CON-PWM-079-003

BAYLOR
INSTRUCTION,
INSTRUCTION,OPERATION
OPERATION
AND
AND
MAINTENANCE
MAINTENANCE
INSTRUCTIONS
INSTRUCTIONS
FOR
FOR
BAYLOR PWM-10 AND
BAYLOR PWM-10 AND PWM-20
PWM-
20
BRAKE CONTROL SYSTEM
BRAKE CONTROL SYSTEM

EQUIPMENT FURNISHED
BY

BAYLOR COMPANY
500 Industrial Blvd.
Sugar Land, Texas 77478-2898
281/240-6111
Fax 281/274-0426

REV. C/83 165-PWM

 TABLE OF CONTENTS

Paragraph

Page

SECTION 1
INTRODUCTION

1.1 SCOPE 4
1.2 ELECTROMAGNETIC BRAKING 4
1.3 GENERAL DESRIPTION OF EQUIPMENT 4

SECTION 2
SPECIFICATIONS

2.1 GENERAL SPECIFICATIONS 5

2.2 SUMMARY OF SPECIFICATIONS 5

SECTION 3
INSTALLATION

3.1 GENERAL 7
3.2 SUB ASSEMBLIES 7
3.2.1 Power Transformer 7
3.2.2 Power Converter Unit in Cabinet 8
3.2.3 CSA Certification 8
3.2.4 Power Converter Unit without Cabinet 8
3.2.5 Driller’s Control Unit 9
3.3 SYSTEM CABLING 9
3.3.1 AC Cabling 10
3.3.2 D.C. Cabling 10
3.3.3 Driller’s Control Cable 10

WARNING
DO NOT APPLY AC VOLTAGE TO THE PWM UNIT
UNTIL POWER CHECKOUT PROCEDURE OF
SECTION 7.5 HAS BEEN PERFORMED. INCORRECT
INPUT VOLTAGE CAN DAMAGE THE PWM UNIT.

3.4 STAND-BY BATTERY SYSTEM

3.4.1 Battery Requirements 11
3.4.2 Battery Circuit Considerations 11

2
 SECTION 4
THEORY OF OPERATION

4.1 GENERAL 13
4.2 CONTROL BY SWITCHING ACTION 13
4.3 OPERATION OF SUPPORT CIRCUITRY 14
4.4 OPERATION OF STAND-BY BATTERY 15

SECTION 5
FUNCTION OF CONTROLS

5.1 GENERAL 16

SECTION 6
OPERATING INSTRUCTIONS

6.1 GENERAL 17

SECTION 7
MAINTENANCE AND SERVICE

7.1 PRECAUTIONS AND PRACTICES 18

7.1.2 Disconnect of Input Power 19
7.2 SERVICING RECOMMENDATIONS 20
7.3 MAJOR SUBASSEMBLIES 21
7.4 PREVENTIVE MAINTENANCE 22
7.5 RECOMMENDATIONS FOLLOWING SITE CHANGE 23
7.5.1 With AC Power Off 23
7.5.2 With AC Power On 23
7.6 SERVICING PROCEDURES 22
7.7 DRILLER’S CONTROL CALIBRATION 24
7.8 RECOMMENDED SPARE PARTS 25

SECTION 8
DRAWINGS

3
 SECTION 1
1NTRODUCTION

1.1 SCOPE

This manual provides a readily available source of important reference

information regarding the installation, operation and maintenance of the
Baylor PWM-10 & PWM-20 Brake Control Systems.

Applicable schematics, flow diagrams, and major assembly drawings are

contained in the last section of this manual.

1.2 ELECTROMAGNETIC BRAKING

Baylor Elmagco brakes are electromagnetic braking devices that are intended
for use with draw-works on oil field drilling equipment. Construction features
and operating principles are presented in the technical manuals for these units.

These auxiliary brakes are directly connected to the cable drum shaft on the
draw-works and supplement other mechanical braking devices that may be
used. An electromagnetic brake only develops retarding torque when it is
rotating; it does not develop any torque when it is stopped. Some form of
mechanical brake is needed to hold the load stationary and also to control it at
low speed.

The magnetic fields required for brake action are created by the flow of direct
current in the heavy coils in the brake structure. The D.C. current required to
energise these coils is provided by an external power source, which is fully
controllable from the drill floor. A dedicated cable connects the power source
and the Driller’s Control unit. Whatever D.C. current is required for needed
braking action can be set up by the movement of a single control handle at the
Driller’s console.

