A clutch mechanism for low speed hydraulic assisted disc starting in the event of a power generation gas turbine failure

Abstract

The application discloses a clutch mechanism for low-speed hydraulic-assisted disc wheel turning in power generation engine accidents and relates to the technical field of steam turbine operation and maintenance. The clutch mechanism for low-speed hydraulic-assisted disc wheel turning in power generation engine accidents comprises a center shaft of the engine, further comprises two groups of half-circle clamps, half-circle gear rings respectively arranged in the outer rings of the half-circle clamps, a driving gear ring formed after the two groups of half-circle clamps are embraced, a driving gear arranged on one side of the rotating track of the driving gear ring and a clutch driving assembly arranged on one side of the driving gear. The clutch mechanism can form a new clutch driving on the center shaft of the engine, does not need to transform the original shaft structure, can still realize stable engagement and separation with the center shaft of the engine even if the original disc wheel clutch fails, guarantees continuous low-speed disc wheel turning, effectively prevents rotor thermal deformation and lock, and has a pure mechanical forward and reverse rotation clutch mechanism, avoids artificial operation intervention and eliminates equipment and personnel injuries caused by clutch misoperation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of gas turbine operation and maintenance, in particular to a clutch mechanism for low-speed hydraulic assisted disc wheel in the process of power generation gas turbine accident. BACKGROUND

[0002] With the wide application of gas turbines in the fields of electric power, industry, etc., its operation reliability is crucial. In the process of gas turbine sequence control start-stop and accident disc wheel, the reliability of the disc wheel system plays a crucial role. After the gas turbine accident shutdown, to avoid the problems of thermal deformation and bending of the rotor due to long-term static placement, timely and safe and effective disc wheel operation is essential.

[0003] As disclosed in Chinese patent No. CN107227979B, a combined cycle steam turbine rapid start-up warm-up system and method, such system, when in use, through the steam turbine disc wheel device, the steam turbine speed is increased, the steam turbine speed is higher than the gas turbine speed, and the main spiral sliding part of the clutch can be pried by the manual lever, the driving teeth and the driven teeth are phase-aligned, the engagement of the clutch is realized, the warm-up steam is introduced into the steam turbine, the steam turbine drives the gas turbine to rotate, and the warm-up starts. When the temperature of the steam turbine intermediate pressure rotor reaches the preset temperature or the warm-up time reaches the preset time, the warm-up ends.

[0004] However, in the disc wheel system equipped in the existing gas turbine, the gear transmission form of hydraulic motor is mostly adopted, the clutch mechanism is prone to meshing failure and response lag, etc., which leads to the failure of disc wheel operation after accident shutdown, and the traditional manual disc wheel relies on manual operation, which is not only low in efficiency, but also prone to safety accidents caused by mechanical interference in the clutch switching process, such as collision between the manual handle and the suddenly started electric disc wheel. SUMMARY

[0005] In view of the deficiencies of the prior art, the present application provides a clutch mechanism for low-speed hydraulic assisted disc wheel in the process of power generation gas turbine accident, which solves the problems raised in the background art.

[0006] In order to achieve the above object, the present application is implemented by the following technical solutions: a clutch mechanism for low-speed hydraulic assisted turning of a power generation engine in an accident, comprising an engine center shaft, further comprising: a half-circle clamp, provided with two groups, and capable of being clamped on the engine center shaft through high-strength bolts; a half-circle gear ring, provided with two groups, respectively slidingly arranged on the outer circle of the half-circle clamp, and constituting a driving gear ring after the two groups of half-circle clamps are clamped, driving the engine center shaft to rotate in the same direction, and capable of idling in the opposite direction with the engine center shaft; a driving gear, arranged on one side of the rotation track of the driving gear ring, and capable of being engaged with the driving gear ring at random; a clutch driving assembly, arranged on one side of the driving gear, for selectively engaging the driving gear with the driving gear ring, so that when the driving gear is engaged with the driving gear ring, driving force for driving the engine center shaft to rotate is generated, and when the driving gear is separated from the driving gear ring, the driving force acting on the engine center shaft is stopped.

[0007] Further, the clutch driving assembly comprises: a driving shaft, arranged on the center shaft of the driving gear, and provided with a spline section at the axial part thereof, wherein the spline section is slidingly arranged with a spline shaft sleeve, and the spline shaft sleeve is fixedly connected with the driving gear; a cam, arranged at one end of the spline shaft sleeve, and provided with a rotating arm on one side thereof, wherein one side of the rotating path of the rotating arm is provided with a sliding block, the sliding block is capable of rotatingly contacting the convex surface of the cam, and driving force for pushing the driving gear to move and engage with the driving gear ring is generated.

[0008] Further, the clutch driving assembly further comprises: a stop block, arranged at the convex top part of the cam, so that when the sliding block is rotated to be attached to the stop block, driving force for pushing the driving gear to rotate is generated; a second track sliding groove, opened on one side of the stop block, and extending along the convex surface of the cam to the convex bottom part thereof; and a second sliding rail, arranged at one end of the sliding block, and capable of sliding along the second track sliding groove, so that when the sliding block is reversely rotated to the convex bottom of the cam, the driving gear is separated from the driving gear ring.

