EP1222393B1 - Tauchmotor mit wellendichtungen - Google Patents

Tauchmotor mit wellendichtungen Download PDF

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Publication number
EP1222393B1
EP1222393B1 EP00968505A EP00968505A EP1222393B1 EP 1222393 B1 EP1222393 B1 EP 1222393B1 EP 00968505 A EP00968505 A EP 00968505A EP 00968505 A EP00968505 A EP 00968505A EP 1222393 B1 EP1222393 B1 EP 1222393B1
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EP
European Patent Office
Prior art keywords
motor
seal
shaft
seal chamber
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00968505A
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English (en)
French (fr)
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EP1222393A4 (de
EP1222393A1 (de
Inventor
Dale Andrews
Paul Russell
Michael Witzgall
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Lawrence Pumps Inc
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Lawrence Pumps Inc
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Publication date
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Publication of EP1222393A4 publication Critical patent/EP1222393A4/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/08—Sealings
    • F04D29/10—Shaft sealings
    • F04D29/106—Shaft sealings especially adapted for liquid pumps
    • F04D29/108—Shaft sealings especially adapted for liquid pumps the sealing fluid being other than the working liquid or being the working liquid treated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D13/08—Units comprising pumps and their driving means the pump being electrically driven for submerged use
    • F04D13/086—Units comprising pumps and their driving means the pump being electrically driven for submerged use the pump and drive motor are both submerged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/08—Sealings
    • F04D29/10—Shaft sealings
    • F04D29/106—Shaft sealings especially adapted for liquid pumps

Definitions

  • This invention relates to a submersible motor and seal section for a submersible motor. More particularly, it relates to a submersible motor, its ability to operate in air or submerged, and its maintainability. This invention particularly references combined submersible motor and pump units, although certain features of the present invention are useful on submersible motors that are used for purposes other than the operation of pumps.
  • the term "submersible”, as used herein means that the motor can be surrounded by a fluid, which is restricted from access to the interior of the motor by an external casing or motor housing that is integral to the motor design.
  • Submersible motor driven pumps are widely used for transferring liquids from sumps and wells. Generally, these pumps include a motor, and a seal section that prevents the ingress of the pumped fluid along the motor shaft.
  • Submersible motors have been designed with both wet and dry rotors. Wet rotor designs incorporate a rotor chamber filled with a compatible fluid to lubricate bearings and remove heat. The fluid must have good dielectric properties so that electrical conduction does not occur between the fluid and the motor windings.
  • Dry rotor designs have segregated motor and seal chambers whereby the motor rotor turns in a non wetted environment, or dry rotor chamber, reducing viscous drag and therefore increasing the overall efficiency of the motor. Dry rotor designs typically incorporate two mechanical seals, one located at each end of the seal chamber.
  • the seal chamber is filled with a compatible fluid that serves to cool and lubricate the faces of the inboard seal separating the rotor chamber and the seal chamber.
  • the outboard seal separating the seal chamber from the pumped fluid often relies on the pumped fluid for its cooling and lubrication.
  • Past submersible designs have utilized some form of flexible device to keep the internal environment separate from but in communication with the external fluid so as to maintain a balance of pressure on the mechanical seals.
  • These devices have taken the form of pistons, bellows, and bladders to name a few. All of these devices, although appropriate for clean environments, are unsuitable for operation in environments laden with grease, sludge, or solids that tend to defeat their movement ability.
  • Some designs have provided a non-submergible means for pressurizing the submergible motor through a connecting hose or the like. These reservoirs have typically been designed as separate support systems to the submersible motor and are not integral to the motor design.
  • U.S. Patent No. 5,616,973, published April 1, 1997 refers to a motor housing containing a plurality of integral cooling passages, through which buffer fluid is circulated by means of a co-axially mounted shaft driven vortex style impeller.
  • the buffer fluid absorbs heat from the motor and transfers the heat into the pumped fluid via conductive heat transfer through a segregating partition that is common to both the buffer fluid and the pumped fluid.