1.3 GENERAL DESCRIPTION OF EQUIPMENT

The Baylor PWM Brake Control system has been designed specifically to
provide controllable D.C. power for energising Baylor electromechanical
brakes. There are three basic assemblies in this PWM system:
1. A three-phase transformer (either 10 KVA or 25 KVA) to convert
available line voltage to 186 VAC for input AC power.
2. A power converter unit that operates on three-phase AC input and
delivers controllable D.C. output. This unit includes a three-phase, full
wave rectifier, one or two D.C. power control elements and electronic
circuitry for driving the control elements in response to low-level input
signals.
3. A Driller’s control unit that controls the D.C. output level of the
converter from the drill floor. This unit is essentially a transformer in
which the output is adjustable by the manual movement of a control
4
1.4 GENERAL DESCIPTION OF EQUIPMENT (CONT)

lever. Fixed AC input signal is delivered to the Driller’s consol over a

pair of wires from the electronic circuitry in the power converter. A
second pair of wires from the Driller’s console transfers the adjustable
output signal back to the electronic circuitry where it is conditioned to
drive the D.C. power control.

PWM brake control systems are all similar, but will differ in detail
depending on the brake power requirement and the physical layout
where the converter is installed. When a large brake (such as a model
7838) is to be energised the converter will have two D.C. power
control elements and the input transformer will have a rating of 25
KVA. When used with smaller brakes, only one D.C. power control
element is needed in the converter and the transformer rating is
reduced to 10 KVA. In either case the converter unit may be supplied
in a standard separate cabinet or as an unhoused chassis assembly for
mounting in the user’s switchgear cabinets.

5
 SECTION 2
SPECIFICATIONS

2.1 GENERAL SPECIFICATIONS

The power converter units are designed to meet applicable sections of IEEE,
USCG, CSA, and NEC for rectifying equipment.

2.2 SUMMARY OF SPECIFICATIONS

PWM-20 PWM-10

Input Volts 186 VAC, 3 phase 186 VAC, 3 phase

Input KVA 20.4 KVA, 3 phase 10.2 KVA, 3 phase

Output Volts 0-250 VDC 0-250 VDC

Output Power 20.0 kW 10.0 kW

Output Amps 0-80 ADC 0-40 ADC

Ambient Temp Range -40 to 50C -40 to 50C

Enclosure Nema 1 Nema 1

Enclosure Dimensions W=24” D=12” H=30” W=24” D=12” H=30

Total Estimated Weight 130 lbs. 120 lbs.

Pan Chassis Dimensions W=21” D=10” H=27” W=21” D=10” H=27

Pan Chassis Est. Weight 85 lbs. 75 lbs.

6
 SECTION 3
INSTALLATION

3.1 GENERAL

The Baylor PWM Brake Control System uses three (3) assemblies that require
installation: the three phase Power Transformer, the Power Conversion Unit,
and the Driller’s Control. The system design includes provisions for a stand-by
battery for emergency brake power if there is interruption of AC supply.

CAUTION
WHEN RECEIVING EQUIPMENT, CHECK CARTONS
AND CRATES FOR EVIDENCE OF MISHANDLING OR
DROPPING. IF THERE IS APPARENT DISTORTION OR
ABNORMAL DAMAGE TO SHIPPING CONTAINERS,
THERE IS THE STRONG POSSIBILITY OF DAMAGE TO
CONTENTS. IF PARTS ARE DAMAGED OR ARE LOOSE
OR APPEAR TO HAVE BEEN DISPLACED FROM
INTENTED LOCATION, THE DAMAGE MUST BE
CORRECTED BEFORE INSTALLATION.

3.2 SUB ASSEMBLIES

3.2.1 Power Transformer

These transformers are built to NEMA type 3r specification and are intended
for outdoor installation. They are rainproof and sleet (ice) resistant. If
protection from other conditions is deemed necessary, such protection must be
provided by the structure in which the transformer is installed. There must be
unobstructed flow of air to and from the unit and ambient temperature must
not exceed 50C if continuous, full rated output is required. No load other than
the PWM Brake System shall be connected to the transformer. Taps are
provided to set the secondary voltage as close as possible to 186 volts.

They may be floor or wall mounted and shall be securely bolted in place on
support structures capable of sustaining the weight. Support structures must be
adequate to resist deformation under worst conditions such as vibration,
impacts encountered during equipment moving, etc. The installation area must
be well drained; there shall be no possibility of water accumulation in the case.

Cable or conduit entrances shall be made near the bottom of the case. If it is
necessary to enter at a high point, each such entrance must be arranged to
prevent water seepage into the unit.

In general, the transformer should be located close to the power converter unit.

7
3.2.2 Power Converter Unit with Cabinet
This configuration offers the complete converter assembly housed in a steel
cabinet. It is only necessary to mount the cabinet in a suitable location and
make external connection to it. The standard cabinet is intended for use in an
area that is protected from rain, water, sleet, snow etc. It is not intended for
use in a hazardous location, nor one subject to high vibration. In general, a
well-ventilated, enclosed space, such as the switchgear room, is
recommended. Maximum ambient temperature shall not exceed 55C.

