REVISED 4~7-93 ECB-STD-053-012 INSTALLATION, OPERATION AND MAINTENANCE INSTRUCTIONS FOR BAYLOR EDDY CURRENT BRAKE BAYLOR COMPANY 500 Industrial Road Sugar Land, Texas 77478RAYVYEOr NOTICE ‘This document ie and contains confidential and trade secret inforuation of the Baylor Company. This document is loaned for Linited purposes only, and remains the Property of the Baylor Company. It is to ‘be Feturned upon request and in all events upon completion of the purpose of the loan. Neither 4t nor the inforsation it contains nay be reproduced, used, or dis~ closed to persone not having a need to Know consistent with the purpose of the loan, without written consent of Baylor Company. ADDRESS COMMENTS TO : BAY L OC fF? cCOoMnANY 500 INDUSTRIAL ROAD SUGAR LAND, TEXAS 77478 TELEPHONE: 713-240-6111 TELEX: 762-232 CABLE: BAYCO-HOUSTON PRINTED IN U.S.A.TABLE OF CONTENTS Paragraph Page seerron 1 wtRoDuCTION Scope of Manual at 1.2 General Description of Equipment ay SECTION 2 SPECIFICATIONS 2.1 Summary of Specifications, 5032 Brake aa 2.2 Summary of Specifications, 6032 Brake 23 2.3 Summary of Specifications, 7040 Brake 25 2.4 Summary of Specifications, 7638 Brake 27 SECTION 3 INSTALLATION 3.1 General a1 3.2 Brake Alignment 355 3.3 Shage Alignment 3-5 Cooling system Capacity Calculation a 3.5 Cooling Water Quality 3-11 brake Pield Coil Polarities (78-142) 3-12 3.7 Certification for Hazardous Location a7 secTIoN 4 THEORY OF OPERATION General 4 4.2 Brake Operation on Rig 4-2 4.2.1 Drill Assist Operation 43Table of Contents (continued) Paragraph 5.1 General 5.11 5.1.2 5.1.3 5.4 5.1.5 6a SECTION 5 ACCESSORIES AND OPTIONS Brake Controller Special Brake Shafts Brake Cooling Packages cooling Water Alarm Safety Monitoring Device SECTION 6 MAINTENANCE AND SERVICE General Service 6.1 6.1.2 6.1.3 6.1.4 6.18 6.1.6 6.1.7 lubrication Breather Air Gap overflow Outlet Water Outlet Drain Preparation of Brake for Rig Stacking(Storaye) Removing a Brake from Storage Maintenance and Repairs 6.2.1 6.2.2 Blectrical Mechanical Inspection 6.5.1 6.5.2 6.5.3 6.5.4 Water System Problems Bearing Removal and Replacement Problems and Troubleshooting Problems and Troubleshooting and Maintenance Schedule Daily Inspection Weekly Inspection Monthly Inspection Quarterly Inspection Sel Sl Sl 5-1 5-2 el 6-1 6-2 6-3 6-5 6-6 6-7 6-8 6-9 6-13 6-13 6-20 6-20 6-21 6-21 6-22Table of Contents Paragraph 7.1 General 8.1 Drawings ~ 8.2 Drawings - 8.3 Drawings - 8.4 Drawings ~ 8.5 Drawings - (continued) SECTION. 7 PARTS AND SUPPLIES SECTION & DRAWINGS 5032 Brake 6032 Brake 7040 Brake 7838 Brake Brake Capacity Curves a1 3-2 a3 8-4 8-5La SECTION 2 INTRODUCTION AND DESCRIPTION SCOPE OF MANUAL ‘this manual provides a source of important reference information regarding the installation, operation and maintenance of BAYLOR Eady Current Brakes. A list of reference Grawings may be fourd in Section 8 of this manual. GENERAL DESCRIPTION OF EQUIPMENT ‘he BAYLOR Eady Current Brake is an AUXILIARY BRAKING DEVICE for drilling rig drawworks and other rotating equipment requiring high braking torque at speeds from near zero to 500 RPM. This braking is produced entirely electrically without the aid of friction brake devices, slip rings, or other wearing elements. The brake is water cooled. ‘he BAYLOR Brake, when used in conjunction with the main drawworks brake, maximizes drilling efficiency while minimizing maintenance and critical down time of the main drawworks braking system.SECTION 2 SUMMARY OF SPECIPICATIONS EDDY CURRENT BRAKE MODEL 5032 2.1 Specifications Principle of Operation Induced edcy Torque ~ maximum ~ at 50 REM Nominal Drilling Depth Capacity (with 20 lb/ft drill pipe) Number of Magnets Number of Coils Coil Resistance ~ at 25°C Total Brake Input Resistance at 25°C Brake Excitation - Voltage current ~ at 25°C Power ~ input at 25°C cooling Water Requirement: Plow (at 100°F at inlet) Recommended Storage Capacity pit Maximum Discharge Temperature Cooling Water Piping: Inlet outlet overflow Ambient Temperature Range 39,000 31,500 12,000 current braking Abe£t abet fe owas: onms: 250 Volts pc 42 anes 10.5 tw 50 gal/ain 75 barrels (4,125 gal.) 7.0 - 9.5 74°C, 165°° asa" aan a-a" npr ner ner 30°C to +50°C (-22°P to +122°F)Summary of Specifications Eddy Current Brake Model 5032 (Continued) overall Size: Height 50 inches width 32 inches Weight 9000 ibs. Inertia (WR? ) 3890 1b-£t2 Shaft Size 7-1/2" 0.D, with 1-1/4"dia. taper per foot (o1irield Standard) Average Rotor Radial +040 ~ 045 inches Clearance (gap) Over Magnets (without paint or any other buildup)SECTION 2 SUMMARY OF SPECIFICATIONS DDY CURRENT BRAKE MODEL 6032 2.2 Specifications Principle of Operation Induced eddy current braking Torque ~ maximum $5,000 Ib-¢t — - at 50 RPM 45,000 Ib-gt Nominal Drilling Depth Capacity 15,000 ft (with 20 1b/ft drill pipe) Number of Magnets 2 Number of Coils ‘ Coil Resistance - at (25°C) oams Total Brake Input Resistance at 25°C 5.84.3 cHIMS Brake Excitation ~ Voltage 250 Volts DC =p | Current - at 25°C 43 AMES Power . - input at 25°C 10.7 kW, Cooling Water Requirements: Flow (at 100°F at inlet) 78 gal/min Recommended Storage Capacity 100 barrels (5,500 gale) pa 7.0 = 9.5 Maximum Discharge Temperature 74°C, 165° Cooling Water Piping: Inlet 2 = 2" ner outlet, 1-4" wer overtiow 2-3/4" npr ambient Temperature Range ~30°C te +50°C (-22°F to +122¢F)Summary of Specifications Eddy Current Brake Model 6032 (Continued) overall Size: Height 60 inches width 32 inches weight 12,130 Ibs. Inertia (WR? 11,540 Ibe? Shaft Size 7-1/2" 0.0, with 1-1/4"dia. taper per foot (olit Standard) Average Rotor Radial +040 - .050 inches Clearance (gap) Over Magnets (without paint or any other buildup)SECTION 2 SUMMARY OF SPECIFICATIONS EDDY CURRENT BRAKE MODEL 7040 2.3. Specifications Principle of Operation Induced eddy current braking Torque ~ maximum 84,000 Ib-£t at 50 REN 84,000 Ib-£t Nominal