A new energy automated workover rig chassis

Abstract

The present invention provides a new energy automated well repair rig chassis, which relates to the technical field of well repair rigs, including a well repair rig chassis, an energy switching compartment detachably mounted on the top of the well repair rig chassis, a battery box fixedly mounted on one side of the top of the well repair rig chassis, and a lifting device transmission-mounted on the other side of the top of the well repair rig chassis. The top of the well repair rig chassis is fixedly mounted with a mounting plate that cooperates with the energy switching compartment for disassembly. It also includes a power energy switching mechanism that is arranged inside the energy switching compartment and is used to switch the source of power. Compared with traditional diesel well repair rigs, the present invention reduces fuel consumption, improves battery utilization, and reduces operating costs and carbon emissions through the intelligent switching and kinetic energy recovery mechanism between diesel and batteries. The collaborative work of dual power sources can improve the efficiency of high-load operations, so as to solve the problem of excessive fuel consumption of the existing single power source when the working conditions are complex and intermittent.

Description

Technical Field

[0001] The present invention relates to the technical field of workover rigs, and in particular to a new energy automated workover rig chassis. Background Art

[0002] Against the backdrop of the continued development of the energy industry and increasingly stringent environmental protection requirements, well workover equipment is undergoing profound changes. Traditional workover rigs often rely on diesel engines as their sole power source. They operate by extracting power from the chassis engine, which is then transferred through a complex mechanical transmission system consisting of a drive shaft, torque converter, and gearbox to drive the drawworks drum to raise and lower the tubing string. However, this traditional model has numerous drawbacks. For example, workover operations are complex and intermittent. For example, high engine power is required to raise the tubing string, while auxiliary operations such as breaking out and placing a single pipe require the engine to operate at no load. This results in significant energy waste and high fuel consumption. Furthermore, the complex mechanical transmission system and numerous components increase the risk of equipment failure and maintenance costs while also limiting the development of automation and intelligent systems. Furthermore, the use of traditional diesel workover rigs is severely limited in certain operating environments, such as residential areas and ecological protection zones, which are sensitive to noise and pollution.

[0003] The rapid development of technologies such as motor drive, power electronics, and intelligent control has provided new opportunities for the upgrading of workover rigs. New energy automated workover rigs have emerged. Through advanced energy management and control systems, they have achieved intelligent distribution and efficient utilization of power. This new energy automated workover rig chassis was developed and designed under the dual impetus of such technological development trends and actual application needs. It aims to solve the pain points of traditional workover rigs and meet the needs of green energy saving, safety and environmental protection, efficient operation, and intelligent control. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a new energy automated well repair rig chassis that can provide two sets of power sources and has energy recovery function to solve the problem of excessive fuel consumption of the existing single power source when the working conditions are complex and intermittent.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a new energy automated workover rig chassis, comprising a workover rig chassis, an energy switching chamber detachably mounted on the top of the workover rig chassis, a battery box fixedly mounted on one side of the top of the workover rig chassis, and a hoisting device transmission-mounted on the other side of the top of the workover rig chassis, wherein a mounting plate is fixedly mounted on the top of the workover rig chassis and is detachably coupled to the energy switching chamber;

[0006] It also includes a power energy switching mechanism, which is arranged inside the energy switching compartment and is used to switch the power source;

[0007] The engine power connection mechanism is located at the inner center of the energy switching compartment and is used to connect to the output end of the external diesel engine to assist in power output or recover power to store electricity in the battery box;

[0008] The gearbox is arranged on the mounting plate and is used to connect the power of the power energy switching mechanism to drive the chassis to change speed.

[0009] Furthermore, the power energy switching mechanism includes a chassis power switching component, a power storage and power-assisted drive component, a bidirectional DC-DC converter and a rectifier. The chassis power switching component is arranged on one side of the top of the mounting plate and is used to provide wheel power to the workover rig chassis. The power storage and power-assisted drive component is arranged on the other side of the top of the mounting plate and is used to recover the power of the diesel engine or assist the engine to drive the workover rig. The bidirectional DC-DC converter and rectifier are both arranged on the mounting plate and are used to convert and control energy of the drive devices in the chassis power switching component and the power storage and power-assisted drive component.

[0010] Furthermore, the chassis power switching assembly includes a motor 1, a drive shaft 1, a chassis drive gear, a rotating shaft stabilizing frame, a limiting frame 1, a switching drive unit and a speed change linkage unit. The motor 1 is fixedly mounted on the rear side of the top of the mounting plate, the drive shaft 1 is fixedly mounted on the output end of the motor 1, the chassis drive gear is slidably mounted on the drive shaft 1, the rotating shaft stabilizing frame is fixedly mounted on the mounting plate, and is provided with two groups, one of which is rotatably matched with the drive shaft 1, the limiting frame 1 is fixedly mounted on the mounting plate and is located on one side of the motor 1, the switching drive unit is arranged on the limiting frame 1, and is used to switch the axial position of the chassis drive gear on the drive shaft 1, the speed change linkage unit is arranged on the side of the drive shaft 1 away from the motor 1, and is used to link the rotational force of the drive shaft 1 to the input end of the gearbox to provide power to the wheels of the well repair rig chassis.