The cabinet is designed for wall mounting. It shall be securely bolted to a

support structure of sufficient strength to firmly support the load under worst
conditions of vibration and anticipated impact. A minimum of 6 inches
clearance shall be maintained below the cabinet for unobstructed airflow.
There shall be no heat source in the space directly below the cabinet. There are
no restrictions on the location of adjacent equipment on either side providing
only that such adjacent equipment is not a source of heat that could increase
the cabinet temperature. Clearance in front shall be no less than 26 inches to
permit full opening of the door for maintenance.

Power and control connections are made at the bottom. The presence of these
cables shall not obstruct the airflow. Some increase in clearance beyond 6
inches may be necessary to insure full freedom of airflow. The AC and D.C.
power cables must enter through the right bottom. The single control cable to
the Driller’s Control must enter through the left bottom. Inside the cabinet the
control cable shall run directly to its terminal board and any excess, folded,
length shall be avoided. All power cables inside the cabinet shall run by the
most direct path to the power terminal block and shall be fully confined to the
right bottom half of the cabinet. Any excess, looped, length shall be avoided.

3.2.3 CSA Certification

The standard unit is certified by CSA providing that a retainer pan is installed
beneath the bottom ventilation opening. See drawing B43344 for installation
of this retainer pan.

3.2.4 Power Converter Unit without Cabinet

This configuration is offered for those applications in which the user desires to
install the equipment in uncommitted switchgear or other available cabinet
space. The fully assembled and tested converter unit is supplied on a heavy
steel pan chassis. This may be mounted on suitable vertical rails in the unused
cabinet space, providing other conditions are met. It must be emphasised that
the installation should be made where the level of vibration and the ambient
air temperature are relatively low.

The proposed cabinet must provide for free flow of ventilating air from bottom
or top. The cabinet must have no less than one square foot, net, of
unobstructed air intake below the proposed location and the same area for air
discharge above the location. Other equipment in the cabinet shall not obstruct
the free flow of inside air from reaching the equipment on the converter
chassis.

8
3.2.4 Power Converter Unit without Cabinet (cont.)
The proposed cabinet must have an open area 30 inches high and 24 inches
wide for converter mounting. The required vertical mounting rails must be
recessed from the front no less than 12 inches and the space must be accessible
by a full width front door no less than 30 inches in height.

AC and D.C. power cabling to the chassis shall be bought into the right bottom
and shall connect to the power terminal block without loops or excess cable in
the chassis area. The power cabling shall be completely confined to the lower
right half of the chassis, below the power terminal board.

The control cable to the Driller’s Control shall be bought into the lower left
and run directly to its terminal board. This cable shall be free from excess
length and fold backs and shall be fully separated from the power cabling.

It is recommended that no potential in excess of 250 volts be present in other

apparatus sharing the same cabinet.

NOTE:
Installation of Baylor components in
Customer cabinet must be approved,
In writing, by Baylor Engineering to
validate warranty.

3.2.5. Driller’s Control Unit

This unit is supplied as a fully enclosed device with provision for electrical
connection through a single cannon connector. The unit mounts in the drilling
control console through a round cut-out in the panel. It is held in place by four
bolts. Cable connection is from the back.

The Driller’s control has the same mounting flange dimensions as the
Westinghouse H-2 air valves that are commonly used in the control panels and
consoles for draw-works. This results in an easy adaptation of the Driller’s
control into a draw-works control system with a resultant uniformity in
appearance. Refer to the outline and mounting drawing for dimensions and
details. Install the Driller’s control to provide the Driller with convenient
access. Position the control so a downward movement of the handle advances
the control toward FULL ON. A spring returns the handle to the OFF position.
This arrangement is similar to the usual mechanical friction brake lever
installation.

3.3 SYSTEM CABLING

WARNING
Do not apply input AC voltage to the PWM unit
Until power checkout procedure of section 7.5
Has been performed. Incorrect input voltage can
Damage the PWM unit.

9
3.3 SYSTEM CABLING (CONT.)

The PWM-20 system is designed for use with Models 7838 and 7040 brake.
Installation diagram B46028 shows the cabling and other equipment required.
The PWM-10 system is designed for use with the smaller brakes, Models
6032, 5032 and 3630. Installation diagram B46028 shows the cabling and
other equipment required with these.

The brake user should supply AC electric power to the brake system through a
thermal, magnetic 3-pole circuit breaker carrying no other load. The circuit
breaker should have a trip rating as follows:

MAX TRIP AMPS – AC BREAKER

Supply Voltage PWM-10 PWM-20

600 15A 30A
480 15A 35A
400 20A 40A
380 20A 40A
240 30A 70A

Taps on the transformer shall be selected to provide secondary voltage of 186

volts. Data on tap settings is provided on the transformer nameplate.

Secondary voltage at the transformer shall be checked before connections are

made to the converter. This voltage must be in the range 170-190 volts line to
line on all phases.

3.3.1 AC Cables
The 3-phase line may be connected in any order. The PWM system is
independent of phase sequence.

3.3.2 D.C. Cables

D.C. power cabling to the brake is shown and sized on the installation
diagrams in section 8 of this manual. Adequate conductor size is important,
especially on long runs. THE ORDER OF CONNECTION MUST BE
CAREFULLY FOLLOWED. Any departure from specified order can result in
damage to the brake coils or to the power converter. It is recommended that
the cable be tagged at each end based on line to line continuity test.

