Manual No.

165-31590

INSTALLATION, OPERATION
AND MAINTENANCE
INSTRUCTIONS FOR
BAYLOR EDDY CURRENT
BRAKE, MODEL 6032

EQUIPMENT FURNISHED
BY

National Oilwell
500 INDUSTRIAL BLVD.
SUGAR LAND TEXAS 77478-2898
TELEPHONE: (281) 240-6111
FAX: (281) 240-0426

Rev. D
02/11/02

SAFETY FIRST!
Before placing this equipment in operation, certain basic rules of safety should be observed. It should
be noted that no safety rules and no amount of safety equipment will make operating this equipment
safe, unless the operator enforces the rules and proper uses of the equipment.
MACHINE OPERATION:
1.

Only responsible persons, trained to do so, should operate this equipment.

2.

Any person operating this equipment should be thoroughly familiar with the manufacturer's
recommended operating instructions.

CLEANLINESS AND SERVICE

1.

Periodic cleaning of the equipment may reveal potential mechanical trouble spots such as loose
or missing bolts, fittings, etc..

2.

Keep the area around the equipment clear of loose tools, trash, extraneous matter, etc..

3.

Shut the equipment down before servicing or cleaning unless the service work requires the
equipment be operating.

4.

Allow only an experienced mechanic to service the equipment.

5.

If a mechanical problem or deficiency is found, correct or report it before continuing operation.

6.

Before working under or between components that are suspended by hoists or slings, securely
block or crib them.

7.

When working in an area of potential head injury, wear an approved safety helmet.

CAUTION!
MANY PARTS ARE HEAVY OR DIFFICULT TO HANDLE.
PLAN LIFTS AND MOVES CAREFULLY TO AVOID SEVERE
PERSONAL INJURY. PROVIDE SAFE SUPPORTS FOR
DISASSEMBLED PARTS.

Table of Contents

Section 1

Introduction and Description

1.1

Scope of Manual .................................................................................................................. 1-1

1.2

General Description of Equipment ....................................................................................... 1-1

Section 2
2.1

Summery of Specification

Specifications....................................................................................................................... 2-1

Section 3

Installation

3.1

General ................................................................................................................................ 3-1

3.2

Brake Alignment .................................................................................................................. 3-6

3.3

Shaft Alignment ................................................................................................................... 3-6

3.4

Cooling Water Quality .......................................................................................................... 3-7

3.4.1

Scope ....................................................................................................................... 3-7

3.4.2

Water Quality Standards .......................................................................................... 3-7

3.4.3

Corrosion Inhibitor.................................................................................................... 3-7

3.4.4

Usage of Antifreeze Standards ................................................................................ 3-8

3.5

Cooling System Capacity Calculation .................................................................................. 3-8

3.6

Brake Field Coil Polarity..................................................................................................... 3-10

3.7

Certification for Hazardous Location.................................................................................. 3-14

Section 4

Theory of Operation

4.1

General ................................................................................................................................ 4-1

4.2

Brake Operation on Rig ....................................................................................................... 4-1

4.2.1

Section 5
5.1

Drill Assist Operation................................................................................................ 4-2

Accessories and Options

General ................................................................................................................................ 5-1

5.1.1

Brake Controller ....................................................................................................... 5-1

5.1.2

Special Brake Shafts................................................................................................ 5-1

5.1.3

Brake Cooling Packages.......................................................................................... 5-1

5.1.4

Cooling Water Alarm ................................................................................................ 5-1

5.1.5

Safety Monitoring Device ......................................................................................... 5-1

5.1.6

Parts and Service..................................................................................................... 5-2

ii

Section 6
6.1

6.2

Maintenance and Service

General ................................................................................................................................ 6-1

6.1.1

Lubrication................................................................................................................ 6-1

6.1.2

Breather ................................................................................................................... 6-1

6.1.3

Air Gap ..................................................................................................................... 6-1

6.1.4

Overflow Outlet ........................................................................................................ 6-2

6.1.5

Water Outlet Drain ................................................................................................... 6-2

6.1.6

Preparation of Brake for Storage ............................................................................. 6-3

6.1.7

Removing a Brake from Storage.............................................................................. 6-3

Maintenance and Repair...................................................................................................... 6-4

6.2.1

Water System Problems .......................................................................................... 6-4

6.2.2

Bearing Removal and Replacement ........................................................................ 6-4

6.3

Electrical Problems and Troubleshooting ............................................................................ 6-7

6.4

Mechanical Problems and Troubleshooting......................................................................... 6-8

6.5

Inspection and Maintenance Schedule ................................................................................ 6-9

6.5.1

Daily Inspection........................................................................................................ 6-9

6.5.2

Weekly Inspection .................................................................................................. 6-10

6.5.3

Monthly Inspection ................................................................................................. 6-10

6.5.4

Quarterly Inspection ............................................................................................... 6-11

Section 7
7.1

General ................................................................................................................................ 7-1

Section 8
8.1

Parts and Supplies

Drawing

Drawing List ......................................................................................................................... 8-1

iii

Section 1
Introduction and Description
1.1

Any alteration or unauthorized repair work to

the brake or control system will VOID ANY
WARRANTY expressed in the terms and
conditions of sale and will void HAZARDOUS
AREA
CERTIFICATION.
All
applicable
schematics, flow diagrams, and major
assembly drawings are contained in SECTION
8 of this manual.

Scope of Manual

This manual provides a source of important

reference information regarding the installation,
operation, and maintenance of the BAYLOR
Eddy Current Brakes and should be given
careful consideration and study before
operating the BAYLOR brake. It is impossible
to anticipate every kind of problem or condition
that may be encountered in the use of the
brake, but compliance with the instructions and
suggestions set forth in this operating manual
will assist the operator in successfully
operating this equipment.

1.2

General Description if Equipment

The BAYLOR Eddy Current Brakes are

auxiliary braking devices for the Drilling Rig
Drawworks. This braking is produced entirely
electrically without the aid of friction brake
devices, slip rings, or other wearing elements.
The brakes are water cooled.

Failure to operate and maintain the brake in

accordance with this operating manual may
void the warranty covering this equipment. The
information contained in this operating manual
shall not in any way relieve the operator of the
responsibility for exercising reasonable care
and prudence in the operation of this
equipment.

WARNING!
Failure to comply with the instructions in this
operating manual could result in serious
property damage, severe injury, or death!

1-1

Section 2
Summary of Specifications
Model 6032 Eddy Current Brake
2.1

Specification

Principal of Operation .............................................................................. Induced Eddy Current Braking

Torque-Maximum @ 250 RPM.........................................................................55,000 lb-ft (74,570 n-m)
Torque-@ 50 RPM ...........................................................................................45,000 lb-ft (61,012 n-m)
Number of Magnets ............................................................................................................................... 2
Number of Coils per Magnet.................................................................................................................. 2
Coil Internal Resistance @ 68 F (20 C) ...........................................................................5.9-6.3 Ohms
Total Brake Input Resistance @ 68 F (20 C).......................................................................6.02 Ohms
Brake Excitation:
Voltage....................................................................................................................... 250 Volts DC
Current-Coil Temperature @ 68 F (20 C) ........................................................... 41.53 Amps DC
Power Input @ 68 F (20 C) ........................................................................................... 10.38 kW
Cooling Water Requirements:
Flow @ 100 F (38 Deg. C) At Brake Inlet.......................................................... 75 gpm (284 lpm)
pH ........................................................................................................................................ 7.0-7.5
Maximum Discharge Temperature .......................................................................... 165 F (74 C)
Cooling Water Piping:
Inlet .................................................................................................................................(2) 2 NPT
Outlet ..............................................................................................................................(1) 4 NPT
Overflow.......................................................................................................................(2) 3/4 NPT
Overall Sizes:
Height .................................................................................................................. 60 in (1,524 mm)
Width....................................................................................................................... 32 in (813 mm)
Weight ..................................................................................................................... 12,130 lb (5,502 kg)
Inertia (WK2)-Shaft and Rotor................................................................11,681 lb-ft2 (4,922,387 kg-cm2)
Weight-Shaft and Rotor ............................................................................................. 3,304 lb (1,499 kg)
Shaft Size ................................................................ 7.500 inch Diameter with 1-1/4 inch Taper per foot
(191 mm Diameter with 32 mm Taper per 305 mm) Oilfield Standard

