Clutch brake and fracturing equipment

Abstract

The utility model relates to a clutch brake and fracturing equipment, the fracturing equipment comprises a driving source, the clutch brake and a fracturing device, an input shaft of the clutch brake is connected with the driving source, and an output shaft of the clutch brake is connected with the fracturing device; the clutch brake comprises a shell, an input shaft, an output shaft, a clutch mechanism, a brake mechanism, a push disc and an action executing part, the input shaft penetrates through an input port of the shell, the output shaft penetrates through an output port of the shell, and the clutch mechanism and the brake mechanism are arranged on the output shaft in a sleeving mode and are arranged on the two sides in the shell in the axial direction of the shell respectively. The push disc is arranged between the clutch mechanism and the braking mechanism, and the action executing piece can drive the push disc to move in the axial direction of the shell so that the clutch brake can be switched between the transmission state and the braking state. Therefore, the problem that the service life of a power turbine is affected due to the fact that the power turbine is forcibly braked by a double-shaft turbine engine in an idling mode in the prior art can be solved, and the problem that a single-shaft turbine engine cannot be started on load can also be solved.

Description

Technical Field

[0001] This application relates to the field of oil and gas field production enhancement technology, and in particular to a clutch brake and fracturing equipment. Background Technology

[0002] Compared to traditional diesel engines, turbine engines offer numerous advantages, such as higher power density per unit, the ability to use 100% natural gas as fuel to reduce fuel costs, and more environmentally friendly emissions. Therefore, with the development of fracturing equipment technology, fracturing equipment powered by turbine engines has emerged. Currently, turbine engines are fundamentally classified into single-shaft turbine engines and twin-shaft turbine engines. A single-shaft turbine engine refers to an air compressor turbine and a power turbine rotating at the same speed on the same shaft, with the turbine's output speed being fixed. A twin-shaft turbine engine, on the other hand, has the air compressor and compressor turbine rotating at the same speed on the same shaft, while the power turbine is located on a separate shaft, allowing for adjustment of the power turbine shaft over a wider speed range.

[0003] However, if a twin-shaft turbine engine is used in fracturing equipment, in idle mode (where only the compressor turbine rotates while the power turbine is braked and has no power output), a large amount of hot gas generated in the combustion chamber will first drive the compressor turbine to rotate and then drive the air compressor. During this process, since the power turbine is forcibly braked, the power turbine has to withstand the high temperature and pressure of the combustion gas when it is discharged outward, which affects the service life of the power turbine. If a single-shaft turbine engine is used in fracturing equipment, there is a problem that the single-shaft turbine engine cannot start under load. It can only be connected to the output power end of the fracturing equipment after the single-shaft turbine has been stably started. Utility Model Content

[0004] Based on this, the purpose of this application is to provide a clutch brake and a fracturing device including the clutch brake, so as to solve the above-mentioned problems existing in the prior art when applying a single-shaft turbine engine or a dual-shaft turbine engine to fracturing equipment.

[0005] According to one aspect of this application, a clutch brake is provided, comprising:

[0006] The housing has an inlet and an outlet that are arranged opposite to each other along its own axial direction;

[0007] An input shaft passes through the input port;

[0008] The output shaft passes through the output port;

[0009] Both the clutch mechanism and the braking mechanism are sleeved on the output shaft and are respectively located on both sides of the housing along the axial direction of the housing.

[0010] A push plate is located between the clutch mechanism and the braking mechanism;

[0011] An actuator is connected to the push plate. The actuator can drive the push plate to move towards the input port to control the input shaft to connect to the output shaft through the clutch mechanism, thereby putting the clutch brake in a transmission state. The actuator can also drive the push plate to move towards the output port to control the clutch brake to be in a braking state.

[0012] In one embodiment, the push plate is connected to the clutch mechanism via a first reset actuator, the first reset actuator being configured to generate an elastic force that resets the push plate to put the clutch brake into the braking state when the push plate moves toward the input port to put the clutch brake into the driving state.

[0013] Alternatively, the push plate is connected to the braking mechanism via a second reset actuator, which is configured to generate an elastic force that resets the push plate to put the clutch brake into the driving state when the push plate moves toward the output port to put the clutch brake into the braking state.

[0014] In one embodiment, the clutch mechanism includes an outer clutch sleeve, a clutch friction plate assembly, and an inner clutch sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer clutch sleeve is fixedly sleeved on the output shaft, and the inner clutch sleeve is connected to the input shaft. The clutch friction plate assembly is used to control the connection or separation of the outer clutch sleeve and the inner clutch sleeve.

[0015] In one embodiment, the clutch friction plate assembly includes a first clutch friction plate and a second clutch friction plate that are staggered along the axial direction of the housing. The first clutch friction plate is connected to the outer clutch sleeve, and the second clutch friction plate is connected to the inner clutch sleeve. When the push plate moves toward the input port, the first clutch friction plate and the second clutch friction plate are in contact with each other. When the push plate moves toward the output port, the first clutch friction plate and the second clutch friction plate are separated from each other.

