Composite Rig Control Air Valves Catalogue

Oil Rig Air Control Systems
The Drive & Control Company

Index
Page
Typical Functions......................................................................... 1
Composite Rig Diagram .............................................................. 3
Rotary Drilling Rigs...................................................................... 4
Well Service Equipment .............................................................. 6
Service and Workover Rigs ......................................................... 7
Engine Speed Control ................................................................. 8
Clutch Operation ......................................................................... 22
Mechanical Clutches ................................................................... 23
Air Clutches ................................................................................. 27
Catheads ..................................................................................... 32
Air Supply System ....................................................................... 34
We hope you find this technical information about oil rig air control systems useful. Oil,
gas and other energy related fields have been an important part of the heritage of
Bosch Rexroth Corporation, Pneumatics. We were previously known as Mannesmann
Rexroth (Pneumatics Division), and WABCO Fluid Power (division of American Stan-
dard), or before that as a division of Westinghouse Air Brake Company. Today, the
energy sector remains a vital part of our business. Visit us at our web site at
www.boschrexroth-us.com, then go to the Pneumatics section. There you can
download many sales and service publications and find other information about us.
Rig Air Control Systems 1
Typical Functions
Rotary Drilling Rig Drawworks
Typical Function Control by

Pneumatic Devices
Engine Speed Rotary Clutch

• Governor Control Cathead Controls
Pump Clutches
• Hand and foot control Drawworks Transmission
• Multi-engine compounding Jaw clutches and air clutches
Vernier and stop systems Power Slips
Hi-Lo Drum Clutches Auxiliary Air Hoist
Master Clutch Crown Block Protection
Inertia Brake Blowout Preventer Panel Controls
Engine Compound Clutches Master and remote stations
• Separate drive to Compound Hydramatic Brake Clutch
Split compounds Hydramatic Brake Modulation
Automatic Driller Panel
2 Rig Air Control Systems
Typical Functions
Rotary Drilling Rig Drawworks
General
A rotary well drilling rig is a piece of equipment designed to bore a hole into the earth. For oil explo-
ration, the hole can be anywhere from 4.5 to 20 finches(114mm to 508mm) inches in diameter and
30,000 feet (9140 meters) in depth. Clutches are required for the rig’s prime movers and to control
the Drawworks and rotary table functions.
Composite Rig Diagram
Rotary Drilling Rigs
Example of drilling rig panel. This is an electric powered rig. DC motors are used in place of the
diesel engines. Final Drawworks control are pneumatics.
Rotary Drilling Rigs
Engine Powered Drawworks
The typical diesel powered drawworks arrangement is shown on page 1 and 2. The engine power is
transmitted to the drawworks through the compound case and transmission with its multiple selec-
tions of final shaft speeds. Air clutches are generally used throughout the drive line to select a satis-
factory ratio. A pneumatic positioning system is used for engine speed control. Most control
functions are pneumatic These types of rigs will have the largest complement of air valves. Natural
gas fueled engines are also used as prime movers.
Diesel-Electric Powered Drawworks
Two basic arrangements of diesel electric powered rigs are widely used. ln this type of rig, diesel
generator sets are used to power DC motors which take the place of the diesel engine and com-
pound drive arrangement. DC motor power is applied directly to the drawworks. In one type the DC
motors are applied as input to basically a standard drawworks. The speed selection of chain drives in
the transfer case is retained. DC motor input speed is electrically controlled and air throttle control is
not used. The mud pumps may be driven from the drawworks or separate DC motor drives. With the
exception of engine speed, most of the drawworks controls are pneumatic as in the engine powered
arrangement. In some cases, DC motors just take the place of the diesel engines powering into the
compound. In another type, a variable speed SCR type of DC motor drive is used, eliminating most
of the mechanical speed selections in the drawworks. The final clutches to the main drum, rotary,
and catheads are usually pneumatic controls. This type of arrangement uses the fewest number of
air control valves. Very popular on offshore platforms.
Well Service Equipment
Mobile Well Servicing Equipment

Much auxiliary equipment is designed and built specifically to provide additional service functions in
the drilling and servicing of oil wells. This equipment is usually mobile, being built into a large truck
carrier or trailer. The following equipment would be included in the specification.
Oilwell Cementing Units Oilwell Logging Trucks Chemical Pump Trucks
Sand & Cement Blenders Geophysical Units Winch Trucks
Fracturing Pump Units Exploration Vibrators Cranes
Pneumatic controls are widely applied to various combinations of the following functions on the
above types of auxiliary equipment.
Engine Speed Remote Control Stations
• Hand & foot control • Safety locations
• Rear console & cab stations Butterfly Valve Control
• Transfer interlocks • On-Off control-cylinders
Transmissions • Modulated Control
• Powershift & Automatic Air Control of Hydraulic Components
• Two station control • Air piloted valving
• Unit power & vehicle propulsion • Modulating spool valves
Pump & Drive Clutches • Variable displacement pumps
Power Take Off Clutches • Hydrastaitc drive control
Emergency Stops Winch Controls
• Multiple stations • Remote locations
Service and Workover Rigs
Service and Workover Rigs
The servicing rig is the basic equipment used in oilwell maintenance procedures. This type of rig is
designed to travel to a well location, erect a mast over the well, and pull the rods out of the well pre-
paratory to repair or improvement procedures. These rigs come in many sizes, from the smallest pull-
ing unit to some large units capable of working with tubing in deep wells and some can drill holes at
various depths. All but the very smallest have air controls for working the rig from a rear operator con-
sole.
Like drilling rigs, the basic power is an engine which drives a

