Installation, Operation and

Maintenance Instructions
Model 7838
Baylor Eddy Current Brake

RIG/PLANT

ADDITIONAL CODE

SDRL CODE

TOTAL PGS

REMARKS
MAIN TAG NUMBER

DISCIPLINE

CLIENT PO NUMBER

REFERENCE

REFERENCE DESCRIPTION

Model 7838

Eddy Current Brake

This document contains proprietary and confidential information

which belongs to National Oilwell Varco; it is loaned for limited
purposes only and remains the property of National Oilwell Varco.
Reproduction, in whole or in part; or use of this design or
distribution of this information to others is not permitted without the
express written consent of National Oilwell Varco. This document is
to be returned to National Oilwell Varco upon request and in any
event upon completion of the use for which it was loaned.
National Oilwell Varco

National Oilwell L.P.

500 Industrial Blvd.
Sugar Land, TX 77478-2898
United States
Phone: +1 (281) 240 6111
Fax +1 (281) 274-0426

CLIENT DOCUMENT NUMBER

DOCUMENT NUMBER

REV

Client Document Number

165-31591

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REVISION HISTORY

18.01.2006

Rev

Date (dd.mm.yyyy)

Updated to New Template

Reason for issue

CHANGE DESCRIPTION
Revision
G

Change Description
Updated MS word in new template.

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Prepared

Checked

Approved

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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

SUMMARY OF SPECIFICATIONS EDDY CURRENT BRAKE........................................ 7

2.1

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...................................................................................... 20

3.7

Brake Field Coil Polarity ....................................................................................... 23

3.8

Certification for Hazardous Location..................................................................... 29

THEORY OF OPERATION ............................................................................................. 36

4.1

General................................................................................................................. 36

4.2

Brake Operation on Rig ........................................................................................ 36

ACCESSORIES AND OPTIONS .................................................................................... 39

5.1

Specifications ......................................................................................................... 7

General................................................................................................................. 39

MAINTENANCE AND SERVICE .................................................................................... 41

6.1

General................................................................................................................. 41

6.2

Maintenance and Repairs..................................................................................... 45

6.3

Electrical Problems and Troubleshooting ............................................................. 50

6.4

Mechanical Problems and Troubleshooting.......................................................... 51

6.5

Inspection and Maintenance Schedule ................................................................. 53

6.6

Evaluating Conditions of Brakes in the Field ........................................................ 57

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PARTS AND SUPPLIES................................................................................................. 61

7.1

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General................................................................................................................. 61

DRAWINGS .................................................................................................................... 62
8.1

Drawing List .......................................................................................................... 62

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INTRODUCTION AND DESCRIPTION

1.1

Scope of Manual

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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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SUMMARY OF SPECIFICATIONS MODEL 7838 EDDY CURRENT BRAKE

2.1

Specifications

General Specifications
Principal of Operation
Induced Eddy Current Braking
Torque-Maximum @ 150 RPM, lb-ft (n-m)
117,000 (158,631)
Torque @ 50 RPM, lb-ft (n-m)
96,000 (130,159)
Number of Magnets
2
Number of Coils per Magnet
2
13.4-13.9
Coil Internal Resistance @ 68 F (20 C), Ohms
11.0-11.5 (Prior to July 1985)
3.9-4.1
Total Brake Input Resistance @ 68 F (20 C), Ohms
2.8-2.9 (Prior to July 1985)
Brake Excitation
Voltage, volts DC
250
Current-Coil Temperature @ 68 F (20 C), Amps
74.07
DC
89.29 (Prior to July 1985)
18.5
Power Input @ 68 F (20 C), kW
22.3 (Prior to July 1985)
Cooling Water Requirements
Flow @ 100 F (38 Deg. C) At Brake Inlet, gpm (lpm) 150 (568)
pH
7.0-7.5
o
o
Maximum Discharge Temperature, F ( C)
165 (74)
Cooling Water Piping
Inlet
(2) 2 NPT
Outlet
(2) 4 NPT
Overflow
(2) 1 NPT
Overall Sizes
Height, in (mm)
78 (1,981)
Width, in (mm)
38 (965)
Weight, lbs (kg)
28,000 (12,701)
Inertia (WK2)-Shaft and Rotor, lb-ft2 (kg-cm2)
37,938 (15,987,118)
Weight-Shaft and Rotor, lbs (kg)
6,458 (2,929)
Shaft Size (Oilfield
Diameter, in (mm)
7.5 (190.5)
Standard)
Taper per foot, in (mm)
1 (31.75)
Average Rotor Radial Clearance (Air Gap) Over
0.055-0.065 (1.397-1.651)
Magnets (Without Paint or Other Build up), in (mm)
Maximum RPM
600

