Fully
loosen Relief Valve "RV" to minimum setting, fully open bleed valve “BV” and
either adjust Pressure Switch "PS" to maximum setting or force the pump control
contactor closed by using the manual over ride. Turn system power on and
gradually close the bleed valve and ensure pressure rise is minimal. Gradually
increase relief valve setting until Pressure Gauge "PGS" indicates specified
pressure under full flow.
NOTE:
Verify that relief valve cracking pressure is higher

than the pump cut-out pressure by listening for the
absence of any hissing sounds from the relief
valve.
5.1.2 Pressure Switch (all models)
Pressure switch setting is adjusted via the adjustment screw on top of the
switch. To verify the set points turn the pump on and allow it to pressurize the
system until "PS" opens and shuts off the pump. Open bleed valve to bleed
pressure and on Pressure Gauge "PGS" note the pressure the pump turns on
again. Adjust Pressure Switch "PS" and repeat until the pump consistently turns
on and off at the specified pressure.
5.1.3 Accumulator Precharge (all models)
Accumulator pre-charge must always be checked without any hydraulic pressure

in the system. The first step is to turn the system off and bleed off all hydraulic
pressure. Remove the gas cap off of the nitrogen charging port located on the
top of the accumulator and attach a nitrogen charging kit (fasten swivel nut to
10-15 in-lbs). Screw down the tapping handle and slowly fill the accumulator
until the pre-charge pressure gauge indicates the specified pre-charge. Let the
pre-charge set for 10 - 15 minutes to allow the gas temperature and pressure to
stabilize and recheck. When finished pre-charging back out gas chuck tapping
handle and undo swivel nut to remove gas chuck. Install gas cap and tighten to
10-15
in-lbs.
CAUTION!
Do not increase the pre-charge pressure more than
100 psi at a time. Excessive pressure drop will
damage the valve core.
10
DANGER!
Charge accumulators with nitrogen only. DO NOT
use oxygen.
5.1.4 Ramp Control Valves (HL112SRD & HL112CP models)
WARNING:
Accumulators hold hydraulic pressure after shut-

down. Drain the pressure through Bleed Valve
"BV" before servicing. "BV" is strictly for servicing.
Ensure that the caliper brake air gap is within tolerance. Set the brakes, close
flow control “FCE” and plug fixed orifice “OF” with a 1/16 NPT pipe plug. Cycle
the brakes once and read the setting of the sequence valve “SQE” on pressure
gauge “PGB”. For more accurate measurements use a pressure transmitter
installed in the actuator bleeder port. If necessary, adjust the spring setting of
the valve to the specified setting and cycle the brakes again to verify correct
setting.
Reinstall fixed orifice “OF” and open flow control valve “FCE” one turn. Using
a stop watch, cycle the brakes and time the length of the set ramp by watching
the pressure decay in pressure gauge “PGB”. Stop timing once the spring
accumulator “ACE” is fully discharged (approximately at 100 psi). Adjust the
flow control if necessary and recheck the ramp time. Times recorded with a stop
watch must be deducted by 150 milliseconds to compensate for human reaction
times.
NOTE!
Variations in the oil viscosity has an effect on the
length of the brake set ramp. It may be necessary to
adjust flow control valve FCE to compensate for
seasonal temperature variations. In extreme cases
it may be necessary to change the oil.
11
WARNING:
This system has been factory calibrated. Consult

factory before making adjustments.
5.1.5 Proportional Control Valve Amplifier (HL112CP models)
The only adjustment that may required on the proportional valve amplifier is the
minimum and maximum current settings. Reference the data sheets at the back
of this manual for locations of the trim pots. The adjustment potentiometers are
found under the lid of the electrical connector at the valve. Begin by energizing
solenoid valves "SV1" , "SV2" and "SVE". The minimum current setting is
adjusted to give an output pressure of between 250 to 350 psi at 2.5 volts input.
The maximum current level is adjusted so that the output pressure is between
850 and 950 psi at 7.5 volts input. Verify that all the other valve settings are set
to minimum by turning the potentiometers fully counter clockwise.
NOTE:
The drive train must be secured during this process as forcing an output to the
proportional valve will reduce the brake torque.
5.2 MOTOR COUPLING
The motor coupling must be inspected after the first 3000 hours or 6 months at the
latest and then 6000 hours or 18 months thereafter. The backlash between the
spider and coupling teeth must be measured with a feeler gauge. The maximum
allowable clearance before coupling replacement is .12" [3 mm]. When replacing
the coupling apply Loctite #242 to the set screw and tighten.
5.3 PREVENTATIVE MAINTENANCE
The User’s preventative maintenance program must be tailored to suit the duty
cycle of their application. Johnson Industries recommends as a minimum for
holding or emergency braking applications the program outlined below. However,
the condition of the brakes and the suitability of the P.M. program should be
monitored closely
Continuous and reliable operation of a hydraulic unit depends on preventive

