AYLOR ‘TABLE OF CONTENTS (Cont'd) Paragraph General 5.1.4 Cooling Water Alarm 5.1.5 Safety Monitoring Devices 5.1.6 Parts and Service 61 62 63 64 65 111 81 SECTION 6 MAINTENANCE AND SERVICE General Service 6.1.1 Lubrication 6.1.2 Breather 6.1.3 Air Gap 6.1.4 Overflow Outlet 6.15 Water Outlet Drain 6.1.6 Preparation of Brake for Rig Stacking 6.1.7 Removing A Brake From Storage ‘Maintenance and Repairs 6.2.1 Water System Problems 62.2 Bearing Removable and Replacement Electrical Problems and Troubleshooting ‘Mechanical Problems and Troubleshooting, Inspection and Maintenance 6.5.1 Daily Inspection 6.5.2 Weekly Inspection 6.5.3 Monthly Inspection 6.5.4 Quarterly Inspection SECTION 7 PARTS AND SUPPLIES General SECTION 8 DRAWINGS Drawings, 7838 Brake 68 6-8 6-9 613 6-14 6-18 6-18 6-19 6-19 6-20 Tl Bl uo 4 a ° Zz N € NOLLDAS| BAYLOR a SECTION 6 3 MAINTENANCE AND SERVICE 4 61 GENERAL SERVICE 4 An Inspection and Maintenance 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 cach trip into the hole with pipe. if There is a grease fitting for each of the two bearings, and each must be J independently lubricated (See Figure 6-1). The recommended grease is a NLGI ff ‘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 iz be harmed by excess grease. It will simply enter the cooling water stream by . 4 momentarily lifting the seal lip to relieve pressure, Drawworks manufacturers and = users may connect the grease inlct holes in the bearing caps to lubrication header - blocks with tubing to facilitate lubrication from a remote point. This is i satisfactory if the tubing is regularly inspected, and it is determined that the 4 required amount of grease is actually reaching the bearing, 7 { - 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 d they are clean and have free access to air to minimize condensation and to prevent 7 any accumulation of moisture in the coil cavity. They should be removed and 4 cleaned with kerosene at least once 2 month. O-LBeene aa ae CAUTION! The accumulation of moisture in the coll 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. GREASED FITTING ~ (Typical Both Sides) BREATHER / VENT Top & botiom or may be bottom only on some models (Typical Both Sides) INBOARD SIDE FIGURE 6-1 62BAYLOR 6.1.3 Air Gap If there is erosion/corrosion in the air gap between the rotor LD. 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 measurement. This air gap should be checked monthly. The effective air ‘gap is the average of all readings. Readings 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 2 70% decrease in rated torque. For original air gap dimensions see SECTION 2 of this manual. AIR GAP INSPECTION PORTS (Typical Both Sides) INBOARD SIDE FIGURE 6-2 63BAYLOR 6.1.4 Overflow Outlet Located on both sides of the brake, just below the centerline of the shaft and to one side is 2.90 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. Ifthe 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. a a ee ae on [———__ OVERFLOW (Typical Both Sides)BAYLOR 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 fiunnel 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. i ilBAYLOR 6.1.6 Preparation Of Brake For Rig Stacking (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 inital step, both bearing cavities should be pumped completely full of grease to protect the bearings during storage. 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 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 ‘ap inspection holes which are equally spaced in each of the end rings at the rotor diameter. Page 6-3 See Figure 6. 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, page 6-2. 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 fui Additionally, all exposed surfaces of the shaft should be coated with Rust-Ban 373 or an into the brake air gap inspection holes if necessary. equivalent rust preventative. 68BAYLOK 6.1.7 Removing A Brake From Storage If. 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. n m 1) Remove all plugs and drain preservative fluid from the brake. 0 2) Rotate shaft and verify that the rotor turns freely. 2 3) Check the bearings and seals. Zz 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. ia 7) Remove, clean magnet breathers and re-install. Replace if unable to clear breather m obstructions 4 3° ‘Ifthe brake has been in storage for approximately one year or more, megger the windings and zZ ao check coil internal r stance before energizing the coils. Coil intemal resistance values may be obtained from values listed in Section 3, Figure 3-15, page 3-17. 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). 