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INSTALLATION

3.1

General

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

CAUTION!
Heat removal from the rotor in the BAYLOR Brake is accomplished by cooling water.
The movement of the rotor through the water is necessary to keep the rotor and magnet
from overheating. To avoid damage to the brake, use a coupling that allows rotation of
the rotor in either direction at all times. DO NOT USE AN OVERRUNNING TYPE
CLUTCH.
A standard mounting flange on the outboard bearing cap is provided by National Oilwell
Varco for mounting water and/or air tube assemblies. The required tube assemblies are
furnished by the drawworks manufacturer and should be installed in accordance with
their instructions.
Electrical control wiring and cooling system water piping should be installed in
accordance with the drawings contained in this section. A minimum of five-thread
engagement shall be maintained on all threaded connections. Figure 3-1 illustrates a
standard Brake cooling configuration without a heat exchanger. Figure 3-2 illustrates a
standard Brake cooling system with a heat exchanger. A closed loop cooling system
provides the greatest and best degree of protection against corrosion / erosion with
adequate flow and temperature protection for the BAYLOR Brake. These closed loop
systems are manufactured to provide proper cooling for the particular size BAYLOR
Brake and can also be capacity sized to cool other portions of the drawworks drive.
Figure 3-3 shows the electrical connections for the magnet coils and power input to the
junction box.

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

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Removal of heat from the Brake is most important. Absence of proper cooling water flow
could damage the rotor. Proper cooling water flow at all times will prolong Brake life for
many years.
As illustrated in Figure 3-4 the BAYLOR Eddy Current Brake allows cooling water to
flow over the lower sections of the magnets and rotor before it exits at the bottom. If the
cooling water outlets are restricted, the water level inside the Brake will increase to a
level which could damage the Bearing grease seals and permit water to enter the
bearing cavity with ultimate damage resulting to the bearing.

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

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Figure 3-1
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Figure 3-2
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Figure 3-3
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Figure 3-4
Drain

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3.2

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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 shafts 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 (0.0025 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 (0.0025
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.
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:
NALCOOL 2000 Nalco Company
3720 W. Alabama St. #5318
Houston, TX 77027
Tel (713) 626-8113
Fax (713) 626-8120
(Previously called Pencool 2000)
It is recommended that this inhibitor be purchased through a local distributor so that
proper field support in its use is available.

NOTE!
If a glycol anti-freeze is used, then NALCOOL 3000 is recommended due to possible
interaction with the glycol, causing sludge.
NALCOOL Inhibitor Startup, Maintenance, and Testing Standards
Water Quality Standards with NALCOOL:
1. Insure water quality meets the water quality standards in Section 3.5.2.
2. Coolant has a PH level of 8.3 after corrosion inhibitor is added. (Coolant solution
turns pink.)
3. Recommended nitrite level of 1500 parts per million.
Startup of NALCOOL with fresh water:
1. Insure water quality meets the water quality standards in Section 3.5.2.
2. Add a 4-1/2% concentration of NALCOOL. (Approximately 28 gallons for a 630
gallon tank.)
Testing:
Coolant Testing should be done weekly for PH and Nitride levels.
PH and Nitride test kits can be purchased from National Oilwell Varco in Sugar Land,
Texas or from Nalco directly.

