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User
Manual

EquipmentReferences
EquipmentDescription
: 6032Eddy Current Brake
Part Number: 10003773-201-FDD

National Oilwell VarcoReferences

DocumentNumber: 10003773-201-FDD
Revision: 02
Volume: 01

National Oilwell Varco | 10353 Richmond Ave | Houston, TX 77042 USA | [Link]
TC Number: 10003773-201-FDD Printed REV: 02 Latest REV: 02
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Document Number: 10003773

-201-FDD
Revision: 02
Page: 2

REVISIONHISTORY

02 17/07/2018 For Information L. Liggins L. Pilcik N. Bannick

01 14/05/2018 For Information L. Liggins L. Pilcik N. Bannick
Rev Date (dd/mm/yyyy) Reasonfor Issue Prepared Checked Approved

CHANGEDESCRIPTION

Revision ChangeDescription
01 Initial Release
02 Drawing 56772Revised

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TABLEOF CONTENTS

Vol. Chapter/ Title Remarks

Section

1 1.0 GeneralInformation (ChapterNot Applicable)

1 2.0 Installation,Operation,& Maintenance

1 2.1 Procedures

1 2.2 SpareParts List (SectionNot [Link]

CanBeFoundWithinSection2.1Within
Instruction and ServiceManual)
1 3.0 TechnicalDocuments& Drawings

1 3.1 General/ MechanicalDrawings

1 3.2 System/ ProcessDiagrams

1 3.3 Electrical/ Instrument (SectionNot Applicable)

1 3.4 PerformanceData

1 4.0 VendorDocumentation (ChapterNot Applicable)

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 1.0 GeneralInformation
Remarks:ChapterNot Applicable

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TABLEOF CONTENTS

Vol. Chapter/ Title

Section

1 2.0 Installation,Operation,& Maintenance

1 2.1 Procedures

1 2.2 SpareParts List

Remarks:SectionNot [Link] PartsListCnBe
FoundWithinInstructionand Service ManualWithinSeciton
2.1

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 2.1 Procedures

MechanicalPre-CommissioningProcedure, Eddy Current Brake CP54524 02

Installation, Operation and MaintenanceInstructions Model 165-31590 L

6032Eddy Current Brake

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I. INTENDED USE

To be used by drawworks original equipment manufacturer or installer. This pre-

commissioning procedure is intended for use by qualified field service personnel.
The field service person should be familiar with all rig and industrial safety practices.
Any qualified field service person unfamiliar with this type of brake model is to read
and thoroughly familiarize themselves with the brake manual before attempting to
use this procedure. For any additional information required, please refer to the
manual while using this procedure. All rig and industrial safety practices are to be
followed in addition to the safety warnings in this procedure. At the end of this
procedure is a commissioning form to be completed by the service person
commissioning the brake. A completed copy must be forwarded to National Oilwell
Varco in Sugar Land, Texas to the quality department and to the customer for their
records, each time the brake is commissioned/re-commissioned.

II. PRE-COMMISSIONING

1. Handling:
Handle equipment with care. Use appropriate rated clevises, spreader beams, and
lifting equipment to move the brake. See the Outline and Mounting drawing in the
brake manual to ensure customer moving equipment is adequate for the overall
dimensions and weight of the brake at the given lifting points. The eddy current
brake is to be cradle mounted on the drawworks structure. Follow all safety
procedures of the drawworks manufacturer and the current rig safety procedures,
when installing the brake to the drawworks system.

TOLERANCE EXCEPT AS NOTED

DECIMAL FRACTIONAL
.XXX ± .005 ± 1/16”
.XX ± .010 TIR .010
.X ± .060 ANGULAR
FINISH 125 ± 1/2

DO NOT SCALE DRAWING TITLE:

DWN. 3/03/02 CHK. 3/5/02
02 4/23/15 JB LP MECHANICAL PRE - COMMISSIONING
N. Jones L. Spangle
APPVL 3/5/02 APPVL 3/5/02
PROCEDURE,
EDDY CURRENT BRAKE
FORM NO. 136W-1-D

REV DATE BY APPVL

D. Lee J. Pepas SIZE DWG. NO. REV
NEXT ASSY FSCM NO. SCALE

52142 A CP 54524 HT. 1 OF 12 02

THIS IS A PROPRIETARY DESIGN OF NATIONAL OILWELL VARCO REPRODUCTION OR USE OF THIS DESIGN BY OTHERS IS
PERMISSIBLE ONLY IF EXPRESSLY AUTHORIZED IN WRITING BY NATIONAL OILWELL VARCO.

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BRAKE MODEL WEIGHT (LBS.)

7RD150 6,000
9RD130 7,000
19RD130 10,000
3630 7,100
3550 12,000
5032 9,000
5250 15,000
6032 12,130
8350 29,000
7040 24,000
9650 32,000
7838 28,000
15050 45,600

WARNING!
Extreme care should be taken when moving the brake. At no time should any
personnel be allowed to work underneath a load.

2. Initial Inspection:
Check brake for any broken parts and replace as required. Check all piping for any
visible damage. Check for any visibly cracked welds. If damage is present consult
National Oilwell Varco, in Sugar Land, for possible procedures of fixing or
getting replacement hardware for damaged components.

3. Air Gap: (Usually not required on new or newly overhauled brakes)

Open all inspections holes and measure the air gaps between the rotor I.D and the
magnet O.D. Below is a table of air gaps for new brakes. Record air gap
measurements from all locations on
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both inboard and outboard sides of the brake with 12” Feelers gauges. If the first
set of readings are outside of the specifications below, rotate the brake shaft 90
degrees and re-measure all locations. Record the data in the test form in the back
of this procedure.
BRAKE MODEL AIR GAP
7RD150 0.038-0.043
9RD130 0.038-0.043
19RD130 0.038-0.043
3550 0.040-0.045
3630 0.040-0.045
5032 0.040-0.045
5250 0.040-0.045
6032 0.040-0.050
7040 0.055-0.065
8350 0.038-0.043
7838 0.055-0.065
9650 0.055-0.060
15050 0.063-0.073

All values are in inches. Average air gap value given without paint. Smaller air
gaps are ok when the brake is new. Rotor can be out of round due to storage,
handling etc. All values taken can have a maximum difference of 0.025 of an inch of
each other. Air gap measurement alone is not an indication of a brake
problem. Contact National Oilwell Varco in Sugar Land, TX for further assistance if
the air gap is out of specification.

4. Brake Mounting Bolts:

Check all mounting bolt holes for loose or missing bolts. Replace or tighten as
required. Torque all mounting bolts to the torque specifications listed below. All
other bolts should be left as is. If any bolts other then the mounting bolts are
loose or missing contact National Oilwell Varco in Sugar Land for assistance in
repairing the problem. If the Brake is installed by the drawworks
original equipment manufacturer, follow their instructions for checking
DWG. NO. REV
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Grade 8 Bolt Specifications

Tightening Torque
Size Foot-Lbs.
3 / 4 - 10 380
3 / 4 - 16 420
7/8–9 600
7 / 8 – 14 660
1–8 900
1 – 12 1000
11/8–7 1280
1 1 / 8 – 12 1440
11/4–7 1820
1 1 / 4 – 12 2000
13/8–6 2380
1 3 / 8 – 12 2720
11/2–6 3160
1 1 / 2 – 12 3560

5. Shaft Alignment:
Check shaft alignment for both offset and angular misalignment. Check alignments
in four places around the shaft ninety degrees apart from each reading. The
maximum misalignment allowed for both tests is 0.010 of an inch. See Figures 1
and 2 respectively for illustration. If the Brake is installed by the drawworks original
equipment manufacturer, follow their instructions for checking alignment in the field
prior to operation.

