Split type plunger pump and split type plunger pump assembly

Abstract

A split type plunger pump, comprising: a first module comprising a gearbox assembly, wherein an input side interface of the first module is connected to a power source; a second module comprising a crankcase assembly, wherein an input side interface of the second module is connected to an output side interface of the first module; a third module comprising a crosshead case assembly, wherein an input side interface of the third module is connected to an output side interface of the second module; and a fourth module comprising a hydraulic end assembly, wherein an input side interface of the fourth module is connected to an output side interface of the third module. The gearbox assembly, the crankcase assembly, the crosshead case assembly, and the hydraulic end assembly are sequentially connected. An input shaft of the gearbox assembly receives power outputted from a transmission shaft of the power source, and an output shaft of the gearbox assembly outputs rotary power to a crankshaft of the crankcase assembly. The output side interface and / or the input side interface of the first module are / is of platform-based design. A split type plunger pump assembly, comprising hydraulic end assemblies of more than one specifications, crosshead case assemblies of more than one specifications, crankcase assemblies of more than one specifications and gearbox assemblies of more than one specifications, which can be combined as different plunger pumps.

Description

Split plunger pump and split plunger pump assembly

[0001] Reference to Related Applications

[0002] This application claims priority to and the benefit of Chinese Patent Application No. 202410674637.2, filed May 28, 2024, to the State Intellectual Property Office of the People’s Republic of China, the entire contents of which are incorporated herein by reference in their entirety. TECHNICAL FIELD

[0003] The present disclosure relates to split plunger pumps and split plunger pump assemblies. BACKGROUND

[0004] In recent years, fracturing equipment operations are developing in the direction of large displacement and high pressure. To meet the demand for larger-scale operations, the number of equipment in the fracturing equipment operation team can be increased, but this also brings higher requirements for personnel demand, material demand, land occupation, number of pipeline connections, equipment and material management capabilities, etc. Obviously, this significantly increases the operation cost. Therefore, the more recognized improvement direction in the industry is to use larger power plunger pumps on fracturing equipment to improve the single machine power density. In addition, due to the large size and heavy weight of internal combustion engines such as fuel (e.g., diesel) engines, gas (e.g., natural gas (NG), manufactured gas (MG), liquefied petroleum gas (LPG), biogas, etc.) engines, dual-fuel (i.e., using both fuel and gas as fuel) engines, etc., the use of engines can only drive plunger pumps with a rated power of 2500 hp or less. To solve this problem, the prime mover (power source) of the fracturing equipment has a trend of changing from an engine to an electric motor. By using an electric motor, even a plunger pump with a rated power of up to 7000 hp can be driven.

[0005] The main performance parameters of a plunger pump include maximum displacement and maximum working pressure, which are determined by structural parameters such as plunger diameter, plunger stroke, maximum connecting rod load, and reduction gearbox speed ratio. For users, it would be ideal if the performance parameters of the plunger pump could be adapted to their own operation needs or equipment configuration needs.

[0006] However, on one hand, for different stroke requirements, the constituent parts of the fluid end assembly and the power end assembly (crosshead box, crankshaft box and reduction box) of the existing plunger pump have different designs in the size of each part (such as crosshead slide, connecting rod, crankshaft, crankshaft bearing), thus leading to different sizes of the housings of these parts, and thus different positions of the external interfaces on the housings. On the other hand, the external interface designs of the parts of the existing plunger pump and the housings thereof also have different specifications. Since the sizes of the housings, the positions of the external interfaces and the designs of the external interfaces cannot be changed, the parts cannot be directly replaced by other parts of different specifications. The effects of the above problems in practical applications include:

[0007] (1) When a user needs to adapt the fracturing equipment to different working conditions, and thus needs to replace the stroke of the plunger pump, the power end housing structure cannot be changed by directly replacing the crankshaft, connecting rod, tie rod and other parts, and the plunger pump has to be replaced as a whole.

[0008] (2) When a user wants to switch the fracturing equipment from diesel engine driving (diesel driving) to motor driving (electric driving), since a transmission shaft is usually used to directly connect the motor and the plunger pump, unlike the diesel driving which is equipped with a reduction box to achieve speed reduction and torque increase, the input rotation speed provided by the motor to the plunger pump will be higher, and in this case, in order to maintain the working rotation speed of the crankshaft of the plunger pump, the reduction box of the plunger pump needs to be changed to a higher speed ratio. However, since the size and installation position of the gear pair of the reduction mechanism are limited by the size of the housing of the reduction box, the plunger pump also needs to be replaced as a whole.

[0009] (3) The output shaft position of the motor is usually higher than that of the fuel engine, and when different prime movers are adapted, since the position of the connection flange of the assembly of the plunger pump connected to the prime mover cannot be adjusted, the positioning of the plunger pump needs to be adjusted by replacing the height of the base, the liquid inlet manifold and the liquid outlet manifold, or the plunger pump needs to be replaced as a whole.

[0010] In the above cases, the replacement of the plunger pump as a whole not only has high cost, but also brings a lot of work in connecting the supporting parts and setting parameters due to the different installation positions and external pipeline interface positions of different types of plunger pumps.

[0011] According to another common plunger pump structure on the market, the power end assembly and the reduction box are two parts. But the reduction box has different design specifications for different prime movers, and the interface of the reduction box connected with the prime mover, the position of the input shaft of the reduction box relative to the crankshaft, etc. are not standardized. Therefore, when replacing the prime mover, not only the corresponding reduction box needs to be replaced, but the overall positioning of the plunger pump may also need to be changed, thus greatly affecting the overall layout of the product, and the product cannot be quickly switched, which greatly wastes manpower, material resources and operation time.

[0012] In summary, it is currently desirable to design the plunger pump in a split type, and to standardize the external interfaces of each assembly, so that different specifications of assemblies can be quickly replaced without changing other parts, thereby realizing the change of performance parameters without changing the overall external connection of the plunger pump, to adapt to different specifications of prime movers and meet different operating conditions. SUMMARY

[0013] [Technical problems to be solved]

[0014] One object of the present disclosure is to provide a split type plunger pump, the external interfaces of each module of which are standardized, so that any module can be quickly replaced with a different specification, and can be adapted to different specifications of power sources.

[0015] Another object of the present disclosure is to provide a split type plunger pump assembly, each assembly having at least one specification, and the external interfaces of each assembly for different specifications being standardized, so that different specifications of assemblies can be combined to obtain a plunger pump product with different performance parameters.

[0016] [Technical solutions to solve problems]

[0017] According to a first aspect of the present disclosure, there is provided a split plunger pump comprising: a first module containing a reduction box assembly, an input side interface of the first module being detachably connected to a power source; a second module containing a crankcase assembly, an input side interface of the second module being detachably connected to an output side interface of the first module; a third module containing a crosshead assembly, an input side interface of the third module being detachably connected to an output side interface of the second module; and a fourth module containing a fluid end assembly, an input side interface of the fourth module being detachably connected to an output side interface of the third module. Here, the reduction box assembly, the crankcase assembly, the crosshead assembly and the fluid end assembly are connected in sequence. An input shaft of the reduction box assembly receives power output from a drive shaft of the power source, and an output shaft of the reduction box assembly outputs rotational power to a crankshaft of the crankcase assembly. Moreover, the output side interface and / or the input side interface of the first module is a platformized design.

[0018] According to a second aspect of the present disclosure, there is provided a split plunger pump assembly comprising: at least one size of a fluid end assembly; at least one size of a crosshead assembly; at least one size of a crankcase assembly; and at least one size of a reduction box assembly. Here, the fluid end assembly of any size has a first interface, the crosshead assembly of any size has a second interface and a third interface, the second interface being detachably connected to the first interface, the crankcase assembly of any size has a fourth interface and a fifth interface, the fourth interface being detachably connected to the third interface, the reduction box assembly of any size has a sixth interface and a seventh interface, the sixth interface being detachably connected to the fifth interface, and the seventh interface being detachably connected to a power source. The first interface to the seventh interface is a platformized design. Moreover, any two or more of the fluid end assembly, the crosshead assembly, the crankcase assembly and the reduction box assembly are combined in any size to match a plunger pump having different performance parameters. [Advantages]

[0019] This disclosure discloses a split-type plunger pump that platforms the external interfaces of each assembly, allowing each assembly to be individually replaced with other specifications within the same platform. By platformizing the external interfaces of assemblies of different specifications, this disclosure enables the creation of plunger pump products with different performance parameters through combinations of assemblies of different specifications, flexibly adapting to various applications. Furthermore, since each assembly can be compatible with different specifications of other assemblies through its platformized external interfaces, product conversion can be achieved by replacing at least one assembly. Additionally, due to the platformization of the external interfaces of each assembly, when switching to different power sources, it is not necessary to replace the entire plunger pump or modify the surrounding supporting systems; instead, the pump can be adapted to changes in power source by adjusting the installation angle of some assemblies or by replacing some assemblies. Attached Figure Description

[0020] The accompanying drawings form part of this specification and are used to provide a further understanding of this disclosure. The illustrative embodiments, alternatives, and modifications of this disclosure, along with their descriptions, are for explaining the invention only and are not intended to limit the invention. In the drawings:

[0021] Figures 1A, 1B, and 1C are schematic diagrams, perspective views, and top plan views, respectively, illustrating a construction example of a split-type plunger pump according to an embodiment of the present disclosure.

[0022] Figures 2A and 2B are respectively a cross-sectional view and a perspective view showing an example of a split-type plunger pump connected using long bolts according to an embodiment of the present disclosure;

[0023] Figure 3A is a schematic diagram illustrating the transmission method within a split-type plunger pump according to an embodiment of the present disclosure;

[0024] Figures 3B to 3D are the first to third variations of the transmission method shown in Figure 3A, respectively.

[0025] Figure 4A is a schematic diagram of a gearbox assembly with a single parallel stage (1P) reduction structure.

[0026] Figure 4B is a schematic diagram showing a gearbox assembly with a parallel and planetary two-stage (2P) reduction structure.