drawworks and accessory functions. Some of the typical func-
tions usually controlled pneumatically are listed below:
Engine Speed
• Hand & foot control
• Position interlocks
Transmission
• Powershift & automatics
• Cab and Operator stations
• Also for vehicle propulsion
• Position Interlocks
Hi-Lo Drum Cluthches
Master Clutch
Neutral Brake
Main Drum Clutch
Sand Line Drum Clutch
Hydromatic Retarder
• Engagement
• Modulation
Disc Brake Retarder
• Engagement
• Modulation
Rod and Tubing Tong Elevators
Rod and Tubing Tong Positioner
Rod and Tubing Tong Drives
• Air Motors
Power Slips
Auxiliary Hoist Control
Hydraulic drums
Control of Hydraulic Components
• Pumps
• Valves
• Hydrostatic Drives
Drop Box Shift
PTO Clutches
Vehicle Air Brakes
Engine Speed Control
Basic Pneumatic Engine Speed Control Systems
Rexroth pneumatic throttle control provides a fast, accurate means for positioning engine speed con-
trol from one or more remote locations. The only connection between the control valves and the en-
gine actuator is a small flexible air line.
The basic system consists of two major components:

Pressure Graduating Valve
A three way pneumatic valve capable of de-
livering output pressures proportional to
handle movement and of holding this pres-
sure setting as is desired.
Actuator Positioner
A power device capable of providing a separate
position for each different pressure signal. Usually
a spring opposed, piston or diaphragm device.
The specific control valves and actuator connected together in a given system are matched compo-
nents, each carefully designed to operate with the other to provide maximum accuracy and reliability.
The actuator positioner must also be matched to the engine governor control arm as covered in the
following few pages.
The system described in this manual are those usually applied to oilwell drilling rigs and mobile well
servicing equipment. The same general principles apply to other applications for a low force infinite
positioning control.
A basic two station, hand and foot, control system is illustrated below.
Basic Pneumatic Engine Speed

Control System
SELECTION AN0 INSTALLATION OF ACTUATORS FOR ENGINE SPEED CONTROL
In this type of actuator, the force available to accomplish governor movement is the result of the dif-
ference between the force exerted by the air on the diaphragm or piston area, and the opposing
force of the calibrated positioning spring. This differential must be kept to a minimum for maximum
accuracy. Therefore, the linkage connection between the actuator and the engine governor lever
should have low friction and minimum lost motion. One of the most satisfactory types of linkage is a
steel rod with spherical rod end bearings at each end. lf this rod is also threaded, the length of the
linkage is adjustable for synchronizing purposes. A sketch of a typical actuator installation is shown
on the following page 10.
It is of critical importance to utilize the full travel of the actuator between its control pressure limits,
and to match the connector travels of the actuator arm and the engine governor lever. The required
linear travel of the governor control lever can be physically measured on an existing engine, or it may
be closely approximated by use of the following relationship. Referring to the diagram, the travel re-
quired "B”=2(sin ½α)Rb. For example, if a governor lever of 4" radius (Rb) was in use on a governor
whose control shaft moves through 28º, between IDLE and FULL SPEED. Then the "B" required
travel would be 1.94" and this is within the
travel range of the popular radial arm actua-
tors.
The A2H and AA1 type actuators have ad-

justable arms which can be set for a range
of travels. The linear type actuators are
generally not adjustable and the linkage
must be made to accomplish the travel
matching.
The rated travels and adjustment ranges of

the popular engine speed actuators are
shown in the table on page 11.
When the travel of the engine governor arm

is less than the minimum adjustment of the
actuator, the radius in use on the governor
arm must be increased in some manner.
The engine manufacturer usually has some longer arms available. When the required travel of the
engine governor arm is longer than the maximum adjustment, the engine governor arm must be
shortened. The usual procedure is to place an additional hole in the governor arm at a radius that
provides a matched travel. An alternate method is to install a differential bell crank between the ac-
tuator and the governor arm, but this should be avoided unless absolutely necessary, as it adds ad-
ditional friction and lost motion to the linkage.
In addition to travel matching, an engine actuator must also have sufficient force capability to position
with minimum pressure differential. Actuators are force rated with an inch/lb/degree factor.. . . . .and
if the torque and movement of the governor arm are known, this factor can be applied.
Actuator Mounting and Travel Matching Requirements– General Arrangement
Travel Matching Requirements

