Technical Manual

Drawworks Braking

RIG/PLANT REFERENCE REFERENCE DESCRIPTION

ADDITIONAL CODE SDRL CODE TOTAL PGS

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REVISION HISTORY

O 30.03.2005 Updated to New Template BKF

Rev Date (dd.mm.yyyy) Reason for issue Prepared Checked Approved

CHANGE DESCRIPTION

Revision Change Description

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B Formatting and content revisions.
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D Corrected footer.
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TABLE OF CONTENTS

1 DW DYNAMIC BRAKE..................................................................................................... 4
1.1 Operation, Series Motor.......................................................................................... 4
1.2 Series Motor Maintenance...................................................................................... 4
1.3 Series Motor Troubleshooting................................................................................. 5
1.4 Series Motor DW Dynamic Brake Assembly......................................................... 11
1.5 Shunt Motor DW Brake Operation ........................................................................ 12
1.6 Shunt Motor DW Brake Maintenance ................................................................... 12
1.7 Shunt Motor DW Brake Troubleshooting .............................................................. 13
2 DRAWWORKS REGENERATIVE BRAKING ................................................................ 17
2.1 Operation.............................................................................................................. 17
2.2 Troubleshooting .................................................................................................... 27

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1 DW DYNAMIC BRAKE

1.1 Operation, Series Motor

1.1.1 Description

The DW Dynamic Brake slows the drawworks motors to the HAND THROTTLE speed
setting after the FOOT THROTTLE is released. The DW Dynamic Brake is designed to
function during hoisting. It is not a substitute for the Eddy Current brake commonly
used on the drawworks drum.

The DW Dynamic Brake is automatically applied three seconds after the FOOT
THROTTLE is released (provided the motor speed exceeds the HAND THROTTLE
setting). Typically, the motors require 30 to 40 seconds to coast from full speed to cathead
speed. But with dynamic braking, the time is reduced to 12 to 18 seconds.

1.1.2 Specifications

Electrical

Three 0.16Ω stainless-steel grid resistors are connected in series to provide a 0.48Ω
braking resistance. This resistance is capable of sustaining 300 Amps continuously. On
some offshore SCR drilling systems, the DW Dynamic Brake will have six or more grid
resistors.

In some systems, the grid resistors may be installed outside the SCR house for greater
heat dissipation and control circuit installed in the feeder or dynamic brake cubicle.

Mechanical

The DW Dynamic Brake Cubicle is fabricated from 14 gauge steel and is 90" (230 cM)
high. Refer to your SCR Drawing package for width and depth dimensions. DW Dynamic
Brake Cubicle weight is ≈2,000 Pounds (960 KG).

1.2 Series Motor Maintenance

The resistor bank becomes hot during DW Dynamic Braking.

Inspect the ventilation grids in the cubicle panels frequently to ensure that they are free of
any debris.

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Table 9-1 lists instructions to functionally test the Series Motor Dynamic Brake control
circuit.

1.3 Series Motor Troubleshooting

Troubleshooting consists of locating a malfunctioning component in the unit. Refer to Table

9-2 for a guide to troubleshoot the Series Motor. The following theory of operation explains
the various circuits in the unit.

1.3.1 Theory of Operation

The Dynamic Brake slows the drawworks motors to the cathead speed set on the hand
throttle. It is typically used after the Driller hoists a pipe up to the monkey board. When he
throws out the clutch, the motors are free-wheeling at full speed. Recall that when a
separately-excited motor is free-wheeling, it behaves as a generator, sending power back
to the source. This phenomenon is called regeneration. The motor can be effectively
braked by dissipating the regenerated power in a resistor bank.

Table 9-1. Series Motor Dynamic Brake Functional Test

ACTION RESULT
A. Assign Drawworks and ensure brake is A. Power contactor K2 will be energized. DW DB∅ (DC
off (refer to Figure 9-1). Control Module Pin 138) will be 115 VAC. DW DB CONT
(DC Control Module Pin 135) and DW DB FIELD (DC
Control Module Pin 127) will be Zero Volts.
B. Turn the DW switch ON. B. MS 1 will energize to provide nominal field supply.