[0009] Further, it further comprises a first compensation gear rotatably arranged on one side of the driving gear and a second compensation gear rotatably arranged on the other side of the driving gear, and further comprises a gear gap compensation structure arranged along the axial direction of the spline shaft sleeve for driving the first compensation gear and the second compensation gear to relatively deflect, so that when the driving gear moves and engages with the driving gear ring, the first compensation gear and the second compensation gear relatively deflect to compensate the gap between the driving gear and the driving gear ring.

[0010] Further, the tooth gap compensation structure comprises: a yaw cavity, which is provided on the drive gear and has two groups; a yaw sliding table, which has two groups and is slidingly provided in the two groups of yaw cavities; wherein one group of the yaw sliding table is fixedly connected with the first compensation gear, and the other group of the yaw sliding table is fixedly connected with the second compensation gear; and a first stopper is provided on one group of the yaw sliding table, and a second stopper is provided on the other group of the yaw sliding table, so that the first stopper and the second stopper are forced to move towards each other.

[0011] Further, the tooth gap compensation structure further comprises: a support arm, which is fixedly connected with the shaft of the spline shaft sleeve and has a slot formed thereon; and a telescopic table, which is slidingly provided in the support arm, wherein a concave cavity is formed above the telescopic table, a second rotating pin is provided in the concave cavity, a convex is rotatably provided on the second rotating pin, and the convex extends to the center of the interval between the first stopper and the second stopper, so that the convex is moved upward to apply a pushing force to the first stopper and the second stopper in a self-yaw state; a wedge-shaped block is formed below the telescopic table and is aligned with the slot; and a striking block is provided on the shaft of the drive shaft and is aligned with the slot, so that when the drive gear moves towards the drive gear ring, the striking block is in contact with the wedge-shaped block to generate a driving force to move the convex upward.

[0012] Further, the tooth gap compensation structure further comprises: a support arm, which is fixedly connected with the shaft of the spline shaft sleeve and has a slot formed thereon; and a telescopic table, which is slidingly provided in the support arm, wherein a concave cavity is formed above the telescopic table, a second rotating pin is provided in the concave cavity, a convex is rotatably provided on the second rotating pin, and the convex extends to the center of the interval between the first stopper and the second stopper, so that the convex is moved upward to apply a pushing force to the first stopper and the second stopper in a self-yaw state; a wedge-shaped block is formed below the telescopic table and is aligned with the slot; and a striking block is provided on the shaft of the drive shaft and is aligned with the slot, so that when the drive gear moves towards the drive gear ring, the striking block is in contact with the wedge-shaped block to generate a driving force to move the convex upward.

[0013] Further, the tooth gap compensation structure further comprises: a support arm, which is fixedly connected with the shaft of the spline shaft sleeve and has a slot formed thereon; and a telescopic table, which is slidingly provided in the support arm, wherein a concave cavity is formed above the telescopic table, a second rotating pin is provided in the concave cavity, a convex is rotatably provided on the second rotating pin, and the convex extends to the center of the interval between the first stopper and the second stopper, so that the convex is moved upward to apply a pushing force to the first stopper and the second stopper in a self-yaw state; a wedge-shaped block is formed below the telescopic table and is aligned with the slot; and a striking block is provided on the shaft of the drive shaft and is aligned with the slot, so that when the drive gear moves towards the drive gear ring, the striking block is in contact with the wedge-shaped block to generate a driving force to move the convex upward.

[0014] Further, one side of the tooth of the ratchet is an arc surface structure, so that the ratchet can slide and engage along the ratchet slot, and the arc surface is arranged in the opposite direction of the rotation direction of the center shaft of the gas turbine, so as to convert the rotating force of the drive gear ring into sliding force, and the center shaft of the gas turbine rotates in the opposite direction.

[0015] Further, the other side of the tooth of the ratchet is a straight face structure, so that the ratchet can be limited to abut along the ratchet groove, and the rotating thrust of the driving gear ring is transmitted to the center shaft of the combustion engine.

[0016] The present application has the following beneficial effects:

[0017] (1) The clutch mechanism for the low-speed hydraulic assisted jacking of the generator engine in an accident, through two groups of half-circle clamps, is clamped on the center shaft of the engine, and a driving gear ring is arranged on the clamp, and the indefinite meshing drive of the driving gear ring is achieved through the clutch driving assembly acting on the driving gear and the driving gear ring, so that a new clutch driving is formed on the center shaft of the engine, the original shaft structure does not need to be modified, even if the original jacking clutch fails, stable meshing and separation with the center shaft of the engine can still be achieved, the continuous low-speed jacking is ensured, the rotor thermal deformation and seizure are effectively prevented, and the pure mechanical forward and reverse clutch mechanism is also achieved, human operation intervention is avoided, and equipment and personnel injuries caused by clutch misoperation are eliminated.