  • European patent 939231A1 published Sept. 1, 1999 , operates in a similar fashion utilizing an axial flow style of impeller. While effective at removing heat from a motor running in air, a disadvantage of these designs is that, although the motor can run continuously in air, critical surfaces of the outboard mechanical seal, specifically the contacting rotating and stationary seal faces, that are subject to frictional heat build up, are located adjacent to a small annulus formed by the pump shaft and seal components, wherein little relative motion occurs between the buffer fluid and the critical seal surfaces.
  • the buffer fluid in this stagnant zone does not provide sufficient cooling to the contacting faces of the outboard mechanical seal, which therefore must rely on the pumped fluid for cooling.
  • a run-dry condition where the pump has run out of fluid to pump and the motor continues to operate, or in a condition where a gas or vapor pocket surrounds the external surfaces of the outboard seal faces, overheating of the mating seal faces and subsequent premature failure of the outboard mechanical seal can occur. Therefore, the submersible motor is not capable of running for extended periods in any condition where the normally process wetted surfaces of the outboard seal faces are dry, without damage occurring to the mechanical seal faces due to heat build up. When used in a pumping application, this requires added instrumentation in the way of load sensors, level controls, and the like; or increased vigilance on the part of operators to avoid these problems. These options all have undesirable expense and reliability issues associated with them.
  • Submersible motors are often oriented vertically, with the axis of the motor shaft more or less perpendicular with the earth's surface. Gas, being lighter than liquid, tends to rise to the highest point within any containment.
  • a common problem with submersible units is that the mechanical seal faces are often located adjacent to the highest points within the pump chamber, for the outboard mechanical seal; and also adjacent to the highest points within the seal chamber, for the inboard mechanical seal. Any gas that is present in either the pump chamber, or the seal chamber, will tend to collect at the highest point within the chambers. If the gas pocket restricts the surrounding liquid from the seal faces, overheating and premature failure of a seal may result.
  • Submersible motor driven pumps are often located in sumps, or other low areas where liquids collect, where the primary purpose is to transfer all of the collected liquid to another location.
  • heat is generated within the motor due to electrical losses. This heat needs to be removed from the motor or it will build up and cause premature motor failure.
  • Early submersible designs relying on the superior heat transfer characteristics of fluids relative to gasses, required the motor to be submerged in liquid at all times. The primary disadvantage was that proper operation of the pump dictated that all of the liquid could not be removed from the pump site, thus defeating the primary purpose of the pump.
  • a number of inventions have successfully dealt with the issue of removing heat, from the motor, when the submersible motor becomes uncovered; allowing the submersible to pump the liquid down to a level below the motor.
  • the most common designs rely on either pumping liquid through a annular chamber around the motor housing, or circulating buffer fluid, by means of a radial impeller within the seal chamber, through jackets within the motor housing, past cooling fins that transfer motor heat into the pumped fluid for cooling.
  • US-A-2545422 discloses a motor and pump assembly in which a pump is driven by a shaft from a motor, the motor and pump being contained in a housing with the shaft being sealed by respective seals to the pump and motor housing. There is a chamber between the motor and pump, which is filled with a dielectric fluid.
  • US-A-5211532 discloses an arrangement in which a piston, driven by a pump, passes through a sealed chamber containing oil, which chamber is maintained by the action of a fluid reservoir containing a piston.
  • a submersible motor and pump assembly comprising a motor and motor housing, said motor having an output shaft, a pump and pump housing, said pump housing connected to said motor housing, said pump being driven by said output shaft, an inboard shaft seal (MS1) on said shaft proximate said motor, an outboard shaft seal (MS2) on said shaft proximate said pump, a seal chamber interspersed between said motor and said pump, said seal chamber comprising in part the chamber side faces of said inboard shaft seal (MS1) and said outboard shaft seal (MS2), said seal chamber charged with a buffer fluid under pressure at least equal to the pressure external of said motor and pump assembly, said buffer fluid having dielectric properties, wherein:
  • the invention thus enables a sealing arrangement for electric motor driven submersible pumps to be provided that overcomes the disadvantages noted in the prior art.
