Clutch brake and fracturing device

Abstract

The present application relates to a clutch brake and a fracturing device. The fracturing device comprises a driving source, the clutch brake, and a fracturing apparatus; an input shaft of the clutch brake is connected to the driving source, and an output shaft of the clutch brake is connected to the fracturing apparatus; the clutch brake comprises a housing, the input shaft, the output shaft, a clutch mechanism, a braking mechanism, a push disk, and an action actuator; the input shaft passes through an input port of the housing; the output shaft passes through an output port of the housing; the clutch mechanism and the braking mechanism are both sleeved on the output shaft and are respectively arranged on two sides in the housing along the axial direction of the housing; the push disk is arranged between the clutch mechanism and the braking mechanism; and the action actuator can drive the push disk to move along the axial direction of the housing, so that the clutch brake is switched between a transmission state and a braking state.

Description

Clutch brakes and fracturing equipment

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 2024232696646, filed on December 30, 2024, entitled "Clutch Brake and Fracturing Equipment", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of oil and gas field production enhancement technology, and in particular to a clutch brake and fracturing equipment. Background Technology

[0004] Compared to traditional diesel engines, turbine engines offer numerous advantages, such as higher power density per unit, the ability to use 100% natural gas as fuel to reduce fuel costs, and more environmentally friendly emissions. Therefore, with the development of fracturing equipment technology, fracturing equipment powered by turbine engines has emerged. Currently, turbine engines are fundamentally classified into single-shaft turbine engines and twin-shaft turbine engines. A single-shaft turbine engine refers to an air compressor turbine and a power turbine rotating at the same speed on the same shaft, with the output speed being fixed. A twin-shaft turbine engine, on the other hand, has the air compressor and compressor turbine rotating at the same speed on the same shaft, while the power turbine is located on a separate shaft, allowing for adjustment of the power turbine shaft over a wider speed range.

[0005] However, if a twin-shaft turbine engine is used in fracturing equipment, in idle mode (where only the compressor turbine rotates while the power turbine is braked and has no power output), a large amount of hot gas generated in the combustion chamber will first drive the compressor turbine to rotate and then drive the air compressor. During this process, since the power turbine is forcibly braked, the power turbine has to withstand the high temperature and pressure of the combustion gas when it is discharged outward, which affects the service life of the power turbine. If a single-shaft turbine engine is used in fracturing equipment, there is a problem that the single-shaft turbine engine cannot start under load. It can only be connected to the output power end of the fracturing equipment after the single-shaft turbine has been stably started. Summary of the Invention

[0006] According to various embodiments of this application, a clutch brake is provided. A fracturing apparatus is also proposed.

[0007] A clutch brake includes: a housing having an input port and an output port arranged opposite each other along its own axial direction; an input shaft passing through the input port; an output shaft passing through the output port; a clutch mechanism and a braking mechanism, both sleeved on the output shaft and respectively disposed on both sides of the housing along the axial direction of the housing; a push plate disposed between the clutch mechanism and the braking mechanism; and an actuating element connected to the push plate, the actuating element being capable of driving the push plate to move towards the input port to control the input shaft to connect to the output shaft through the clutch mechanism, thereby putting the clutch brake in a transmission state; the actuating element can also drive the push plate to move towards the output port to control the output shaft to connect to the housing through the braking mechanism, thereby putting the clutch brake in a braking state.

[0008] In some embodiments, the push plate is connected to the clutch mechanism via a first reset actuator, which is configured to generate an elastic force that resets the push plate to put the clutch brake into the braking state when the push plate moves toward the input port to put the clutch brake into the driving state.

[0009] In some embodiments, the push plate is connected to the braking mechanism via a second reset actuator, which is configured to generate an elastic force that resets the push plate to put the clutch brake into the driving state when the push plate moves toward the output port to put the clutch brake into the braking state.

[0010] In some embodiments, the clutch mechanism includes an outer clutch sleeve, a clutch friction plate assembly, and an inner clutch sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer clutch sleeve is fixedly sleeved on the output shaft, and the inner clutch sleeve is connected to the input shaft. The clutch friction plate assembly is used to control the connection or separation of the outer clutch sleeve and the inner clutch sleeve.