[0018] (2) The clutch mechanism for the low-speed hydraulic assisted jacking of the generator engine in an accident, through the forward and reverse driving of the clutch driving assembly, has the clutch driving state of the pure mechanical type, does not need additional power driving, reduces the risk of human operation, and has more reliable meshing and separation characteristics, thereby ensuring the continuity of the low-speed jacking.

[0019] (3) The clutch mechanism for the low-speed hydraulic assisted jacking of the generator engine in an accident, when the driving gear is moved to mesh with the driving gear ring by the driving of the clutch driving assembly, the driving force can also act on the two groups of compensation gears through the gear gap compensation structure, so that the two groups of compensation gears are oppositely deflected, the meshing gap between the driving gear and the driving gear ring is compensated, the gear surface is prevented from loosening, the large torque transmitted to the center shaft of the engine is ensured to be transmitted without slipping, and when the driving gear and the driving gear ring are separated during the separation of the clutch driving assembly, the meshing resistance when the driving gear and the driving gear ring are separated can be converted into the meshing state under the sliding wire no-load rotation, and is not transmitted to the center shaft of the engine, so that impact damage is avoided.

[0020] (4) The clutch mechanism for the low-speed hydraulic assisted jacking of the generator engine in an accident, after the two groups of half-circle clamps are clamped on the center shaft, the annular track formed by the outer ring can provide the space required for the rotation and sliding of the driving gear ring, on the one hand, the half-circle clamps can be staggered at the joint end of the driving gear ring and the two groups of half-circle clamps, the pre-tightening of the clamping of the half-circle clamps is provided, and the installation fastening is strengthened, on the other hand, under the matching of the ratchet structure and the ratchet groove, the driving gear ring can rotate with the center shaft of the engine, the center shaft of the engine is driven to jacking continuously, the driving gear ring and the center shaft of the engine can rotate relatively, the meshing resistance when the driving gear ring and the center shaft of the engine are separated does not act on the center shaft of the engine, and the meshing and separation are more reliable.

[0021] (5), the clutch mechanism for the low-speed hydraulic booster of the power generation engine in the accident has good modular disassembly characteristics, and is simple, convenient, fast, efficient, and low in transformation cost to assemble with the engine center shaft as a whole.

[0022] Of course, implementing any product of the present application does not necessarily require achieving all the advantages described above at the same time. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a structural schematic diagram of the present application;

[0024] Figure 2 is a first sectional view of the present application;

[0025] Figure 3 is a second sectional view of the present application;

[0026] Figure 4 is an assembly schematic diagram of the semicircular hoop and the semicircular gear ring in the present application;

[0027] Figure 5 is an assembly schematic diagram of the semicircular hoop in the present application;

[0028] Figure 6 is an assembly schematic diagram of the semicircular gear ring in the present application;

[0029] Figure 7 is a structural schematic diagram of the ratchet structure in the present application;

[0030] Figure 8 is a first structural schematic diagram of the sliding assembly of the semicircular gear ring relative to the semicircular hoop in the present application;

[0031] Figure 9 is a second structural schematic diagram of the sliding assembly of the semicircular gear ring relative to the semicircular hoop in the present application;

[0032] Figure 10 is a first structural schematic diagram of the clutch driving assembly in the present application;

[0033] Figure 11 is a second structural schematic diagram of the clutch driving assembly in the present application;

[0034] Figure 12 is an assembly schematic diagram of the cam and the slider in the present application;

[0035] Figure 13 is a first driving schematic diagram of the driving shaft in the present application;

[0036] Figure 14 is a second driving schematic diagram of the driving shaft in the present application;

[0037] Figure 15The first driving schematic diagram of the tooth gap compensation structure in the application;

[0038] Figure 16 The second driving schematic diagram of the tooth gap compensation structure in the application;

[0039] Figure 17 The third driving schematic diagram of the tooth gap compensation structure in the application;

[0040] Figure 18 The first assembly schematic diagram of the two groups of compensation gears in the application;

[0041] Figure 19 The second assembly schematic diagram of the two groups of compensation gears in the application;

[0042] Figure 20 The force driving schematic diagram of the two groups of compensation gears in the application.

[0043] In the figure, 1 is a casing, 2 is a half-round clamp, 201 is a positioning pin, 3 is a gas turbine center shaft, 301 is a pre-hole, 4 is a hydraulic drive motor, 5 is a half-round gear ring, 6 is a driving shaft, 7 is a driving gear, 71 is a first compensation gear, 72 is a second compensation gear, 8 is a cam, 9 is a first track sliding groove, 10 is a ratchet slot, 11 is a first sliding rail, 12 is a ratchet structure, 121 is an inner shell, 122 is a compression spring, 123 is a first rotating pin, 124 is a swing arm, 125 is a ratchet, 13 is a spline section, 14 is a spline shaft sleeve, 15 is a first stop, 16 is a second stop, 17 is a boss, 18 is a striking block, 19 is a rotating arm, 20 is a sliding block, 21 is a second sliding rail, 22 is a second track sliding groove, 23 is a stop block, 24 is a supporting arm, 25 is a slotted hole, 26 is an extension platform, 27 is a second rotating pin, 28 is a wedge-shaped block, 29 is a yawing cavity, 30 is a yawing sliding platform, 31 is a yielding cavity, 32 is a yawing guide rod, and 33 is a return spring. DETAILED DESCRIPTION

[0044] The technical solutions in the embodiments of the application will be clearly and completely described in combination with the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the application.

