Multifunctional fracturing pump injection truck

Abstract

The utility model relates to the technical field of petroleum and natural gas extraction equipment, and particularly discloses a multifunctional fracturing pump injection truck which comprises a chassis truck, a power system arranged on the chassis truck, a truck frame assembly, a transmission system matched with the power system, a centrifugal pump arranged on the truck frame assembly and a plunger pump. The power system distributes power to the chassis truck, the centrifugal pump or the plunger pump through the transmission system; the transmission system comprises a transfer case, an input end, an output end and a clutch assembly, the input end, the output end and the clutch assembly are arranged on the transfer case, the input end and the output end are connected with the transfer case through the clutch assembly, the input end is connected with the power system, and the output end is connected with the chassis truck, the centrifugal pump and the plunger pump. The clutch assembly is used for controlling on-off of power transmission among the input end, the output end and the transfer case. The power system comprises a main power assembly and an auxiliary power assembly. The main power assembly is used for driving a wheel assembly or a centrifugal pump of the chassis truck to operate. The main power assembly and the auxiliary power assembly jointly drive the plunger pump to operate.

Description

Technical Field

[0001] This utility model relates to the field of oil and gas extraction equipment technology, and in particular discloses a multi-functional fracturing pump injection vehicle. Background Technology

[0002] With the increasing complexity and scale of oilfield development and mining operations, oilfield vehicles face increasingly demanding power systems when performing high-intensity fracturing, transportation, and other tasks. Traditional high-power oilfield vehicles typically rely on a single chassis engine or platform engine for power. While this traditional design provides sufficient power, it also presents numerous challenges and problems. In traditional high-power oilfield vehicles, the chassis is usually equipped with a 550-horsepower engine, while the platform engine is equipped with a 1500-horsepower engine. The total power requirement is high, and relying solely on a fuel engine not only results in high energy consumption but also significant maintenance costs. Furthermore, traditional power systems suffer from power transmission efficiency issues. When high-efficiency and stable power output is required, the maximum potential of each component is often not fully utilized. Especially when simultaneously driving multi-functional equipment such as chassis, centrifugal pumps, and plunger pumps, traditional power systems often struggle to achieve flexible power distribution and efficient power transmission, leading to low equipment operating efficiency and significant energy waste. Therefore, existing technologies urgently need improvement to address these issues. 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 fracturing pump injection truck with the advantages of flexible power distribution, high energy utilization and low maintenance cost.

[0004] To achieve the above objectives, this utility model provides a multifunctional fracturing pump injection truck, comprising a chassis, a power system mounted on the chassis, a platform assembly, a transmission system cooperating with the power system, and a centrifugal pump and a plunger pump mounted on the platform assembly. The power system distributes power to the chassis, centrifugal pump, or plunger pump via the transmission system. The transmission system includes a transfer case and an input end, an output end, and a clutch assembly mounted on the transfer case. Both the input end and the output end are connected to the transfer case via the clutch assembly. The input end is connected to the power system, and the output end is connected to the chassis, centrifugal pump, and plunger pump. The clutch assembly controls the on / off power transmission between the input end, the output end, and the transfer case. The power system includes a main power assembly and an auxiliary power assembly. The main power assembly drives the wheels of the chassis or the centrifugal pump. The main power assembly and the auxiliary power assembly jointly drive the plunger pump.

[0005] Furthermore, the transfer case has a common shaft assembly, and the output ends of the common shaft assembly are respectively matched with a centrifugal pump and a plunger pump.

[0006] Furthermore, the transfer case includes a first input wheel, a second input wheel, a third input wheel, and an output wheel. The first input end is connected to the first input wheel via a clutch assembly, the second input end is connected to the second input wheel via a clutch assembly, the third input end is connected to the third input wheel via a clutch assembly, the first output end is connected to the first input wheel via a clutch assembly, and the second and third output ends are connected to the output wheel via clutch assemblies. The first, second, and third input wheels are all engaged with the output wheel, and a common shaft assembly is connected to the output wheel.

[0007] Furthermore, the transfer case also includes a first drive wheel, a second drive wheel, and a third drive wheel. The first drive wheel meshes with the first input wheel and the output wheel. The first input wheel is connected to the output wheel via the first drive wheel. The first input wheel meshes with the first drive wheel. The first drive wheel meshes with the output wheel. The output wheel meshes with the second drive wheel and the third drive wheel respectively. The second drive wheel meshes with the second input wheel. The third drive wheel meshes with the third input wheel.

[0008] Furthermore, the diameter of the first transmission wheel is larger than the diameter of the first input wheel, the diameter of the second transmission wheel is larger than the diameter of the second input wheel, and the diameter of the third transmission wheel is larger than the diameter of the third input wheel.

[0009] Furthermore, the main power component includes an engine and a first motor, and the auxiliary power component includes a second motor.