(See text preceding page)
Travel "A" of the actuator arm must be equal to travel "B" of the governor arm between IDLE and
FULL SPEED positions. Matching these travels to with in 5% is generally acceptable practice.
Adjust, or change, arm lengths "Ra" and/or "Rb" as necessary to accomplish equal travel "A" and "B"
between IDLE and FULL SPEED positions.
Synchronize at IDLE position, then use maximum travel stop adjustment to limit travel at FULL
SPEED position.
Linear force ratings are also shown in the table below. The linear forces required to move the gover-
nor arm can be measured on an actual engine with a spring scale.
Rexroth
For more details, refer to Catalog SC-900.
The actuator must be mounted rigidly to the engine frame, like the governor, to eliminate relative mo-
tion between them under heavy vibratory conditions. The actuator is usually mounted so that it’s arm
moves in the same plane as the governor arm, but the use of spherical bearing rod ends will allow
considerable misalignment. If the clevis and pin type of rod ends are used in the push rod assembly,
careful attention must be directed to the planes of movement to prevent binding of the linkage in ei-
ther extreme position.
Mounting holes and surfaces are provided on the actuator castings. The brackets to mount an ac-
tuator to a specific engine are not furnished by Rexroth. There is an extreme wide variation in the
actuator location and mounting requirements on different engine governor combinations. It is usually
not at all difficult to find a surface and mounting holes for a simple bracket to mount the actuator to
the engine frame.
The small C linear and the A2H actuators are generally used on gas engines and small to medium
diesel engines. The larger AA1 actuator is also used on ALL engine applications where maximum
stiffness and accuracy and accuracy is required for close speed setting.
Radial Arm Actuator Mounting
The actuator may be mounted in any convenient location relatively close to the engine governor.
Ideally, the centerline of the connecting rod should be perpendicular to the radius of the arm at mid-
travel. This will minimize geometric error. This is not always possible, and some minor misalign-
ment is permissible. An example is shown above. The connecting rod should not be mounted with
small angles between it and the actuator or governor arms. The travels must be matched as previ-
ously described.
Travel “A” must always equal travel

“B”. Note how the arm of the AA1 ac-
tuator has been adjusted shorter to
match the travels in the example Note: Actuator arm
shown to the right. Travel “A” is the adjusted shorter to
travel of the actuator arm between match travels.
the IDLE and FULL SPEED air signals
furnished to the actuator diaphragm,
usually 10 to 60 psi.
Some examples of mounting for the

linear actuators are shown on the fol-
lowing page.
Linear Actuator Systems
The linear actuators are essentially non-adjustable. The full range of travel of the positioner must
always be utilized for maximum control abilities. The radius of the engine governor control lever must
be made so that the connection point has the same travel as the actuator. This is illustrated in the
diagram below.
When the end of the actuator piston rod is connected directly to the governor arm, the actuator body
must be pivoted to allow the radial movement of the arm. The use of spherical bearing rod ends is
recommended.
The IN port of the actuator should be pointed down, to prevent a build up of trapped condensation
accumulating in the actuator chamber. Most Linear actuators have a vent port on the rod end of the
body which must be kept clear. Linear actuators are compact and economical. Because of the
higher friction, they do not provide as fine a control as the diaphragm type.
When it is necessary, or desirable, that the actuator body be mounted rigidly to the engine frame, the
use of a double pivoted connection link is recommended. This type of arrangement is shown in the
sketch below. This will allow the governor control lever to move in it’s radial path without binding the
piston rod. The distance that the connecting link moves off the actuator centerline should be kept to
a very minimum to avoid side load on the actuator rod.
Single Engine Speed Control—With Multiple Control Stations
The system shown below is a typical single engine control, with multiple control stations and both
hand and foot control ability. A popular system on mobile equipment where it is necessary to work
the system from the rear and also provide a cab control for driving the carrier. These two control sta-
tions are usually interlocked so that only one station is active at a given time. Refer to the special
note regarding the station transfer valve.
Station Transfer Valve
If only throttle and transmission are

supplied from this valve, a ¼’’ size
valve like the 2HA2LY PILOTAIR
valve would be a good choice. If
other controls are supplied, usually
from the rear station a ½’’ or ¾’’ size
valve should be used. A four way,
two position detent function is re-
quired.
Remote Stop Control Systems
Many engine governors have a fuel shut off, or stop position located beyond the IDLE position, The
AB-1 Actuator can be used to provide a remote engine stop control. On engine governor arrange-
ments with a separate stop lever, a spring returned, separate cylinder utilizes the same general con-
trol circuit.
Remote Stop from Any Position (Emergency)

To provide a remote stop from any throttle position, it is necessary to remove the main signal to the
actuator diaphragm, and apply pressure to the stop port.
Using A Four Way Valve And Check Valve Release

When the supply pressure is removed from a pressure control valve, the delivery line pres-
sure may not release or be very slow to release. The check valve aids the fast release of
the actuator main diaphragm.
Compound Throttle Connections

When the engines are connected together in the compound case of a multi-engine rig, it is also very
convenient to connect the engine throttles all to one control valve. Many different compound ar-
rangements are used. The general arrangement of compound connections is illustrated below.
Two Way Valve Compounding

A manifold containing these valves is usually located in the lower side or front of the console. It is
necessary to operate two valves is order to add one engine to compound. One valve connects the
throttle line, the other prevents loss of air back through the unused control valve.
Three Way Valve Compounding
This is the preferred method on new rigs. Compound valves can be located on the face of the con-
sole. It is necessary to operate only one valve to add an engine to the compound. Both cut out cock
types and spool valves are used ad the three way, three port selector valve function.
Vernier Control System
Illustrated below is a three engine compound system using the BA-1 Actuator. This can be used on
mechanical compounds, when it is necessary to equalize the speed of the engines. A separate pres-
sure control valve maintains a median pressure on the vernier line (35psi). Varying this median from
35 to 60 psi and from 35 to 10 psi changes the individual actuator position + 10% of its stroke.
The BA-1 Actuator is also used for single engine installations where it is desired ot control speed
very closely by trimming to a setting.
Note that the compound line shown below connects all the engines to the No. 1 Throttle line. This is
an alternate connection to the series style shown on the preceding page.
Typical Pneumatic Positioning Combinations