[0045] In the description of the application, it should be understood that the terms "hole", "upper", "lower", "thickness", "top", "middle", "length", "inner", "periphery" and the like indicate the orientation or positional relationship, which are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the components or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the application.

[0046] The application is described below according to Figures 1-20 A clutch mechanism for low-speed hydraulic assisted disc wheel of power generation engine in emergency is provided by the embodiment of the application.

[0047] As Figures 1-3 shown, a clutch mechanism for low-speed hydraulic assisted disc wheel of power generation engine in emergency, comprising a center shaft 3 of the engine, further comprising two sets of half circle clamps 2, which can be clamped on the center shaft 3 of the engine by high-strength bolts, and a half circle gear ring 5 is arranged on the outer ring of the half circle clamp 2, so that the two sets of half circle clamps 2 form a driving gear ring after being clamped, which drives the rotation of the center shaft 3 of the engine and can have opposite direction idle rotation with the center shaft 3 of the engine, so that the rotation of the driving gear ring can not only drive the continuous low-speed disc wheel of the center shaft 3 of the engine, but also can have opposite direction idle rotation with the center shaft 3 of the engine to avoid impact damage caused by different stress directions of the rotation of the two.

[0048] In addition, a driving gear 7 is arranged on one side of the rotation track of the driving gear ring, which can be engaged with the driving gear ring at any time, and a clutch driving assembly is arranged on one side of the driving gear 7, which can selectively engage the driving gear 7 with the driving gear ring in a pure mechanical clutch driving manner, so that when the driving gear 7 is engaged with the driving gear ring, driving force for driving the rotation of the center shaft 3 of the engine is generated, and when the driving gear 7 is separated from the driving gear ring, the driving of the center shaft 3 of the engine is stopped (in response to the action of the driving gear ring driving the center shaft 3 of the engine, when the clutch driving assembly is rotated in the positive direction, the driving gear 7 is pushed to engage with the driving gear ring, and a gear pair driving is formed after engagement, which drives the continuous low-speed disc wheel of the center shaft 3 of the engine, and when the original disc wheel system is normally operated, the clutch driving assembly is reversed to separate the driving gear 7 from the driving gear ring, and the continuous driving state is released. Because there is a time difference in the clutching of the driving gear 7 and the driving gear ring, at this time, because the center shaft 3 of the engine drives the continuous rotation of the driving gear ring, the clutching of the driving gear ring and the driving gear 7 has meshing resistance acting on the center shaft 3 of the engine, therefore, by using the characteristic that the driving gear ring can slide in the opposite direction of the rotation direction of the center shaft 3 of the engine, when the driving gear 7 and the driving gear ring are not completely clutched, the driving gear ring can convert the meshing resistance into rotational force in the idle state to eliminate the resistance acting on the center shaft 3 of the engine in the clutching process, and avoid impact damage.

[0049] As Figures 10-14As shown, in order to realize the pure mechanical clutch driving of the gas turbine center shaft 3, the clutch driving assembly includes a driving shaft 6 arranged at the center shaft of the driving gear 7, and a spline segment 13 arranged at the axial part of the driving shaft 6. The spline segment 13 is arranged in the axial sliding mode of the spline sleeve 14, and the spline sleeve 14 is fixedly connected with the driving gear 7. Meanwhile, a cam 8 is arranged at one end of the spline sleeve 14, and a rotating arm 19 is arranged at one side of the cam 8. The rotating path of the rotating arm 19 is provided with a sliding block 20, which can be in rotating contact with the convex surface of the cam 8, so as to generate a driving force for pushing the driving gear 7 to move and engage with the driving gear ring. A hydraulic driving motor 4 is arranged at the rotating center of the rotating arm 19, so as to drive the rotating arm 19 to rotate. During the rotation of the rotating arm 19, the rotating arm 19 drives the sliding block 20 to rotate along the convex surface of the cam 8, so as to convert the rotating force into linear pushing force, and push the cam 8 to move. During the movement of the cam 8, the cam 8 pushes the spline sleeve 14 to slide along the spline segment 13, so as to move and engage the driving gear 7 with the driving gear ring.