Drilling Depth Capacity 20,000 ft (with 201b/ft rill pipe) Number of Magnets 2 number of Coils 4 coil Resistance ~ at 25°C 13,04,5 omms Total Brake Input Resistance at 25°C 3.24.2 CHMS (4 coils in parallel) Brake Excitation ~ Voltage 250 Volts DC current ~ at 25°C 78 AMES Power ~ input at 25°C 19.5 mW Cooling Water Requirements: Flow (at 100°F at inlet) 140 gal/min Recommended Storage Capacity 150 barrels (8,250 gal.) pal 7.0 - 9.5 Maximum Discharge Temperature 74°C, 165°° Cooling Water Piping: Inlet 2-2" apr outlet 2 > 4" ar overflow 2 = 1-1/4" NPT Ambient Temperature Range 30°C to +50°C (-22°F to #122°°)Summary of Specifications Eddy Current Brake Model 7040 (Continued) overall siz Height 71 inches widen 38 inches Weight 24,000 Ibs. Inertia (WR? ) 24,000 bgt? Shaft Size 7-1/2" 0.0, with 1-1/i*dia. taper per toot (O1ifie1d Standard) Average Rotor Radial +055 - 065 inches Clearance (gap) Over Magnets (without paint or any other but dup)SECTION 2 SUMMARY OF SPECIFICATIONS EDDY CURRENT BRAKE MODEL 7838 2.4 Specifications Principle of Operation Induced eddy current braking Torque ~ maximum 117,000 1b=£t = at 50 RPM 96,000 ib-£t Nominal Drilling Depth Capacity 30,000 £¢ (with 20 lb/ft drill pipe) Number of Magnets Number of Coils 4 coil Resistance ~ at 25°C 11.0%.5 ous Total Brake Input Resistance at 25°C 2.74.2 OHMS (4 coils in parallel) Brake Excitation ~ Voltage 250 Volts Dc current ~ at 25°C 92 AMES: Power - input at 25°C 23 KW Cooling water Requirements: Flow (at 100°F at inlet) 150 gal/min Recommended Storage Capacity 200 barrels (11,000 gal.) pe 7.0 - 9.5 Max. Discharge Temperature 749C, 165°F Cooling Water Piping: Inlet 2 > 2" NPT outlet, 2-4" wr overflow 2-2" wer Ambient Temperature Range ~30°C to +s0°C (-22°F to #12297)Summary of Specifications Eddy Current Brake Model 7838 (Continued) overall Size: Height 78 inches widen 38 inches Weight 28,000 Ibs. Inertia (WR?) 31,032 ib-s? shaft Size 7-1/2" 0.D. with 1-1/4"dia. taper per foot (vilriele Standard) Average Rotor Radial +055 ~ 065 inches Clearance (gap) Over Magnets (without paint or any other buildup)COIL CAVITY VENT & DRAIN JUNCTION BOX FIGURE 2-1 TYPICAL CONSTRUCTIONSECTION 3 INSTALLATION GENERAL, ‘The BAYLOR Brake should be cradle mounted on the drawworks structure. The drawvorks manufacturer furnishes the adapter mounting components as well as the disengaging coupling between the brake and the drunshaft of the drawworks, The necessary shifting mechanism and related accessories should be furnished by the customer. seat renoval Tron the rotor in the BAYLOR Breke is accomplished by cocling water, he sovenent of the rotor Cheough the water is necessary to keep the rotor and nagnet ron overheating. 70 avotd danage to the brake, use 8 coupling that allows rotation of the rotor in either direction at all tines, bo NOP US aN OVERRINNING TYPE cLUTCH. A standard mounting flange on the outboerd bearing cap is provided by BAYLOR COMPANY 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 @rawings contained in this section. A ninimun of five-thread engagement should be maintained on all threaded connections. Figure 3-1 illustrates a standard cooling configuration. Figure 3-5 shows the electrical connections for the magnet coils and power input to the junction box. a13.1 GENERAL (Continued) sue wanes OOSLEN(S) AP THE aoms04 of ue BRAKE SHOULD NOT BE HARD FU8ED o COMERNISE RESTRICTED. TUS SHOULD BE REFREE-PLONING, CEAVETY DRAIN, A POWEL=O¥9E DRAIN AS INDICATED TN Youn 1s panera 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. Removal of heat from the brake is most important. Absence of cooling could destroy the rotor in a few minutes. Insufficient cooling would reduce the life of the rotor to a few hours, Proper cooling at all times will prolong the life to many years. Even hot water is better than no water at all. As illustrated in Figure 3-2 the BAYLOR edcy current brake allows water to flow over the lower sections of the magnets and rotor before it exits at the bottom. If the d-inch water outlet, or any piping that may be attached to it, restricts the flow of this cooling water, the water level may rise within the brake. Damage will result in the shaft roller bearings if the ses above the shaft and forces itself into the bearings. waterFIGURE 3-1 A SUGGESTED COOLING DIAGRAMROTOR— WATER INLET Ut = WATER _-* OUTLET BACK PRESSURE INHIBITING FUNNEL, FIGURE 3-2. DRAINBRAKE ALIGNMENT The brake should be aligned to the drum shaft in keeping with good machinery practice and in accordance with the reconmendations of the drawworks manufacturer. NOTE: If the brake is correctly aligned on the Grawworks, the only loading on the bearings is the weight of the shaft and rotor assembly since the magnetic attraction when the brake is lcaded is radially equal in all directions. Improper alignment results in premature wear and failure. SHAPT ALIGNMENT 1, Angular misalignment and offset misalignment between directly-connected shafts often cause increased bearing loads and vibraticn, 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. 2, Angular Misalignment: Angular misalignment should not exceed 0,010 inch total indicatcr reading. Refer to the illustration in Figure 3-3. 3, Offset Misalignment: Total indicater runout of offset misalignment should not exceed 0.010 inch. Refer to the illustration in Figure 3-4. 