3.3.3 Driller’s Control Cable

A separate, fully insulated cable is required for interconnection between the
power converter and the driller’s control. Type SO cable is typically used with
a minimum of 4 conductors, #18 AWG copper. A cable with more conductors
of the same wire may be substituted, but the extra conductors shall not be used
for any other service. This cable must be dedicated to the exclusive use for
brake control.

10
3.3.3 Driller’s Control Cable (cont.)

The cannon connector at the drill floor end must be carefully assembled to the
cable and clamped for strain relief. It is recommended that the converter end
of the cable be tagged with alphabetical markings corresponding to the
matching cannon pins. This should be done, and rechecked, after the cannon
connector is installed.

The control cable must be protected from possible fault to any power circuit.
Some physical separation of the control cable from others is desirable, but not
essential, if cable insulation is rated for 600 volts or more. Control circuits
shall not be routed through cable connectors that also carry power.

3.4 STAND-BY BATTERY SYSTEM

3.4.1 Battery Requirements

All of the PWM brake control systems are designed for short period operation
of the brake on batteries in the event of a power failure. Any standard lead-
acid battery can be used but the suggested type is a lead-calcium design. The
lead-calcium battery is well qualified for stand-by service where it will be on
trickle charge for long periods and seldom discharged, even partially.
Automotive type batteries of the lead-calcium type are readily available.
Operating conditions have been established for a battery level of 210 – 225
volts. This is achieved with 102-108 cells or with 17 or 18 automotive
batteries of 12 volt rating connected in series.

Batteries of 50 or 60 ampere-hour capacity should prove adequate. Lower

capacity batteries have insufficient current rating; higher capacity would
provide for longer operating time but this is probably not necessary. If an AC
power failure is general it will force shutdown of operations. Power for brake
operation will only be needed to assist in obtaining a safe shutdown. The
battery power source should never be used to continue operations.

CAUTION
Braking capability will cease
Abruptly when battery voltage
Drops below approximately
160 Volts and line power is lost

A protected battery rack or covered box will be needed. This should provide
for clamping the batteries in position, have adequate ventilation and be
arranged for convenient service access and inspection.

3.4.2 Battery Circuit Considerations

A D.C. circuit breaker must be installed between the battery and the input
terminals to the converter, as indicated on the installation diagrams. This
breaker must be capable of interrupting full load current and have contact
capacity equal to the maximum load current:
PWM-20 80 amp minimum contact rating
PWM-10 40 amp minimum contact rating.
11
3.4.2 Battery Circuit Considerations (cont.)

Trickle charge power is available at terminal 3 of the power terminal strip.

With connections as shown on the installation diagrams there will be
approximately 0.1 amperes trickle current delivered to the battery system
when the brake controller is energised. This should maintain the battery
system to a fully charged condition. A separate battery charger is also
indicated on the installation diagrams. This will only be needed if there are
frequent demands on the battery, such as could be caused by large fluctuations
in AC supply voltage level. In summary, there will be a need for some
supplementary charging arrangement to bring the battery back to full charge
following every period of significant discharge. This trickle charge is
sufficient to accomplish this.

NOTE:
Installation drawings B46028 sheets 1,2, 3
and 4 include cabling and other equipment
requirements for addition of a battery.

12
 SECTION 4
THEORY OF OPERATION

4.1 GENERAL

Full capability of the PWM system is achieved with two main switching
transistors and two independent load paths (PWM-20). However, both
transistors are switched simultaneously by the same pair of medium power
drive transistors, acting through two separate step-down transformers.

The drive transistors are located on the main control PC board. Two sets of
terminals provide for their symmetrical connection to the two step-down
transformers, which are mounted on the brackets off the heat sinks for the
switching transistors. With this arrangement all elements related to a single
power control channel are either on a single heat sink or on a bracket attached
to that heat sink. If half power output is sufficient, one of the switching
assemblies are omitted (PWM10). This assembly is characterised as the “D.C.
POWER CONTROL ELEMENT”.

The system has been designed to apply full brake power in the event that the
Driller’s control signal is lost. Damage to the cable to the Driller’s control is
the most likely reason for such loss. Cable damage would interrupt the flow of
signal from the driller’s control so the presence of low signal level has been
selected to create an ON state. The Driller’s control is configured to deliver
these respective levels for the standard ON and OFF position of the control.

4.2 CONTOL BY SWITCHING ACTION

The PWM brake control system utilises high speed switching to control the
average D.C. current delivered to the brake coils. A power transistor provides
the switching capability; it is driven ON and OFF several hundred times per
second.

