Thousand-type double-engine parallel operation high-precision automatic slurry mixing and cementing truck

Abstract

The utility model relates to the technical field of special vehicles for oil exploration, and particularly discloses a thousand-type double-engine parallel operation high-precision automatic slurry mixing and cementing vehicle which comprises a chassis vehicle, a plunger pump, a transfer case, a wheel assembly, a first power source and a second power source, wherein the first power source and the second power source act on the transfer case; the transfer case is used for regulating and controlling the second power source and the plunger pump to be separated and regulating and controlling the first power source and the wheel assembly to be connected, so that the chassis vehicle moves through the wheel assembly, and the well cementation vehicle is switched into a running mode; the transfer case is used for disconnecting the wheel assembly and regulating and controlling the first power source and the second power source to be connected with the plunger pump, so that the first power source and the second power source jointly drive the plunger pump of the loading working system to operate, and the well cementation vehicle is switched into an engineering operation mode. According to the loading working system, switching between a running mode and an operation mode is achieved through the transfer case, wheels are driven through single power during running, and transferring is convenient; during operation, the plunger pump is jointly driven by double power, and strong power is provided.

Description

Technical Field

[0001] This utility model relates to the technical field of special vehicles for oil exploration, and in particular discloses a high-precision automatic cementing truck with dual parallel operation. Background Technology

[0002] In the field of specialized vehicles for oil exploration, cementing and fracturing operations place stringent demands on equipment performance. Traditional superstructure working systems often employ a single power source, resulting in insufficient power and low operational efficiency. They struggle to meet the high-pressure, high-flow-rate requirements of deep formations or complex geological conditions, and are prone to operational interruptions in the event of power system failure. Furthermore, existing superstructure working systems lack flexibility in switching between driving and operating modes, exhibit unreasonable power distribution leading to energy waste, and some models show poor adaptability to different operating conditions, failing to meet the needs of diverse operational scenarios. In addition, the loose internal structure of the superstructure working system results in insufficient power transmission stability, making it susceptible to vibration and component wear under complex operating conditions. The lubrication system's reliability is also poor, making it difficult to ensure lubrication of critical components under high load conditions, leading to frequent equipment failures and high maintenance costs. Traditional transmission devices typically require large power and transmission components, which are usually produced at low cost. Therefore, there is an urgent need to develop a new type of superstructure working system that is powerful, versatile, and highly reliable to improve operational efficiency and quality while reducing operating costs. Utility Model Content

[0003] In order to overcome the shortcomings and deficiencies of the existing technology, the purpose of this utility model is to provide a high-precision automatic cementing truck with dual parallel operation.

[0004] To achieve the above objectives, this utility model discloses a high-precision automatic cementing truck with dual-machine parallel operation, comprising a chassis, a plunger pump, a transfer case, a wheel assembly, a first power source, and a second power source acting on the transfer case. The transfer case is used to control the disengagement of the second power source and the plunger pump, and to control the engagement of the first power source and the wheel assembly, so that the chassis moves via the wheel assembly, thereby switching the cementing truck into driving mode. The transfer case is also used to disengage the wheel assembly and control the engagement of the first and second power sources with the plunger pump, so that the first and second power sources jointly drive the plunger pump of the upper working system, thereby switching the cementing truck into engineering operation mode.

[0005] Furthermore, the transfer case includes a transmission assembly, a clutch assembly, and a first shaft group and a second shaft group arranged in parallel; the two ends of the first shaft group are respectively connected to a first power source and a wheel assembly, and the two ends of the second shaft group are respectively connected to a second power source and a plunger pump; the first shaft group and the second shaft group are connected to each other via the transmission assembly, and the clutch assembly controls the power transmission between each shaft group and the transmission assembly.

[0006] Furthermore, the first power source includes a chassis power system, which consists of a chassis engine, an integrated electric generator and a first gearbox. The chassis engine and the integrated electric generator are connected in series and then connected to the first gearbox. The output end of the first gearbox is connected to the transfer case.

[0007] Furthermore, the first power source also includes a one-way clutch, and the chassis engine is connected to the integrated electric generator via the one-way clutch.

[0008] Furthermore, the second power source includes a vehicle platform power system, which consists of a vehicle platform motor and a second gearbox. The output end of the vehicle platform motor is connected to the transfer case through the second gearbox.

[0009] Furthermore, the clutch assembly has a clutch mounted on the shaft assembly, which controls the engagement or disengagement of the input and output ends of the transfer case, thereby enabling the switching between the driving mode of the wheel assembly movement and the engineering operation mode of the plunger pump.

[0010] Furthermore, the transmission assembly includes a first gear disk and a second gear disk that mesh with each other. There are two first gear disks, and the two first gear disks mesh with the second gear disk respectively. The two first gear disks are coaxially arranged on two shaft groups respectively, and the second gear disk is located between the first gear disk of the first shaft group and the first gear disk of the second shaft group.