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 Baylor Company or licensed Service Companies listed in Section 5, page 5-2, 5-3, e7BAYLOR 622 Bearing Removal And Replacement (Figure 6-5) 1 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/ir tube components, guards, brackets, etc, which may have been added by the drawworks manufacturer of user and which would interfere with the removal of the bearing involved. In addition, it is necessary to move the brake out of position onthe dravworks if an inboard bearing is tobe removed, but itis often possible to change an outboard bearing with the brake in ZNOLLOAS place, Refer to the assembly drawing showing the cross section of the brake included in Section 8 of this manual for a better understanding, Hee To remove a bearing, proceed as follows: 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 Jockwasher. (Note: To remove the H m a a 6 Zz o jnboard 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 tothe inner flange of the magnet assembly, Tnsert four pusher botts into the threaded holes located at four equidistant positions about the outer edge ofthe center plate. Screw in these (4) pusher bolts, evenly, to remove the center plate 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 DY conventional procedures.FIGURE 65 BEARING ASSEMBLY DESCRIPTION Rotor, with Shaft Installed Cylindrical Breke Housing One of the two Magnets End ring Center Plate with Jacking Screws Inner Seal Retainer with all threads installed Bearing Cap Spherical Roller Bearing, Bearing Lock Nut and Lockwasher Grease Seal Machined areas requiring sealant when assembling, Sleeve, Seal 6-10 jn ZLNOILLOAS 8 NOILOAS: ate Sas i ace mc a me aa i C BAYLOR 6.22 Bearing Removal And Replacement (Continued) 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. Ifthe 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 replace, 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 To reassemble, 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 @ micro structure change to occur which will greatly reduce the life expectancy of the bearing or sea! 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 tuned in right direction with respect to bearing cavity. (Ifin 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 Jockwasher and locknut. Note: The tightness of the locknut should be checked after the bearing has cooled. ettBAYLOR 6.2.2 Bearing Removal And Replacement (Continued) 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. Throughly 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 Baylor Company Part No. 1885-11-0015, non-hardening, silicone sealant to these surfaces. 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. i 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, e12 Z£NOLLO3S 8 NOILOASBAYLOR 62.2 Bearing Removal And Replacement (Continued) Prior to replacing extemal parts, remove ait gap inspection plugs (Figure 6-2) and check air gop 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 ID. 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 thet 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 10 magnet assembly. Remove “cheater pipe”. Recheck air gaps as outlined previously Shimming should correct concentricity between magnet O.D. and rotor ILD. and insure equal magnet attraction and reduce rotor pull over. 8. 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. 63 ELECTRICAL PROBLEMS AND TROUBLESHOOTING All electrical problems must be in one or more of these components, 1 2. 3, Interconnect cables and wiring Brake (coils, lead wires, or terminations). Control System (Refer to Control ‘System Manual). 6-13 ba ZNOILLOES 8 NOLLOASBAYLOR 6.3 ELECTRICAL PROBLEMS AND TROUBLESHOOTING (CONT'D) Experience has shown that about 90% of al problems can be traced to interconnect cables and wiring, therefore it is suggested that these be checked first With power removed, use a 500 VDC megger to check for grounds. Wiring and interconnect, cables should be a minimum 1 megohm to ground, 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. 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; Leads F1=F8, F3 = F6 F2=F7, F4=FS Therefore, the inboard and outboard magnets are mechanically and electrically interchangeable. Refer to Figure 3-3, Page 3-6. 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 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 categories and their one or more causes are listed in the following pages 6-14 ZNOLLOAS 8 NOILD3SBAYLOR TROUBLESHOOTING CHART ROTOR IS DRAGGING ON 1) The brake shaft may be misaligned with the drawworks THE MAGNET OR THE ‘or automatic feed shaft. If this is the case, align the BEARINGS ARE NOISY 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 WATER COMING OUT OF —_| An incorrect water level may have been maintained inside the ‘THE OVERFLOW PIPING brake housing causing an overflow. This may result in seal and bearing failure. 