[0011] Furthermore, the power storage and power-assist driving assembly includes motor 2, drive shaft 2, limit frame 2, electric push rod 2, drive frame 2, gear 1 and gear 2, the motor 2 is fixedly mounted on the front side of the top of the mounting plate, the drive shaft 2 is fixedly mounted on the output end of the motor 2, another group of the rotating shaft stabilizing frames rotates with the drive shaft 2, the limit frame 2 is fixedly mounted on the top of the mounting plate and is located on the side of the motor 2 away from the motor 1, the electric push rod 2 is fixedly mounted on the side of the top of the limit frame 2 close to the motor 2, the output end of the electric push rod 2 is fixedly mounted on the drive frame 2, the bottom of the drive frame 2 is limited and slidably matched with the top of the limit frame 2, the electric push rod 2 is slidably transmitted and mounted on the drive shaft 2 and is located inside the drive frame 2, the drive frame 2 is slidably matched with the drive shaft 2, and the gear 2 is slidably transmitted and mounted on the limit frame 2 and is located inside the drive frame 2.

[0012] Furthermore, the engine power connection mechanism includes a transmission shaft, a limiting ring, a limiting support seat, double-end transmission teeth, year-on-year transmission teeth and a buffer assembly. The transmission shaft is rotatably installed inside the limiting support seat, and the limiting support seat is fixedly installed at the top center of the mounting plate. The limiting ring is fixedly installed on the transmission shaft and is located on both sides of the limiting support seat. The double-end transmission teeth are slidably installed on the side of the transmission shaft surface close to motor 2, and the year-on-year transmission teeth are fixedly installed on the surface of the transmission shaft close to the double-end transmission teeth. The double-end transmission teeth are meshed with the chassis drive teeth, the double-end transmission teeth are meshed with gear 1, and the gear 2 is meshed with the year-on-year transmission teeth.

[0013] Furthermore, the switching drive unit includes a drive frame 1 and an electric push rod 1. The drive frame 1 is slidably mounted on a drive shaft 1 and is located on the outside of the chassis drive teeth. The bottom of the drive frame 1 is slidably engaged with the top of the limit frame 1, and the output end of the drive frame 1 and the electric push rod 1 are fixedly mounted.

[0014] Furthermore, a spring is sleeved on the surface of the second driving shaft and is located between the second gear and the first gear. One end of the second spring contacts the second gear, and the other end contacts the first gear.

[0015] Furthermore, the speed change linkage unit includes bevel gear 1, bevel gear 2, gear 3, limiting shaft frame 1, gear 4, linkage shaft, limiting shaft frame 2 and synchronous shaft, the bevel gear 1 is fixedly mounted on the end of drive shaft 1 away from motor 1, the limiting shaft frame 1 is fixedly mounted on the top of the mounting plate and is located between the limiting support seat and the gearbox, the synchronous shaft is rotatably mounted on the inside of the limiting shaft frame 1, the bevel gear 2 is fixedly mounted on one end of the synchronous shaft and meshes with the bevel gear 1, the gear 3 is fixedly mounted on the end of the synchronous shaft away from bevel gear 2, the limiting shaft frame 2 is fixedly mounted on the top of the mounting plate and is located on the side of the gearbox close to the limiting support seat, the linkage shaft is rotatably mounted on the inside of the limiting shaft frame 2, the gear 4 is fixedly mounted on the surface of the linkage shaft and meshes with the gear 3, and the linkage shaft and the input end of the gearbox are installed through a coupling transmission.

[0016] Furthermore, the buffer assembly includes a block and a spring 1, the block is fixedly mounted on one end of the transmission shaft close to the motor 2, the spring is set on the surface of the transmission shaft, one end is fixed to the block, and the other end is slidably engaged with the double-end transmission teeth.

[0017] Beneficial effects of the present invention: Through intelligent switching between diesel and battery and kinetic energy recovery mechanism, the present invention reduces fuel consumption and improves battery utilization compared to traditional diesel workover rigs, thereby reducing operating costs and carbon emissions;

[0018] The dual power sources work together to adjust output in real time based on load. For example, when dealing with high-load operations such as drill bit sticking downhole, hybrid drive mode is automatically activated to instantly increase torque output, improving efficiency compared to a single power system.

[0019] It achieves zero emissions in battery-driven mode and is suitable for operating scenarios that are sensitive to noise and pollution, such as residential areas and ecological protection areas, broadening the application scope of well repair rigs. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Other features, objects and advantages of the present invention will become more apparent upon reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0021] Figure 1 It is a structural schematic diagram of the present invention;

[0022] Figure 2 This is a half-section schematic diagram of the internal structure of the energy switching chamber;

[0023] Figure 3 This is a schematic diagram of the explosion structure of the drive protective cover of the present invention;

[0024] Figure 4 Schematic diagram of the three-dimensional structure of motor 1 and motor 2 of the present invention;

[0025] Figure 5For the present invention Figure 4 A schematic diagram of a three-dimensional structure from another perspective;

[0026] Figure 6 This is a schematic diagram of the axial three-dimensional structure of the mounting plate of the present invention;

[0027] Figure 7 For the present invention Figure 4 A in the middle is an enlarged structural diagram;

[0028] Figure 8 For the present invention Figure 5 Enlarged structural diagram at point B in the middle.

