Beruflich Dokumente
Kultur Dokumente
Maintenance Instructions
Model 7838
Baylor Eddy Current Brake
RIG/PLANT
ADDITIONAL CODE
SDRL CODE
TOTAL PGS
REMARKS
MAIN TAG NUMBER
DISCIPLINE
CLIENT PO NUMBER
REFERENCE
REFERENCE DESCRIPTION
Model 7838
DOCUMENT NUMBER
REV
165-31591
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REVISION HISTORY
18.01.2006
Rev
Date (dd.mm.yyyy)
CHANGE DESCRIPTION
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Change Description
Updated MS word in new template.
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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.
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TABLE OF CONTENTS
MACHINE OPERATION.............................................................................................................. 3
CLEANLINESS AND SERVICE .................................................................................................. 3
1
Scope of Manual..................................................................................................... 6
1.2
INSTALLATION ................................................................................................................ 9
3.1
General................................................................................................................... 9
3.2
3.3
3.4
3.5
3.6
3.7
3.8
General................................................................................................................. 36
4.2
Specifications ......................................................................................................... 7
General................................................................................................................. 39
General................................................................................................................. 41
6.2
6.3
6.4
6.5
6.6
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General................................................................................................................. 61
DRAWINGS .................................................................................................................... 62
8.1
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1.1
Scope of Manual
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WARNING!
Failure to comply with the instructions in this operating manual could result in serious
property damage, severe injury, or death!
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 the
HAZARDOUS AREA CERTIFICATION. All applicable schematics, flow diagrams, and
major assembly drawings are contained in SECTION 8 of this manual.
1.2
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2.1
Specifications
General Specifications
Principal of Operation
Induced Eddy Current Braking
Torque-Maximum @ 150 RPM, lb-ft (n-m)
117,000 (158,631)
Torque @ 50 RPM, lb-ft (n-m)
96,000 (130,159)
Number of Magnets
2
Number of Coils per Magnet
2
13.4-13.9
Coil Internal Resistance @ 68 F (20 C), Ohms
11.0-11.5 (Prior to July 1985)
3.9-4.1
Total Brake Input Resistance @ 68 F (20 C), Ohms
2.8-2.9 (Prior to July 1985)
Brake Excitation
Voltage, volts DC
250
Current-Coil Temperature @ 68 F (20 C), Amps
74.07
DC
89.29 (Prior to July 1985)
18.5
Power Input @ 68 F (20 C), kW
22.3 (Prior to July 1985)
Cooling Water Requirements
Flow @ 100 F (38 Deg. C) At Brake Inlet, gpm (lpm) 150 (568)
pH
7.0-7.5
o
o
Maximum Discharge Temperature, F ( C)
165 (74)
Cooling Water Piping
Inlet
(2) 2 NPT
Outlet
(2) 4 NPT
Overflow
(2) 1 NPT
Overall Sizes
Height, in (mm)
78 (1,981)
Width, in (mm)
38 (965)
Weight, lbs (kg)
28,000 (12,701)
Inertia (WK2)-Shaft and Rotor, lb-ft2 (kg-cm2)
37,938 (15,987,118)
Weight-Shaft and Rotor, lbs (kg)
6,458 (2,929)
Shaft Size (Oilfield
Diameter, in (mm)
7.5 (190.5)
Standard)
Taper per foot, in (mm)
1 (31.75)
Average Rotor Radial Clearance (Air Gap) Over
0.055-0.065 (1.397-1.651)
Magnets (Without Paint or Other Build up), in (mm)
Maximum RPM
600
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INSTALLATION
3.1
General
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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!
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.
A standard mounting flange on the outboard bearing cap is provided by National Oilwell
Varco 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.
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 shall be maintained on all threaded connections. Figure 3-1 illustrates a
standard Brake cooling configuration without a heat exchanger. Figure 3-2 illustrates a
standard Brake cooling system with a heat exchanger. A closed loop cooling system
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.
Figure 3-3 shows the electrical connections for the magnet coils and power input to the
junction box.
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, or 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.
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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.
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.
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.
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Figure 3-1
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Figure 3-2
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Figure 3-3
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Figure 3-4
Drain
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3.2
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3.3
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 rotor 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.
3.4
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.
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3.5.1 Scope
In order to function properly, the cooling water used in BAYLOR Eddy Current Brakes
must meet four basic requirements:
It must adequately transfer heat energy from the rotor to the heat exchanger used for
cooling.