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Figure 1

Figure 2

6. Electrical Cables:
Check all Cables for loose connections. Replace any broken connectors and
tighten all connections. Check for cracks, splits, or cuts in the casings of the cables
that expose the metal inside to the elements. Cables that have these conditions are
to be replaced to ensure full functionality.
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7. Piping:
All piping to and from brake must be clear of any obstructions. If pipe is suspect,
clean or flush them to ensure proper flow through the piping. A reservoir or funnel
type system must be in place to catch the water coming from the brake and return it
to the brake cooling system. Connect all piping to and from the brake.

WARNING!
At no time should the brake water outlet of the brake be completely hard
piped or obstructed. Water must flow freely and be under atmospheric
pressure. Obstructing the outlet(s) may cause major property damage,
serious injury or even death!

8. Water Standards: (Recommended for best performance and longest life)

Water entering the brake must not exceed 100ºF. The water must also meet the
minimum water quality standards below. See the brake manual for further
information on rust inhibitors and antifreeze.

1. No un-dissolved particles such as sand, grit, or silt

2. Ph level between 7.0 and 7.5
3. Maximum dissolved chlorides content of 40 parts per million
4. Maximum dissolved sulfates content of 100 parts million
5. Total dissolved solids content of 340 parts per million
6. A total hardness of 170 parts per million

See Section 3.5 in the brake manual for further information.

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9. Coil Resistance / Megger Test:

Check the coil resistance for the brake. See the values below for the expected
resistance for the model brake you are pre-commissioning. If the values are not as
expected contact National Oilwell Varco in Sugar Land, TX for assistance in
determining a corrective action to the brake.

Brake Model Coil Internal Resistance

at 68°F (20°C)
15050 10.4 OHMS TO 11.0 OHMS
7838 13.4 OHMS TO 13.9 OHMS
9650 15.3 OHMS TO 15.9 OHMS
7040 12.7 OHMS TO 13.3 OHMS
8350 12.7 OHMS TO 13.3 OHMS
6032 5.7 OHMS TO 6.3 OHMS
5250 6.1 OHMS TO 6.7 OHMS
5032 4.9 OHMS TO 5.4 OHMS
3550 4.9 OHMS TO 5.2 OHMS
3630 3.7 OHMS TO 4.3 OHMS
19RD130 6.5 OHMS TO 7.1 OHMS
9RD130 6.5 OHMS TO 7.1 OHMS
7RD150 4.2 OHMS TO 4.8 OHMS

Megger the brake with a 500 Vdc Megger. Wiring and interconnect cables should be
a minimum resistance of 1 megaohm to ground. All individual magnet coils should
have a minimum resistance of 5 megaohms to ground.

10. Brake Connections:

Use lock out / tag out procedures before attempting to connect the brake. Values
for the Meggering should be recorded in the test form in the back of this procedure.

DWG. NO. REV

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11. Bearings Lubrication:

Grease bearings with 2 ounces of grease. See section 6.1.1 of the brake manual for
further information.

III. COMMISSIONING

The pre-commissioning procedure for the brake is to ready the brake for commissioning of
the whole system. The pre-commissioning procedure for the brake is to be done before
commissioning the brake water cooling system and the brake control. Commissioning of
these components commissions the brake.

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DWG. NO. REV

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Installation, Operation and

Maintenance Instructions
Model 6032
Baylor Eddy Current Brake

RIG/PLANT REFERENCE REFERENCE DESCRIPTION

Model 6032 Eddy Current Brake
ADDITIONAL CODE SDRL CODE TOTAL PGS
This document contains proprietary and confidential informati on National Oilwell L.P.
which belongs to National Oilwell Varco; it is loaned for limited 500 Industrial Blvd.
REMARKS purposes only and remains the property of National Oilwell Varco.
Reproduction, in whole or in part; or use of this design or Sugar Land, TX 77478 -2898
MAIN TAG NUMBER DISCIPLINE distribution of this information to others is not permitted w ithout the United States
express written consent of National Oilwell Varco. This document is Phone: +1 (281) 240-6111
to be returned to National Oilwell Varco upon request and in any
CLIENT PO NUMBER event upon completion of the use for which it was loaned. Fax +1 (281) 274-0426
 National Oilwell Varco
CLIENT DOCUMENT NUMBER DOCUMENT NUMBER REV

Client Document Number 165-31590 (EBS: 10011979-001) L

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Document number 165-31590

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REVISION HISTORY

L 23.09.2013 Update Drawings

K 03.02.2012 Changed Corrosive Inhibitor S.L.M. N.J. L.P.
J 02.08.2011 Update with Oracle P/N SLM NJ LP
H 15.04.2009 Update Nalco Information N.J. LS MDS
G 16.02.2006 Updated to New Template SB LS LP
Rev Date ([Link]) Reason for issue Prepared Checked Approved

CHANGE DESCRIPTION

Revision Change Description

G Updated MS Word in new template
H Update Nalco Information and Nitride information on Page 19.
J Update Metric Dimension on page 16, add Oracle P/N to Parts List & Drawings
K Changed Corrosive Inhibitor
L Update Drawings

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Document number 165-31590

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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 INTRODUCTION AND DESCRIPTION ................................ ................................ ............. 6
1.1 Scope of Manual ................................ ................................ ................................ ..... 6
1.2 General Description of Equipment ................................ ................................ .......... 6
2 SUMMARY OF SPECIFICATIONS MODEL 6032 EDDY CURRENT BRAKE ................. 7
2.1 Specifications................................ ................................ ................................ .......... 7
3 INSTALLATION ................................ ................................ ................................ ................ 9
3.1 General ................................ ................................ ................................ ................... 9
3.2 Radial Bearing Clearance ................................ ................................ ..................... 15
3.3 Brake Alignment ................................ ................................ ................................ ... 15
3.4 Shaft Alignment ................................ ................................ ................................ .... 15
3.5 Cooling Water Quality ................................ ................................ ........................... 17
3.6 Cooling System Capacity................................ ................................ ...................... 21
3.7 Brake Field Coil Polarity ................................ ................................ ....................... 23
3.8 Certification for Hazardous Location ................................ ................................ ..... 29
4 THEORY OF OPERATION ................................ ................................ ............................. 38
4.1 General ................................ ................................ ................................ ................. 38
4.2 Brake Operation on Rig ................................ ................................ ........................ 38
5 ACCESSORIES AND OPTIONS ................................ ................................ .................... 41
5.1 General ................................ ................................ ................................ ................. 41
6 MAINTENANCE AND SERVICE ................................ ................................ .................... 43
6.1 General ................................ ................................ ................................ ................. 43
6.2 Maintenance and Repairs ................................ ................................ ..................... 47
6.3 Electrical Problems and Troubleshooting ................................ ............................. 52
6.4 Mechanical Problems and Troubleshooting ................................ .......................... 53
6.5 Inspection and Maintenance Schedule ................................ ................................ . 55
6.6 Evaluating Conditions of Brakes in the Field ................................ ........................ 59

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7 PARTS AND SUPPLIES ................................ ................................ ................................ . 63

7.1 General ................................ ................................ ................................ ................. 63
8 DRAWINGS – 6032 BRAKE ................................ ................................ ........................... 64
8.1 Drawing List ................................ ................................ ................................ .......... 64

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1 INTRODUCTION AND DESCRIPTION

1.1 Scope of Manual

This manual provides a source of important reference information regarding the

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

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

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

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 General Description of Equipment

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

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2 SUMMARY OF SPECIFICATIONS MODEL 6032 EDDY CURRENT BRAKE

2.1 Specifications

General Specifications
Principal of Operation Induced Eddy Current Braking
Torque-Maximum @ 250 RPM, lb-ft (n-m) 55,000 (74,570)
Torque @ 50 RPM, lb-ft (n-m) 45,000 (61,012)
Number of Magnets 2
Number of Coils per Magnet 2
Coil Internal Resistance @ 68°F (20°C), Ohms 5.9-6.3