[0029] Figure: 1. Workover rig body; 2. Workover rig chassis; 3. Energy switching compartment; 31. Mounting plate; 32. Drive protection cover; 33. Speed ​​change protection cover; 301. Drive shaft; 3011. Limiting ring; 3012. Limiting support seat; 3013. Stopper; 3014. Spring 1; 3015. Double-end transmission gear; 3016. Year-on-year transmission gear; 311. Motor 1; 3111. Drive shaft 1; 3112. Drive frame 1; 3113. Chassis drive gear; 3114. Rotating shaft stabilizing frame; 3115. Limiting frame 1; 3116. Electric push rod 1; 312. Motor 2; 3121. Drive shaft 2; 3122. Limiting frame 2; 3123. Electric push rod 2; 3124. Drive frame 2; 3125. Gear 1; 3126. Gear 2; 3127. Spring 2; 34. Gearbox; 341. Bevel gear 1; 342. Bevel gear 2; 343. Gear 3; 344. Limiting shaft frame 1; 345. Gear 4; 346. Linkage shaft; 347. Limiting shaft frame 2; 348. Synchronous shaft; 313. Bidirectional DC-DC converter; 314. Rectifier; 4. Battery box; 5. Lifting device. DETAILED DESCRIPTION

[0030] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0031] See also Figure 1 , Figure 1 It is a structural schematic diagram of the present invention.

[0032] A new energy automated workover rig chassis includes a workover rig chassis 2, an energy switching chamber 3 detachably mounted on the top of the workover rig chassis 2, a battery box 4 fixedly mounted on one side of the top of the workover rig chassis 2, and a hoisting device 5 transmission-mounted on the other side of the top of the workover rig chassis 2. A mounting plate 31 that is detachably mounted on the top of the workover rig chassis 2 and that cooperates with the energy switching chamber 3 is fixedly mounted on the top of the workover rig chassis 2. A workover rig body 1 is provided on the workover rig chassis 2. The hoisting device 5 is connected to the workover rig body 1 through a hydraulic rotary joint, which enables the hoisting device to rotate 360 ​​degrees freely in the horizontal direction. The rotary joint incorporates multiple seals and bearings to ensure smooth transmission of hydraulic oil and flexible rotation, while also offering excellent leak-proof properties. The hoisting device 5 is connected to the workover rig body 1 via a hydraulic rotary joint, enabling 360° horizontal rotation of the hoisting device. The hydraulic rotary joint incorporates multiple seals and bearings to ensure smooth transmission of hydraulic oil and flexible rotation, while also offering excellent leak-proof properties. The hoisting device 5 is powered by the workover rig chassis' power system, which can be flexibly selected from either a diesel engine or a battery pack 4 depending on operational needs. When powered by a diesel engine, power is transmitted to the transmission 34 via the engine power connection mechanism, and then driven by the hydraulic pump. When powered by the battery pack 4, motor 1 311 or motor 2 312 is activated, converting electrical energy into mechanical energy. The hydraulic pump then powers the hoisting device. The hoisting device is equipped with an independent hydraulic transmission system, including a hydraulic pump, hydraulic cylinder, hydraulic motor, and control valve assembly. The hydraulic pump converts mechanical energy into hydraulic energy, delivering high-pressure oil to the various actuators through hydraulic pipelines. The hydraulic cylinder is used to extend and extend the lifting arm, while the hydraulic motor drives the lifting and lowering of the hook. The control valve group uses an electro-hydraulic proportional valve, which can precisely adjust the flow and pressure of the hydraulic oil according to the operator's control instructions, ensuring smooth and precise operation of the lifting device. At the same time, the hydraulic system is equipped with an accumulator to provide additional hydraulic energy in the event of sudden load changes, ensuring system stability.

[0033] The gearbox 34 is provided on the mounting plate 31 and is used to connect the power of the power energy switching mechanism to drive the chassis to change speed.

[0034] See also Figures 2 to 8 , Figure 2 This is a half-section schematic diagram of the internal structure of the energy switching chamber; Figure 3 This is a schematic diagram of the explosion structure of the drive protective cover of the present invention; Figure 4 Schematic diagram of the three-dimensional structure of motor 1 and motor 2 of the present invention; Figure 5 For the present invention Figure 4 A schematic diagram of a three-dimensional structure from another perspective; Figure 6 This is a schematic diagram of the axial three-dimensional structure of the mounting plate of the present invention; Figure 7 For the present invention Figure 4 A in the middle is an enlarged structural diagram; Figure 8For the present invention Figure 5 Enlarged structural diagram at point B in the middle.

[0035] It also includes a power energy switching mechanism, which is arranged inside the energy switching compartment 3 and is used to switch the source of power. The power energy switching mechanism includes a chassis power switching component, a power storage and power-assisted drive component, a bidirectional DC-DC converter 313, and a rectifier 314. The chassis power switching component is arranged on one side of the top of the mounting plate 31 and is used to provide power to the wheels of the workover rig chassis 2. The power storage and power-assisted drive component is arranged on the other side of the top of the mounting plate 31 and is used to recover power from the diesel engine or assist the engine in driving the workover rig. The bidirectional DC-DC converter 313 and the rectifier 314 are both arranged on the mounting plate 31 and are used to convert and control energy for the drive devices in the chassis power switching component and the power storage and power-assisted drive component.