[0016] In one embodiment, the braking mechanism includes an outer brake sleeve, a brake friction pad assembly, and an inner brake sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer brake sleeve is fixedly sleeved on the output shaft and connected to the clutch outer sleeve. The inner brake sleeve is connected to the housing. The brake friction pad assembly is used to control the connection or separation of the outer brake sleeve and the inner brake sleeve.

[0017] In one embodiment, the brake friction pad assembly includes a first brake friction pad and a second brake friction pad that are staggered along the axial direction of the housing. The first brake friction pad is connected to the outer brake sleeve, and the second brake friction pad is connected to the inner brake sleeve. When the push plate moves toward the output port, the first brake friction pad and the second brake friction pad are in contact with each other. When the push plate moves toward the input port, the first brake friction pad and the second brake friction pad are separated from each other.

[0018] In one embodiment, the housing has a lubricating oil passage that extends through the housing and connects the clutch mechanism and / or the braking mechanism;

[0019] And / or, the housing has a control oil passage that extends through the housing, and the control oil passage connects to the clutch mechanism and / or the braking mechanism.

[0020] The aforementioned clutch brake, by setting a push plate and an actuator connected to the push plate between the clutch mechanism and the braking mechanism, allows the push plate to move towards the input port under the drive of the actuator, thereby controlling the clutch mechanism to connect to the input shaft and thus putting the clutch brake in a transmission state; or, under the drive of the actuator, it can move away from the output port, thereby controlling the braking mechanism to connect to the housing and thus putting the clutch brake in a braking state. In this way, compared to the existing technology that uses two actuators to control the clutch mechanism and the braking mechanism separately, the control logic can be improved, avoiding the problem of the clutch brake failing to properly operate in either a transmission or braking state due to conflicts in the opening and closing relationships of the clutch and braking mechanisms (such as the clutch engaging when the braking mechanism is not open).

[0021] According to another aspect of this application, a fracturing apparatus is provided, comprising:

[0022] Driver source;

[0023] The fracturing device is positioned at an interval from the drive source;

[0024] The clutch brake as described in any of the above embodiments, wherein the input shaft of the clutch brake is connected to the drive source, and the output shaft of the clutch brake is connected to the fracturing device;

[0025] The drive source is either a dual-shaft turbine engine or a single-shaft turbine engine.

[0026] In one embodiment, the fracturing equipment further includes a first reduction gearbox and a second reduction gearbox, the first reduction gearbox being connected between the drive source and the input shaft of the clutch brake; the second reduction gearbox being connected between the output shaft of the clutch brake and the fracturing device.

[0027] When the drive source is a single-shaft turbine engine, the first reduction gearbox has a first power output end and a second power output end, the second reduction gearbox has a first power input end and a second power input end, an auxiliary speed regulating mechanism is provided between the first power output end and the first power input end, the auxiliary speed regulating mechanism can adjust the output speed of the fracturing device, and can connect or disconnect the first power output end and the first power input end, and the clutch brake is connected between the second power output end and the second power input end.

[0028] In one embodiment, the auxiliary speed regulating mechanism is a gearbox, or the auxiliary speed regulating mechanism includes a generator and an auxiliary motor, one end of the generator is connected to the first power output terminal, the other end is connected to the auxiliary motor, and the end of the auxiliary motor away from the generator is detachably connected to the first power input terminal.

[0029] The aforementioned fracturing equipment connects the input shaft of the clutch brake to the drive source and the output shaft of the clutch brake to the fracturing device. This allows for the disconnection of the turbine engine's power output to the fracturing device when the drive source is a dual-shaft turbine engine and the clutch brake is engaged. In this state, the fracturing device is braked, while the turbine engine's power turbine continues to rotate freely. This solves the problem of existing technologies that forcibly brake the power turbine in idle mode using a dual-shaft turbine engine, thus affecting the turbine's lifespan. When the drive source is a single-shaft turbine engine, the clutch brake can be engaged first to disconnect the single-shaft turbine engine from the fracturing device. This allows the single-shaft turbine engine to start without load. After stable startup, the clutch can be engaged to connect the single-shaft turbine engine to the fracturing device, thus solving the problem of the single-shaft turbine engine being unable to start under load. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of a twin-shaft turbine engine provided in one embodiment.

[0031] Figure 2 This is a schematic diagram of a single-shaft turbine engine provided in one embodiment.

[0032] Figure 3This is a schematic diagram of the transmission structure of a fracturing device provided in an existing embodiment.

[0033] Figure 4 This is a schematic diagram of a clutch brake provided in an embodiment of this application applied to a fracturing equipment (the drive source is a twin-shaft turbine engine).

[0034] Figure 5 This is a schematic diagram of the structure of a clutch brake provided in an embodiment of this application.

[0035] Figure 6 for Figure 5 An enlarged schematic diagram of region A in the middle.