[0010] Furthermore, the auxiliary power assembly is provided in two sets, and the two sets of auxiliary power assemblies are turned on or off synchronously.

[0011] Furthermore, the power system also includes a hydraulic transmission, with the main power component and auxiliary power component connected to the transmission system via the hydraulic transmission, which amplifies the output torque of the main power component and auxiliary power component.

[0012] Furthermore, the power unit also includes a generator connected to the output shaft of the engine, which is used to charge the power supply of the first motor and the second motor.

[0013] Furthermore, the clutch assembly is a manual clutch or an automatic clutch, and the clutch assembly is one or more combinations of a single-plate dry clutch, a multi-plate clutch, a jaw clutch, a hydraulic torque converter, and an electromagnetic clutch.

[0014] The beneficial effects of this utility model are as follows: This application provides a multi-functional fracturing pump injection vehicle and its power system and transmission system, including a chassis vehicle, a power system, a transmission system, a centrifugal pump and a plunger pump. By coordinating the control of the power transmission path through the transfer case and clutch assembly, the chassis vehicle, centrifugal pump and plunger pump can be driven independently or in combination. This solves the problem of low power distribution efficiency of traditional equipment and has the advantages of flexible power distribution, high energy utilization and low maintenance cost. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of a multi-functional fracturing pump injection vehicle according to the present invention;

[0016] Figure 2 This is an exploded view of a multi-functional fracturing pump injection vehicle according to the present invention;

[0017] Figure 3 This is a schematic diagram of the transmission system of this utility model.

[0018] The reference numerals in the figures include:

[0019] 1. Chassis vehicle; 2. Power system; 3. Transmission system; 4. Centrifugal pump; 5. Piston pump; 6. First input terminal; 7. Second input terminal; 8. Third input terminal; 9. First output terminal; 10. Second output terminal; 11. Third output terminal; 12. Clutch assembly; 13. First input wheel; 14. Second input wheel; 15. Third input wheel; 16. Output wheel; 17. First transmission wheel; 18. Second transmission wheel; 19. Third transmission wheel; 20. Main power assembly; 21. Auxiliary power assembly; 22. Engine; 23. First motor; 24. Second motor; 25. Hydraulic gearbox; 26. Transfer case. Detailed Implementation

[0020] 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.

[0021] Please see Figures 1 to 3As shown, this utility model discloses a multi-functional fracturing pump injection truck, including a chassis 1, a power system 2 mounted on the chassis 1, a platform assembly, a transmission system 3 cooperating with the power system, and a centrifugal pump 4 and a plunger pump 5 mounted on the platform assembly. The power system 2 distributes power to the chassis 1, centrifugal pump 4, or plunger pump 5 via the transmission system 3. The transmission system 3 includes a transfer case 26 and an input end, an output end, and a clutch assembly 12 mounted on the transfer case 26. The input end and the output end are both connected to the transfer case 26 via the clutch assembly 12. The input end is connected to the power system 2, and the output end is connected to the chassis 1, centrifugal pump 4, and plunger pump 5. The clutch assembly 12 is used to control the power transmission between the input end, the output end, and the transfer case 26. The power system 2 includes a main power assembly 20 and an auxiliary power assembly 21. The main power assembly 20 is used to drive the wheel assembly of the chassis 1 or the centrifugal pump 4. The main power assembly 20 and the auxiliary power assembly 21 jointly drive the plunger pump 5.

[0022] Specifically, the energy output from the power system 2 enters the transmission system 3 through the input end of the transfer case 26. The internal gear set of the transfer case 26 decomposes the input power into multiple independent channels, each corresponding to an output end. When the chassis 1 needs to move, the corresponding clutch assembly is closed, and power drives the chassis 1's traveling mechanism through the first output end 9. When fracturing operations are performed, the clutch assemblies corresponding to the second and third output ends 10 and 11 are closed, and power drives the centrifugal pump 4 and plunger pump 5 respectively. Independent control of each clutch assembly allows different actuators to start and stop independently, avoiding idling losses in the power system 2 during non-operational states. The mechanical transmission structure of the transfer case 26 ensures the stability of power distribution, and the multi-channel design allows for simultaneous power support to multiple actuators.

[0023] Compared to existing technologies, traditional solutions employ a fixed power transmission path, requiring engine 22 to continuously drive all actuators. This solution, through the combination of transfer case 26 and clutch assembly, transforms the overall transmission system 3 into a configurable modular structure. Power supply to the pump unit can be independently cut off during vehicle operation, and the chassis 1 drive path can be selectively shut off during fracturing operations. This reconfigurable transmission significantly reduces unnecessary energy consumption, and engine 22 can dynamically adjust its output power according to actual load. The multi-channel design of transfer case 26 also improves the redundancy of the power system 2, ensuring that a single actuator failure will not affect the normal operation of other components.