C. Release DW FOOT THROTTLE >3 C. Pin 127 of the DC Control Module will switch to 115 VAC.
Seconds. This will energize MS2 and enable full field supply. At the
same time, Pin 135 of the DC Control Module will switch to
115 VAC. This will energize DWDB power contactor K1 and
relay RL1. As a result, the resistor bank will be connected
across DWA motor armature terminals.
D. Depress the foot throttle. D. DC Control Module Pins 127 and 135 will switch back to
Zero Volts. Power contactor K1 and relay RL6 will
deenergize. This will disconnect the resistor bank. Relay
MS2 will deenergize. This will switch the field supply back to
a nominal value. 1.5 Seconds later, DW DB contactor K1
and RL1 will deenergize.

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The series motor is not an effective generator unless its field is excited.

The resistor bank (refer to Figure 9-1) is connected across DWA motor armature terminals
when both K1 and K2 power contacts are closed. 115 VAC from transformer T1 keeps
power contactor K2 energized as long as the Overtemperature switch OT1 remains closed.
MS1 will energize when RL5 (the DW Blower contact) is closed. This indicates that the
Drawworks is switched on. 600 VAC is now applied to transformer T2. DW field is kept at
a nominal value by resistors R1, R2 and R3.

The Auxiliary Contacts of Power Contactors K1 and K6 in SCR 1 will close when
Drawworks is assigned to SCR 1. Similarly, when Drawworks is assigned to SCR 2, Power
Contactors K3 and K4 will close. MS2 will energize when the K701 contact in one of the
modules closes. See Figure 3-14 in the SCR Unit section of this manual for the brake
control circuit. Relay K701 and K702 will energize when all the conditions listed below are
fulfilled:

• DW CONT (Pin 116) is -14 VDC. This indicates that DRAWWORKS is assigned at the
Driller's Console.

• DW FT TH (Pin 114) goes to Zero. This indicates that the FOOT THROTTLE has been
released.

• Firing Reference (TP7) is approximately -5 VDC for SCR bridge Zero Volts output.

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Figure 9-1. Series Motor DW Dynamic Brake Circuit

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Figure 9-1. Series Motor DW Dynamic Brake Circuit (Concluded)

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Table 9-2. Series Motor DW Table Dynamic Brake Troubleshooting Guide

PROBLEM ACTION

BRAKE DOES NOT SWITCH ON

A. Operational error. A. DW Dynamic Brake will not switch on if the DW HAND THROTTLE is
set to a high speed. The DW HAND THROTTLE should not be rotated
beyond ≈10 O'clock.
B. Overtemperature - B. OVERTEMPERATURE switch should be closed for DW Dynamic
Grid resistors are >575º F. Brake operation.
C. Loss of power supply. C. Check dynamic brake fuses.
Actual fuse numbers may be different in the system on
which you are working. Refer to job prints.
D. Loss of field. D. When DW switch is ON, MS1 should be energized and the field should
be at a nominal value (50 Amps).
E. Control circuit malfunction. E. In the brake-off mode, DWDB Power Contactor K2 should be energized
and Pin 138 of the DC Control Module assigned to DW should be 115
VAC.
When the FOOT THROTTLE is released for more than 3 seconds, the
DW DB FIELD (DC Control Module Pin 127) should switch on to 115
VAC to energize MS2 and thereby switch the field to full value. At the
same time DW DB CONT (DC Control Module Pin 135) should switch
to 115 VAC to energize Power Contactor K1 and RL1.
BRAKE REMAINS ON When the FOOT THROTTLE is depressed:
• K701 in the DC Control Module deenergizes.
• 1.5 seconds later, K702 in the DC Control Module deenergizes.
This time lapse of relay deenergizing is done to allow the motor field to
decay before the DW DB contactor is opened. It prevents arcing contacts
which could damage DW DB contactor. In addition, the SCR bridge for
both the A and B motors are inhibited during this turn off period.
If the DW Dynamic brake remains on when the SCR bridge is phased up,
high current will flow through the resistor bank circuit. If the high current
occurs, the overtemperature switch should open and deenergize Power
Contactor K2.

A three second delay is inserted in the circuit to ensure the Driller has not eased up on the
throttle while edging up the pipe. Both K702 in the DC Control Module and K701 in the DC
Control Module energize one second apart (K701 closes first, then K702), indicating that
the Firing Reference is held at -5 VDC. The Firing Reference is inhibited to prevent the
SCR bridge from phasing up while the resistor bank is in the circuit.