[0036] Figure 7 A schematic diagram of a clutch brake provided in an embodiment of this application applied to fracturing equipment. Figure 1 (The driving source is a single-shaft turbine engine).

[0037] Figure 8 A schematic diagram of a clutch brake provided in an embodiment of this application applied to fracturing equipment. Figure 2 (The driving source is a single-shaft turbine engine).

[0038] Explanation of reference numerals in the attached figures:

[0039] 10. Fracturing equipment; 100. Drive source; 101. Compressor; 102. Compressor turbine; 103. Power turbine; 110. Twin-shaft turbine engine; 120. Single-shaft turbine engine; 200. Fracturing device; 300. Brake; 400. First gearbox; 401. First power output end; 402. Second power output end; 500. Clutch brake; 510. Housing; 511. Lubricating oil passage; 512. Control oil passage; 520. Input shaft; 530. Output shaft; 540. Clutch mechanism; 541. Clutch external gear sleeve; 542. Clutch friction. 5421, first clutch friction pad; 5422, second clutch friction pad; 543, clutch inner gear sleeve; 550, braking mechanism; 551, brake outer gear sleeve; 552, brake friction pad assembly; 5521, first brake friction pad; 5522, second brake friction pad; 553, brake inner gear sleeve; 560, push plate; 570, first reset actuator; 600, second reduction gearbox; 601, first power input end; 602, second power input end; 700, auxiliary speed regulating mechanism; 710, generator; 720, auxiliary motor; 730, gearbox. Detailed Implementation

[0040] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0041] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0042] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0043] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0044] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0045] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0046] Fracturing equipment is used to pump high-pressure fracturing fluid into oil or gas wells to fracture the production layer, thereby increasing oilfield production. In recent years, with the development of fracturing equipment technology, fracturing equipment powered by turbine engines has emerged. This is because turbine engines have many advantages over traditional diesel engines, such as high power density per unit, the ability to use 100% natural gas as fuel to reduce fuel costs, and more environmentally friendly engine emissions.

[0047] As described in the background section, turbine engines are currently classified into single-shaft turbine engines and twin-shaft turbine engines based on their basic structure. Among them, such as... Figure 1 As shown, a single-shaft turbine engine 120 refers to a turbine engine in which the compressor 101, compressor turbine 102, and power turbine 103 rotate at the same speed on the same shaft. In this case, the output speed of the turbine engine is not adjustable. Figure 2 As shown, the dual-shaft turbine engine 110 refers to the compressor turbine 102 and the power turbine 103 rotating at the same speed on the same shaft. The power turbine 103 is a turbine engine located on a separate shaft. In other words, the dual-shaft turbine engine 110 has an additional free power turbine shaft compared to the single-shaft turbine engine 120. Since the power turbine shaft can rotate freely, the output flow of the fracturing equipment can be adjusted by adjusting the speed of the power turbine shaft.

[0048] However, the twin-shaft turbine engine 110 has an idle mode, which is a mode in which only the compressor turbine 102 rotates while the power turbine 103 has no power output. If the twin-shaft turbine engine 110 is used as the drive source 100 of the fracturing equipment 10, in the existing technology, in idle mode, to prevent the fracturing device 200 from being driven to rotate by the power turbine 103 under no load or very low load, such as... Figure 3 As shown, a brake 300 is installed between the twin-shaft turbine engine 110 and the fracturing device 200. This brake 300 forces the power turbine 103 to zero speed when the twin-shaft turbine engine is in idle mode. However, in idle mode, the air compressor, combustion chamber, and compressor turbine 102 of the turbine engine are all running. At this time, a large amount of hot gas is discharged from the exhaust end of the turbine engine. This hot gas, after exiting the combustion chamber, first passes through the compressor turbine 102, driving its rotation and subsequently the air compressor. Then, this hot gas passes through the power turbine 103 and is discharged to the exhaust end. Because the power turbine 103 is forcibly braked by the brake 300 during this process, the power turbine 103 has to withstand the high temperature and pressure of the combustion gas as it is discharged, which affects its service life.

[0049] As for the single-shaft turbine engine 120, since the compressor turbine 102 and the power turbine 103 are on the same shaft, the compressor turbine 102 needs to drive the power turbine 103 to rotate together, and cannot output torque. Therefore, it cannot achieve load start-up. If the single-shaft turbine engine 120 is used as the power source of the fracturing equipment 10, it must be connected to the fracturing device 200 after the single-shaft turbine engine 120 has been stably started in order to transfer power to the fracturing device 200. Moreover, after the single-shaft turbine engine 120 has been stably started, it operates at its maximum speed. If its output power shaft is directly connected to the fracturing device 200, it is easy to cause load impact on the fracturing device 200, thereby affecting the service life of the fracturing equipment 10.