[0027] Figures 5 and 6 show exploded views of the gearbox assembly shown in Figure 4B being installed into the crankcase assembly;

[0028] Figure 7 is a plan view showing an example of a split-type plunger pump driven by an engine according to an embodiment of the present disclosure;

[0029] Figure 8 is a plan view showing an example of a split-type plunger pump driven by an electric motor according to an embodiment of the present disclosure;

[0030] FIG. 9 is a perspective view showing a configuration example of a crankcase assembly according to the embodiment of the present disclosure;

[0031] FIGS. 10A and 10B are a perspective view and a schematic view, respectively, showing a configuration example of a crosshead case assembly according to the embodiment of the present disclosure;

[0032] FIG. 11 is a schematic view showing a configuration example of a spacer rack assembly according to the embodiment of the present disclosure;

[0033] FIGS. 12A and 12B are a perspective view and a side plan view when viewed along the arrangement direction of the plungers, respectively, showing a configuration example of a fluid end assembly according to the embodiment of the present disclosure;

[0034] FIGS. 13A and 13B schematically show an exploded state and a completed state of connection between the crankcase assembly, the crosshead case assembly, and the spacer rack assembly, respectively;

[0035] FIG. 14 is a perspective view showing a product one obtained by combining split-plunger pump assemblies of different specifications according to the embodiment of the present disclosure;

[0036] FIG. 15 is a perspective view showing a product two obtained by combining split-plunger pump assemblies of different specifications according to the embodiment of the present disclosure;

[0037] FIG. 16 is a perspective view showing a product three obtained by combining split-plunger pump assemblies of different specifications according to the embodiment of the present disclosure;

[0038] FIGS. 17A to 21 show respective steps for replacing a fluid end assembly with another specification of fluid end assembly when the product two is replaced with the product three; and

[0039] FIGS. 22 to 31 show respective steps for replacing a reduction case assembly with another specification of reduction case assembly when the product two is replaced with the product three. DETAILED DESCRIPTION

[0040] Embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. Note that the description will be given in the following order.

[0041] 1. Overview of split-plunger pump

[0042] 1.1 General overview regarding connection

[0043] 1.2 General overview regarding transmission mode

[0044] 2. Platform design of first module

[0045] 2.1 Reduction case assembly

[0046] 2.2 Connection of the crankcase assembly side of the reduction box assembly

[0047] 2.3 Connection of the power source side of the reduction box assembly

[0048] 3. Platformization design of the second module

[0049] 3.1 Crankcase assembly

[0050] 3.2 Connection of the reduction box assembly side of the crankcase assembly

[0051] 3.3 Connection of the crosshead assembly side of the crankcase assembly

[0052] 4. Platformization design of the third module

[0053] 4.1 Crosshead assembly

[0054] 4.2 Connection of the crankcase assembly side of the crosshead assembly

[0055] 4.3 Connection of the spacer assembly side of the crosshead assembly

[0056] 5. Platformization design of the fifth module

[0057] 5.1 Spacer assembly

[0058] 5.2 Connection of the crosshead assembly side of the spacer assembly

[0059] 5.3 Connection of the hydraulic end assembly side of the spacer assembly

[0060] 6. Platformization design of the fourth module

[0061] 6.1 Hydraulic end assembly

[0062] 6.2 Connection of the spacer assembly side of the hydraulic end assembly

[0063] 6.3 Connection of the other side of the hydraulic end assembly

[0064] 7. Different combinations of split piston pump assemblies

[0065] 7.1 Different combinations

[0066] 7.2 Replacement examples between different combinations

[0067] [1. Overview of split design piston pump]

[0068] FIGS. 1A, IB and 1C are respectively a schematic diagram, a perspective view and a top plan view showing a configuration example of a split plunger pump according to an embodiment of the present disclosure. As shown in FIGS. 1A to 1C, the split plunger pump 10 includes, in sequence, a reduction box assembly 110, a crankcase assembly 210, a crosshead assembly 310, a spacer assembly 510 and a fluid end assembly 410. The crankcase assembly 210, the crosshead assembly 310, the spacer assembly 510 and the fluid end assembly 410 are arranged along an arrangement direction. The reduction box assembly 110 is mounted at a side of the crankcase assembly 210 in a direction perpendicular to the arrangement direction, and can extend to a side of the crosshead assembly 310 in the direction perpendicular to the arrangement direction.

[0069] As an alternative, the spacer assembly 510 is not necessary. In the case where the spacer assembly 510 is omitted, the crosshead assembly 310 is directly connected to the fluid end assembly 410. Hereinafter, unless otherwise specified, the description is mainly given with the case where the spacer assembly 510 is included.

[0070] For the sake of facilitating further description of the platformization design later, the main components of the split plunger pump 10 are divided into a first module 100, a second module 200, a third module 300, a fourth module 400 and a fifth module 500. The first module 100 includes the reduction box assembly 110, a connection flange 120 and a mounting flange 130. The connection flange 120 detachably connects the first module 100 to a drive shaft of a power source (see, for example, an engine in FIG. 7 or an electric motor in FIG. 8 described later) as an input side interface of the first module 100. The mounting flange 130 detachably connects the first module 100 to the second module 200 as an output side interface of the first module 100. The second module 200 includes the crankcase assembly 210, and an input port and an output port of the crankcase assembly 210 are respectively detachably connected to the first module 100 and the third module 300 as an input side interface and an output side interface of the second module 200. The third module 300 includes the crosshead assembly 310, and an input port and an output port of the crosshead assembly 310 are respectively detachably connected to the second module 200 and the fifth module 500 as an input side interface and an output side interface of the third module 300. The fifth module 500 includes the spacer assembly 510, and an input port and an output port of the spacer assembly 510 are respectively detachably connected to the third module 300 and the fourth module 400 as an input side interface and an output side interface of the fifth module 500. The fourth module 400 includes the fluid end assembly 410, and a plunger side port of the fluid end assembly 410 is detachably connected to the fifth module 500 as an input side interface of the fourth module 400, and the fluid end assembly 410 further has a suction end detachably connected to a liquid inlet manifold and a discharge end detachably connected to a liquid outlet manifold.

[0071] It is generally known that the power source can be selected from any of the following specifications: electric motor, gas engine, internal combustion engine, dual-fuel engine, and turbine engine. For different specifications of power sources, the height position of their drive shafts may differ, resulting in different height positions of the transmission shafts connected to the drive shafts. In the embodiments of this disclosure, the first module 100 is rotatable during installation, thus allowing its input-side interface height position to be adjusted to align with the transmission shaft height position of different specifications of power sources. Furthermore, in the embodiments of this disclosure, the input-side interface of the first module 100 is designed as a platform to adapt to the transmission shaft output ports of different specifications of power sources.

[0072] Furthermore, according to a variation of this disclosure, when the power source is replaced with another power source of a different specification, the gearbox assembly of the first module 100 may need to be changed accordingly to a gearbox assembly of a different specification with a different structure or speed ratio. In this variation, both the input-side interface and the output-side interface of the first module 100 are platform-based designs to enable the replacement of gearbox assemblies of different specifications. In addition, the input-side interface of the second module 200 is platform-based to adapt to gearbox assemblies of different specifications.

[0073] Furthermore, depending on the operating conditions of the fracturing equipment, it may be necessary to change the plunger stroke or diameter. According to a variation of this disclosure, the change in plunger stroke is typically achieved by replacing the crankcase assembly with a different specification. In this variation, both the input and output interfaces of the second module 200 are platform-based to allow for the replacement of crankcase assemblies with different specifications. Additionally, the input interface of the third module 300 is platform-based to accommodate crankcase assemblies of different specifications.

[0074] According to a variation of this disclosure, the change in plunger diameter is typically achieved by replacing the hydraulic end assembly with one of different specifications. In this variation, the input-side interface of the fourth module 400 is platform-based to allow for the replacement of hydraulic end assemblies with different specifications. Furthermore, the output-side interface of the fifth module 500 is platform-based to accommodate hydraulic end assemblies of different specifications.

[0075] When the changes in plunger diameter and / or stroke are minor, the spacer assembly and crosshead assembly can sometimes accommodate these changes without replacement. However, when the changes in plunger diameter and / or stroke are significant, the spacer assembly and / or crosshead assembly may not be sufficient to accommodate these changes. In such cases, for example, the input and output interfaces of the third module 300 and / or the fifth module 500 are platform-based to allow for the replacement of crosshead assemblies and / or spacer assemblies of different specifications.

[0076] According to the above-described embodiments and various modifications of this disclosure, by platformizing some or all of the external interfaces of the first module 100 to the fifth module 500, it becomes possible to individually replace some or all of the gearbox assembly 110, crankcase assembly 210, crosshead assembly 310, spacer assembly 510 and hydraulic end assembly 410 with different specifications.

[0077] [1.1 General Overview of Connections]

[0078] In the split-type plunger pump disclosed herein, a double connection is employed. The first connection utilizes long bolts for overall fixation and pre-tightening. The second connection utilizes flanges and / or bolts, along with seals, to achieve sealing and fastening between the connection surfaces: between the gearbox assembly 110 and the drive shaft output port of the power source; between the crankcase assembly 210 and the gearbox assembly 110; between the crosshead assembly 310 and the crankcase assembly 210; between the spacer assembly 510 and the crosshead assembly 310; and between the hydraulic end assembly 410 and the spacer assembly 510. The seals include sealing grooves on the connection surfaces and sealing components such as sealing rings housed within the sealing grooves, thus preventing oil and gas leakage and preventing external moisture intrusion between the connection surfaces.

[0079] The second connection will be described in detail later; here, only the first connection is described. Figures 2A and 2B show a cross-sectional view and a perspective view, respectively, of a split-type plunger pump connected using long bolts according to an embodiment of the present disclosure. As shown in Figures 2A and 2B, a plurality of (but not limited to 12) long bolts 600 penetrate the hydraulic end assembly 410, the spacer assembly 510, and the crosshead housing assembly 310, with one end of the long bolt 600 reaching the crankcase assembly 210, thereby achieving a physical connection between these assemblies through a rigid sealing structure. The said end of the long bolt 600 is threadedly connected in the crankcase assembly 210. Furthermore, a fastening nut 610 is threadedly provided on the other end of the long bolt 600 exposed outside the hydraulic end assembly 410 to secure the long bolt 600. Although Figures 2A and 2B show an example of six long bolts 600 evenly arranged in two rows, the present disclosure is not limited to such a number and arrangement of long bolts.

[0080] As shown in Figure 2A, a support base 216 can be provided below the crankcase assembly 210, serving as the base for the entire plunger pump. Furthermore, a support frame 531 can be provided below the spacer assembly 510 to support the third to fifth modules 500 and maintain these three modules at a height compatible with the second module 200. Without the spacer assembly 510, the support frame 531 can be provided, for example, below the crosshead assembly 310 and / or the hydraulic end assembly 410.