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WARNING!
IF THERE IS A RAPID NITRIDE LOSS OVER TIME, THEN A BACTERIA IS
SUSPECTED TO BE PRESENT. TO GET A BACTERIA TEST KIT, OR OTHER
PRODUCTS, PLEASE CONTACT NALCO.
3.5.4 Usage of Antifreeze Standards
Only ethylene glycol type antifreezes are to be used in BAYLOR Eddy Current Brakes
due to the operating temperature generated.
NOTE: Chromate type rust inhibitors are not to be used with ethylene glycol antifreezes.
The resulting mixture forms a sludge. It is recommended that the Brake cooling fluid not
exceed 68% ethylene glycol. Levels of ethylene glycol higher than this will lower the
freezing point of the Brake cooling fluid, but will not provide adequate heat transfer.
If the antifreeze contains corrosion inhibitors, it is not recommended to add additional
inhibitors to the original mixture or for maintenance of a used mixture. This practice can
actually cause corrosion of the Brake. If the corrosion inhibitors in this type of solution
are no longer effective the entire content of the cooling system should be replaced by a
fresh mixture.
National Oilwell Varco does not recommend the use of antifreezes containing anti-leak
compounds. These compounds can cause plugging of water passages and reduction in
effective heat transfer rates, resulting in a Brake that fails from overheating. Be sure to
dispose of used antifreeze mixtures according to the manufacturers recommendations
and the applicable environmental authoritys recommendation.
3.6

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.

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This is true for two reasons. The Eddy Current Brake can absorb thousands of horse
power as heat that is rejected to its cooling water. Therefore, the Eddy Current Brake is
putting more heat into its coolant than most other equipment. The other reason cooling
Eddy Current Brakes requires generally large heat rejection equipment is the required
inlet water temperature is very close to the ambient air temperature. This means diesel
engine radiators will not properly cool an Eddy Current Brake.
As a result of these factors, water to water heat exchangers are generally more cost
efficient and much more compact. If a radiator is to be used it will generally be
extremely large. Any heat rejection equipment selected must be sized to supply the
rated coolant flow at the rated inlet temperature.
If due to high ambient conditions the inlet temperature of the cooling water is in excess
of 100 degrees F (38 degrees C) the flow of the cooling water to the Brake must be
increased. See figure 3-7. It is important to note there is a maximum amount of cooling
water flow that may be passed through the Eddy Current Brake. The curves indicated in
Figure 3-7 are extended to the maximum flow rate capacities of the brakes. If ambient
conditions do not permit the operation of the brake on its indicated curve, then the brake
must be derated for this application. Contact National Oilwell Varco for performance
curves that will indicate reduced cooling capabilities.

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Eddy Current Brake Coolant Flow

Required to Maintain Outlet Temp of 165 F.

Curve
No. 1

Curve
No. 2

Curve
No. 3

Curve
No. 4

Curve
No. 5

Curve
No. 6

Model
15050
EC Brake

Model
7838 / 9650
EC Brake

Model
19RD130
EC Brake*

Model
7040 / 8350
EC Brake

Model
6032 / 5250
EC Brake

Model
7RD150
EC Brake*

Note for 5032 / 3550:

BASED ON MAX TORQUE @ AVG SPD 250 RPM
CYCLE

OUTLET TEMP OF 165 F. ONE-THIRD DUTY

* Models 19RD130 & 7RD150 calculations based on average speed of 1000 R.P.M.
Curves are extended only to maximum GPM flow rate capability of the specific brake model water housing. If
higher flow rates are required, contact National Oilwell Varco with specific coolant requirements.

Figure 3-7

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3.7

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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 Drillers Control. To obtain a reference point as to the Brakes holding
capacity, raise the traveling block into the derrick so that three joints of drill pipe are
visible. Turn the Brake Drillers Control full on and allow about 5 seconds for full
saturation of the Brake magnetic circuit. Then, with the Eddy Current Brake fully
energized, release drawworks friction brake and allow pipe to descend into the bore
hole. As the second joint of drill pipe starts through the rotary table, time the interval of
time it requires for this second joint to progress into the bore hole.
Next, turn off electrical supply to BAYLOR Brake. Lock out circuit breakers to insure safe
conditions while performing work in and around Brake and Control System. Remove
cover of Brake Junction Box. Mark present position of coil leads F7 and F8. Reverse the
position of these two coil leads, that is, disconnect F7 and F8, and then reconnect F7
where F8 was connected and F8 where F7 was connected. Turn electrical power on and
re-test by timing length of time for second joint of drill pipe to pass through rotary table.
Compare the results of these two tests. If polarity was correct initially, the drill pipe would
have taken longer to enter bore hole during first test. On the basis of these two tests,
choose correct junction box coil lead connection for correct polarity.