  • the invention resists the ingress of the external fluid between the seal faces, due to solids and other contaminants contained in the external fluid, which would tend to reduce seal or motor life relative to the life obtainable with a clean, compatible, fluid between the seal faces.
  • the submersible motor may operate dry for an extended time period, that is, to say without any contact with an external liquid for cooling purposes and without damage to the seal or motor.
  • the submersible motor may also be able to operate dry for an extended time period, without damage to the seal or motor, regardless of the rotational direction of the motor.
  • gas that might collect, within the pump chamber, adjacent to the mating faces of the outboard mechanical seal will not result in dry running and resultant overheating of the mechanical seal.
  • the seal and bearing arrangement allows for decreased installation and removal time for the seal and bearing arrangements, as compared to that provided by present submersible designs.
  • the present invention is suitable for use in an environment where the external motor surfaces are exposed to liquids carrying solids and other contaminants, in such a way so as to allow the surrounding environment to carry away the heat generated by the motor without creating restrictions that might cause the solids, or contaminants, to build up, inhibiting heat transfer.
  • Pressurization of the seal chamber may be achieved with a dry rotor design so as to allow for greater operating efficiencies than provided by wet rotor designs at the same time the integral reservoir may replenish the buffer medial lost during normal operation.
  • the present invention may be portable due to the provision of a motor pressurization system that forms an integral part of the submersible assembly.
  • a submersible, motor-driven pump There are three principle elements or features of the preferred embodiment of a submersible, motor-driven pump.
  • There is an integrally mounted pressurization reservoir used in combination with a submersible motor of the dry rotor type to maintain pressure in the seal chamber at a level higher than that found in the external environment at the working depth of the pump.
  • the submersible motor incorporates a removable shaft sleeve or cartridge-mounted lower bearing and upper seal assembly, which facilitates installation and removal of both components, with the bearing located between the inboard and outboard mechanical seals.
  • a unique circulating impeller that, in addition to imparting centrifugal pumping action for the purposes of motor cooling, converts kinetic energy into fluid flow that simultaneously circulates liquid along the motor shaft for cooling the shaft seals, thereby allowing the motor to run dry for extended time periods.
  • a pressurization reservoir integrally mounted with and segregated from a submersible motor
  • a combination centrifugal and pitot tube impeller for both local and motor cooling circulation of a buffer fluid
  • a lower bearing and upper seal assembly cartridge mounted on the motor shaft such that the lower bearing is located between the upper and lower mechanical seals, and which will also accommodate the buffer fluid impeller, where used.
  • FIG. 1 An outer shell 661, attached either integrally or mechanically with the motor and pump assembly M1, is fitted with an outer cover 662.
  • a shaft 1 extends from the enclosed motor through an annulus in the outer shell 661 and another annulus in the outer cover 662.
  • the seal chamber serves to house the mechanical seals and to serve as a reservoir for a protective fluid that serves to cool and lubricate the seal faces.
  • This fluid is commonly referred to as the buffer fluid.
  • the buffer fluid can be any clean non-corrosive fluid having both lubricant and dielectric properties sufficient to prevent shorting of the motor windings and to lubricate the seal faces.
  • Various commercially available oils or oil like substances have been found suitable as liquid buffer fluid.
  • a pressurized reservoir PA serves as a reservoir and a pressurization source for the seal chamber.
  • Prior art Fig. 2 depicts a typical commercially available pressurization reservoir of the gas-operated type, as is used in the embodiment of Fig. 1 .
  • the type of reservoir is not as critical as its functionality. First, it must be able to transmit pressure from a mechanical device such as a piston or a spring, from gas pressure, or from a combination mechanical / gas operated device. It must be able to transmit pressure to the buffer fluid in the seal chamber.