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 gauges. Check angular misalignment by inserting Ceeler yauyes 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. a5eee IAL INDICATOR wus FIGURE 3-3 ANGULAR MISALIGNMENT COURING, DIAL INDICATOR Hues FIGURE 3-4 OPFSET MISALIGNMENTWIRING ~BRAKE JUNCTION BOX {AS VIEWED LOOKING INTO BOX) BRAKE WODELS 5032, 6032 wnoanD #3 #5. oar con &#—— ———= #6 con cureoaRo twsoano acner wagner ouraoano #1 =p==== #7 ovro0K0 con [po TAB) el] [ele] fe T T a] INPUT FROM STANDARD BAYLOR BRAKE CONTROLS INCLUDING PAM-10 CONTROL NOOR BS ere #5 moan cone a eco cureosno | vnoano magnet wacuet cursoaR> #2 #8 ovreonko con occur a re [8] [lia T T r t Input FHOW PARCEL BRAKE CONTROL BRAKE MODELS 7040, 7298 INBOARD #3 ——— ater soarn | col ## ———] Sefer eee ourv0An 1 ff ‘weona MAGNET 4 {| MAGNET OUTBOARD «#2 Brake Ass'y ‘B/M_ 8386 F BALL of Materials 6563, c Outline Drv'g. 10712 > Brake Water Cooling System 032 7918-8 3B Brake Ans'y 669-8 K Outline Deve. 27023, = Magnet Cross-Section 0711-5 z Brake Hater Cooling Systen 7040 39946 5 Brake Ass" B/M 39946 > Bill of Materials 37839 D Outline Drvg. 43361 z Brake Hater Cooling Syston 7138 7366-1 a Brake Ass'y 8095-5 > Out line Deve. 23905-3 - Magnet. Cross-Section 10710 8 Brake Kater Cooling Systen ners 46764 : Nameplate, Brake, PA 46765 - Interconnection ~ Brake Water Flov Alare Systen - Asseatly, Brake Junction Box a Sunetion’ Box Modified 3. T, Retliner ORIGINAL DATA: Test Notebook No. 61-318 ATTACHMENT: The Baylor Coupany 1982-83 Product Catalog No. 10976 Drug. No. 4676 EXAMINATION AND REPORT REPORT REVIEWED BY: avery Electrical Section Watager Electrical SectionLief Ze Gup2a menyay siege oma tu o3sn guy suaur aiiS" ost Seas aioe bead Sundesaanee One MG GadNarneD be BOIAVE UO SHEER 'OMd HN6 (E inzer> wavty 04 sua 3805 MOE ony +1 Pa A 4 EE EZSE| y © v0 © 7 owa-aave “S} BEAD i Mi, [psn aad Srocavai-1n 3-22APPROVED PRODUCT — REVISION REPORT Re (OR ADDRESS/CONTACT CHANGE REPORT 9 é. SE Maz lag ssonon APPROVALS. DIVISION BAYLOR COMPANY 500 INDUSTRIAL ROAD SUGAR LAND, TEXAS 77478 “EDDY CURRENT BRARES 5032 RETR Rem Oe Be PE IRATE Ces rw | onTAOFTAG AD CHANGE SeaTHER, DRAZN nO FACTORY MoTAL PinoveD LILUARE MODEL FOBCLS TIDY S HD, 08566 Re 6086 Rev. T ADD SEALING FITTING TO COTL LEAD CONDUIT CONNECTING JUNCTION BOX @ TWO PLACES. FACTORY MUTUAL. APPEROVED SEALING FITTING, KILLARE EY SERIES, PACKING FIBER & SEALING COMPOUND, ITEMS 57, 59, &'66 B.O.M, OUTLINE & MOUNTING 46101 Rev. F 46101 Rev. G MAGNET CENTER SECTION, SEAL, PLATE, WELDMENT & MACHINING, 5032 BRAKE 53862 Rev. - 53842 Rev. A CHANGES MADE TO COMPLY WITH FACTORY MUTUAL REQUIREMENTS FOR EXPLOSION PROOF RATING UNDER CLASS I, DIVISION I, GROUPS C & D INDOOR AND OUTDOOR HAZARDOUS LOCATIONS. ibd, A ee Whew oe SSSR Ores Sic. cn ihe, P| Sian oho‘APPROVED PRODUCT — REVISION REPORT re = ee ce ‘tease iype boon yur Comary Mame Acres. iy, Sta BZ Coe Nese ee eee aia na 7 BAYLOR COMPANY ‘ 4/17/91 peri Sma pera oa aaa prea as x ‘Pas Ghanse™ eves xen BE Soma SHEET REOUREDY res ino [SO rReRS rE Shen Sn States eoason ouniaton vex pxPcao Dyes Bro | J.T.OFTAG.AE CHANGE BREATHER, DRATN TO FACTORY MUTUAL APPROVED KILLARE MODEL EDB-1, TTEM 16 B.0.M. ADD FACTORY MUTUAL APPROVED SEALING FITTINGS IN COLL LEAD & JUNCTION Box CONDUIT @ TWO PLACES, RILLARK EY SERIES FITTINGS, SEALING COMPOUND, & PACKING FIBER, ITEMS 47, 49, & 66 B.0.M. 53421 Rev. A 53421 Rev. B NEW OUTLINE & MOUNTING DRANING SUBMITTED FOR APPROVAL, REPLACES 47679 OUTLINE & MOUNTING OF 3630 BRAKE 47679 Rev. B 53583 Rev. A NEW JUNCTION BOX ASSEGLY DRAWING SUBMITTED FOR APPROVAL, 3630 BRAKE —_—— 46767~2 Rev. A ‘CHANGES MADE 10 COMPLY WITH FACTORY MUTUAL REQUIREMENTS FOR EXPLOSION PROOF RATINGS UNDER CLASS I, DIVISION I, GROUPS © & D INDOOR AND OUTDOOR HAZARDOUS LOCATIONS.APPROVED PRODUCT — REVISION REPORT ‘OR ADORESS/CONTACT CHANGE REPORT A (a eo Ries oars TORWaRG Te ‘APPROVALS DIVISION cen sewn MBe_ANDREW LOZINSE . BAYLOR COMPANY 7 4/17/91 500 INDUSTRIAL ROAD ‘STEPHEN LONG SUGAR LAND, TEXAS 77478 ‘SENIOR PROJECT ENGINEER 853 $$$ EDDY CURRENT BRAKES 6032 WITH 47854 MAGNET AND STANDARD SHAFT INE SEPARATE SHEET REQUIRED: Dyes Oro otek Sa Sanne window coanctor' vee Spar BELO Dyer no J.TAOF7A4. AE ‘CHANGE BREATHER, DRAIN TO FACTORY MUTUAL APPROVED KILLARK MODEL XDB-1, ITEM 41 B.0.M ‘ADD FACTORY MUTUAL APPROVED SEALING FITTINGS, SEALING COMPOUND & PACKING FIBER TO COIL LEAD & ‘JUNCTION BOK CONDUIT @ TWO PLACES, KILLARK EY SERIES FITTINGS, ITEMS 63, 68, & 70 B.0.M. 31590 Rev. P OUTLINE & MouNTING 46102 Rev. E MAGNET CENTER SECTION, SEAL PLATE, 31590 Rev. Q 46102 Rev. F WELDMENT & MACHINING 59833 Rev. A 53833 Rev. B ee CHANGES MADE TO COMPLY WITH FACTORY MUTUAL REQUIRESENTS FOR EXPLOSION PROOF RATINGS UNDER CLASS I, DIVISION I, GROUPS C & D INDOOR AND OUTDOOR HAZARDOUS LOCATIONS.APPROVED PRODUCT — REVISION REPORT ‘OR ADDRESS/CONTACT CHANGE REPORT Lt Cal /2 sae Saree Tonaana te tvrencasnowg counters Frctory uta Stetson, EeiBeauntonanee roe ep ere cee att Settee Sven began ve Me AAS oon simon eneuny ays. 500 EUSTRDAL ROD SEBEL Sina La, TES 7778 Sa pa pc _ EDDY CURRENT BRAKES oso WITH "BY CASTINGS ‘Ragonanesif Wes barca Use Somes CASTE REQUREDE Dives Eine Pornenein Ant ‘ods on cout nsx coma vax CHSCAN BO Dives ino | J.T.OF7AG.AE CHANGE BREATHER, DRATN TO FACTORY MUTUAL APPROVED KILLARE MODEL KDB-1, ITEM 23 B.0.M, ADD FACTORY MUTUAL APPROVED SEALING FITTINGS, SEALING COMPOUND, & PACKING FIBER, KILLARK BY SERIES @ TWO PLACES IN COTL LEAD & JUNCTION BOX CONDUIT, ITEMS 61, 62, & 64 B.O.M. 39946 Rey 37839 Rev. J 37839 Rev. K 39946 Rev. Q OUTLINE & MOUNTING MAGNET CENTER SECTION, SEAL PLATE, WELDMENT, AND MACHTNINNG, 7040 BRAKE 53843 Rev. A 53843 Rev. B OWSCHANGES MADE TO COMPLY WITH FACTORY MUTUAL REQUIREMENTS FOR EXPLOSION PROOF RATINGS UNDER CLASS I, DIVISION I, GROUPS C & D INDOOR AND OUTDOOR HAZARDOUS LOCATIONS.APPROVED PRODUCT — REVISION REPORT ‘lease yo bw your Conary Name. Acres. Cty. Sta & 29 Coe. Ranta anes non APPROVALS. DIVISION BAYLOR COMPANY ‘500 INDUSTRIAL ROAD SUGAR LAND, TEXAS 77478 EDDY CURRENT BRAKES peewee DEY LHS aon " ‘STEPHEN LONG P"Sexror evosecr memes 7838, STANDARD SHAFT Cre Bo SERRE ‘NoMBes Gn conSner ScnsoN cuanGET Ie Yes EXECAN BELOW Dives Sino | J.T.0F7A4.AE ‘CHANGE BREATHER, DRAIN TO FACTORY MUTUAL APPROVED KILLARK MODEL KDB-1, ITEM 35 B.0.M. ‘ADD FACTORY MUTUAL APPROVED SEALING FITTINGS ‘TO COLL LEAD & JUNCTION BOX CONDUIT @ TWO