2.

Second method of determining correct Brake coil polarity is the procedure as follows:
a.

Turn off electrical supply to Baylor Brake. Lock out circuit breakers to insure safe
conditions while performing work in and around Brake and Control System.
Remove Brake junction box cover. Record the location of each coil lead on
terminal block in Brake junction box. Disconnect all coil leads from Brake junction
box terminal strip.

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b.

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Check resistance of inboard field coil of inboard magnet as illustrated in Figure 314. Set multimeter to lowest resistance scale (200 ohms or less) and connect
meter leads to F5 and F6. Reading should approximately agree with those listed
in Figure 3-15. If meter readings are lower by 30% or more, a coil problem may
exist. Troubleshoot coil problem before proceeding to next step.

OUTBOARD MAGNET

F1
F2
F3
F4

INBOARD MAGNET

F8
F7
F6
F5

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

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

d.

Observing meter lead polarity, connect meter leads to a pair of Field Coil Leads
as indicated in Table I.

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Brake Model

Coil Internal Resistance

at 68F (20C)

15050

10.8 OHMS TO 11.2 OHMS

*7838

13.4 OHMS TO 13.9 OHMS

9650

15.5 OHMS TO 16.4 OHMS

7040

13.0 OHMS TO 13.5 OHMS

8350

13.0 OHMS TO 13.5 OHMS

6032

5.9 OHMS TO 6.3 OHMS

5250

6.1 OHMS TO 6.5 OHMS

5032

5.1 OHMS TO 5.4 OHMS

3550

4.9 OHMS TO 5.2 OHMS

3630

4.8 OHMS TO 5.2 OHMS

19RD130

6.7 OHMS TO 7.1 OHMS

9RD130

6.7 OHMS TO 7.1 OHMS

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

Figure 3-15
e. Set meter scale as indicated in Table I for specific Field Coil Leads selected.
Table I
Field Coil
F1 - F2 F3 - F4 F7 - F8
Leads
Meter Lead F1 - F2 F3 - F4 F7 - F8
Polarity
+
- +
- +
Meter Scale
1 10
1 50
1 10
VDC
VDC
VDC
Meter
Positive
Positive
Positive
Deflection

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f.

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

For the following Brake Models, move the handle half way through its total
travel:
3630
3550
5032
5250
6032
19RD130
For the following Brake Models, move the handle full on position:
7040
8350
7838
9650

15050
7RD150
9RD130

NOTE: Those brakes requiring only half on position of Drillers Control have coils which
are connected series-parallel and therefore require only half value of applied control
voltage for full saturation. Reference drawing D56772, sheets 1 and 2.
g.

Observe positive meter deflection. If in agreement with Table I, move Drillers

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

h.

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

i.

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

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3.8

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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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THEORY OF OPERATION

4.1

General

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When the steel rotor rotates through the stationary magnetic field, currents are induced
in the rotor. These currents, commonly called eddy currents, produce a magnetic field
which interacts with the stationary field. This field interaction produces a force, which
opposes rotor rotation, and provides the braking torque for the BAYLOR Brake.
The braking torque of the Eddy Current Brake is dependent on the strength of the
stationary magnetic field, rotor speed, and rotor temperature. Torque increases with
magnetic field strength and with rotor speed. Torque decreases as rotor temperature
rises and the rotor expands which widens the air gap. The strength of the stationary
magnetic field is controlled by the field coil in proportion to the braking requirements.
The eddy currents induced in the rotor produce heat. This rotor heat must be kept within
acceptable limits or braking torque will be reduced. To maintain rotor temperature within
acceptable limits, a cooling system is required. A steady flow of water is directed into
the area containing the rotor, as illustrated in Figure 3-4. The movement of the rotor
through this water as it turns provides uniform cooling of the rotor surface. If the flow of
cooling water fails while the brake is in operation, the rotor will become overheated. In
this state, the rotor will be damaged if a safe cooling procedure is not followed. Consult
Section 6 of this manual for the proper procedure to use.
4.2