[0011] Furthermore, the power of the first power source and the power of the second power source are the same.

[0012] Furthermore, two universal joints are provided between the first shaft assembly and the plunger pump, and the two universal joints are connected by a drive shaft; each of the two universal joints is provided with two cross-arranged rotating shafts, and the two universal joints are rotatably connected to the first shaft assembly, the plunger pump and the drive shaft respectively through the rotating shafts.

[0013] Furthermore, the transfer case is equipped with an independent lubrication system, including an oil circulation module and a redundant oil supply unit, to maintain the lubrication requirements of the transfer case under high load conditions.

[0014] The beneficial effects of this utility model are:

[0015] (1) High efficiency and operation performance: The dual power sources work together to drive the plunger pump, greatly improving the efficiency and quality of operation; the vehicle platform power system precisely adjusts the output, combined with the high efficiency gear transmission of the transmission components, to ensure that the plunger pump operates stably under different working conditions and adapts to complex geological conditions.

[0016] (2) Flexible mode switching and multi-functionality: The transfer case realizes quick switching between driving and working modes through the clutch assembly. When the vehicle is driving, the wheel assembly can be driven by a single power source. When working, the piston pump can be driven by two power sources in parallel, and the power distribution is reasonable and efficient. The chassis power system adopts the series connection of engine and motor, providing multiple power modes, reducing energy consumption and emissions, and adapting to different working scenarios, thus improving the equipment's versatility.

[0017] (3) Reliable structure and long-term operation: The compact layout of the transfer case and the independent lubrication system ensure the stability of the equipment. The cross rotating shaft and the drive shaft enhance the stability of power transmission and adapt to displacement and vibration under complex working conditions. The redundant oil supply unit ensures reliable lubrication under high load conditions, reduces component wear, extends the service life of the equipment, and reduces maintenance costs and downtime. Attached Figure Description

[0018] Figure 1 This is an exploded view of the overall design of a thousand-type dual-machine parallel high-precision automatic cementing truck of this utility model;

[0019] Figure 2 This is a second overall exploded view of the present invention;

[0020] Figure 3 This is a partially exploded view of the present invention;

[0021] Figure 4 This is a schematic diagram of the transfer case of this utility model.

[0022] The reference numerals in the attached drawings include: 1. Wheel assembly; 2. Piston pump; 3. Transfer case; 31. Transmission assembly; 311. First gear disc; 312. Second gear disc; 32. Clutch assembly; 321. Clutch; 33. First shaft assembly; 34. Second shaft assembly; 4. First power source; 41. Chassis engine; 42. Electric generator; 43. First gearbox; 5. Second power source; 51. Vehicle motor; 52. Second gearbox; 6. Universal joint; 7. Drive shaft. Detailed Implementation

[0023] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the following detailed description of the specific implementation methods, structure, features and effects of this utility model is provided in conjunction with the accompanying drawings and preferred embodiments.

[0024] Please see Figures 1 to 4As shown, this utility model discloses a high-precision automatic cementing truck with dual-machine parallel operation, comprising a chassis, a plunger pump 2, a transfer case 3, a wheel assembly 1, a first power source 4, and a second power source 5 acting on the transfer case 3. The transfer case 3 is used to control the disengagement of the second power source 5 and the plunger pump 2, and to control the engagement of the first power source 4 and the wheel assembly 1, so that the chassis moves via the wheel assembly 1, thereby switching the cementing truck to driving mode. The transfer case 3 is also used to disengage the wheel assembly 1 and control the engagement of the first power source 4 and the second power source 5 with the plunger pump 2, so that the first power source 4 and the second power source 5 jointly drive the plunger pump 2 of the upper working system, thereby switching the cementing truck to engineering operation mode.

[0025] In actual use, the transfer case 3 can disengage the second power source 5 and the plunger pump 2, and engage the first power source 4 and the wheel assembly 1, allowing the chassis to move freely via the wheel assembly 1. This means that when a work site needs to be moved, the vehicle can easily travel to the designated location, exhibiting good mobility and facilitating rapid transitions between different work sites, improving work efficiency and reducing the difficulty and cost of equipment transportation. When fracturing operations are required at the work site, the transfer case 3 can disengage the wheel assembly 1 and engage the first power source 4 and the second power source 5 with the plunger pump 2, allowing the first power source 4 and the second power source 5 to jointly drive the plunger pump 2 of the superstructure working system. The dual power sources jointly driving the plunger pump 2 provide a more powerful power output, meeting the high-pressure and high-flow requirements of high-precision automatic slurry mixing cementing fracturing operations, thereby improving the efficiency and quality of fracturing operations and ensuring the smooth progress of the operation.