Average Rotor Radial Clearance (Air Gap)

Over Magnets (Without Paint or Other Buildup) ............................................................... 0.040-0.050 in
(1.016-1.27 mm)

Maximum RPM .................................................................................................................................. 600

2-1

2-2

Section 3
Installation
3.1

General

Figure 3-3 shows the electrical connections for

the magnet coils and power input to the
junction box.

The BAYLOR Brake should be cradle mounted

on the drawworks structure. The drawworks
manufacturer furnishes the adapter mounting
components as well as the disengaging
coupling between the brake and the drum shaft
of the drawworks. The necessary shifting
mechanism and related accessories should be
furnished by the customer.

CAUTION!
The water outlet(s) at the bottom of the brake
should not be hard piped or otherwise restricted.
This should be free-flowing, gravity drain. A
funnel-type drain as illustrated in Figure 3-4 is
preferred. Do not plug, pipe, connect hoses to,
otherwise obstruct the water overflow outlets,
located on the brake just below the shaft
centerline. These overflow outlets provide a
warning of improper water flow conditions.

CAUTION!
Heat removal from the rotor in the BAYLOR
Brake is accomplished by cooling water. The
movement of the rotor through the water is
necessary to keep the rotor and magnet from
overheating. To avoid damage to the brake, use
a coupling that allows rotation of the rotor in
either direction at all times. DO NOT USE AN
OVERRUNNING TYPE CLUTCH.

Removal of heat from the Brake is most

important. Absence of proper cooling water
flow could damage the rotor. Proper cooling
water flow at all times will prolong Brake life for
many years.

A standard mounting flange on the outboard

bearing cap is provided by National Oilwell for
mounting water and/or air tube assemblies.
The required tube assemblies are furnished by
the drawworks manufacturer and should be
installed in accordance with their instructions.

As illustrated in Figure 3-4 the BAYLOR Eddy

Current Brake allows cooling water to flow over
the lower sections of the magnets and rotor
before it exits at the bottom. If the cooling
water outlets are restricted, the water level
inside the Brake will increase to a level which
could damage the Bearing grease seals and
permit water to enter the bearing cavity with
ultimate damage resulting to the bearing.

Electrical control wiring and cooling system

water piping should be installed in accordance
with the drawings contained in this section. A
minimum of five-thread engagement should be
maintained on all threaded connections. Figure
3-1 illustrates a standard Brake cooling
configuration without a heat exchanger. Figure
3-3 illustrates a standard Brake cooling system
with a heat exchanger. A typical closed loop
cooling system which provides the greatest
and best degree of protection against corrosion
/ erosion with adequate flow and temperature
protection for the BAYLOR Brake. These
closed loop systems are manufactured to
provide proper cooling for the particular size
BAYLOR Brake and can also be capacity sized
to cool other portions of the drawworks drive

CAUTION!
The BAYLOR Eddy Current Brake is not
designed to operate with the cooling water
internal of the brake at other than atmospheric
pressure. For proper brake operation insure that
brake cooling water flows unrestricted through
the brake with gravity discharge and unrestricted
flow back to the cooling water reservoir.

3-1

Section 3

Figure 3-1
3-2

Section 3

Figure 3-2
3-3

Section 3

Figure 3-3
3-4

Section 3

Figure 3-4
Drain

3-5

Section 3
3.2

Brake Alignment

The Brake should be aligned to the drum shaft

in keeping with good machinery practice and in
accordance with the recommendations of the
drawworks manufacturer.
NOTE: If the Brake is correctly aligned on the
drawworks, the only loading on the bearings is
the weight of the shaft and assembly since the
magnetic attraction when the brake is
energized is radially equal in all directions.
Improper alignment results in bearing wear and
premature failure.
3.3

Shaft Alignment

Angular misalignment and offset misalignment

between directly-connected shafts often cause
increased bearing loads and vibration, even
when the connection is made by means of
flexible coupling. Shaft alignment is especially
critical if the coupling is to be operated at high
speed.
1.

Figure 3-5
Angular Misalignment

Angular Misalignment

Angular misalignment should not exceed 0.010

inch (0.0025mm) total indicator reading. Refer
to the illustration in Figure 3-5.
2.

Offset Misalignment

Total indicator run out of offset misalignment

should not exceed 0.010 inch (0.0025mm).
Refer to the illustration in Figure 3-6.
NOTE: When conditions make it impossible to
check alignment with a dial indicator, a rough
check can be made with a straight edge and
feeler gages. Check angular misalignment by
inserting feeler gages between the faces of the
coupling hubs at four equi-distant points.
Check offset misalignment by placing a straight
edge across the machined diameter of both
coupling hubs.

Figure 3-6
Offset Alignment

3-6

Section 3
3.4

6.

Cooling Water Quality

3.4.1

Scope

In order to function properly, the cooling

water used in BAYLOR Eddy Current
Brakes
must
meet
four
basic
requirements:
1.

It must adequately transfer heat

energy from the rotor to the heat
exchanger used for cooling.

2.

It must not form scale or sledge

deposits in the Brake or in the
cooling system.

3.

It must not cause corrosion in the

Brake or cooling system.

4.

It must not deteriorate any of the

seals or gaskets used in the Brake
or cooling systems.

3.4.3

Commercially
available
corrosion
inhibitors are generally of three types;
chromate based, borate-nitrite based,
and silicate-nitrite based. Of these, the
chromate based and the borate nitrite
based are the most common. It is
important to note that there are
environmental restrictions on the disposal
of these types of inhibitors due to the
chromium and boron content. The
silicate-nitrate inhibitor is basically nonpolluting. Be sure and check with
national, state, and local authorities
before disposing of any water treated
with inhibitors. Be sure to follow the
manufacturers recommendations for
applying the inhibitor, both for new
untreated water and for maintenance of
already treated water.

Water Quality Standards

The water used in BAYLOR Eddy Current

Brakes should meet the following
requirements:
1.

No undissolved particles such as

sand, grit, or silt.

2.

A ph level between 7.0 and 7.5.

3.

A maximum dissolved chlorides

content of 40 parts per million.

4.

A maximum dissolved sulfates

content of 100 parts per million.

5.

A total dissolved solids content of

340 parts per million.

Corrosion Inhibitor

National Oilwell does not recommend the

use of home made type inhibitors. The
ready availability of suitable commercial
products makes these home made
formulations
impractical
and
unnecessary. The use of soluble oil type
inhibitors is also not recommended due
to the effect they have on ethylene glycol
type antifreeze additives and the fact that
they are detrimental to efficient heat
transfer.