[0081] Furthermore, as a variation, to reduce deformation and vibration of the gearbox assembly 110 during operation under load, a support rod (not shown) can be provided between the gearbox assembly 110 and the crosshead assembly 310 at a location extending from the gearbox assembly 110 to one side of the crosshead assembly 310, to provide auxiliary support for the gearbox assembly 110. As yet another variation, the support rod may not be located between the gearbox assembly 110 and the crosshead assembly 310, but rather between the gearbox assembly 110 and the support base 216.

[0082] [1.2 General Overview of Transmission Methods]

[0083] Figure 3A is a schematic diagram illustrating the transmission method within a split-type plunger pump according to an embodiment of the present disclosure. Figures 3B to 3D are first to third variations of the transmission method shown in Figure 3A, respectively. As shown in Figure 3A, the crankcase assembly 210 includes a crankcase housing 212 and a crankshaft 211 disposed within the crankcase housing 212, the crankshaft 211 being capable of rotational motion around a rotation center within the crankcase housing 212. The crosshead assembly 310 includes a crosshead housing 314 and a crosshead 311 disposed within the crosshead housing 314, the crosshead 311 being capable of linear reciprocating motion within the crosshead housing 314. One end of the crosshead 311 is connected to the small end of a connecting rod 312, the large end of the connecting rod 312 is connected to the other end of the crankshaft 211 opposite to the end located at the rotation center, and the other end of the crosshead 311 is connected via a pull rod 313 to one end of the plunger 421 of the hydraulic end assembly 410.

[0084] Although not specifically illustrated in the accompanying drawings, the output end of the drive shaft of the power source outputs power to the input shaft of the reduction gearbox assembly 110 via the transmission shaft, and the output shaft of the reduction gearbox assembly 110 outputs rotational power to the crankshaft 211 of the crankcase assembly 210, thereby causing the crankshaft 211 to rotate. Next, as shown in Figure 3A, the rotation of the crankshaft 211 drives the big end of the connecting rod 312 to rotate in a circular motion, thus achieving power transmission. With the circular rotation of the big end of the connecting rod 312, the small end of the connecting rod 312 pushes and pulls the crosshead 311, causing the crosshead 311 to perform linear reciprocating motion. The crosshead 311 transmits the linear reciprocating motion to one end of the plunger 421 via the pull rod 313. The linear reciprocating motion of the plunger 421 causes the other end of the plunger 421 to alternately generate vacuum or pressure within the cavity of the hydraulic end assembly 410, thus enabling the hydraulic end assembly 410 to draw in or discharge liquid. The inhaled liquid is pressurized and then discharged, and the discharged liquid is used to perform fracturing or cementing operations.

[0085] In Figure 3A, the split-type plunger pump of this disclosure adopts a structure including a spacer assembly 510 and a tie rod 313, which allows the components for the reciprocating motion of the plunger 421 to be implemented with the lightest possible structure. Furthermore, the frame structure of the spacer assembly 510, described later, provides ample maintenance space for components such as the packing assembly of the hydraulic end assembly 410, and also provides more stable support and connection for the hydraulic end assembly 410. In the first variation shown in Figure 3B, the spacer assembly 510 of Figure 3A is omitted. In this case, the front half of the crosshead box assembly 310 near the hydraulic end assembly 410 can be extended as needed so that the internal space of the crosshead box assembly 310 is sufficient to meet the requirements corresponding to the stroke of the plunger 421 (i.e., the slide is sufficient to accommodate the reciprocating motion of the plunger 421). The advantages of this design are: the plunger pump has a simpler structure, and it eliminates the need for the connection and sealing structures between the spacer assembly 510 and the crosshead box assembly 310 when the spacer assembly 510 is present. Furthermore, because the plunger 421 is entirely housed within the crosshead box assembly 310, it also avoids the risk of external moisture or dust adhering to the plunger 421, which could lead to wear on the packing assembly, oil seals, etc.

[0086] In the second variation shown in Figure 3C, the tie rod 313 in Figure 3A is omitted. In this case, the crosshead 311 of the crosshead box assembly 310 is directly connected to one end of the plunger 421. The advantage is that it simplifies the transmission structure and shortens the overall length of the plunger pump. This configuration is particularly suitable for pumps with short strokes.

[0087] In the third variation shown in Figure 3D, the spacer assembly 510 and tie rod 313 in Figure 3A are omitted. This structure combines the advantages of both Figure 3B and Figure 3C and is most suitable for pumps with low power and short stroke.

[0088] [2. Platform-based design of the first module]

[0089] [2.1 Gearbox Assembly]

[0090] Figure 4A is a schematic diagram of the first module of one structural type, showing a gearbox assembly 110a of a single parallel stage (1P) reduction structure, later referred to as Type A. Figure 4B is a schematic diagram of the first module of another structural type, showing a gearbox assembly 110b of a parallel and planetary two-stage (2P) reduction structure, later referred to as Type B. In Figures 1A and 1B described above, an example is shown where the gearbox assembly 110a shown in Figure 4A is mounted as a gearbox assembly 110 onto the crankcase assembly 210. Figures 5 and 6 show exploded schematic diagrams of the gearbox assembly 110b shown in Figure 4B mounted onto the crankcase assembly 210.

[0091] As shown in Figures 1A and 4A, the first module 100a includes a gearbox assembly 110a, a mounting flange 130a, and a connecting flange 120. The gearbox assembly 110a includes a gearbox housing 115a; and an input shaft 116a, an output shaft 117a, gears (not shown), and bearings (not shown) forming the 1P reduction structure, all disposed within the gearbox housing 115a. A first port 113a may be provided on the crankcase assembly side of the gearbox housing 115a, constituting the output port or output flange of the gearbox assembly 110a. The first port 113a surrounds one end of the output shaft 117a extending towards the crankcase assembly side. The other end of the output shaft 117a facing the power source side is sealed by a flange cover 114a. A second port 111a may be provided on the power source side of the gearbox housing 115a, constituting the input port or input flange of the gearbox assembly 110a. The second port 111a surrounds the end of the input shaft 116a that extends toward the power source side. The other end of the input shaft 116a toward the crankcase assembly side is sealed by a flange cover 112a.

[0092] As shown in Figures 4B and 6, the first module 100b includes a gearbox assembly 110b, a mounting flange 130b, and a connecting flange 120. The gearbox assembly 110b includes a gearbox housing 115b; and an input shaft 116b, an output shaft 117b, gears (not shown), and bearings (not shown) forming a 2P reduction structure, all disposed within the gearbox housing 115b. A first port 113b may be provided on the crankcase assembly side of the gearbox housing 115b, constituting the output port or output flange of the gearbox assembly 110b. The first port 113b surrounds one end of the output shaft 117b extending towards the crankcase assembly. The other end of the output shaft 117b facing the power source side is sealed by a flange cover 114b. A second port 111b may be provided on the power source side of the gearbox housing 115b, constituting the input port or input flange of the gearbox assembly 110b. The second port 111b surrounds the end of the input shaft 116b that extends toward the power source side. The other end of the input shaft 116b toward the crankcase assembly side is sealed by a flange cover 112b.

[0093] In this disclosure, gearbox assemblies of different specifications can have different speed ratios ranging from 5:1 to 15:1, and as described later in this specification, three speed ratios are given as examples: a = 6.353:1, b = 7.8:1, and c = 13:1. This disclosure is not limited to gearbox assemblies with the two structural types mentioned above, but can employ any gearbox assembly capable of serving as a power transmission system for a piston pump, as long as its function is to convert the power output from the prime mover (such as an internal combustion engine, electric motor, turbine engine, etc.) through different speed ratio designs of the gears inside the gearbox assembly, thereby achieving the effect of speed reduction and torque increase (i.e., converting the high-speed, low-torque motion of the prime mover into the low-speed, high-torque motion of the load) or speed increase and torque reduction (i.e., converting the low-speed, high-torque motion of the prime mover into the high-speed, low-torque motion of the load), thus providing different transmission capabilities for the fracturing equipment.

[0094] [2.2 Connection of the gearbox assembly to the crankcase assembly side]

[0095] In the first module 100a shown in Figure 4A, a mounting flange 130a can be connected to the first port 113a on the crankcase assembly side of the gearbox housing 115a. As an example, the first end 131a of the mounting flange 130a can be welded or integrally cast to the first port 113a of the gearbox housing 115a. Alternatively, as another preferred example, the first end 131a of the mounting flange 130a can be provided with a plurality of circumferentially arranged positioning holes for mounting to corresponding positioning holes on the first port 113a of the gearbox housing 115a by means of a plurality of studs and nuts. The second end 132a of the mounting flange 130a can be provided with circumferentially arranged platform-designed positioning holes for mounting to corresponding platform-designed positioning holes on the input port (or input flange) 213 of the crankcase assembly 210 by means of platform-designed studs and nuts.

[0096] In this disclosure, at the first end 131a of the mounting flange 130a, the locating holes can be evenly arranged at a predetermined interval in the circumferential direction. At the second end 132a of the mounting flange 130a, the locating holes can be evenly arranged at a predetermined interval that is the same as or different from the predetermined interval at the first end 131a.

[0097] Therefore, this disclosure primarily utilizes mounting flange 130a to fix the gearbox assembly 110a onto the crankcase assembly 210. The weight of the gearbox assembly 110a is almost entirely supported by the structural rigidity of the crankcase assembly 210 and mounting flange 130a. A seal, as described above, can be used between the end face of the first end 131a of the mounting flange 130a and the end face of the first port 113a of the gearbox housing 115a. Furthermore, a seal, as described above, can also be used between the end face of the second end 132a of the mounting flange 130a and the end face of the input port 213 of the crankcase assembly 210. The output shaft 117a of the gearbox assembly 110a is connected to the crankshaft of the crankcase assembly 210 via internal and external splines.

[0098] As a preferred example of a support rod, a twin-screw rod (not shown) with sufficient rigidity, strength and length can be selected. One end of the twin-screw rod is fixedly installed on one side of the crosshead gearbox assembly 310, and the other end of the twin-screw rod is connected to the crankcase assembly side of the gearbox assembly 110a. In this way, the auxiliary support of the twin-screw rod can bear part of the weight of the gearbox assembly 110a and can buffer the deformation and vibration generated when the gearbox assembly 110a is working, so as to reduce the load on the mounting flange 130a and the crankcase assembly 210.