[0026] The transfer case 3 enables the rational distribution and switching of power between vehicle driving and operating states. In driving mode, power is concentrated on driving wheel assembly 1 to ensure normal vehicle operation; in operating mode, power is concentrated on driving plunger pump 2, avoiding power waste, improving energy efficiency, reducing equipment wear, and extending equipment lifespan. The dual-machine parallel design makes the superstructure working system more adaptable to different working conditions and operational needs. The two power sources can work collaboratively or independently according to actual operating conditions, better handling complex geological conditions and operational requirements, and improving the equipment's versatility and reliability.

[0027] Specifically, the transfer case 3 includes a transmission assembly 31, a clutch assembly 32, and a first shaft group 33 and a second shaft group 34 arranged in parallel. The two ends of the first shaft group 33 are respectively connected to the first power source 4 and the wheel assembly 1, and the two ends of the second shaft group 34 are respectively connected to the second power source 5 and the plunger pump 2. The first shaft group 33 and the second shaft group 34 are connected by transmission assembly 31, and the clutch assembly 32 controls the power transmission between each shaft group and the transmission assembly 31.

[0028] In actual use, the transfer case 3 adopts a layout with parallel first shaft group 33 and second shaft group 34, along with corresponding transmission components 31 and clutch components 32, making the overall structure of the transfer case 3 relatively compact. This compact structural design facilitates the rational arrangement of various components within the limited space of the upper structure working system, optimizes the utilization of the vehicle's internal space, reduces unnecessary space occupation, and also facilitates equipment installation, maintenance, and repair. The clutch component 32 can precisely control the on / off connection of power transmission between each shaft group and the transmission component 31. When the vehicle is in motion, the clutch component 32 disconnects the connection between the second shaft group 34 and the transmission component 31, ensuring that power is transmitted only from the first shaft group 33 to the wheel assembly 1, guaranteeing smooth vehicle operation. During fracturing operations, it can accurately connect the first shaft group 33, the second shaft group 34, and the transmission component 31, allowing the power from both power sources to be smoothly transmitted to the plunger pump 2, achieving dual-power source drive. This precise power control ensures stable operation of the vehicle under different working conditions, improving the reliability and safety of the equipment.

[0029] The transmission assembly 31 connects the first shaft group 33 and the second shaft group 34. When the plunger pump 2 is driven by dual power sources, it can effectively integrate and transmit the power from the first power source 4 and the second power source 5, reducing energy loss during power transmission and improving power transmission efficiency. Higher transmission efficiency means that under the same power input, the plunger pump 2 can obtain more effective power, thereby improving the performance and effect of fracturing operations. This transfer case 3 structural design provides a certain degree of flexibility for subsequent equipment upgrades and improvements. If it is necessary to replace or upgrade the power source, actuators (such as the plunger pump 2), etc., since the connection and layout between the components of the transfer case 3 are relatively clear, the components can be easily replaced and adjusted without changing the overall structural framework to adapt to different operational needs and technological developments.

[0030] Specifically, the first power source 4 includes a chassis power system, which consists of a chassis engine 41, an integrated electric generator 42, and a first gearbox 43. The chassis engine 41 and the integrated electric generator 42 are connected in series and then connected to the first gearbox 43. The output end of the first gearbox 43 is connected to the transfer case 3.

[0031] In practical use, the chassis power system consists of a chassis engine 41 connected in series with an integrated electric generator 42, which is then connected to the first gearbox 43. This combination provides multiple power operation modes. During vehicle operation, when at low speeds or light loads, the integrated electric generator 42 can be used preferentially, utilizing the stable and efficient torque output of the motor at low speeds to reduce fuel consumption and achieve energy conservation and emission reduction. Under high speeds or heavy loads, the chassis engine 41 can engage in conjunction with the integrated electric generator 42, providing stronger power output to meet the needs of vehicle operation and maintenance. This flexible power mode switching improves energy efficiency and reduces operating costs. The series connection between the chassis engine 41 and the integrated electric generator 42 complements each other, enhancing the stability of power output. The electric motor can quickly respond to changes in power demand, providing immediate torque support during start-up and acceleration, compensating for the relatively slow torque response of the engine at low speeds. Meanwhile, the engine can continuously provide stable power output during long-term, high-load operation, ensuring the normal operation of the vehicle and equipment. The combination of these two factors allows the entire power system to maintain a relatively stable power output under different operating conditions, improving the vehicle's driving performance and operational reliability.

[0032] The integrated electric generator 42 is actually a device capable of converting mechanical energy into electrical energy. This machine can be used as a generator when needed, converting mechanical energy into electrical energy; and at other times, it can be used as a motor, converting electrical energy into mechanical energy. This conversion is achieved through internal electromagnetic fields and electronic circuits, a method commonly found in new energy vehicles.