When DW Dynamic Brake MS2 energizes, its normally-open contact will close to short-
circuit R1, R2 and R3, letting the DW field go to braking current (≈200 Amps).

Power contactor K1 and relay RL1 will energize when the DC Control Module K702 closes,
connecting the resistor bank across the DWA armature terminals.

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Relays K701 and K702 in the DC Control Module will deenergize if any one of the
conditions listed change.

Normally, the firing Reference increases in the positive direction when DWA motor reaches
cathead speed set by the DW hand throttle.

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1.4 Series Motor DW Dynamic Brake Assembly

Figure 9-2 shows a component-side view of the Series Motor DW Dynamic Brake
Assembly.

Figure 9-2. DW Dynamic Brake Assembly - Series Motor

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1.5 Shunt Motor DW Brake Operation

1.5.1 Description

The Dynamic Brake slows the drawworks motors to the hand throttle speed setting after the
foot throttle is released. The DW Dynamic Brake is designed to function during the hoisting
mode. It is not a substitute for the Eddy Current brake commonly used on the drawworks
drum.

The DW Dynamic Brake is automatically applied three seconds after the FOOT
THROTTLE is released, provided the motor speed exceeds the HAND THROTTLE setting.
Typically, the motors require between 30 and 40 seconds to coast from full speed to
cathead speed. Dynamic braking reduces this to between 12 and 18 seconds.

1.5.2 Specifications

Electrical

Eight 0.16Ω stainless steel grid resistors connected in series provides 1.28Ω braking
resistance. This is capable of sustaining 300 Amps continuously.

Mechanical

The cubicle is fabricated from 14 gauge steel and is 90" (230 cM) high. Refer to your SCR
job book for width and depth dimensions. The weight of the cubicle is ≈1,500 Pounds (720
KG).

In some systems, the grid resistors may be installed outside the SCR house.
This allows for greater heat dissipation. In this instance, the control circuitry
is installed in the Feeder or Field Supply Cubicles.

1.6 Shunt Motor DW Brake Maintenance

The resistor bank becomes hot during the braking operation. Inspect the ventilation grids
in the cubicle panels frequency to make sure they are free of any debris.

Table 9-3 lists instructions to test the DW Dynamic Brake control circuit shown in Figure 9-
3.

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Table 9-3. Shunt Motor Dynamic Brake Functional Test

ACTION RESULT
A. Assign Drawworks and ensure brake is off. A. Power contactor K8 will be energized. DW DB∅ ∅
(DC Control Module Pin 138) will be 115 VAC. DW
DB CONT (DC Control Module Pin 135) will be
Zero Volts.
B. Release DW FOOT THROTTLE >3 Seconds. B. Pin 135 of the DC Control Module will switch to
115 VAC. This will energize DWDB power
contactor K9 and relay RL3. As a result, the
resistor bank will be connected across DWA motor
armature terminals.
C. Depress the foot throttle. C. DC Control Module Pin 135 will switch back to
Zero Volts. Power contactor K9 and relay RL3 will
deenergize.

1.7 Shunt Motor DW Brake Troubleshooting

Troubleshooting consists of locating a malfunctioning component in the unit. Refer to Table

9-4 for specific instructions. The following theory of operation provides an explanation of
those circuits in the unit.

1.7.1 Theory of Operation

The Dynamic Brake slows the drawworks motors to the cathead speed set on the hand
throttle. It is typically used after a pipe is hoisted up to the monkey board. When the clutch
is thrown out, the motors are free-wheeling at full speed. If a separately-excited motor is
free-wheeling, it behaves as a generator, sending power back to the source. This
phenomenon is called REGENERATION. The motor can be effectively braked by
dissipating the regenerated power in a resistor bank.

Figure 9-3 shows the Shunt Motor DW Dynamic Brake circuit. The resistor bank is
connected across the DW A motor armature terminals when both K8 and K9 contacts are
closed.

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Figure 3-14 in the SCR Unit section shows the DW Dynamic Brake control circuit. Relay
K701 and K702 will energize when the following conditions are fulfilled:

• DW CONT (Pin 116) is -14 VDC. This indicates that DRAWWORKS is assigned at the
Driller's Console.

• DW FT TH (Pin 114) goes to Zero. This indicates that the FOOT THROTTLE has been
released.