During the ON period, full D.C. voltage is applied to the brake and the coil
current tends to rise. Inductance of the coils controls the rate of rise. When the
transistor is turned OFF the current through it drops to zero but the coil current
must continue to flow. If an alternative path for coil current were not available
the voltage across the coil would rise to a destructive level. There is an
alternate path through a diode (rectifier) connected across the brake. During
the OFF intervals the coil current flows through this diode.

Basics of the switching system are presented in figure 4-1. In the simplified
circuit diagram, # phase AC enters through a circuit breaker. After
rectification there is approximately 250 volts continuous D.C. available. The
D.C. path through the brake includes a power transistor, which is capable of
acting as a high-speed switch. Directly across the brake is the diode for coil
current flow during the OFF intervals. This is sometimes called a “Free
Wheeling Diode”.

13
4.2 CONROL BY SWITCHING ACTION (CONT.)

The transistor is driven through its base to a saturated ON condition and

alternatively, to a full OFF state. Drive circuitry, not shown, provides this
control. The repetition rate of the switching is fixed at about 360 cycles per
second. The Driller controls the percentage time that the transistor is ON, by
means of the Driller’s control and electronics proceeding the base drive
circuitry. Also in figure 4-1 are two sets of wave shapes for different output
conditions. The first of these is for a 50% duty cycle; the transistor is ON for
half the time of each cycle. The second represents a 75% duty cycle.

FIGURE 4-1 Operational Diagram, PWM Brake Controller

14
4.2 CONTROL BY SWITCHING ACTION (CONT.)

When the transistor is ON there is full voltage applied to the brake. The top of
the square waves represents this voltage, approximately 250 volts. In the
diagram this switching is represented as an ideal, pure square wave. In practice
the rise and fall of voltage does take a short time, a few microseconds at most.

Superimposed on the voltage waveforms is a typical graph of the coil current.

In the case of 50% duty cycle the coil current is seen to rise slowly during the
ON interval and to drop to an equal amount during the OFF. A D.C. meter
located at the Ic arrow would read a fixed amount equal to the average height
of the triangular wave. When the duty cycle is 75% the average current is high
and the rate of rise during the ON interval is somewhat less.

When the duty cycle is 50% the D.C. current will be half of maximum, at 75%
duty cycle the mean D.C. current will be 75% maximum. Each control channel
in the PWM system typically delivers 40 amperes D.C. to the brake at 100%
duty cycle, so the current level for the 50% example is about 20 amps and for
75% about 30 amps. D.C. current to the load is directly proportional to the
duty cycle of the switching. Full – on, or 100% duty cycle is obtainable.

4.3 OPERATION OF SUPPORT CIRCUITRY

The driller controls the application of braking power with the Driller’s control.
This is basically a variable ratio transformer operating at high frequency.
Fixed input to the Driller’s control is supplied from a regulated oscillator in
the PWM electronics. The controllable return signal is converted to D.C. in a
low power precision rectifier, included in the electronic assembly.

This D.C. signal determines the width of the ON interval each switching cycle.
It is compared with a linear ramp generated at the basic switching frequency.
The point of amplitude match changes as the D.C. signal changes and through
this the duration of the ON condition is varied.

The low level ON pulses from the generating circuitry drive a pair of medium
power transistors in push – pull. These in turn control the power transferred to
the bases of the main switching transistors. This transfer is accomplished
through step-down transformers, which can deliver more than 4 amperes to
each transistor base for a fully saturated ON state.

15
4.4 OPERATION ON STAND-BY BATTERY

In those systems which have a stand-by battery installed, there is the capability
of continuing normal brake control after the loss of AC power. As the AC line
voltage drops the D.C. bus voltage follows. When the D.C. level drops to the
battery voltage the battery is automatically tied to the bus through a rectifier
(diode). The D.C. bus voltage is then maintained at the battery level and the
system may be operated in normal manner; the Driller’s control still provides
proportional control from OFF to full ON. The maximum brake current will be
somewhat reduced because the voltage on battery is initially 10% less than the
normal level on AC.

When the system is operated on battery long enough to reduce the charge there
will be a further drop in the bus voltage and in the maximum current
capability. If the operation is continued until the battery drops lower than
approximately 160 volts, the output current is automatically cut off to prevent
damage to the converter and all brake power is lost.

16
 SECTION 5
FUNCTION OF CONTROLS

5.1 GENERAL

There is only one operator’s control device in the PWM brake control system.
This is the Driller’s control unit located on the drill floor. It provides for
proportional control from OFF to ON, as the operating lever is moved through
its allowable travel.

The circuit breaker in the AC supply circuit is a safety disconnect for the
complete brake system.

There are two trimming controls in the electronic circuitry but these are for
calibration or set-up and are not involved in regular operation.

CAUTION:

When a stand-by battery is included in the system there will be a D.C. circuit
breaker between the battery and the power converter. It provides for isolation
of the battery and must be opened when full power shutdown is desired.

17
 SECTION 6
OPERATING INSTRUCTIONS

6.1 GENERAL

Closing the circuit breaker in the AC supply line activates the PWM system.
When this is done the D.C. supply is available and the output to the brake may
be varied as required by the driller.