maintenance. Such maintenance should include inspection and service where
necessary in the following areas:
12
1) Monthly
a) Check condition of filter;
b) Inspect for component and connection leakage.
c) Check condition of surge arrester
2) Quarterly
a) Measure pump cycle time;
b) Verify adequate oil level and quality in sight gauge.
c) Check precharge of piston accumulator;
3) Semi-Annually
a) Sample oil in piping and conduct particle count.
4) Annually
a) Check precharge of bladder accumulator;
b) Test proportional valve;
c) Verify component settings per specification;
d) Verify actuation of all solenoid valves.
5) Bi-Annually
a) Drain and clean reservoir. Replace oil;
b) Clean suction strainers, replace reservoir breathers;
c) Verify pump integrity and inspect coupling condition;
d) Grease bearings
e) Verify motor integrity, vibration, and winding resistance.
CAUTION!
Do not allow the pump cycle time to drop below thirty
starts per hour as the motor may over heat and
become permanently damaged.
13
5.4 RECOMMENDED SPARE PARTS
-Refer to Hydraulic Unit Parts List and Manifold Parts List
The number and nature of spare parts which the User should carry will be a matter
of user judgement and will depend on the severity of service, frequency of cycling,
and functional criticality of the hydraulic power unit. Wearable items include the
filter cartridges, indicating light bulbs and solenoid valve coils. Parts which may
require replacement due to normal wear are:
ALL MODELS
A. Filter elements
B. Solenoid valve coils
C. Accumulator valve cores
D. Set solenoid valves
E. Pressure switch
F. Gear pump
G. Pressure gauges
MODEL HL112CP
H. Valve amplifier
I. Proportional valve coil
J. Shaft encoder
K. Pressure transmitter
L. Relay inserts
M. Motor contactor
N. PLC
When ordering spare parts, specify power unit model and serial number, and part
number and quantity of spare parts. All valves and switches can be preset from the
factory. State the valve or switch identifier from the hydraulic circuit drawing when
ordering. Refer to the parts lists at the back of this manual for location of spare
parts.
5.5 SERVICE
Johnson Industries offers field service, supervision, and assistance, during

installation, maintenance, and testing, at a nominal per diem rate plus
disbursements at cost. Under no circumstances are field services of any kind
covered or allowed for in the invoiced price of our hydraulic power units unless
specifically agreed to in writing.
Johnson Industries also offers shop services to recondition or repair worn brake
assemblies or components. Contact a Johnson Industries representative for an
estimate of the work desired.
14
SYMPTOM CAUSE DIAGNOSIS RECTIFICATION

6.1 Cavitation Verify inlet strainer clean Clean/replace inlet strainer
Noisy pump Verify oil level in sight glass Replenish oil / check level
switch
Fluid condition Verify oil not aerated Check down pipe

Verify oil viscosity within limits Replace hydraulic oil
Coupling worn Verify coupling condition Replace coupling insert
Pump worn Excessive vibration & heat Replace/rebuild pump
6.2 Bleed valve open Verify bleed valve BV closed Close using an allen key
Low pump tight
cycle time Solenoid valve leaking Verify no leakage using replace defective solenoid
stethoscope valve
Relief valve failure Verify relief valve not by- Readjust or replace relief
passing at cut-out pressure valve
Loss of accumulator Verify bladder accumulator Replenish accumulator

precharge precharge is to specifications nitrogen charge
Incorrect pressure Verify pump cut-in and cut-out Readjust pressure settings
settings pressures to specifications
Failed pressure switch Pressure switch cannot be Replace pressure switch

adjusted
6.3 Aerated oil Verify no air in oil Bleed actuators

Slow brake
High oil viscosity Verify oil specification and Replace oil
response service temperature
Loss of accumulator Verify bladder accumulator Replenish accumulator

precharge precharge to specifications nitrogen charge
Excessive air gap Verify air gap within tolerance Adjust air gap to
specification
Incorrect valve amplifier ramp time trim pots not at Turn trim points completely
settings minimum CCW
Incorrect ‘FCR’ flow Verify ‘FCR’ one full turn open adjust to the correct setting
control setting
15
6.4 Pump drive reversed Verify correct motor rotation Swap motor power phasing
No pressure
Open bleed valve Verify bleed valve BV closed Close bleed valve
Failed solenoid valve Verify all solenoid valves Replace defective solenoid
actuate valve
Low oil level Verify oil level in sight glass Replenish oil, verify level
switch
Motor tripped Confirm overload relay not Reset overload relay

tripped
7.0 WARRANTY
We warrant our hydraulic power units to be of the quality and performance specified
in our quotations. We guarantee our workmanship for a period of ninety days from
date of delivery to the end user. Our liability in respect of any failure of the goods
supplied by us or any loss, injury or damage attributed thereto, shall be limited to
making good the repair or replacing and refitting free of charge any goods or parts
thereof which are shown to our satisfaction to have been proved, under their intended
use, defective in materials and workmanship within the ninety day guarantee period,
provided that such defective parts are promptly returned as directed by us,
transportation charges being paid by the Purchaser, and provided further that no
burning or welding has been done on any such defective goods or parts. In every
case the customer shall be charged for replacement parts on a pro rata basis for the
elapsed portion of the warranty period. In the case of products and components
manufactured by others, we extend to the Purchaser the warranties of the
manufacturer only. Deterioration, damage or malfunction caused by inadequate
storage or handling prior to sale to the end user are not covered by this warranty. We
reserve the right to make changes and improvements on products already produced.
This warranty and guarantee is in lieu of all warranties, conditions or liabilities implied
by law or expressed by statute.
16
Job Number 6601 Date Mar 12, 2017 Document # X6601-105
Author AR Checked GS Revision Level 1
Revision History
Revision Date Comments
0 Mar 12, 2018 Released for Construction
1 Apr 3, 2018 Added functionality to Regulated Braking Mode, Changed pressures in Faults 8 & 9
Note: Revised paragraphs/sections denoted by < > containing the revision number.
HL112CLC Functional Description