[0099] As shown in Figure 4B, the crankcase assembly side connection of the gearbox assembly 110b is basically similar to that of the gearbox assembly 110a described above. However, due to the 2P reduction structure of the gearbox assembly 110b, the dimensions of the gearbox housing 115b are different from those of the gearbox housing 115a. Therefore, the dimensions of the first port 113b of the gearbox housing 115b and the first end 131b of the mating mounting flange 130b may also differ from those of the first port 113a of the gearbox housing 115a and the first end 131a of the mating mounting flange 130a.

[0100] In this disclosure, for gearbox assemblies 110a, 110b, and any other specifications of gearbox assemblies 110 with different speed ratios and structures, they are all designed with a platform at at least the second ends 132a, 132b, and 132 of the corresponding mounting flanges 130a, 130b, and 130. That is, the mounting flange specifications (e.g., the dimensions of at least the second end of the mounting flange) are the same; the locating hole specifications (e.g., the number, size, and arrangement of locating holes on at least the second end of the mounting flange) are the same; the bolt and nut specifications (e.g., the number, size, and type (e.g., metric or imperial) of bolts and nuts corresponding to the locating holes on at least the second end of the mounting flange) are the same; the torque specifications (such as tightening torque and thread parameters, torque and tightening requirements) are the same; the sealing specifications (e.g., the thickness of the sealing groove and sealing ring at at least the second end of the mounting flange and their position relative to the central axis) are the same; and the spline specifications (the type, model, and parameters of the spline used to connect the output shaft to the crankshaft) are the same.

[0101] In summary, for gearbox assemblies with different structures and / or speed ratios within the same platform, the specifications of the mounting flange 130, the positioning hole specifications, bolt and nut specifications, torque specifications, seal specifications, and the spline specifications for connecting the output shaft to the crankshaft are completely identical at at least the second end 132 of the mounting flange 130. This is equivalent to the output-side interface of the first module described in the claims being a platform-based design. This allows for the replacement of gearbox assemblies with different specifications while maintaining standardized and unified external interfaces.

[0102] The platform design disclosed herein is not limited to any specific interface design method or interface parameters described herein, as long as they are unified or standardized.

[0103] [2.3 Connections on the power source side of the gearbox assembly]

[0104] In the gearbox assembly 110a shown in Figure 4A, a connecting flange 120 can be connected to the second port 111a on the power source side of the gearbox housing 115a. As an example, the inner port 121 of the connecting flange 120 can be welded or integrally cast to the second port 111a of the gearbox housing 115a. Alternatively, as another preferred example, the inner port 121 of the connecting flange 120 can be provided with a plurality of circumferentially arranged positioning holes for mounting to corresponding positioning holes on the second port 111a of the gearbox housing 115a by a plurality of bolts and nuts. The outer port 122 of the connecting flange 120 can be provided with circumferentially arranged platform-designed positioning holes for mounting to corresponding platform-designed positioning holes on the drive shaft output port of the power source by platform-designed bolts and nuts.

[0105] A seal, as described above, can be used between the end face of the inner port 121 of the connecting flange 120 and the end face of the second port 111a of the gearbox housing 115a. Similarly, a seal, as described above, can also be used between the end face of the outer port 122 of the connecting flange 120 and the end face of the output port of the power source's drive shaft. The input shaft 116a of the gearbox assembly 110a and the drive shaft of the power source are connected by internal and external splines.

[0106] The connection on the power source side of the gearbox assembly 110b is basically similar to that of the gearbox assembly 110a described above, and will not be repeated here.

[0107] Figure 7 is a plan view illustrating an example of a split-type plunger pump according to an embodiment of the present disclosure driven by an engine (such as a fuel, gas, dual-fuel, or turbo) in this example. In this example, the engine is generally equipped with a gearbox to achieve speed reduction and torque increase, and the input speed provided to the plunger pump is typically 800 rpm to 1100 rpm. Figure 8 is a plan view illustrating an example of a split-type plunger pump according to an embodiment of the present disclosure driven by an electric motor in this example. In this example, the electric motor and the plunger pump are directly connected by a drive shaft, and the input speed provided to the plunger pump is typically 1400 rpm to 1900 rpm. As can be seen from Figures 7 and 8, the height position of the electric motor's drive shaft is typically higher than the height position of the engine's drive shaft (H2 > H1).

[0108] According to this disclosure, since the gearbox assembly 110b is fixedly mounted to the crankcase assembly 210 via the mounting flange 130b, during installation, the second port 111b of the gearbox housing 115b (and the connecting flange 120 connected thereto) can be adjusted so that the outer port 122 of the connecting flange 120 is approximately aligned in height with the drive shaft height of the selected prime mover by rotating the gearbox assembly 110b around at least one of the locating holes of the mounting flange 130b, before the gearbox assembly 110b is fixedly mounted to the crankcase assembly 210. For example, a hole on the second end 132b of the mounting flange 130b on the gearbox assembly 110b corresponds to a rotation of 15° or other degrees.

[0109] Preferably, when the positioning holes at the first end 131b and the second end 132b of the mounting flange 130b are not identical, the gearbox assembly 110b can be rotated to at least one of the positioning holes at the first end 131b and / or at least one of the positioning holes at the second end 132b. In this disclosure, the gearbox assembly 110b can rotate clockwise or counterclockwise.

[0110] In summary, the gearbox assemblies 110a, 110b, and 110 of this disclosure are all adaptable to the drive shaft height positions of different specifications of prime movers because they can rotate during installation. Furthermore, at least at the outer port 122 of the connecting flange 120, the specifications of the connecting flange, positioning hole, bolt and nut, torque, seal, and spline for connecting the input shaft to the drive shaft are completely identical. This is equivalent to the input-side interface of the first module described in the claims being a platform-based design. This allows for adaptation to the drive shaft output ports of different specifications of power sources while maintaining a standardized and unified external interface.

[0111] [3. Platform-based design of the second module]

[0112] [3.1 Crankcase Assembly]

[0113] Figure 9 is a perspective view illustrating a construction example of a crankcase assembly according to an embodiment of the present disclosure. The crankcase assembly 210 includes: a crankcase housing 212; and a crankshaft bearing 214 and a crankshaft assembly 215 disposed within the crankcase housing 212. The crankshaft assembly 215 includes a crankshaft 211.

[0114] An input port (or input flange) 213 is provided on the gearbox assembly side of the crankcase housing 212, which constitutes the input port of the crankcase assembly 210 for connection with the gearbox assembly 110b. A front end face 217 is provided on the crosshead assembly side of the crankcase housing 212, which constitutes the output port of the crankcase assembly 210 for connection with the crosshead assembly 310.

[0115] Multiple positioning holes may be provided on the input port (or input flange) 213 at specified intervals along the circumference, and a sealing groove may be provided on the end face of the input port (or input flange) 213.

[0116] The front end face 217 is permeated with the following: multiple (shown in Figure 9, but not limited to, a row of 5) large through holes bH; multiple (shown in Figure 9, but not limited to, 6 in each of the upper and lower rows) long bolt holes sH; multiple (shown in Figure 9, but not limited to, 1 on the left edge and 1 on the right edge) pin holes XH; and multiple (shown in Figure 9, but not limited to, 10 in each of the upper and lower rows) bolt holes LH. The large through holes bH allow the connecting rod 312 to extend from the crosshead 311 to the crankshaft 211 and allow the connecting rod 312 to perform complex movements including rocking and reciprocating motions. The number and arrangement of the large through holes bH are the same as the number and arrangement of the plungers 421. Preferably, the large through holes bH have a certain margin to accommodate design variations in the connecting rod 312 with different plunger strokes. The long bolt holes sH allow long bolts 600 to enter for overall fixation and preload. The number and arrangement of the long bolt holes sH are the same as the number and arrangement of the long bolts 600. The front end face 217 is formed on the crankcase housing 212 by, for example, integral casting. The pin holes XH are preferably located on the left and right edges of the front end face 217 near the upper and lower corners, respectively, and serve as positioning holes. Bolt holes LH are used to securely connect the front end face 217 to corresponding bolt holes on the crosshead housing assembly 310 via bolts. The bolt holes LH are preferably evenly spaced on the upper and lower edges of the front end face 217 and serve as mounting holes.

[0117] Referring again to Figure 3A, a crank pin is provided at one end of the crankshaft 211 away from the center of rotation, and this crank pin is connected to the big end of the connecting rod 312. The crankshaft 211 receives rotational power from the output shaft of the gearbox assembly 110b and thus rotates. The distance between the axis of the crank pin and the axis of rotation of the crankshaft 211 (i.e., the crankshaft journal radius of rotation) determines the stroke of the piston reciprocating motion, i.e., the stroke of the piston pump product.

[0118] The crankcase housing 212, besides supporting the internal crankshaft 211, is also the main load-bearing structural component of the entire plunger pump product. It is connected to the support base 216 below (see Figure 2A) to support and fix the entire plunger pump. In the example of this disclosure with a spacer assembly 510, the support base 216 cooperates with the support frame 531 below the spacer assembly 510 to provide support.

[0119] In this disclosure, the crankshaft 211 of the crankcase assembly 210 can have different length specifications selected from the range of 6 inches to 12 inches, corresponding to different plunger stroke specifications. As described later in this specification, examples of length specifications A-8 inches and B-10 inches are given.

[0120] [3.2 Connection of the crankcase assembly to the gearbox assembly side]

[0121] As described above with reference to FIG6, the crankcase assembly 210 is connected to the gearbox assembly 110b via a mounting flange 130b. Specifically, an input port 213 is provided on the gearbox assembly side of the crankcase housing 212, and a platform-designed positioning hole is provided on the input port 213 along the circumferential direction. These positioning holes are fastened to the platform-designed positioning hole on the second end 132b of the mounting flange 130b by using platform-designed double-ended studs and nuts.

[0122] A sealing connection is made between the end face of the input port 213 of the crankcase housing 212 and the end face of the second end 132b of the mounting flange 130b using a seal as described above. Furthermore, as previously described, the crankshaft 211 of the crankcase assembly 210 is connected to the output shaft 117b of the gearbox assembly 110b via an internal spline and external spline fit.

[0123] For crankcase assemblies with different crankshaft specifications within the same platform, the input port 213 on the gearbox assembly side of the crankcase housing 212 is designed on a platform basis. For example, the flange specifications, positioning hole specifications, bolt and nut specifications, torque specifications, seal specifications, and the spline specifications for connecting the crankshaft to the output shaft of the gearbox assembly are all platform-based. This is equivalent to the input-side interface of the second module described in the claims being platform-based. In this way, it is possible to adapt to gearbox assemblies of different specifications while maintaining a standardized and unified external interface.