[0033] Under certain operating conditions, the use of the integrated electric generator 42 reduces the working time and load of the chassis engine 41, thereby lowering exhaust emissions. This is significant for superstructure work systems used in environments with high environmental requirements (such as urban areas and ecological protection zones), helping to meet environmental regulations, reduce pollution, and improve the social acceptance and sustainability of the equipment. The series connection between the chassis engine 41 and the integrated electric generator 42 provides a foundation for intelligent and automated control. Through an advanced control system, the operating status of the engine and motor can be monitored and adjusted in real time, automatically optimizing power distribution based on factors such as vehicle speed, load, and operational needs to achieve optimal operation of the power system. This intelligent control not only improves the operating efficiency of the equipment but also reduces the workload of operators, enhancing the ease of operation and safety of the equipment.

[0034] The combination of chassis engine 41 and integrated electric generator 42 provides possibilities for the technological upgrading of the superstructure working system and its compatibility with future new energy technologies. With the continuous development of battery technology, motor technology, and new energy technology, the integrated electric generator 42 can be more easily integrated and upgraded with new battery systems or other new energy technologies, enabling the superstructure working system to adapt to changes in future energy structures and maintain the equipment's technological advancement and competitiveness.

[0035] Specifically, the first power source 4 also includes a one-way clutch 321, and the chassis engine 41 is connected to the electric generator 42 via the one-way clutch 321.

[0036] In practical use, the one-way clutch 321 effectively prevents power backflow. When the integrated electric generator 42 operates alone, the one-way clutch 321 prevents components such as the crankshaft of the chassis engine 41 from being passively rotated under the drive of the electric motor, avoiding unnecessary wear and damage to internal engine parts and extending the engine's service life. Simultaneously, this ensures that the electric motor's power can be efficiently transmitted to subsequent transmission components without energy loss due to the engine's reverse resistance. During different power mode switching processes, such as switching from driving the integrated electric generator 42 to driving both the chassis engine 41 and the integrated electric generator 42, or switching back from driving both to driving the integrated electric generator 42 alone, the one-way clutch 321 ensures smooth power transmission. It can automatically engage or disengage at appropriate times, making the switching between power sources smoother and avoiding potential shocks and jerks during power switching, thus improving the comfort and stability of the vehicle during driving and operation.

[0037] The relatively simple structure and working principle of the one-way clutch 321 achieves unidirectional power transmission without adding excessive complexity to the entire power system. Compared to other complex anti-backflow or power switching devices, the one-way clutch 321 is easier to install and maintain, reducing the overall cost and maintenance difficulty of the power system. Furthermore, its connection to the chassis engine 41 and the integrated electric generator 42 is direct, allowing it to integrate well into the existing power system layout without affecting the normal operation and installation space of other components. Because the one-way clutch 321 can accurately control the flow of power, it reduces potential malfunctions caused by reverse power transmission, thereby improving the reliability of the entire power system. In the actual operation of the superstructure working system, the reliability of the power system is crucial, directly affecting vehicle driving safety and smooth operation. The application of the one-way clutch 321 helps reduce the incidence of system failures, minimize downtime for maintenance, and improve equipment efficiency and uptime.

[0038] Under different operating conditions of the superstructure working system, the one-way clutch 321 can automatically adjust the power transmission path according to changes in power demand. For example, when the vehicle starts or travels at low speed, the integrated electric generator 42 can work independently, with the one-way clutch 321 in a disengaged state, ensuring efficient motor drive. However, in high-speed travel or fracturing operations requiring greater power output, the chassis engine 41 starts and works in conjunction with the integrated electric generator 42 through the one-way clutch 321 to provide sufficient power to the vehicle and the plunger pump 2. This adaptive characteristic allows the power system to better meet the requirements of various complex operating conditions.

[0039] Specifically, the second power source 5 includes a vehicle power system, which consists of a vehicle motor 51 and a second gearbox 52. The output end of the vehicle motor 51 is connected to the transfer case 3 through the second gearbox 52.

[0040] In practical use, the trolley motor 51, paired with the second gearbox 52, can precisely adjust the output power. The trolley motor 51 can flexibly adjust its speed and torque according to operational needs, while the second gearbox 52 further expands the speed range and torque output range of the trolley motor 51. During fracturing operations, different working conditions may require different pump pressures and displacements. Through precise power adjustment by the trolley power system, the plunger pump 2 can maintain optimal working conditions under various circumstances, improving the quality and efficiency of fracturing operations and ensuring the smooth progress of cementing and other operations. As the second power source 5, the trolley motor 51 features fast response and rapid start-up. During fracturing operations, it can quickly provide power to the plunger pump 2, reducing preparation time. Furthermore, the motor operates relatively smoothly with low vibration and noise, contributing to improved working environment comfort and reducing interference with surrounding equipment and the environment. In addition, the electric drive of the trolley motor 51 has higher energy efficiency than traditional fuel engines in certain scenarios, reducing energy consumption and operating costs.