Chuquicamata 20211-CTR-057 Conveyor Brake System
Overview
This document provides an overview of the brake system supplied for conveyor 20211-CTR-057. The system consists of two fail-safe, spring applied, hydraulic
release Y1800 caliper disc brakes, one brake disc, and an HL112CLC hydraulic control unit with integrated PLC closed-loop controller.
The HL112CLC hydraulic control package includes hydraulic controls and valves to regulate torque of the connected brakes in response to an analog pressure
control signal as well as fail-safe braking functionality in the event of lost electrical power.
The CLC PLC (brake controller) package communicates with the conveyor PLC and operates the brake and control package in response to conveyor PLC signals
to start-up, run and stop the conveyor. The brake controller can stop the conveyor:
1. Using a constant deceleration ramp over 15 seconds (Normal Stop)
2. By applying ~50% braking and then ramp to full torque over 5 seconds (Fail-Safe Stop)
This document describes the function and operation of the hardware and software of the brake system in detail.
Table of Contents
Page Section
4 1 Description of Operation (Hardware)
4 1.1 System Pressure Control
4 1.2 Brake Release
4 1.3 Linear Regulated Stop (Normal Stop)
5 1.4 Fail-Safe Stop
5 1.5 Parking Brake
6 2 Description of Operation (Software)
6 2.1 Park Mode
6 2.2 Prestart Mode
7 2.3 Ready Mode
7 2.4 Release Mode
7 2.5 Run Mode
8 2.6 Regulated Braking Mode
9 2.7 Fail-Safe Braking Mode
10 3 Brake Controller IO Description
10 3.1 Brake Controller PLC (Network ID 1)
11 3.2 Communications PLC (Network ID 2)
12 3.3 Service Data Decoding
13 4 Fault Conditions
13 2 “Short Circuit Detected”
13 3 “Excessive Reservoir Temperature”
13 4 “Low Oil Level in Reservoir”
13 5 “RV Valve Bypass / BV Valve Open / SVE/SVD Valve Failed”
14 6 “Tripped Overload Relay”
14 7 “Over Pressure / Failed Pressure Switch”
14 8 “Brake Caged / Remove Caging Bolt”
14 9 “Blocked Line or Proximity Switch out of Range”
14 10 “Failed Pressure Switch”
14 12 “Under Pressure Fault or Slow Release”
14 13 “Actuator or Proximity Switch Fault”
Page 2/17 Job Number 6601 Doc Number X6601-105 [Rev 1] RELEASE
Table of Contents (Continued)

Page Section
15 4 Fault Conditions (Continued)
15 17 “Airgap Excessive or Proximity Switch Error”
15 18 “Failed or Misadjusted Proximity Switch”
15 19 “Overspeed”
15 20 “Emergency Stop Button Pressed”
15 23 “Communication with PLC #1 Lost”
15 26 “Belt Speed Signal Lost”
15 27 “Pressure Transmitter Fault”
16 5 Hardware Component Functions
1 Description of Operation (Hardware)

Refer to drawing B6601-51 HL112CLC Power Unit Hydraulic Schematic
1.1 System Pressure Control

Actuation of the motor/pump M pre-charges system accumulator ACS until pressure switch PS1 opens at cut-out pressure (~1100 psi) shutting off the pump. The
pump is restarted when system pressure (visually indicated by PGS) falls below cut-in pressure (900psi) causing pressure switch PS1 to close. The temperature
level switch TLS interlock disables the pump in the event of high reservoir oil temperature or low reservoir oil level. The sight glass SG provides visual indication
of current oil level and oil temperature. Accumulator ACS compensates for internal leakage and provides a charge of oil for releasing the brake(s). System pressure
can be discharged manually to reservoir by opening bleed valve BV during maintenance.
The CLC brake controller manages the operation of the pump when the controller is in conveyor start, run and stop modes or when the conveyor is idle and the
conveyor local control mode switch not in the OFF position.
1.2 Brake Release

Energizing emergency/fail-safe braking solenoid valve SVE blocks flow from the brake to the reservoir. Energizing SVR allows flow from the system accumulator
ACS to the brake, releasing the brake. Ramp flow control FCR restricts flow into ramp accumulator ACE to facilitate rapid brake release. Ramp Accumulator ACE
slowly (~15 seconds) fills with oil while the brake is released to prepare for a fail-safe stop.
The CLC brake controller fully releases the brake at the end of the brake release ramp (Refer to section 2.4 “Release Mode” for more information on the brake
release sequence). The brake controller will continue to hold the brakes released until the brake release command signal goes LOW, triggering a conveyor stop.
1.3 Linear Regulated Stop (Conveyor Emergency Stop)

Energizing solenoid valves SV1 & SV2 while solenoid valve SVE is energized allows the brake torque to be controlled by analog pressure control valve PPV from
0-100%.
The CLC brake controller enters regulated braking mode in response to a LOW Brake Release Command Signal when the conveyor is in motion. The brake
controller calculates a desired conveyor deceleration profile and modulates the brake torque signal to analog pressure control valve PPV with feedback from the
conveyor speed signal to decelerate the conveyor from 100% speed to 0% over 15 seconds. If the stop is triggered at less than 100% conveyor speed, the stop time
is proportionally prorated.
1.4 Fail-Safe Stop