[0124] Furthermore, the input-side interface of the second module and the output-side interface of the first module are designed in a mutually compatible, platform-based manner. For example, the positioning holes on the input port 213 of the crankcase assembly 210 and the positioning holes on the second end 132b of the mounting flange 130b have the same platform-based design (e.g., the number, size, and arrangement of the positioning holes). Moreover, the platform-based design of the sealing grooves and sealing rings on the end faces of the input port 213 and the second end 132b, which serve as the connection surfaces, is also the same. Therefore, whether replacing a crankcase assembly of different specifications or a gearbox assembly of different specifications, installation and connection between the two can be achieved.

[0125] [3.3 Connection of the crosshead case assembly to the crankcase assembly]

[0126] The connection between the crankcase assembly 210 and the crosshead assembly 310 can be illustrated with reference to Figure 9 and Figures 13A and 13B, which will be described later.

[0127] As previously described, a front end face 217 is installed on the crosshead assembly side of the crankcase housing 212. With the multiple large through holes bH, multiple long bolt holes sH, multiple bolt holes LH, and multiple pin holes XH provided in the front end face 217 aligned with the corresponding multiple large through holes, multiple long bolt holes, multiple bolt holes, and multiple pin holes provided in the rear end face 317 of the crosshead assembly 310, a long bolt 600 is passed through the long bolt holes on both sides to achieve a first connection (overall fixing and pre-tightening). A positioning pin is passed through the pin holes on both sides to install and position the front end face 217 and the rear end face 317. Finally, a bolt is passed through the bolt holes on both sides to securely install the front end face 217 and the rear end face 317 together to achieve a second connection.

[0128] Furthermore, in achieving the second connection, a sealing ring 219 is provided between the front end face 217 of the crankcase housing 212 and the rear end face 317 of the crosshead assembly 310. The sealing ring 219 is positioned within a sealing groove in the connection surface of both the front end face 217 and the rear end face 317, arranged around multiple large through holes, to achieve a sealing connection between the two connection surfaces for the multiple large through holes. This prevents oil and gas leakage between the connection surfaces and prevents the intrusion of moisture, which could lead to contamination of the lubricating oil, corrosion and wear of internal metal components, and other adverse consequences.

[0129] For crankcase assemblies with different crankshaft specifications within the same platform, the specifications of bolt holes, bolts, pin holes, locating pins, large through holes, long bolt holes, torque, and seals on the crosshead assembly side of the crankcase assembly are completely identical. This is equivalent to the output-side interface of the second module described in the claims being a platform-based design. This allows for the replacement of different specifications of crankcase assemblies and adaptation to different specifications of crosshead assembly assemblies while maintaining a standardized and unified external interface.

[0130] [4. Platform-based design of the third module]

[0131] [4.1 Crosshead Gearbox Assembly]

[0132] Figures 10A and 10B show a perspective view and a schematic diagram, respectively, of a construction example of a crosshead box assembly according to an embodiment of the present disclosure. As shown in Figure 10A, the crosshead box assembly 310 mainly includes a crosshead box housing 314, a crosshead assembly 304, a connecting rod assembly 305, and a tie rod 313, etc. The crosshead assembly 304 includes a crosshead 311, and the connecting rod assembly 305 includes a connecting rod 312. The crosshead assembly 304 is used to convert the rotational motion of the crankshaft 211 into linear reciprocating motion of the crosshead 311 along the axial direction via the connecting rod 312.

[0133] As shown in Figure 10B, a rear end face 317 is provided on the crankcase assembly side of the crosshead housing 314, which constitutes the input port of the crosshead assembly 310. The rear end face 317 is formed on the crosshead housing 314, for example, by integral casting. Multiple bolt holes LH, corresponding one-to-one with multiple bolt holes LH in the front end face 217 of the crankcase assembly 210, are provided on the upper and lower edges of the rear end face 317 that protrude upwards relative to the crosshead housing 314. Furthermore, although not shown, similar to the front end face 217 of the crankcase assembly 210, multiple large through holes bH and multiple long bolt holes sH are also formed penetratingly in the rear end face 317 of the crosshead housing 314. Here, the large through holes bH are used to allow the connecting rod 312 to extend through and to allow the connecting rod 312 to perform complex movements including rocking and reciprocating motions, and preferably, a certain margin is provided to accommodate the design variations of the connecting rod 312 with different plunger strokes. The long bolt hole sH is used to allow the long bolt 600 to pass through for overall fixing and pre-tightening. In addition, although not shown, similar to the front end face 217 of the crankcase assembly 210, a plurality of pin holes XH (e.g., one on the left edge and one on the right edge) are also formed through the rear end face 317 of the crosshead housing 314.

[0134] As shown in Figure 10B, a front end face 317′ is integrally cast on the spacer assembly side of the crosshead housing 314, which constitutes the output port of the crosshead housing assembly 310. Multiple (shown in Figure 10B, but not limited to one row of five) large through holes, multiple (shown in Figure 10B, but not limited to two rows of six) long bolt holes, multiple (shown in Figure 10B, but not limited to six on the upper and lower edges, and two on the left and right edges of Figure 10B) bolt holes LH, and multiple (shown in Figure 10B, but not limited to one on the left and right edges of Figure 10B) pin holes XH are provided through the front end face 317′. Here, the large through holes allow the pull rod 313 to drive the plunger 421 in reciprocating motion, and preferably allow for a certain margin to accommodate different plunger diameters. The long bolt holes allow long bolts 600 to pass through for overall fixation and pre-tightening. The pin hole XH is used to install and position the crosshead housing 314 and the spacer assembly 510 using a locating pin. The bolt hole LH is used to fasten the crosshead housing 314 and the spacer assembly 510 together using bolts.

[0135] In this disclosure, the pull rod 313 in the crosshead assembly 310 can be of different lengths ranging from 6 inches to 12 inches. As described later in this specification, examples of lengths A-8 inches and B-10 inches are given.

[0136] [4.2 Connection of the crosshead box assembly to the crankcase assembly side]

[0137] As described above with reference to Figures 13A and 13B, the connection between the crosshead housing assembly 310 and the crankcase assembly 210 is as follows: (1) A long bolt 600 passes through the corresponding long bolt holes sH in the rear end face 317 and the front end face 217 to achieve the first connection (overall fixation and pre-tightening); (2) A cylindrical locating pin passes through the corresponding pin holes XH in the rear end face 317 and the front end face 217 to install and position the rear end face 317 and the front end face 217, and a bolt passes through the corresponding bolt holes LH in the rear end face 317 and the front end face 217 to fasten the rear end face 317 and the front end face 217 together, and a sealing ring 219 seals the connection between the rear end face 317 and the front end face 217, thereby achieving the second connection.

[0138] The sealing connection of the sealing ring 219 can prevent the lubricating oil in the crosshead assembly 310 and crankcase assembly 210 from leaking out, and can also prevent external water, air, dust and other substances from entering the crosshead assembly 310 and crankcase assembly 210.

[0139] For crosshead housing assemblies with different tie rod lengths (corresponding to different strokes of the plunger pump products) within the same platform, the specifications of bolt holes, bolts, pin holes, locating pins, through holes, long bolt holes, torque, and seals on the crankcase assembly side of the crosshead housing assembly are completely identical. This is equivalent to the input-side interface of the third module described in the claims being a platform-based design. This allows for the replacement of different specifications of crosshead housing assemblies and adaptation to different specifications of crankcase assemblies while maintaining a standardized and unified external interface.

[0140] [4.3 Connection of the spacer assembly side of the crosshead box assembly]

[0141] As shown in Figure 13A, the connection between the crosshead box assembly 310 and the spacer assembly 510 is as follows: (1) The long bolt 600 passes through the long bolt hole sH in the spacer assembly 510 and through the long bolt hole sH in the front end face 317′ of the crosshead box assembly 310 to achieve the first connection (overall fixing and pre-tightening); (2) The cylindrical positioning pin passes through the pin hole in the rear end face 532 of the spacer assembly 510 and the corresponding pin hole in the front end face 317′ of the crosshead box assembly 310 to install and position the rear end face 532 and the front end face 317′. The bolt passes through the corresponding bolt hole LH in the rear end face 532 and the front end face 317′ to fasten the rear end face 532 and the front end face 317′ together. The sealing ring 319 seals the connection between the rear end face 532 and the front end face 317′, thereby achieving the second connection.

[0142] Here, the large through holes correspondingly provided in the rear end face 532 and the front end face 317' allow the tie rod 313 and the plunger 421 to reciprocate. Furthermore, the pin holes correspondingly provided on the left and right sides of the rear end face 532 and the front end face 317' allow for installation and positioning using locating pins. The bolt holes correspondingly provided on the upper and lower sides and on the left and right sides of the rear end face 532 and the front end face 317' allow for the use of bolts to securely connect the rear end face 532 and the front end face 317' together, thereby ensuring a tight fit between the connecting surfaces of the crosshead assembly 310 and the spacer assembly 510.

[0143] For crosshead box assemblies with different tie rod lengths (corresponding to different strokes of piston pump products) within the same platform, this disclosure specifies that the large through hole specifications, long bolt hole specifications, pin hole specifications, locating pin specifications, bolt hole specifications, bolt specifications, torque specifications, and seal specifications on the spacer assembly side of the crosshead box assembly are completely identical. This is equivalent to the output side interface of the third module being designed as a platform. Therefore, it is possible to replace crosshead box assemblies of different specifications and adapt them to spacer assemblies of different specifications while achieving standardization and unification of external interfaces.

[0144] [5. Platform Design of Module 5]

[0145] [5.1 Spacer Assembly]

[0146] Figure 11 is a schematic diagram illustrating a construction example of a spacer assembly according to an embodiment of the present disclosure. As shown in Figure 11, the spacer assembly 510 includes spacers 533. A rear end face 532 is provided on the crosshead box assembly side of the spacer assembly 510, which constitutes the input port of the spacer assembly 510. A front end face 532' is provided on the hydraulic end assembly side of the spacer assembly 510, which constitutes the output port of the spacer assembly 510. The spacers 533 are fixedly clamped between the rear end face 532 and the front end face 532', thereby forming a frame structure. Although Figure 11 shows six spacers 533 evenly arranged in two rows, the present disclosure is not limited thereto, and the spacers 533 can be any number of two or more.