[0024] Through the above technical solutions, this application effectively reduces the energy consumption and maintenance costs of oilfield special vehicles. The power system 2 can flexibly allocate power output according to actual operational needs, preventing the engine 22 from operating in an inefficient range for extended periods. The independent control function of the clutch assembly reduces wear on mechanical parts and extends the service life of the transmission system 3. The modular design of the transfer case 26 simplifies the power transmission path and improves the ease of maintenance of the power system 2. The overall improvement in transmission efficiency allows the vehicle to reduce fuel consumption under the same operational intensity, while also enhancing its adaptability to complex working conditions.

[0025] This application further proposes that both the input and output ends are provided with three sets: the first output end 9 is connected to the chassis 1, the second output end 10 is connected to the centrifugal pump 4, and the third output end 11 is connected to the plunger pump 5.

[0026] The three sets of input terminals refer to the three independent inlet channels for the transfer case 26 to receive power. Specifically, this can be achieved by connecting three input shafts to different drive sources. For example, the first input terminal 6 connects to the engine 22, the second input terminal 7 connects to the first motor 23, and the third input terminal 8 connects to the second motor 24, thus enabling diverse power source selection. The three sets of output terminals refer to the three independent outlet channels for the transfer case 26 to output power. Specifically, this can be achieved by connecting three output shafts to the transmission mechanisms of the chassis 1, centrifugal pump 4, and plunger pump 5, respectively. For example, the first output terminal 9 is linked to the drive axle of the chassis 1 via a gear pair, the second output terminal 10 is connected to the shaft of the centrifugal pump 4 via a coupling, and the third output terminal 11 is connected to the crankshaft of the plunger pump 5 via a transmission belt, thus forming independent power transmission paths.

[0027] Specifically, each of the three input terminals selectively engages with the internal transmission gear system of the transfer case 26 via a clutch assembly, while the three output terminals correspond to three operating conditions: chassis 1 movement, centrifugal pump 4 operation, and plunger pump 5 operation. When chassis 1 needs to move, only the clutch assembly at the first output terminal 9 is closed, and power is transmitted directionally from the first input terminal 6 through the transfer case 26 to chassis 1. When centrifugal pump 4 needs to start, the clutch assembly at the second output terminal 10 is closed independently, and power is distributed from the second input terminal 7 or the third input terminal 8 through the transfer case 26 to centrifugal pump 4. Similarly, when plunger pump 5 is operating, the third output terminal 11 is activated independently. This structure allows for flexible switching of the operating modes of different devices through the combination of clutch assembly on / off switching, avoiding energy loss caused by power coupling under traditional single-path conditions.

[0028] Compared to existing technologies, traditional solutions use a single engine 22 to simultaneously drive the chassis 1 and the working equipment, with power distribution relying on mechanical linkage devices, resulting in forced linkage between the equipment. For example, the centrifugal pump 4 is forced to idle when the chassis 1 is moving, or the chassis 1 cannot move when the plunger pump 5 is operating. This solution establishes a parallel power link through three independent output terminals, allowing each piece of equipment to start and stop independently according to operational needs, eliminating unnecessary power loss.

[0029] Through the above technical solution, this application achieves decoupled control of chassis vehicle 1 movement and pump operation. When the vehicle is parked for fracturing, the power supply to chassis vehicle 1 can be cut off, concentrating all energy on centrifugal pump 4 and plunger pump 5. Under transportation conditions, the pump power link can be shut off to prioritize the driving efficiency of chassis vehicle 1. This dynamic allocation mechanism optimizes energy utilization and reduces mechanical wear of transmission system 3 caused by the parallel operation of multiple devices.

[0030] The transfer case 26 has a common shaft assembly, and the output ends of the common shaft assembly are respectively matched with centrifugal pump 4 and plunger pump 5.

[0031] This application further proposes a transfer case 26 including a first input wheel 13, a second input wheel 14, a third input wheel 15, and an output wheel 16. The first input end 6 is connected to the first input wheel 13 through a clutch assembly, the second input end 7 is connected to the second input wheel 14 through a clutch assembly, the third input end 8 is connected to the third input wheel 15 through a clutch assembly, the first output end 9 is connected to the first input wheel 13 through a clutch assembly, and the second output end 10 and the third output end 11 are connected to the output wheel 16 through a clutch assembly. The first input wheel 13, the second input wheel 14, and the third input wheel 15 are all engaged with the output wheel 16, and a common shaft assembly is connected to the output wheel 16.

[0032] Specifically, power is transmitted from the input end to the corresponding input wheel via a clutch assembly. The first input wheel 13 is directly connected to the clutch assembly at the first output end 9, forming an independent drive path for the chassis vehicle 1. The second input wheel 14 and the third input wheel 15 transmit power to the output wheel 16 through meshing. The output wheel 16 then drives the centrifugal pump 4 and the plunger pump 5 respectively via the clutch assembly. When it is necessary to switch the power distribution, the chassis vehicle 1, the centrifugal pump 4, or the plunger pump 5 can operate independently or in combination by opening or closing a specific clutch assembly. Since the three input wheels are meshed with the same output wheel 16, the rotational speeds of each transmission path are synchronized through gear transmission, avoiding mechanical interference caused by conflicts between multiple power sources.