These requirements are normally met by

combining a suitably demineralized water
with a reliable corrosion inhibitor. Under
extreme operating conditions it may be
necessary to use an antifreeze coolant.
In this case the cooling liquid should be a
mixture of the ethylene glycol type
antifreeze, de-mineralized water, and an
adequate corrosion inhibitor.
3.4.2

A total hardness of 170 parts per

million. Water that does not meet
these standards should be treated
by softening, de-mineralization, or
de-ionization before being used to
cool the Brake.

Due to the successful use in BAYLOR

Eddy Current Brakes, the following
corrosion inhibitor is recommended for
use by National Oilwell:

3-7

Section 3
PENCOOL 2000

3.5

HEAT PRODUCED = BTU/MINUTE =

T X RPM X 42.4
5250
Where T = Torque in FT.-LBS

(Previously Called Nalcool 2000)

The Penray Companies
440 Denniston Court
Wheeling, Illinois 60090

This may be used directly to size a radiator or

other type of heat exchanger. When the Brake
is not producing torque continuously the heat
produced must be multiplied by the duty cycle.
For example, normal tripping in requires that
the Brake produce torque only one-third of the
time. Therefore the calculated BTU/min would
be multiplied by 1/3.

It is recommended that this inhibitor be

purchased through a local distributor so
that proper field support in their use is
readily available.
3.4.4

Cooling System Capacity Calculation

Usage of Antifreeze Standards

Only ethylene glycol type antifreezes are

to be used in BAYLOR Eddy Current
Brakes due to the operating temperature
generated.

For a tank or reservoir type cooling system the

storage capacity is calculated by:

NOTE: Chromate type rust inhibitors are

not to be used with ethylene glycol
antifreezes. The resulting mixture forms a
sludge. It is recommended that the Brake
cooling fluid not exceed
68%
ethylene glycol. Levels of ethylene glycol
higher than this will lower the freezing
point of the Brake cooling fluid, but will
not provide adequate heat transfer.

LBS of water =

BTU/min X t
Temp
Where t = Time in minutes of operation
Temp = 165 Degrees F - Temperature of
water entering Reservoir.
Gallons of water = LBS. of water
8.34
If inlet temperature of cooling water to the
Brake is much higher than 100 Degrees F,
note that the flow required goes up drastically
to cool the Brake, as illustrated in Figure 3-7.

If the antifreeze contains corrosion

inhibitors, it is not recommended to add
additional inhibitors to the original mixture
or for maintenance of a used mixture.
This practice can actually cause
corrosion of the Brake. If the corrosion
inhibitors in this type of solution are no
longer effective the entire content of the
cooling system should be replaced by a
fresh mixture.
National Oilwell does not recommend the
use of antifreezes containing anti-leak
compounds. These compounds can
cause plugging of water passages and
reduction in effective heat transfer rates,
resulting in a Brake that fails from
overheating. Be sure to dispose of used
antifreeze mixtures according to the
manufacturers recommendations and the
applicable
environmental
authorities
recommendation.
3-8

Section 3

Required Flow Rate (GPM)

Eddy Current Brake Coolant Flow

Required to Maintain Outlet Temp of 165 F.

Inlet Temperature (F)

Curve
Curve
Curve
Curve
Curve
Curve
Curve
No. 1
No. 2
No. 3
No. 4
No. 5
No. 6
No. 7
Model
Model
Model
Model
Model
Model
Model
15050
7838 / 9650
19RD130
7040 / 8350 6032 / 5250 5032 / 3550
7RD150
EC Brake
EC Brake
EC Brake*
EC Brake
EC Brake
EC Brake
EC Brake*
Note:
BASED ON MAX TORQUE @ AVG SPD 250 RPM OUTLET TEMP OF 165 F. ONE-THIRD
DUTY CYCLE
* Models 19RD130 & 7RD150 calculations based on average speed of 1000 R.P.M.
Curves are extended only to maximum GPM flow rate capability of the specific brake model water
housing. If higher flow rates are required, contact National Oilwell with specific coolant
requirements.
Figure 3-7

3-9

Section 3
3.6

of time for second joint of drill pipe to pass

through rotary table. Compare the results of
these two tests. If polarity was correct initially,
then drill pipe would have taken longer to enter
bore hole during first test. On the basis of these
two tests, chose correct junction box coil lead
connection for correct polarity.

Brake Field Coil Polarity

Correct field coil polarity is extremely important

in obtaining maximum torque from the BAYLOR
Eddy Current Brake. There are a number of
methods for determining correct field coil
polarity. None of these methods are totally
accurate, however, if the following instructions
are closely followed, good results may be
obtained. The best method is utilized by
National Oilwell during coil manufacture. During
the coil winding process, the starting of the
winding and the ending are tagged. At Brake
final assembly knowing the start and finish of
each coil permits accurate determination of
how to tag each coil lead to insure proper
Brake polarity. It is very important to maintain
the coil lead tags during any period of
maintenance or parts replacement in the field to
insure proper polarity after all work has been
accomplished.

2.
a.

b.

In the field, the following tests may be

performed to determine correct Brake polarity:
1.

If Brake polarity is not correct, the Brake

will appear weak and not as responsive to
actuation of the Drillers Control. To
obtain a reference point as to the Brakes
holding capacity, raise the traveling block
into the derrick so that three joints of drill
pipe are visible. Turn the Brake Drillers
Control full on and allow about 5
seconds for full saturation of the Brake
magnetic circuit. Then with the Eddy
Current Brake fully energized, release
drawworks friction brake and allow pipe to
descend into the bore hole. As the
second joint of drill pipe starts through the
rotary table, time the interval of time it
requires for this second joint to progress
into the bore hole.

Second method of determining correct

Brake coil polarity. Procedure is as
follows:
Turn off electrical supply to Baylor Brake.
Lock out circuit breakers to insure safe
conditions while performing work in and
around Brake and Control System.
Remove Brake junction box cover. Make
record of location of each coil lead on
terminal block in Brake junction box.
Disconnect all coil leads from Brake
junction box terminal strip.
Check resistance of inboard field coil of
inboard magnet as illustrated in Figure 314. Set multimeter to lowest resistance
scale (200 ohms or less) and correct
meter leads to F5 and F6. Reading
should approximately agree with those
listed in Figure 3-15. If meter readings are
lower by 30% or more, a coil problem
may exist. Troubleshoot coil problem
before proceeding to next step.

OUTBOARD MAGNET

F1
F2
F3
F4

Next, turn off electrical supply to BAYLOR

Brake. Lock out circuit breakers to insure safe
conditions while performing work in and around
Brake and Control System. Remove cover of
Brake Junction Box. Mark present position of
coil leads F7 and F8. Reverse the position of
these two coil leads, that is, disconnect F7 and
F8,then reconnect F7 where F8 was connected
and F8 where F7 was connected. Turn
electrical power on and re-test by timing length

INBOARD MAGNET

F8
F7
F6
F5

Figure 3-14
View of Brake from Junction Box Side
c.

3 - 10

Remove meter leads from coil leads F5

and F6. Reconnect coil lead F5 to positive
(+) lead of Control DC in Brake junction
box terminal strip. Reconnect F6 to
negative (-) lead of Control DC in Brake
junction box terminal strip.

Section 3
d.

Observing meter lead polarity, connect

meter leads to a pair of Field Coil Leads
as indicated in Table I.