[0041] The trolley power system, as a secondary power source independent of the chassis power system, provides additional power support for the superstructure working system. When the chassis power system malfunctions or requires maintenance, the trolley power system can operate independently, ensuring the continuation of fracturing operations and preventing work interruptions due to power system failures, thus improving equipment reliability and continuous operation capability. This dual-power-source design enhances the superstructure working system's ability to cope with emergencies and reduces production risks caused by power problems. The trolley power system, composed of the trolley motor 51 and the second gearbox 52, has a relatively simple structure, facilitating integration and modular design. During vehicle manufacturing and assembly, the trolley power system can be installed and debugged as an independent module, reducing the difficulty and time required for overall assembly. Furthermore, this modular design also facilitates later maintenance and upgrades; when it is necessary to replace or upgrade the trolley motor 51 or the second gearbox 52, the operation can be carried out relatively easily without significantly affecting other parts of the vehicle.

[0042] The characteristics of the vehicle's power system enable it to better adapt to different operating scenarios. For example, when operating in cities or near residential areas with high requirements for noise and emissions, the vehicle's motor 51 can be given priority as a power source to meet environmental protection and noise control requirements; while in complex working conditions such as in the field where power demand is high, the vehicle's power system can work in conjunction with the chassis power system to provide strong power support for the plunger pump 2, adapting to changes in different environments and operating needs.

[0043] Specifically, the clutch assembly 32 has a clutch 321 mounted on the shaft assembly. The clutch 321 controls the engagement or disengagement of the input and output ends of the transfer case 3, thereby enabling the switching between the driving mode of the wheel assembly 1 and the engineering operation mode of the plunger pump 2.

[0044] In practical use, the clutch assembly 32, through the clutch 321 mounted on the shaft assembly, can quickly engage or disengage the input and output ends of the transfer case 3, thereby rapidly switching between the driving mode (moving wheel assembly 1) and the engineering operation mode (operating piston pump 2). For example, when the superstructure arrives at the work site, the operator can quickly operate the clutch 321 to switch the transfer case 3 from driving mode to operating mode, allowing the first power source 4 and the second power source 5 to jointly drive the piston pump 2, saving preparation time and improving work efficiency. After the work is completed, it can quickly switch back to driving mode for easy vehicle relocation. This method of controlling the switching of operating modes via the clutch 321 is relatively simple to operate, reducing the difficulty and labor intensity for operators. Furthermore, because the clutch 321 can accurately control the on / off of power, it avoids mistransmission of power when switching operating modes, reducing the risk of equipment damage and improving the safety of equipment operation.

[0045] Proper clutch 321 control can reduce wear during the switching of equipment between different operating modes. When switching modes, clutch 321 allows the power source to smoothly engage or disengage from the actuator (wheel assembly 1 or plunger pump 2), avoiding wear on components caused by impact and vibration. The clutch assembly 32 enables switching between two operating modes, allowing the superstructure system to function as both a transport vehicle on the road and a fracturing operation device, improving the equipment's versatility. Simultaneously, operators can flexibly switch between the two modes according to actual work needs, adapting to different work scenarios and task requirements, enhancing the equipment's flexibility and applicability. The presence of clutch assembly 32 helps optimize power distribution. In driving mode, clutch 321 concentrates power distribution to wheel assembly 1, ensuring the vehicle's power requirements; in operating mode, clutch 321 rationally distributes power from the first power source 4 and the second power source 5 to plunger pump 2, ensuring that plunger pump 2 receives sufficient power for fracturing operations. This optimized power distribution improves energy utilization efficiency, avoids power waste, and reduces operating costs.

[0046] Specifically, the transmission assembly 31 includes a first gear disk 311 and a second gear disk 312 that mesh with each other. There are two first gear disks 311, and the two first gear disks 311 mesh with the second gear disks 312 respectively. The two first gear disks 311 are coaxially arranged on two shaft groups respectively. The second gear disk 312 is located between the first gear disk 311 of the first shaft group 33 and the first gear disk 311 of the second shaft group 34.

[0047] In actual use, the two first gear disks 311 in the transmission assembly 31 mesh with the second gear disk 312 respectively, forming a stable gear transmission structure. This multi-gear meshing method can evenly distribute the load during power transmission, reduce the pressure on individual gears, and reduce the possibility of gear wear, thereby ensuring the stable transmission of power from the first power source 4 and the second power source 5 to the plunger pump 2. During fracturing operations, stable power transmission is crucial for the normal operation of the plunger pump 2, ensuring the stability of pump pressure and displacement, and improving the quality of operation. The two first gear disks 311 are coaxially mounted on two shaft groups, and through meshing with the second gear disk 312, the power of the first power source 4 and the second power source 5 is integrated. When the plunger pump 2 needs to be driven by both power sources, the power of the two power sources is transmitted to the second gear disk 312 through the first gear disk 311 on their respective shaft groups, and then the second gear disk 312 transmits the power to the plunger pump 2. This design allows the two power sources to work together, giving full play to their respective advantages, providing a more powerful power output, and meeting the requirements of fracturing operations for high pressure and high flow.