[0011] In some embodiments, the clutch friction plate assembly includes a first clutch friction plate and a second clutch friction plate that are staggered along the axial direction of the housing. The first clutch friction plate is connected to the outer clutch sleeve, and the second clutch friction plate is connected to the inner clutch sleeve. When the push plate moves toward the input port, the first clutch friction plate and the second clutch friction plate are in contact with each other. When the push plate moves toward the output port, the first clutch friction plate and the second clutch friction plate are separated from each other.

[0012] In some embodiments, the braking mechanism includes an outer brake sleeve, a brake friction pad assembly, and an inner brake sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer brake sleeve is fixedly sleeved on the output shaft and connected to the clutch outer sleeve. The inner brake sleeve is connected to the housing. The brake friction pad assembly is used to control the connection or separation of the outer brake sleeve and the inner brake sleeve.

[0013] In some embodiments, the brake friction pad assembly includes a first brake friction pad and a second brake friction pad that are staggered along the axial direction of the housing. The first brake friction pad is connected to the outer brake sleeve, and the second brake friction pad is connected to the inner brake sleeve. When the push plate moves toward the output port, the first brake friction pad and the second brake friction pad are in contact with each other. When the push plate moves toward the input port, the first brake friction pad and the second brake friction pad are separated from each other.

[0014] In some embodiments, the housing has a lubricating oil passage that extends through the housing and connects to the clutch mechanism.

[0015] In some embodiments, the housing has a lubricating oil passage that extends through the housing and connects to the braking mechanism.

[0016] In some embodiments, the housing has a control oil passage that extends through the housing and connects to the clutch mechanism.

[0017] In some embodiments, the housing has a control oil passage that extends through the housing and connects to the braking mechanism.

[0018] In some embodiments, the housing has a lubricating oil passage that extends through the housing and is connected to the clutch mechanism; the housing also has a control oil passage that extends through the housing and is connected to the clutch mechanism.

[0019] In some embodiments, the housing has a lubricating oil passage extending through the housing and the lubricating oil passage is connected to the clutch mechanism; the housing also has a control oil passage extending through the housing and the control oil passage is connected to the braking mechanism.

[0020] In some embodiments, the housing has a lubricating oil passage extending through the housing and the lubricating oil passage is connected to the braking mechanism; the housing also has a control oil passage extending through the housing and the control oil passage is connected to the clutch mechanism.

[0021] In some embodiments, the housing has a lubricating oil passage that extends through the housing and is connected to the braking mechanism; the housing also has a control oil passage that extends through the housing and is connected to the braking mechanism.

[0022] A fracturing device includes: a drive source; a fracturing apparatus spaced apart from the drive source; and a clutch brake, wherein the input shaft of the clutch brake is connected to the drive source, and the output shaft of the clutch brake is connected to the fracturing apparatus; wherein the drive source is a dual-shaft turbine engine or a single-shaft turbine engine.

[0023] In some embodiments, the fracturing equipment further includes a first reduction gearbox and a second reduction gearbox. The first reduction gearbox is connected between the drive source and the input shaft of the clutch brake; the second reduction gearbox is connected between the output shaft of the clutch brake and the fracturing device. When the drive source is a single-shaft turbine engine, the first reduction gearbox has a first power output end and a second power output end, and the second reduction gearbox has a first power input end and a second power input end. An auxiliary speed regulating mechanism is provided between the first power output end and the first power input end. The auxiliary speed regulating mechanism can adjust the output speed of the fracturing device and can connect or disconnect the first power output end and the first power input end. The clutch brake is connected between the second power output end and the second power input end.

[0024] In some embodiments, the auxiliary speed regulating mechanism is a gearbox, or the auxiliary speed regulating mechanism includes a generator and an auxiliary motor, one end of the generator is connected to the first power output terminal, the other end is connected to the auxiliary motor, and the end of the auxiliary motor away from the generator is detachably connected to the first power input terminal. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the disclosed drawings without creative effort.

[0026] Figure 1 is a schematic diagram of a twin-shaft turbine engine provided in one embodiment.

[0027] Figure 2 is a schematic diagram of a single-shaft turbine engine provided in one embodiment.

[0028] Figure 3 is a schematic diagram of the transmission structure of a fracturing device provided in a conventional embodiment.

[0029] Figure 4 is a schematic diagram of a clutch brake provided in an embodiment of this application applied to a fracturing equipment (the drive source is a twin-shaft turbine engine).

[0030] Figure 5 is a schematic diagram of the clutch brake provided in an embodiment of this application.

[0031] Figure 6 is an enlarged schematic diagram of region A in Figure 5.