Brake Model

Coil Internal Resistance

at 68F (20C)

15050

10.8 OHMS TO 11.2 OHMS

*7838

13.4 OHMS TO 13.9 OHMS

9650

15.5 OHMS TO 16.4 OHMS

7040

13.0 OHMS TO 13.5 OHMS

8350

13.0 OHMS TO 13.5 OHMS

6032

5.9 OHMS TO 6.3 OHMS

5250

6.1 OHMS TO 6.5 OHMS

5032

5.1 OHMS TO 5.4 OHMS

3550

4.9 OHMS TO 5.2 OHMS

3630

4.8 OHMS TO 5.2 OHMS

19RD130

6.7 OHMS TO 7.1 OHMS

9RD130

6.7 OHMS TO 7.1 OHMS

5250

6032

19RD130

For the following Brake Models, move the

handle full on position:
7040

15050

8350

7RD150

7838

9RD130

Observe positive meter deflection. If in

agreement with Table I, move Drillers
Control handle to off position. Turn off
AC power to Brake Control System, lock
out circuit breakers. Remove meter leads
and move to next pair of Field Coil Leads.
If not in agreement, with Table I, move
Drillers Control handle to off position.
Turn off AC power to Brake Control
System, lock out circuit breakers. Swap
Field Coil identification tags on Field Coil
being measured, and connect meter
leads to another pair of Field Coil Leads
for polarity test per Table I.

h.

Repeat steps d, e, f, and g until all Field

Coil Leads have been tested and are in
agreement with Table I.

i.

Turn off AC power to Brake Control

System, lock out circuit breakers.
Reconnect Field Coil Leads to junction
box terminal strip per drawing D56772,
sheets 1 and 2.

Table I

f.

5032

g.

Set meter scale as indicated in Table I for

specific Field Coil Leads selected.

F7

3550

NOTE: Those brakes requiring only half on

position of drillers control have coils which are
connected series-parallel and therefore require
only half value of applied control voltage for full
saturation. Reference drawing D56772, sheets
1 and 2.

FIGURE 3-15

Field Coil
F1 - F2 F3 - F4
Leads
Meter Lead F1 - F2 F3 - F4
Polarity
+
- +
Meter Scale
1 10
1 10
VDC
VDC
Meter
Positive
Positive
Deflection

3630

9650

7RD150
4.4 OHMS TO 4.8 OHMS
*NOTE: For Model 7838 brakes manufactured
prior to July 1985, coil resistance will
be 11.0-11.5 ohms.

e.

For the following Brake Models, move the

handle half way through its total travel:

- F8

F7 - F8
+
1 50
VDC
Positive

Insure that disconnected coil leads not

being tested are not in contact with each
other or surrounding surfaces. Unlock
circuit breakers for Brake Control and
energize the Control circuit. Move the
Drillers Control handle to a position as
indicated below:
3 - 11

Section 3

3 - 12

Section 3

3 - 13

Section 3
3.7

Certification for Hazardous Location

The Factory Mutual Certification of BAYLOR

Eddy Current Brakes is reproduced on the
following pages. Note that if a Factory Mutual
Approved Installation is required, a water flow
alarm system must be installed to monitor
water cooling flow in the Brake inlet line in
accordance with drawing B46765 and drawing
D47915 sheets 1 and 2. Copies of these
Drawings are included at the end of this
section.

3 - 14

Section 3

3 - 15

Section 3

3 - 16

Section 3

3 - 17

Section 3

3 - 18

Section 3

3 - 19

Section 3

3 - 20

Section 4
Theory of Operation
4.1

General

4.2

When the steel rotor rotates through the

stationary magnetic field, currents are induced
in the rotor. These currents, commonly called
eddy currents, produce a magnetic field
which interacts with the stationary field. This
field interaction produces a force, which
opposes rotor rotation, and provides the
braking torque for the BAYLOR Brake.

Brake Operation on Rig

When a BAYLOR Eddy Current Brake is

installed on a rig its response may vary
depending upon the following items:

The Eddy Current Brake provides high braking

torque at low rotor speeds. This is a distinct
advantage over other types of braking systems
such as the water brake. The braking torque of
the Eddy Current Brake is dependent on the
strength of the stationary magnetic field, rotor
speed, and rotor temperature. Torque
increases with magnetic field strength and with
rotor speed. Torque decreases as rotor
temperature rises and the rotor expands which
widens the air gap. The strength of the
stationary magnetic field is controlled by the
field coil in proportion to the braking
requirements.

Brake torque capacities may vary + or

5% between individual units.

When the brake becomes overheated it

will lose some of its torque capacity.

Normal reaction time for the brake to

reach maximum braking torque is
approximately 2 seconds. This may vary
depending upon the Brake Control
System employed.

Normal reaction time for the brake to

decay to zero braking torque is
approximately 1-2 seconds. This may
vary depending upon the Brake Control
System employed.

As the brake ages, the air gap between

the rotor and the magnets may increase
due to rust or erosion which will cause a
decrease in brake output torque.

With all these factors in mind, the operator

must learn and get a feel for the brake
response time during the early stages of
tripping when the loads are lighter.

The eddy currents induced in the rotor produce

heat. This rotor heat must be kept within
acceptable limits or braking torque will be
reduced. To maintain rotor temperature within
acceptable limits, a cooling system is required.
A steady flow of water is directed into the area
containing the rotor, as illustrated in Figure 3-4.
The movement of the rotor through this water
as it turns provides uniform cooling of the rotor
surface. If the flow of cooling water fails while
the brake is in operation the rotor will become
overheated. In this state the rotor will be
damaged if a safe cooling procedure is not
followed. Consult Section 6 of this manual for
the proper procedure to use.

When the load exceeds the brake capacity

note that the brake will not be able to control or
properly decelerate the load.
Proper operation of the brake is to apply the
Eddy Current Brake before releasing the main
drawworks friction brake when tripping into the
bore hole.

CAUTION!
When the brake is being used close to its
Maximum torque capacity apply the Eddy
Current Brake before releasing the main
drawworks friction brake when tripping into
the bore hole.

4-1

Section 4
4.2.1

Drill Assist Operation

Operation of the brake at very low

speeds during drill assist, with full
excitation, will also contribute to
excessive wear to the I.D. of the rotor
and the O.D. of the magnets. At very low
rotor speeds, with full excitation to the
field coils, the magnetic attraction
between magnets and rotor is greater
than the collapse strength of the rotor
material. Pull over will occur where the
outer circumference of the rotor drum will
pull down and contact the O.D. of the
magnet. The resultant contact, at slow
speed, will gaul and gouge the surfaces
of rotor and magnets. This mechanical
contact will increase the air gap between
the rotor I.D. and the magnet O.D. such
that maximum torque of the brake will be
reduced.

If the brake is used for drill assist where

the rotor speed is very limited, it is
recommended that no more than half of
full rated DC voltage be applied to the
field coils continuously. The brakes
primary purpose as an auxiliary brake is
to dissipate the energy of drill pipe or
casing being lowered into the bore hole.
For this specific purpose, the field coils
are designed to accommodate a duty
cycle of full DC voltage on time of 20
seconds out of every 60 seconds. To
increase the duty cycle to 100%, or an
on time of 60 seconds out of 60
seconds will create excessive heat
buildup within the individual conductors of
the field coils. As the electrical insulation
system of the field coil has excellent
dielectric characteristics, it also is an
excellent thermal insulator. The heat
produced internal of the field coil due to
the DC current passing through each
conductor will continue to rise until, within
a short period of time, the insulation
system will de-grade and turn-to-turn
shorting will occur with ultimate failure of
the field coil. It is also interesting to note
that the torque curves for BAYLOR Eddy
Current Brakes all have a similar
characteristic. The torque produced at
very low drum shaft speeds (0-20 r.p.m.)
is approximately the same for various
excitation values. In other words, the
brake torque produced at 15 r.p.m. is
about the same, at full applied excitation,
as the torque with 33% applied excitation.
Therefore, the brake, utilized for drill
assist, will perform at the low speed
drum requirements of feed off at 1/3 of
excitation as well as performance at full
excitation. This can reduce the excitation
to the larger capacity brakes from 21 kW
to 7 kW with the obvious fuel savings and
reduction of thermal load of field coils.