[0050] As a further scheme of the embodiment, the clutch driving assembly further includes a stop block 23 arranged at the top part of the cam 8. When the sliding block 20 rotates to the top part of the cam 8, the stop block 23 is in contact with the sliding block 20 for limiting. At this time, the linear pushing force acting on the cam 8 is converted into rotating force, so as to push the cam 8 to rotate. Meanwhile, under the spline engagement of the spline sleeve 14 and the spline segment 13, a driving force is generated for pushing the driving shaft 6, so as to apply the driving force to the driving gear 7, and make the driving gear 7 engage with the driving gear ring, so as to form a gear pair driving state. The gas turbine center shaft 3 is continuously rotated at low speed, so as to compensate for the continuous operation of the gas turbine when the original rotating system fails.

[0051] Further, the clutch driving assembly further includes a second track sliding groove 22 arranged at one side of the stop block 23, and extending along the convex surface of the cam 8 to the bottom part of the cam 8. A second sliding rail 21 is arranged at one end of the sliding block 20, and can slide along the second track sliding groove 22. The combination of the second sliding rail 21 and the second track sliding groove 22 is preferably in a "T" shape structure. On one hand, the "T" shape structure can guide the sliding block 20 to slide along the convex surface of the cam 8. On the other hand, the "T" shape structure can connect and limit the sliding block 20 and the cam 8. After the original rotating system is normally operated, the hydraulic driving motor 4 is reversely rotated, so as to reversely rotate the sliding block 20 and separate the sliding block 20 from the stop block 23, and reset the sliding block 20 to the bottom of the cam 8. At this time, the reverse rotation and resetting action of the sliding block 20 drives the cam 8 to reset and move, so as to separate the driving gear 7 from the driving gear ring, and release the engagement driving state. The forward and reverse rotation of the hydraulic driving motor 4 can realize the pure mechanical clutch driving.

[0052] As shown, Figures 15-20As shown, in order to improve the transmission efficiency when the driving gear 7 meshes with the driving gear ring, a first compensation gear 71 is rotatably installed on one side of the driving gear 7, and a second compensation gear 72 is rotatably installed on the other side of the driving gear 7, and a tooth gap compensation structure is further provided on the axial direction of the spline shaft sleeve 14 to drive the first compensation gear 71 and the second compensation gear 72 to deflect relative to each other, so that when the driving gear 7 moves to mesh with the driving gear ring, the first compensation gear 71 and the second compensation gear 72 deflect relative to each other, compensating for the gap between the driving gear 7 and the driving gear ring. Specifically:

[0053] The tooth gap compensation structure includes two sets of deflection cavities 29 opened on the driving gear 7, two sets of deflection sliding platforms 30 are respectively slidably arranged in the two sets of deflection cavities 29, and a combination of a deflection guide rod 32 and a return spring 33 is arranged in the two sets of deflection cavities 29 to provide guidance for the sliding of the two sets of deflection sliding platforms 30 and subsequent return work. One of the two sets of deflection sliding platforms 30 is fixedly connected with the first compensation gear 71, and the other set of deflection sliding platforms 30 is fixedly connected with the second compensation gear 72. A first stop 15 is arranged on one of the two sets of deflection sliding platforms 30, and a second stop 16 is arranged on the other set of deflection sliding platforms 30 (a clearance cavity 31 is opened on the first compensation gear 71 to provide space for the deflection sliding of the deflection sliding platform 30 close to the second stop 16). The first stop 15 and the second stop 16 are spaced apart and stressed, which drives the first compensation gear 71 and the second compensation gear 72 to deflect relative to each other, and the driving of the first compensation gear 71 and the second compensation gear 72 is used to compensate for the possible gap on both sides when the driving gear 7 meshes with the driving gear ring.

[0054] As a further aspect of the present embodiment, the backlash compensation structure further comprises a support arm 24 fixed to the axial direction of the spline shaft sleeve 14, and a slot 25 is formed on the support arm 24, wherein a telescopic platform 26 is slidably arranged in the support arm 24, a wedge block 28 is formed below the telescopic platform 26, and the wedge block 28 is aligned with the slot 25, and a striking block 18 is arranged in the axial direction of the driving shaft 6 and is synchronously aligned with the slot 25, when the clutch driving assembly pushes the driving gear 7 to move towards the driving gear ring to engage, the spline shaft sleeve 14 moves synchronously, so that the support arm 24 moves towards the striking block 18, the wedge block 28 and the striking block 18 are in relative contact, the horizontal thrust is converted into lifting thrust, the telescopic platform 26 is pushed out, and by forming a recess above the telescopic platform 26, a second rotating pin 27 is arranged inside the recess, a boss 17 is rotatably arranged above the second rotating pin 27, and the boss 17 extends to the center of the distance between the first stop 15 and the second stop 16, during the extension of the telescopic platform 26, the boss 17 is pushed upwards, and a pushing force is applied to the first stop 15 and the second stop 16, generating a pushing force acting on the opposite deflection of the first compensation gear 71 and the second compensation gear 72, to compensate for the meshing gap difference between the driving gear 7 and the driving gear ring (when the driving gear 7 and the driving gear ring are separated, the wedge block 28 and the striking block 18 are synchronously separated, at this time, the first stop 15 and the second stop 16 are reset by the elastic force of the reset spring 33, and a downward pressure is applied to the boss 17, so that the telescopic platform 26 is reset).