[0048] The placement of the second gear disc 312 between the two first gear discs 311 results in a relatively compact structure for the transmission assembly 31. This compact design effectively utilizes the internal space of the transfer case 3, reducing overall volume and weight, while also facilitating the installation and maintenance of various components. Within the limited space of the superstructure working system, the compact layout of the transmission assembly 31 allows for the rational arrangement of other equipment and components, improving the overall space utilization of the vehicle. Gear transmission has high transmission efficiency, and this transmission assembly 31, composed of the first gear disc 311 and the second gear disc 312, effectively reduces energy loss during power transmission. Compared to other transmission methods, gear transmission has lower frictional losses, enabling more efficient transfer of energy from the power source to the plunger pump 2, improving the energy utilization efficiency of the entire superstructure working system's power system, and reducing operating costs.

[0049] The structural design of the transmission assembly 31 allows it to adapt to different working conditions and power requirements. When only one power source is needed (e.g., in certain special cases using only the chassis power system or the vehicle platform power system), the first gear disc 311 on the corresponding shaft group can still transmit power to the plunger pump 2 through meshing with the second gear disc 312, ensuring the normal operation of the equipment. This flexibility enables the superstructure working system to better cope with various complex working environments and task requirements. Because the various gear components of the transmission assembly 31 are relatively independent and clearly laid out, it is convenient to inspect, replace, and adjust individual gears when equipment malfunctions or requires maintenance. This ease of maintenance reduces equipment maintenance costs and downtime, improving equipment availability and working efficiency.

[0050] Specifically, the power of the first power source 4 and the power of the second power source 5 are the same.

[0051] In actual use, both power sources have the same power output. When they jointly drive the plunger pump 2, they can provide double the total power output. This powerful force can meet the stringent requirements of high pressure and large flow rate in high-precision automated slurry mixing cementing and fracturing operations. For example, when dealing with fracturing operations in deep formations or complex geological structures, the powerful force ensures that the plunger pump 2 can generate sufficient pressure to smoothly inject fracturing fluid into the formation, effectively break the rock, and improve fracturing effect and cementing quality. The high-power power source enables the superstructure working system to complete more work in a shorter time. Whether it is rapidly mixing various additives during the slurry mixing process or continuously and stably delivering fracturing fluid during fracturing operations, the powerful force ensures efficient equipment operation, improves operational efficiency, reduces overall operation time, and lowers construction costs.

[0052] The identical power output of both the primary power source 4 and the secondary power source 5 enhances the adaptability of the superstructure working system to various operating conditions. Under different geological conditions, temperature environments, and operational requirements, the power sources can provide sufficient power to maintain the normal operation of the plunger pump 2. For example, in cold regions, the higher power ensures that the equipment can start quickly and reach the required operating state even at low temperatures; in high-altitude areas, it overcomes the impact of thin air on power output, ensuring smooth operation. The dual power source design provides a certain degree of power redundancy. When one power source fails or requires maintenance, the other power source can still independently drive the plunger pump 2, although it may not reach full load capacity. This ensures that fracturing operations are not completely interrupted, buying time for equipment maintenance and troubleshooting, and improving equipment reliability and continuous operation capability.

[0053] Two power sources with equal power facilitate power distribution and coordinated control. In actual operation, the output of the two power sources can be precisely adjusted according to specific working conditions and needs, enabling them to work together better and further improve the efficiency and stability of the power system. For example, under certain working conditions, one power source can bear the main power output, while the other serves as an auxiliary source, to achieve optimal energy utilization. As the industry develops, the power and performance requirements for the superstructure working system are constantly increasing. This power configuration makes the equipment highly competitive in the market and can meet the needs of different customers and projects in the near future.

[0054] Specifically, two universal joints 6 are provided between the first shaft assembly 33 and the plunger pump 2, and the two universal joints 6 are connected by a drive shaft 7; each of the two universal joints 6 is provided with two cross-arranged rotating shafts, and the two universal joints 6 are rotatably connected to the first shaft assembly 33, the plunger pump 2 and the drive shaft 7 respectively through the rotating shafts.