[0050] Therefore, based on the series of problems mentioned above, this application provides a clutch brake and a fracturing device including the clutch brake, wherein the clutch brake is installed in the fracturing device and is used to realize the power transmission and cut-off between the drive source and the output end of the fracturing device, so as to solve the series of technical problems mentioned above.

[0051] The following description uses the application of a clutch brake in fracturing equipment as an example to illustrate the clutch brake provided in this application. This embodiment is only used as an example and does not limit the technical scope of this application. It is understood that in other embodiments, the clutch brake of this application is not limited to fracturing equipment, but can also be used in any equipment that needs to transmit or cut off power, and is not limited here.

[0052] See Figure 4 , Figure 4 This application illustrates a fracturing apparatus 10 according to an embodiment of the present application. The fracturing apparatus 10 according to an embodiment of the present application includes... Figure 4 The drive source 100, the first reduction gearbox 400, the clutch brake 500, the second reduction gearbox 600, and the fracturing device 200 are connected sequentially from left to right along the middle. The drive source 100 is used to provide power, the first reduction gearbox 400 is used to reduce the output speed of the drive source 100, the clutch brake 500 is used to realize the clutch or braking function of the entire equipment, the second reduction gearbox 600 is used to further reduce the output speed of the clutch brake 500, and the fracturing device 200 is usually a fracturing pump used to pump fracturing fluid.

[0053] Specifically, the drive source 100 can be either the twin-shaft turbine engine 110 or the single-shaft turbine engine 120 described above, for example... Figure 4 As shown, the drive source 100 is a twin-shaft turbine engine 110. The internal structure of the first reduction gearbox 400 and the second reduction gearbox 600 can be a structure in which planetary gears mesh with each other, while the structure of the fracturing device 200 is a structure in which the crankshaft rotates to drive the connecting rod to swing and realize the linear reciprocating motion of the plunger. For details, please refer to the prior art, which will not be described in detail here.

[0054] The structure of the clutch brake 500 provided in the embodiments of this application is described in detail below, such as Figure 5 As shown, Figure 5A schematic diagram of a clutch brake 500 according to one embodiment is shown. This clutch brake 500 includes a housing 510, an input shaft 520, an output shaft 530, a clutch mechanism 540, a braking mechanism 550, a push plate 560, and an actuating element (not shown). The housing 510 has an input port 501 and an output port 502 arranged opposite each other along its own axial direction. The input shaft 520 passes through the input port 501, and the output shaft 530 passes through the output port 502. The clutch mechanism 540 and the braking mechanism 550 are both sleeved on the output shaft 530 and are respectively arranged on both sides of the housing 510 along its axial direction. The push plate 560 is located between the clutch mechanism 540 and the braking mechanism 550. Between the components 550, the actuator connects to the push plate 560, which can drive the push plate 560 to move towards the input port 501, so as to control the input shaft 520 to connect to the output shaft 530 through the clutch mechanism 540, thereby putting the clutch brake 500 in the transmission state (i.e., the power generated by the drive source 100 can be transmitted to the fracturing device 200); and the actuator can also drive the push plate 560 to move towards the output port 502, so as to control the output shaft 530 to connect to the housing 510 through the brake mechanism 550, thereby putting the clutch brake 500 in the braking state (i.e., the power generated by the drive source 100 is cut off and cannot be transmitted to the fracturing device 200).

[0055] See Figure 6 In one specific embodiment, the clutch mechanism 540 includes a clutch outer gear sleeve 541, a clutch friction plate assembly 542, and a clutch inner gear sleeve 543 arranged sequentially along the radial direction of the housing 510 from the central axis of the housing 510. The clutch outer gear sleeve 541 is fixedly sleeved on the output shaft 530, and the clutch inner gear sleeve 543 is connected to the input shaft 520. The clutch friction plate assembly 542 is used to control the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 to connect or separate from each other. When the outer clutch sleeve 541 and the inner clutch sleeve 543 are connected, the input shaft 520 and the output shaft 530 are connected, so that when the input shaft 520 rotates, it can drive the output shaft 530 to rotate together, thereby putting the clutch brake 500 in the transmission state; when the outer clutch sleeve 541 and the inner clutch sleeve 543 are separated, the input shaft 520 and the output shaft 530 are disconnected, so that when the input shaft 520 rotates, it cannot drive the output shaft 530 to rotate together.

[0056] More specifically, in the structure of the clutch friction plate assembly 542, the clutch friction plate assembly 542 includes a first clutch friction plate 5421 and a second clutch friction plate 5422 arranged alternately along the axial direction of the housing 510. The first clutch friction plate 5421 is connected to the outer clutch gear sleeve 541, and the second clutch friction plate 5422 is connected to the inner clutch gear sleeve 543. When the push plate 560 moves towards the direction closer to the input port 501 (i.e. towards...) Figure 6When the clutch plate 560 moves towards the left, each first clutch friction plate 5421 and the adjacent second clutch friction plate 5422 come into contact with each other and generate pressure along the axial direction of the housing 510, thereby generating friction along the circumferential direction of the housing 510, so that the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 are connected to each other; when the push plate 560 moves towards the direction closer to the output port 502 (i.e., towards the right in the figure), each first clutch friction plate 5421 and the adjacent second clutch friction plate 5422 separate from each other, so that the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 are separated from each other accordingly.