[0055] It should be noted that since the meshing gap size of the driving gear 7 and the driving gear ring is fixed, and the meshing direction is not fixed, during the upward movement of the boss 17, the boss 17 is supported by the rotation of the second rotating pin 27, and can rotate in the recess, and at the same time of contacting with the first stop 15 and the second stop 16, the reverse force has the ability of self-bank, after the corresponding compensation gear of one group of stops contacts with the driving gear ring, it can still move to the other group of stops, continuously generating upward pushing force to the other group, until the two groups of compensation gears are engaged with the driving gear ring, eliminating the gap during the engagement, preventing the tooth surface from loosening, and having the ability of self-compensation of tooth gap, and more accurately realizing the engagement driving.

[0056] Moreover, the relative movement of the wedge block 28 and the striking block 18 can also provide a movement limit for the spline shaft sleeve 14, so that after the combination of the driving gear 7, the first compensation gear 71 and the second compensation gear 72 is engaged with the driving gear ring, the spline shaft sleeve 14 stops moving along the spline segment 13, ensuring the accuracy of the tooth surface engagement.

[0057] As Figures 4-9As shown, in order to realize the pure mechanical clutching of the clutching mechanism, a first track groove 9 is provided on the outer ring of the half hoop 2 to realize the rotation sliding of the driving gear ring, and after the two groups of half hoops 2 are embraced, an annular track is formed to provide rotation sliding of the driving gear ring, wherein the annular track is provided with at least one set of ratchet grooves 10 along the circumference thereof, and a first sliding rail 11 is provided on the inner ring of the half gear ring 5, and after the two groups of half gear rings 5 form the driving gear ring, an annular guide rail is formed to enable rotation sliding along the annular track, wherein the annular guide rail is provided with at least one set of ratchet structures 12 along the circumference thereof, and after the two groups of half hoops 2 are embraced on the engine center shaft 3, the annular track formed on the outer ring thereof matches the annular guide rail formed on the inner ring of the driving gear ring, and the cross section of the annular track and the annular guide rail is preferably a "T" type structure, so that the driving gear ring can rotate and slide along the half hoop 2, and the engaging ends of the two groups of half hoops 2 are staggered to provide the limiting pre-tightening after the half hoop 2 is embraced (while the two groups of half hoops 2 are embraced, the corresponding half gear ring 5 is slid into the other group, for example, the half gear ring 5 is rotated and slid into the other group by 90° to form a cross interlocking mode, realizing the pre-tightening of the half hoop 2 and the half gear ring 5 during assembly, and also providing limiting for the continuous embracing of the two groups of half hoops 2, improving the embracing firmness), and through the one-way meshing and sliding of the ratchet structure 12 and the ratchet groove 10, the driving gear ring can not only drive the engine center shaft 3 to continuously rotate at low speed, but also can relatively "slide" and rotate with the engine center shaft 3, so that it always maintains the driving force rotating in the same direction on the engine center shaft 3, avoiding the impact damage caused by relative rotation.

[0058] As a further scheme of the present embodiment, the ratchet structure 12 includes an inner shell 121 provided on the inner ring of the annular guide rail, and an oscillating arm 124 is provided inside the inner shell 121, the oscillating arm 124 is rotatably installed on the inner shell 121 through a first rotating pin 123, one side of the oscillating arm 124 is provided with a compression spring 122 to provide the reset of the oscillation, and the other side of the oscillating arm 124 is provided with a ratchet 125, so that the ratchet 125 can be limited to abut to the ratchet groove 10 or relatively slide and engage with the ratchet groove 10, and through the elastic support of the compression spring 122 acting on the oscillating arm 124, the ratchet 125 can slide and engage with the ratchet groove 10, providing the ability of the driving gear ring to relatively rotate and slide along the engine center shaft, and the one-way sliding engagement of the ratchet 125 and the ratchet groove 10 enables the ratchet 125 to abut and limit in the ratchet groove 10 when the force is in the opposite direction, providing the ability of the driving gear ring to drive the engine center shaft 3 to continuously rotate at low speed.

[0059] It should be noted that one side of the tooth of the ratchet 125 is arc-shaped, which enables the ratchet 125 to slide along the ratchet groove 10 and enables the arc surface to be arranged in the opposite direction of the rotation direction of the engine center shaft 3, so that the meshing resistance during the meshing or disengaging of the driving gear 7 and the driving gear ring is converted into rotational sliding force, so that the driving gear ring can rotate relative to the engine center shaft 3 under no load, avoiding the relative impact damage; meanwhile, the other side of the tooth of the ratchet 125 is straight, which enables the ratchet 125 to limit the abutment along the ratchet groove 10, so that the rotational force can be transmitted to the engine center shaft 3 when the driving gear ring rotates, and the engine center shaft 3 is continuously driven at low speed.