Total Brake Input Resistance @ 68°F (20°C), Ohms 6.02

Brake Excitation
Voltage, volts DC 250
Current-Coil Temperature @ 68°F (20°C), Amps DC 41.53
Power Input @ 68°F (20°C), kW 10.38
Cooling Water Requirements
Flow @ 100°F (38 Deg. C) At Brake Inlet, gpm (lpm) 75 (284)
pH 7.0 – 7.5
Maximum Discharge Temperature, oF (oC) 165° (74°)
Cooling Water Piping
Inlet (2) 2’’ NPT
Outlet (1) 4’’ NPT
Overflow (2) 3/4’’ NPT
Overall Sizes
Height, in (mm) 60 (1,524)
Width, in (mm) 32 (813)
Weight, lbs (kg) 12,130 (5,502)
Inertia (WK2)-Shaft and Rotor, lb-ft2 (kg-cm2) 11,681 (4,922,387)
Weight-Shaft and Rotor, lbs (kg) 3,304 (1,499)
Shaft Size (Oilfield Diameter, in (mm) 7.5’’ (190.5)
Standard) Taper per foot, in (mm) 1 ¼’’ (31.75)
Average Rotor Radial Clearance (Air Gap) Over
0.040-0.050 (1.016-1.27)
Magnets (Without Paint or Other Build up), in (mm)
Maximum RPM 600

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3 INSTALLATION

3.1 General

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 Radial Bearing Clearance

Measuring radial bearing clearance upon receipt of a new or factory rebuilt brake is a
method that will allow the prediction or verification of bearing failures. This is not a
foolproof method, but when done as a part of a routine maintenance program this
measurement can be very helpful. In order to carry out this measurement, the brake must
be uncoupled from the drawworks. A dial indicator is placed at the top dead center of the
shaft’s vertical centerline, and the shaft is lifted. Care must be taken not to apply more
force than one half the combined weights of the rotor and shaft. This weight information
can be found in Section 2 of this manual. Care must also be taken to insure the dial
indicator is perfectly vertical and properly zeroed. As with any lifting operation, all lifting
apparatus must be properly sized, and qualified personnel must perform the lift. The radial
clearance data should be recorded for future use.

This information can be used later to predict bearing failure. The bearing manufacturer will
indicate that a bearing that is in the process of failing will undergo microscope surface
failures prior to a complete failure. When this begins to happen it is impossible to observe
these surface failures with a radial clearance measurement, but a large deviation from the
original measurement will indicate the failure process is well underway and a bearing
replacement should be planned.

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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3.4.1 Angular Misalignment

Angular misalignment should not exceed 0.010 inch (0.25 mm) total indicator reading.
Refer to the illustration in Figure 3-5.

3.4.2 Offset Misalignment

Total indicator run out of offset misalignment should not exceed 0.010 inch (0.25 mm).
Refer to the illustration in Figure 3-6.

NOTE: When conditions make it impossible to check alignment with a dial indicator, a
rough check can be made with a straight edge and feeler gages. Check angular
misalignment by inserting feeler gages between the faces of the coupling hubs at four equi-
distant points. Check offset misalignment by placing a straight edge across the machined
diameter of both coupling hubs.

Figure 3-5 Angular Misalignment

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Figure 3-6 Offset Alignment

3.5 Cooling Water Quality

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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3.5.2 Water Quality Standards

The water used in BAYLOR Eddy Current Brakes should meet the following requirements:

1. No undissolved particles such as sand, grit, or silt.

2. A ph level between 7.0 and 7.5 without any inhibitor.

3. A maximum dissolved chlorides content of 40 parts per million.

4. A maximum dissolved sulfates content of 100 parts per million.

5. A total dissolved solids content of 340 parts per million.

6. A total hardness of 170 parts per million. Water that does not meet these standards
should be treated by softening, de-mineralization, or de-ionization before being used
to cool the Brake.

3.5.3 Corrosion Inhibitor Standards

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

Commercially available corrosion inhibitors are generally of three types; chromate based,
borate-nitrite based, and silicate nitrite based. Of these, the chromate based and the
borate nitrite based are the most common. It is important to note that there are
environmental restrictions on the disposal of these types of inhibitors due to the chromium
and boron content. Chromate type rust inhibitors are not recommended for use because
the mixture forms sludge with the recommended antifreeze, ethylene glycol. See Section
3.5.4 and the note on the following page. The silicate nitrate inhibitor is basically non-
polluting. Be sure to check with national, state, and local authorities before disposing of
any water treated with inhibitors. Also be sure to follow the manufacturer's
recommendations for applying the inhibitor, both for new untreated water and for
maintenance of already treated water.

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Due to the successful use in Baylor Eddy Current Brakes, the following corrosion inhibitor is
recommended for use:
BAY COOL Supplier:
Sierra Chemical
Houston, Texas 77053
Tel: (800) 464-8457
info@[Link]
[Link]
Tech-Support / MSDS Tel: (800) 255-3924

It is recommended that this inhibitor be purchased through a local distributor so that proper
field support in its use is available.

Inhibitor Startup, Maintenance, and Testing Standards

Water Quality Standards with BAY COOL:

1. Insure water quality meets the water quality standards in Section 3.5.2.

2. Coolant has a PH level range of 10.5 (+/-1.0) after corrosion inhibitor is added.
(Coolant solution turns pink to serve as an indication that the system is treated.)

3. Recommended nitrite level of 600-800 parts per million.

Startup of BAY COOL with fresh water:

1. Insure water quality meets the water quality standards in Section 3.5.2.

2. Add a concentration of BAY COOL of approximately 5 gallons for a 165 gallon tank
or 1 pint for each 4 gallons of water.

Testing:
Coolant Testing should be done weekly for PH and Nitride levels.

PH and Nitride test kits are available through a local distributor or contact Sierra Chemical
directly for pricing and availability.

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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 manufacturer’s recommendations and
the applicable environmental authority’s recommendation.

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3.6 Cooling System Capacity

National Oilwell Varco recommends the use of treated coolant in a closed loop cooling
system for cooling all Eddy Current Brakes. A closed loop cooling system generally
consists of, at minimum, a circulating pump, a water-to-water heat exchanger or radiator
and a reservoir tank. Cooling an Eddy Current Brake is much more difficult then cooling
other frequently used equipment in the oilfield.

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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Eddy Current Brake Coolant Flow

Required to Maintain Outlet Temp of 165° F.

Curve Curve Curve Curve Curve Curve

No. 1 No. 2 No. 3 No. 4 No. 5 No. 6
Model Model Model Model Model Model
15050 7838 / 9650 19RD130 7040 / 8350 6032 / 5250 7RD150
EC Brake EC Brake EC Brake* EC Brake EC Brake EC Brake*
Note for 5032 / 3550:

BASED ON MAX TORQUE @ AVG SPD 250 RPM OUTLET TEMP OF 165° F. ONE-THIRD DUTY
CYCLE

* Model’s 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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3.7 Brake Field Coil Polarity

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

In the field, the following tests may be performed to determine correct Brake polarity:

1. If Brake polarity is not correct, the Brake will appear weak and not as responsive to
actuation of the Driller’s Control. To obtain a reference point as to the Brake’s holding
capacity, raise the traveling block into the derrick so that three joints of drill pipe are visible.
Turn the Brake Driller’s 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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b. Check resistance of inboard field coil of inboard magnet as illustrated in Figure 3-8.
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
3-9. If meter readings are lower by 30% or more, a coil problem may exist.
Troubleshoot coil problem before proceeding to next step.