It must not form scale or sludge deposits in the Brake or in the cooling system.
It must not cause corrosion in the Brake or cooling system.
It must not deteriorate any of the seals or gaskets used in the Brake or cooling systems.
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.
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Due to the successful use in Baylor Eddy Current Brakes, the following corrosion
inhibitor is recommended for use:
NALCOOL 2000 Nalco Company
3720 W. Alabama St. #5318
Houston, TX 77027
Tel (713) 626-8113
Fax (713) 626-8120
(Previously called Pencool 2000)
It is recommended that this inhibitor be purchased through a local distributor so that
proper field support in its use is available.
NOTE!
If a glycol anti-freeze is used, then NALCOOL 3000 is recommended due to possible
interaction with the glycol, causing sludge.
NALCOOL Inhibitor Startup, Maintenance, and Testing Standards
Water Quality Standards with NALCOOL:
1. Insure water quality meets the water quality standards in Section 3.5.2.
2. Coolant has a PH level of 8.3 after corrosion inhibitor is added. (Coolant solution
turns pink.)
3. Recommended nitrite level of 1500 parts per million.
Startup of NALCOOL with fresh water:
1. Insure water quality meets the water quality standards in Section 3.5.2.
2. Add a 4-1/2% concentration of NALCOOL. (Approximately 28 gallons for a 630
gallon tank.)
Testing:
Coolant Testing should be done weekly for PH and Nitride levels.
PH and Nitride test kits can be purchased from National Oilwell Varco in Sugar Land,
Texas or from Nalco directly.
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WARNING!
IF THERE IS A RAPID NITRIDE LOSS OVER TIME, THEN A BACTERIA IS
SUSPECTED TO BE PRESENT. TO GET A BACTERIA TEST KIT, OR OTHER
PRODUCTS, PLEASE CONTACT NALCO.
3.5.4 Usage of Antifreeze Standards
Only ethylene glycol type antifreezes are to be used in BAYLOR Eddy Current Brakes
due to the operating temperature generated.
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.
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 Varco 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 authoritys recommendation.
3.6
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This is true for two reasons. The Eddy Current Brake can absorb thousands of horse
power as heat that is rejected to its cooling water. Therefore, the Eddy Current Brake is
putting more heat into its coolant than most other equipment. The other reason cooling
Eddy Current Brakes requires generally large heat rejection equipment is the required
inlet water temperature is very close to the ambient air temperature. This means diesel
engine radiators will not properly cool an Eddy Current Brake.
As a result of these factors, water to water heat exchangers are generally more cost
efficient and much more compact. If a radiator is to be used it will generally be
extremely large. Any heat rejection equipment selected must be sized to supply the
rated coolant flow at the rated inlet temperature.
If due to high ambient conditions the inlet temperature of the cooling water is in excess
of 100 degrees F (38 degrees C) the flow of the cooling water to the Brake must be
increased. See figure 3-7. It is important to note there is a maximum amount of cooling
water flow that may be passed through the Eddy Current Brake. The curves indicated in
Figure 3-7 are extended to the maximum flow rate capacities of the brakes. If ambient
conditions do not permit the operation of the brake on its indicated curve, then the brake
must be derated for this application. Contact National Oilwell Varco for performance
curves that will indicate reduced cooling capabilities.
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Curve
No. 1
Curve
No. 2
Curve
No. 3
Curve
No. 4
Curve
No. 5
Curve
No. 6
Model
15050
EC Brake
Model
7838 / 9650
EC Brake
Model
19RD130
EC Brake*
Model
7040 / 8350
EC Brake
Model
6032 / 5250
EC Brake
Model
7RD150
EC Brake*
* 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 Varco with specific coolant requirements.
Figure 3-7
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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.
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, and then reconnect F7
where F8 was connected and F8 where F7 was connected. Turn electrical power on and
re-test by timing length 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, the drill pipe would
have taken longer to enter bore hole during first test. On the basis of these two tests,
choose correct junction box coil lead connection for correct polarity.
2.
Second method of determining correct Brake coil polarity is the procedure as follows:
a.
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. Record the location of each coil lead on
terminal block in Brake junction box. Disconnect all coil leads from Brake junction
box terminal strip.
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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 connect
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
INBOARD MAGNET
F8
F7
F6
F5
Figure 3-14
View of Brake from Junction Box Side
c.