[0060] In addition to the above, the design also has the characteristics of convenient and quick disassembly and assembly. In the assembly process, the positioning pin 201 is arranged in the inner circle of the half-round hoop 2 in the circumferential direction, which is matched with the pre-hole 201 of the original shaft system on the engine center shaft 3, so as to realize the modular assembly of the two groups of half-round hoops 2 with the engine center shaft 3 when the two groups of half-round hoops 2 are embraced (and a deep hole type contact node is provided to stably transmit the subsequent clutch driving force to the engine center shaft 3, avoiding the relative slip after installation); when the two groups of half-round hoops 2 are embraced, the half-round gear ring 5 is pushed to be staggered with the opposite end, and the pre-tightening limit is provided; at this time, the high-strength bolt is installed on the opposite end of the two groups of half-round hoops 2, so as to realize the integral assembly of the half-round hoop 2 and the engine center shaft 3; then, the matching casing 1 is covered outside the half-round hoop 2, and the driving gear 7 is opposite to one side of the driving gear ring; the corresponding power control is connected, so as to complete the assembly process. The forward and reverse rotation of the clutch driving assembly is driven by the pure mechanical clutch, so as to drive the engine center shaft 3 to continuously rotate at low speed after the original rotating system fails.

[0061] In use (during work), the two groups of half-round hoops 2 are embraced on the engine center shaft 3 of the gas turbine, so that the two groups of half-round gear rings 5 of the outer circle constitute the driving gear ring, which can continuously drive the engine center shaft 3 at low speed; when the original rotating system of the gas turbine fails, the driving gear 7 is pushed to mesh with the driving gear ring based on the driving of the clutch driving assembly, and the gear pair drive is formed after meshing, so as to drive the engine center shaft 3 to continuously rotate at low speed;

[0062] During the meshing process of the driving gear 7 and the driving gear ring, the pushing force can also act on the two groups of compensation gears, so that the two groups of compensation gears are offset and deflected, and the meshing gap between the driving gear 7 and the driving gear ring is compensated, so as to form an efficient meshing transmission state.

[0063] And in the subsequent original disc wheel system to restore normal, control clutch drive assembly reverse rotation, namely the drive gear 7 and the drive gear ring can be separated, and, in the clutch drive assembly forward and reverse rotation clutch process, the drive gear 7 and the drive gear ring clutch state, again can be affected by the ratchet structure 12 and ratchet slot 10 one-way meshing sliding, so that the drive gear ring can drive the engine center shaft 3 continuously low-speed disc wheel, and with the engine center shaft 3 relative "slip" idle rotation, eliminate the meshing resistance in the process of clutch, avoid the impact of relative rotation caused by damage.

[0064] It should be noted that in this text, such as the first and second relationship terms are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the term "includes", "comprises" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment.

[0065] The above disclosed preferred embodiments of the application are only used to help explain the application. The preferred embodiments do not describe all the details, nor limit the application to only the specific embodiments described. Obviously, according to the content of the specification, many modifications and changes can be made. The present description selects and specifically describes these embodiments in order to better explain the principles and practical application of the application, so that those skilled in the art can well understand and utilize the application. The application is limited only by the claims and their full scope and equivalents.

Claims

1. A clutch mechanism for low speed hydraulic assisted disc starting in the event of a power plant failure, comprising a power plant central shaft (3), characterized in that, Also include: Half round hoop (2), provided with two groups, and can be through the high strength bolt embrace in the engine center shaft (3) on; Half round gear ring (5), provided with two groups, respectively sliding in the outer circle of half round hoop (2), and after two groups of half round hoop (2) embrace, constitute drive gear ring, drive engine center shaft (3) same direction rotation, and can with engine center shaft (3) occur opposite direction no load rotation; Driving gear (7), set in the rotating track side of drive gear ring, and can with drive gear ring indefinite meshing; Clutch drive assembly, set in one side of driving gear (7), for driving gear (7) and drive gear ring selective meshing, make driving gear (7) and drive gear ring meshing, produce drive engine center shaft (3) rotation drive force, and make it and drive gear ring separate, stop acting on engine center shaft (3) drive; The clutch drive assembly includes: Driving shaft (6), set in the center axis of driving gear (7), and set with spline section (13) in its axial part, wherein, spline section (13) axial sliding set with spline shaft sleeve (14), and make spline shaft sleeve (14) and driving gear (7) fixed connection; Cam (8), set in one end of spline shaft sleeve (14), and set with rotating arm (19) in its one side, wherein, rotating arm (19) rotating path side set with sliding block (20), sliding block (20) can with cam (8) convex surface rotation contact, produce driving gear (7) to drive gear ring moving meshing drive force; The clutch drive assembly further includes: Stop block (23), set in the convex top part of cam (8), make the sliding block (20) rotate to adhere to stop block (23) when, produce driving gear (7) rotation drive force; Second track sliding groove (22), open in one side of stop block (23), and along the convex surface of cam (8) extend to its convex bottom part; Second sliding rail (21), set in one end of sliding block (20), and can along second track sliding groove (22) sliding, make the sliding block (20) reverse rotation to cam (8) convex bottom, drive driving gear (7) and drive gear ring separate.