The tabulation below illustrates the comparative sensitivity of some typical air control valve and ac-
tuator combinations used on mobile and rig equipment. It is assumed that the actuators are being
used within their force ratings as shown on page 6-14 and rated in the catalogs.
The major differences between the linear piston types and the diaphragm types of positioners is
caused basically by friction of the seals and rod.
The friction and geometry of the attaching linkages also drastically affect the degree of sensitivity
obtained. For best results, the travel matching and linkage recommendations on the preceding
pages should be carefully followed.
Absolute values of sensitivity should not be read from this chart. It should be used for comparing
requirements for selection.
Vernier Speed Control Circuit
Occasionally a speed control system with more accuracy than standard is required. Typical of this
requirement would be pump speed, deep hole rotary speed, wire line feed on a logging truck. One
circuit for extra sensitivity is illustrated in the diagram below. This circuit uses the BA-1 Vernier Ac-
tuator and a separate vernier control valve as shown.
This circuit can be used on engine governors and for the control of variable displacement hydraulic
pump drives. Extra sensitivity can also be obtained by other combinations as shown on the preced-
ing page tabulation.
Clutch And Engine Speed Combination Circuits
The HE-2-FX Controlair valve is a special combination valve containing one each 3 way direc-
tional valve and a 3 way pressure graduating function. It is used on rigs to provide the control of a
clutch and throttle with one handle. This eliminates the necessity for the operator to engage a
clutch, and then move his hand to another valve handle to advance the engine speed.
The combination is often found controlling the following typical functions.
Rotary clutch + throttle

Mud pump clutch + throttle
Sand line drive + throttle
Master clutch + throttle
The clutch function in this valve is directional, not pressure graduating. The pressure graduating
function of the valve is used for the engine speed. The throttle control love will almost always go
through one or more shuttle valves….to allow other controls to also operate the actuator(s).
Similar combination function can also be obtained from several models of the FLEXAIR valve se-
ries and the Type M pressure control valve series.
Clutch and Engine Speed Combination Circuits
The HD-2-FX CONTROLAIR valve is a special combination valve containing tow three way direc-
tional valve and one pressure graduating valve functions. It is used on rigs to provide the control of a
double clutch function with the throttles in one handle.
This combination is most often found controlling the HI/LO drum clutch with the engine throttle.
The clutch functions are directional, and the throttle function is pressure graduating. The use of a
criss-cross interlock to prevent dual inflation during a fast cross over is recommended.
Similar combination functions can also be obtained from several models of the FLEXAIR valve se-
ries. The marine propulsion control valves are a similar function, varying only in mechanical con-
struction.
Clutch Operation
Pneumatic Control Of Clutches
Nearly all possible types of clutches are probably used at some location on a comples modern drill-
ing rig. The general types that are most often associated with the air controls are shown below along
with their applicable sub-divisions.
Mechanical Clutches
Positive Jaw Type Clutches

Both single sided and double sided jaw type clutches are used to shift the transmis-
sion ratios within the rig transfer case and in the compound drive. This type requires
both members to be stopped or under a very light torque at the time of engagement.
Mechanical Friction Clutches

Commonly used in the engine drive line into the compound case, and on power take
off functions driving many of the accessory functions. A wide range of sizes and
torque capabilities are used. This type engages under load, but the shipper mecha-
nism must be relieved after engagement.
Air Actuated Clutches
Air Actuated Friction Clutches

Both the mule disc diaphragm actuated, and the drum type are used. These friction
clutches are capable of engaging heavy loads under power. Many are capable of pro-
viding sufficient slippage for accelerating a heavy load smoothly, and offer variable
torque during engagement. One of these types is almost exclusively used for the ma-
jor clutches on large drawworks. Even on Small rigs, the final drum drive and/or mas-
ter clutch is usually an air actuated friction clutch. Both directional and pressure con-
trol type air valves are used for control of this type of clutch.
Disconnecting Fluid Couplings

These types of fluid couplings are usually mounted on the output of an engine, be-
tween the engine and the compound case. They can be electrical, manual or pneu-
matically dumped. (Pneumatically is a small air cylinder operation) Sometimes a non-
dumping fluid coupling, with a friction clutch is used in the engine drive into com-
pound.
Torque converters and powershift transmissions are covered later in this chapter.
Mechanical Clutches
Mechanical Clutch Operating Systems
This type of clutch can be operated by a double acting air cylinder which can be controlled by various
types of four way valves. These four way valves may be solenoid, pilot, lever or foot operated.
The major requirement involved in the air cylinder operation of a mechanical clutch is that the
shifting mechanism of the clutch MUST be unloaded after engagement. This prevents un-
necessary force and wear of the clutch components.
On small rigs, the system shown below is widely used. The four way valve used is an exhausted
center function, and is spring centered. Both sides of the cylinder are vented when the handle is re-
leased therefore unloading the shifting mechanism.
The disadvantage of this circuit is that the valve handle does not indicate the status of the clutch…
whether it is engaged or disengaged. On small equipment, there is often a visual reference of en-
gagement available to the operator and this type of system is very popular. It is the easiest of the
mechanical clutch engagement circuits to install.
The above circuit uses a directional valve for control. If a soft engagement is desired, a pressure con-
trol valve of the same function can be substituted. The MC-2 Type M Control valve and the 2HA2FG
PILOTAIR valve have been used for this function. Both allow the operator some control during engage-
ment.
Mechanical Clutches
If it is necessary for the air valve handle to indicate the position of the clutch lever, a two position four
way valve can be used as shown just below. A mechanical stop must be provided to limit the cylin-
der travel in the engagement direction. The stop takes the cylinder load off of the clutch shifting
mechanism. This type of mechanical stop should be adjusted periodically through the life of the sys-
tem.
The size of the clutch operating cylinders varies….most of the mechanical clutches on rigs are oper-
ated by 3’’ and 4’’ bore cylinders with 6’’ to 10’’ of stroke. The stroke depends on the length and in-
cluded angle of the lever.
If mechanical stops are impractical, and the handle must still indicate the engagement status…..a
timed unloading circuit can be utilized. Several timed unloading circuits are described below and the
next pages.
Timed Unloading – Both Directions