[0032] Figure 7 is a schematic diagram of a clutch brake provided in an embodiment of this application applied to a fracturing equipment (the drive source is a single-shaft turbine engine).

[0033] Figure 8 is a schematic diagram of a clutch brake provided in one embodiment of this application applied to a fracturing equipment (the drive source is a single-shaft turbine engine). Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0035] Fracturing equipment is used to pump high-pressure fracturing fluid into oil or gas wells to fracture the production layer, thereby increasing oilfield production. In recent years, with the development of fracturing equipment technology, fracturing equipment powered by turbine engines has emerged. This is because turbine engines have many advantages over traditional diesel engines, such as high power density per unit, the ability to use 100% natural gas as fuel to reduce fuel costs, and more environmentally friendly engine emissions.

[0036] As described in the background section, turbine engines are currently classified into single-shaft turbine engines and twin-shaft turbine engines based on their basic structure. As shown in Figure 1, a single-shaft turbine engine 120 refers to a turbine engine where the compressor 101, compressor turbine 102, and power turbine 103 rotate at the same speed on the same shaft. In this case, the output speed of the turbine engine is not adjustable. As shown in Figure 2, a twin-shaft turbine engine 110 refers to a turbine engine where the compressor turbine 102 and power turbine 103 rotate at the same speed on the same shaft, but the power turbine 103 is located on a separate shaft. In other words, the twin-shaft turbine engine 110 has an additional free power turbine shaft compared to the single-shaft turbine engine 120. Because the power turbine shaft can rotate freely, the output flow rate of the fracturing equipment can be adjusted by changing the speed of the power turbine shaft.

[0037] However, the twin-shaft turbine engine 110 has an idle mode, which is a mode in which only the compressor turbine 102 rotates while the power turbine 103 has no power output. If the twin-shaft turbine engine 110 is used as the drive source 100 of the fracturing device 10, in the existing technology, to prevent the fracturing device 200 from being driven to rotate by the power turbine 103 under no load or very low load in idle mode, as shown in Figure 3, a brake 300 is installed between the twin-shaft turbine engine 110 and the fracturing device 200. This way, once the twin-shaft turbine engine is in idle mode, the brake 300 can force the speed of the power turbine 103 to zero. However, in idle mode, the air compressor, combustion chamber, and compressor turbine 102 of the turbine engine are all running. At this time, a large amount of hot gas is discharged from the exhaust end of the turbine engine. This hot gas, after exiting the combustion chamber, first passes through the compressor turbine 102, driving the compressor turbine 102 to rotate and then driving the air compressor. Then, this hot gas passes through the power turbine 103 and is discharged to the exhaust end. Because the power turbine 103 is forcibly braked by the brake 300 during this process, when the hot gas is discharged outward through the power turbine 103, the power turbine 103 needs to withstand the high temperature and pressure of the gas, which affects the service life of the power turbine 103.

[0038] As for the single-shaft turbine engine 120, since the compressor turbine 102 and the power turbine 103 are on the same shaft, the compressor turbine 102 needs to drive the power turbine 103 to rotate together, and cannot output torque. Therefore, it cannot achieve load start-up. If the single-shaft turbine engine 120 is used as the power source of the fracturing equipment 10, it must be connected to the fracturing device 200 after the single-shaft turbine engine 120 has been stably started in order to transfer power to the fracturing device 200. Moreover, after the single-shaft turbine engine 120 has been stably started, it operates at its maximum speed. If its output power shaft is directly connected to the fracturing device 200, it is easy to cause load impact on the fracturing device 200, thereby affecting the service life of the fracturing equipment 10.

[0039] Therefore, based on the series of problems mentioned above, this application provides a clutch brake and a fracturing device including the clutch brake, wherein the clutch brake is installed in the fracturing device and is used to realize the power transmission and cut-off between the drive source and the output end of the fracturing device, so as to solve the series of technical problems mentioned above.

[0040] The following description uses the application of a clutch brake in fracturing equipment as an example to illustrate the clutch brake provided in this application. This embodiment is only used as an example and does not limit the technical scope of this application. It is understood that in other embodiments, the clutch brake of this application is not limited to fracturing equipment, but can also be used in any equipment that needs to transmit or cut off power, and is not limited here.