In conclusion, to utilize the BAYLOR

Eddy Current Brake in the drill assist
mode requires specific attention to how
much excitation is applied to the field
coils. Continuous operation at full
excitation can significantly shorten the life
of the field coils and increase the air gap
dimension such that reduced torque
output will result.

NOTE
National Oilwell manufactures several
different types of Control Systems for use
with the BAYLOR Eddy Current Brakes.
Each Control System design incorporates a
different method of supplying reduced
voltage to the brake during drill assist
operations. Consult your Brake Control
System Manual to determine the proper
operational technique for drill assist
conditions.

4-2

Section 5
Accessories and Options
5.1

General

5.1.3

In striving to satisfy the needs of all customers,

National
Oilwell
offers
the
following
accessories and options.
5.1.1

Each Eddy Current Brake needs a

cooling system to remove the heat from
the brake while the brake is being used.
National Oilwell builds brake water
cooling systems to meet a variety of
operational and regulatory requirements.
In addition to cooling water for the
BAYLOR Eddy Current Brake, extra
capacity can be designed into the system
for the main drawworks friction brake, top
drives, electric drive motors, and other rig
cooling requirements.

Brake Controller

Each Eddy Current Brake requires a

brake controller which supplies voltage to
the field coils. The brake controller is a
variable DC voltage power supply which
controls the amount of excitation
delivered to the brake field coils as a
function of the position of a drillers
control lever. A complete controller
system consists of an isolated power
transformer, a power control unit, and a
drillers control.
5.1.2

Brake Cooling Packages

5.1.4

Cooling Water Alarm

A cooling water alarm system is available

to monitor flow and temperature of the
coolant to the brake. This system warns
the operator whenever cooling to the
brake has been impaired. It can prevent
the need for expensive repairs.

Special Brake Shafts

Certain applications may require an

optional special shaft on the brake.
Double-ended
shafts
and
special
coupling
features
have
been
manufactured in the past. If the brake is
required to operate in highly regulated
areas such as the North Sea, then
special shafts may be required to
conform
to
low
temperature
requirements. One of these may fit your
needs; if not, a new special can be
designed to your specifications.

5.1.5

Safety Monitoring Device

A safety monitor system manufactured by

National Oilwell which signals the
potentially dangerous loss of control of
brake excitation is available for BAYLOR
Brakes.

If there is a need for further information about any of the aforementioned items,
or if you have other special requirements, please contact National Oilwell Sales
Department or Service Department.
Telephone Number in the U.S.A. ....................................................(281) 240-6111
Fax Number: ...................................................................................(281) 274-0426
These Numbers are in operation 24 hours/day, 7 days/week

5-1

Section 5
5.1.6

Parts and Service

Parts and service are available from the factory:

National Oilwell
500 Industrial Blvd.
Sugar Land, Texas 77478-2898
Phone: (281) 240-6111

Fax: (281) 274-0426

Or from the following Service Centers:

National Oilwell - HITEC

266 Auchmill Road
Bucksburn, Aberdeen
Scotland AB21 9NB
Phone: 44 1224 714499

Fax: 44 1224 714599

ABB SERVICES AS
Torneroseveien 4,
P.O. Box 173
N-4033 FORUS
Norway
Phone: 47 51 678022

Fax: 47 51 678683

GE KEPPLE ENERGY SERVICES PTE LTD

No.2, Pioneer Sector 3,
Jurong, Singapore 2262
Phone: 65 551 9500

Fax: 65 861 2054

INTERSEL ENGINEERING SERVICES

P.O. Box 4726
Sharjah, United Arab Emirates
Phone: 971 6 52 85 118

Fax: 971 6 52 81 189

RIMES ELECTRO MECANICA, C.A.

Av. Intercomunal
Ciudad Ojeda 4019
Zulia, Venezuela
Phone: 58 65 411 763

Fax: 58 65 413 261

5-2

Section 6
Maintenance and Service
6.1

General

An Inspection and Maintenacnce Schedule is

provided at the end of this section.
6.1.1

Lubrication

To maintain the lubricant volume, add

approximately 2 ounces of grease to each
bearing cavity each 24-hour period, or
before each trip into the hole with pipe.
There is a grease fitting for each of the
two bearings, and each must be
independently lubricated (See Figure 61). The recommended grease is a NLGI
No.2, water resistant (Lithium base)
grease. A good grade of lithium or sodium
base ball and roller bearing grease may
be used. The bearings and seals will not
be harmed by excess grease. It will simply
enter the cooling water stream by
momentarily lifting the seal lip to relieve
pressure. Drawworks manufacturers and
users may connect the grease inlet holes
in the bearing caps to lubrication header
blocks with tubing to facilitate lubrication
from a remote point. This is satisfactory if
the tubing is regularly inspected, and it is
determined that the required amount of
grease is actually reaching the bearing.
6.1.2

Breather

Figure 6-1 shows a breather on the upper

and / or lower exterior face of each
magnet assembly. These breathers
should be inspected periodically to insure
that they are clean and have free access
to air to minimize condensation and to
prevent any accumulation of moisture in
the coil cavity. They should be removed
and cleaned with kerosene at least once a
month.

6-1

CAUTION!
The accumulation of moisture in the coil
cavities caused by plugged breathers will
result in early deterioration of the coils. These
breathers should be cleaned as outlined above
and must always be pointed downward for
proper drain.

BREATHER / VENT
TOP & BOTTOM OR
MAY BE BOTTOM ONLY
ON SOME MODELS
(TYPICAL BOTH SIDES)

GREASE FITTING
(TYPICAL BOTH SIDES)

Figure 6-1
Inboard Side
6.1.3

Air Gap

If there is erosion/corrosion in the air gap

between the rotor I.D. and the magnet
O.D. due to the use of poor quality cooling
water, this gap distance may gradually
increase to a point where rated torque will
be reduced. In making any field check of
this gap distance, it is necessary to allow
for any pitting and for any scale build-up
to determine the effective gap distance.
Any scale present does not provide an
effective magnetic path so it must be
deducted from the gap distance
measurement. This air gap should be
checked monthly. The effective air gap is
the average of all measurements taken.

Section 6
Measurements should be taken at each
air gap inspection hole (both inboard and
outboard) and recorded. Then rotate rotor
assembly 90 degrees clockwise. Again
record all readings. Rotate rotor
assembly 90 degrees clockwise and
record all readings. Rotate rotor 90
degrees clockwise and record readings.
Finally, rotate rotor assembly 90 degrees
clockwise. This will bring you back to
original position and readings should
agree with first position readings.
Normally, a 50% increase in the air gap
will produce a 70% decrease in rated
torque. For original air gap dimensions
see SECTION 2 of this manual.

OVERFLOW
(TYPICAL BOTH SIDES)

Figure 6-3
Inboard Side
6.1.5

Water Outlet Drain

Located underneath the brake are one or

two NPT threaded water outlet drains.
The preferred method of installation is
use of an open, free-flowing funnel on
each water outlet as indicated in Section
3.1. Check these funnels daily for any
obstructions. The water should flow freely
back to the supply reservoir.