[0036] The rectifier 314 can be used to sort out the current when the motor 1 311 and the motor 2 312 recover kinetic energy, so that it can stably enter the battery box 4 for storage, and the bidirectional DC-DC converter 313 can enable the motor 1 311 and the motor 2 312 to switch the storage and active drive functions at any time. When the motor 1 311 or the motor 2 312 is in the power generation state, the output power needs to be adjusted by the bidirectional DC-DC converter to adjust the voltage and current parameters to adapt to the charging requirements of the battery box 4 to ensure safe and efficient charging. When the motor is used as the driving end, the bidirectional DC-DC converter needs to convert the DC power of the battery box 4 into a voltage and current suitable for the operation of the motor. In order to further optimize the performance, a device with higher conversion efficiency and a wide input and output voltage range is selected. The input voltage range can cover 200-800V, a bidirectional DC-DC converter with an output voltage that can be flexibly adjusted between 100-600V can better adapt to the power conversion needs under complex working conditions. At the same time, to improve system stability, it should be equipped with complete overvoltage, undervoltage, and overcurrent protection circuits to prevent damage to equipment due to abnormal power shocks. Rectifier 314 is a three-phase full-wave rectifier. Compared with traditional rectification methods, it can effectively reduce the current harmonic content, improve power quality, and control current fluctuations within ±5%, providing a more stable DC power supply for battery charging. In addition, to cope with high-power power generation scenarios, a rectifier module with a larger current handling capacity, such as a rated current of more than 100A, can be selected, and high-efficiency heat dissipation devices such as cooling fans and heat sinks can be added to ensure the reliability of the rectifier under long-term, high-load operation.

[0037] The chassis power switching assembly includes a motor 1 311, a drive shaft 1 3111, a chassis drive gear 3113, a rotating shaft stabilizing frame 3114, a limiting frame 1 3115, a switching drive unit and a speed change linkage unit. The motor 1 311 is fixedly mounted on the rear side of the top of the mounting plate 31. The drive shaft 1 3111 is fixedly mounted on the output end of the motor 1 311. The chassis drive gear 3113 is slidably mounted on the drive shaft 1 3111. The rotating shaft stabilizing frame 3114 is fixedly mounted on the mounting plate 31 and is provided with two groups, one of which is rotatably matched with the drive shaft 1 3111. The limiting frame 1 3115 is fixedly mounted on the mounting plate 31. The switching drive unit is located on one side of the motor 1 311. The switching drive unit is provided on the limiting frame 1 3115 and is used to switch the axial position of the chassis drive gear 3113 on the drive shaft 1 3111. The speed-changing linkage unit is provided on the side of the drive shaft 1 3111 away from the motor 1 311 and is used to transmit the rotational force of the drive shaft 1 3111 to the input end of the gearbox 34 to provide power to the wheels of the workover rig chassis 2. The motor 1 311 is electrically connected to the rectifier 314 and the bidirectional DC-DC converter 313 via wires. The motor 1 311 is further electrically connected to the battery box 4 via the bevel gear 1 341 and the bidirectional DC-DC converter 313.

[0038] When the motor 1 311 is actively started by the power supply of the battery box 4, it can assist the transmission 34 and then drive the tires of the workover rig chassis 2 to rotate. When the chassis drive gear 3113 is engaged with the double-end transmission gear 3015, the external diesel engine can drive the transmission shaft 301 and then drive the double-end transmission gear 3015 to rotate, and then the double-end transmission gear 3015 can drive the chassis drive gear 3113 to rotate, thereby driving the transmission 34 and then realizing the double-end chassis drive. When the torque is small, the battery box 4 can be used to actively start the motor 1 311 to drive the drive shaft 1 3111 When a large torque is required, the transmission shaft 301 can be driven by an external diesel engine, thereby driving the chassis driving gear 3113 engaged with the double-end transmission gear 3015, and then driving the driving shaft 1 3111 engaged with the chassis driving gear 3113 to rotate to realize the tire drive of the well repair rig chassis 2. The meshing state of the chassis driving gear 3113 and the double-end transmission gear 3015 can be controlled by switching the driving unit, and the diesel engine drive or the battery box 4 power drive can be controlled at any time. Both are driven by the driving shaft 1 3111 in conjunction with the speed linkage unit to drive the gearbox 34.

[0039] The power storage and power-assisted drive assembly includes a second motor 312, a second drive shaft 3121, a second limit frame 3122, a second electric push rod 3123, a second drive frame 3124, a gear 1 3125 and a second gear 3126. The second motor 312 is fixedly mounted on the front side of the top of the mounting plate 31. The second drive shaft 3121 is fixedly mounted on the output end of the second motor 312. Another set of rotating shaft stabilizing frames 3114 rotates with the second drive shaft 3121. The second limit frame 3122 is fixedly mounted on the top of the mounting plate 31 and is located on the side of the second motor 312 away from the first motor 311. The second electric push rod 3123 is fixedly mounted on the side of the top of the second limit frame 3122 close to the second motor 312. The second electric push rod 312 The output end of 3 is fixedly mounted on the second drive frame 3124, the bottom of the second drive frame 3124 is limited and slidably engaged with the top of the second limit frame 3122, the second electric push rod 3123 is slidably mounted on the second drive shaft 3121 and is located inside the second drive frame 3124, the second drive frame 3124 and the second drive shaft 3121 are slidably engaged, the second gear 3126 is slidably mounted on the second limit frame 3122 and is located inside the second drive frame 3124, the second motor 312 is electrically connected to the rectifier 314 and the bidirectional DC-DC converter 313 through a wire, and the second motor 312 is further electrically connected to the battery box 4 through the first bevel gear 341 and the bidirectional DC-DC converter 313;