[0041] Referring to Figure 4, which shows a fracturing device 10 provided in an embodiment of this application, the fracturing device 10 provided in an embodiment of this application includes a drive source 100, a first reduction gearbox 400, a clutch brake 500, a second reduction gearbox 600, and a fracturing device 200 connected sequentially from left to right in Figure 4. The drive source 100 is used to provide power, the first reduction gearbox 400 is used to reduce the output speed of the drive source 100, the clutch brake 500 is used to realize the clutch or braking function of the entire device, the second reduction gearbox 600 is used to further reduce the output speed of the clutch brake 500, and the fracturing device 200 is usually a fracturing pump used to pump fracturing fluid.

[0042] The drive source 100 can be either the dual-shaft turbine engine 110 or the single-shaft turbine engine 120 described above. For example, as shown in Figure 4, the drive source 100 is a dual-shaft turbine engine 110. The internal structure of the first reduction gearbox 400 and the second reduction gearbox 600 can be a structure in which planetary gears mesh with each other. The structure of the fracturing device 200 is a structure in which the crankshaft rotates to drive the connecting rod to swing, thereby realizing the linear reciprocating motion of the plunger. This can be referred to in the prior art and will not be described in detail here.

[0043] The structure of the clutch brake 500 provided in the embodiments of this application is described in detail below. As shown in Figure 5, Figure 5 shows a schematic diagram of the structure of a clutch brake 500 according to an embodiment. The clutch brake 500 of this embodiment includes a housing 510, an input shaft 520, an output shaft 530, a clutch mechanism 540, a braking mechanism 550, a push plate 560, and an actuating element (not shown in the figure). The housing 510 has an input port 501 and an output port 502 arranged opposite to each other along its own axial direction. The input shaft 520 passes through the input port 501, and the output shaft 530 passes through the output port 502. The clutch mechanism 540 and the braking mechanism 550 are both sleeved on the output shaft 530 and are respectively arranged on both sides inside the housing 510 along the axial direction of the housing 510. The pusher plate 560 is located between the clutch mechanism 540 and the braking mechanism 550. The actuator is connected to the pusher plate 560 and can drive the pusher plate 560 to move towards the input port 501, so as to control the input shaft 520 to connect to the output shaft 530 through the clutch mechanism 540, thereby putting the clutch brake 500 in the transmission state (i.e., the power generated by the drive source 100 can be transmitted to the fracturing device 200); and the actuator can also drive the pusher plate 560 to move towards the output port 502, so as to control the output shaft 530 to connect to the housing 510 through the braking mechanism 550, thereby putting the clutch brake 500 in the braking state (i.e., the power generated by the drive source 100 is cut off and cannot be transmitted to the fracturing device 200).

[0044] Referring to Figure 6, in one embodiment, the clutch mechanism 540 includes a clutch outer gear sleeve 541, a clutch friction plate assembly 542, and a clutch inner gear sleeve 543 arranged sequentially along the radial direction of the housing 510 from the central axis of the housing 510. The clutch outer gear sleeve 541 is fixedly sleeved on the output shaft 530, and the clutch inner gear sleeve 543 is connected to the input shaft 520. The clutch friction plate assembly 542 is used to control the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 to connect or separate from each other. When the outer clutch sleeve 541 and the inner clutch sleeve 543 are connected, the input shaft 520 and the output shaft 530 are connected, so that when the input shaft 520 rotates, it can drive the output shaft 530 to rotate together, thereby putting the clutch brake 500 in the transmission state; when the outer clutch sleeve 541 and the inner clutch sleeve 543 are separated, the input shaft 520 and the output shaft 530 are disconnected, so that when the input shaft 520 rotates, it cannot drive the output shaft 530 to rotate together.

[0045] In one embodiment, the clutch friction plate assembly 542 includes a first clutch friction plate 5421 and a second clutch friction plate 5422 staggered along the axial direction of the housing 510. The first clutch friction plate 5421 is connected to the outer clutch sleeve 541, and the second clutch friction plate 5422 is connected to the inner clutch sleeve 543. When the push plate 560 moves toward the direction closer to the input port 501 (i.e., to the left in Figure 6), each first clutch friction plate 5421 interacts with the outer clutch sleeve 543. The adjacent second clutch friction plates 5422 are in contact with each other and generate pressure along the axial direction of the housing 510, which in turn generates friction along the circumferential direction of the housing 510, so that the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 are connected to each other; when the push plate 560 moves toward the direction closer to the output port 502 (i.e., to the right in the figure), each first clutch friction plate 5421 separates from the adjacent second clutch friction plate 5422, so that the clutch outer gear sleeve 541 and the clutch inner gear sleeve 543 are separated from each other accordingly.