AIR GAP
INSPECTION PORTS
(TYPICAL BOTH SIDES)

DRAINS

Figure 6-2
Inboard Side
6.1.4

Overflow Outlet

Located on both sides of the brake, just

below the centerline of the shaft and to
one side is a 90 degree elbow for water
overflow. This elbow should always be
pointing down and be clear of any
obstructions. Should the cooling water
level, internal of the brake, rise to the
point that water could penetrate into the
shaft bearings, this overflow outlet would
allow the excess water to run off. If the
drains are partially blocked or piped with
too much resistance to flow, the water
level in the brake could rise above the
shaft height and get into the bearings. In
normal operation, there should never be
any water coming out of these overflows.
These overflows should be checked
daily.

Figure 6-4
Inboard Side

6-2

Section 6
6.1.6 Preparation of Brake for Storage

6.1.7 Removing a Brake from Storage

If a brake is to be stacked, stored, or

inactive for any long period, proper
precautions should be taken to prevent
the rotor assembly from becoming stuck
to the magnet assemblies because of
scale, rust, or salt growth. As an initial
step, both bearing cavities should be
pumped completely full of grease to
protect the bearings during storage.

If a brake has been in storage, either after

field use or as shipped from the plant, for
more than three months, it will need a
through inspection to make sure it has not
been damaged in any way and all parts
are properly in place. Failure to observe
the following points can result in serious
damage.

If water of doubtful nature had been

circulated in the brake before being
inactivated, it should first be flushed with
good clean water. The interior of the
brake should then be sprayed with a fluid
which will inhibit rust and/or salt growth.
Clean oil, kerosene, diesel fuel, or other
similar petroleum products will serve this
purpose if a specific inhibitor is not
available. Spraying the interior of the
brake can be accomplished by inserting a
spray gun nozzle into each of the air gap
inspection holes which are equally
spaced in each of the end rings at the
rotor
diameter,
as
illustrated
in
Figure 6-2.

1.

Remove all plugs and drain

preservative fluid from the brake.

2.

Rotate shaft and verify that the rotor

turns freely.

3.

Check the bearings and seals.

4.

Replace seals if they have been in

place for more than three years.

5.

Check and tighten all the bolts.

6.

Grease the bearings and seals.

7.

Remove clean magnet breathers

and re-install. Replace if unable to
clear breather obstructions.

If the brake has been in storage for

approximately one year or more, megger
the windings and check coil internal
resistance before energizing the coils.
Coil internal resistance values may be
obtained from values listed in Section 3,
Figure 3-15. Coil resistance to ground
should not be less than 5 megohms
(tested with 500 VDC megger and with all
interconnecting wires disconnected from
coil leads).

CAUTION!
Do not remove coil breather / vents and
introduce any fluid or substance into the coil
cavity. This could attack the coil insulation
and greatly reduce the life expectancy of the
brake coils. See Figure 6-1.

Note: Coil leads will normally read low

due to humidity or other moisture which
can accumulate in the brake junction box.
If readings are low enough to cause
concern, use heat source such as hair
blow drier to reduce moisture in leads. If
this process does not help resistance
readings, call National Oilwell or licensed
Service Companies listed in Section 5.

Plug all ports and continue to spray until

the rotor is well coated with the preserving
fluid. Rotate the shaft once each month to
distribute the bearing grease and
preserving fluid internal coating. Spray
more preserving fluid into the brake air
gap inspection holes if necessary.
Additionally, all exposed surfaces of the
shaft should be coated with Rust-Ban 373
or an equivalent rust preventative.

6-3

Section 6
6.2

Maintenance and Repairs

6.2.1

6.2.2

Water System Problems

Replacement (Figure 6-5)

Initially, before attempting to remove the

old bearing, remove any external
components which have been added to
the basic brake on the side from which the
bearing is to be removed. This would
include such items as the hub of the
disengaging coupling, any components of
a drill feed control drive, any water/air
tube components, guards, brackets, etc.,
which may have been added by the
drawworks manufacturer or user and
which would interfere with the removal of
the bearing involved. In addition, it is
necessary to move the brake out of
position on the drawworks if an inboard
bearing is to be removed, but it is often
possible to change an outboard bearing
with the brake in place. Refer to the
assembly drawing showing the cross
section of the brake included in Section 8
of this manual for a better understanding.

If the cooling water supply fails while the

BAYLOR Brake is being used, the heat
generated in the rotor may build very
quickly. The rotor will expand if the heat is
not properly carried away. As a result, the
braking action will be below normal due to
this expansion and the consequent
widening of the air gap between the rotor
and magnet assemblies. If the rotor
overheating continues beyond a short
period of time, the rotor may suffer severe
distortion and require replacement. The
presence of any cooling water at all and
the temperature of the water will affect the
length of time before which irreversible
damage occurs. It can be simply said that
a sufficient flow of cool water will yield a
long operating life for the Eddy Current
Brake.
If overheating of the rotor occurs, do not
immediately turn on or increase water flow
to the brake. First, let the rotor air-cool to
200 to 250 degrees F. The driller should
then run the drawworks so that it turns the
brake rotor at a uniform slow speed as the
cooling
water
supply
is
slowly
reintroduced into the brake. In this way
the rotor will be cooled evenly, and any
out-of-round condition or eccentricity of
the rotor may possibly be avoided.
However, once a rotor becomes severely
overheated, permanent warping of the
rotor cylinder is a distinct probability, even
if the above steps are taken to cool it. On
many rigs, the cooling water systems of
the BAYLOR Brake and the drawworks
mechanical friction brake are paralleled
from a common source of adequate
capacity for the two systems. Any failure
of the cooling water supply then becomes
noticeable promptly.

To remove a bearing, proceed as follows:

NOTE!
Do not connect the two brake cooling
systems in series; that is, where the outlet
from the friction brake system is fed to the
inlet of the BAYLOR Brake System.
6-4

1.

Remove the bearing cap: Loosen

and remove the cap screws which
fasten the bearing cap to the inner
seal retainer.

2.

Remove the retaining ring or locknut

and lockwasher. (Note: To remove
the inboard bearing on a model
7838 brake, reverse the order of
steps 1 & 2 above.)

3.

Remove the center plate: Loosen

and remove the cap screws which
fasten the center plate to the inner
flange of the magnet assembly.
Insert four pusher bolts into the
threaded holes located at four
equidistant positions about the outer
edge of the center plate. Screw in
these (4) pusher bolts, evenly, to
remove the center plate.

Section 6
The inner race of the bearings has an
interference fit with the shaft, and
hydraulic pulling equipment is usually
required to remove the bearing when cold.
If the bearing is to be discarded, it may be
removed by other methods if proper care
is taken to insure that the shaft is not
damaged. The outer race may be cut off
and the rollers removed. The inner race
may then be heated and removed. Any
time a bearing is replaced, it is
recommended that the related seal be
replaced as well as its seal sleeve in order
to provide adequate protection for the new
bearing.

NOTE!
Care should be taken to exert even pressure
on the four pusher bolts. This will move the
plate out evenly and avoid damage. The
model 6032 brake center plate is cast iron.
Be especially careful not to exert uneven
pressure on the pusher bolts or the center
plate may crack due to its brittle, cast iron,
construction. The bearing is now clear and
may be removed by conventional procedures.

To remove a bearing, proceed as follows:

1.

Install new seal sleeve on shaft.