De-energizing SVR blocks flow from the system accumulator to the brake(s). De-energizing SVE permits flow from the brake(s) and ramp accumulator ACE to
reservoir, setting the brake. The integral check valve in ramp flow control FCR bypasses the flow restriction allowing oil to flow out of ramp accumulator ACE as
required. Sequence valve SQE is open initially to rapidly close the air gap and closes when the pressure falls below set point (275 psi) which corresponds to ~50%
applied brake torque. Flow control FCS regulates the brake line pressure during set by allowing oil to slowly flow from the ramp accumulator ACE to the reservoir
over 5 seconds. Fixed orifice OF allows oil to slowly flow from the ramp accumulator ACE to the reservoir in the event flow control FCS is completely closed.
Once ramp accumulator ACE is drained, brake line pressure falls to 0 psi and the brake is fully applied.
The CLC brake controller applies the brake in this manner in three cases; in response to a LOW Brake Release Command Signal and a HIGH Stop Mode Command
Signal, if the brake controller detects a fault that prevents a linear ramped stop, or if electrical control power is completely lost (failed uninterruptable power
supply). Pressing the emergency stop button located on the CLC brake controller junction box severs the brake controller connection to all solenoid valves, forcing
a fail-safe stop as well as communicating a brake controller critical fault to the conveyor PLC.
2 Description of Operation (Software)

The CLC brake controller operates as a state machine that cycles through the following modes:
 Park Mode (Brake fully applied, Pump disabled)
 Prestart Mode (Brake fully applied, Pump enabled, System Accumulator charging, Prestart Command from conveyor PLC)
 Ready Mode (Brake fully applied, System Accumulator charged, Prestart Command held, Ready to Start Status sent to conveyor PLC)
 Release Mode (Brake releasing, System Accumulator discharging and refilled automatically, Brake Release Command from conveyor PLC)
 Run Mode (Brake fully released, Brakes Released Status sent to conveyor PLC)
 Regulated Braking Mode (Low Brake Release Command, conveyor in motion, analog control of brake to decelerate conveyor)
 Fail-Safe Braking Mode (Low Brake Release Command, conveyor in motion, no regulated braking permissive)
Each of these states is described in detail below.
2.1 Park Mode

Permissive
The controller automatically enters the parked state when it not in another state (no command signals from conveyor PLC) and no motion of the conveyor is
detected.
Operation
The pump is deactivated and control solenoid valves SV1, SV2, and SVR are de-energized (closed). Solenoid valve SVE is de-energized (open) to drain accumulator
ACE.
Exit Condition(s) State Entered

Prestart Command Signal High (Normal Exit) Prestart Mode
2.2 Prestart Mode

Permissive
The controller enters prestart mode when prestart command is high and no start inhibit faults are active.
Operation
The pump is activated to charge accumulator ACS. A fully charged accumulator is indicated when pressure switch PS1 goes low. Prestart mode can be canceled
by the conveyor PLC by setting the Prestart Command to low.

PS1 Low (Normal Exit) Ready Mode
Prestart Command Signal Low (Cancel Prestart) Park Mode
2.3 Ready Mode

Permissive
The controller enters ready mode when PS1 first goes low while in Prestart Mode.
Operation
While in Ready Mode, the brake controller will signal Ready to Start Status to the conveyor PLC indicating that the brake controller is waiting for a brake release
command. The brake controller will stay in ready mode until a brake release command is received from the conveyor PLC. Ready mode can be canceled by the
conveyor PLC by setting the Prestart Command to low.

Brake Release Command High (Normal Exit) Release Mode
2.4 Release Mode

Permissive
The controller enters release mode when brake release command transitions from low to high while in ready mode.
Operation
While in release mode, the brake controller will continue to enable the pump regardless of the prestart command state until returning to park mode. When brake
release command transitions high, the brake controller will energize solenoid valves SVR and SVE in order to fully release the brake. The brake controller will
stay in release mode until the brake release indicating proximity switch and brake line pressure transmitter agree that the brake is fully released. Brake release can
be cancelled by the conveyor PLC by setting the Brake Release Command to low.

Brake Release Switch High and PTB > 900 psi (Normal Exit) Run Mode
2.5 Run Mode

Permissive
The controller enters run mode when brake release command is high and the brake release switch and pressure transmitter agree that the brake is released (Release
Switch High and Pressure transmitter greater than 900 psi)
Operation
When the brake controller enters Run Mode, it will set Status Brake Released to high indicating to the conveyor PLC that the brake is fully released. The conveyor
controller should set prestart command to low in response to Status Brake Released High. The brake controller will continue to energize solenoid valves SVR and
SVE to hold the brake open until run mode is cancelled. Run mode can be cancelled by the conveyor controller by setting brake release command to low, triggering
a stop. If Stop Mode command is low when the conveyor stop is triggered, the brake controller will perform a Regulated Stop (conveyor emergency stop). If Stop
Mode command is high, the brake controller will go to fail-safe stop mode.
Run mode can also be cancelled by the brake controller if a critical fault is detected that prevents the brake controller from holding the brakes open. The brake
controller will set status critical fault to low and trigger a fail-safe stop in this case. The conveyor PLC should set brake release command to low in this case.