[0040] Both motor 1 311 and motor 2 312 are equipped with controllers. During the DC-AC conversion process, the motor controller must adjust the motor's voltage, frequency, and phase in real time according to the operating mode, driving or generating power, load changes, and other factors to achieve efficient and smooth operation of the motor. A controller using advanced vector control or direct torque control algorithms can be used. Its speed control accuracy can reach ±0.5%, and its torque response time is within 5ms. It can quickly respond to system commands and improve the dynamic performance of the motor. At the same time, the controller has a communication interface with the vehicle control system (such as a CAN bus interface) to facilitate remote monitoring and fault diagnosis. To reduce electromagnetic interference (EMI) generated during the DC-AC conversion process and ensure the normal operation of other electrical equipment, a filtering circuit is added to the circuit. On the DC side, an LC filtering circuit is used to effectively filter out high-frequency ripple current, keeping the DC voltage ripple coefficient within 1%. On the AC side, a filtering network consisting of common-mode inductors and differential-mode capacitors is used to reduce the impact of electromagnetic interference on the power grid and surrounding equipment, meeting the requirements of relevant electromagnetic compatibility (EMC) standards.

[0041] The second motor 312 can be in three states: first, in a power storage state, and the power storage state also has two working conditions;

[0042] Working condition 1: Gear 2 3126 is meshed with the synchronous transmission gear 3016, recovering kinetic energy at a one-to-one speed ratio. This condition is generally when the diesel engine does not need high-power operation, such as power generation and head rotation, which are not important power operations. Kinetic energy can be used to recover and store electricity at high speed to charge the battery box 4.

[0043] Working condition 2: Gear 1 3125 is meshed with double-end transmission gear 3015, and the speed ratio is 3 / 1 to recover kinetic energy. This state can recover kinetic energy efficiently, but it will occupy a certain amount of working kinetic energy of the diesel engine, affecting the driving state.

[0044] Secondly, in the active driving power-assisting state, the output end of the working diesel engine can be assisted to increase the working power, and the kinetic energy of the motor 2 312 is combined with the kinetic energy of the diesel engine;

[0045] or in the active drive gearbox 34 as the wheel power of the workover rig chassis 2;

[0046] The dual power sources work together to adjust output in real time based on load. For example, when dealing with high-load operations such as drill bit sticking downhole, hybrid drive mode is automatically activated to instantly increase torque output.

[0047] In emergency standby mode, the battery can ensure the operation of key equipment for 30 minutes, improving operational safety;

[0048] Third, in the closed state, gear 1 3125 and gear 2 3126 are not engaged with the double-end transmission gear 3015 and the corresponding transmission gear 3016;

[0049] The above three states can be switched by starting the electric push rod 2 3123 to drive the driving frame 2 3124 to change the position of the gear 2 3126 and the gear 1 3125 on the shaft of the driving shaft 2 3121. Driving the driving frame 2 3124 toward the side close to the motor 2 312 can make the gear 1 3125 engage with the double-end transmission teeth 3015. Further moving the driving frame 2 3124 can make the gear 2 3126 engage with the year-on-year transmission teeth 3016. At this time, the gear 1 3125 is separated from the double-end transmission teeth 3015. When it is necessary to separate the gear 1 3125 and the gear 2 3126 from the double-end transmission teeth 3015 and the year-on-year transmission teeth 3016, the driving frame 2 3124 is driven to the side away from the motor 2 312 to the extreme position, thereby separating the electric push rod 2 3123 from the double-end transmission teeth 3015 and the gear 2 3126 from the year-on-year transmission teeth 3016.

[0050] The engine power connection mechanism is arranged at the inner center of the energy switching compartment 3 and is used to connect the output end of the external diesel engine to assist in power output or recover power to store electricity in the battery box 4; the engine power connection mechanism includes a transmission shaft 301, a limiting ring 3011, a limiting support seat 3012, a double-end transmission tooth 3015, a corresponding transmission tooth 3016 and a buffer assembly. The transmission shaft 301 is rotatably mounted inside the limiting support seat 3012, and the limiting support seat 3012 is fixedly mounted at the top center of the mounting plate 31. Ring 3011 is fixedly mounted on the transmission shaft 301 and is located on both sides of the position-limiting support seat 3012. Double-end transmission teeth 3015 are slidably mounted on the surface of the transmission shaft 301 on a side close to the second motor 312. Year-on-year transmission teeth 3016 are fixedly mounted on the surface of the transmission shaft 301 on a side close to the double-end transmission teeth 3015. The double-end transmission teeth 3015 are meshed with the chassis drive teeth 3113. The double-end transmission teeth 3015 are meshed with gear 1 3125. Gear 2 3126 is meshed with the year-on-year transmission teeth 3016.