[0033] Compared to existing technologies, the traditional transfer case 26 uses a single input wheel and a fixed output gear set, which cannot achieve independent control of the power path, forcing the chassis 1 and the working equipment to operate synchronously, resulting in energy waste. This solution, however, uses a meshing layout of three input wheels and output wheels 16, combined with the selective on / off of the clutch assembly, to completely decouple the drive of the chassis 1 from the drive of the pumping equipment. During operation, the centrifugal pump 4 or the plunger pump 5 can be activated independently depending on the working conditions, while keeping the chassis 1 stationary, reducing unnecessary power loss.

[0034] Through the above technical solution, this application solves the problem of low power distribution efficiency in traditional oilfield trucks, realizing independent power control and flexible switching of the chassis truck 1, centrifugal pump 4, and plunger pump 5. The multi-path meshing structure of the input and output wheels 16 ensures stable power transmission for each device during independent operation, while avoiding system overload caused by simultaneous driving of multiple devices. The coordinated design of the clutch assembly and gear set allows power switching without downtime, significantly improving the continuity and energy utilization of fracturing operations.

[0035] This application further proposes that the transfer case 26 also includes a first drive wheel 17, a second drive wheel 18, and a third drive wheel 19. The first drive wheel 17 meshes with the first input wheel 13 and the output wheel 16. The first input wheel 13 is connected to the output wheel 16 via the first drive wheel 17. The first input wheel 13 meshes with the first drive wheel 17. The first drive wheel 17 meshes with the output wheel 16. The output wheel 16 meshes with the second drive wheel 18 and the third drive wheel 19 respectively. The second drive wheel 18 meshes with the second input wheel 14. The third drive wheel 19 meshes with the third input wheel 15.

[0036] The first transmission wheel 17 refers to a gear structure that is installed in the transfer case 26 and meshes with the first input wheel 13 and the output wheel 16 simultaneously. Specifically, it can be implemented by using a cylindrical gear with an outer diameter larger than that of the first input wheel 13. This is used to establish an independent power transmission channel between the first input wheel 13 and the output wheel 16, so as to avoid power interference between different input wheels.

[0037] The second transmission wheel 18 refers to a gear structure that is installed in the transfer case 26 and meshes with the output wheel 16 and the second input wheel 14. Specifically, it can be implemented by using a cylindrical gear with an outer diameter larger than that of the second input wheel 14. It is used to transmit the power of the second input wheel 14 to the output wheel 16 through an independent transmission path, forming a parallel power integration channel.

[0038] The third transmission wheel 19 refers to a gear structure that is installed in the transfer case 26 and meshes with the output wheel 16 and the third input wheel 15. Specifically, it can be implemented by using a cylindrical gear with an outer diameter larger than that of the third input wheel 15. It is used to transmit the power of the third input wheel 15 to the output wheel 16 through an independent transmission path, so as to realize the coordinated output of power from multiple input sources.

[0039] Specifically, the meshing design of the first transmission wheel 17 with the first input wheel 13 and the output wheel 16 allows the power of the first input wheel 13 to be directly and independently transmitted to the output wheel 16 through this transmission wheel, eliminating the power loss caused by multiple input wheels sharing a single transmission wheel in traditional structures. The output wheel 16, through meshing with the second transmission wheel 18 and the third transmission wheel 19, integrates the power of the second input wheel 14 and the third input wheel 15 to the same output end. Each transmission wheel forms an independent meshing path with its corresponding input wheel, allowing power from different input sources to be transmitted to the output end individually or synchronously as needed, thereby achieving flexible switching and precise control of the power distribution process.

[0040] Compared to existing technologies, traditional transfer cases 26 use a single drive wheel connected in series with multiple input wheels, resulting in mutual interference in power transmission paths and an inability to adapt to multi-component collaborative operating conditions. This solution, however, adds three independent drive wheels and establishes corresponding meshing relationships, enabling each input wheel to have its own dedicated power transmission path. This achieves parallel integration and independent control of multiple input sources, significantly improving power transmission efficiency and system adaptability.

[0041] Through the above technical solution, this application can eliminate power interference between multiple input sources in the transfer case 26, optimize the independence and parallelism of power transmission paths, thereby improving power distribution accuracy and overall system operating efficiency, and meeting the power flexible adaptation needs of oilfield special vehicles in multi-component collaborative operation scenarios.

[0042] This application further proposes that the diameter of the first transmission wheel 17 is greater than the diameter of the first input wheel 13, the diameter of the second transmission wheel 18 is greater than the diameter of the second input wheel 14, and the diameter of the third transmission wheel 19 is greater than the diameter of the third input wheel 15.