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 brakes primary purpose as an auxiliary brake is to dissipate the
energy of drill pipe or casing being lowered into the bore hole. For this specific purpose,
the field coils are designed to accommodate a duty cycle of full DC voltage on time of
20 seconds out of every 60 seconds. Increasing the duty cycle to 100%, or an on time
of 60 seconds out of 60 seconds will create excessive heat buildup within the individual
conductors of the field coils. As the electrical insulation system of the field coil has
excellent dielectric characteristics, it also is an excellent thermal insulator. The heat
produced internal of the field coil due to the DC current passing through each conductor
will continue to rise until, within a short period of time, the insulation system will de-grade
and turn-to-turn shorting will occur with ultimate failure of the field coil. It is also
interesting to note that the torque curves for BAYLOR Eddy Current Brakes all have a
similar characteristic. The torque produced at very low drum shaft speeds (0-20 r.p.m.)
is approximately the same for various excitation values. In other words, the brake torque
produced at 15 r.p.m. is about the same, at full applied excitation, as the torque with
50% applied excitation. Therefore, the brake, utilized for drill assist, will perform at the
low speed drum requirements of feed off at 1/2 of excitation as well as performance at
full excitation. This can reduce the excitation to the larger capacity brakes from 21 kW to
7 kW with the reduction of thermal load of field coils.

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Operation of the brake at very low speeds during drill assist, with full excitation, will also
contribute to excessive wear to the I.D. of the rotor and the O.D. of the magnets. At very
low rotor speeds, with full excitation to the field coils, the magnetic attraction between
magnets and rotor is greater than the collapse strength of the rotor material. Pull over
will occur where the outer circumference of the rotor drum will pull down and contact the
O.D. of the magnet. The resultant contact, at slow speed, will gall and gouge the
surfaces of rotor and magnets. This mechanical contact will increase the air gap
between the rotor I.D. and the magnet O.D. such that maximum torque of the brake will
be reduced.
In conclusion, to utilize the BAYLOR Eddy Current Brake in the drill assist mode requires
specific attention to how much excitation is applied to the field coils. Continuous
operation at full excitation can significantly shorten the life of the field coils and increase
the air gap dimension such that reduced torque output will result.
NOTE!
National Oilwell Varco manufactures several different types of Control Systems for use
with the BAYLOR Eddy Current Brakes. Each Control System design incorporates a
different method of supplying reduced voltage to the brake during drill assist operations.
Consult your Brake Control System Manual to determine the proper operational
technique for drill assist conditions.

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ACCESSORIES AND OPTIONS

5.1

General

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In striving to satisfy the needs of all customers, National Oilwell Varco offers the
following accessories and options.
5.1.1 Brake Controller
Each Eddy Current Brake requires a brake controller which supplies voltage to the field
coils. The brake controller is a variable DC voltage power supply which controls the
amount of excitation delivered to the brake field coils as a function of the position of a
drillers control lever. A complete controller system consists of an isolated power
transformer, a power control unit, and a drillers control.
5.1.2 Special Brake Shafts
Certain applications may require an optional special shaft on the brake. Double-ended
shafts and special coupling features have been manufactured in the past. If the brake is
required to operate in highly regulated areas such as the North Sea, then special shafts
may be required to conform to low temperature requirements. One of these may fit your
needs; if not, a new special can be designed to your specifications.
5.1.3 Brake Cooling Packages
Each Eddy Current Brake needs a cooling system to remove the heat from the brake
while the brake is being used. National Oilwell Varco builds brake water cooling systems
to meet a variety of operational and regulatory requirements. In addition to cooling water
for the BAYLOR Eddy Current Brake, extra capacity can be designed into the system for
the main drawworks friction brake, top drives, electric drive motors, and other rig cooling
requirements.
5.1.4 Cooling Water Alarm
A cooling water alarm system is available to monitor flow and temperature of the coolant
to the brake. This system warns the operator whenever cooling to the brake has been
impaired. It can prevent the need for expensive repairs. This is also required to
maintain the hazardous area certification on the Brake.