PLACES, KILLARK EY SERIES SEALING FITTINGS, SEALING COMPOUND, & PACKING FIBER, ITEXS 57, 60, & 67 BOM. 31591 Rev. P 31591 Rev. Q OUTLINE & MOUNTING 31604 Rev. G 31604 Rev. H ASSY, BRAKE JUNCTION BOX, CHANGE EREATHER, DRAIN, AS ABOVE, ITEM 6 B.0.M. 46767 Rev. C 46767 Rev. D SNTER SECTION, SEAL PLATE, WELDNENT 7838 BRAKE 53832 Rev. ~ 53832 Rev. A CHANGES MADE TO COMPLY WITH FACTORY MUTUAL REQUIREMENTS FOR EXPLOSION PROOF RATINGS UNDER CLASS T, DIVISIOK I, GROUPS C & D INDOOR AND OUTDOOR HAZAKDUUS LOCATIONS.SECTION 4 TABORY OF OPERATION GENERAL, When the iron 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 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 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. The strength of the stationary magnetic field is controlled by the BAYLOR Brake Control System. The operator can vary the electrical power supplied to 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 (see Pigure 3-2). The movement of the rotor through this water as it turns provides uniform cooling of the rotor surface. I£ 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.BRAKE OPERATION ON RIG When a brake is installed on a rig its response may vary depending upon the following items: . Brake torque capacities may vary +58 between individual units. «When the brake becomes overheated it will lose some of its torque capacity. Normal reaction time for the brake to reach maximun braking torque is approximately 1 second. This may change depending upon the controller used. + Normal reaction tine for the brake to decay to zero braking torque is approximately 1.0 to 2.0 seconds, depending upon the controller used. . As the brake ages, the gap between the rotor and the magnet may increase due to rust or erosion where consequently the torque capacity of the brake will decrease. With all these factors in mind, the operator must learn and get a feel for the brake response time of a particular brake during the early ‘stages of tripping when the loads are lighter. When the load exceeds the brake capacity note that the brake vill not be able to control or decelerate the load. Proper operation of the brake is to apply the Eddy current Brake before releasing the main drum brake, when tripping into hole. When the brake is being used close to its maximum torque capacity apply the Eddy Current Brake before releasing the main drawworks felction brake121 Drill Assist Operation If the brake is used for “drill assist" vhere the speed of rotation is very limited, it is recomended that no more than about half of full voltage be applied to the coils continuously. Reasoning for this recommendation is explained in the next two paragraphs: When power is applied to the brake, heat is generated in the magnet coils. When the shaft is rotating at moderate speed, the rotor picks up water and drops it on the top side of the magnets, which helps remove the heat from the coils. However, when the speed is re~ duced, this cooling method is no longer effective. The brake magnet coils are sensitive to heat in the same way as transformer or motor windings--the hotter they're operated, the shorter their life. Operation of the brake coils at half of rated voltage causes only a slight loss of torque at slow speeds. However, the reduction of heat dissipation is signifi- cant; only 258 as much coil heat is generated. Con tinuous operation at full voltage can significantly shorten the life of the magnets. ‘The PWM-CL brake controllers manufacured by the Baylor Company automatically protect the brake coils from the excessive heating of full voltage continuous operation. ‘The controllers which indlude this feature reduce the the voltage to approximately 50% of full voltage whenever the driller's control has demanded greater than 508 of full voltage for more than approximately ten minutes.SECTION 5 ACCESSORIES AND OPTIONS GENERAL, In striving to satisfy the needs of all customers, the Baylor Company offers the following accessories and options: Controller Bach eddy current brake requires a brake controller which supplies current to the electromagnet coils. The brake controller is a variable voltage power supply which controls the amount of excitation delivered to the brake as a function of the position of a drillers’ control lever. A complete brake controller system consists of an isolated power transformer, a power control unit and @ drillers‘. control. Special Brake shafts Certain applications may require an optional special shaft on the brake, Double-ended shafts and special coupling features have been produced in the past. One of these may fit your needs; if not, a new “special” can be tailored to your specifications. Brake Cooling Packages Bach eddy current brake needs a cooling system to remove the heat from the brake while the brake is being used. Baylor Company makes water-to-water and water-to-air cooling packages. Water-to-air cooling packages are especially needed for offshore use, where clean water is scarce. Gooling Water Alarm A cooling water alarm system is available to monitor flow and temperature of the coolant to the brake. This systen warns the operator whenever cooling to the brake has been impaired. It can prevent the need for expensive repairs. 5-15.1.5 Safety Monitoring Device A safety monitor system which signals the potentially dangerous loss of control of brake excitation become 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, contact the Baylor Company Sales Department at (713) 240-6211.SECTION 6 MAINTENANCE AND SERVICE GENERAL SERVICE An Inspection and Maintenance Schedule is provided at the end of this section. 