[0046] Please refer to Figure 6. Similar to the clutch mechanism 540, the braking mechanism 550 includes a brake outer gear sleeve 551, a brake friction pad assembly 552, and a brake inner gear sleeve 553 arranged sequentially along the radial direction of the housing 510 from the central axis of the housing 510. The brake outer gear sleeve 551 is fixedly sleeved on the output shaft 530 and connected to the clutch outer gear sleeve 541. The brake inner gear sleeve 553 is connected to the housing 510. The brake friction pad assembly 552 is used to control the connection or separation of the brake outer gear sleeve 551 and the brake inner gear sleeve 553. When the brake outer gear sleeve 551 and the brake inner gear sleeve 553 are connected, the output shaft 530 is connected to the housing 510. Since the housing 510 is stationary, the output shaft 530 can also stop rotating, thereby putting the clutch brake 500 in a braking state. When the brake outer gear sleeve 551 and the brake inner gear sleeve 553 are separated, the output shaft 530 is disconnected from the housing 510, allowing the output shaft 530 to rotate freely.

[0047] In the structure of the brake friction pad assembly 552, the brake friction pad assembly 552 includes a first brake friction pad 5521 and a second brake friction pad 5522 that are staggered along the axial direction of the housing 510. The first brake friction pad 5521 is connected to the outer brake sleeve 551, and the second brake friction pad 5522 is connected to the inner brake sleeve 553. When the push plate 560 moves toward the output port 502, the first brake friction pad 5521 and the second brake friction pad 5522 come into contact with each other and generate pressure along the axial direction of the housing 510, thereby generating frictional force along the circumferential direction of the housing 510, so that the outer brake sleeve 551 and the inner brake sleeve 553 are connected to each other. When the push plate 560 moves toward the input port 501, the first brake friction pad 5521 and the second brake friction pad 5522 separate from each other, so that the outer brake sleeve 551 and the inner brake sleeve 553 are correspondingly separated from each other.

[0048] It is understood that the brake outer gear sleeve 551 and the clutch outer gear sleeve 541 can be a structure that is integrated and connected to each other, or they can be two separate parts connected by fasteners. No limitation is made here.

[0049] Furthermore, in order to achieve force balance in the radial direction of the housing 510 when the clutch brake 500 is in the transmission or braking state, in a preferred embodiment, the clutch friction plate group 542 and the brake friction plate group 552 are each provided in at least two sets. All clutch friction plate groups 542 and all brake friction plates are arranged in pairs in the radial direction of the housing 510, and the push plate 560 is also sleeved on the output shaft 530. In this way, the force generated by the mutual contact of the first clutch friction plate 5421 and the second clutch friction plate 5422 or the mutual contact of the first brake friction plate 5521 and the second brake friction plate 5522 on both sides of the radial direction of the clutch brake 500 can achieve the purpose of force balance.

[0050] Furthermore, in a preferred embodiment, the push plate 560 is connected to the clutch mechanism 540 via the first reset actuator 570, and in one embodiment, to the clutch outer gear sleeve 541; or the push plate 560 is connected to the brake mechanism 550 via the second reset actuator, and in one embodiment, to the brake outer gear sleeve 551. The first reset actuator 570 and the second reset actuator can be elastic elements capable of elastic deformation, such as springs or tension springs, so that when the push plate 560 moves toward the input port 501 to put the clutch brake 500 in the transmission state, the first reset actuator 570 can generate an elastic force to reset the push plate 560 to put the clutch brake 500 in the braking state. At this time, the clutch brake 500 is normally closed in the natural state and normally open in the clutch state; or when the push plate 560 moves toward the output port 502 to put the clutch brake 500 in the braking state, an elastic force is generated to reset the push plate 560 to put the clutch brake 500 in the transmission state. At this time, the clutch brake 500 is normally closed in the natural state and normally open in the clutch state.

[0051] It should be noted that the actuator can drive the push plate 560 to move in a hydraulic, pneumatic, electromagnetic, or mechanical linkage manner, and there are no particular limitations here.