[0057] Please continue reading. Figure 6 Similar to the clutch mechanism 540, the braking mechanism 550 includes a brake outer gear sleeve 551, a brake friction pad assembly 552, and a brake inner gear sleeve 553 arranged sequentially along the radial direction of the housing 510 from its central axis. The brake outer gear sleeve 551 is fixedly sleeved on the output shaft 530 and connected to the clutch outer gear sleeve 541. The brake inner gear sleeve 553 is connected to the housing 510. The brake friction pad assembly 552 is used to control the connection or separation of the brake outer gear sleeve 551 and the brake inner gear sleeve 553. When the brake outer gear sleeve 551 and the brake inner gear sleeve 553 are connected, the output shaft 530 is connected to the housing 510. Since the housing 510 is stationary, the output shaft 530 can also stop rotating, thereby putting the clutch brake 500 in a braking state. When the brake outer gear sleeve 551 and the brake inner gear sleeve 553 are separated, the output shaft 530 is disconnected from the housing 510, allowing the output shaft 530 to rotate freely.

[0058] In the structure of the brake friction pad assembly 552, the brake friction pad assembly 552 includes a first brake friction pad 5521 and a second brake friction pad 5522 that are staggered along the axial direction of the housing 510. The first brake friction pad 5521 is connected to the outer brake sleeve 551, and the second brake friction pad 5522 is connected to the inner brake sleeve 553. When the push plate 560 moves toward the output port 502, the first brake friction pad 5521 and the second brake friction pad 5522 come into contact with each other and generate pressure along the axial direction of the housing 510, thereby generating frictional force along the circumferential direction of the housing 510, so that the outer brake sleeve 551 and the inner brake sleeve 553 are connected to each other. When the push plate 560 moves toward the input port 501, the first brake friction pad 5521 and the second brake friction pad 5522 separate from each other, so that the outer brake sleeve 551 and the inner brake sleeve 553 are correspondingly separated from each other.

[0059] It is understood that the brake outer gear sleeve 551 and the clutch outer gear sleeve 541 can be a structure that is integrated and connected to each other, or they can be two separate parts connected by fasteners. No limitation is made here.

[0060] Furthermore, in order to achieve force balance in the radial direction of the housing 510 when the clutch brake 500 is in the transmission or braking state, in a preferred embodiment, the clutch friction plate group 542 and the brake friction plate group 552 are each provided in at least two sets. All clutch friction plate groups 542 and all brake friction plates are arranged in pairs in the radial direction of the housing 510, and the push plate 560 is also sleeved on the output shaft 530. In this way, the force generated by the mutual contact of the first clutch friction plate 5421 and the second clutch friction plate 5422 or the mutual contact of the first brake friction plate 5521 and the second brake friction plate 5522 on both sides of the radial direction of the clutch brake 500 can achieve the purpose of force balance.

[0061] Furthermore, in a preferred embodiment, the push plate 560 is connected to the clutch mechanism 540 via the first reset actuator 570, specifically connected to the clutch outer gear sleeve 541; or the push plate 560 is connected to the braking mechanism 550 via the second reset actuator, specifically connected to the brake outer gear sleeve 551. The first reset actuator 570 and the second reset actuator can be elastic elements capable of elastic deformation, such as springs or tension springs, so that when the push plate 560 moves toward the input port 501 to put the clutch brake 500 in the transmission state, the first reset actuator 570 can generate an elastic force to reset the push plate 560 to put the clutch brake 500 in the braking state. At this time, the clutch brake 500 is normally closed in the natural state and normally open in the clutch state; or when the push plate 560 moves toward the output port 502 to put the clutch brake 500 in the braking state, an elastic force is generated to reset the push plate 560 to put the clutch brake 500 in the transmission state. At this time, the clutch brake 500 is normally closed in the natural state and normally open in the clutch state.

[0062] It should be noted that the actuator can drive the push plate 560 to move in a hydraulic, pneumatic, electromagnetic, or mechanical linkage manner, and there are no particular limitations here.

[0063] In addition, as an improvement to the above embodiments, please continue to refer to... Figure 5The housing 510 has a lubricating oil passage 511 that penetrates the housing 510. The lubricating oil passage 511 connects to the clutch mechanism 540 and / or the braking mechanism 550. The lubricating oil passage 511 is used to circulate lubricating oil between the friction plates of the clutch friction plate assembly 542 and / or the braking friction plate assembly 552. The purpose is to remove the heat generated during the clutch and braking process, so as to ensure that the friction plates can reach the set time for clutch engagement or disengagement under the preset power and speed. Furthermore, the housing 510 may also have a control oil passage 512 that penetrates the housing 510. The control oil passage 512 connects to the clutch mechanism 540 and / or the braking mechanism 550. When the power actuator is driven by hydraulic drive, the push rod stroke and the pressure between the friction plates can be controlled by controlling the oil pressure. Of course, only the lubricating oil passage 511 or only the control oil passage 512 can be provided as needed. There is no limitation here.