[0051] The transmission shaft 301 can be connected to the output end of the external diesel engine, thereby linking the output end of the diesel engine for driving operation, and utilizing the transmission connection between the transmission shaft 301 and the diesel engine to assist its output end, and axially limiting the rotation of the transmission shaft 301 through the limit ring 3011, and utilizing the double-end transmission teeth 3015 and the corresponding transmission teeth 3016 to realize the power storage operation of the diesel engine, and assist in driving the chassis 2 tire of the well repair machine driven by the chassis drive teeth 3113, and utilizing the double-end transmission teeth 3015 and the corresponding transmission teeth 3016 to cooperate with gear one 3125 and gear two 3126 for power storage and power-assisted driving operations, and utilizing the buffer component to allow the double-end transmission teeth 3015 to be buffered and then meshed after being impacted when switching states, thereby improving service life, and reinforcement rings are provided on both sides of the double-end transmission teeth 3015 to increase the anti-tilting force and avoid tilting and jamming during axial movement.

[0052] The switching drive unit includes a drive frame 1 3112 and an electric push rod 1 3116. The drive frame 1 3112 is slidably mounted on the drive shaft 1 3111 and is located outside the chassis drive gear 3113. The bottom of the drive frame 1 3112 slides with the top of the limit frame 1 3115. The drive frame 1 3112 is fixedly mounted to the output end of the electric push rod 1 3116. When activated, the electric push rod 1 3116 can drive the drive frame 1 3112 to move laterally, thereby axially driving the chassis drive gear 3113 through the drive frame 1 3112, causing the chassis drive gear 3113 to engage and disengage with the double-end transmission gear 3015.

[0053] A second spring 3127 is sleeved on the surface of drive shaft 2 3121 and positioned between gear 2 3126 and gear 1 3125. One end of spring 3127 contacts gear 2 3126, and the other end contacts gear 1 3125. Spring 2 3127, through its elastic force, creates a buffer space between gear 2 3126 and gear 1 3125, absorbing the impact of teeth colliding during axial position switching and extending the service life of gear 2 3126 and gear 1 3125.

[0054] The speed-changing linkage unit includes a bevel gear 1 341, a bevel gear 2 342, a gear 343, a limiting shaft frame 1 344, a gear 4 345, a linkage shaft 346, a limiting shaft frame 2 347 and a synchronous shaft 348. The bevel gear 1 341 is fixedly mounted on the end of the drive shaft 1 3111 away from the motor 1 311. The limiting shaft frame 1 344 is fixedly mounted on the top of the mounting plate 31 and is located between the limiting support seat 3012 and the gearbox 34. The synchronous shaft 348 is rotatably mounted inside the limiting shaft frame 1 344. The bevel gear 2 342 is fixedly mounted on the synchronous shaft 348. One end of the step shaft 348 is meshed with the bevel gear 1 341, and the gear 343 is fixedly mounted on the end of the synchronization shaft 348 away from the bevel gear 2 342. The limit shaft frame 2 347 is fixedly mounted on the top of the mounting plate 31 and is located on the side of the gearbox 34 close to the limit support seat 3012. The linkage shaft 346 is rotatably mounted inside the limit shaft frame 2 347. The gear 4 345 is fixedly mounted on the surface of the linkage shaft 346 and meshed with the gear 3 343. The linkage shaft 346 and the input end of the gearbox 34 are installed through a coupling.

[0055] When the driving shaft 1 3111 rotates, it can drive the bevel gear 1 341 fixed thereto to rotate, and then drive the bevel gear 2 342 meshing with the bevel gear 1 341 to rotate, and then drive the gear 3 343 coaxially fixed thereto to rotate through the synchronous shaft 348, and cooperate with the support and limit of the limiting shaft frame 1 344, so that the gear 3 343 stably drives the gear 4 345 to rotate, and then drives the linkage shaft 346 to rotate through the gear 4 345, so that the linkage shaft 346 drives the gearbox 34 to rotate, so that the gearbox 34 can drive the tires of the workover rig chassis 2.

[0056] The buffer assembly includes a block 3013 and a spring 1 3014. Block 3013 is fixedly mounted on the end of transmission shaft 301 near motor 2 312. Spring 1 3014 is sleeved on the surface of transmission shaft 301, with one end fixed to block 3013 and the other end slidingly engaged with double-ended transmission gears 3015. Block 3013 prevents double-ended transmission gears 3015 from falling after being buffered to the limit position. Furthermore, the elastic force of spring 1 3014 helps absorb the impact force of gear 1 3125 and chassis drive gears 3113 on double-ended transmission gears 3015, ensuring the stability of drive switching.

[0057] Working principle: (1) Power switching and drive logic

[0058] Diesel engine drive mode: When the operating load demand exceeds the continuous discharge power of the battery pack, the battery SOC is less than 20%, or the operator manually selects the diesel priority mode through the touch screen, the electric push rod 1 3116 is activated, pushing the drive frame 1 3112 to drive the chassis drive gear 3113 to move axially, engaging with the double-ended drive gear 3015 on the transmission shaft 301. After the external diesel engine is started, the transmission shaft 301 drives the double-ended drive gear 3015 to rotate, thereby driving the chassis drive gear 3113 and drive shaft 1 3111. The power is transmitted to the gearbox 34 through the speed linkage unit, ultimately realizing the drive of the tires of the workover rig chassis 2.

[0059] Battery-driven mode: If the battery SOC is greater than 80% and the workover rig load is less than the continuous discharge power of the battery pack, or the operator selects battery priority mode, the electric push rod 3116 drives the chassis drive gear 3113 to separate from the double-end transmission gear 3015. The motor 311 is powered and started by the battery box 4, directly driving the drive shaft 3111. The power is also transmitted to the gearbox 34 through the speed linkage unit to drive the chassis tires. This mode is suitable for light-load operations, such as short-distance movement and equipment commissioning, to reduce diesel consumption.