[0052] Furthermore, as an improvement to the above embodiment, please continue to refer to Figure 5. The housing 510 has a lubricating oil passage 511 penetrating the housing 510. The lubricating oil passage 511 connects to the clutch mechanism 540 and / or the braking mechanism 550. The lubricating oil passage 511 is used to circulate lubricating oil between the friction plates of the clutch friction plate assembly 542 and / or the braking friction plate assembly 552. The purpose is to remove the heat generated during the clutch and braking processes, ensuring that the friction plates can achieve the set duration of clutch engagement or disengagement under the preset required transmission power and speed. Further, the housing 510 may also have a control oil passage 512 penetrating the housing 510. The control oil passage 512 connects to the clutch mechanism 540 and / or the braking mechanism 550. When the power actuator is driven by hydraulic drive, the push rod stroke and the pressure between the friction plates can be controlled by controlling the oil pressure. Of course, only the lubricating oil passage 511 or only the control oil passage 512 can be provided as needed; there is no limitation here.

[0053] As can be seen, the clutch brake 500 provided in the above embodiment has only one actuator, that is, it can control the clutch brake 500 to be in the transmission state or the braking state by relying solely on the left and right movement of a push plate 560 along the axial direction of the housing 510. Compared with the prior art structure that uses two actuators to control the clutch mechanism 540 and the braking mechanism 550 respectively, this improves the control logic and avoids the problem that the clutch brake 500 cannot be in the transmission state or the braking state normally due to the conflict between the opening and closing relationship of the clutch mechanism 540 and the braking mechanism 550 (such as the clutch mechanism 540 being engaged when the braking mechanism 550 is not open). Furthermore, because the control logic of a single actuator is simpler and easier to implement, damage to the clutch brake 500 or other components can be avoided.

[0054] Please refer to Figure 4. Figure 4 shows an embodiment of the clutch brake 500 described in the above embodiment applied to a fracturing device 10 in which the drive source 100 is a twin-shaft turbine engine 110. In this embodiment, the input shaft 520 of the clutch brake 500 is connected to the power output end of the first reduction gearbox 400, and the output shaft 530 of the clutch brake 500 is connected to the power input end of the second reduction gearbox 600. Thus, as can be seen from the figure, when the twin-shaft turbine engine 110 is in idle mode, the operator can control the clutch brake 500 to be in a braking state. At this time, the power output of the drive source 100 is cut off from the fracturing device 200, and the fracturing device 200 is braked, with a rotational speed of 0. However, the power turbine 103 of the twin-shaft turbine engine 110 can still rotate freely. Therefore, braking the power turbine 103 is replaced, solving the problem mentioned above that the power turbine 103 needs to withstand the high temperature and pressure of the gas, which affects the service life of the power turbine 103.

[0055] In an improved embodiment, the rotational speed of the output shaft 530 of the first gearbox 400 can be controlled by providing a power take-off port on the first gearbox 400 and adding a load (such as a gear) to the power take-off port, which can prevent the rotational speed of the power turbine 103 from continuously increasing and causing overspeeding.

[0056] Furthermore, the clutch brake 500 provided in the above embodiments can also achieve soft start of the fracturing device 200, thereby solving the problem mentioned above of easily causing load impact on the fracturing device 200 and affecting the service life of the fracturing equipment 10. In one embodiment, during the process of switching the clutch brake 500 from the braking state to the transmission state, the control pressure can be quickly increased to a specific pressure by the drive actuator, so that the pressure applied by the pusher 560 to the clutch friction plate group 542 can also be quickly increased to a specific pressure. At this time, the first brake friction plate 5521 and the second brake friction plate 5522 in the brake friction plate group 552 are completely disengaged, and the first clutch friction plate 5421 and the second clutch friction plate 5422 in the clutch friction plate group 542 are in contact. Then, the pusher 560 is controlled to slowly apply pressure to the clutch friction plate group 542. Applying pressure causes the friction between the first clutch friction plate 5421 and the second clutch friction plate 5422 to increase slowly. The total output torque of the clutch brake 500 is greater than the load (i.e., the fracturing device 200). At this time, the output shaft 530 of the clutch brake 500 begins to rotate at an accelerated speed. Finally, the pressure applied by the pusher plate 560 remains stable, and the first clutch friction plate 5421 and the second clutch friction plate 5422 no longer move relative to each other. The speed of the output shaft 530 of the clutch brake 500 is the same as the speed of the input shaft 520. At this time, the pressure is set as the maximum control pressure or the rated control pressure.