[0055] In practical use, the first shaft assembly 33 is connected to the plunger pump 2 via two universal joints 6 and a drive shaft 7. The rotating parts are equipped with intersecting rotating shafts for rotatable connection, providing a flexible power transmission method. It can adapt to a certain degree of displacement and angular change that may occur during vehicle travel or operation, ensuring that power is continuously and stably transmitted from the first shaft assembly 33 to the plunger pump 2 without affecting the power transmission effect due to changes in the relative positions of the components. For example, when the vehicle travels on uneven roads, this connection structure can buffer vibration and displacement, ensuring that power transmission is not disturbed. The two universal joints 6 are connected via the drive shaft 7 and rotatably connected to the first shaft assembly 33 and the plunger pump 2 respectively, forming a relatively stable connection structure. This structure can disperse the stress generated during power transmission, preventing a single component from bearing excessive load, thereby enhancing the structural stability of the entire connection. When the plunger pump 2 operates at high speed or is subjected to high pressure, this structure can effectively reduce vibration and deformation, improving the reliability and service life of the equipment.

[0056] This connection structure is relatively simple, with clear connections between components, facilitating installation and maintenance. During equipment assembly, the universal joint 6, drive shaft 7, first shaft assembly 33, and plunger pump 2 can be easily installed and tested. The arrangement of two universal joints 6 and drive shaft 7 optimizes the power transmission path from the first shaft assembly 33 to the plunger pump 2. This design allows for smoother power transmission, reduces energy loss, and improves power transmission efficiency. The cross-shaped rotating shafts allow for better adjustment of the direction and angle of power transmission, enabling the power to act more effectively on the plunger pump 2, improving its performance, and thus enhancing the fracturing operation.

[0057] In cementing and fracturing operations, vehicles may face various complex operating conditions, such as frequent starts, stops, accelerations, decelerations, and varying working pressures. This connection structure, due to its flexibility and stability, can better adapt to these complex operating conditions. Whether switching power sources or changing the operating state of the plunger pump 2, reliable power transmission is guaranteed, ensuring the stable and efficient operation of the superstructure system and improving the equipment's adaptability to complex conditions. The design of the intersecting rotating shafts and transmission shaft 7 on the rotating components effectively reduces mechanical interference between parts. During power transmission, each component can rotate relative to the others according to the design, avoiding damage and malfunctions caused by collisions or friction between components. This not only extends the equipment's service life but also improves the safety and stability of its operation.

[0058] Specifically, the transfer case 3 is equipped with an independent lubrication system, including an oil circulation module and a redundant oil supply unit, to maintain the lubrication requirements of the transfer case 3 under high load conditions.

[0059] In actual use, when the transfer case 3 is operating under the superstructure working system, especially under high load conditions, the friction between various components increases significantly. The oil circulation module of the independent lubrication system can continuously deliver lubricating oil to various key parts of the transfer case 3, such as gears, shafts, and clutch 321, forming an effective lubricating film and reducing wear between components. The redundant oil supply unit ensures that even if the main oil supply system fails or the oil supply is insufficient, it can still provide sufficient lubricating oil to the transfer case 3, thereby maintaining the normal operation of the transfer case 3 under high load conditions and avoiding equipment damage or operation interruption due to poor lubrication. Good lubrication can effectively reduce the wear of internal components of the transfer case 3. Through the continuous circulation and replacement of lubricating oil by the oil circulation module, heat generated by friction and metal debris generated by wear can be removed in time, maintaining the cleanliness and lubrication performance of the lubricating oil. The redundant oil supply unit further improves the reliability of the lubrication system and reduces the risk of component damage due to insufficient lubrication. This series of measures can significantly extend the service life of the transfer case 3 and reduce the maintenance and replacement costs of the equipment.

[0060] In this embodiment, the clutch assembly 32 is connected to the control system, and the control system switches modes according to preset instructions or sensor signals.

[0061] In actual use, the control system can automatically trigger the clutch assembly 32 to switch modes according to preset commands, eliminating the need for complex manual operations by the operator. For example, when the vehicle transitions from driving to operating mode, the operator only needs to issue the corresponding preset command (such as pressing the operating mode button on the control panel), and the control system can quickly control the clutch assembly 32 to switch the transfer case 3 to operating mode, allowing power to be transmitted to the plunger pump 2. This automated mode switching greatly improves the convenience of operation, reduces the possibility of human error, and increases work efficiency. By connecting sensors, the control system can acquire various operating parameters of the vehicle in real time, such as speed, engine speed, and load. When these parameters meet the preset mode switching conditions, the control system will automatically trigger the clutch assembly 32 to perform the corresponding mode switch.