The signal form the three way valve goes immediately to the engaging pilot, but is delayed to
the opposite pilot. When pressure is equal on both pilots, the four way valve exhausts both
cylinder lines in the spring centered position. Removing the pilot signal operated in a similar
manner to momentarily retain the disengaging signal.
Mechanical Clutches
On some PTO clutches, the shifting mechanism rides free in the disengaged position, and it is neces-
sary to provide unloading for the clutch levers only in the engagement direction. A simple “single
shot” circuit is shown below.
Timed Unloading – One Direction
The engaging signal from the four way valve passes through the normally open
pilot valve to engage the clutch. Pressure builds up on the pilot through the
choke, and exhausts the engaging cylinder line when a sufficient pilot pressure
has been reached. On disengagement, the check valve releases the pilot
quickly.
Timed unloading circuits should be applied only to the “over center” type of shifting mechanism,
which remains in position without a constant lever force being applied.
Single sided jaw clutches are operated the same as the PTO clutches. The mechanical stop method
of unloading is the most popular unloading circuit used on jaw clutches. Not all jaw clutches will stay
engaged when operating force is removed, particularly when torque is removed or reversed.
The timed unloading method should be applied with caution to jaw clutch operation.
Mechanical Clutches
Double sided jaw clutches can be operated with an air centered THREE POSITION CYLINDER as
shown in the sketch below. This arrangement is widely used in the main transmission case of large
drawworks. Mechanical stops are provided to limit travel of the cylinder in both extreme positions.
They are adjusted so that the clutch is engaged, but the shifter mechanism is not forced. The three
position valve handle indicates the position of the clutch. The neutral position is positive and held by
air pressure.
Three Position Cylinder Circuit )Two Line Control)
Some models of reverse gear arrangements are operated by three position type control. Illus-
trated below is a circuit using as assembly of (2) double acting cylinders to affect a three position
control. The control of four lines is necessary for this circuit. If the mechanical stops are not re-
quired, an optional timed unloading circuit can be used for “over center” type levers.
Air Clutches
General
The general types of air actuated friction clutches in use on rig drives are …(1) the multiole disc type
where an integral diaphragm engages the friction discs axially……(2) The drum type where a ring
shaped diaphragm assembly engages the friction elements by expanding radially……(3) the me-
chanical friction clutch with a diaphragm chamber or cylinder built into the assembly by the manufac-
turer, as is widely used for catheads.
Modes Of Operation
All air clutches are similar, in that a three way valve function is required to pressurize and release the
single clutch air line. Air clutches may be operated with DIRECTIONAL valves or PRESSURE CON-
TROL valves. The differences in these two modes are covered in the following tow sections. The
choice of the mode used on a particular function depends upon the size and horsepowers of the
equipment, the engagement requirements of that function, the preference of the operator, and the
economies of construction. There are no firm rules to the choice of mode.
The Operation Of Air Clutches With Directional Valves
A three way DIRECTIONAL valve will deliver air to a clutch line at full flow until the clutch pressure
equalizes with the supply pressure. This is shown by the solid curve in the graph below. This full
capacity flow may result in an engagement that is too fast. A flow control valve can be placed in the
clutch line to slow the pressure build up in the clutch to a desirable rate. This flow control valve can
be adjusted for any ONE rate of engagement. When the valve handle is operated, the cirvuit is com-
mitted to full engagement at that fixed rate.
The supply pressure determines the inflation pressure of the clutch. One or more quick release
valves are nearly always used in the clutch line. Many air clutches have quick release valves built
into the revolving plate.
The panel mounted 2HA1 and 2HA2 PILOTAIR valves are an example of the type of directional
valves widely used for this mode of clutch operation.
Air Clutches
The Operation Of Air Clutches With Pressure Control Valves
A three way, PRESSURE CONTROL valve can control the pressure delivered to the clutch line.
Therefore the rate of engagement of the air clutch can be varied by manipulation of the pressure
control valve handle. A quick movement results in a fast engagement. Various slower rates can be
obtained by moving the valve handle as desired. Full engagement is NOT committed from the start.
The rate of clutch engagement can be controlled by the operator to suit the conditions of load pick
up, torque application, and speed of engagement according to the exact requirements of the machin-
ery.
The operation of air clutches with pressure control valves is ideally suited to those functions on rig
equipment, where the range of loads to be engaged vary widely during normal operation, and for
smooth acceleration of heavy loads.
Additional quick release valves can be added at intermediate positions in long lines to aid in the re-
lease of the clutch. The series operation of quick release valves in one long line is normal practice.
On large drawworks, this occurs on the high drum clutch line from the opposite and of the drum.
The pressure control valves will accept a supply pressure up to their rating, but they deliver a con-
trolled pressure as determined by the value of the range spring used in the valve assembly. This
range spring will determine the full inflation pressure of the clutch at maximum valve handle travel.
The typical value of full inflation pressure is 100 psig or 125 psig in rig systems. Other values up to
150 psig are used. The clutch manufacturer will specify the full inflation pressure as determined by
the torque and service requirements of the installation.
The pressure control valves in the rig panel are usually ¼” pipe size. Relay valves are used to boost
the flow capacity of these panel valves when necessary on large clutches. A relay circuit is shown
with the additional clutch systems in this section.
Several types of valve handle actions are used in air clutch operation. These are fully described in
the following discussion of typical clutch functions.
Air Clutches
Typical Single Air Clutch Functions
Single clutch functions are controlled by a three way valve of either the DIRECTIONAL control, or
the PRESSURE CONTROL type. The mode of operation varies with the size of the rig, the range of
loads to be engaged, and the degree of control required by the particular function. The small mobile
rigs use mostly directional controls, but the final drum clutches, and/or the master clutch function is
usually a pressure control type valve. Listed below is a typical division of clutch modes used on a
large rotary rig.
Directional Control Valves Pressure control Valves