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 pip. There is 2 grease fitting for each of the two bearings, and each bearing must be independently lubricated. (See Figure 6-1). The recommended grease is a NIGI No. 2, water resistant (Lithium base) grease. A good grade of lithium or sodium base ball and roller bearing grease may be used. Hand Grease Gun = 43 strokes required to produce 2 ounces Air Operated Grease Gun ~ 21 strokes required to produce 2 ounces ‘The bearings and seals will not be harmed by excess grease. it will simply enter the cooling water stream by lifting the inner seal momentarily. 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 desired amount of grease is actually reaching the bearing.Breather Figure 6-1 shows breather on the upper and lower exterior face of each magnet assembly. These breathers should be inspected periodically to insure that thoy are clean and have free access to air to minimize condensation and to prevent any accumulation of moisture in the coil cavities. They should be removed and cleaned with kerosene at least once a month. ‘The accumulation of moisture in the coil cavities caused by plugged breathers will result in early deterioration of the coils. These breathers should always be pointed down. BREATHER /VENT (Typical Both Sides) GREASE FITTING (Typical Both Sides) INBOARD SIDE FIGURE 6-1Air Gap If there is corrosion in the air gap between the rotor assembly and the pole faces of the magnet assemblies ue to the use of poor quality cooling water, this gap distance may gradually increase to a point where peak torgue will be reduced. In making eny field check of this gap distance, it is necessary to allow for any pitting and for any scale build-up to determine the effective cap 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 the readings. The radial clearance between the rotor and pole faces for @ newly assembled Baylor eddy current brake is listed in the summary of specifications in Section 2, AIR GAP INSPECTION PORT! (Typical Both Sides) INBOARD SIDE FIGURE 6-2 6-3overflow outlet Located on both sides of the brake, just below the centerline of the shaft and to one side is a 90° elbow for water overflow. This elbow should always be pointing down and be clear of any obstructions. Should the cooling water level rise to the point that water could penetrate 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 this overflow. This overflow should be checked daily. OVERFLOW (Typical Both sia INBOARD SIDE FIGURE 6-3Water Outlet Drain Located unéerneath the brake are one or two 4-inch water outlet drains, The preferred method of installaticn 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 flox freely back to the supply reservoir. DRAINS. INBOARD SIDE FIGURE 6-4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 initial 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 a fluid which will inhibit rust 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 an air gun nozzle into each of the three inspection holes which are equally spaced in each of the end rings at the rotor diameter. see Pigure 6-2. DO NOT SPRAY PETROLEUM BASE PRODUCTS INTO COIL CAVITY DRAINS. This will result in damage to the coils by breakdown and deterioration of the insulation. Plug all ports and continue to spray until the rotor is well coated with oil, Rotate the shaft once each month to distribute the bearing grease and rotor oil coating, Spray more rust inhibitor into the brake if necessary, Additionally, all exposed surfaces of the shaft should be coated with Rust-ban 373 or an equivalent rust preventative.Removing ¢ Brake from 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 thorough 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 car result in serious damage. 1) Remove all plugs and drain oil 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 yoars. 5) Check and tighten all the bolts. 6) Grease the bearings and seals. 7) Remove, clean and replace the magnet breathers. If the breke has been in storage for approximately one year or more, megger the windings and check coil fend-to-ené resistance before energizing the coils.22e1 MAINTENANCE AND REPAIRS Water system Problems If the cooling water supply fails while the BAYLOR Brake is being used, the heat gernerated in the rotor may build very quickly. The rotor will expand if the heat is not carried away, Initially 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 few minutes the rotor may suffer severe distortion and require replacement. ‘The presence of any cooling water at all and the temperature of that water will affect the length of time before which irreversible damage occurs. It can be simply said that @ sufficient flow of cool water will yield 2 long operating life whereas no water will result in a short one. If overheating of the rotor occurs, let the rotor air cool to 200° to 250°F. ‘The driller should then run the draworks so that it turns the brake 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 severly overheated, permanent warping of the flange is a distinct probablity, even if the above steps are taken to cool it. On many rigs, the cooling water systems of the BAYLOR Brake and the mechanical friction brake are paralleled froma conmon source of adequate capacity for the two systems. Any failure of the cooling water supply then becomes noticeable promptly. Nore: 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,Bearing Removal and 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 Grill 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 cross section of the brake included in Section 8 of this manual for a better understanding. To remove @ bearing, proceed as follows: 1, Remove the bearing cap: Loosen and remove the 5/8-11 NC 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 5/8-1: NC cap screws which fasten the center plate fo the inner flange of the magnet assembly. Insert four $/8-11 NC cap screws into the threaded holes provided in the outer rim of the center plate. Screw-in the cap screws evenly to remove the center plate. NOTE Care should be taken to exert even pressures on the four cap screws. This will move the plate out evenly and avoid Ganage. ‘The bearing is now clear and may be removed by conventional procedures. 