Brake Release Command Low (Normal Exit) Regulated Braking Mode
Brake Release Command Low and Stop Mode Command High Fail-Safe Braking Mode
Critical Fault High (See Faults Section) Fail-Safe Braking Mode
2.6 Regulated Braking Mode

Permissive
The controller enters regulated braking mode when brake release transitions from high to low while the conveyor is in motion and no other stop modifying command
is active (Stop Mode Command).
Operation
When the brake controller enters regulated braking mode, it records the initial speed of the conveyor. The brake controller also sets an internal stopping marker
which causes the brake controller to ignore the state of brake release command until the conveyor comes to a complete stop. The brake controller then energizes
solenoid valve SV1 and SV2 and de-energizes SVR (enabling PPV proportional pressure valve to control the brake pressure). Solenoid valve SVE remains
energized. The proportional valve is then preset to a pressure proportional to the initial brake torque calculated from the regenerative motor torque prior to the stop.
As the stop proceeds, the target speed decreases linearly from initial speed to 0 speed over 15 seconds. The brake controller uses a proportional-integral control
loop with feedback from the instantaneous conveyor speed to maintain the target speed profile. PPV pressure setting is increased to decrease brake torque when
the conveyor is slower than the target speed profile. PPV setting is decreased to increase brake torque when the conveyor is faster than the target speed profile.
The Proportional Valve is mechanically limited from setting the brake pressure less than 100psi. To access full brake torque during regulated braking, fast braking
mode is used. During fast braking mode, SVE is energized and SV1/SV2 are de-energized, causing full brake torque to be applied. During fast braking mode, the
PI control loop continues to calculate target brake pressure. Fast braking mode is entered if the command pressure to the PPV valve is less than 100psi for 0.75
seconds. Fast braking mode ends if the command pressure to the PPV valve rises above 150psi. When fast braking mode ends, normal regulated braking resumes.
<1>
When the conveyor reaches 2% speed, it is no longer considered to be in motion and the controller enters park mode. If a fault is detected that either indicates the
conveyor is not under control or prevents the brake controller from the controlling the conveyor, the controller goes to fail-safe stop mode. If stop mode command
goes high during regulated braking mode, the brake controller switches to fail-safe braking mode.

No Motion Detected [Conveyor Speed less than 2%] (Normal Exit) Park Mode
Stop Mode Command High Fail-Safe Braking Mode
Regulated Braking Fault (See Faults Section) Fail-Safe Braking Mode
2.7 Fail-Safe Braking Mode

Permissive
Fail-Safe Braking mode is entered whenever brake release command is low while the conveyor is in motion and regulated braking is inhibited or canceled. Regulated
braking is inhibited if a fault is detected that prevents regulated braking from operating such as a pressure transmitter or conveyor speed signal fault. Fail-safe
braking is also the default mode of the HL112CLC hydraulic power unit hardware when there is no electrical power (UPS failure).
Fail-Safe braking mode is also triggered by pressing the Emergency Stop Button mounted on the HL112CLC junction box, severing the electrical connection
between brake controller and solenoid valves. A feedback contact communicates the emergency stop has been pressed raising a critical fault if the conveyor is in
motion.
Operation
When the brake controller enters fail-safe brake mode, the pump is disabled and all solenoid valves are de-energized. Mechanical valves (SQE and FCE) manage
the rate of application of the brakes. Brake release and prestart commands are ignored while the conveyor is still in motion.

No Motion Detected [Conveyor Speed less than 2%] (Normal Exit) Park Mode
3 Brake Controller IO Description

The brake controller consists of two PLCs that share IO over an EasyNET connection. The brake controller PLC (Network ID 1) handles the brake control functions
(direct control of valves and sensors used during a stop). The communications PLC (Network ID 2) handles IO that is not critical to regulated braking functioning
and features an LCD screen that is used to display fault messages (see Faults section).
3.1 Brake Controller PLC (Network ID 1)

ID Type Description Details
I1 DI E-Stop Button Low indicates Emergency Stop Button Pressed, triggers critical fault if conveyor in motion
I2 DI System Pressure Switch PS1 High indicates system accumulator ACS needs oil, energize pump unless inhibited or interlocked
I3 DI Spare Not Used at this Time
I4 DI Brake Release Command Command from Conveyor PLC to release brakes, high = release brakes, low = trigger stop
I5 DI Reservoir Oil Level Switch TLS High indicates oil level ok, low interlocks pump and immersion heater
I6 DI Reservoir Oil Temperature Switch TLS High indicates oil temp ok, low interlocks pump and immersion heater
I7 AI Brake Line Pressure Transmitter PTB Analog signal proportional to brake line pressure, 4-20mA signal fed through resistor to give 0-10V
I8 AI Conveyor Belt Speed Signal 4-20mA conveyor belt speed signal from Conveyor PLC 4mA = 0% speed, 20mA = 125% speed,
signal fed through resistor to give 0-10V
I9 DI Brake Release Switch #1 High indicates brake released
I10 DI Brake Release Switch #2 High indicates brake released
I11 DI Stop Mode Command Command from Conveyor PLC to trigger a fail-safe stop (if Brake release command low)
I12 AI Conveyor Motor Torque Signal 4-20mA conveyor drive motor torque signal from Conveyor PLC 4mA = 0% regenerative torque,
20mA = 125% of maximum rated regenerative torque
Q1 DO MCC Coil Pump Motor MCC coil, High = Energize Motor
Q2 DO SV1/SV2 Coil PPV blocking Solenoid Valves, High = Enable PPV pressure control
Q3 DO SVE Coil High = Allow brake to hold pressure, Low = enable emergency/fail-safe brake ramping function
Q4 DO SVR Coil High = Fully Release Brake, Low = enable proportional control or application of brake
Q5 DO Spare Not Used at this Time
Q6 DO Critical Fault Status High = Brake System Healthy, Low = critical fault detected while conveyor in motion, trip conveyor
drives
QA1 AO PPV Pressure control Signal 0-10V signal to control proportional valve pressure
3.2 Communications PLC (Network ID 2)