Note: never heat seal sleeves or
bearings with heating torch. The
point source of heat of a heating
torch is in the range of 6000 degrees
F. This high temperature small area
contact with bearing tempered alloy
steel will cause a micro structure
change to occur which will greatly
reduce the life expectancy of the
bearing or seal sleeve. Heat
bearings and seal sleeves in an
oven or a container of clean oil. Heat
range is 200-250 degrees F. After
heating the seal sleeve and
installing on the shaft, place a good
quantity of clean bearing grease on
the seal sleeve. Before installing the
seal retainer with the seal over the
seal sleeve, also hand-coat the seal
with clean bearing grease. Install
retainer and seal over seal sleeve.
Insure that seal lip is turned in right
direction with respect to bearing
cavity. (If in doubt, look at assembly
drawing in this manual. Some brake
models have more than one seal.)

2.

Heat and install new bearing.

3.

Install the snap ring or bearing

lockwasher and locknut.

Figure 6-5
Bearing Assembly
Item No.

Description

Rotor with Shaft Installed

Cylindrical Brake Housing

One of the two Magnets

End Ring
Center Plate with Jacking
Screws
Inner Seal Retainer with all
threads installed
Bearing Cap

5
6
7
8
9
10
11
12

Spherical Roller Bearing

Bearing Lock Nut and
Lockwasher
Grease Seal
Machined areas requiring
sealant when assembling
Sleeve, Seal

Note: The tightness of the locknut

should be checked after the bearing
has cooled.
6-5

Section 6
4.

Prior to replacing the center plate,

hand pack the bearing and seal with
clean bearing grease. Screw guide
pins into two of the tapped holes in
the inner seal retainer to align the
corresponding through holes in the
center plate and bearing cap.

5.

Thoroughly clean the machined

mating surfaces between the inner
seal retainer and the center plate,
and the inner flange of the magnet
assembly. Apply a coating of Part
No. 1885-11-0015, non-hardening,
silicone sealant to these surfaces.

Prior to replacing external parts,

remove air gap inspection plugs
(Figure 6-2) and check air gap at all
three inspection holes. Rotate
rotor 90 degrees and take three
more readings (this is to check
concentricity of rotor). Compare air
gap readings. If center plate O.D.
and/or magnet pilot diameter is
worn, gap at vertical top of brake will
be less than (2) gap readings at
lower quadrant of brake. If difference
is greater than 0.010" (0.25 mm),
then it will be necessary to shim
between O.D. of center plate and
I.D. of magnet assembly. This can
be accomplished by loosening the
cap screws which retain the center
plate to the magnet by two full turns.
Using the cheater pipe mentioned
in 6.2.2.6 lift weight of shaft and
rotor assembly such that shim may
be inserted between center plate
O.D. and magnet pilot diameter (at
bottom vertical center line). Tighten
cap screws which retain center plate
to magnet assembly. Remove
cheater pipe. Recheck air gaps as
outlined
previously.
Shimming
should correct concentricity between
magnet O.D. and rotor I.D. and
insure equal magnet attraction and
reduce rotor pull over.

No gasket is used here since the

cavity is not pressured and a sealer
serves quite satisfactorily.
6.

Install the center plate and pull it

firmly into position by tightening the
cap screws which hold it to the inner
flange of the magnet assembly.
Care should be taken to insure that
the center plate is drawn up straight
and evenly. The rotor shaft should
be supported while the center plate
is replaced. A cheater pipe may be
used with a hoist to support it.

7.

Install the bearing cap and position

the cap screws which hold the
bearing cap in place. Tighten these
cap screws firmly. Remove the (2)
guide pins and replace with the
remaining (2) cap screws and
tighten firmly.

8.

NOTE!
Care should be taken to insure that the pilot
diameters of the inner seal retainer and the
bearing cap have entered the bore of the
center plate straight and both of these parts
are straight and firmly affixed to the center
plate.

6-6

Add sufficient grease to the bearing

cavity with a grease gun to insure
that the cavity is at least two-thirds
filled. The external parts which may
have been removed can be replaced
after it is determined that the shaft
and rotor assembly rotates freely. If
it was necessary to move the brake
from its position on the drawworks, it
should be reinstalled and aligned
with the same care as when initially
installed.

Section 6
6.3

There is no difference in the inboard and

outboard magnets. The leads are numbered for
convenience in wiring and to assist in proper
coil lead connection to insure proper coil
polarity. Outboard magnet leads are F1, F2, F3,
and F4. Inboard magnet leads are F5, F6, F7,
and F8. If there is a need to convert an inboard
magnet to outboard or vice-a-versa the
following table should be used:

Electrical Problems and

Troubleshooting

All electrical problems must be in one or more

of these components.
1.

Interconnect cables and wiring.

2.

Brake (coils, lead wires, or terminations).

3.

Control System (Refer to Control System

Manual).

Leads

Experience has shown that about 90% of all

problems can be traced to interconnect cables
and wiring, therefore it is suggested that these
be checked first.

F1 = F8, F3 = F6
F2 = F7, F4 = F5

Therefore, the inboard and outboard magnets

are
mechanically
and
electrically
interchangeable. Refer to Figure 3-3

With power removed, use a 500 VDC megger

to check for grounds. Wiring and interconnect
cables should be a minimum 1 megohm to
ground.

Most problems can be solved with the

preceding information. Additional checks which
may be useful are included in the voltage and
resistance checklist in the BAYLOR Brake
Control System Manual.

Individual magnet coils should be a minimum of

5 megohms to ground. An ohmmeter should be
used to check the coils for open or short
circuits. Coil resistance is listed in the
specifications summary in Section 2.

6-7

Section 6
6.4

Mechanical Problems and Troubleshooting

All mechanical problems eventually lead to noticeable loss of braking. There are four general
categories of mechanical problems which result in braking loss. These catergories and their one or
more causes are listed in the following pages.
Troubleshooting Chart
Symptom
Rotor is dragging on the magnet
or the bearings are noisy

Water coming out of the overflow

piping.

Trouble Shooting Hint

1.

The brake shaft may be misaligned with the drawworks

or automatic feed shaft. If this is the case, align the
shafts correctly. Check for damage to the bearings
before tripping.
2.
The bearings may be worn because of poor grease
maintenance. If this is the problem, replace the bearings
and maintain the proper bearing grease service.
An incorrect water level may have been maintained inside the
brake housing causing an overflow. This may result in seal and
bearing failure.
1.
If the output water flow rate is excessive, then limit the
flow rate as shown in the brake specifications.(Section 2)
2.
If the water outlet is restricted, check for any restrictions.
NOTE: Do not reduce the pipe size of water outlet (s).
3.
If the outlet water back pressure is excessive, the water
tank is not sufficiently below the brake water outlet level
or a long return line does not have a sufficient increase
in pipe diameter to allow the flow to pass. NOTE:
Allowing the water to drain into a funnel not mechanically
connected to the brake prevents backpressure problems.
The surface of the magnets and rotor may have an
accumulated layer of rust and scale due to a cooling water
system with a high salinity content or high pH factor. This buildup will eventually decrease the brake torque capacity.

Gradual loss of torque capacity

due to increase of magnet / rotor
gap
1.

2.

3.

If the brake is cooled with saltwater, the life expectancy

of the brake may be as short as 3 years. It is
recommended not to use saltwater for cooling, but to
maintain a clean fresh water system.
If the brake cooling water is shared with other remote
machines, freshwater should be added to prevent
acquiring too much acid content. Also add corrosion
resistant chemical as recommended by a water
treatment specialist.
If iron oxide flakes off the magnet and rotor, the air gap is
increased. This decreases the brake torque capacity.
The air gap should be as listed in the specifications. If
the air gap increases beyond 0.100 inch, consult the
factory for repairs. Remember to remove rust and scale
before measuring the air gap. NOTE: Life of the brake
with proper cooling system care can be as long as 15
years.
6-8

Section 6
Overheating the rotor will increase the magnet/ rotor gap. This
decreases the brake output torque. Overheating the magnet
will increase the coil resistance. This decreases the coil
current, and this reduces magnetic flux. This will also reduce
the torque.