[0057] It should be noted that if the transmission torque exceeds the limit torque, the turbine engine, which is the drive source 100, can be protected by the relative slippage between the first clutch friction plate 5421 and the second clutch friction plate 5422. At the same time, the continuous slippage time between the first clutch friction plate 5421 and the second clutch friction plate 5422 can be determined by monitoring the difference between the input and output speeds. If the slippage time exceeds the set value, the clutch brake 500 is immediately controlled to be in a braking state, which can prevent the first clutch friction plate 5421 and the second clutch friction plate 5422 from slipping for a long time.

[0058] Thus, by using the clutch brake 500 to slowly switch to transmission mode, the fracturing device 200 is soft-started, which helps to reduce the load impact on the turbine engine and transmission components caused by high speed and improve the service life of the fracturing equipment 10.

[0059] Referring to Figures 7 and 8, which illustrate two embodiments of the clutch brake 500 provided in this application applied to a fracturing device 10 in which the drive source 100 is a single-shaft turbine engine 120, the first reduction gearbox 400 has a first power output end 401 and a second power output end 402, and the second reduction gearbox 600 has a first power input end 601 and a second power input end 602. An auxiliary speed regulating mechanism 700 is provided between the first power output end 401 and the second power input end 602. The auxiliary speed regulating mechanism 700 can adjust the output speed of the fracturing device 200 and can connect or disconnect the first power output end 401 and the first power input end 601. The clutch brake 500 is connected between the second power output end 402 and the second power input end 602. In the embodiment shown in Figure 7, the auxiliary speed regulating mechanism 700 includes a generator 710 and an auxiliary motor 720. One end of the generator 710 is connected to the first power output terminal 401, and the other end is connected to the auxiliary motor 720. The end of the auxiliary motor 720 away from the generator 710 is detachably connected to the first power input terminal 601. The generator 710 generates electricity to power the auxiliary motor 720 by being driven by the drive source 100. In the embodiment shown in Figure 8, the auxiliary speed regulating mechanism 700 is a gearbox 730. The gearbox 730 itself has the functions of speed regulation and clutch braking, making the two embodiments essentially the same structure.

[0060] This provides two power transmission lines in the fracturing equipment 10. When the drive source 100 is a single-shaft turbine engine 120, the speed of the fracturing device 200 can be adjusted by controlling the on / off state of one of the two power transmission lines. Alternatively, the speed of the fracturing device 200 can be infinitely adjusted by adjusting the speed of the auxiliary speed regulating mechanism 700. Furthermore, both power transmission lines can be disconnected to start the single-shaft turbine engine 120 without load. After the start-up is stable, the clutch can be engaged to connect the single-shaft turbine engine 120 to the fracturing device 200, thus solving the problem of the single-shaft turbine engine 120 being unable to start under load.

[0061] Furthermore, after the drive source 100 is started, there are two scenarios for starting the fracturing device 200. One is the process of switching from not needing output from the fracturing device 200 to only having output from the drive source 100 (hereinafter referred to as Process A). The other is the process of switching from only having the auxiliary speed regulating mechanism 700 driving the fracturing device 200 to having output from the drive source 100 (hereinafter referred to as Process B). In Process A, the control process for driving the output of the fracturing device 200 is exactly the same as the control logic of the clutch brake 500 applied to the dual-shaft turbine engine 110 as described above. Soft starting can be achieved by slowly applying pressure to the clutch friction plate assembly 542 by the pusher plate 560 of the clutch brake 500, thereby solving the problem of easily causing load impact on the fracturing device 200. This will not be elaborated further here.

[0062] In process B, the control process for controlling the output of the fracturing device 200 is similar to that in process A. The only difference is that in the initial switching phase, in process A, after the first brake friction plate 5521 and the second brake friction plate 5522 in the braking mechanism 550 of the clutch brake 500 disengage, the output end of the clutch brake 500 has almost no rotational speed, and the speed difference between the input and output is basically equal to the input speed. However, in process B, when the auxiliary speed regulating mechanism 700 drives the fracturing device 200, the sun gear in the second reduction gearbox 600 has a relative speed to the output shaft 530 of the clutch brake 500. The reverse rotation trend, that is, when the first brake friction pad 5521 and the second brake friction pad 5522 of the clutch brake 500 disengage or are about to disengage, the output end may first accelerate in the opposite direction to the input, then decelerate to 0, and then start to accelerate in the same direction as the input shaft 520 until it reaches the same speed as the input shaft 520. Therefore, during the process of switching from the braking state to the transmission state, the speed difference between the input and output is higher than the speed difference between the input and output during the A switching process. At this time, in order to avoid reducing the service life of the fracturing equipment 10, it is necessary to reduce the drive rotation of the auxiliary speed regulating mechanism 700 in advance.