[0062] Based on preset commands and sensor signals, the control system can precisely control the action of the clutch assembly 32, achieving a reasonable power distribution between driving and operating modes. In operating mode, it ensures that the first power source 4 and the second power source 5 can efficiently operate in parallel, providing a stable power output to the plunger pump 2. In driving mode, it rationally allocates the power of the chassis power system to improve the vehicle's fuel economy and driving performance. This optimized power distribution helps improve the efficiency of the entire operation process and reduce energy consumption. In operations such as cementing and fracturing, precise mode switching is crucial for ensuring operational accuracy. The control system adjusts the state of the clutch assembly 32 in real time based on sensor signals, ensuring that power is accurately transmitted to the operating equipment at the appropriate time, enabling equipment such as the plunger pump 2 to operate according to predetermined parameters.

[0063] The above description is merely a preferred embodiment of the present utility model and is not intended to limit the present utility model in any way. Although the present utility model has been disclosed above with reference to a preferred embodiment, it is not intended to limit the present utility model. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present utility model. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the scope of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A high-precision automatic cementing truck with dual parallel operation, characterized in that: The system includes a chassis, a plunger pump (2), a transfer case (3), a wheel assembly (1), a first power source (4) acting on the transfer case (3), and a second power source (5). The transfer case (3) is used to control the second power source (5) and the plunger pump (2) to disengage, and to control the first power source (4) and the wheel assembly (1) to engage, so that the chassis moves via the wheel assembly (1), thereby switching the cementing truck to driving mode. The transfer case (3) is used to disengage the wheel assembly (1) and to control the first power source (4) and the second power source (5) to engage with the plunger pump (2), so that the first power source (4) and the second power source (5) jointly drive the plunger pump (2) of the superstructure working system to operate, thereby switching the cementing truck to engineering operation mode.

2. The high-precision automatic cementing truck with dual-machine parallel operation as described in claim 1, characterized in that: The transfer case (3) includes a transmission assembly (31), a clutch assembly (32), and a first shaft group (33) and a second shaft group (34) arranged in parallel. The two ends of the first shaft group (33) are connected to the first power source (4) and the wheel assembly (1) respectively, and the two ends of the second shaft group (34) are connected to the second power source (5) and the plunger pump (2) respectively. The first shaft group (33) and the second shaft group (34) are connected by transmission assembly (31), and the clutch assembly (32) controls the power transmission between each shaft group and the transmission assembly (31).

3. The high-precision automatic cementing truck with dual-machine parallel operation as described in claim 1, characterized in that: The first power source (4) includes a chassis power system, which consists of a chassis engine (41), an electric generator (42) and a first gearbox (43). The chassis engine (41) and the electric generator (42) are connected in series and then connected to the first gearbox (43). The output end of the first gearbox (43) is connected to the transfer case (3).

4. The high-precision automatic cementing truck with dual-machine parallel operation as described in claim 2, characterized in that: The first power source (4) also includes a one-way clutch (321), and the chassis engine (41) is connected to the electric generator (42) via the one-way clutch (321).

5. The high-precision automatic cementing truck with dual-machine parallel operation as described in claim 1, characterized in that: The second power source (5) includes a vehicle power system, which consists of a vehicle motor (51) and a second gearbox (52). The output end of the vehicle motor (51) is connected to the transfer case (3) through the second gearbox (52).

6. The high-precision automatic cementing truck with dual engines operating in parallel as described in claim 2, characterized in that: The clutch assembly (32) has a clutch (321) mounted on the shaft assembly. The clutch (321) controls the engagement or disengagement of the input and output ends of the transfer case (3), thereby enabling the switching between the driving mode of the wheel assembly (1) and the engineering operation mode of the plunger pump (2).

7. The high-precision automatic cementing truck with dual engines operating in parallel as described in claim 2, characterized in that: The transmission assembly (31) includes a first gear disk (311) and a second gear disk (312) that mesh with each other. There are two first gear disks (311), and the two first gear disks (311) mesh with the second gear disks (312) respectively. The two first gear disks (311) are coaxially arranged on two shaft groups respectively. The second gear disk (312) is located between the first gear disk (311) of the first shaft group (33) and the first gear disk (311) of the second shaft group (34).

8. The high-precision automatic cementing truck with dual-machine parallel operation according to claim 1, characterized in that: The power of the first power source (4) and the power of the second power source (5) are the same.

9. A high-precision automatic cementing truck with dual engines operating in parallel, as described in claim 2, characterized in that: Two universal joints (6) are provided between the first shaft assembly (33) and the plunger pump (2), and the two universal joints (6) are connected by a drive shaft (7); each of the two universal joints (6) is provided with two intersecting rotating shafts, and the two universal joints (6) are rotatably connected to the first shaft assembly (33), the plunger pump (2) and the drive shaft (7) respectively through the rotating shafts.

10. The high-precision automatic cementing truck with dual-machine parallel operation according to claim 1, characterized in that: The transfer case (3) is equipped with an independent lubrication system, including an oil circulation module and a redundant oil supply unit, to maintain the lubrication requirements of the transfer case (3) under high load conditions.

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