OUTBOARD MAGNET INBOARD MAGNET

F1 F8
F2 F7
F3 F6
F4 F5

Figure 3-8
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 Coil Internal Resistance

at 68°F (20°C)
15050 10.8 OHMS TO 11.2 OHMS
*7838 13.4 OHMS TO 13.9 OHMS
9650 15.5 OHMS TO 16.4 OHMS
7040 13.0 OHMS TO 13.5 OHMS
8350 13.0 OHMS TO 13.5 OHMS
6032 5.9 OHMS TO 6.3 OHMS
5250 6.1 OHMS TO 6.5 OHMS
5032 5.1 OHMS TO 5.4 OHMS
3550 4.9 OHMS TO 5.2 OHMS
3630 4.8 OHMS TO 5.2 OHMS
19RD130 6.7 OHMS TO 7.1 OHMS
9RD130 6.7 OHMS TO 7.1 OHMS
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 3-9

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 + - + - + -
1 – 10 1 – 10 1 – 50
Meter Scale
VDC VDC VDC
Meter
Positive Positive Positive
Deflection
Figure 3-10

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f. 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 Driller’s 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 15050
8350 7RD150
7838 9RD130
9650

NOTE: Those brakes requiring only half on position of Driller’s 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. Observe positive meter deflection. If in agreement with Table I, move Driller’s

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

h. Repeat steps d, e, f, and g until all Field Coil Leads have been tested and are in
agreement with Table I.

i. Turn off AC power to Brake Control System, lock out circuit breakers. Reconnect
Field Coil Leads to junction box terminal strip per drawing D56772, sheets 1 and 2.

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3.8 Certification for Hazardous Location

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

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4 THEORY OF OPERATION
4.1 General

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 Brake Operation on Rig

When a BAYLOR Eddy Current Brake is installed on a rig its response may vary depending
upon the following items:

 Brake torque capacities may vary + or – 5% between individual units.

 When the brake becomes overheated it will lose some of its torque capacity.
 Normal reaction time for the brake to reach maximum braking torque is
approximately 2 seconds. This may vary depending upon the Brake Control System
employed.
 Normal reaction time for the brake to decay to zero braking torque is approximately
1-2 seconds. This may vary depending upon the Brake Control System employed.
 As the brake ages, the air gap between the rotor and the magnets may increase due
to rust or erosion which will cause a decrease in brake output torque.

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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
brake’s 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.
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.

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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 ACCESSORIES AND OPTIONS

5.1 General

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 driller’s
control lever. A complete controller system consists of an isolated power transformer, a
power control unit, and a driller’s 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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5.1.5 Safety Monitoring Device

A safety monitor system manufactured by National Oilwell Varco which signals the
potentially dangerous loss of control of brake excitation is available for BAYLOR Brakes.

If there is a need for further information about any of the aforementioned items, or if you
have other special requirements, please contact National Oilwell Varco Sales Department
or Service Department.

Telephone Number in the U.S.A. (281) 240-6111

Fax Number (281) 274-0426

These Numbers are in operation 24 hours/day, 7 days/week

5.1.6 Parts and Service

Parts and service are available from the factory:

National Oilwell Varco

500 Industrial Blvd.
Sugar Land, Texas 77478-2898
Phone: (281) 240-6111
Fax: (281) 274-0426

Factory Sales and Services personnel may also be directly contacted at the following e-
mail address:
[Link]-service@[Link]
Factory Engineering personnel may also be directly contacted at the following e-mail
address:
[Link]@[Link]

For a list of worldwide National Oilwell Varco locations and Service Centers go to
[Link] and click “Contact Us”

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6 MAINTENANCE AND SERVICE

6.1 General

An Inspection and Maintenance Schedule is provided at the end of this section.

6.1.1 Lubrication

To maintain the lubricant volume, add approximately 2 ounces of grease to each bearing
cavity each 24-hour period, or before each trip into the hole with pipe. There is a grease
fitting for each of the two bearings, and each must be independently lubricated. (See
Figure 6-1). The recommended grease is a NLGI No. 2, water resistant (Lithium base)
grease. A good grade of lithium base ball and roller bearing grease may be used. The
bearings and seals will not be harmed by excess grease. It will simply enter the cooling
water stream by momentarily lifting the seal lip to relieve pressure. Drawworks
manufacturers and users may connect the grease inlet holes in the bearing caps to
lubrication header blocks with tubing to facilitate lubrication from a remote point. This is
satisfactory if the tubing is regularly inspected, and it is determined that the required
amount of grease is actually reaching the bearing.

6.1.2 Breather

Figure 6-1 shows a breather on the upper and / or lower exterior face of each magnet
assembly. These breathers should be inspected periodically to insure that they are clean
and have free access to air to minimize condensation and to prevent any accumulation of
moisture in the coil cavity. They should be removed and cleaned with kerosene at least
once a month.

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

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GREASE FITTING BREATHER / VENT

(TYPICAL BOTH SIDES) 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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6.1.4 Overflow Outlet

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

Figure 6-3
Inboard Side

6.1.5 Water Outlet Drain

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

Figure 6-4
Inboard Side

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6.1.6 Preparation of Brake for 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 and/or salt growth. A solution of 50% clean water
and 50% BAY COOL is recommended. Spraying the interior of the brake can be
accomplished by inserting a spray gun nozzle into each of the air gap inspection holes
which are equally spaced in each of the end rings at the rotor diameter, as illustrated in
Figure 6-2.

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

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

6.1.7 Removing a 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 through inspection to make sure it has not been damaged
in any way and all parts are properly in place. Failure to observe the following points can
result in serious damage.

1. Remove all plugs and drain preservative fluid from the brake.

2. Rotate shaft and verify that the rotor turns freely.

3. Check the bearings and seals.

4. Replace seals if they have been in place for more than three years.

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5. Check and tighten all the bolts.

6. Grease the bearings and seals.

7. Remove clean magnet breathers and re-install. Replace if unable to clear breather
obstructions.

If the brake has been in storage for approximately one year or more, megger the windings
and check coil internal resistance before energizing the coils. Coil internal resistance
values may be obtained from values listed in Section 3, Figure 3-9. Coil resistance to
ground should not be less than 5 megohms (tested with 500 VDC megger and with all
interconnecting wires disconnected from coil leads).

Note: Coil leads will normally read low due to humidity or other moisture which can
accumulate in the brake junction box. If readings are low enough to cause concern, use
heat source such as hair blow drier to reduce moisture in leads. If this process does not
help resistance readings, contact National Oilwell Varco as indicated in Section 5.1.6.

6.2 Maintenance and Repairs

6.2.1 Water System Problems

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

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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. Description

1 Rotor with Shaft Installed
2 Cylindrical Brake Housing
3 One of the two Magnets
4 End Ring
5 Center Plate with Jacking Screws
Inner Seal Retainer with all
6
threads installed
7 Bearing Cap
8 Spherical Roller Bearing
9 Bearing Lock Nut and Lockwasher
10 Grease Seal
Machined areas requiring sealant
11
when assembling
12 Sleeve, Seal

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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
[Link] 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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6.3 Electrical Problems and Troubleshooting

All electrical problems must be in one or more of these components.

1. Interconnect cables and wiring.

2. Brake (coils, lead wires, or terminations).

3. Control System (Refer to Control System Manual).

Experience has shown that about 90% of all problems can be traced to interconnect cables
and wiring, therefore it is suggested that these be checked first.

With power removed, use a 500 VDC megger to check for grounds. Wiring and
interconnect cables should be a minimum 1 megohm to ground.

Individual magnet coils should be a minimum of 5 megohms to ground. An ohmmeter

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

There is no difference in the inboard and outboard magnets. The leads are numbered for
convenience in wiring and to assist in proper coil lead connection to insure proper coil
polarity. Outboard magnet leads are F1, F2, F3, and F4. Inboard magnet leads are F5, F6,
F7, and F8. If there is a need to convert an inboard magnet to outboard or vice-a-versa the
following table should be used:

Leads F1 = F8, F3 = F6
F2 = F7, F4 = 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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6.4 Mechanical Problems and Troubleshooting

All mechanical problems eventually lead to noticeable loss of braking. There are four general
categories of mechanical problems which result in braking loss. These categories and their
one or more causes are listed in the following pages.
Troubleshooting Chart
Symptom Trouble Shooting Hint
Rotor is dragging on the magnet 1. The brake shaft may be misaligned with the drawworks or
or the bearings are noisy automatic feed shaft. If this is the case, align the shafts
correctly. Check for damage to the bearings before
tripping.
2. The bearings may be worn because of poor grease
maintenance. If this is the problem, replace the bearings
and maintain the proper bearing grease service.