[0043] The first transmission wheel 17 is a gear that meshes with the first input wheel 13 and the output wheel 16 to transmit power. Specifically, it can be implemented using a helical gear with a module of 8, and its diameter is designed to be larger than that of the first input wheel 13 to form a reduction transmission. The second transmission wheel 18 is a gear that meshes with the second input wheel 14 and the output wheel 16. Specifically, it can be implemented using a stepped gear structure, and its diameter is designed to be larger than that of the second input wheel 14 to adjust the transmission ratio. The third transmission wheel 19 is a gear that meshes with the third input wheel 15 and the output wheel 16. Specifically, it can be implemented using a double gear structure, and its diameter is designed to be larger than that of the third input wheel 15 to balance torque distribution. By increasing the diameter of the transmission wheels, the speed ratio between the input shaft and the output shaft can be changed, thereby achieving torque amplification during power transmission.

[0044] Specifically, when power is transmitted to the transfer case 26 via the input end, the diameter difference between the first input wheel 13 and the first transmission wheel 17 creates a reduction transmission, amplifying the torque received by the output wheel 16. The meshing of the second input wheel 14 and the second transmission wheel 18 adjusts the transmission ratio of the centrifugal pump 4's drive path through the diameter difference, while the meshing of the third input wheel 15 and the third transmission wheel 19 optimizes the load matching of the plunger pump 5's drive path. This design ensures that the torque output of each transmission path matches the power requirements of the corresponding actuators, avoiding power waste caused by transmission ratio imbalance. In the chassis vehicle 1's drive scenario, the reduction characteristics created by the diameter difference help improve traction stability under low-speed conditions.

[0045] Compared to existing technologies, traditional transfer cases 26 typically employ equal-diameter gears or fixed transmission ratios, resulting in an inability to accommodate dynamic load variations across different actuators during power distribution. For example, when centrifugal pump 4 requires high speed while piston pump 5 requires high torque, traditional structures can only adjust a single transmission path by mechanically switching the clutch assembly, failing to simultaneously optimize the efficiency of multiple transmission paths. This solution, however, utilizes differentiated gear diameter designs to automatically match the torque output characteristics of each transmission path with the needs of the corresponding actuators, achieving optimized power distribution without frequent clutch assembly switching.

[0046] Through the above technical solution, this application solves the problem of low power transmission efficiency caused by unreasonable gear ratios in the traditional power system 2, and effectively reduces energy loss caused by uneven load inside the transfer case 26. During fracturing operations, the centrifugal pump 4 obtains a transmission ratio matching its high-speed requirements, the plunger pump 5 obtains torque output matching its high-pressure requirements, and the chassis vehicle 1 drive system maintains stable traction transmission under complex road conditions. This design enables the transfer case 26 to automatically balance the load of each transmission path under different working conditions, significantly improving the overall efficiency of the power system 2.

[0047] This application further proposes that the main power assembly 20 includes an engine 22 and a first motor 23, and the auxiliary power assembly 21 includes a second motor 24.

[0048] Among them, the main power component 20 refers to the composite power unit that integrates the internal combustion engine and the electric motor. Specifically, it can be realized by arranging the diesel engine 22 and the permanent magnet synchronous motor on the same axis. The engine 22 serves as the basic power source to undertake continuous high power output, and the first motor 23 serves as a dynamic compensation unit to adjust the output power curve.

[0049] Among them, the auxiliary power component 21 refers to an independent electric drive module, which can be implemented by combining an asynchronous motor and a frequency converter. The second motor 24 provides on-demand power supply to a specific load through an independent control circuit.

[0050] The linkage control between the engine 22 and the first motor 23 refers to the power coupling technology, which can be achieved by using a planetary gear mechanism or a power splitting device to realize the dynamic conversion and power superposition of mechanical energy and electrical energy.

[0051] Specifically, during the low-speed, heavy-load phase of fracturing operations, engine 22 outputs basic torque and drives chassis 1 to move via transfer case 26. At this time, the first motor 23 is in generator mode, storing energy. When plunger pump 5 requires instantaneous high pressure, the first motor 23 switches to electric mode to output power together with engine 22, while the second motor 24 independently drives centrifugal pump 4 to maintain a constant flow rate. Under transport conditions, auxiliary power unit 21 can completely replace engine 22 in driving chassis 1, avoiding inefficient operation of engine 22. Through the coordinated control of the three power sources, transfer case 26 can automatically select pure electric drive, hybrid drive, or fuel drive mode according to load characteristics.

[0052] Compared to existing technologies, traditional solutions use a single high-power engine 22 to simultaneously drive the chassis 1 and the working equipment, resulting in energy consumption exceeding 40% during idling. This solution decouples the power system 2 into independently operable drive components. When the chassis 1 moves and pumping operations occur simultaneously, the second motor 24 can independently drive the centrifugal pump 4 without starting the engine 22, reducing fuel consumption by approximately 30%. Existing technologies rely on a rigid connection of a mechanical clutch assembly for power distribution, while this solution achieves flexible matching of the power components through an electronic control system, improving transmission efficiency by approximately 15%.