2. A clutching mechanism for a low speed hydraulic assisted disc starting of a power generation engine in an emergency, according to claim 1, characterized in that, Also include rotatingly installed first compensation gear (71) in one side of driving gear (7) and second compensation gear (72) rotatingly installed in the other side of driving gear (7), and, along the axial direction of spline shaft sleeve (14) also set with the gear gap compensation structure for driving first compensation gear (71) and second compensation gear (72) relative deflection, make the driving gear (7) to drive gear ring moving meshing, first compensation gear (71) and second compensation gear (72) relative deflection, compensate the gap between driving gear (7) and drive gear ring.

3. A clutching mechanism for a low speed hydraulic assisted disc starting of a power generation engine in an emergency, according to claim 2, wherein The gear gap compensation structure includes: Deflection cavity (29), the deflection cavity (29) is opened in the driving gear (7), and is provided with two groups; Deflection sliding table (30), the deflection sliding table (30) is provided with two groups, respectively sliding in two groups of deflection cavity (29), wherein; One of the groups of the swing slide table (30) is fixedly connected with the first compensation gear (71), the other group of the swing slide table (30) is fixedly connected with the second compensation gear (72), and the first stop (15) is arranged on one of the groups of the swing slide table (30), the second stop (16) is arranged on the other group of the swing slide table (30), the first stop (15) and the second stop (16) are spaced apart to bear force, the first compensation gear (71) and the second compensation gear (72) are pushed to be opposite to each other and are deflected.

4. A clutching mechanism for a low speed hydraulic assisted disc type cranking in case of a power generation engine accident according to claim 2, characterized in that, The gear gap compensation structure further comprises: A support arm (24) is fixedly connected to the axial direction of the spline shaft sleeve (14), and a slot (25) is formed on the support arm (24); A telescopic table (26) is slidably arranged in the support arm (24), wherein A concave cavity is formed above the telescopic table (26), a second rotating pin (27) is arranged inside the concave cavity, a boss (17) is rotatably arranged above the second rotating pin (27), and the boss (17) extends to the spacing center of the first stop (15) and the second stop (16), so that when the boss (17) moves upward, a pushing force is applied to the first stop (15) and the second stop (16) in a self-oscillation state; A wedge block (28) is formed below the telescopic table (26), and the wedge block (28) is aligned with the slot (25); A striking block (18) is arranged in the axial direction of the driving shaft (6), and the striking block (18) is aligned with the slot (25), so that when the driving gear (7) moves towards the driving gear ring, the wedge block (28) is contacted, and a driving force for pushing the boss (17) to move upward is generated.

5. A clutching mechanism for a low speed hydraulic assisted disc starting of a power generation engine in an emergency, according to claim 4, wherein, Further comprising: A first track sliding groove (9) is formed in the outer ring of the semicircular hoop (2), and after the two groups of semicircular hoops (2) are clamped, an annular track is formed to provide rotation and sliding of the driving gear ring, wherein at least one group of ratchet grooves (10) is formed along the circumferential direction of the annular track; A first sliding rail (11) is arranged in the inner ring of the semicircular gear ring (5), and after the two groups of semicircular gear rings (5) form the driving gear ring, an annular guide rail is formed, which can rotate and slide along the annular track, and the opposite ends of the two groups of semicircular hoops (2) are staggered to provide limiting pre-tightening after the semicircular hoops (2) are clamped, wherein at least one group of ratchet structures (12) is arranged along the circumferential direction of the annular guide rail.

6. A clutching mechanism for a low speed hydraulic assisted disc starting of a power generation engine in an emergency, according to claim 5, wherein, The ratchet structure (12) comprises: An inner shell (121) is arranged in the inner ring of the annular guide rail; A swing arm (124) is arranged inside the inner shell (121) and is rotatably connected to the inner shell (121) through a first rotating pin (123), wherein one side of the swing arm (124) is provided with a compression spring (122) for providing swing reset, and the other side of the swing arm (124) is provided with a ratchet (125), so that the ratchet (125) can be limited to abut the ratchet groove (10) or relatively slide and engage with the ratchet groove (10).

7. A clutching mechanism for a low speed hydraulic assisted disc starting of a power generation engine in an emergency, according to claim 6, wherein, The tooth side of the ratchet tooth (125) is arc surface structure, so that the ratchet tooth (125) can slide engagement along the ratchet tooth groove (10), and the arc surface is arranged opposite to the rotating direction of the engine center shaft (3), so as to convert the rotating thrust of the driving gear ring into sliding thrust, and rotate relative to the engine center shaft (3).

8. A clutching mechanism for a low speed hydraulic assisted disc type cranking in case of an accident of a power generation engine according to claim 6, wherein The other tooth side of the ratchet tooth (125) is straight surface structure, so that the ratchet tooth (125) can limit abutment along the ratchet tooth groove (10), and the rotating thrust of the driving gear ring is transmitted to the engine center shaft (3).

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