Engine Clutches Rotary clutch
Transmission speed selection Mud pump clutches
Hydramatic brake engagement Inertia/Neutral brakes
Compound clutches Master clutch
Drum shaft selection Drum clutches and catheads
The type of handle action used is very important to the proper operation of a specific function, DI-
RECTIONAL valves will have either a fully spring returned handle, or detented positions. PRES-
SURE CONTROL valves have a choice of three types of handle action.
Spring Returned Handle Action-Handle is spring returned from all positions. The handle cannot be
left in any engaged position. Used extensively on drum clutches and catheads.
Spring Returned With Maximum Position Detents – Spring returned from all intermediate positions.
Handle is detented at full travel and may be left in that position. The handle cannot be left in any
partially engaged position. Typically used on functions like rotary clutch and pump clutches.
Friction Type Handle Action – Handle will hold in any position when released. Normally not used on
air clutches unless it is desired to use the clutch partially engaged for torque control. Some rotary
clutches are operated in this manner. Caution should be used in applying friction type handle ac-
tions to air clutch operations, because of the danger of leaving the clutch partially engaged.
The final choice of operating mode and handle action is determined by the rig manufacturer and the
rig operator according to the requirements of the specific installation.
Typical Double Air Clutch Functions
Any two air clutch functions can be controlled by a four way, exhausted center valve. In center, or
neutral handle position, both air clutches are released and either can be engaged by moving the
handle to one side or the other. This four way valve action produces a mutually exclusive interlock
function, in that both clutches cannot be engaged at the same time. Two clutch functions are also
combined into one valve handle for operator convenience. Both DIRECTIONAL control and PRES-
SURE CONTROL four way valves may be used. Some typical double clutch functions are listed be-
low.
Clutches (See circuit on following page)
Rotary clutch and Breakout cathead
Master clutch and Neutral brake
Rotary clutch and Inertia brake
Forward and Reverse functions
Auxiliary winch raise and lower
The choice of valve handle actions is the same as the single air clutch functions described above.
The special circuit on the following page is used on many rigs, for the high/low drum clutch function.
Air Clutches
High/Low Drum Clutch Function – Cross Engagement Interlock
The high/low drum clutch double function is very widely used on drawworks. Some caution is neces-
sary since both clutches engage the same shaft. If the valve handle so moved too quickly from fully
engaged in one clutch to fully engaged in the opposite clutch, a point of dual engagement can occur
as illustrated in the diagram below. If this point of dual engagement occurs at a sufficiently high infla-
tion pressure, the possibility of clutch damage, unnecessary wear or danger may exist.
The actual point of dual inflation depends on the engagement and release dynamics of the clutch
system involved. Large clutches and long lines are the most difficult.
A cross engagement interlock can be added to the clutch lines to prevent the possibility of dual en-
gagement. This circuit is shown below. The tow H-5 RELAYAIR valves are sequence valves, hav-
ing a calibrated shift pressure. The interlock pressure is usually 10 psi, but other values of shift pres-
sure may be used. At 10 psi inflation, most clutches do not have a significant torque transmitting
ability.
This criss-cross interlock circuit is also widely used in circuits with the HD-2-FX CONTROLAIR valve
to control two clutches and a throttle. The circuit illustrated on page 21 is an example.
Air Clutches
Relay Valve Circuit for Large Clutches
The 1/4” pipe size panel mounted valves commonly used at the control station may not have suffi-
cient capacity to properly engage large clutches. In these cases, a relay valve is used to boost the
volume of the flow to the clutch. Relay valves vary in pipe sizes from 3/8” thru 1” NPT. The dia-
phragm control port connection is nearly always 1/4” size. Since the relay valve reacts to the pres-
sure directed to the pilot port, they can be piloted by either directional control or pressure control type
valves. The relay valve will follow either pilot line properly.
Long lines to the clutch are another reason for the use of relay valves. Even the control of smaller
clutches can often be improved when there are long engaging line lengths. The most popular size
relay valves are 1/2” and 3/4”.
Catheads
Air Controls for Catheads
(Courtesy of Foster Cathead Co.)
The friction clutch of an automatic cathead must be capable of an infinitely variable line pull through
its entire range, and of 100% slippage at the desired pull. Disengagement must be fast and com-
plete.
When operated pneumatically, the air control equipment must be capable of the type of control as
normally exerted by the operator on a manual lever. Thus a set of air controls must be able to pro-
duce and maintain a line pull of any certain amount within the ranged the cathead without further in-
crease until the operator desires to vary the pull. Very fast disengagement is essential. It is also
very desirable to control the pressures with critical accuracy in the lower pressure ranges.
For this purpose we have developed in cooperation with Rexroth, a special valve with a two rate
graduation ability, that delivers 40 psi in the first 2/3 of handle travel, and goes to 100 psi in the last
1/3 of travel. This handle action is shown on the following page. The lever is spring returned to zero
when the handle is released. Pressure in the control system can be bled off if the operator desires to
reduce line pulls, without entirely releasing the clutch. The valve maintains the desired pressure.
A quick release valve should be used near the cathead port. This valve acts to release the air from
the clutch, according to the signals in the control line. We recommend 1/4" OD copper tube or
3/16"ID high pressure hose for the piping between the control valve and the cathead. Standard air
hose expands slightly under pressure, and the additional volume delays the action o f the quick re-
lease valve. The connection between the quick release valve and the cathead port should be as
short as possible and of full size so that pressure on the cathead actuator can be released in the
minimum possible time.
The type of line used in piping the system is very important. Hoses have been found in use, which
while in no danger of bursting, were so constructed that they would inflate to twice their no pressure
volume, and thus seriously delay the operation of the quick release valve, by holding pressure in the
hose for a time after the control valve had been returned to zero pressure position.
In our experience with air controls in the field , it has been found impractical to use a fixed regulator
and a plain directional control valve, because it is not possible to achieve sufficient variation inline
pull by this method. The use of chokes, check and choke, or any other means o f slowing down but
not limiting the application of pressure to the cathead, is not an effective substitute for a fully graduat-
ing valve. When restrictions are used, the operator is apt to raise his pressure above what he de-