ID Type Description Details
I1 DI MCC Thermal Overload Contact High = Overload Healthy, Low = Overload tripped
I2 DI MCC Auxiliary Contact Compared with MCC coil State (1Q1) to detect failed MCC coil
I4 DI Brake Wear Switch #1 Low indicates brake actuator over-extension (brake friction linings worn). Start Inhibit
I5 DI Brake Wear Switch #2 Low indicates brake actuator over-extension (brake friction linings worn). Start Inhibit
I7 D/AI Spare Not Used at this Time
I8 DI Prestart Command Command from the conveyor PLC to prime the brake controller for a release command (charge
system accumulator ACS)
I9 DI Reset Command Command from the conveyor PLC to remotely reset brake controller faults
I10 DI Local Reset Button Local Fault Reset Button on Power unit junction box
Q1 DO Brakes Released Status High = Brakes Released, Low = Brakes not Released
Q2 DO Ready to Start Status High = Brake Controller ready for a start command, Low = Brake Controller not ready
Q4 DO Fault Lamp Push-to-test pilot Lamp on Power unit junction box, illuminates to indicate a fault
Q5 DO Immersion Heater Control Relay Energizes control relay CR1 to enable immersion heater when TLS healthy (heater temperature is
internally thermostat regulated)
QA1 AO Service Data 0-10V signal run through a 4-20mA signal convertor. Communicates key brake controller fault data
to the conveyor PLC to annunciate on the HMI (refer to Service Data Decoding table)
3.3 Service Data Decoding (Communication PLC Analog Output 2QA1)

The service data signal is a 4-bit signal sent as an analog signal. This signal communicates key fault data from the brake controller to the conveyor PLC to allow it
to be annunciated on the conveyor HMI. This section details how the signal is encoded.
Bit Value Bit Meaning

8 Actuator Fault
4 Pump Fault
2 Excessive Airgap
1 Other Fault
Service Numerical Binary Actuator Fault Pump Fault Excessive Airgap Other Fault
Data Value Value Faults 8 or 13 Faults Fault 17
Signal 3,4,6, or 7
4mA 0 0000 Invalid/ Faulty Signal
5mA 1 0001 No fault No fault No fault Fault
6mA 2 0010 No fault No fault Fault No fault
7mA 3 0011 No fault No fault Fault Fault
8mA 4 0100 No fault Fault No fault No fault
9mA 5 0101 No fault Fault No fault Fault
10mA 6 0110 No fault Fault Fault No fault
11mA 7 0111 No fault Fault Fault Fault
12mA 8 1000 Fault No fault No fault No fault
13mA 9 1001 Fault No fault No fault Fault
14mA 10 1010 Fault No fault Fault No fault
15mA 11 1011 Fault No fault Fault Fault
16mA 12 1100 Fault Fault No fault No fault
17mA 13 1101 Fault Fault No fault Fault
18mA 14 1110 Fault Fault Fault No fault
19mA 15 1111 Fault Fault Fault Fault
20mA 16 0000 No fault No fault No fault No fault
4 Fault Conditions
This section details the various fault conditions that are detected by the brake controller. All fault conditions are latched until reset. The fault lamp in illuminated
if any fault conditions are active.
The fault descriptions include various fields:

 Fault Code: This is a number used internally for each fault and is annunciated on the communications PLC with the fault message
 Fault Message: The message that is displayed on the communications PLC LCD screen when this fault is active
 Fault Group: This describes where this fault is included in a group of faults. Groups are:
o Start Inhibit: Faults which inhibit a prestart command from the conveyor
o Critical: Faults which cause the critical fault status to trip while the conveyor is in motion
o Regulated Braking: Faults which trigger a change from regulated braking to fail-safe braking during a stop
o Service Data Bit: Faults which are communicated on service data bits valued 1, 2, and 4. All other faults are signaled on bit 8.
 Fault Conditions: Condition(s) which trigger the fault
Where a brake controller input or output is referred to in the fault conditions, it is preceded by the EasyNET ID of the PLC. For example the UPS alarm signal
connected to input 6 (I6) of the communications PLC (EasyNET ID 2) is written as [2] I6.
Fault Code: 2 Fault Message: Short Circuit Detected

Fault Group(s)
Fault Conditions Power Supply DC OK Low – Unused in this system
Fault Code: 3 Fault Message: Excessive Reservoir Temperature

Fault Group(s) Start Inhibit, Service Data (Pump Fault)
Fault Conditions Reservoir Oil Temperature greater than 55°C (131°F) ([1] I6 Low)
Fault Code: 4 Fault Message: Low Oil Level in Reservoir

Fault Group Start Inhibit, Service Data (Pump Fault)
Fault Conditions Reservoir Oil Level below 5.5 inches from top of reservoir ([1] I5 Low)
Fault Code: 5 Fault Message: RV Valve Bypass / BV Valve Open / SVE Valve Failed
Fault Group Start Inhibit, Regulated Braking Fault
Fault Conditions MCC timer expired (MCC energized continuously for more than 45 seconds)
Failure to build pressure in system accumulator and trip pressure switch PS1
Fault Code: 6 Fault Message: Tripped Overload Relay