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.
d.
Observing meter lead polarity, connect meter leads to a pair of Field Coil Leads
as indicated in Table I.
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Brake Model
15050
*7838
9650
7040
8350
6032
5250
5032
3550
3630
19RD130
9RD130
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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.
Figure 3-15
e. Set meter scale as indicated in Table I for specific Field Coil Leads selected.
Table I
Field Coil
F1 - F2 F3 - F4 F7 - F8
Leads
Meter Lead F1 - F2 F3 - F4 F7 - F8
Polarity
+
- +
- +
Meter Scale
1 10
1 50
1 10
VDC
VDC
VDC
Meter
Positive
Positive
Positive
Deflection
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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:
For the following Brake Models, move the handle half way through its total
travel:
3630
3550
5032
5250
6032
19RD130
For the following Brake Models, move the handle full on position:
7040
8350
7838
9650
15050
7RD150
9RD130
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.
g.
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.
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THEORY OF OPERATION
4.1
General
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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.
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.
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.
4.2
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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.
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.
4.2.1 Drill Assist Operation
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. Increasing 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
50% applied excitation. Therefore, the brake, utilized for drill assist, will perform at the
low speed drum requirements of feed off at 1/2 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 reduction of thermal load of field coils.
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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 gall 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.
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 Varco 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.
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5.1
General
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In striving to satisfy the needs of all customers, National Oilwell Varco offers the
following accessories and options.
5.1.1 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 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.
5.1.3 Brake Cooling Packages
Each Eddy Current Brake needs a cooling system to remove the heat from the brake
while the brake is being used. National Oilwell Varco 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.
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. This is also required to
maintain the hazardous area certification on the Brake.
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6.1
General
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GREASE FITTING
(TYPICAL BOTH SIDES)
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BREATHER / VENT
TOP & BOTTOM OR
MAY BE BOTTOM ONLY
ON SOME MODELS
(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 air gap, 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.
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.
AIR GAP
INSPECTION PORTS
(TYPICAL BOTH SIDES)
Figure 6-2
Inboard Side
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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.
DRAINS
Figure 6-4
Inboard Side
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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.
6.2.2 Bearing Removal and Replacement
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.
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 lockwasher.
(Note: To remove the inboard bearing on a model 7838 brake, reverse the order
of steps 1 and 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.
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.
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Figure 6-5
Bearing Assembly
Item No.
1
End Ring
10
Grease Seal
Machined areas requiring sealant
when assembling
Sleeve, Seal
11
12
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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.
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.
Note: The tightness of the locknut should be checked after the bearing has
cooled.
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.
No gasket is used here since the cavity is not pressured and a sealer serves
quite satisfactorily.
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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.
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.
Prior to replacing external parts, remove air gap inspection plugs (Figure 6-2) and
check the 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.
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.
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F1 = F8, F3 = F6
F2 = F7, F4 = F5
Therefore, the inboard and outboard magnets are mechanically and electrically
interchangeable. Refer to Figure 3-3.
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.
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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.
Troubleshooting Chart
Symptom
Trouble Shooting Hint
Rotor is dragging on the magnet
or the bearings are noisy
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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.
1. If the water flow rate 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 165F maximum brake discharge
temperature, then the cooling system should be inspected.
NOTE: In extremely hot working areas, additional volume
may be required.
3. If no water is applied to a brake that is full on, damage to
the coils or rotor will occur.
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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.
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.
6.5.1.2
Lubrication
Grease each brake bearing with 2 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.
6.5.1.3
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.
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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 Monthly Inspection
6.5.3.1
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.
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.
6.5.3.2
NOTE!
Disengage brake shaft from drum shaft by using disconnect clutch before making any air
gap measurements.
Inspect and record brake air gap. Remove 1 inch N.P.T. pipe plugs from end rings.
Using feeler gauges which are a minimum of 12 inches long, insert gauges into the air
gap between the brake magnet and the rotor.
NOTE!
When checking Eddy Current Brake air gaps, the correct measurement is the thickest
stack of feelers that can be inserted completely into the air gap by hand without getting
stuck. There will be drag on the feeler gauges. Contrary to most feeler gauge
measurements, this is not a measurement taken with only light drag on the feeler gauge.
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Air gap measurements should be taken as far in on magnet as feeler gauge length will
permit. 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, at least
two sets of measurements 90 apart are required to get meaningful results.