6-9(IF APPLICABLE) Item Now n a2 PIGURE 6-5 BEARING ASSEMBLY Deseription 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 Spherical Roller Searing Bearing Lock Nut and Lockwasher Grease Seal Machined Areas Requiring Sealant when Assembling Sleeve, Seal 6-10Bearing Removal & 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. If the bearirg is to be discarded, it may be removed by other mettods if proper care is taken to insure that the shaft is not damaged. ‘The outer race may be cut off and tke rollers removed. The inner race may then be heated and driven off. Any time a bearing is replaced, it is recommended that the related seal be replaced end that the surface under the seal be inspected. If this surface is grooved or rough, new seal races should be installed. To reassemble, proceed as follows: 1, Place the inner retainer, with the new seal in position, on the shaft. 2, Install the new bearing on the shaft, using accepted bearing installation practices, preferably by hezting the bearing in oil to approximately 20°F, 3, Install the snap-ring or bearing lockwasher and Locknut. NOTE The tightness of the locknut should be checked after the bearing has cooled. Prior to replacing the center plate, hand pack the bearing and seal with grease. Screw a guide pin into one of the 5/8"-11 NC 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6.2.2 Searing Removal and Replacement (Continued) center plai and between the center plate and the Inner flange of the magnet assembly. Apply a coating of Permatex No. 2 (or equivalent non-hardening sealer) to these surfaces. No gasket is used here since the cavity is not pressurized and a sealer serves satisfactorily. . Install the center plate and pull it firmly into position by tightening the 5/8*-11 NC capscrews 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" (Item 6, Figure 6-5) may be used with a hoist to support it. 7. Install the bearing cap and position the 5/8 capscrews which hold the bearing cap in place. Remove the temporary guide pin which was used for alignment and tighten the last capscrew in place. wore, Care should be taken to insure that the pilot diameters of the inner seal re- tainer 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. @, Add sufficient grease to the bearing assembly with 2 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 the 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.ELECTRICA2 PROBLEMS AND TROUBLESHOOTING All electrical problens must be in one or more of these components. 1, Interconnect cables and wiring 2. Brake (coils, leadwires or terminations) 3. Control System (Refer to Control System Manual) Experience has shown that about 90 percent of all problems can be traced to interconnect cables and wiring, therefore it is suggested that these be checked first. With power removed, use a megger to check for grounds. Wiring and interconnect cables should be a minimum of 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 only, Outboard magnet leads are 1, 2, 3 and 4. Inboard magnet leads are 5, 6, 7 and 8 If there is a need to convert an inboard magnet to outboard or vice-anv ‘sa the following table should be used. Leads 1= 8, 3=6 2-7 455 ‘Therefor: the inboard and cutobard magnets are mechanically and electrically interchangeable. Refer to Figure 3-5. Most problems can be solved with the preceeding information. Additional checks which may be useful are included in the voltage and resistance checklist in the Baylor Brake Control system Manual.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 list in the following pages. o-14‘TROUBLESHOOTING CHART SYMPTOM ROTOR IS DRAGGING ON THE MAGNET OR THE BEARINGS ARE NOISY TROUBLESHOOTING HINT 1, The brake shaft may be misaligned with the draworks or automatic feed shaft. If this is the case, align the shafts correctly. Check for damage to the bearings before tripping. 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 THE An incorrect water level may OVERFLOW PIPING have been maintained inside the brake housing causing an overflow. This may result in seal and bearing failure. 1, If the input water flowrate is excessive, then limit the flowrate as shown in the brake specifications. (Section 2) If the water outlet is restricted, check for any restrictions. NOTE: Do not reduce the 4 inch water outlet(s). IE the outlet water back pressure is excessive, then the water tank is not sufficiently below the brake 6-15TROUBLESHOOTING CHART (Cont.) SYMPTOM GRADUAL LOSS OF TORQUE CAPACITY DUE TO INCREASE OF MAGNET/ROTOR GAP TROUBLESHOOTING HINT water outlet level or @ long return Line does not have a sufficient increase in pipe Giameter to allow the flow to pass. Nore: Allowing the water to Grain into a funnel not mechanically connected to the brake prevents back pressure problems. ‘The surface of the magnets and rotor may have a large layer of rust and scale due to a cooling water system with a high salinity content or high pH factor, This build-up will eventually decrease the brake torque capacity. 1, IE 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. 2. If the brake cooling water is shared with other remote machines, fresh water should be added to prevent acquiring too much acid content. Also add corrosion resistant chemicals as recommended by a water treatment specialist.‘TROUBLESHOOTING CHART (Cont. ) SYMPTOM LOSS OF TORQUE CAPACITY DUE TO OVERHEATING THE BRAKE TROUBLESHOOTING HINT 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. 