Water coming out of the overflow An incorrect water level may have been maintained inside the
piping. brake housing causing an overflow. This may result in seal and
bearing failure.
1. If the output water flow rate is excessive, then limit the flow
rate as shown in the brake specifications.(Section 2)
2. If the water outlet is restricted, check for any restrictions.
NOTE: Do not reduce the pipe size of water outlet (s).
3. If the outlet water back pressure is excessive, the water
tank is not sufficiently below the brake water outlet level or
a long return line does not have a sufficient increase in
pipe diameter to allow the flow to pass. NOTE: Allowing the
water to drain into a funnel not mechanically connected to
the brake prevents backpressure problems.

Gradual loss of torque capacity The surface of the magnets and rotor may have an
due to increase of magnet / rotor accumulated layer of rust and scale due to a cooling water
gap system with a high salinity content or low pH factor. This build-
up will eventually decrease the brake torque capacity.

1. If the brake is cooled with saltwater, the life expectancy of

the brake may be as short as 3 years. It is recommended
not to use saltwater for cooling, but to maintain a clean
fresh water system.
2. If the brake cooling water is shared with other remote
machines, freshwater should be added to prevent acquiring
too much acid content. Also add corrosion resistant
chemical as recommended by a water treatment specialist.
3. If iron oxide flakes off the magnet and rotor, the air gap is
increased. This decreases the brake torque capacity. The

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air gap should be as listed in the specifications. 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.

Air Gap measurement at the 12 The bearing on that side of the brake is wearing. The bearing
o’ clock position is consistently internal clearance is increasing and the rotor is sitting lower in
larger than the air gap the brake assembly. This condition should be monitored. In
measurements at the other two extreme cases the bearing condition should be checked or the
locations bearing replaced. See Section 3.2 for more details.

Loss of torque capacity due to Overheating the rotor will increase the magnet / rotor gap. This
overheating the brake. 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 165°F 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.
No cooling water to brake – If this happens, the rotor will be overheated in a matter of
cooling on overheated rotor. minutes. If cold water is turned on an overheated rotor the
rotor will distort and may lock up on the magnets. To cool an
overheated rotor:
a) Let the rotor air cool to 200 to 250°F.
b) Then turn the water on while turning the rotor slowly. This
procedure may salvage the rotor.
Torque not at full capacity due to If coils are connected incorrectly, refer to Section 3 of this
incorrect coil polarity manual. Check for coil polarity and connections.

Torque reduced due to loss of 1. If an over-voltage is applied to a coil, see electrical

one or more coils troubleshooting in brake controller manual.
2. The coils may have an insulation failure due to
condensation in the coil cavity. To prevent condensation
from becoming a problem, remove the coil cavity drain
plugs and/ or breather plugs and clean them periodically.

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6.5 Inspection and Maintenance Schedule

NOTE!
Below is a list of daily, weekly, monthly, and quarterly maintenance checks. Many clients
are using maintenance systems based on usage instead of timed schedules. The use of
equivalent usage (eg. Ton - Miles) is acceptable as long as it can be demonstrated that
maintenance done in these type maintenance systems is at least equivalent to the below
schedule.

6.5.1 Daily Inspection

[Link] Cooling Water Flow Rate Inspection

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

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.

[Link] 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.

[Link] Electrical Wiring Inspection

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

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6.5.2 Weekly Inspection

[Link] DC Voltage Check

Check DC voltage to brake under full load condition (electrical full load, Driller’s Control in
FULL ON position). See Section 2, Summary of Specifications.

6.5.3 Monthly Inspection

[Link] 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.

[Link] Air Gap Inspection

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 ¼ 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.

[Link] Disconnect Clutch Inspection

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

6.5.4 Quarterly Inspection

[Link] Voltage and Resistance Check

Check brake coil voltages at brake junction box as described in voltage check. After voltage
check is complete (see 6.5.2), turn off main supply voltage to brake control system.
Disconnect each coil from the electrical control system by removing coil leads from their
installed position in brake junction box. 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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Cut here and place near Maintenance area Cut here and place near Maintenance area

BAYLOR Eddy Current Brake

Maintenance Schedule

DAILY SCHEDULE
1. INSPECT COOLING SYSTEM.
2. LUBRICATE BEARINGS.
3. INSPECT ELECTRICAL

WEEKLY SCHEDULE
1. DC VOLTAGE CHECK

MONTHLY SCHEDULE
1. DRAIN / BREATHER INSPECTION
2. AIR GAP INSPECTION
3. DISCONNECT CLUTCH INSPECTION (IF APPLICABLE)

QUARTERLY SCHEDULE
1. VOLTAGE AND RESISTANCE CHECK

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6.6 Evaluating Conditions of Brakes in the Field

Baylor Eddy Current Brakes are complex electro-mechanical pieces of equipment. They
are generally located in potentially hazardous areas, and they are usually considered
critical safety equipment. As such, no single check is ever sufficient to accept or reject the
condition of one of these brakes in the field.

NOTE!
The following checks and testing is only based on determining the condition / performance
of the Eddy Current Brake. It is assumed that the brake has been properly installed and
commissioned as indicated in Section 3 of this manual.

These checks are intended for brakes that are on a properly executed maintenance
program. It is assumed the prescribed daily, weekly, monthly and quarterly maintenance
as indicated in 6.5 of this manual is being done. The following data should also be taken
as reference or baseline information on new brakes to have a starting point to compare
future evaluation against.

 Remove breathers and verify they are clean and free of debris or obstructions as
indicated in Section 6.1.2 of this manual.

 Check air gaps as indicated in Section 6.1.3. of this manual.

 Verify the internal rotor and magnet surfaces are clean and freshly primed.

 Check radial bearing clearance as indicated in Section 3.2 of this manual.

 Meggar brake coils as indicated in Section 6.3 of this manual

 Check brake coil resistance and compare to values indicated in Figure 3-9 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:

 Verify Brake Alignment as indicated in Section 3.3 of this manual.

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 Driller’s Control is in the “off” position.
 Verify the rated voltage is applied to the brake as indicated in Section 2 when the
Driller’s Control is in the “FULL ON” position.
 Verify the rated current is supplied to the brake when the brake coils are “cold” (68ºF
or 20ºC).
 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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6.6.1 Evaluating Brake Performance of Brake Out of Specification

It is impossible to remediate the following items:

 Increased airgap and corrosion of internal surfaces of the brake

 Damaged coils indicated by low resistance to ground or out of spec. coil resistances
 Damaged bearings
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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There is no way to remediate a bad coil. A replacement brake will eventually be required.
A brake may run at reduced capacity on three coils. Consult the Brake Control manual for
details. There must be allowances in the reduced capacity operation of the brake for the
event of another coil failure. It should be noted that if a single coil fails due to internal
shorting it is due to overheating as indicated above. Since all the coils in a single brake are
subjected to the same amount of power, one failed and overheated coil usually indicates
other coil failures are eminent. If a coil failed due to a short to ground, it is probably due to
poor breather maintenance as indicated above. In brakes with two coils per magnet, both
coil cavities are drained through a single breather, so it is reasonable to assume the failure
of the second coil in a magnet some time after the failure of the first coil.