Loss of torque capacity due to

overheating the brake.

1.
2.

3.

No cooling water to brake

cooling on overheated rotor.

Torque not at full capacity due to

incorrect coil polarity
Torque reduced due to loss of
one or more coils

If the water flow rate is below the recommended level,

then raise the input GPM to the specified level.
If the amount of cooling water is not sufficient to maintain
the system at or below 165F maximum brake discharge
temperature, then add water to the tank. Be sure the
volume of the tank is at or above the recommended
capacity. NOTE: In extremely hot working areas,
additional volume may be required.
If no water is applied to a brake that is full on, damage to
the coils or rotor will occur.

If this happens, the rotor will be overheated in a matter of

minutes. If cold water is turned on an overheated rotor the
rotor will distort and may lock up on the magnets. To cool an
overheated rotor:
a) Let the rotor air cool to 200 to 250F
b) Then turn the water on while turning the rotor slowly. This
procedure may salvage the rotor.
If coils are connected incorrectly, refer to Section 3 of this
manual. Check for coil polarity and connections.
1. If an over-voltage is applied to a coil, see electrical
troubleshooting in brake controller manual.
2. The coils may have an insulation failure due to
condensation in the coil cavity. To prevent condensation
from becoming a problem, remove the coil cavity drain
plugs and/ or breather plugs and clean them periodically.
NOTE: Undue flow from the drain plugs and/ or breather plugs
would indicate the magnets not working properly.

6.5

If cutting back on flow rate results in

too high temperature on brake water
at outlet (165 degrees Fahrenheit),
check on brake discharge water line
to see if it has become restricted.
Flow rates from brake should be
unrestricted.

Inspection and Maintenance Schedule

6.5.1
1.

Daily Inspection
Cooling Water Flow Rate
Inspection
Observe brake water overflow vent
while lowering drill string into hole. If
constant flow is observed coming
from vent, slowly begin to reduce
rate until constant flow is no longer
observed coming out of vent.

6-9

Section 6
2.

2.

Lubrication

Inspect and record brake air gap,

remove 1-1/4 inch N.P.T. pipe plugs
from brake and rings. Using feeler
gauges which are a minimum of 6
inches long, insert gauges into the
air gap between the brake magnet
and the rotor.

Grease each brake bearing with 2 to

4 ounces of lithium base ball and
roller bearing grease (See page 6-1
paragraph 6.1.1) Each brake has
two grease fittings, one on inboard
bearing cap and one on outboard
bearing cap.
3.

Electrical Wiring Inspection

Inspect control system wiring with
visual inspection for cut wires,
snags, or other accidental damage.
Turn off main power, unplug any
in-line disconnects, and inspect
for oxidation, moisture, and signs
of arcing. Clean as required and
return to service.

6.5.2
1.

NOTE!
Disengage brake shaft from drum shaft by
using disconnect clutch before making any air
gap measurements.

Air gap measurements should be

taken as far in on magnet as feeler
gauge length will permit. (7 inches 8 inches is recommended) Try to
approximate the thickness of any
scale, (Rust and Calcium) if cleaning
is not possible. This figure must be
added to basic feeler gauge reading.
If rotor is pitted, an additional pit
estimate must be added to air gap
measurement. Remember, multiple
readings are required and their
average is used in establishing the
condition and performance of the
Brake.

Weekly Inspection
DC Voltage Check
Check DC voltage to brake under
full load condition (electrical full load,
Drillers Control in FULL ON
position). See Section 2, Summary
of Specifications.

6.5.3
1.

Air Gap Inspection

Monthly Inspection
Drain/ Breather Inspection
Remove brake magnet coil cavity
drain and brake junction box drain
from fitting. Clean with kerosene.
This drain / breather should be open
for passage of air or liquid. Replace
drain/ breather into fitting after
inspection.

3.

Disconnect Clutch Inspection

While the brake shaft is coupled to
the drum shaft and while the brake
is being slowly rotated (preferable
under loaded conditions) observe
the brake disconnect clutch. Verify
that if fully engaged the clutch hub
on the brake shaft does not move
with respect to the shaft. Check that
the clutch is being properly
lubricated. (Refer to drawworks
manufacturer
for
lubrication
specifications.)

IMPORTANT!
To protect the full life of the coils the
condensation that may form in coil cavities
must be drained. To assure free flow, these
drain / breathers must be inspected every
month and cleaned if necessary.

6 - 10

Section 6
6.5.4
1.

Quarterly Inspection

NOTE!

Voltage and Resistance Check

Remove only one set of leads at a time, for

example, F1 and F2. Mark their position
carefully; check the coil and then return the
leads to their exact same position. Failure to
return all leads to their correct position could
result in incorrect polarity which would
seriously decrease the braking effort.
Readings for the individual coils should be as
listed under coil resistance in summary of
specifications. See Section 2.

Check brake coil voltages at brake

junction box as described in voltage
check. After voltage check is
complete (see 6.5.2), turn off main
supply voltage to brake control
system. Disconnect each coil from
the electrical control system by
removing coil leads from their
installed position in brake junction
box. The coils should read 5
megohms or higher to ground when
checked with a 500 Volt DC megger
electrical insulation tester.

Cut here and place near Maintenance area Cut here and place near Maintenance area Cut here and place near Maintenance area

BAYLOR Eddy Current Brake

Maintenance Schedule

DAILY SCHEDULE
1.

INSPECT COOLING SYSTEM.

2.

LUBRICATE BEARINGS.

3.

INSPECT ELECTRICAL

WEEKLY SCHEDULE
1.

DC VOLTAGE CHECK

MONTHLY SCHEDULE
1. DRAIN / BREATHER INSPECTION
2. AIR GAP INSPECTION
3. DISCONNECT CLUTCH INSPECTION

QUARTERLY SCHEDULE
1. VOLTAGE AND RESISTANCE CHECK

6 - 11

Section 7
Parts and Supplies
7.1

General

The recommended spare parts and supplies for the 6032 BAYLOR Brake are provided in the
following table:

Recommended Spare Parts

BAYLOR Eddy Current Brake
Qty.

Part No.

Description

1030-20-0002

Bearing, Inboard

1030-20-0001

Bearing, Outboard

1555-10-0001

Seal, Inboard

1555-10-0007

Seal, Outboard

07939

Sleeve, Seal, Inboard

07940

Sleeve, Seal, Outboard

1420-20-0040

Locknut, Inboard

1420-20-0028

Locknut, Outboard

1690-20-0040

Lockwasher, Inboard

1690-20-0028

Lockwasher, Outboard

1075-10-0003

Breather/Drain

06614

Housing, Breather

7-1

Section 8
Drawings 6032 Brake
8.1

Drawing List

D31590 ............................................................................. Assembly Model 6032 Eddy Current Brake

B/M31590 .............................................................Bill of Material 6032 Eddy Current Brake Assembly
D46102 ......................................................................Outline and Mounting 6032 Eddy Current Brake
C10711 ................................................................................. Schematic Brake Water Cooling System

8-1

APPROVED

Section 8

8-2

APPROVED

Section 8

8-3

Section 8

8-4

Section 8

8-5

Section 8

8-6

Section 8

8-7

APPROVED

Section 8

8-8