[0063] In summary, when the clutch brake 500 provided in this application is applied to a scenario where the drive source 100 is a twin-shaft turbine engine 110, it can solve the problem that the power turbine 103 needs to withstand the high temperature and pressure of the combustion gas, which affects the service life of the power turbine 103. When the clutch brake 500 is applied to a scenario where the drive source 100 is a single-shaft turbine engine 120, it can solve the problem that the single-shaft turbine engine 120 cannot start under load. Furthermore, regardless of whether the clutch brake 500 provided in this application is applied to a scenario where the drive source 100 is a twin-shaft turbine engine 110 or a single-shaft turbine engine 120, it can reduce the load impact on the turbine engine and transmission components due to high speed, thus solving the problem of shortened service life of the fracturing equipment 10. Furthermore, since the clutch brake 500 relies on only one actuator to drive the push plate 560 to switch between transmission and braking states, the conflict between the opening and closing relationships of the clutch mechanism 540 and the braking mechanism 550 can be avoided, thereby preventing damage to the clutch brake 500 or other components. Moreover, the control logic is simpler and easier to implement.

[0064] It should also be noted that in the structure of fracturing equipment, only one of the first gearbox and the second gearbox may be set, or neither of them may be set. The configuration can be made according to whether there is a need for deceleration, and there is no limitation here.

[0065] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0066] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

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

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

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

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

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

6. The clutch brake according to claim 4, characterized in that, The braking mechanism includes an outer brake sleeve, a brake friction pad assembly, and an inner brake sleeve arranged sequentially along the radial direction of the housing from the central axis of the housing. The outer brake sleeve is fixedly sleeved on the output shaft and connected to the clutch outer sleeve. The inner brake sleeve is connected to the housing. The brake friction pad assembly is used to control the connection or separation of the outer brake sleeve and the inner brake sleeve.

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

8. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that runs through the housing and is connected to the clutch mechanism.

9. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that runs through it and is connected to the braking mechanism.

10. The clutch brake according to claim 1, characterized in that, The housing has a control oil passage that extends through the housing and is connected to the clutch mechanism.

11. The clutch brake according to claim 1, characterized in that, The housing has a control oil passage that extends through the housing and is connected to the braking mechanism.

12. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that penetrates the housing and is connected to the clutch mechanism; the housing also has a control oil passage that penetrates the housing and is connected to the clutch mechanism.

13. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that penetrates the housing and is connected to the clutch mechanism; the housing also has a control oil passage that penetrates the housing and is connected to the braking mechanism.

14. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that penetrates the housing and is connected to the braking mechanism; the housing also has a control oil passage that penetrates the housing and is connected to the clutch mechanism.

15. The clutch brake according to claim 1, characterized in that, The housing has a lubricating oil passage that penetrates the housing and is connected to the braking mechanism; the housing also has a control oil passage that penetrates the housing and is connected to the braking mechanism.

16. A fracturing device, characterized in that, include: Driver source; The fracturing device is positioned at an interval from the drive source; The clutch brake as described in any one of claims 1-15, wherein the input shaft of the clutch brake is connected to the drive source, and the output shaft of the clutch brake is connected to the fracturing device; The drive source is either a dual-shaft turbine engine or a single-shaft turbine engine.

17. The fracturing equipment according to claim 16, characterized in that, The fracturing equipment further includes a first reduction gearbox and a second reduction gearbox. The first reduction gearbox is connected between the drive source and the input shaft of the clutch brake; the second reduction gearbox is connected between the output shaft of the clutch brake and the fracturing device. When the drive source is a single-shaft turbine engine, the first reduction gearbox has a first power output end and a second power output end, the second reduction gearbox has a first power input end and a second power input end, an auxiliary speed regulating mechanism is provided between the first power output end and the first power input end, the auxiliary speed regulating mechanism can adjust the output speed of the fracturing device, and can connect or disconnect the first power output end and the first power input end, and the clutch brake is connected between the second power output end and the second power input end.

18. The fracturing equipment according to claim 17, characterized in that, The auxiliary speed regulating mechanism is a gearbox, or the auxiliary speed regulating mechanism includes a generator and an auxiliary motor, one end of the generator is connected to the first power output terminal, the other end is connected to the auxiliary motor, and the end of the auxiliary motor away from the generator is detachably connected to the first power input terminal.

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