[0064] As can be seen, the clutch brake 500 provided in the above embodiment has only one actuator, that is, it can control the clutch brake 500 to be in the transmission state or the braking state by relying solely on the left and right movement of a push plate 560 along the axial direction of the housing 510. Compared with the prior art structure that uses two actuators to control the clutch mechanism 540 and the braking mechanism 550 respectively, this improves the control logic and avoids the problem that the clutch brake 500 cannot be in the transmission state or the braking state normally due to the conflict between the opening and closing relationship of the clutch mechanism 540 and the braking mechanism 550 (such as the clutch mechanism 540 being engaged when the braking mechanism 550 is not open). Furthermore, because the control logic of a single actuator is simpler and easier to implement, damage to the clutch brake 500 or other components can be avoided.

[0065] Please continue reading. Figure 4 , Figure 4 The illustration shows an embodiment of the clutch brake 500 described above applied to a fracturing device 10 in which the drive source 100 is a twin-shaft turbine engine 110. In this embodiment, the input shaft 520 of the clutch brake 500 is connected to the power output end of the first reduction gearbox 400, and the output shaft 530 of the clutch brake 500 is connected to the power input end of the second reduction gearbox 600. Thus, as can be seen from the figure, when the twin-shaft turbine engine 110 is in idle mode, the operator can control the clutch brake 500 to be in a braking state. At this time, the power output of the drive source 100 is cut off from the fracturing device 200, and the fracturing device 200 is braked, with its rotational speed at 0. Meanwhile, the power turbine 103 of the twin-shaft turbine engine 110 can still rotate freely. Therefore, braking the power turbine 103 is replaced, solving the problem mentioned above where the power turbine 103 needs to withstand the high temperature and pressure of the combustion gas, which affects the service life of the power turbine 103.

[0066] In an improved embodiment, the rotational speed of the output shaft 530 of the first gearbox 400 can be controlled by providing a power take-off port on the first gearbox 400 and adding a load (such as a gear) to the power take-off port, which can prevent the rotational speed of the power turbine 103 from continuously increasing and causing overspeeding.

[0067] Furthermore, the clutch brake 500 provided in the above embodiments can also achieve soft start of the fracturing device 200, thereby solving the problem mentioned above of easily causing load impact on the fracturing device 200 and affecting the service life of the fracturing equipment 10. Specifically, in the process of switching the clutch brake 500 from the braking state to the transmission state, the control pressure can be quickly increased to a specific pressure by the drive actuator, so that the pressure applied by the pusher 560 to the clutch friction plate group 542 can also be quickly increased to a specific pressure. At this time, the first brake friction plate 5521 and the second brake friction plate 5522 in the brake friction plate group 552 are completely disengaged, and the first clutch friction plate 5421 and the second clutch friction plate 5422 in the clutch friction plate group 542 are in contact. Then, the pusher 560 is controlled to slowly apply pressure to the clutch friction plate group 542. The pressure causes the friction between the first clutch friction plate 5421 and the second clutch friction plate 5422 to increase slowly, and the total output torque of the clutch brake 500 is greater than the load (i.e., the fracturing device 200). At this time, the output shaft 530 of the clutch brake 500 begins to rotate at an accelerated speed. Finally, the pressure applied by the pusher plate 560 remains stable, and the first clutch friction plate 5421 and the second clutch friction plate 5422 no longer move relative to each other. The speed of the output shaft 530 of the clutch brake 500 is the same as the speed of the input shaft 520. At this time, the pressure is set as the maximum control pressure or the rated control pressure.

[0068] It should be noted that if the transmission torque exceeds the limit torque, the turbine engine, which is the drive source 100, can be protected by the relative slippage between the first clutch friction plate 5421 and the second clutch friction plate 5422. At the same time, the continuous slippage time between the first clutch friction plate 5421 and the second clutch friction plate 5422 can be determined by monitoring the difference between the input and output speeds. If the slippage time exceeds the set value, the clutch brake 500 is immediately controlled to be in a braking state, which can prevent the first clutch friction plate 5421 and the second clutch friction plate 5422 from slipping for a long time.

[0069] Thus, by using the clutch brake 500 to slowly switch to transmission mode, the fracturing device 200 is soft-started, which helps to reduce the load impact on the turbine engine and transmission components caused by high speed and improve the service life of the fracturing equipment 10.