[0053] Through the above technical solution, this application effectively resolves the contradiction between high power output and low energy consumption in traditional power systems 2, achieving power complementarity between engine 22 and electric motor in fracturing operations. When the chassis 1 is parked, the auxiliary power unit 21 can completely take over the power supply to the pumping equipment, avoiding energy waste caused by engine 22 idling. In the event of sudden load fluctuations, the first motor 23 can quickly respond to changes in torque demand, eliminating the power lag phenomenon of traditional mechanical transmission system 3.

[0054] This application further proposes that the auxiliary power assembly 21 is provided in two sets, and the two sets of auxiliary power assemblies 21 are turned on or off synchronously.

[0055] This application further proposes that the power system 2 also includes a hydraulic transmission 25, and the main power component 20 and the auxiliary power component 21 are connected to the transmission system 3 via the hydraulic transmission 25. The hydraulic transmission 25 is used to amplify the output torque of the main power component 20 and the auxiliary power component 21.

[0056] Among them, the hydraulic gearbox 25 refers to a speed change device that transmits power through a fluid medium. Specifically, it can be implemented using a hydraulic transmission structure with a torque converter, which utilizes the conversion of fluid kinetic energy and pressure energy to achieve torque amplification.

[0057] Among them, the main power component 20 refers to a hybrid power unit that includes an engine 22 and a first electric motor 23. Specifically, it can be implemented by using a structure in which the fuel engine 22 and the electric motor are connected in parallel, providing basic power input for the hydraulic transmission 25.

[0058] The auxiliary power unit 21 refers to the auxiliary power unit that includes the second motor 24, which can be implemented by an independent electric motor group to provide supplementary power input to the hydraulic transmission 25.

[0059] Specifically, the hydraulic transmission 25 receives power from the fuel engine 22 of the main power assembly 20 and the electric motor of the auxiliary power assembly 21. Through the circulating flow of fluid within the torque converter, the input torque is nonlinearly amplified. During power transmission, a fluid shear effect is created between the pump impeller and turbine of the hydraulic transmission 25, resulting in an output torque higher than the input torque, thus overcoming the torque limitation of the traditional mechanical transmission system 3. The power from the main power assembly 20 and the auxiliary power assembly 21 is dynamically coupled within the hydraulic transmission 25. The output characteristics of the fuel engine 22 and the electric motor are complementary; for example, the engine 22 provides continuous high power, while the electric motor supplements instantaneous high torque. This reduces overall energy consumption while meeting the peak torque requirements of the centrifugal pump 4 and the plunger pump 5 in fracturing operations.

[0060] Compared to existing technologies, traditional oilfield vehicles rely on a single internal combustion engine 22 for direct drive. Their mechanical transmission system 3 is limited by the gear meshing ratio, which cannot effectively amplify torque, and there is a lack of coordinated control between multiple power sources. This solution integrates internal combustion power and electric drive through a hydraulic transmission 25, utilizing the nonlinear characteristics of fluid transmission to overcome torque limitations, while simultaneously achieving energy efficiency complementarity among power sources.

[0061] Through the above technical solutions, this application solves the problem of insufficient output torque of the traditional power system 2, and provides higher driving force for the centrifugal pump 4 and plunger pump 5 in fracturing operations; by dynamically matching multiple power sources through the hydraulic transmission 25, the high-load operation time of the fuel engine 22 is reduced, thereby reducing energy consumption; the fluid transmission characteristics reduce the impact loss in mechanical transmission and improve power transmission efficiency.

[0062] This application further proposes that the power unit 20 also includes a generator connected to the output shaft of the engine 22, the generator being used to charge the power supply of the first motor 23 and the second motor 24.

[0063] Among them, the generator refers to the device that converts the mechanical energy output by the engine 22 into electrical energy. Specifically, it can be implemented by a permanent magnet synchronous generator or an AC excitation generator. Its rotor is coaxially connected to the output shaft of the engine 22 through a coupling to achieve lossless transmission of mechanical energy.

[0064] Among them, power charging refers to replenishing the energy storage units of the first motor 23 and the second motor 24 with the electrical energy generated by the generator. Specifically, lithium battery packs or supercapacitors can be used as energy storage units, and the AC power output by the generator is converted into DC power by a rectifier and then stored.

[0065] Specifically, while the engine 22 drives the chassis 1, its output shaft directly drives the generator, converting mechanical energy into electrical energy and inputting it into the power system. When the vehicle is under low load, the excess power generated by the engine 22 is converted into electrical energy by the generator and stored in the power supply. When the vehicle needs to perform high-power fracturing operations, the first motor 23 and the second motor 24 can use the stored electrical energy to assist in driving the centrifugal pump 4 or the plunger pump 5. Through the linkage between the engine 22 and the generator, mechanical energy is always in an effective conversion state, avoiding the energy waste caused by the engine 22 idling or operating inefficiently in traditional systems.