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7 PARTS AND SUPPLIES

7.1 General

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

Recommended Spare Parts

Baylor Eddy Current Brake
Qty. Legacy P/N Oracle P/N Description
1 1030-20-0002 10032517-004 Bearing, Inboard
1 1030-20-0001 10032517-001 Bearing, Outboard
1 1555-10-0001 10032363-017 Seal, Inboard
1 1555-10-0007 10032363-018 Seal, Outboard
1 07939 10032746-001 Sleeve, Seal, Inboard
1 07940 10032744-001 Sleeve, Seal, Outboard
1 1420-20-0040 10032335-008 Locknut, Inboard
1 1420-20-0028 10032335-001 Locknut, Outboard
1 1690-20-0040 10032556-011 Lockwasher, Inboard
1 1690-20-0028 10032556-007 Lockwasher, Outboard
5 1075-10-0003 10015554-001 Breather/Drain
4 06614 10032598-001 Housing, Breather

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8 DRAWINGS – 6032 BRAKE

8.1 Drawing List

Legacy P/N Oracle P/N Description

31590 10003773-001 Assembly - Model 6032 Eddy Current Brake
B/M31590 10003773-001 Bill of Material – 6032 Eddy Current Brake Assembly
46102 10013936-001 Outline and Mounting – 6032 Eddy Current Brake
10711 N/A Diagram – Piping
56776 10007686-001 Diagram - Wiring

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 2.2 SpareParts List

Remarks:SectionNot [Link]
FoundWithinthe Instructionand ServiceManualWithin
Section2.2

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TABLEOF CONTENTS

Vol. Chapter/ Title

Section

1 3.0 TechnicalDocuments& Drawings

1 3.1 General/ MechanicalDrawings

1 3.2 System/ ProcessDiagrams

1 3.3 Electrical/ Instrument

Remarks:SectionNot Applicable

1 3.4 PerformanceData

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 3.1 General/ MechanicalDrawings

Outline & Mounting 6032Eddy Current Brake 46102 J

Assembly,6032Eddy Current Brakewith Model 47854Magnet 31590 W

Assembly& Installation, CoolingWaterAlarm 47915-2 F

Alarm SystemLossof Cooling WaterFlow FMApproved 46765 E

Wiring Diagram, Brake to Brake Control 56772 E

Wiring Diagram, Series/ParallelBrakes 56776 -

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EXPLOSION PROOF FOR CLASS I, DIVISION I, GROUPS

C AND D HAZARDOUS LOCATIONS, WITH A TEMPERATURE
RATING OF " T4A ", WHEN USED WITH A LOSS-OF-COOLING
W AT ERF LOW ALAR M SYST EMPER D WG. 46765 AN D SEALING
DEV ICE LOCA TE D WITHIN 18" OF THE JUNCTION B OX ON THE
CONDUIT CONTA INING THE INCOM ING P OWER LEADS.

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NOV Sugar Land
ASSY, BRAKE 6032 STD SFT
Part Number: 10003773-001
Legacy Number:31590
Revision: W

Reference
Item No. Oracle No. Legacy No. Description UOM Quantity Designator
1 10009867-001 46089 HOUSING, 6032 Each 1
2 10032603-001 07279 ROTOR, 6032 Each 1
3 10004055-001 47854 ASSY, MAG 6032 W/C Each 2
4 10015256-001 54899 CTR PLT, O/B 6032 Each 1
5 10032592-001 06562 RTNR, O/B 6032 SEAL Each 1
6 10032560-016 1690-01-0009 WASHER, PLAIN 3/8 TYPEA(W)ZPLT Each 4
7 10032363-018 1555-10-0007 SEAL, OIL 7.5 X 6 X .5 Each 1
8 10004722-001 54913 CAP, O/B 6032 Each 1
9 10032607-001 07938 SHAFT, 6032 STD Each 1
10 10032335-001 1420-20-0028 LOCKNUT, BRG AN28 Each 1
11 10032556-007 1690-20-0028 LOCKWASHER, BEARING W-28 Each 1
12 10032517-001 1030-20-0001 BEARING, RLR SPHER #23028 Each 1
13 10666074-001 10666074-001 UHF NAMEPLATE, RIGMS-RFID Each 1
14 10003716-001 46081 END RING, 6032 Each 2
15 10032387-023 1320-05-1035 PLUG,PIPE;SOLID;SZ 1-1/4;SQ HD Each 6
16 10003725-001 54891 CTR PLT, I/B 6032 Each 1
17 10032593-001 06515 RTNR, 70/60 BRG Each 1
18 10032363-017 1555-10-0001 SEAL, OIL 10.38 X 8.37 X .75 Each 1
19 10032335-008 1420-20-0040 LOCKNUT, BRG AN40 Each 1
20 10032556-011 1690-20-0040 LOCKWASHER, BEARING W-40 Each 1
21 10032517-004 1030-20-0002 BEARING, RLR SPHER #23040 Each 1
22 10004719-001 54902 CAP, I/B 6032 BRG Each 1
23 10490351-043 53301-4-8-SS SCREW,DRIVE-TYPE U Each 2
25 10024878-001 46767 ASSY, BRAKE JUNCTION BOX Each 1

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ASSY, BRAKE 6032 STD SFT
Part Number: 10003773-001
Legacy Number:31590
Revision: W

Reference
Item No. Oracle No. Legacy No. Description UOM Quantity Designator
26 10032314-006 1315-25-0018 FITTING, GREASE 1/4NPT 67 DEG Each 2
27 10032380-002 1317-01-0005 ELBW,PIPE;90DEG DEG;GALVANIZED;3 Each 2
28 10032444-153 700030710 SCREW, HEX HD CAP 1/2-13 X 2 G Each 76
29 10032444-191 3927-05-0014 SCRW,CAP;HD HEX;THRD SZ 5/8-11INEach 16
30 10032444-165 700032410 SCREW; HEX HD CAP 1/2-13 X 6 GR5 Each 6
31 10032444-163 50008-40-C5 SCREW, CAP-HEX HD (UNC) Each 6
35 10032380-022 1317-04-0027 ELBW,PIPE;90DEG DEG;12 BLK Each 4
36 10032453-001 1060-10-0002 SCREW, DR 4 X 1/4 TY U SS Each 18
37 10032387-002 1320-05-0022 PLUG,PIPE;SZ 1/4;SQ HD;STEEL;ZP Each 2
38 10032746-001 07939 GRS SEAL;GRS SEAL Each 1
39 10032744-001 07940 SLEEVE, O/B 50/60 GREASE SEAL Each 1
40 10032598-001 06614 HOUSING, BREATHER Each 4
41 10015554-001 1075-10-0003 BREATHER, DRAIN #KDB-1 Each 4
42 10032444-094 3919-05-0010 SCRW,CAP;HD HEX;THRD SZ 3/8-16INEach 4
43 10490016-020 50906-C LOCKWASHER, SPLIT, 3/8" DIA Each 4
50 10032380-013 1317-03-0007 ELBW,PIPE;90DEG DEG;GALVANIZED;1 Each 2
52 10032384-025 1313-51-0105 NIPPLE,PIPE;SZ 1-1/4 X 3 SCH40;S Each 2
54 10013526-001 46923-5 CONDUIT, COIL LEAD 13.25 Each 2
55 10013283-001 44742 NAMETAG, LUBE LEFT HAND Each 1
56 10013009-001 46885-3 NAMEPLATE, DATA 6032 BRAKE Each 1
57 10032385-001 1313-51-0102 NIPPLE,PIPE;SZ 1-1/4 X CLOSE SCH Each 2
58 10005087-001 1885-11-0028 SEALANT, SILICONE GASKET Each 2
59 10013286-001 44743 NAMETAG, LUBE RIGHT HAND Each 1
60 10032372-001 1320-06-0004 CAP,PIPE;SZ 3/4;PLASTIC Each 2

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NOV Sugar Land
ASSY, BRAKE 6032 STD SFT
Part Number: 10003773-001
Legacy Number:31590
Revision: W