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 flowrate is below the recommended level, then raise the input GPM to the specified level. Tf the amount of cooling water is not sufficient to maintain the system at or below 165°F maximum brakeTROUBLESHOOTING CHART (Cont, 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 TROUBLESHOOTING HINT discharge temperature, then 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. IE no water is applied to a brake that is full-on, damage to the coils or rotor will add water to the tank. If this happens, the rotor will be overheated in a matter of minutes. I£ cold water is turned on an overheated rotor the rotor will distort and may lock up on the magnets. To cool let the rotor air cool to 200 to 250°F b) then turn the water on while turning the rotor slowly. This procedure may salvage the rotor. ‘an overheated rotor: a) If the coils are connected refer to TS 142, Section 3 of this manual. Check incorrectly, for coil polarity and connections. Tf an over-voltage is applied to a coil, see electrical troubleshooting in brake controller manual.‘TROUBLESHOOTING CHART (Cont. ) SYMPTOM TROUBLESHOOTING HINT 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 ané clean them periodically. NOTE: Undue flow from the drain plugs and/or breather plugs would indicate the magnet is not properly sealed.6.5 INSPECTION AND MAINTENANCE SCHEDULE 6.5.1 Daily Inspection Le 3. Cooling Water Flow Rate Inspection Observe brake water overflow vent while lowering @rill string into hole. If constant flow is observed coming from vent, slowly begin to reduce flow rate until constant flow is no longer observed coming out of vent. If cutting back on the 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. Check brake cooling system flow. Flow should be gravity drain from brake with no outlet restriction. Maximum outlet temperature should not exceed 165 degrees Fahrenheit. (Check this when brake is working at or near full capacity.) Lubrication 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), Hach brake has two Grease fittings, one on inboard bearing cap and fone 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 28 required and return to service. 6-20Weekly Inspection 1, DE Voltage Check Check Dc voltage to brake under full load condition (electrical full load, Driller's Control in FULL ON position). FULL ON is 240 volts DC +10 voc at the brake. Monthly Inspection 1. Deain/Breather inspection Remove brake magnet coil cavity drain (4 total, 2 fon each side of brake) and brake junction box Grain from fitting. Clean with kerosene, This Grain/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. 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. nore: Disengage brake shaft from drum shaft by using disconnect clutch before making any air gap measurements. 6-216.5.3 Monthly Inspection (Continued) Air gap measurements should be taken as far in on magnet as fooler 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 mst be added to air gap measurement. Remember, multiple readings are required and their average is used in establishing the condition and preformance of the Brake. Disconnect Clutch Inspection Wihile the brake shaft is coupled to the drum shaft and while the brake is being slowly rotated (preferable under loaded condition) 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 Le 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 the brake junction box. 6-226.5.4 Quarterly Inspection (Cont.) Note Remove only one set of leads at a time, for example, Fl 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 he as listed under coil resistance in summary of specifications. (Section 2) ‘The coils should read 5 megohms or higher to grourd when checked with a 500 Volt DC megger electrical insulation tester.nome nome mon noznwomon KoPmm BAYLOR EDDY CURRENT BRAKE MAINTENANCE SCHEDULE (ROPER TO MANUAL FOR DETAILED INFORMATION) DAILY SCHEDULE INSPECT COOLING SYSTEM. LUBRICATE BEARINGS. INSPECT ELECTRICAL WIRING, WEEKLY SCHEDULE DC VOLTAGE CHECK, MONTHLY INSPECTION DRAIN/SREATHER INSPECTION, AIR GAP INSPECTION. DISCONNECT CLUTCH INSPECTION. QUARTERLY INSPECTION le VOLTAGE AND RESISTANCE CHECK.SECTION 7 PARTS AND SUPPLIES GENERAL ‘The recommended spare parts and supplies for the BAYLOR Brake are provided in the following table. Recommended spare parts BAYLOR Eddy Current Brake Quantity Pare N Description 1 (See Bills of Bearing, Inboard Material in 1 Section ® for Seal, Inboard part numbers) 1 . Sleeve Seal 1 . Sleeve, Outboard 1 . Seal, Outboaré 1 . Bearing, OutboardDRAWING NUMBER p-8386 B/M 8386 46101 B 10712 SECTION € DRAWINGS-5032 BRAKE DESCRIPTION Assembly, Model $032 Eddy Current Brake with standart shaft Bill of Material, 5032 Eddy Current Brake Assembly Outline and Mounting, 5032 Eddy current Brake Schematic, Brake Water Cooling systemFes son sows eesaesee iva Iva MOLWNDISIG O95 45 ALILNYNO 0 95 Hn uiova AN@NaSSv “ON Ada worsaraosaa———(waeMaN ZG uaoswo arioasas “aounadsd uo Laessa aa Qratk Wad Au aay" O eee Ass xan teser/y 1098 2807 2 Naty OP ako ea aa suas ous 205 suv“ ERO Thy TG Ofte BE BSSevere enrtre Serseree te rp avo" ster ata, “noun "143 42°0H 03. iva auva 19 Ga 135 AlrunwnO 3} 95 fn iowa avewasew “on Ai nonanosse ‘ann uaa pai Ass axa We/e1/9 008 tava ao uve 1 IE Ea | us ais zor ayea “Assy E'naH'T +aa0040 PERE” “Wa raseyy tireceneeeoet {tf ttteen Sem re Woe son sows Gwiwaiw Jo 7118) _] Taithee |SECTION 8 DRAWINGS~6032 BRAKE 8.2 DRAWING NUMBER DESCRIPTION 31590 Assembly, Model 6032 Eddy Current Brake with Standard Shaft B/m 31590 Bill of Material, 6032 Eddy Current Brake Assembly D 46102 Outline and Mounting, 6032 sady Current Brake 8 10711 Schematic, Brake Water Cooling systemseveecee feseesee ua #009. 8/0. 7aK9 Jeg ee RPL PRE wr con sv "iy TCT a8 T6/e0/¥ 1009 124 40 aycereeses testi oa ae Sy le wai8 _————Vv Z]— = M03 wouAWa IHL NoTEaWS ountowsm SitoMNG 48 G3OHDRNODIY-I6d OF-OFSECTION 8 DRAWINGS-7040 BRAKE 8.3 DRAWING NUMBER DESCRIPTION D 39946 Assembly, Wodel 7040 eddy Current Brake with Standard shaft B/m 39906 Bill of Material, 7040 Eédy Current Brake Assembly D 37839 Outline & Mounting, 7040 Bday Current Brake B 43360 Schematic, Brake Water Cooling system| VU TNberee ree teeter ‘Sivo doiwnorsaa O38 Riot cow 16-079 ABTS nao as ERO > Wap PIYY Yy oS./n on0c avea “aSSv "8 THAN'T saaqoa0Seree/ee ter any mk 3 at ooo ee oe cor “Onn Sesenres ter 88 mm 3 “Siva iva WOLWNOTSIa O95 49S AATANYND 30 3S Wn wiOVS ATGNSSSY “ON AB a rreasaa—=~=S‘USGHNN Luv Petes se ean Hrcr7y ‘02a, 40 ay > aewaray spurt ‘oro4. 