[0147] The spacer assembly 510 is provided with a plurality of long bolt holes sH (e.g., six long bolt holes sH in each of the upper and lower rows) that pass sequentially through the front end face 532', the spacer 533, and the rear end face 532. The rear end face 532 is provided with: a plurality of bolt holes LH corresponding to the plurality of bolt holes on the front end face 317' (e.g., six bolt holes LH each on the upper and lower edges, and two bolt holes LH each on the left and right edges); a plurality of large through holes bH that roughly correspond to the plurality of large through holes on the front end face 317'; and a plurality of pin holes XH corresponding to the plurality of pin holes on the front end face 317' (e.g., one pin hole XH each on the left and right edges). Here, the large through holes bH are preferably provided with a certain margin to accommodate designs with varying plunger diameters. In addition, a set screw hole DH is provided on the left and right edges of the rear end face 532 to assist in the removal of the locating pins.

[0148] In the front end face 532', a hollowed-out portion is formed according to the contour of the entire area occupied by all plungers 421, and this hollowed-out portion preferably has a certain margin to accommodate variations in plunger diameters. Furthermore, a pin hole XH and a set screw hole DH are respectively provided in the left and right edges of the front end face 532'. Additionally, although not shown, a number of bolt holes (e.g., similar to the multiple bolt holes on the rear end face 532) may be provided in the upper and lower edges, as well as the left and right edges of the front end face 532', for fastening connection to the hydraulic end assembly 410.

[0149] The spacer assembly 510 is a structural component between the crosshead assembly 310 and the hydraulic end assembly 410. Its main function is to maintain a suitable distance between the hydraulic end assembly 410 and the crosshead assembly 310 according to the different strokes of the plunger, and to leave maintenance space for parts of the hydraulic end assembly 410 such as the plunger 421 and the packing assembly 424. As described above with reference to FIG2A, a support frame 531 can be provided below the spacer assembly 510, and the bottom of the support frame 531 can be connected to the support base of the crankcase assembly 210 (which serves as the base of the entire plunger pump) 216, together supporting the plunger pump (especially the hydraulic end assembly side).

[0150] In this disclosure, the spacer assembly can have different length specifications in the range of 6in to 12in, depending on the different strokes of the plunger. As described later in this specification, examples of length specifications A-8in and B-10in are given.

[0151] [5.2 Connection of the crosshead box assembly side of the spacer assembly]

[0152] As shown in Figure 13A, the connection between the spacer assembly 510 and the crosshead box assembly 310 is as follows: (1) The long bolt 600 can pass through the long bolt hole sH in the spacer assembly 510 and the long bolt hole sH in the crosshead box assembly 310, thereby fixing and pre-tightening the whole assembly; (2) Using a cylindrical positioning pin, the pin hole XH in the rear end face 532 of the spacer assembly 510 and the corresponding pin hole XH in the front end face 317′ of the crosshead box assembly 310 are passed through to realize the installation positioning of the rear end face 532 and the front end face 317′; using bolts, the corresponding bolt holes in the rear end face 532 and the front end face 317′ are passed through and thus the two are securely connected; in addition, a sealing ring 319 is used to seal the connection between the rear end face 532 and the front end face 317′.

[0153] The cylindrical locating pins and the corresponding pin holes on the left and right edges of the rear end face 532 and the front end face 317' ensure proper positioning between the spacer assembly 510 and the crosshead box assembly 310. Bolts and the upper and lower rows of bolt holes and bolt holes on the left and right sides of the rear end face 532 and the front end face 317' ensure a tight fit between the connecting surfaces of the spacer assembly 510 and the crosshead box assembly 310. The sealing connection of the sealing ring 319 prevents lubricating oil leakage from the crosshead box assembly 310 and also prevents external water, air, dust, etc., from entering the crosshead box assembly 310.

[0154] For spacer assemblies of different lengths within the same platform, the specifications of the large through hole, long bolt hole, pin hole, locating pin, bolt hole, bolt, torque, and seals on the crosshead box assembly side of the spacer assembly are completely identical. This is equivalent to the input side interface of the fifth module being a platform-based design. This allows for the replacement of spacer assemblies of different specifications and adaptation to crosshead box assemblies of different specifications while maintaining a standardized and unified external interface.

[0155] [5.3 Connection of the hydraulic end assembly side of the spacer assembly]

[0156] As shown in Figure 13B (where the illustration of the hydraulic end assembly 410 is omitted), when the spacer assembly 510 is connected to the hydraulic end assembly 410, the long bolt 600 passes through the long bolt hole in the hydraulic end assembly 410 and the long bolt hole in the spacer assembly 510, thereby achieving overall fixation and pre-tightening.

[0157] Furthermore, when connecting the spacer assembly 510 to the hydraulic end assembly 410, the installation and positioning between the front end face 532' of the spacer assembly 510 and the back plate 426 of the hydraulic end assembly 410 are achieved using the pin holes XH provided in the left and right edges of the front end face 532' of the spacer assembly 510 and the corresponding positioning pins (not shown) provided in the left and right edges of the back plate 426 of the hydraulic end assembly 410. The fastening connection between the spacer assembly 510 and the hydraulic end assembly 410 is achieved using the bolt holes provided in the upper and lower edges, and the left and right edges of the front end face 532' of the spacer assembly 510 and the corresponding bolt holes and bolts provided in the back plate 426 of the hydraulic end assembly 410. Additionally, a sealing connection can also be achieved between the front end face 532' of the spacer assembly 510 and the end face of the back plate 426 of the hydraulic end assembly 410 using the sealing element described above.

[0158] For spacer assemblies of different lengths within the same platform, the specifications of pin holes, locating pins, bolt holes and bolts, long bolt holes, torque, and seals on the hydraulic end assembly side of the spacer assembly are completely identical. This is equivalent to the output side interface of the fifth module being a platform-based design. This allows for the replacement of spacer assemblies of different specifications and adaptation to hydraulic end assemblies of different specifications while maintaining a standardized and unified external interface.

[0159] [6. Platform Design of Module Four]

[0160] [6.1 Hydraulic End Assembly]

[0161] Figures 12A and 12B are perspective views and side plan views, respectively, showing a construction example of the hydraulic end assembly according to an embodiment of the present disclosure, viewed along the arrangement direction of the plungers. The hydraulic end assembly 410 mainly includes components such as plungers 421, valve boxes 422, valve assemblies 423, packing assemblies 424, and gland and cap assemblies 425. The function of the hydraulic end assembly 410 is as follows: the reciprocating motion of the plungers 421 causes changes in the volume of the valve box 422, thereby realizing the intake and discharge of liquid media such as fracturing fluid; the packing assemblies 424 provide a sealing function to prevent liquid media from leaking out from around the plungers; the upper and lower valve assemblies 423 are used to control the flow direction of the liquid media, ensuring that the liquid media flows unidirectionally from the intake end connected to the inlet manifold to the discharge end connected to the outlet manifold, avoiding backflow of the liquid media.

[0162] The hydraulic end assembly 410 is provided with a long bolt hole that allows a long bolt 600 to pass through. Furthermore, a back plate 426 is provided on the side of the hydraulic end assembly 410 facing the spacer assembly 510, which constitutes the plunger-side port of the hydraulic end assembly 410. The hydraulic end assembly 410 may contain a plurality of plungers 421 (shown in this disclosure, but not limited to five). The plungers 421 reciprocate under the action of the crosshead 311 and the pull rod 313, thereby entering and exiting the cavity of the valve box 422. In this disclosure, the plungers of the hydraulic end assembly may have different plunger diameter specifications in the range of 2.5 in to 6 in. As described later in this specification, two diameter specifications, A-4 in and B-4.5 in, are examples.

[0163] [6.2 Connection of the spacer assembly side of the hydraulic end assembly]

[0164] The back plate 426 of the hydraulic end assembly 410 has multiple pin holes (two or more), each containing a cylindrical locating pin. Additionally, the back plate 426 of the hydraulic end assembly 410 also has multiple bolt holes (two or more), each containing a bolt. Referring to Figures 12B and 13A, the back plate 426 of the hydraulic end assembly 410 is mounted and positioned on the front surface 532' of the spacer assembly 510 using the multiple cylindrical locating pins on the back plate 426 and the multiple pin holes XH in the front end face 532' of the spacer assembly 510. Bolts are then used to secure the bolt holes on the back plate 426 to the corresponding bolt holes in the front end face 532' of the spacer assembly 510. Furthermore, a sealing element as described above can also be provided between the hydraulic end assembly 410 and the spacer assembly 510.

[0165] Please note that, without the spacer assembly 510, the multiple pin holes and multiple bolt holes provided in the front end face 317′ of the crosshead box assembly 310, as described above, can be used as positioning holes for mounting and positioning with the multiple cylindrical positioning pins on the back plate 426 of the hydraulic end assembly 410, and mounting holes for fastening and connecting with the multiple bolt holes on the back plate 426.

[0166] Furthermore, when the hydraulic end assembly 410 is connected to the spacer assembly 510, one end of the long bolt 600 passes through the hydraulic end assembly 410, the spacer assembly 510, and the crosshead box assembly 310 and is screwed into the crankcase assembly 210. Then, the other end of the long bolt 600, which is exposed outside the hydraulic end assembly 410, is fastened with a fastening nut 610, thereby achieving a physical connection through a rigid sealing structure.

[0167] As shown in Figure 1B, the plunger 421 in the hydraulic end assembly 410 is connected to the pull rod 313 in the crosshead box assembly 310 via a clamp 427 at the frame structure of the spacer assembly 510, so as to realize the transmission of reciprocating motion power from the crosshead 311 to the plunger 421 via the pull rod 313. Without the pull rod 313, the plunger 421 is directly connected to the crosshead 311.

[0168] For hydraulic end assemblies with different plunger specifications within the same platform, the specifications of pin holes, locating pins, bolt holes and bolts, long bolt holes, torque specifications, and seals on the spacer assembly side of the hydraulic end assembly are completely identical. This is equivalent to the fourth module's input-side interface being a platform-based design. This allows for the replacement of different specifications of hydraulic end assemblies and adaptation to different specifications of spacer assemblies while maintaining a standardized and unified external interface.

[0169] [6.3 Connections to other sides of the hydraulic end assembly]

[0170] On the hydraulic end assembly 410, at a location different from the plunger inlet / outlet side, there is a suction end for connecting to the inlet manifold and a discharge end for connecting to the outlet manifold. For different specifications of the hydraulic end assembly 410, both the suction end and the discharge end can be designed as platforms to ensure compatibility with the inlet and outlet manifolds when replacing hydraulic end assemblies 410 of different specifications. As an example, the suction end and discharge end can also be designed with flexibility to accommodate changes in interface position due to the replacement of hydraulic end assemblies of different specifications.