Reference
Item No. Oracle No. Legacy No. Description UOM Quantity Designator
61 10032315-002 1320-06-0001 CAPLUG, 2'' PLASTIC Each 2
62 10032315-003 1320-06-0002 CAPLUG, 4'' PLASTIC Each 1
63 10032564-014 1375-20-0007 FITTING, CONDUIT;"Y,SEALING" Each 2
64 10024866-001 42067 SUPPORT, SHIP 6032 Each 1
65 10027639-001 Z31591-63 PACKET, BRAKE WIRING Each 1
66 10009667-001 1885-05-0008 GREASE, NGLI#2 Pound 8
68 10008386-001 1885-11-0029 SEALANT, SEALING COMPOUND Pound 1
69 10032305-004 1375-04-0003 TIES, CABLE .184 WIDE 7.5'' LG Each 12
70 10014117-001 1885-11-0030 PACKING, FIBER Pound 0.07
71 10012663-001 6176-30-0069 MARKER,WIRE IDENTIFICATION;WIRESet 1
72 10032400-002 1320-09-0007 UNION,PIPE;SZ 1-1/4 GALV STD150; Each 2
77 10013306-001 54322 NAMEPLATE, GROUND Each 1
78 10032444-113 3919-06-0006 SCRW,CAP;HD HEX;THRD SZ 3/8-16INEach 8
79 10032538-008 1690-01-0038 WASHER, PLAIN 3/8 SS 3/4OD Each 2
80 10032557-028 1690-10-0038 LOCKWASHER, HEL SPR 3/8 SS Each 1
81 10032509-001 1321-09-0036 FITTING, SWVL #4JICF-#4HOS PLK Each 2
82 10003453-001 57139 BRACKET, SUPPORT GREASE LINE Each 2
83 10032314-004 1315-25-0002 FITTING, GREASE 1/4 NPT Each 2
84 10009842-001 G31438 HOSE;PUSH-LOK;BUNA-N;blue Foot 1
85 10024215-001 1321-09-0035 FITTING, STR 1/4NPTM-#4HOS PLK Each 2

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NOV Sugar Land
ASSY, BRAKE 6032 STD SFT
Part Number: 10003773-001
Legacy Number:31590
Revision: W

Reference
Item No. Oracle No. Legacy No. Description UOM Quantity Designator
O&M
**46102** WIRE
DIAG **56776**
PIPE DIAG
999 10007983-001 REFERENCE REFERENCE DOCUMENTATION Each 1 **10711**

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2/22/2012

Bill of Material-Engineering
NOV Sugar Land
ASSY & INTL, WTR ALM DBL SW
Part Number: 10024887-001
Legacy Number: 47915-2
Revision: F

Reference
Item No. Oracle No. Legacy No. Description UOM Quantity Designator
1 10024886-001 47860 ASSY, MTG PLT COOLING WTR ALM Each 1
2 10003893-001 46873 ASSY, FLOW SWITCH Each 2
3 10013691-001 46840 NIPPLE,PIPE;SZ 4 X4 X1/2;ALM Each 1
4 10005647-001 1120-27-0010 BODY, UNILET CONDUIT 1/2'' Each 3
5 10008186-001 1120-28-0001 COVER, UNILET 1/2'' FORM 85 Each 3
6 10024353-001 1555-33-0028 GASKET, COVER UNILET 1/2 Each 3
7 10032564-006 1375-15-0015 FITTING, CONDUIT;"STR,LIQ TY" Each 5
8 10032387-024 1320-05-1036 PLUG,PIPE;SZ 1/2;SQ HD;STL;ZP Each 1
9 10032564-043 1375-15-0002 CONDUIT, FLEX 1/2'' LIQ TY Foot 40
10 10020488-001 6525-90-0019 SWITCH,TEMPERATURE Each 1
11 10003435-001 53129 BRACKET, STIFFENING ALARM SYS Each 2
12 10032444-093 50006-08-C5 SCREW,HEX HD CAP 3/8-16X1 GR5 Each 2
13 10032344-023 50206-C NUT, HEX-STD (UNC-2B) Each 2
14 10032557-016 1690-10-0008 LOCKWASHER; SPLIT; 3/8"DIA. Each 2
15 10032444-036 700010611 SCREW, HEX HD CAP 1/4-20 X 3/4 Each 1
16 10032344-021 1420-25-0006 NUT, HEX 1/4-20UNC PLTD. Each 1
17 10032558-008 1690-11-0006 LOCKWASHER, INT 1/4'' ZP Each 1
18 10032552-016 1322-19-0012 NIPPLE,TUBE;SZ 1/2;NPT Each 2
19 10032540-014 6690-30-0006 WIRE, BLK #18 Foot 40
20 10032335-063 6690-30-0022 WIRE, RED #18 Foot 40

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 3.2 System/ ProcessDiagrams

Schematic,Brake WaterCooling SystemModel 6032Brake 10711 H

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DocumentNumber: 10003773-201-FDDTOC3.3
TABLEOF CONTENTS
Revision: 02
Page: 1

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 3.3 Electrical/ Instrument

Remarks:SectionNot Applicable

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 3.4 PerformanceData

Specification, Eddy Current Brake Model 6032 10003773-201-SPC W

Torque CurveEddy Current Brake Model 6032 56789 A

Eddy Current Brake Travel PerformanceTesting TB-201 C

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EDDY CURRENT BRAKE SPECIFICATION SHEET

Description: New ELMAGCO Eddy Current Brake rated at 45,000 ft-lbs of torque at 50 RPM, with a
standard shaft. The Brake is manufactured to meet the requirements of FACTORY MUTUAL
RESEARCH for use in a Class 1, Division 1, hazardous area. The Model 6032 Eddy Current
Brake requires excitation of 0 to 250 Volts DC / 0 to 40 Amps DC.
Notes:
1. National Oilwell Varco ELMAGCO Eddy Current Brakes are certified by Factory Mutual
Research for use in Class 1, Division 1, Groups C & D hazardous areas if the Brake is
fitted with an approved Loss of Coolant Flow Monitoring System.
2. NOV ELMAGCO Eddy Current Brakes are certified by Factor Mutual Research to be
Ingress Protection Class IP 56 as per IEC Publication 529.
3. Third party Cooling Systems, Brake Controls, Power Supplies, Back-up Systems, and
other auxiliary devices, that do not meet design requirements, are not specifically
approved by NOV for application with NOV ELMAGCO Eddy Current Brakes. Use of non-
approved devices, of improper design or substandard performance, may induce damage
to the brake resulting in a potential dangerous operational situation that could cause injury
or loss of life to personnel and damage to other equipment. Use of inappropriately
designed auxiliary devices may also void the original manufacturer's warranty.
4. Application of a properly sized NOV Closed Loop Cooling System and cooling water
treatment as per NOV Recommendations will result in improved braking performance and
increased brake life expectancy. Please contact NOV for further details.

Model Number: 6032

NOV Part Number: 10003773-201

rd
3 Party Certifications: None
Paint Specifications: Medium Peacock Blue / 050-2000-B-007
Customer Documentation: Standard Documentation
a. Electronic Operations Manual
b. Electronic Test Reports
Special Documentation: See Special Instructions
Manual & Reference Assembly Drawing: 31590
Drawings: O & M Drawing: 46102
Wiring Diagram: 56776
Schematic, Brake Cooling Water: 10711
User Manual: 10003773-201-FDD

TOLERANCE (U.N.)
DECIMAL FRACTIONAL
.XXX ± .005 ± 1/16” NATIONAL OILWELL VARCO TITLE:
.XX ± .010 TIR .010
10353 RICHMOND AVE.
.X ± .060 ANGULAR
FINISH 125 ± 1/2 HOUSTON, TEXAS 77042

DO NOT SCALE DRAWING

SPECIFICATION, EDDY CURRENT BRAKE
DWN: 6/5/17 CHK: 6/5/17
MODEL 6032
W 6/5/17 BCM NRB
N. Bannick H. Torres
APPVL: 6/5/17 APPVL: 6/5/17
REV: DATE: BY: APPVL:
B. Moats N. Bannick SIZE: DWG. NO.: REV:
FORM NO. 136W-1-D

ESTIMATED WEIGHT: CAGE Code: SCALE:

52142 NONE A 10003773-201-SPC SHT: 1 OF 2 W
THIS DOCUMENT CONTAINS PROPRIETARY AND CONFIDENTIAL INFORMATION, WHICH BELONGS TO NATIONAL OILWELL VARCO, L.P., ITS AFFILIATES, OR SUBSIDIARIES (ALL
COLLECTIVELY REFERRED TO HEREINAFTER AS "NOV"). IT IS LOANED FOR LIMITED PURPOSES ONLY AND REMAINS THE PROPERTY OF NOV. REPRODUCTION, IN WHOLE OR IN PART OR
USE OF THIS DESIGN OR DISTRIBUTION OF THIS INFORMATION TO OTHERS IS NOT PERMITTED WITH-OUT THE EXPRESS WRITTEN CONSENT OF [Link] DOCUMENT IS TO BE
RETURNED TO NOV UPON REQUEST OR UPON COMPLETION OF THE USE FOR WHICH IT WAS LOANED. THIS DOCUMENT AND THE INFORMATION CONTAINED AND REPRESENTED HEREIN
IS THE COPYRIGHTED PROPERTY OF NOV.