1309 A GP nko 008 ourasvo .9,/4 ove auvaa “assy O\IARH'T :300040 ohee UZ RO Woy maa] Sumccgriresviann —¥"sdnouo goa S5¥19 saat son ames Porro vac at oe 8fal mrmeererieh eel laa ae ata 2909@ DUNNE Ee ESE @ elu 250 Fo Sanco nin anys Lak *9 nal tet ann suanne om tease seeping rm et aime aauiears @ | WH van ta ec ay aor sem 1 21 Mise Y ce vata ans 29/3 | some ys ee oie oY UR eo WIT OTA E = |e Vv aaa a z ee TSECTION 8 DRAWINGS-7838 BRAKE 8.4 DRAWING NUMBER DESCRIPTION D 31591 Assembly, Model 7838 Eddy Current Brake with Standard Shaft By 31591 Bill of Material, 7838 Brake Assembly D 31604 Outline and Mounting, 7838 Edey Current Brake B 10710 Schematic, Brake Water Cooling syatenserasree 90700700 ° Se/es/es 0700/00, ° et/eeres 00/00/00 ° Jo-97 9 Med Baer son sav PIPMOTTTT asvaiay — “My ear ye iow 388 BBSefeeres 90/00/00 Eeveeres 0/00/00 mm 00°28 STEP kod RES ea ene ame tae SST owe RE GERD “© ii, MIDI sume te how 3S BB e102 sow novepe ELAS eee cece in = eA #.. y v hath ee mall ogee er sie 2 r =) WAT OE i v Mm 44001 mame a cunizeswen SWORMD 38 CIONIMMODB-IEd OF-OF8.5 Brake Capacity Characteristic Curves: a-15824 Braking Capacity Curve, 36" Drum A-15825 Braking Capacity Curve, 34" Drum an15826 Braking Capacity Curve, 32" Drum an15827 Braking Capacity Curve, 30° Drum An1582€ Braking Capacity Curve, 28" Drum An1582¢ Braking Capacity Curve, 27" Drum a-1503¢ Braking Capacity Curve, 25" Drum A-15831 Braking Capacity Curve, 24" Drum A-15832 Braking Capacity Curve, 22" Drum A~15833 Braking Capacity Curve, 20" Drum AW15834 Braking Capacity Curve, 18" Drum ‘The Polloving pages show typical Braking Capacity Curves for various Brake drun sizes when the brake is cold. Braking Cepacity of a Brake may vary depending on the factors listed below. 1. The variation in materials and manufacturing tolerances could vary capacity by + 58. 2, Whon the Brake gets warm the resistance of the coils would go up and there by the torque would decrease. 3, When the brake gets old the gap might increase due to rust or plain erosion which would result in decreased capacity.-l as = | | Assume Brae 13 Iw | [BARE DRUM DIAMETER 30” MSS 8+] Goon cowpirion MOTE? CALCULATIONS BASED a3 tit apeauare” ON 2%2 Waar OF WIRE aa coon UNE oveR LeauS iz — Snoovns k 8 y 2 il 8 alg mines > 730 8. eeees 83 798+ Stl g ¥ Set [ {Rel y Rg 7 1% WIRE LINE Re st S | MODEL 7040 SAT ETS, 'Ye WIRE LINE x_let[ ss 7 88. Fh = | : Hee ne REP Tee 18" wane ume MODEL wore Stat Yd wire Lime st [8 Spt g aby ttt ae ; et BRAKING CAPACITY sl§]s CURVE, BAYLOR ELMAGCO sl§} BRAKE, MODEL 7838 £40326 7080 x ts 3° 1000 ‘2000 3000 uw? FAST LINE SPEED- FPM stn a 20 3a a BLOCK SPEED-FPM arase AISEZA REV. E‘BARE DRUM DIAMETER 342 WWOTES CAL CULATIONS | BASED. (ON. 760 WRAB OF Wink 7 == : 8 4 St pa Ve wRE LINE ee ¥ == MaDe 7838 E as ewe LIne — Ser TS SH Iste g N Ye" WIRE LINE 3 SB ig } S34 = MODEL 7040 8s /* 3+ 1/6" WIRE LINE SAT: De x fee LS _ SSP KY Wwe Line ST Tot & = MODEL @032 8 8 198 mee une S78 3 BRAKING CAPACITY CURVE, BAVLOR ELMAGCO BRAKE, MODEL 603247838 $ 2046 r? . DEH Bsss of “00 "2600 ‘3000 BRR FAST LINE SPEED - FPM = MESA AT tt abo tag % ae 750 Tt 6e 3o0 eee peels 00st 200 m =| BLOCK SPEED-EPM AISERS[wore neaced arene BASED | “OW. 240 WRAP OF WIRE ae Ss 3 —— = 8 sy pifa" WIRE LINE ~ is = MODEL 7% i 1%" WIRE LINE g a ae 7 i & LLeg wie: (NE £ ao sy 4imec Ni MODEL (032 LYE wee Line BRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE, MODEL 052 4 7828 ¢ 704¢ AI5B26 REV. E>BARE DRUM DIAMETER 307 CALCULATIONS : BASED Waar Oe Wil MODEL. 7838 mg T 990 || aaa > x i SEEMS kab a Sh lste a SN MODEL 7040 Sel &y TRE LINE. Shit’ : : ie S ciet = Wiwre ine Xe be Fa MODEL O92 g8 g 1 swe ine | 30 140. " | 200|'. 400 ¥.00 200 x BRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE, MODEL 6032 $7838 ¢ 704¢ (00 1000- "2000 000 100 200 0 BtocKk SEED ~ EPM A527 REV CE 3BARE _DRUM-DIAMETER 287 4 SULA IONS (0 WRAP OF WIRE CEBUS. bal zea MODEL 0032; | [Brace capacrry _ | curve, BAvLaR ELMaaco ‘BRAKE, MODEL (2032 ¢ 7040 AIS828 RENE“Passome zeaxe 131m | | Bare DRUM DIAMETER 277 00D conpirion MOTE: CALCULATIONS BASED. WITH ADERUATE "OM 28 WRAP OF WIRE coat iner UNE. OVER LEBUS 7 GROOUING ‘990; 1000 _H/00 Hl | i ats : _skeTs > ~ De oe TOR NSE ee IE WikE LINE ssp © ! Se iQ pst pS =r Sat F Se Se SSE fa [Stef we = S8ERT= Wwe Line Se xs = Morel 6032 net See als Wine Tin ce 88 = a BRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE, MODEL 6032 ¢ 7040 v 2000 3000 AMEAST LIME SPEED - EDM, oe tort BLOCK: ‘SPEED -FPM = AISB29 PEK E xBRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE, MODEL 6032 £5032} atone 0 ‘BPEED= 2EPM. AIS830 REKB Fi‘ASSUME BRAKE 13 IN GQ0D- coMDITION WITH ADEAUATE coating ‘BARE DRUM DIAMETER 24" NOTE: CALCULATIONS BASED ON. 20 WRAP OF WIRE LUNE OVER LEBUS GROOVING aa) 41004) tes Eg 41000} + = Coad 00.70 Hat al is 7 $00 ex - TT ade PAST LINE feel a te wire LINE MODEL G03 Yj! WIRE LINE (BRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE; MODEL 0032 5032| FAST LIME SPEED- FPM- Tr 200 PEED: +E PM =o ASB REVS‘BARE DRUM DIAMETER 22" MOTE! CAL CULATIONS, BASED, 20 WRAP OF WIRE oe tnd wer Leas - GROOVING: ase Bees riba) ges Cai a. BRAKING CAPACITY CURVE, BAYLOR ELMAGLO BRAKE, MODEL 5032 ARBRE REL B 3(BARE DRUM DIAMETER 2: i = oe ats srs ‘Shh ay - eee 87st g Ste af tae a Qo lFite SG 3 x BS p wr 8 ‘BRAKING CAPACITY CURVE, BAYLOR ELMAGLO ‘BRAKE, MODEL 5032 AISE3S REV. X7ee I Me i ai Woe 200 ‘3000 FAST LINE SPEED- FRM 70 1 + abo 308 bo BLOCK SPEED -F PM. = = ‘A/5834 REV B FI