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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 email address:
Baylor.sales-service@nov.com
Factory Engineering personnel may also be directly contacted at the following e-mail
address:
Baylor.engr@nov.com
For a list of worldwide National Oilwell Varco locations and Service Centers go to
www.nov.com and click Contact Us

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MAINTENANCE AND SERVICE

6.1

General

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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
(TYPICAL BOTH SIDES)

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

Figure 6-1
Inboard Side
6.1.3 Air Gap
If there is erosion/corrosion in the air gap between the rotor I.D. and the magnet O.D.
due to the use of poor quality cooling water, this gap distance may gradually increase to
a point where rated torque will be reduced. In making any field check of this air gap, it is
necessary to allow for any pitting and for any scale build-up to determine the effective
gap distance. Any scale present does not provide an effective magnetic path so it must
be deducted from the gap distance measurement. This air gap should be checked
monthly. The effective air gap is the average of all measurements taken.
Measurements should be taken at each air gap inspection hole (both inboard and
outboard) and recorded. Then rotate rotor assembly 90 degrees clockwise. Again record
all readings. Rotate rotor assembly 90 degrees clockwise and record all readings.
Rotate rotor 90 degrees clockwise and record readings. Finally, rotate rotor assembly 90
degrees clockwise. This will bring you back to original position and readings should
agree with first position readings. Normally, a 50% increase in the air gap will produce a
70% decrease in rated torque. For original air gap dimensions see SECTION 2 of this
manual.
AIR GAP
INSPECTION PORTS
(TYPICAL BOTH SIDES)

Figure 6-2
Inboard Side
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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% Nalcool 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 3-15. Coil
resistance to ground should not be less than 5 megohms (tested with 500 VDC megger
and with all interconnecting wires disconnected from coil leads).
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.
1

Rotor with Shaft Installed

Cylindrical Brake Housing

One of the two Magnets

End Ring

Center Plate with Jacking Screws

Inner Seal Retainer with all
threads installed
Bearing Cap

Spherical Roller Bearing

Bearing Lock Nut and Lockwasher

10

Grease Seal
Machined areas requiring sealant
when assembling
Sleeve, Seal

11
12

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The inner race of the bearings has an interference fit with the shaft, and hydraulic pulling
equipment is usually required to remove the bearing when cold. If the bearing is to be
discarded, it may be removed by other methods if proper care is taken to insure that the
shaft is not damaged. The outer race may be cut off and the rollers removed. The inner
race may then be heated and removed. Any time a bearing is replaced, it is
recommended that the related seal be replaced as well as its seal sleeve in order to
provide adequate protection for the new bearing.
To remove a bearing, proceed as follows:
1. Install new seal sleeve on shaft. Note: never heat seal sleeves or bearings with
heating torch. The point source of heat of a heating torch is in the range of 6000
degrees F. This high temperature small area contact with bearing tempered alloy
steel will cause a micro structure change to occur which will greatly reduce the
life expectancy of the bearing or seal sleeve. Heat bearings and seal sleeves in
an oven or a container of clean oil. Heat range is 200-250 degrees F. After
heating the seal sleeve and installing on the shaft, place a good quantity of clean
bearing grease on the seal sleeve. Before installing the seal retainer with the seal
over the seal sleeve, also hand-coat the seal with clean bearing grease. Install
retainer and seal over seal sleeve. Insure that seal lip is turned in right direction
with respect to bearing cavity. (If in doubt, look at assembly drawing in this
manual. Some brake models have more than one seal.)
2. Heat and install new bearing.
3. Install the snap ring or bearing lockwasher and locknut.
Note: The tightness of the locknut should be checked after the bearing has
cooled.
4. Prior to replacing the center plate, hand pack the bearing and seal with clean
bearing grease. Screw guide pins into two of the tapped holes in the inner seal
retainer to align the corresponding through holes in the center plate and bearing
cap.
5. Thoroughly clean the machined mating surfaces between the inner seal retainer
and the center plate, and the inner flange of the magnet assembly. Apply a
coating of Part No. 1885-11-0015, non-hardening, silicone sealant to these
surfaces.
No gasket is used here since the cavity is not pressured and a sealer serves
quite satisfactorily.