1) Ifthe output water flowrate 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) Ifthe 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 @ 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 back pressure problems, 645 ZNOILDAS 8 NOLLDASBAYLOR a eee TROUBLESHOOTING CHART (CONT'D) SYMPTOM TROUBLE SHOOTING HINT GRADUAL LOSS OF TORQUE CAPACITY DUE TO INCREASE OF MAGNET! ROTOR GAP LOSS OF TORQUE CAPACITY DUE TO OVERHEATING THE BRAKE ‘The surface of the magnets and rotor may have a larger layer of rust and scale due to a cooling water system with high salinity content or high pH factor. This build-up will eventually decrease the brake torque capacity. 1) Ifthe brake is cooled with saltwater, the life expectance 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. 2) Ifthe 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 @ water treatment specialist. 3) Ifiron 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 reparis. 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. ‘Overheating the rotor will increase the magnet/ rotor gep. 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. i ZNOILOAS 8 NOILOASBAYLOR TROUBLESHOOTING CHART (C ‘SYMPTOM ‘NO COOLING WATER TO BRAKE - COOLING AN OVERHEATED ROTOR TORQUE NOT AT FULL, CAPACITY DUE TO INCORRECT COIL POLARITY TORQUE REDUCED DUE TO LOSS OF ONE OR MORE, coILs 1) Ifthe water flowrate is below the recommended level, then raise the input GPM to the specified level 2) If the amount of cooling water is not sufficient to ‘maintain the system at or below 165°F 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. 3) Ifno 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 250°F ») then tum 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 617BAYLOR TROUBLESHOOTING CHART (CONT'D) “SYMPTOM _ TROUBLE SHOOTING HINT _ NOTE: Undue flow from the drain plugs and/ or breather plugs would indicate the magnets not working properly. 6.5 INSPECTION AND MAINTENANCE SCHEDULE 65.1 Daily Inspection 1 Cooling Water Flow Rate Inspection Observe brake water overlow vent while lowering drill string into hole. If constant flow is observed coming from vent, slowly begin to reduce rate unit constant flow is no longer observed coming out of vent. 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, Lubrication Grease each brake bearing with 2 to 4 ounces of lithium base ball and rotler 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. 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. 618 ia 4NOLLOES 8 NOILDOaSIB4Aar EO 6.5.2 Weekly Inspection 1. DC Voltage Check Check DC voltage to brake under full load condition (electrical full load, Driller’s Control in FULL ON position). See Section 2, Summary Of Specifications, 6.5.3 Monthly Inspection 1, Drain/ Breather Inspection Remove brake magnet coil cavity drains 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, ZNOILLOAS 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 8 NOLLOZS month and cleaned if necessary. 2. Air Gap Inspection Inspect and record brake air gap, Remove 1-1/4 inch N.P.T. pipe plugs from brake end 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. EE NOTE! Disengage brake shaft from drum shaft by using disconnect clutch before making any air gap measurements.EAA LOE 6.5.3 Monthly Inspection (Cont'd) 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 fecler 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. 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.) 6.5.4 Quarterly Inspection 1 Voltage and Resistance Check 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. 6-20 ZNOLLOAS o m oO a 9° Zz Cy)BAYLOR 6.5.4 Quarterly Inspection (Cont'd) NOTE: ‘Remove only one set of leads at a time, for example, FI and F2, Mark their position carefully; check the coil and then return the Jeads to their exact same position. Failure to return all leads to wo their correct position could result in incorrect polarity which , a would seriously decrease the braking effort. Readings for the 4 individual coils should be as listed under coil resistance in ; g summary of specifications. (Section 2). EN The coils should read 5 megohms or higher to ground when checked with a 500 Volt DC megger electrical insulation tester. w fm ,o | 9° Zz a 621Cut here and place near Maintenance area for ready reference. Cut here and place near Maintenance area for ready reference. Cut here and place near Maintenance area for ready reference. BAYLOR BAYLOR EDDY CURRENT BRAKE MAINTENANCE SCHEDULE 1 INSPECT COOLING SYSTEM. 2. LUBRICATE BEARINGS. 3. _ INSPECT ELECTRICAL 1. DRAIN/ BREATHER INSPECTION 2, AIR GAP INSPECTION 3. DISCONNECT CLUTCH INSPECTION 1. VOLTAGE AND RESISTANCE CHECK 6:22 ZNOLLOSS 7 8 NOILOAS