• Firing Reference (TP7) is less than -5 VDC for Zero Volts out of the SCR bridge.

A three to five second delay has been designed into Dynamic Brake electronics. This
prevents the DW Dynamic Brake from engaging whenever the FOOT THROTTLE is
released before the braking has reached the desired level. This gives an immediate
drawworks response if the throttle is activated before the delay is completed and the DW
Dynamic Brake is turned on.

Relays K701 & K702 are both energized, although only the contacts of relay K702 are
utilized. The firing reference will be forced below -5 VDC because the FOOT THROTTLE is
released and the drawworks motors are turning at a high RPM. Anytime the DW Dynamic
Brake is ON, the firing reference is suppressed (inhibited). This prevents the SCR bridge
from phasing up while the resistor bank is connected across the DW A motor armature.

Relay K701 and K702 in the DC Control Module will deenergize when the drawworks
motors speed has decreased to the cathead speed set by the Drawworks Console HAND
THROTTLE. When the DW Dynamic Brake turns OFF, the firing reference will be released
and the SCR bridge will phase up to power the DW A motor.

1.7.2 Brake on Logic (External to DC Module) SCR or DW DB Cubicle K8

• If 120 VAC is available.

• And temp sensor is closed.

• And K8 is closed, then K1 is picked up and energizes DB Phase line to DC Control

Module Pin 138.

1.7.3 K9 and RL3

• If DB Phase line is energized and DC Control Module K702 is energized, then RL3 and
K9 will be picked up.

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RL3 picks up before and drops out after K9 so that K8 does not drop out
during the transition. If the contacts of K9 welds closed, K8 cannot pick up.
This will inhibit all braking functions by stopping 115 VAC to DC Control
Module Pin 138.

Table 9-4. Shunt Motor DW Dynamic Brake Troubleshooting

PROBLEM ACTION
BRAKE DOES NOT SWITCH ON

A. Operational error A. Brake will not switch on if the HAND THROTTLE is set at a
high speed. The HAND THROTTLE should not be rotated
beyond the 10 o'clock position.
B. Overtemperature B. OVERTEMPERATURE switch should be closed.

C. Loss of power supply C. Check for 115 VAC at Pin 138 of the DC Control Module with
DW assigned. If the voltage at Pin 138 is absent, check all
dynamic brake circuit fuses.
D. Control circuit malfunction D. When DW is assigned, K8 should energize. When the FOOT
THROTTLE is released for more than three seconds, Pin 135
of the DC Control Module should switch from Zero to 115
VAC. If it doesn't, replace the DC Control Module in the SCR
Cubicle assigned to DW. When Pin 135 of the DC Control
Module is 115 VAC, K9 and RL3 should power the resistor
bank to DW A motor armature terminals.
BRAKE REMAINS ON

A. Control circuit malfunction A. When the FOOT THROTTLE is depressed again, Pin 135 of
the DC Control Module should switch back to Zero Volts. If it
doesn't, replace the DC Control Module in the SCR cubicle
assigned to DW. When Pin 135 of the DC Control Module
goes to Zero Volts, K9 and RL3 should deenergize. If the DW
Dynamic Brake remains on when the SCR bridge is phased
up, high current will flow through the resistor bank circuit. If
this happens, the overtemperature switch should open and
deenergize K8.

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Figure 9-3. DW Dynamic Brake Schematic Diagram - Shunt Motor

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2 DRAWWORKS REGENERATIVE BRAKING

2.1 Operation

2.1.1 Purpose

Regenerative braking is designed to slow the declutched Drawworks (DW) motors. It is not
a supplement or substitute for the Eddy Current Brake which brakes the DW main
drum. The declutched DW motors can take up to 45 seconds to coast downward from full
speed to cathead speed if they are allowed to spin freely, If regenerative braking is utilized,
the DW motors will drop from full speed to cathead speed in twelve to 15 seconds.

2.1.2 Theory

Both a motor and generator require three things:

• A field winding with current flowing through it.

• An armature winding.

• Mechanical energy.

In a motor, both the armature and field windings have current flowing through them. The
current in each winding generates an electromagnetic field around that winding. The flux
lines of the armature winding electromagnetic field interact with flux lines of the field
winding electromagnetic field to cause a force which tries to push them apart. The field
winding is fixed in place, the armature winding is mounted on a shaft which is free to rotate.