sires, due to the delay in the pressure reaching the cathead. Such devices tend to delay release as
well.
Valves which are not spring returned to the 0 pressure position upon release of the valve handle re-
quire a conscious effort on the part of the operator to make his return and thus delay the release of
the cathead.
Modern catheads are operated by air clutches incorporated into the assembly, and also by dia-
phragm chambers operating mechanical engagement members.
Catheads
Catheads
Air Supply System
Air Supply System
Air Governor
The air governor, or unloading valves, are used to control the unloading of the compressor in the
constant running mode of operation. These are adjustable devices, of various configuration, which
provide air pressure to the unloading line at a predetermined high pressure and remove it at a prede-
termined low pressure. The discharge pressure at which the governor puts air pressure into the
unloading line is called the "cut out" point and the discharge pressure at which this pressure is re-
moved is called the "cut in" point. Poor compressor operation and actual damage can occur if the
differential between the "cut out" pressure and the "cut in" pressure is too small. This is a common
misadjustment. There should be at least 20 psi differential between these settings.
The air governor should always be connected directly to the air tank and never to the discharge line.
Connecting to the discharge piping will cause excessive wear an the governor due to pulsation. Ex-
cessive heat will also cause rapid carbonization of the air governor.
Air Tank
The purpose of the air reservoir is threefold.
1. Dampen pulsations.
2. Collect condensation.
3. Help reduce air to ambient temperature.
The air tank can also provide for a small reserve air supply for a short interval of time only. Remem-
ber, tank capacity cannot be used to supplement compressor capacity except for very short intervals
of time.
Accessories
Maximum use of filters will result in extended life for the air control devices. Large size filters should
always be used to minimize pressure drop. The following points may be of general use in the selec-
tion and installation of filtering equipment.
In the past, oil bath air cleaners were always recommended for the compressor suction. Recent im-
provements in dry type filters have made many compressor manufacturers recommend their use.
Either replaceable or permanent filter elements are satisfactory. Each filter should have some
means of drawing the moisture and dirt accumulation from the filter body.
Filters should be mounted upstream of regulators, lubricators and antifreezers.
Where skid units are disassembled for moving, a dust cover or filter is recommended for the down-
stream side of the connection.
A vented, cutout cock should be used as the first component after the air tank, providing shutoff and
maximum safety for maintenance work.
Air Supply System
Antifreezer devices are built in two types--a suction type and a pressure type. The
suction type is mounted i n the compressor intake line for protection of the com-
pressor and air tanks. The pressure type should be mounted in the line from the
air tank to the air control system for maximum protection of the control valves. A
pressure type antifreezer is sometimes mounted in the compressor
discharge line but this is an undesirable location due to extreme heat at this loca-
tion.
The air tank should be provided with a safety valve set at the maximum working
pressure of the tank. The safety valve must be of sufficient size to flow the entire
capacity of the compressor discharge.
Drain valves should be mounted at the bottom of each air tank in the system. Man-
ual drain valves should be operated daily to remove accumulated dirt and conden-
sation. Automatic drain valves
are recommended and may be either unloading pressure or automatic trap types.
Automatic types should be periodically checked for proper operation.
Moisture Control and Freezing
In any pneumatic system there will always be water. Unless proper precautions have been taken to
remove the water before it enters the system, considerable annoyance and expense will be encoun-
tered. The following diagrams of air supply systems were made to illustrate methods for moisture
removal. The best system suited to a particular installation will depend on several factors.
1. Is freezing a problem?
2. Space limitations .
3. Climate and outside temperature.
The first step in moisture control is to cool the air after it leaves the compressor discharge and before
it enters the air tank. An aftercooler is recommended, but iron pipe or finned tubing may be used.
The diagram shows lengths of radiating pipe recommended for various size compressors. Finned
tubing has approximately
three times the radiating capacity of iron pipe, so one-third these length of finned tubing can be used.
All cooling pipe must slope to a point where condensate can be collected and drained from the sys-
tem before it reaches any device. This is usually accomplished by the use of automatic drain valves
on the bottom of the tank. These drain valves remove moisture from the tank every time the com-
pressor loads or unloads. Under certain conditions, two air tanks are used (as shown on the dia-
gram) to increase the radiating capacity of the tanks and cool the air. Consistent drainage of all air
tanks is of primary importance.
In all cases the air should be stored at a higher pressure than is required by the pneumatic system.
The higher pressure squeezes most of the moisture from the free air drawn into the compressor. At
this high pressure, the air will be saturated and very little condensation can take place in the remain-
der of the system. Condensation of water vapor can only take place when the air is above saturated
conditions (100% relative humidity). For example, reduction of saturated air from 200 psi to 100 psi
without changing its temperature, reduces its relative humidity from 100% to 53%. Further conden-
sation downstream will be significantly reduced. The air cannot gain additional moisture in the
closed system and must be cooled well below it’s new "dew point" temperature before condensation
again becomes a problem.
Air Supply System
When freezing is a problem during severe winter conditions, it is necessary to provide protection against
freezing at the compressor and also downstream from the air tanks. A suction type antifreezer on the
inlet of the compressor will protect the air tanks by saturating the air with a non-freezing solution such as
methyl alcohol. Anti- freeze of the perknent type must not be used. Again, consistent drainage of the air
tanks is important. Under severe conditions, or where the compressor needs no protection because of its
location, it may be necessary to place another antifreezer downstream from the air tanks to introduce al-
cohol into the air lines as they go to the control valves.
The use of an antifreezer on the suction of the compressor and also one downstream from the tanks has
proven to be sufficient freezing protection under the most severe conditions.
An antifreezer device is a tank containing alcohol with a large porous wick extending up into the air
stream to allow the air to pick up vapor. An adjustable sleeve covers the wick in the air stream to allow
the amount of surface area to be adjusted to regulate the amount of alcohol vapor to be regulated.