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6. Install the center plate and pull it firmly into position by tightening the cap screws
which hold it to the inner flange of the magnet assembly. Care should be taken to
insure that the center plate is drawn up straight and evenly. The rotor shaft
should be supported while the center plate is replaced. A cheater pipe may be
used with a hoist to support it.
7. Install the bearing cap and position the cap screws which hold the bearing cap in
place. Tighten these cap screws firmly. Remove the (2) guide pins and replace
with the remaining (2) cap screws and tighten firmly.
NOTE!
Care should be taken to insure that the pilot diameters of the inner seal retainer and
the bearing cap have entered the bore of the center plate straight and both of these
parts are straight and firmly affixed to the center plate.
Prior to replacing external parts, remove air gap inspection plugs (Figure 6-2) and
check the air gap at all three inspection holes. Rotate rotor 90 degrees and take
three more readings (this is to check concentricity of rotor). Compare air gap
readings. If center plate O.D. and/or magnet pilot diameter is worn, gap at vertical
top of brake will be less than (2) gap readings at lower quadrant of brake. If
difference is greater than 0.010" (0.25 mm), then it will be necessary to shim
between O.D. of center plate and I.D. of magnet assembly. This can be
accomplished by loosening the cap screws which retain the center plate to the
magnet by two full turns. Using the cheater pipe mentioned in 6.2.2.6 lift weight of
shaft and rotor assembly such that shim may be inserted between center plate O.D.
and magnet pilot diameter (at bottom vertical center line). Tighten cap screws which
retain center plate to magnet assembly. Remove cheater pipe. Recheck air gaps as
outlined previously. Shimming should correct concentricity between magnet O.D. and
rotor I.D. and insure equal magnet attraction and reduce rotor pull over.
8. Add sufficient grease to the bearing cavity with a grease gun to insure that the
cavity is at least two-thirds filled. The external parts which may have been
removed can be replaced after it is determined that the shaft and rotor assembly
rotates freely. If it was necessary to move the brake from its position on the
drawworks, it should be reinstalled and aligned with the same care as when
initially installed.

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6.3

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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-aversa 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

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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
or the bearings are noisy

1. The brake shaft may be misaligned with the drawworks or

automatic feed shaft. If this is the case, align the shafts
correctly. Check for damage to the bearings before
tripping.
2. The bearings may be worn because of poor grease
maintenance. If this is the problem, replace the bearings
and maintain the proper bearing grease service.

Water coming out of the overflow

piping.

An incorrect water level may have been maintained inside the

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

Gradual loss of torque capacity

due to increase of magnet / rotor
gap

The surface of the magnets and rotor may have an

accumulated layer of rust and scale due to a cooling water
system with a high salinity content or low pH factor. This buildup 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
o clock position is consistently
larger than the air gap
measurements at the other two
locations

The bearing on that side of the brake is wearing. The bearing

internal clearance is increasing and the rotor is sitting lower in
the brake assembly. This condition should be monitored. In
extreme cases the bearing condition should be checked or the
bearing replaced. See Section 3.2 for more details.

Loss of torque capacity due to

overheating the brake.

Overheating the rotor will increase the magnet / rotor gap. This
decreases the brake output torque. Overheating the magnet
will increase the coil resistance. This decreases the coil
current, and this reduces magnetic flux. This will also reduce
the torque.
1. If the water flow rate is below the recommended level, then
raise the input GPM to the specified level.
2. If the amount of cooling water is not sufficient to maintain
the system at or below 165F maximum brake discharge
temperature, then the cooling system should be inspected.
NOTE: In extremely hot working areas, additional volume
may be required.
3. If no water is applied to a brake that is full on, damage to
the coils or rotor will occur.

No cooling water to brake

cooling on overheated rotor.

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

minutes. If cold water is turned on an overheated rotor the
rotor will distort and may lock up on the magnets. To cool an
overheated rotor:
a) Let the rotor air cool to 200 to 250F.
b) Then turn the water on while turning the rotor slowly. This
procedure may salvage the rotor.

Torque not at full capacity due to

incorrect coil polarity

If coils are connected incorrectly, refer to Section 3 of this

manual. Check for coil polarity and connections.