The magnetic interaction causes the armature winding, and thus the shaft on which the
armature winding is mounted, to rotate. This rotation is used to drive pumps or other
mechanical devices. Electrical energy has been changed to mechanical energy.

In a generator, the field winding has current flowing through it which generates an
electromagnetic field. The flux lines of this electromagnetic field are cut by the armature
conductors as the shaft rotates. The rotation is caused by the mechanical energy stored in
the inertia of the motor armature windings and shaft. The field flux cutting the armature
windings generates an Electromotive Force (EMF). The EMF (an impressed potential
voltage) causes a current to flow if a complete circuit is connected to each end of the
armature winding. If the complete circuit contains resistors, the current flow through the
resistors will dissipate the electrical energy as heat. The energy converted to heat is
wasted, since it performs no useful work. This method of slowing down the DW motor is
called Dynamic Braking (refer to Figure 9-5).

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It is also possible to connect the power output of the armature windings to the original
electrical power source via the SCR bridge. Returning the converted power (mechanical to
electrical) to the electrical power source is the most efficient way of braking or slowing the
DW motor since energy is not wasted. This way of slowing down the DW motor is called
Regenerative Braking (refer to Figure 9-5).

K2

K1 BRAKE CONTROL
SERIES RESISTOR SIGNAL
MOTOR BANK

A
K1

WHEN K1 PULLS IN, ENERGY IN THE FREEWHEELING

ARMATURE DISSIPATES AS HEAT.

Figure 9-4. Dynamic Braking

These descriptions of Dynamic Braking and Regenerative Braking have been greatly
simplified. We did not explain that:
1. The original power source is AC.
2. The AC is changed to DC by an SCR bridge to power the motor.
3. During Regenerative Braking, the DC output of the motor is changed back to AC by
an SCR bridge.

In Regenerative Braking (refer to Figure 9-5), the motor-generated DC is converted to AC

by using the SCR bridge as a line-commutated inverter. To accomplish this, the SCRs must
fire at an angle >90°.

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2.1.3 Technique

Just like a regular diode, SCRs only pass electron flow in one direction. The flow through
the SCR is always from negative to positive as shown by the arrow-headed line shown at
the top of each circuit in Figure 9-5.

( ELECTRON FLOW ) ( ELECTRON FLOW )

+ - Ia
+ - Ia

FIRING OF SCR
+

- MOTOR CEMF -
+
0V

POWER A A
AC AC
SOURCE
- SOURCE
+

MOTORING POWER = E a x Ia REGENERATING POWER = Ea x Ia

Figure 9-5. Reversing Voltage Motor

The motor rotates in the same direction in both braking techniques as it does when being
used as a motor. During braking, the armature windings are the power source. The voltage
produced by the armature windings is the opposite of that felt when the motor is functioning
as a motor. The resultant armature winding electron flow is in the same direction. For
electrical power to be returned to the source in Regenerative Braking, the output of the
armature must be switched so the electron flow through the SCRs will continue to flow in
the same direction.

Since the output of the armature winding is DC, the SCR bridge is turned on when the
inverted voltage is greater than the AC source, power will be fed back into the AC source.

There are several actions which must take place for regenerative braking to occur:

1. The DC Control Module detects the need to brake.

2. The contactors for running the motors in normal mode are opened.

3. The armature reversing contactor is switched.

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4. The SCRs are phased back (fired at an angle greater than 90 degrees) to achieve
regeneration.

When the DW motors have sufficiently slowed down, the following actions must take place:

1. The DC Control Module detects the need to stop braking.

2. The reversing contactor is opened/switched only when the other contactors are
open.

3. The contactors for running the motors in normal mode are closed.

4. The SCRs are phased up (fired at <90°) for normal running.

2.1.4 DW Control Schematic

Figure 9-6 shows the relay and contactor circuitry for DW motor running and Regenerative
Braking operations on SCR 2. This figure will be referred to during the rest of this
discussion of motor running and Regenerative Braking.