[0070] See Figure 7 and Figure 8 , Figure 7 and Figure 8This paper illustrates two embodiments of the clutch brake 500 provided in this application applied to a fracturing device 10 where the drive source 100 is a single-shaft turbine engine 120. In these two embodiments, unlike a dual-shaft turbine engine 110 where the drive source 100 is a dual-shaft turbine engine, the first reduction gearbox 400 has a first power output end 401 and a second power output end 402, and the second reduction gearbox 600 has a first power input end 601 and a second power input end 602. An auxiliary speed regulating mechanism 700 is provided between the first power output end 401 and the second power input end 602. The auxiliary speed regulating mechanism 700 can adjust the output speed of the fracturing device 200 and can connect or disconnect the first power output end 401 and the first power input end 601. The clutch brake 500 is connected between the second power output end 402 and the second power input end 602. Figure 7 In the embodiment shown, the auxiliary speed regulating mechanism 700 includes a generator 710 and an auxiliary motor 720. One end of the generator 710 is connected to the first power output terminal 401, and the other end is connected to the auxiliary motor 720. The end of the auxiliary motor 720 away from the generator 710 is detachably connected to the first power input terminal 601. The generator 710 generates electricity to power the auxiliary motor 720 by being driven by the drive source 100. Figure 8 In the embodiment shown, the auxiliary speed regulating mechanism 700 is a gearbox 730, which has its own speed regulating function and clutch braking function, making the two embodiments actually the same structure.

[0071] This provides two power transmission lines in the fracturing equipment 10. When the drive source 100 is a single-shaft turbine engine 120, the speed of the fracturing device 200 can be adjusted by controlling the on / off state of one of the two power transmission lines. Alternatively, the speed of the fracturing device 200 can be infinitely adjusted by adjusting the speed of the auxiliary speed regulating mechanism 700. Furthermore, both power transmission lines can be disconnected to start the single-shaft turbine engine 120 without load. After the start-up is stable, the clutch can be engaged to connect the single-shaft turbine engine 120 to the fracturing device 200, thus solving the problem of the single-shaft turbine engine 120 being unable to start under load.

[0072] Furthermore, after the drive source 100 is started, there are two scenarios for starting the fracturing device 200. One is the process of switching from not needing output from the fracturing device 200 to only having output from the drive source 100 (hereinafter referred to as Process A). The other is the process of switching from only having the auxiliary speed regulating mechanism 700 driving the fracturing device 200 to having output from the drive source 100 (hereinafter referred to as Process B). In Process A, the control process for driving the output of the fracturing device 200 is exactly the same as the control logic of the clutch brake 500 applied to the dual-shaft turbine engine 110 as described above. Soft starting can be achieved by slowly applying pressure to the clutch friction plate assembly 542 by the pusher plate 560 of the clutch brake 500, thereby solving the problem of easily causing load impact on the fracturing device 200. This will not be elaborated further here.

[0073] In process B, the control process for controlling the output of the fracturing device 200 is similar to that in process A. The only difference is that in the initial switching phase, in process A, after the first brake friction plate 5521 and the second brake friction plate 5522 in the braking mechanism 550 of the clutch brake 500 disengage, the output end of the clutch brake 500 has almost no rotational speed, and the speed difference between the input and output is basically equal to the input speed. However, in process B, when the auxiliary speed regulating mechanism 700 drives the fracturing device 200, the sun gear in the second reduction gearbox 600 has a relative speed to the output shaft 530 of the clutch brake 500. The reverse rotation trend, that is, when the first brake friction pad 5521 and the second brake friction pad 5522 of the clutch brake 500 disengage or are about to disengage, the output end may first accelerate in the opposite direction to the input, then decelerate to 0, and then start to accelerate in the same direction as the input shaft 520 until it reaches the same speed as the input shaft 520. Therefore, during the process of switching from the braking state to the transmission state, the speed difference between the input and output is higher than the speed difference between the input and output during the A switching process. At this time, in order to avoid reducing the service life of the fracturing equipment 10, it is necessary to reduce the drive rotation of the auxiliary speed regulating mechanism 700 in advance.

[0074] In summary, when the clutch brake 500 provided in this application is applied to a scenario where the drive source 100 is a twin-shaft turbine engine 110, it can solve the problem that the power turbine 103 needs to withstand the high temperature and pressure of the combustion gas, which affects the service life of the power turbine 103. When the clutch brake 500 is applied to a scenario where the drive source 100 is a single-shaft turbine engine 120, it can solve the problem that the single-shaft turbine engine 120 cannot start under load. Furthermore, regardless of whether the clutch brake 500 provided in this application is applied to a scenario where the drive source 100 is a twin-shaft turbine engine 110 or a single-shaft turbine engine 120, it can reduce the load impact on the turbine engine and transmission components due to high speed, thus solving the problem of shortened service life of the fracturing equipment 10. Furthermore, since the clutch brake 500 relies on only one actuator to drive the push plate 560 to switch between transmission and braking states, the conflict between the opening and closing relationships of the clutch mechanism 540 and the braking mechanism 550 can be avoided, thereby preventing damage to the clutch brake 500 or other components. Moreover, the control logic is simpler and easier to implement.