[0060] Hybrid drive mode: When the workover rig is under medium load, operating at 30%-80% of rated power, or when the battery SOC is between 70%-80% and the load demand increases, the system automatically enters hybrid drive mode. The diesel engine and motor 311 work together, with the diesel engine bearing the main load and motor 311 providing auxiliary power. The power of both is aggregated to the gearbox 34 via the drive shaft 3111 and the speed linkage unit, improving operating efficiency and power output stability.

[0061] (2) Energy recovery and power storage mechanism

[0062] Motor 2 312 power storage condition 1: When the diesel engine is in a low-power operating state, such as only performing non-critical operations such as power generation or fine-tuning the equipment angle, the electric push rod 2 3123 pushes the drive frame 2 3124, so that the gear 2 3126 engages with the year-on-year transmission tooth 3016 on the transmission shaft 301. At this time, the remaining kinetic energy of the diesel engine drives the motor 2 312 to rotate and generate electricity through the transmission shaft 301, the year-on-year transmission tooth 3016, and the gear 2 3126. After the rectifier 314 sorts out the current and the bidirectional DC-DC converter 313 adjusts the voltage, the electrical energy is stored in the battery box 4, realizing efficient kinetic energy recovery under low load.

[0063] Motor 2 312 power storage working condition 2: If the work site needs to quickly replenish the battery box 4 and it is allowed to occupy part of the diesel engine's working kinetic energy, the electric push rod 2 3123 further pushes the drive frame 2 3124, so that the gear 1 3125 engages with the double-end transmission teeth 3015. The diesel engine drives the motor 2 312 through the transmission shaft 301, the double-end transmission teeth 3015, and the gear 1 3125 to rotate at high speed to generate electricity, sacrificing part of the engine's output power in exchange for rapid charging of the battery.

[0064] (3) Energy conversion and control process

[0065] The bidirectional DC-DC converter 313 and the rectifier 314 constitute the core energy management module: when motor 1 311 or motor 2 312 is in the power generation state, the rectifier 314 converts the AC power into stable DC power; the bidirectional DC-DC converter 313 dynamically adjusts the output parameters according to the voltage and current requirements of the battery box 4 to ensure safe charging. Conversely, when the motor serves as the driving end, the bidirectional DC-DC converter 313 converts the battery power into a voltage and current that is suitable for the operation of the motor, thereby realizing the bidirectional flow of power.

[0066] The trigger condition table is as follows:

[0067]

[0068] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, from all points of view, the embodiments should be regarded as illustrative and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes that fall within the meaning and range of equivalents of the claims are included in the present invention. Any reference signs in the claims should not be construed as limiting the claim to which they relate.

[0069] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A new energy automated workover rig chassis, characterized by: The invention comprises a workover rig chassis (2), an energy switching chamber (3) detachably mounted on the top of the workover rig chassis (2), a battery box (4) fixedly mounted on one side of the top of the workover rig chassis (2), and a hoisting device (5) transmission-mounted on the other side of the top of the workover rig chassis (2); a mounting plate (31) that is detachably mounted on the top of the workover rig chassis (2); It also includes a power energy switching mechanism, which is arranged inside the energy switching compartment (3) and is used to switch the source of power; An engine power connection mechanism is provided at the inner center of the energy switching compartment (3) and is used to connect to the output end of an external diesel engine to assist in power output or recover power to store electricity in the battery box (4); A gearbox (34) is provided on the mounting plate (31) and is used to connect the power of the power energy switching mechanism to drive the chassis at a variable speed; The power energy switching mechanism includes a chassis power switching component, a power storage and power-assisted driving component, a bidirectional DC-DC converter (313) and a rectifier (314); the chassis power switching component is arranged on one side of the top of the mounting plate (31) and is used to provide wheel power for the workover rig chassis (2); the power storage and power-assisted driving component is arranged on the other side of the top of the mounting plate (31) and is used to recover power from the diesel engine or to assist the engine in driving the workover rig; the bidirectional DC-DC converter (313) and the rectifier (314) are both arranged on the mounting plate (31) and are used to perform energy conversion and control on the driving devices in the chassis power switching component and the power storage and power-assisted driving component; The chassis power switching assembly includes a motor 1 (311), a drive shaft 1 (3111), a chassis drive gear (3113), a rotating shaft fixing frame (3114), a limiting frame 1 (3115), a switching drive unit and a speed-changing linkage unit. The motor 1 (311) is fixedly mounted on the rear side of the top of the mounting plate (31), the drive shaft 1 (3111) is fixedly mounted on the output end of the motor 1 (311), the chassis drive gear (3113) is slidably mounted on the drive shaft 1 (3111), the rotating shaft fixing frame (3114) is fixedly mounted on the mounting plate (31), and is provided with Two groups, one of which is rotatably coupled to the drive shaft 1 (3111), the limiting frame 1 (3115) is fixedly mounted on the mounting plate (31) and is located on one side of the motor 1 (311), the switching drive unit is arranged on the limiting frame 1 (3115) and is used to switch the axial position of the chassis drive gear (3113) on the drive shaft 1 (3111), and the speed-changing linkage unit is arranged on the side of the drive shaft 1 (3111) away from the motor 1 (311) and is used to transmit the rotational force of the linkage drive shaft 1 (3111) to the input end of the gearbox (34) to provide power to the wheels of the well repair machine chassis (2); The power storage and power-assisted drive assembly includes a second motor (312), a second drive shaft (3121), a second limiting frame (3122), a second electric push rod (3123), a second drive frame (3124), a gear one (3125) and a second gear (3126), wherein the second motor (312) is fixedly mounted on the front side of the top of the mounting plate (31), the second drive shaft (3121) is fixedly mounted on the output end of the second motor (312), another set of the rotating shaft fixing frame (3114) is rotatably matched with the second drive shaft (3121), the second limiting frame (3122) is fixedly mounted on the top of the mounting plate (31) and is located on the side of the second motor (312) away from the first motor (311), and the second electric push rod (3123) is fixedly mounted on the front side of the top of the mounting plate (31), and the second drive shaft (3121) is fixedly mounted on the output end of the second motor (312). Rod 2 (3123) is fixedly mounted on the top of limiting frame 2 (3122) near the side of motor 2 (312); the output end of electric push rod 2 (3123) is fixedly mounted on driving frame 2 (3124); the bottom of driving frame 2 (3124) is slidingly matched with the top of limiting frame 2 (3122); the electric push rod 2 (3123) is slidably mounted on driving shaft 2 (3121) and is located inside driving frame 2 (3124); the driving frame 2 (3124) is slidingly matched with driving shaft 2 (3121); the gear 2 (3126) is slidably mounted on limiting frame 2 (3122) and is located inside driving frame 2 (3124).