TC Number: 10003773-201-FDD Printed REV: 02 Latest REV: 02

Printed By: jgilmour Printed On: 2019-11-07 [Link] GMT+0000

Customer Information: Customer: ENTP

Quote No.: 239387
Sales Order No.: TBD
Special Instructions: Bearing Manufacturer is NTN.

Documentation Requirements:
1. Three (3) - electronic copy of the Operations Manual
2. One (1) – Certificate of Conformity
3. Eight (8) – hard copies of the Operations Manual

DWG. NO.: REV:

10003773-201-SPC SHT: 2 OF 2 W
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TORQUE CURVE
EDDY CURRENT BRAKE MODEL 6032
60,000

50,000

40,000
(Ft-Lbs

30,000
)que
or
T

20,000

10,000

0
0 100 200 300 400 500 600 700
Brake Shaft Speed (R.P.M)

DOCUMENT NO.: 56789

REVISION: A
07/10/2015
TC Number: 10003773-201-FDD Printed REV: 02 Latest REV: 02
Printed By: jgilmour Printed On: 2019-11-07 [Link] GMT+0000

TECHNICAL BULLETIN
NO. TB-201
EDDY CURRENT BRAKE TRAVEL PERFORMANCE TESTING DATE: 9/18/2015
REV.: C

READ AND UNDERSTAND THIS ENTIRE BULLETIN PRIOR TO ATTEMPTING THIS

TESTING!

INTRODUCTION:

The NOV recommended method to check brake performance is a time/distance test. A

known load is timed over a known distance AT CONSTANT VELOCITY. This test data
point can then be compared to the performance curve specific to the drawwork’s model
to verify performance.

PRELIMINARY INFORMATION:

The following information must be known to calculate the brake performance (see Sheet
5 of 5):

1. Brake model, part, and serial number.

2. Brake control model and part number.

3. Drawworks manufacturer and model.

4. Number of lines

5. Wire line diameter (in.)

6. Exact amount of wire removed from the drum at the second wrap in ONE
revolution (in.)

Item 6 can be calculated if the lebus thickness and either the Drawworks model or drum
diameter is known. However, information about the lebus and its thickness is usually
not readily available. Therefore, the amount of wire removed in one revolution is the
easiest information to measure and provide.

APPROVAL: DATE:
L. Pilcik 9/18/15 SHEET: 1 OF 5
FORM NO. 134-1 - A

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TECHNICAL BULLETIN 201

TEST CONCEPT:

This test procedure uses the length of a standard pipe stand (3 joints of pipe-See Figure
1). The concept of the test is simple.

a. The first pipe allows the block to accelerate to a constant speed.

b. The second pipe is used for the timed test. The second pipe is ALWAYS used
because the test must be conducted at a CONSTANT block speed. The test
travel distance used is usually 30 feet. Verify that the second pipe is exactly 30
feet or that there are visible markings on the pipe exactly 30 feet apart. Reco rd
the distance to be used on Sheet 5 of 5.

c. The last pipe provides the driller time to stop the block using the drawworks
mechanical brakes.

Figure 1

SHEET: 2 OF 5
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TECHNICAL BULLETIN 201

PRELIMINARY CHECKS:

Prior to conducting the test, perform the following basic checks to insure that the brake
performance will be adequate for the time/ distance test:

a. Eddy Current Brake air gaps are within manufacturer tolerances (record on Sheet
5 of 5).

b. The Brake Controller displays the correct rated voltage and current to the Eddy
Current Brake when a "FULL ON" signal is initiated from the Driller's Control.

c. There is enough hook load to cause a rate of descent of the block that would
result in 25-50 RPM's of the brake shaft. This is important because there is little
published brake data available below this RPM range. Ideally, this test is
conducted with several thousand feet of pipe in the hole and a standard pipe
stand length above the drill floor. This results in a significant load on the hook.

WARNING!

This test must NEVER be performed with a load the operator

feels is uncontrollable with the Eddy Current Brake. Read
this test procedure carefully. The load on the block will fall
with only the Eddy Current Brake applied (the drawworks
motors will not be used). At the end of the timed test, the
operator will have approximately a 30 foot distance between
the traveling block and the drill floor to stop the traveling
block with the combined efforts of the Eddy Current Brake
and the drawworks mechanical brakes. If the operator does
not feel this can be done safe do not attempt this test!

TEST PROCEDURE:

1. Begin with the loaded block at the top of the derrick. Standard pipe stand visible
above the drill floor (See Figure 1). Record the hook load on Sheet 5 of 5.

SHEET: 3 OF 5
FORM NO. 134-1 - A

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TECHNICAL BULLETIN 201

2. The drawworks motors should NOT be engaged or energized. They should be
allowed to free spin.

3. Drawworks mechanical brakes should be on.

4. Fully energize the Eddy Current Brake.

5. Record voltage and current applied to the Eddy Current Brake at 0 RPM on
Sheet 5 of 5.

6. Release the drawworks mechanical brakes.

7. The block will begin to descend. After a very short period of time, the block
should reach constant velocity. This should occur before the second joint or pipe
passes through the drill floor.

WARNING!
If the speed of the traveling block does not reach a constant
velocity quickly or continues to accelerate, STOP THE
TEST! Apply all available brakes to control and stop the
descent of the block.

8. Start timer when the second joint passes through the drill floor.
9. Stop timer when the third joint passes through the drill floor (exactly 30 feet of pipe).
10. Apply the drawworks mechanical brakes and stop the block.
11. Test concluded. Record equipment and test data on the last sheet of this document
and forward to National Oilwell Varco as indicated below.

SHEET: 4 OF 5
FORM NO. 134-1 - A

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TECHNICAL BULLETIN 201

PRELIMINARY INFORMATION:
Brake Model Number: ____________ Brake Control Model No.: ____________
Brake Part Number: ____________ Brake Control Part No: ____________
Brake Serial Number: ____________

Drawworks Manufacturer:
Drawworks Model:
Length of wire rope removed in one revolution at the 2nd wrap:____________Inches
Or, Drawworks Drum Diameter: Inches
Lebus Thickness: Inches

Number of lines up ____________

Wire line diameter ____________Inches

TESTING INFORMATION:
Air Gap Readings: Inboard Average ____________Inches
Outboard Average ____________Inches
Hook load ____________Pounds
Voltage applied to the brake during testing ____________DC Volts
Current applied to the brake during testing ____________DC Current
Distance Traveled ____________Feet
Time to travel the test distance ____________Seconds

COMMUNICATIONS:
Send completed form to National Oilwell Varco, Baylor Engineering at:
500 Industrial Blvd.
Sugar Land, TX 77478
Phone 281-240-6111 Fax 281-274-0466
Or you may send by email to: BaylorEngr@[Link]

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TABLEOF CONTENTS

Vol. Chapter/ Title DocumentNumber Rev.

Section

1 4.0 VendorDocumentation
Remarks:ChapterNot Applicable

[Link]

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National Oilwell Varco | 10353 Richmond Ave | Houston, TX 77042 USA | [Link]
TC Number: 10003773-201-FDD Printed REV: 02 Latest REV: 02