[0171] [7. Different Combination Methods of Split-Type Piston Pump Components]

[0172] [7.1 Different Combination Methods]

[0173] In summary, at any connection point in the split-type plunger pump of this disclosure, even if assemblies of any different specifications are replaced, the external interfaces of these assemblies remain completely standardized. Based on this, this disclosure provides a split-type plunger pump assembly with a platform-designed external interface. By combining components of different specifications, plunger pump products with different performance parameters can be created to suit different applications, and conversion between products can be achieved by replacing at least one assembly.

[0174] For example, this disclosure illustrates the following combinations of main specifications:

[0175] ① Plunger diameter of hydraulic end assembly – different diameter specifications in the range of 2.5in to 6in (this article gives examples of two diameter specifications: A-4in and B-4.5in).

[0176] ② Length of spacer components in spacer assembly – different length specifications within the range of 6in to 12in (corresponding to the plunger pump stroke; examples of length specifications A-8in and B-10in are given in this manual).

[0177] ③ The length of the tie rod of the crosshead assembly – different length specifications in the range of 6in to 12in (corresponding to the plunger pump stroke; examples of length specifications A-8in and B-10in are given in this manual).

[0178] ④ Crankshaft journal turning radius of crankshaft in crankcase assembly – different length specifications within the range of 6in to 12in (corresponding to the plunger pump stroke; examples of length specifications A-8in and B-10in are given in this manual).

[0179] ⑤ Reduction structure and speed ratio of the gearbox assembly – two structural types: single parallel stage (A) reduction structure and parallel and planetary double stage (B) reduction structure, as well as different speed ratios in the range of 5:1 to 15:1 (this manual provides examples of three speed ratios: a = 6.353:1, b = 7.8:1, and c = 13:1).

[0180] Later, examples will be given of the following products obtained by combining components of different specifications:

[0181] Product 1: As shown in Figure 14, using the combination of ①B+②A+③A+④A+⑤Aa, the resulting product is a piston pump with a rated input power of 2800bhp, a stroke of 8in, a piston diameter of 4.5in, a single parallel stage reduction structure, and a speed ratio of 6.353:1. It is suitable for scenarios with high requirements for lightweighting (weight reduction) driven by fuel engines.

[0182] Product 2: As shown in Figure 15, using the combination of ①B+②B+③B+④B+⑤Ab, the resulting product is a piston pump with a rated input power of 3500bhp, a stroke of 10in, a piston diameter of 4.5in, a single parallel stage reduction structure, and a speed ratio of 7.8:1. It is suitable for scenarios driven by fuel engines and requiring higher operating displacement (such as larger and more stable operating displacement, or higher operating efficiency).

[0183] Product 3: As shown in Figure 16, using the combination of ①A+②B+③B+④B+⑤Bc, the resulting product is a piston pump with a rated input power of 4500bhp, a stroke of 10in, a piston diameter of 4in, a parallel and planetary two-stage reduction structure, and a speed ratio of 13:1. It is suitable for scenarios with motor drive and heavy-duty ultra-high pressure operating conditions (such as piston pumps that can operate for a long time under high discharge pressures of over 100MPa).

[0184] In addition to the three examples mentioned above, other different products can be created by combining components of different specifications, as shown in Table 1 below.

[0185] Table 1: Examples of other products obtained by combining components of different specifications

[0186] [7.2 Examples of permutations between different combinations]

[0187] By platformizing and standardizing the interface design of each module in the plunger pump product, users can quickly replace different specifications of each module when facing different application conditions. For example:

[0188] (i) When the prime mover is switched from a diesel engine or gas engine to an electric motor, the input speed of the prime mover increases, and the plunger pump can meet the usage requirements by simply replacing it with a gearbox assembly with a higher speed ratio. The gearbox assembly can be replaced by replacing one single parallel stage gearbox assembly with another single parallel stage gearbox assembly with a higher speed ratio, or by replacing one single parallel stage gearbox assembly with a parallel and planetary two-stage gearbox assembly, or by replacing only the parallel stage portion of a parallel and planetary two-stage gearbox assembly to convert it into a two-stage gearbox assembly with a higher speed ratio.

[0189] (ii) When the duration of operation changes from intermittent operation to continuous operation, and thus requires higher reliability for continuous operation, the transition from light-load to heavy-load application conditions can be achieved by replacing the single parallel stage gearbox assembly with a parallel and planetary dual-stage gearbox assembly.

[0190] (iii) When the operating pressure changes from low pressure to high pressure, it can be achieved by replacing it with a hydraulic end assembly with a smaller diameter plunger.

[0191] For the three examples above, the specific operation when switching from product two to product three (that is, replacing ①B and ⑤Ab of product two in Figure 15 with ①A and ⑤Bc of product three in Figure 16) is as follows:

[0192] (1) In Product 2 as shown in Figure 15, remove the 5 clamps that connect the 5 plungers and 5 tie rods as shown in Figure 1B.

[0193] (2) As shown in Figure 17A, use tools such as a wrench to loosen the fastening nuts of the 12 long bolts from the outside of the hydraulic end assembly ①B.

[0194] (3) As shown in Figure 17B, remove the fastening nuts of the 12 long bolts.

[0195] (4) As shown in Figures 18A and 18B, remove the hydraulic end assembly ①B from the long bolts and move it away (e.g., lift it away); then as shown in Figures 19A and 19B, move the hydraulic end assembly ①A into and attach it to the 12 long bolts.

[0196] (5) As shown in Figure 20A, positioning is achieved by at least two locating pins on the hydraulic end assembly ①A and at least two pin holes on the spacer assembly, ensuring that the hydraulic end assembly ①A and the spacer assembly are positioned and installed by the matching of locating pins and pin holes. Then, fastening nuts are installed on the exposed ends of the 12 long bolts respectively.

[0197] (6) As shown in Figure 20B, tighten the fastening nuts of the 12 long bolts to ensure a stable and reliable connection.

[0198] (7) As shown in Figure 21, install 5 clamps to connect the plunger of hydraulic end assembly ①A to the tie rod of crosshead assembly. This completes the replacement of hydraulic end assembly from ①B to ①A.

[0199] (8) As shown in Figure 22, remove the lubrication oil supply pipe 140 from the gearbox assembly ⑤Ab.

[0200] (9) As shown in Figure 23, unscrew all the nuts around the second end of the mounting flange of the gearbox assembly ⑤Ab.

[0201] (10) As shown in Figure 24, remove the gearbox assembly ⑤Ab (together with the mounting flange) from the studs at the input port of the crankcase assembly (these studs are screwed into multiple positioning holes provided on the input port of the crankcase assembly).

[0202] (11) As shown in Figure 25, replace it with gearbox assembly ⑤Bc.

[0203] (12) Referring to Figures 27A and 27B, since the switch from Product 2 to Product 3 corresponds to a change from fuel engine drive to electric motor drive, the height of the connecting flange 120 of the gearbox assembly ⑤Bc needs to be raised relative to the height of the connecting flange 120 of the gearbox assembly ⑤Ab, depending on the change in the prime mover. Therefore, as shown in Figure 26, at least one hole of the positioning hole of the mounting flange of the gearbox assembly ⑤Bc is rotated clockwise (rotating one hole corresponds to, for example, a 15° rotation). This achieves the adjustment of the height of the connecting flange 120 of the gearbox assembly ⑤Bc.

[0204] (13) As shown in Figures 28 and 29, align the external spline of the output drum gear (output shaft) in the gearbox assembly ⑤Bc with the internal spline of the crankshaft input end of the crankcase assembly and insert them. Also, fit the positioning hole on the second end of the mounting flange of the gearbox assembly ⑤Bc onto the stud at the input port of the crankcase assembly.

[0205] (14) As shown in Figure 30, tighten the nut around the circumference on the second end of the mounting flange of the gearbox assembly ⑤Bc.

[0206] (15) As shown in Figure 31, install the lubrication oil supply pipe 140 onto the gearbox assembly ⑤Bc. This completes the replacement of the gearbox assembly from ⑤Ab to ⑤Bc, resulting in product three as shown in Figure 16.

[0207] Through the above steps (1) to (15), the replacement of product two with product three was completed.

[0208] In addition, when switching to other products, such as replacing the crosshead box assembly, first remove the hydraulic end assembly as described above up to Figure 18B, then remove the spacer assembly and crosshead box assembly in sequence. After installing the replaced crosshead box assembly, install the spacer assembly and hydraulic end assembly in sequence.

[0209] The above-described embodiments, alternatives, and various modifications are merely preferred embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Those skilled in the art, within the technical scope disclosed in this disclosure, can make any modifications, substitutions, or changes based on the technical solutions and concepts of this disclosure, and all such modifications and substitutions should be covered within the scope of protection of this disclosure.

[0210] [List of reference numerals] 10: Split-type piston pump; 100, 100a, 100b: First module; 110, 110a, 110b: Gearbox assembly; 115a, 115b: Gearbox housing; 116a, 116b: Input shaft; 117a, 117b: Output shaft; 120: Connecting flange; 130, 130a, 130b: Mounting flange; 200: Second module; 210: Crankcase assembly; 211: Crankshaft; 212: Crankcase housing; 216: Support base; 217: Front end face; 219: Sealing ring; 300: Third module; 310: Crosshead head assembly; 31 1: Crosshead; 312: Connecting rod; 313: Tie rod; 314: Crosshead housing; 317: Rear end face; 317′: Front end face; 319: Sealing ring; 400: Fourth module; 410: Hydraulic end assembly; 421: Plunger; 422: Valve box; 426: Back plate; 427: Clamp; 500: Fifth module; 510: Spacer assembly; 531: Support frame; 532: Rear end face; 532′: Front end face; 533: Spacer; 600: Long bolt; 610: Fastening nut; LH: Bolt hole; XH: Pin hole; DH: Set screw hole; sH: Long bolt hole; bH: Large through hole

Claims

1. A split-type plunger pump, including: A first module (100) includes a gearbox assembly (110a, 110b), the input side interface of which is detachably connected to a power source; The second module (200) includes a crankcase assembly (210), and the input side interface of the second module (200) is detachably connected to the output side interface of the first module (100). The third module (300) includes a crosshead box assembly (310), the input side interface of which is detachably connected to the output side interface of the second module (200); and A fourth module (400) comprising a hydraulic end assembly (410), wherein the input-side interface of the fourth module (400) is detachably connected to the output-side interface of the third module (300). The gearbox assembly (110a, 110b), the crankcase assembly (210), the crosshead housing assembly (310), and the hydraulic end assembly (410) are connected in sequence. The input shafts (116a, 116b) of the gearbox assembly (110a, 110b) receive power from the drive shaft of the power source, and the output shafts (117a, 117b) of the gearbox assembly (110a, 110b) output rotational power to the crankshaft (211) of the crankcase assembly (210). The output-side interface and / or the input-side interface of the first module (100) are designed on a platform.