The Driller selects the desired amount of brake power with the Driller’s
control. With this one device he can control from OFF to full ON.

NOTE:

After a move of equipment from one site to another there should be a check to
confirm that the control and power circuits are in proper order and that the
Driller has the full-intended range of control action. The procedure for this
check is the same as the start up of a new system.

18
 SECTION 7
MAINTENANCE AND SERVICE

7.1 PRECAUTIONS AND PRACTICES

Treat all electrical terminals, buses and wires as dangerous. Follow the safety
procedures of your company when working inside cubicles, control consoles
and wherever electrical voltage is present.

Remember that human contact with 120-volt circuits can be lethal.

Disconnect voltages at their primary source and lock them off (when this is
possible) before attempting the use of tools on electrical devices.

Using voltmeter leads and oscilloscope leads to measure voltages of 120 and
above, occasionally reveal faulty or damaged insulation on these leads. A
dangerous arc can result. Check the condition of your test equipment before
use. Keep all protective devices in good operating condition. Do not defeat (or
bypass) protective devices.

Do not permit water to enter or spill on the electrical equipment. A carelessly

placed cup of coffee can be as dangerous as a carelessly used water hose.

The ground (or Lo) terminal of test equipment must be connected to the
reference terminal specified in each test procedure. The reference terminal
may not be the same for all test.

Test instruments must be insulated from structures and ground. If AC power is

required for test equipment this must be supplied through an isolation
transformer.

Test leads should have insulated clips for easy and fixed contact with the test
points. Test probes that are held in contact while readings are made should be
avoided.

7.1.2 Disconnect of Input Power

The circuit breaker in the AC supply provides a means for interrupting this
source. If the system has a stand-by battery it is also necessary to trip the D.C.
circuit breaker in the battery circuit. The battery CB should be left OPEN
during all tests and only re-closed after the system is fully operational on AC.

7.2 SERVICING RECOMMENDATIONS

General Definition and Recommendations

The PWM system is composed of a number of functional assemblies, each of
which contains components that could fail or be damaged. If a component
fails, the subassembly become partially or fully inoperative and replacement is
necessary. Service can be restored most quickly by substitution of a complete,
operational subassembly; this is the recommended approach. The system is
designed to facilitate this.
19
 PWM BLOCK DIAGRAM

250 VDC
POWER ELMAGCO
TRANSISTOR BRAKE
HEATSINK
250 VDC
C42210
240 V T0
186 VAC 600 VAC
250 VDC 3 PHASE 3 PHASE
POWER TRANSFORMER
CONTROL SUPPLY 186 VAC
PC BOARD
20 VDC C-39547 3 PHASE
D28380 C-39548 OUTPUT
250 VDC
20 VDC

PWM 10 and the PWM 20 are almost identical units. The major difference is
that the PWM 20 has two power transistor heatsinks (C42210) and the PWM
10 has only one of these.

7.2 MAJOR SUBASSEMBLIES

1) Power Transformer – Converts line supply voltage to 186 VAC which

is input to the brake controller.

See drawing D46029 for placement of the following subassemblies.

(included in section 8).

2) D.C. Power Supply – This consists of a full wave 3 phase bridge

rectifier consisting of units C39547 and C39548 which provides
outputs of 250 VDC and 20 VDC. The 20 VDC is produced in unit
C39548.

3) Main Control PC Board D28380 – This PC board takes its input from
the Driller’s control and converts its signal to drive the power
transistor heatsink unit.

4) Drillers Control D39040 or D39581 – This unit receives its input from
the control board and then returns a signal to the main control PC
board. This signal is the command from the Driller.

5) Power Transistor Heatsink C42210 – This unit is controlled by the PC

board to deliver 0-250 VDC to the emagco brake.

It is the intention of this manual to provide troubleshootig information to

determine in which subassembly a problem is occurring. A defective
subassembly should be returned to Baylor for repair. Repair of the
subassemblies should not be attempted in the field.

20
7.4 PREVENTIVE MAINTENANCE

General Requirement
The active elements of the PWM system, the transformer, the power converter
and the Driller’s control, are designed to function reliably without routine
maintenance attention. Any accumulation of excess dust or moisture or similar
contaminant should be removed.

In the overall system it is important that all cabling be maintained in good

condition and protected from damage. Cable terminals should be checked
occasionally to confirm tightness and freedom from corrosion, etc.

7.5 RECOMMENDED PROCEDURE FOR POWER CHECKOUT

The following checkout procedure is recommended for first power up tests

and for checkout following a site change.

After all equipment is in place, perform the following checks before applying
power to the PWM system.

7.5.1. With AC Power OFF

WARNING
DO NOT ENERGISE THE BRAKE CONTROLLER
UNTIL THESE STEPS ARE COMPLETED.