Composite Rig Control Air Valves Catalogue

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Composite Rig Control Air Valves Catalogue

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Oil Rig Air Control Systems

The Drive & Control Company

Composite Rig Diagram .............................................................. 3

Rotary Drilling Rigs...................................................................... 4

Well Service Equipment .............................................................. 6

Service and Workover Rigs ......................................................... 7

Engine Speed Control ................................................................. 8

Clutch Operation ......................................................................... 22

Mechanical Clutches ................................................................... 23

Air Clutches ................................................................................. 27

Air Supply System ....................................................................... 34

Typical Function Control by

Engine Speed Rotary Clutch

Engine Powered Drawworks

Diesel-Electric Powered Drawworks

Mobile Well Servicing Equipment

Service and Workover Rigs

Like drilling rigs, the basic power is an engine which drives a

Basic Pneumatic Engine Speed Control Systems

The basic system consists of two major components:

Basic Pneumatic Engine Speed

SELECTION AN0 INSTALLATION OF ACTUATORS FOR ENGINE SPEED CONTROL

The A2H and AA1 type actuators have ad-

The rated travels and adjustment ranges of

When the travel of the engine governor arm

Actuator Mounting and Travel Matching Requirements– General Arrangement

Travel Matching Requirements

For more details, refer to Catalog SC-900.

Radial Arm Actuator Mounting

Travel “A” must always equal travel

Some examples of mounting for the

Linear Actuator Systems

Single Engine Speed Control—With Multiple Control Stations

Station Transfer Valve

If only throttle and transmission are

Remote Stop from Any Position (Emergency)

Using A Four Way Valve And Check Valve Release

Compound Throttle Connections

Two Way Valve Compounding

Three Way Valve Compounding

Vernier Control System

Typical Pneumatic Positioning Combinations

Vernier Speed Control Circuit

Clutch And Engine Speed Combination Circuits

The combination is often found controlling the following typical functions.

Rotary clutch + throttle

Clutch and Engine Speed Combination Circuits

Pneumatic Control Of Clutches

Positive Jaw Type Clutches

Mechanical Friction Clutches

Air Actuated Clutches

Air Actuated Friction Clutches

Disconnecting Fluid Couplings

Mechanical Clutch Operating Systems

Mechanical Clutch Operating Systems

Timed Unloading – Both Directions

Mechanical Clutch Operating Systems

Timed Unloading – One Direction

Mechanical Clutch Operating Systems

Three Position Cylinder Circuit )Two Line Control)