2. The split-type plunger pump according to claim 1, wherein, The output-side interface of the first module (100) includes mounting flanges (130a, 130b). The first end (131a, 131b) of the mounting flange (130a, 130b) is connected to the output port (113a, 113b) on the output side connection surface of the gearbox assembly (110a, 110b). The second ends (132a, 132b) of the mounting flanges (130a, 130b) are provided with platform-designed positioning holes for connection to the input port (213) on the input side connection surface of the crankcase assembly (210) using platform-designed bolts and nuts. When the gearbox assembly (110a, 110b) and the crankcase assembly (210) are assembled together, the gearbox assembly (110a, 110b) can be rotated using the mounting flanges (130a, 130b).

3. The split-type plunger pump according to claim 2, wherein, The first ends (131a, 131b) of the mounting flanges (130a, 130b) are welded or integrally cast to the output ports (113a, 113b) of the gearbox assembly (110a, 110b), or The first end (131a, 131b) of the mounting flange (130a, 130b) is provided with a plurality of positioning holes for connection to the output port (113a, 113b) of the gearbox assembly (110a, 110b) using a plurality of bolts and nuts. The gearbox assembly (110a, 110b) is rotatable at one or more of the positioning holes on the first end (131a, 131b) of the mounting flange (130a, 130b) and / or at one or more of the positioning holes on the second end (132a, 132b) of the mounting flange (130a, 130b).

4. The split-type plunger pump according to claim 2, wherein, The output shafts (117a, 117b) of the gearbox assembly (110a, 110b) are provided with a platform-designed spline for connection to the crankshaft (211) of the crankcase assembly (210).

5. The split-type plunger pump according to claim 1, wherein, The input-side interface of the first module (100) includes a connecting flange (120). The first end (121) of the connecting flange (120) is connected to the input port (111a, 111b) on the input side connecting surface of the gearbox assembly (110a, 110b), and The second end (122) of the connecting flange (120) is provided with a platform-designed positioning hole for connecting to the output port of the drive shaft of the power source using platform-designed bolts and nuts.

6. The split-type plunger pump according to claim 5, wherein, The first end (121) of the connecting flange (120) is welded or integrally cast to the input port (111a, 111b) of the gearbox assembly (110a, 110b), or The first end (121) of the connecting flange (120) is provided with a plurality of positioning holes for connection to the input ports (111a, 111b) of the gearbox assembly (110a, 110b) using a plurality of bolts and nuts.

7. The split-type plunger pump according to claim 5, wherein, The input shafts (116a, 116b) of the gearbox assembly (110a, 110b) are connected to the drive shaft of the power source via a platform-designed spline.

8. The split-type plunger pump according to claim 1, wherein, The output-side interface and / or the input-side interface of the second module (200) are designed on a platform.

9. The split-type plunger pump according to claim 8, wherein, The input port (213) on the input side connection surface of the crankcase assembly (210) is provided with a platform-designed positioning hole for connection to the output side interface of the first module (100) using platform-designed bolts and nuts, and The crankshaft (211) of the crankcase assembly (210) is provided with a platform-designed spline for connection to the output shaft (117a, 117b) of the gearbox assembly (110a, 110b).

10. The split-type plunger pump according to claim 8, wherein, The output port (217) on the output side connection surface of the crankcase assembly (210) is provided with a platform-designed pin hole and bolt hole to be connected to the input side interface of the third module (300) using a platform-designed positioning pin and bolt.

11. The split-type plunger pump according to claim 2, wherein, The input port (213) on the input side connecting surface of the crankcase assembly (210) is provided with a platform-designed positioning hole for connection to the platform-designed positioning hole on the second end (132a, 132b) of the mounting flange (130a, 130b) using platform-designed bolts and nuts. The crankshaft (211) of the crankcase assembly (210) is provided with a platform-designed spline for connection to the output shaft (117a, 117b) of the gearbox assembly (110a, 110b).

12. The split-type plunger pump according to claim 1, wherein, The output-side interface and / or the input-side interface of the third module (300) are designed on a platform.

13. The split-type plunger pump according to claim 12, wherein, The input port (317) on the input side connection surface of the crosshead box assembly (310) is provided with a platform-designed pin hole and bolt hole to be connected to the output side interface of the second module (200) using a platform-designed positioning pin and bolt.

14. The split-type plunger pump according to claim 12, wherein, The output port (317′) on the output side connection surface of the crosshead box assembly (310) is provided with a platform-designed pin hole and bolt hole to be connected to the input side interface of the fourth module (400) using a platform-designed positioning pin and bolt.

15. The split-type plunger pump according to claim 1, wherein, The crosshead assembly (310) has a crosshead (311), one end of which is connected to the crankshaft (211) of the crankcase assembly (210) via a connecting rod (312), and the other end of which is connected directly or via a pull rod (313) to the plunger (421) of the hydraulic end assembly (410).

16. The split-type plunger pump according to claim 1, wherein, The input-side interface of the fourth module (400) is designed as a platform.

17. The split-type plunger pump according to claim 16, wherein, The hydraulic end assembly (410) has a platform-designed locating pin and bolt on its input side connection surface (426) for connection to the output side interface of the third module (300).

18. The split-type plunger pump according to claim 14, wherein, The positioning pins and bolts of the platform design are set on the input side connection surface (426) of the hydraulic end assembly (410).

19. The split-type plunger pump according to claim 1, wherein, The hydraulic end assembly (410), the crosshead box assembly (310), and the crankcase assembly (210) are connected together in sequence by long bolts (600).

20. The split-type plunger pump according to claim 19, further comprising: The fifth module (500), which is detachably connected between the output side interface of the third module (300) and the input side interface of the fourth module (400), includes a spacer assembly (510) disposed between the crosshead box assembly (310) and the hydraulic end assembly (410). The hydraulic end assembly (410), the spacer assembly (510), the crosshead box assembly (310), and the crankcase assembly (210) are sequentially and tightly connected together by the long bolts (600).

21. The split-type plunger pump according to claim 20, wherein, The output-side interface and / or input-side interface of the fifth module (500) are designed on a platform basis.

22. The split-type plunger pump according to claim 21, wherein, The input-side connection surface (532) of the spacer assembly (510) is provided with a platform-designed pin hole and bolt hole, which are respectively connected to the output-side interface of the third module (300) using platform-designed positioning pins and bolts.

23. The split-type plunger pump according to claim 21, wherein, The output side connection surface (532') of the spacer assembly (510) is provided with a platform-designed pin hole and bolt hole for connecting to the input side interface of the fourth module (400) using a platform-designed positioning pin and bolt.

24. The split-type plunger pump according to any one of claims 1 to 23, wherein, A platform-designed sealing device is provided between the connection surfaces of each assembly, and The sealing device includes a sealing ring (219, 319) disposed in a sealing groove on the connecting surface.

25. A split-type plunger pump assembly, comprising: At least one specification of hydraulic end assembly (410); At least one crosshead box assembly (310); At least one crankcase assembly (210); and At least one gearbox assembly of a certain specification (110a, 110b), The hydraulic end assembly (410) of any specification has a first interface (426). The crosshead box assembly (310) of any specification has a second interface (317') and a third interface (317), the second interface (317') being detachably connected to the first interface (426). The crankcase assembly (210) of any specification has a fourth interface (217) and a fifth interface (213), the fourth interface (217) being detachably connected to the third interface (317). The gearbox assembly (110a, 110b) of any specification has a sixth port (113a, 113b) and a seventh port (111a, 111b), the sixth port (113a, 113b) being detachably connected to the fifth port (213) via mounting flanges (130a, 130b), and the seventh port (111a, 111b) being detachably connected to the power source via a connecting flange (120). The first interface (426) to the seventh interface (111a, 111b) are designed as a platform, and Any two or more of the hydraulic end assembly (410), the crosshead box assembly (310), the crankcase assembly (210), and the gearbox assembly (110a, 110b) can be combined in any specification to create a plunger pump (10) with different performance parameters.

26. The split-type plunger pump assembly according to claim 25, wherein, The platform-based design refers to the fact that the specifications of the flanges, positioning holes, bolts and nuts, pin holes, bolt holes, positioning pins, torque, sealing devices, and / or splines used for connection are the same.

27. The split-type plunger pump assembly according to claim 25, wherein, Each of the at least one gearbox assembly (110a, 110b) has a single parallel stage reduction structure or a parallel and planetary dual-stage reduction structure, and / or The at least one gearbox assembly (110a, 110b) has different speed ratios.

28. The split-type plunger pump assembly according to any one of claims 25 to 27, wherein, The crankcase assembly (210) of at least one specification has a crankshaft (211) of any rotation radius specification selected from 6 in to 12 in, and / or The at least one crosshead box assembly (310) has a pull rod (313) of any length selected from the range of 6 in to 12 in, and / or The hydraulic end assembly (410) of at least one specification has a plunger (421) of any diameter specification selected from the range of 2.5in to 6in.

29. The split-type plunger pump assembly according to any one of claims 25 to 27, further comprising: At least one spacer assembly (510) of a certain specification, said spacer assembly (510) being inserted between the hydraulic end assembly (410) and the crosshead box assembly (310), In this embodiment, any specification of the spacer assembly (510) has an eighth interface (532') and a ninth interface (532), the eighth interface (532') being detachably connected to the first interface (426), and the ninth interface (532) being detachably connected to the second interface (317'). The eighth interface (532') and the ninth interface (532) are designed on a platform basis, and Any two or more of the hydraulic end assembly (410), the spacer assembly (510), the crosshead box assembly (310), the crankcase assembly (210), and the gearbox assembly (110) can be combined in any specification to create a plunger pump (10) with different performance parameters.

30. The split-type plunger pump assembly according to claim 29, wherein, The at least one size of spacer assembly (510) has spacers (533) of any length selected from the range of 6 in to 12 in.

31. The split-type plunger pump assembly according to claim 29, further comprising: The power source of at least one specification is selected from electric motors, gas engines, fuel engines, dual-fuel engines, and turbine engines.

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