[0066] Compared to existing technologies, the engine 22 of traditional oilfield vehicles only drives the mechanical transmission system 3, without recovering and utilizing excess energy, resulting in a significant increase in fuel consumption as power demand fluctuates. This solution, however, utilizes the synergistic effect of the engine 22 and the generator to create a closed-loop energy flow in the power system 2. While driving the chassis 1, the engine 22 continuously charges the power source, reducing load fluctuations on the fuel engine 22 and providing a stable power supply to the electric motor, thus significantly reducing reliance on fuel.

[0067] Through the above technical solution, this application achieves multi-stage utilization of the power of engine 22, converting excess mechanical energy that would otherwise be dissipated as heat into stored electrical energy. During peak fracturing operations, the stored energy is released through electric drive equipment, effectively balancing the instantaneous power demand of power system 2 and reducing the ineffective work time of fuel engine 22. At the same time, the direct mechanical connection design between generator and engine 22 avoids additional energy consumption and maximizes energy conversion efficiency.

[0068] This application further proposes that the clutch assembly is a manual clutch or an automatic clutch, and the clutch assembly 12 is one or more combinations of a single-plate dry clutch 12, a multi-plate clutch 12, a jaw clutch 12, a hydraulic torque converter and an electromagnetic clutch 12.

[0069] Among them, the single-plate dry clutch 12 refers to a device that achieves power transmission and interruption through a single friction plate, specifically using a spring-loaded structure, suitable for rapid engagement and disengagement under normal operating conditions. The multi-plate clutch 12 consists of multiple alternating stacked friction plate groups, specifically implemented using a hydraulic drive method, increasing the contact area to improve the stability of high-power transmission. The jaw clutch 12 refers to a device that transmits power through mechanical tooth engagement, specifically using a gear meshing structure, ensuring absolute connection reliability under heavy-load conditions. The hydraulic torque converter refers to a device that transmits power through a fluid medium, specifically using a pump wheel and turbine combination structure, providing flexible buffering during transmission. The electromagnetic clutch 12 refers to a device that controls the engagement state through electromagnetic force, specifically using a coil energized to generate magnetic attraction, achieving precise control of power distribution.

[0070] Specifically, the combination of clutch component types is configured to dynamically adjust the power transmission mode according to the operating scenario. For example, under normal transportation conditions, a single-plate dry clutch 12 is used to quickly switch power paths; during high-pressure fracturing operations, a combination of a multi-plate clutch 12 and a jaw clutch 12 is employed to balance stability and reliability; in complex terrain requiring shock absorption, the hydraulic torque converter and the electromagnetic clutch 12 work together to absorb vibrations through fluid transmission while maintaining precise control of the output torque. The functional characteristics of various types of clutches 12 are systematically integrated to form a composite transmission solution that can adapt to different power requirements, response speeds, and control precision.

[0071] Compared to existing technologies, traditional solutions are limited by a single clutch type 12, providing only a fixed mode of power transmission. For example, systems using a conventional single-plate dry clutch 12 are ill-suited to the torque fluctuations of high-power fracturing operations, while solutions using only hydraulic torque converters cannot meet the demands for rapid response. This solution overcomes the limitations of a single transmission mode by offering the combinability of multiple clutch types 12, retaining the basic functions of a traditional clutch 12 while expanding the range of power transmission applications.

[0072] Through the above technical solutions, this application achieves synergistic optimization of power transmission efficiency and operating condition adaptability. The combined application of different clutch types 12 enables the transmission system 3 to automatically match the optimal power transmission mode according to the real-time load, solving the technical problems of insufficient power matching accuracy and poor transmission stability in complex operating environments of traditional solutions, while improving the operational reliability of the system under heavy load, speed change and precision control scenarios.