1a. PWM 20 connected to a model 7040 or 7838 Elmagco brake –

Place an ohmmeter across the power terminal strip TB1, pins 1
to 2 and read between 10 to 13 ohms.

1b. PWM 10 connected to a model 3630, 5032 or 6032 Elmagco

brake – Read about 6 ohms.

If the above reading is too low or too high recheck all

interconnections between brake control and brake

2. Disconnect the 3-phase power input to the controller and

carefully measure the input voltage. It should be between 170
and 190 VAC line to line. If the voltage is out of this range
reset the transformer taps. Refer to technical bulletin TB128.
Reconnect the 3-phase power input.

7.5.2 With AC Power ON (PWM 10 & PWM 20)

1. Place Drillers control to the “OFF” position and read 0 VDC at

power terminal strip (TB1) between terminals 2 (neg) and 4
(pos). This voltage should be zero. If it is not zero, see Driller’s
control calibration procedure, in section 7.

21
 2. Place Driller’s control to full “ON” position and read about 230
VDC at power terminal strip TB1 between terminals 2 (neg)
and 4 (pos). If these voltages are less than 230 or greater than
250, see Driller’s control calibration procedure.

7.6 SERVICING PROCEDURES

If malfunction occurs it is generally necessary to restore service as quickly as

possible. To accomplish this requires, first, that the problem area be identified
in a minimum number of test steps. Once the defective section is known the
repair or replacement indicated should not take very long.

Any substantial malfunction will be evident in the operation of the system. It

is possible to reduce probable malfunction patterns to a few cases, which can
be identified at the Driller’s control. These cases are treated in table 7-1.

The following discussion provides a method of troubleshooting a

malfunctioning brake control system to pinpoint the unit in which the failure
occurs. The method consists of checking critical voltages on the units in a
logical order to eliminate those units that are functioning satisfactory and
thereby locate the malfunctioning unit.

Prior to initiating the troubleshooting procedure the following points should be

considered.

1. A damaged control cable, whether short or open, can produce full

current to the brake, regardless of the position of the brake control. In
troubleshooting, this condition could produce symptoms similar to that
of a failed Driller’s control.

2. A shorted D.C. cable to the brake will cause a failure of the power
transistor heat sink. An open D.C. cable will appear as a failed brake,
ie, a brake will open coils.

There are two basic ways in which a brake failure may appear.

1. Too much braking action.

2. Too little braking action.

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 TROUBLESHOOTING CHART

Symptom: Too little braking action.

All D.C. voltage will be measured between PC board TB2 terminal 10, system
common, and points below. Place Driller’s control to a full “ON” braking position.

SUBASSEMBLY POINT/VOLTAGE ACTION

Input AC Power 170-190 VAC 3 Phase If no line to line voltage, check

Line To Line Power the Power Transformer and the
Terminal Strip 7-8-9 main AC circuit breaker.
If circuit breaker fails to reset, the
probable failure is in the power
supply. Replace positive and
negative heatsinks.
CAUTION: these units are not
interchangeable. If they are
switched, severe damage will
occur to other components.

Power Supply PC Board TB2 at If this voltage is below 220 VDC,

Pos. Heatsink C39547 terminal 6 replace both negative and
Neg. Heatsink C39548 220-260 VDC positive heatsinks.

20V Power Supply PC Board TB2 at If this voltage is out of range,

Terminal 11. Read replace negative heatsink
19-21volts D.C. C39548.

Driller’s Control PC Board TB1 at If this voltage is above 5.5

Terminal 3 to 4 VAC, replace Driller’s control.
2-5 VAC If voltage is OK, replace PC
Board.

Power Transistor PC Board TB2 at If this voltage is in range, replace

Heatsink Terminal 2 60-80 VDC the Power Transistor heatsink.
(PWM 20 ONLY) If this voltage is out of range,
replace PC Board – D28380

PWM 10 & PWM 20 PC Board TB2 at If this voltage is in range, replace

Power Transistor terminal 14 the power transistor heatsink.
Heatsink C42210 60-80 VDC
If this voltage is out of range,
Replace PC Board.

PC Board D28380 See Above

23
 TROUBLESHOOTING CHART

Symptom: Too much braking action.

All D.C. voltages will be measured between PC Board TB2 terminal 10 and the points
below. Place Driller’s control to the full “OFF” position.

SUBASSEMBLY POINT/VOLTAGE ACTION

PWM 20 (only) PC Board TB2 at If this voltage is within range,

Power Transistor Terminal 2 replace power transistor
Heatsink C42210 220-260 Volts DC Heatsink.

If not continue to next step.

PWM 10 & PWM 20 PC Board TB2 at If this voltage is within range,

Power Transistor Terminal 14 replace power transistor heatsink.

If not continue to next step.

PC Board D28380 PC Board TB1 If this voltage is below 9.0 VAC

1 to 2, 9.5-10.5 VAC Remove the Driller’s control
cable and recheck the voltage. If
it is still low, replace the PC
Board.