2.1.5 Forward DW Operation

Forward operation of the DW motor is achieved by selection of FWD on the Driller's

Console FWD/OFF/REV switch. FWD closes DW forward contactor K5T (K5-Top) in SCR
#2. (Refer to Figure 9-6, sheet 2). When FWD is selected, contactor K5T is closed which
permits K1 and K6 to be closed. The closing of K5T, K1 and K6 places -14 VDC on Pin
116 of the DC Control Module. The -14 VDC to Pin 116 is the DW contactor signal. This
tells the DC Control Module that the DW contactors are closed and to use the DW current
limit, DW hand throttle, and foot throttle references. For forward operation, contactor 2K8
and the contacts 1 and 3 plus 2 and 4 of contactor 2K5 are closed, thus causing the DW A
motor to rotate in the forward direction. Contactor 2K8 routes the current passing through
the motor's armature windings through the motor's field winding. The motor is thus being
powered by the SCR bridge in FWD. Regenerative braking is only allowed when the DWA
motor is being powered in the forward direction.

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Figure 9-6. Drawworks Control Circuit

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Figure 9-6. Drawworks Control Circuit (Continued)

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Figure 9-6. Drawworks Control Circuit (Continued)

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Figure 9-6. Drawworks Control Circuit (Concluded)

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2.1.6 Reverse DW Operation

Reverse operation of the DW motor is achieved by selection of REV on the Driller's

Console FWD/OFF/REV switch. This selection closes The DW reverse contactor K5B (K5-
Bottom) in SCR 2 (refer to Figure 9-6). When DW REVERSE is selected, contactor K5B is
closed. This, in turn, closes K1 and K6 contactors to be closed. This is called the DW
contactor signal. It tells the DC Control Module that the DW contactors are closed and to
use the DW current limits, hand throttle, and foot throttle references. For reverse operation
(refer to Figure 9-6), contacts 5 and 7, 6 and 8 of relay 2K5 are closed, thus causing the
Drawworks A motor to rotate in the reverse direction. The closing of 2K8 routes the current
passing through the motor armature windings also through the motor field windings. Only
Drawworks A can be placed in reverse operation.

2.1.7 Regenerative Braking

Let's recap several statements given in previous paragraphs:

1. Only Drawworks A can be placed in reverse operation.

2. Regenerative Braking is only available on forward operation of Drawworks A.

3. When Regenerative Braking is being used, the induced voltage in the motor
armature windings is in the opposite direction than when the motor is acting as a
motor.

4. In Regenerative Braking, the motor-generated DC is converted to AC by using the

SCR bridge as a line-commutated inverter. To do this, the SCRs must fire at an
angle >90°.

During Regenerative Braking, power is returned to the source. This is accomplished by

making the motor a DC generator. When the SCR bridge powering the motor is phased off,
field current ceases to flow. The motor armature is turning at a high RPM. However with the
absence of a field, the motor will not generate a voltage. So a Braking Field must be turned
on to allow the motor to become a good DC generator. However, the CEMF (Counter
Electromotive Force) developed by the motor armature must be reversed during the
braking period of the regenerative in order to permit current to flow through the SCRs (refer
to Figure 9-5).

To accomplish braking, the regenerative braking logic must be understood. This will be
discussed in Electronic Circuitry later in this section. During regeneration, the motor is
treated as a quasi shunt motor. This is accomplished by opening contactor 2K8 and closing
contactor 2K9. The motor field windings will now have current supplied by the Drawworks A
Regen Field Supply (refer to Figure 9-7). The motor now functions as a DC generator.
However, power cannot flow through the SCR bridge because the generated voltage will

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reverse bias the SCRs. The armature polarity must be reversed. The armature polarity is
reversed by dropping K5T and picking up K5B. Closing K5B closes contacts 5 and 7 and 6
and 8 which reverses the armature polarity. This places the correct polarity on the SCRs
and enables the SCRs to conduct and feed power back to the source.

2.1.8 Regenerative Braking Logic

A printed circuit board inside the DC Control Module contains the electronic circuits that
controls the external relay logic. The DC Control Module initiates braking three to five
seconds after the FOOT THROTTLE is released. The DC Control Module electronic
circuits make the decision that braking is required and begin the braking sequence by
energizing relays K1 & K2 in the DC Control Module (refer to Figure 9-6). This action
switches Pins 127 and 135 of the DC Control Module to -14 VDC, picking up the 24 VDC
relays RL6 and RL7. These relays accomplish the following:

2.1.9 RL6
• Drops Contactor K8 (SERIES FIELD) and allows K9 (REGEN FIELD) to pick up.

• Reverses the armature by dropping out K5T and picking up K5B.