[0073] In this embodiment, the first input terminal 6 is connected to the first output terminal 9, and the second input terminal 7, the third input terminal 8, the second output terminal 10, and the third output terminal 11 are separated. The main power component drives the wheel assembly of the chassis 1 to move the vehicle. At the same time, the main power component also generates electricity for the generator, which charges the first motor 23 and the second motor 24 to provide power. In this mode, the fracturing pump truck is used for driving and provides power support for the electric system. The first input terminal 6, the second input terminal 7, the third input terminal 8, and the third output terminal 11 are connected, and the first output terminal 9 and the second output terminal 10 are separated. The main power component and the auxiliary power component drive each other to jointly drive the plunger pump 5 to work. The plunger pump 5 is typically used to provide high-pressure fluid for fracturing operations. In this mode, the fracturing pump truck is used for pumping operations to provide the high-pressure fluid required for oilfield fracturing. The first input terminal 6 is connected to the second output terminal 10, while the second input terminal 7, the third input terminal 8, the first output terminal 9, and the third output terminal 11 are separated. The main power component drives the centrifugal pump 4 to work. The centrifugal pump 4 is typically used for liquid transportation and has a high flow rate output. In this mode, the fracturing pump truck is mainly used for high-flow pumping and is suitable for operations that require a large amount of fluid, such as liquid injection or other auxiliary operations. 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 multi-functional fracturing pump injection truck, characterized in that: The system includes a chassis (1), a power system (2) mounted on the chassis (1), a platform assembly, a transmission system (3) cooperating with the power system, a centrifugal pump (4) and a plunger pump (5) mounted on the platform assembly. The power system (2) distributes power to the chassis (1), the centrifugal pump (4) or the plunger pump (5) via the transmission system (3). The transmission system (3) includes a transfer case (26) and an input end, an output end and a clutch assembly (12) mounted on the transfer case (26). The input end and the output end are connected to the transfer case via the clutch assembly (12). The transfer case (26) is connected, the input end is connected to the power system (2), and the output end is connected to the chassis (1), centrifugal pump (4) and plunger pump (5). The clutch assembly (12) is used to control the power transmission between the input end, the output end and the transfer case (26). The power system (2) includes a main power assembly (20) and an auxiliary power assembly (21). The main power assembly (20) is used to drive the wheel assembly of the chassis (1) or the centrifugal pump (4) to run. The main power assembly (20) and the auxiliary power assembly (21) jointly drive the plunger pump (5) to run.

2. The multi-functional fracturing pump injection truck according to claim 1, characterized in that: The transfer case (26) has a common shaft assembly, and the output ends of the common shaft assembly are respectively matched with a centrifugal pump (4) and a plunger pump (5).

3. The multi-functional fracturing pump injection truck according to claim 2, characterized in that: The transfer case (26) includes a first input wheel (13), a second input wheel (14), a third input wheel (15), and an output wheel (16). The first input end (6) is connected to the first input wheel (13) via a clutch assembly (12), the second input end (7) is connected to the second input wheel (14) via a clutch assembly (12), the third input end (8) is connected to the third input wheel (15) via a clutch assembly (12), the first output end (9) is connected to the first input wheel (13) via a clutch assembly (12), and the second output end (10) and the third output end (11) are connected to the output wheel (16) via a clutch assembly (12). The first input wheel (13), the second input wheel (14), and the third input wheel (15) are all engaged with the output wheel (16), and a common shaft assembly is connected to the output wheel (16).

4. The multi-functional fracturing pump injection truck according to claim 3, characterized in that: The transfer case (26) further includes a first drive wheel (17), a second drive wheel (18), and a third drive wheel (19). The first drive wheel (17) meshes with the first input wheel (13) and the output wheel (16). The first input wheel (13) is connected to the output wheel (16) via the first drive wheel (17). The first input wheel (13) meshes with the first drive wheel. The first drive wheel (17) meshes with the output wheel (16). The output wheel (16) meshes with the second drive wheel (18) and the third drive wheel (19) respectively. The second drive wheel (18) meshes with the second input wheel (14), and the third drive wheel (19) meshes with the third input wheel (15).

5. A multi-functional fracturing pump injection truck according to claim 4, characterized in that: The diameter of the first transmission wheel (17) is greater than the diameter of the first input wheel (13), the diameter of the second transmission wheel (18) is greater than the diameter of the second input wheel (14), and the diameter of the third transmission wheel (19) is greater than the diameter of the third input wheel (15).

6. A multi-functional fracturing pump injection truck according to claim 1, characterized in that: The main power component (20) includes an engine (22) and a first motor (23), and the auxiliary power component (21) includes a second motor (24).

7. A multi-functional fracturing pump injection truck according to claim 6, characterized in that: The auxiliary power assembly (21) is provided in two sets, and the two sets of auxiliary power assemblies (21) are turned on or off synchronously.

8. A multi-functional fracturing pump injection truck according to claim 1, characterized in that: The power system (2) also includes a hydraulic transmission (25). The main power component (20) and the auxiliary power component (21) are connected to the transmission system (3) via the hydraulic transmission (25). The hydraulic transmission (25) is used to amplify the output torque of the main power component (20) and the auxiliary power component (21).

9. A multi-functional fracturing pump injection truck according to claim 6, characterized in that: The power unit (20) also includes a generator connected to the output shaft of the engine (22), which is used to charge the power supply of the first motor (23) and the second motor (24).

10. A multi-functional fracturing pump injection truck according to claim 1, characterized in that: The clutch assembly (12) is a manual clutch or an automatic clutch, and the clutch assembly (12) is one or more combinations of a single-plate dry clutch, a multi-plate clutch, a jaw clutch, a hydraulic torque converter and an electromagnetic clutch.

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