2. The new energy automated workover rig chassis according to claim 1, characterized in that: The engine power connection mechanism comprises a transmission shaft (301), a limiting ring (3011), a limiting support seat (3012), double-end transmission teeth (3015), a proportional transmission tooth (3016), and a buffer assembly. The transmission shaft (301) is rotatably mounted inside the limiting support seat (3012). The limiting support seat (3012) is fixedly mounted at the top center of the mounting plate (31). The limiting ring (3011) is fixedly mounted on the transmission shaft (301) and is located on both sides of the limiting support seat (3012). The double-end transmission teeth (3015) are slidably mounted on a side of the transmission shaft (301) surface close to the second motor (312), and the year-on-year transmission teeth (3016) are fixedly mounted on a side of the transmission shaft (301) surface close to the double-end transmission teeth (3015). The double-end transmission teeth (3015) and the chassis drive teeth (3113) are meshed with each other, the double-end transmission teeth (3015) and the gear 1 (3125) are meshed with each other, and the gear 2 (3126) and the year-on-year transmission teeth (3016) are meshed with each other.

3. The new energy automated workover rig chassis according to claim 1, characterized in that: The switching drive unit includes a drive frame 1 (3112) and an electric push rod 1 (3116). The drive frame 1 (3112) is slidably mounted on a drive shaft 1 (3111) and is located on the outside of the chassis drive gear (3113). The bottom of the drive frame 1 (3112) is slidably engaged with the top of the limit frame 1 (3115). The output ends of the drive frame 1 (3112) and the electric push rod 1 (3116) are fixedly mounted.

4. The new energy automated workover rig chassis according to claim 1, characterized in that: The surface of the second drive shaft (3121) is provided with a second spring (3127) located between the second gear (3126) and the first gear (3125). One end of the second spring (3127) contacts the second gear (3126), and the other end contacts the first gear (3125).

5. The new energy automated workover rig chassis according to claim 2, characterized in that: The speed-changing linkage unit comprises a bevel gear 1 (341), a bevel gear 2 (342), a gear 3 (343), a limiting shaft frame 1 (344), a gear 4 (345), a linkage shaft (346), a limiting shaft frame 2 (347) and a synchronization shaft (348), wherein the bevel gear 1 (341) is fixedly mounted on an end of the drive shaft 1 (3111) away from the motor 1 (311), the limiting shaft frame 1 (344) is fixedly mounted on the top of the mounting plate (31) and located between the limiting support seat (3012) and the gearbox (34), the synchronization shaft (348) is rotatably mounted inside the limiting shaft frame 1 (344), and the bevel gear 2 (342) is fixedly mounted on the drive shaft 1 (3111). At one end of the synchronization shaft (348) and meshing with the bevel gear 1 (341), the gear 3 (343) is fixedly mounted on the end of the synchronization shaft (348) away from the bevel gear 2 (342), the limiting shaft frame 2 (347) is fixedly mounted on the top of the mounting plate (31) and located on the side of the gearbox (34) close to the limiting support seat (3012), the linkage shaft (346) is rotatably mounted inside the limiting shaft frame 2 (347), the gear 4 (345) is fixedly mounted on the surface of the linkage shaft (346) and meshing with the gear 3 (343), and the linkage shaft (346) and the input end of the gearbox (34) are installed through a coupling transmission.

6. The new energy automated workover rig chassis according to claim 2, characterized in that: The buffer assembly comprises a stopper (3013) and a first spring (3014). The stopper (3013) is fixedly mounted on one end of the transmission shaft (301) close to the second motor (312). The first spring (3014) is sleeved on the surface of the transmission shaft (301), with one end fixed to the stopper (3013) and the other end slidingly engaged with the double-end transmission gear (3015).

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