Fault Conditions MCC Overload Relay in tripped position [2] I1 Low
Fault Code: 7 Fault Message: Over Pressure / Failed Pressure Switch

Fault Group Service Data (Pump Fault)
Fault Conditions Brake line pressure (PTB) greater than 1350 psi
Fault Code: 8 Fault Message: Brake Caged / Remove Caging Bolt

Fault Group Start Inhibit, Service Data (Actuator Fault)
Fault Conditions Brake Release switch #1 ([1] I9) or Brake Release switch #2 ([1] I10) High while Brake Line Pressure PTB) ([1] I7) less
than 225 psi
This Fault is Suppressed if Fault #27 is active
Fault Code: 9 Fault Message: Blocked Line or Proximity Switch out of Range
Fault Group
Fault Conditions Brake Release switch #1 ([1] I9) or Brake Release switch #2 ([1] I10) Low while Pressure Transmitter PTB ([1] I7)
greater than 225 psi
Fault Code: 10 Fault Message: Failed Pressure Switch

Fault Conditions During Run Mode, pressure switch PS1 ([1] I2) disagrees with Pressure Transmitter PTB ([1] I7) by more than 100 psi
Fault Code: 12 Fault Message: Under Pressure Fault or Slow release

Fault Group Start Inhibit, Critical Fault
Fault Conditions During Run Mode, Pressure Transmitter PTB ([1] I7) less than 650 psi. Fault suppressed for 5 seconds after release. This
Fault is Suppressed if Fault #27 is active
Fault Code: 13 Fault Message: Actuator or Proximity Switch Fault

Fault Group Start Inhibit, Regulated Braking Fault, Service Data (Actuator Fault)
Fault Conditions Brake Release switch #1 ([1] I9) or Brake Release switch #2 ([1] I10) High & Brake Line Pressure PTB ([1] I7) less than
250 psi. Fault suppressed for 3 seconds after release. This Fault is Suppressed if Fault #27 is active
Fault Code: 17 Fault Message: Airgap Excessive or Proximity Switch Error

Fault Group Start Inhibit, Service Data (Excessive Airgap)
Fault Conditions Brake Friction Lining Wear Switch #1 ([2] I4) or Brake Friction Lining Wear Switch #2 ([2] I5) Low
Fault Code: 18 Fault Message: Failed or Misadjusted Proximity Switch

Fault Group Start Inhibit, Critical Fault
Fault Conditions Either:
1) Brake Release switches ([1] I9 or I10) high & Brake Line Pressure PTB ([1] I7) less than 750 psi (Fault #8) or
2) Brake Release switches ([1] I9 or I10) low & Brake Line Pressure PTB ([1] I7) greater than 750 psi (Fault #9) or
3) Brake Release switches ([1] I9 or I10) low & Brake Wear switches ([2] I4 or I5) high (illegal state combination)
Fault Code: 19 Fault Message: Over speed

Fault Group Start Inhibit, Critical Fault, Regulated Braking Fault
Fault Conditions Belt Speed ([1] I8) greater than 115% during run mode or regulated braking mode.
Fault Code: 20 Fault Message: Emergency Stop Button Tripped

Fault Conditions Local Emergency Stop Button [1] I1 low indicating Local Emergency Stop Button Pressed
Fault Code: 23 Fault Message: Communications with PLC #1 Lost

Fault Group Start Inhibit
Fault Conditions Internal EasyNET Diagnostic Alarm Triggered on loss of connection to Brake Controller PLC (EasyNET Id #1)
Fault Code: 26 Fault Message: Belt Speed Signal Lost

Fault Conditions Belt Speed Signal [1] I8 less than 3.5mA (1.75VDC at PLC input terminal)
Fault Code: 27 Fault Message: Pressure Transmitter Fault

Fault Conditions Pressure Transmitter Signal [1] I7 less than 3.5mA (1.75VDC at PLC input terminal)
Fault Code: 28 Fault Message: Reg. Braking Overspeed Fault

Fault Conditions Conveyor speed exceeds target speed by 30% for 1.0 seconds during Regulated Braking
5 Hardware Component Functions

Refer to drawing B6563-51 HL112CLC Power Unit Hydraulic Schematic
This section provides a description of the function of each component of the control package.
ID Device Description Set Point Function