2.1.10 RL7
• Picks up a motor starter to turn on the braking field (refer to Figure 9-6).

After the motor speed falls to the cathead value, the DC Control Module drops out relays
RL6 & RL7. This will return the contactors to the non-braking state (K5T and K8 energized,
K9 de-energized).

2.1.11 Electronic Circuitry

The electronic circuits in the DC Control Module make the decision to initiate braking. This
is done by comparing the speed setting from the hand throttle to the speed feedback
signal. The DC Control Module electronics are designed to handle the change in polarity of
the voltage feedback signal that occurs during braking.

Zero throttle interlock is overridden during the braking cycle. This is necessary because of
the operation of the armature reversal contactor K5. Braking logic brings -14 VDC into Pin
109 of the DC Control Module. This signal releases the current ramp so that the braking
current level can be obtained. Four conditions must be satisfied before the current ramp
begins:

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1. DWA FORWARD is assigned (-14 VDC on Pin 138 of the DC Control Module).

2. The FOOT THROTTLE must be released. The initial braking logic decision will
switch Pins 127 and 135 of the DC Control Module to -14 VDC.

3. K9 is picked up and braking field supply is on.

4. Main assignment contactors are energized (-14 VDC on Pin 116 of the DC Control
Module).

2.1.12 Firing Reference Inhibit

During braking, a -14 VDC signal is sent from Pin 135 on the Drawworks A DC Control
Module to Pin 135 of the Drawworks B DC Control Module. This signal prevents the
Drawworks B DC Control Module from being able to run the Drawworks and oppose the
braking action of the Drawworks A motor.

2.1.13 Firing Pulses

To achieve regeneration, it is essential that firing pulses are never removed from the SCRs.
On systems that have Dynamic Braking, the pulses will be phased back and disappear
when the bridge voltage is not required. This will not occur with regenerative braking. DC
Control Modules are designed to maintain a small firing reference at all times.

This means that:

1. There is a bridge voltage when the SCR switch (CB) is closed. This voltage will go to
zero when the SCR is assigned.

2. When checking the resistance of the SCRs in a regenerative SCR bridge, not only
does the SCR switch (CB) have to be open, but the DC Control Module supply fuses
must be opened. Otherwise, the firing pulses will be present and the SCR will
indicate a low resistance.

Failure to follow these instructions will produce errors in the resistance

measurements.

2.2 Troubleshooting

The correct sequence of Regenerative Breaking can be noted by observation of the SCR
Bridge Cubicle:

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1. Place the Driller's Console controls to a selection of DWA and FORWARD

operation. Run the motor to high speed by completely depressing the FOOT
THROTTLE.

2. Release the FOOT THROTTLE. The motor current will drop to zero. The motor RPM
will be high, so braking is needed.

3. The system has a three to five second delay designed into the braking sequence so
immediate braking will not occur. After the delay, braking will begin.

4. K8 will drop out and K9 should pick up, (both K8 & K9 or located in SCR 2). K5T in
SCR 2 will switch to K5B.

5. The SCR bridge current will ramp up and the Drawworks A motor speed will return
to the cathead RPM. The SCR Cubicle VOLTMETER will indicate a negative voltage
during the braking action.

6. At the end of the braking cycle, the power contactors will switch back to their pre-
braking position.

7. The SCR bridge will phase up and the Drawworks A motor will resume running at
the cathead RPM.

If the breaking sequence does not function as stated, check the following:

1. Verify that DWA is assigned. The Dynamic Brake does not work on DWB
(Drawworks B) or DWS (Drawworks Series).

2. Pin 135 of the DC Control Module should read -14 VDC when braking is required. If
it does not, but -14 VDC is present on Pin 138 of the DC Control Module. The DC
Control Module is defective, replace it.

3. Contactors K8 and K9 should change states. If they do not pick up, check and
ensure that RL6 is energized.

4. Verify that -14 VDC is being applied to Pin 109 of the DC Control Module.

If problems occur during Regenerative Braking, stop the braking sequence by removing the
input from Pin 138 of the DC Control Module located in the SCR Bridge Unit where the
faulty braking operation is taking place.

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