Torque reduced due to loss of

one or more coils

1. If an over-voltage is applied to a coil, see electrical

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

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6.5

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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

6.5.1.1

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.
6.5.1.2

Lubrication

Grease each brake bearing with 2 ounces of lithium base ball and roller bearing grease
(See page 6-1 paragraph 6.1.1) Each brake has two grease fittings, one on inboard
bearing cap and one on outboard bearing cap.
6.5.1.3

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

6.5.2.1

DC Voltage Check

Check DC voltage to brake under full load condition (electrical full load, Drillers Control
in FULL ON position). See Section 2, Summary of Specifications.
6.5.3 Monthly Inspection
6.5.3.1

Drain/Breather Inspection

Remove brake magnet coil cavity drain and brake junction box drain from fitting. Clean
with kerosene. This drain / breather should be open for passage of air or liquid. Replace
drain/ breather into fitting after inspection.
IMPORTANT!
To protect the full life of the coils the condensation that may form in coil cavities must be
drained. To assure free flow, these drain / breathers must be inspected every month and
cleaned if necessary.
6.5.3.2

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 inch N.P.T. pipe plugs from end rings.
Using feeler gauges which are a minimum of 12 inches long, insert gauges into the air
gap between the brake magnet and the rotor.
NOTE!
When checking Eddy Current Brake air gaps, the correct measurement is the thickest
stack of feelers that can be inserted completely into the air gap by hand without getting
stuck. There will be drag on the feeler gauges. Contrary to most feeler gauge
measurements, this is not a measurement taken with only light drag on the feeler gauge.

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Air gap measurements should be taken as far in on magnet as feeler gauge length will
permit. Try to approximate the thickness of any scale, (Rust and Calcium) if cleaning is
not possible. This figure must be added to basic feeler gauge reading. If rotor is pitted,
an additional pit estimate must be added to air gap measurement. Remember, at least
two sets of measurements 90 apart are required to get meaningful results.
6.5.3.3

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
6.5.4.1

Voltage and Resistance Check

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

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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

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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 3-15 of
this manual.
Verify the brake is wired as indicated in Figure 3-3 of this manual.

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It is expected that all these checks will result in expected results and the brake is
acceptable for installation. If these checks are not satisfactory as indicated in the
referenced sections contact National Oilwell Varco. After the brake is installed in its
cradle the following check should be performed:

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 Drillers Control is in the off position.
Verify the rated voltage is applied to the brake as indicated in Section 2 when the
Drillers Control is in the FULL ON position.
Verify the rated current is supplied to the brake when the brake coils are cold
(68F or 20C).
Verify the existence and functionality of Drill Assist and/or manual Power
Selection Switch on the Brake Control System.

All results from the above checks should be to the specification indicated in the
referenced sections of this manual. If problems are found in the Closed Loop Brake
Water Cooling System or Brake Control, consult those manuals for remedial actions. If
all the above checks indicate a set of normal conditions, then the brake can be assumed
fit for its rated duty cycle. If discrepancies are found then they must be immediately
corrected if possible.

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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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PARTS AND SUPPLIES

7.1

General

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The recommended spare parts and supplies for the 7838 BAYLOR Brake are provided
in the following table:
Recommended Spare Parts
BAYLOR Eddy Current Brake
Part No.
Description

Qty.
1
1
2
1
2
1

1030-20-0003
1030-20-0004
1555-10-0021
1555-10-0005
07626
07370

Bearing, Inboard
Bearing, Outboard
Seal, Inboard
Seal, Outboard
Sleeve, Seal, Inboard
Sleeve, Seal, Outboard

1420-20-0044

Locknut, Inboard

1420-20-0036

Locknut, Outboard

1690-20-0044

Lockwasher, Inboard

1690-20-0036

Lockwasher, Outboard

1075-10-0003

Breather/Drain

06614

Housing, Breather

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DRAWINGS 7838 BRAKE

8.1

Drawing List

31591
B/M31591
56168

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Assembly Model 7838 Eddy Current Brake

Bill of Material 7838 Eddy Current Brake Assembly
Outline and Mounting 7838 Eddy Current Brake

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