6.5.3.3
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
6.5.4.1
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.
NOTE!
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.
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DAILY SCHEDULE
1.
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 (IF APPLICABLE)
QUARTERLY SCHEDULE
1. VOLTAGE AND RESISTANCE CHECK
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Remove breathers and verify they are clean and free of debris or obstructions as
indicated in Section 6.1.2 of this manual.
Verify the internal rotor and magnet surfaces are clean and freshly primed.
Check brake coil resistance and compare to values indicated in Figure 3-15 of
this manual.
Verify the brake is wired as indicated in Figure 3-3 of this manual.
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It is expected that all these checks will result in expected results and the brake is
acceptable for installation. If these checks are not satisfactory as indicated in the
referenced sections contact National Oilwell Varco. After the brake is installed in its
cradle the following check should be performed:
It is the responsibility of the operator to align the brake to the drawworks if the brake is
provided separately. If the brake is provided as part of a drawworks skid it is aligned at
the factory. It is the responsibility of the party commissioning the drawworks to verify
this alignment during commissioning.
These checks must be performed with the brake connected and ready for use.
Verify the brake is wired properly as indicated in the applicable Brake Control
Manual.
Verify the rated coolant flow as indicated in Section 2 of this manual is being
supplied to the brake.
Verify the coolant meets the water quality standards in Section 3.5 of this manual.
Verify there is zero volts when the Drillers Control is in the off position.
Verify the rated voltage is applied to the brake as indicated in Section 2 when the
Drillers Control is in the FULL ON position.
Verify the rated current is supplied to the brake when the brake coils are cold
(68F or 20C).
Verify the existence and functionality of Drill Assist and/or manual Power
Selection Switch on the Brake Control System.
All results from the above checks should be to the specification indicated in the
referenced sections of this manual. If problems are found in the Closed Loop Brake
Water Cooling System or Brake Control, consult those manuals for remedial actions. If
all the above checks indicate a set of normal conditions, then the brake can be assumed
fit for its rated duty cycle. If discrepancies are found then they must be immediately
corrected if possible.
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All of these items will deteriorate over the brakes life cycle. The rate of deterioration is
solely a function of preventive maintenance. It is absolutely essential to understand that
just because a brake is out of the specification range for a new brake, does not indicate
that it will not function properly in a given application.
In order to maximize the life cycle of the brake it is important to understand the principle
causes for the above conditions. The biggest contributor to loss of airgap and damage
to internal surfaces is water treatment. It should be noted that an airgap measurement
that is below the specified range after the brake has been in the field usually indicates
rust or scale build up. Both of these are detrimental.
NOTE!
There is no way to remediate a bad air gap or bad internal surfaces in the field. A
factory repair is required.
The best way to test the performance of an Eddy Current Brake when the air gaps are
out of tolerance is by conducting Time / Travel Testing as indicated in the National
Oilwell Varco Technical Bulletin #201. These procedures will indicate actual brake
performance at one point on the performance curve. The use of the brake in any
application must be evaluated based on this testing IN ADDITION TO assessing the coil
and bearing condition and conducting all the checks indicated in above Section 6.6.
Damaged coils are indicated by a low resistance to ground or out of spec coil resistance.
The low resistance to ground is the direct result of improper maintenance on the brakes
breathers. When the breathers are not maintained, condensate will accumulate in the
coil cavity. Over time the water breaks down the coils insulation system and a short to
ground will eventually occur. Out of spec coil resistances are generally caused by turn
to turn shorts. Turn to turn shorts are the result of overheating of the coil caused by
improper use of Drill Assist or power selector switch features.
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General
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The recommended spare parts and supplies for the 7838 BAYLOR Brake are provided
in the following table:
Recommended Spare Parts
BAYLOR Eddy Current Brake
Part No.
Description
Qty.
1
1
2
1
2
1
1030-20-0003
1030-20-0004
1555-10-0021
1555-10-0005
07626
07370
Bearing, Inboard
Bearing, Outboard
Seal, Inboard
Seal, Outboard
Sleeve, Seal, Inboard
Sleeve, Seal, Outboard
1420-20-0044
Locknut, Inboard
1420-20-0036
Locknut, Outboard
1690-20-0044
Lockwasher, Inboard
1690-20-0036
Lockwasher, Outboard
1075-10-0003
Breather/Drain
06614
Housing, Breather
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Drawing List
31591
B/M31591
56168
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