If the reading returns to normal,

replace the Driller’s control.

Drillers Control PC Board TB1 If this voltage is good, replace the

3 to 4, 12-15 VAC PC Board. If this voltage is below
12 volts AC, replace Driller’s
control.

If after completing the troubleshooting procedure, service is not restored to the

brake controller, contact the Baylor service department.

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7.7 DRILLER’S CONTROL CALIBRATION

Calibration should not change appreciably in normal operation. Over a long

period of time there may be a slight drift in electronic components which will
necessitate some readjustment to restore optimum conditions. A full re-
calibration will be needed in the following situations:
(a) The Driller’s Control is replaced
(b) The main PC Board is replaced
Following is the procedure sequence for Driller’s control calibration.

Step 1: Calibration for ON

This adjustment is always made first.
Apply AC power.
Set the throttle (Driller’s control) at full ON and adjust trim
potentiometer R19 on the main PC Board to just obtain full power
output. (Meter reading from power terminal 2 [-] to 4 [+] should be about
230 VDC).

Step 2: Calibration for OFF

This adjustment is always made after the ON end is calibrated.
Set throttle to full OFF position and adjust trim potentiometer R21 on the
main PC Board to just obtain zero power output. (Meter reading from
power terminal 2 [-] to terminal 4 [+] equals zero).

7.8 RECOMMENDED SPARE PARTS

1. Rectifier Heatsink, Positive C39547

Complete Spare Assembly – Recommended.
2. Rectifier Heatsink, Negative C39548
Complete Spare Assembly – Recommended.
3. Power Transistor Heatsink Assembly C42210 or C39555 (Early
Production).
Complete Spare Assembly – Recommended.
4. Main Control PC Board D28380
Complete Spare Assembly – Recommended.
5. Power Resistor Assembly D28457 or D39703 (Early Production).
Complete Spare Assembly – Optional, Field repairable.

25
 SECTION 8
DRAWINGS

Drawing No. Title

B46028, Sheets 1, 2, 3 & 4 Cabling Diagram, PWM Brake Control

B46030 Outline Dimensions, PWM Brake Controller Enclosure
& Transformer.
B19157 Outline and Mounting, Driller’s Control.
B28335 Outline and Mounting, Driller’s Control.
C39776 Enclosure Assembly.
B/M39776 - 1& 2 Bill of Material.
D39550 Controller Chassis Assembly
B/M39550 - 1& 2 Bill of Material.
D46029 Outline and Mounting PWM 10 & PWM 20 Brake
Controller Chassis.
B43344 Installation Retainer Pan (for C.S.A. approval).
TB127 Technical Bulletin – Tandem Brake Controls with Single
Driller’s Control.
TB128 Technical Bulletin – Transformer Connection for Baylor
Brakes using PWM 10 & PWM 20 Brake Control.
TB131 Connection instructions for Model 8400IS Driller’s
Control PWM Controller P/N-D28298.

26
 TECHNICAL BULLETIN

BAYLOR TANDEM BRAKE CONTROLS No. TB 127

COMPANY WITH SINGLE DRILLERS CONTROL REV.A
DATE: May 15, 1981

Sheet 1 OF 2

I. PURPOSE
This Technical Bulletin explains a method of operating two
PWM 10/20 Brake Controllers from a single Drillers Control.

II. APPLICATION
The connection diagram shown on the following sheet is
simple to incorporate and affords the convenience of a single control
for systems using tandem brakes. Either PWM controller may be the
master unit as determined by which one has its control PC Board
terminals 1 and 2 connected to the Driller’s Control.
The brake which is connected to the master PWM controller
may be operated when the power to the slave PWM controller is
turned off. If the master unit is turned off while the slave unit is still
on, full power will be applied to the slave brake and it will not be
controllable until the master unit operation is restored. Therefore, it
would be advantageous to allow sufficient cable length to make
connections from the Driller’s Control to terminal 1 and 2 of either
PWM control PC Board.

WARNING:
The Driller’s Control shall be connected to terminals
1 and 2 of only one PWM PC board at one time

Each PWM unit must be calibrated in accordance with Section

7.7 of the Installation, Operation and Maintenance Instructions
supplied with the units. If the master and slave connections are
interchanged a slight re-adjustment of the calibration settings may be
required.

27
 TB 127
Sheet 2 of 2

CONNECTION DIAGRAM

TWO PWM-10/20 CONTROLLERS TO

SINGLE DRILLER’S CONTROL

MASTER SLAVE

PWM PWM
CONTROL PC CONTROL PC
BOARD BOARD
CONNECTIONS CONNECTIONS
1 2 3 4 1 2 3 4
TERMINALS 1 & 2
NOT CONNECTED

FOUR CONDUCTOR
#18 SO CABLE

B A D C MODEL 28298 CONNECTOR

PIN DESIGNATIONS

MODEL 7900 HF COLOR

CODED TERMINALS
DRILLER’S CONTROL (DWG. No. D39040)

28