[0075] It should also be noted that in the structure of fracturing equipment, only one of the first gearbox and the second gearbox may be set, or neither of them may be set. The specific configuration can be determined according to whether there is a need for deceleration, and no limitation is made here.

[0076] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0077] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A clutch brake, characterized in that, include: The housing has an inlet and an outlet that are arranged opposite to each other along its own axial direction; An input shaft passes through the input port; The output shaft passes through the output port; Both the clutch mechanism and the braking mechanism are sleeved on the output shaft and are respectively located on both sides of the housing along the axial direction of the housing. A push plate is located between the clutch mechanism and the braking mechanism; An actuator is connected to the push plate. The actuator can drive the push plate to move towards the input port to control the input shaft to connect to the output shaft through the clutch mechanism, thereby putting the clutch brake in a transmission state. The actuator can also drive the push plate to move towards the output port to control the output shaft to connect to the housing through the brake mechanism, thereby putting the clutch brake in a braking state.

2. The clutch brake according to claim 1, characterized in that, The push plate is connected to the clutch mechanism via a first reset actuator, which is configured to generate an elastic force that resets the push plate to put the clutch brake into the braking state when the push plate moves toward the input port to put the clutch brake into the driving state. Alternatively, the push plate is connected to the braking mechanism via a second reset actuator, which is configured to generate an elastic force that resets the push plate to put the clutch brake into the driving state when the push plate moves toward the output port to put the clutch brake into the braking state.

3. The clutch brake according to claim 1, characterized in that, The clutch mechanism includes an outer clutch gear sleeve, a clutch friction plate assembly, and an inner clutch gear sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer clutch gear sleeve is fixedly sleeved on the output shaft, and the inner clutch gear sleeve is connected to the input shaft. The clutch friction plate assembly is used to control the connection or separation of the outer clutch gear sleeve and the inner clutch gear sleeve.

4. The clutch brake according to claim 3, characterized in that, The clutch friction plate assembly includes a first clutch friction plate and a second clutch friction plate that are staggered along the axial direction of the housing. The first clutch friction plate is connected to the outer clutch sleeve, and the second clutch friction plate is connected to the inner clutch sleeve. When the push plate moves toward the input port, the first clutch friction plate and the second clutch friction plate are in contact with each other; when the push plate moves toward the output port, the first clutch friction plate and the second clutch friction plate are separated from each other.

5. The clutch brake according to claim 3, characterized in that, The braking mechanism includes an outer brake sleeve, a brake friction pad assembly, and an inner brake sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer brake sleeve is fixedly sleeved on the output shaft and connected to the clutch outer sleeve. The inner brake sleeve is connected to the housing. The brake friction pad assembly is used to control the connection or separation of the outer brake sleeve and the inner brake sleeve.

6. The clutch brake according to claim 5, characterized in that, The brake friction pad assembly includes a first brake friction pad and a second brake friction pad that are staggered along the axial direction of the housing. The first brake friction pad is connected to the outer brake sleeve, and the second brake friction pad is connected to the inner brake sleeve. When the push plate moves toward the output port, the first brake friction pad and the second brake friction pad are in contact with each other. When the push plate moves toward the input port, the first brake friction pad and the second brake friction pad are separated from each other.

7. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that runs through the housing, and the lubricating oil passage connects to the clutch mechanism and / or the braking mechanism; And / or, the housing has a control oil passage that extends through the housing, and the control oil passage connects to the clutch mechanism and / or the braking mechanism.

8. A fracturing device, characterized in that, include: Driver source; The fracturing device is positioned at an interval from the drive source; The clutch brake as described in any one of claims 1-7, wherein the input shaft of the clutch brake is connected to the drive source, and the output shaft of the clutch brake is connected to the fracturing device; The drive source is either a dual-shaft turbine engine or a single-shaft turbine engine.

9. The fracturing equipment according to claim 8, characterized in that, The fracturing equipment further includes a first reduction gearbox and a second reduction gearbox. The first reduction gearbox is connected between the drive source and the input shaft of the clutch brake; the second reduction gearbox is connected between the output shaft of the clutch brake and the fracturing device. When the drive source is a single-shaft turbine engine, the first reduction gearbox has a first power output end and a second power output end, the second reduction gearbox has a first power input end and a second power input end, an auxiliary speed regulating mechanism is provided between the first power output end and the first power input end, the auxiliary speed regulating mechanism can adjust the output speed of the fracturing device, and can connect or disconnect the first power output end and the first power input end, and the clutch brake is connected between the second power output end and the second power input end.

10. The fracturing equipment according to claim 9, characterized in that, The auxiliary speed regulating mechanism is a gearbox, or the auxiliary speed regulating mechanism includes a generator and an auxiliary motor, one end of the generator is connected to the first power output terminal, the other end is connected to the auxiliary motor, and the end of the auxiliary motor away from the generator is detachably connected to the first power input terminal.

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