ST Suction Strainer N/A Filter large particles from entering pump suction line
M/P Motor / Pump N/A Supply Hydraulic Pressure, 0.92 US gallons per minute [3.5 in³/sec]
RV Relief Valve Opens at 1400 Protects other components from over-pressurization by opening to relieve pressure at 1400 psi in the event
psi rising of pump control failure
CV Pump Check Valve N/A Prevents backwards flow of hydraulic oil to reservoir from accumulator ACS when pump is switched off
BV Bleed Valve N/A Used to manually bleed pressure from accumulator ACS during maintenance activities and calibration
PGS System Pressure Gauge N/A Displays pressure stored in system accumulator ACS
PS1 Pressure Switch Close at 900 psi Closes when system pressure falls below 900 psi (Cut-In) indicating that pump should be switched on, opens
falling when system pressure rises above approximately 1100 psi (Cut-Out). Cut-Out is based on internal hysteresis
of the switch and is not adjustable
ACS System Accumulator 750 psi (cold) Bladder Accumulator stores pressurized hydraulic oil to quickly release the brakes when SVR and SVE are
pre-charge energized. Stored pressure also used during regulated stop to increase brake pressure (decrease brake torque)
SVR Release Solenoid N/A Blocks flow from system accumulator to brakes when brake is set (valve de-energized). Allows flow from
Valve system accumulator to brakes when brake is released (valve energized)
SV1 Isolation Solenoid N/A Isolate PPV from system when not in use
SV2 Valves
PPV Proportional Pressure N/A Analog pressure reducing relieving valve that regulate brake pressure (100-1700 psi) in response to a 0-
Control Valve 10VDC analog input signal. Includes a PWM analog signal amplifier built-in to the ISO 4400 connector.
PGB Brake Pressure Gauge N/A Displays brake line pressure
PTB Brake Pressure N/A Provides an analog brake-line pressure feedback signal to the PLC. Used for closed-loop control of brake
Transmitter pressure in conjunction with PPV
ACE Ramp Accumulator 100 psi (cold) Piston Accumulator that stores a volume of oil to regulate the pressure at the brake while the brake is
pre-charge ramping
FCR Ramp Flow Control 1 turn from fully Restricts flow into Ramp Accumulator ACR during brake release. Integral check valve allows full flow out
closed of ramp accumulator ACE during brake set
SVE Set Solenoid Valve N/A Allows flow from brakes to reservoir when during fail-safe stop mode (valve de-energized). Blocks flow
from brakes to reservoir when brake is released or during regulated braking (valve de-energized)
SQE Sequence Valve Close at 275 psi Rapidly close air gap by draining pressure from brake actuators and ramp accumulator ACR until pressure
falling falls below set-point
ID Device Description Set Point Function

FCE Flow Control 5 seconds from Controls brake line pressure by regulating oil flow from ramp accumulator ACR to reservoir to slowly
brake set to 0 increase brake torque to 100% over 5 seconds.
psi at brake line
OF Fixed Orifice Size TBD (8 Provides minimal flow from ramp accumulator ACR to reservoir in the event flow control FCE is blocked
seconds) or closed completely.
CVE Return line check valve N/A Prevents leakage caused by excessive elevation difference between brakes and power unit and maintains
stored oil in ramp accumulator ACE during regulated braking
RLF Return line filter N/A Filters oil returning to reservoir to remove contaminants. Includes integral 25psi bypass check valve to
allow flow in the event filter is excessively clogged
TLS Temperature Level N/A Provides interlock for unsafe reservoir condition. Temperature switch opens if oil temperature rises above
Switch 55oC (fixed). Level Switch opens if oil level falls below ~5” from top of tank
SG Sight Glass N/A Provides visual indication of reservoir oil level and oil temperature
Magnetic Plug N/A Collects ferrous metal fragments from oil
SVP Parking Solenoid N/A Dumps all brake pressure to fully apply brake immediately (bypass fail-safe ramp)
Valve
SVD Dump Solenoid Valve N/A Dump system accumulator ACS to reservoir to eliminate stored hydraulic energy when HPU inactive
(conveyor parked)

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USER MANUAL

JOHNSON CALIPER DISC BRAKES

JOHNSON INDUSTRIES LTD.

7.0 WARRANTY AND SERVICE

Revision: 05/18/2017 Y:\dbr\MANUALS\Caliper_Manual

1.1 MOVING PARTS

1.2 STORED SPRING ENERGY

1.3 HIGH PRESSURE FLUIDS

1.4 BRAKE FRICTION LININGS

2.2 OPTIONAL ITEMS

1 Brake release indicating switch

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2.3 RECEIVING & PREPARATION

RATED LIFTING EYE CAPACITY

Nominal Size Rated Capacity

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3.1 BRAKE DISCS

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With the brakes released;

4. Position the brake so

Once the caliper is properly

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MOUNTING BOLT TORQUE

800 -1000 0.38 [10mm] 28 - 30 [38 - 41]

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4.2 PRESSURE SUPPLY

For hydraulically actuated brakes the system must be flushed prior to

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The temperature must be monitored throughout the burnishing process. The

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4.6 AIR GAP

4.7 AIR RAMP VALVE

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Stopping capacity of a spring applied caliper brake is dependent on the actuator

5.2 AIR GAP

1. Increases the brake reaction time because of the larger volume of

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½" UNF clevis 15 to 30 lb-ft

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BRAKE MODEL LIFE EXPECTANCY

Caging is mechanically compressing the springs inside the actuator during

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Figure 3: Actuator Uncaged Figure 4: Actuator Caged

Figure 5: Actuator Uncaged Figure 6: Actuator Caged

Figure 7: Actuator Uncaged Figure 8: Actuator Caged

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C 5/8 UNC FULL NUT

GREASE ROD BEFORE USING

1. THREAD ITEM D INTO ACTUATOR PISTON AT POSITION AS SHOWN.

Figure 9: Actuator Disassembly Procedure

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Actuator Model No. Mounting Nut

5.5 LIMIT & TEMPERATURE SWITCHES

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5.6 PINS & BUSHINGS

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Figure 5: Pin Retaining Screws

800,1000,1800,2000 Series Main Pin Screws 85-96 in-lb

800,1000,1800,2000 Series Shoe Pin Screws 85-96 in-lb