  • it should provide segregation of the gas and the buffer fluid so that gas under pressure is not absorbed by the buffer fluid and released as it passes across the seal mating faces, where it might cause premature seal damage. It should have a design pressure rating suitable to provide for a buffer fluid pressure equal to, or greater than, the pressure on the process side of the seal face at the moment when the pressurized reservoir PA has exhausted its normal fluid capacity. Although this is not an absolute requirement, providing a positive pressure gradient across the outer seal as long as possible will maximize a key benefit of using a pressure reservoir, irrespective of capacity.
  • the pressurization reservoir PA is connected, via conduit PA1 through which fluid can flow bi-directionally, to the seal chamber.
  • a quick disconnect fitting C1 is used to facilitate installation and removal.
  • Other forms of connections could be used without taking away from the object of the invention.
  • the pressurized reservoir PA is rigidly attached to the submersible motor and pump assembly M1 by bracket B1 such that the motor and pump assembly M1 is free and open to the external environment, and the entire assembly of the submersible motor and pump assembly M1 and the pressurization reservoir PA are portable as a singular unit.
  • the pressure reservoir can be otherwise integrated into the overall motor design, such as being vertically stacked over the motor, or be a circumferential tank disposed around the motor at the level of the seal chamber, with suitable diaphragm, fittings and connections to the seal chamber, or even be internal to the motor or pump housing, so long as its configuration does not interfere with or otherwise detract from the other necessary functions and minimum cooling capacity of the overall design.
  • the pressurization reservoir PA Prior to installation on the submersible motor assembly, the pressurization reservoir PA is pressurized mechanically, or in this case, with gas via a capped unidirectional valve C2, to a pressure higher than the anticipated maximum submergence pressure.
  • the buffer fluid seal chamber and connecting lines into the pressurization reservoir PA are then charged or filled with buffer fluid from a pressurized source, via the quick disconnect fitting C1, to the maximum normal pressure of the seal chamber design, which includes consideration of the inboard and outboard shaft seal designs.
  • the reservoir is integral to the housing or not otherwise easily removable, it can be filled and charged on the motor assembly. It will be appreciated that for some configurations, the arrangement and order of fill might differ, but the end result is a self contained, pressurized, buffer fluid seal chamber.
  • Typical safety margins for calculating maximum normal pressure may be in the order of two thirds (2/3) the design pressure of the pressure assembly at maximum operating temperature, or two thirds (2/3) the design pressure of the assembly dependent component with the lowest design pressure rating at rated temperature, which ever has the lowest design pressure rating. The applicants make no claim as to what constitutes an adequate safety margin in third party designs.
  • Assembly dependent components in this embodiment are defined as the pressurization accumulator PA, the interconnecting piping, components PA1, PP1, C1, the outer cover 662, the outer shell 661, mechanical seals MS1 and MS2, and the motor
  • the Pressure assembly is defined as the assembly of the assembly dependent components. Vent plug PP2 is removed and the seal chamber is filled with buffer fluid via piping PA1.
  • vent plug PP2 will be replaced.
  • the filled and pressurized reservoir PA is then assembled onto the submersible motor assembly by assembling quick disconnect fitting C1 with the interconnecting piping PA1, bracket B1 with motor M1, and bracket B1 with pressurization reservoir PA.
  • the temperature within the seal chamber will tend to rise. This is due to heat generated by electrical and mechanical losses with the motor M1, and due to frictional heat developed by the mechanical seals.
  • the Bidirectional flow capability of the pressurization reservoir PA will allow for buffer fluid expansion when the motor temperature rises, and buffer fluid contraction during cool down, without seal damage.
  • Submersible motors are often oriented vertically, with the axis of the motor shaft more or less perpendicular with the earth's surface. Gas, being lighter than liquid, tends to rise to the highest point within any containment. Any gas that is present in either the pump chamber, or the seal chamber, will tend to collect at the highest point within the chambers.
  • the outer shell 661 is designed such that any gas in the vicinity of the mating seal faces of the inboard seal MS1, taking advantage of a gas's natural tendency to rise in liquid, will move upwards and radially away from the seal faces, collecting in the area where vent pipe PA2 resides. Because gas is vented away during the initial filling, the seal chamber surfaces of both the inboard seal MS1 and the outboard seal MS2, will be submerged during operation. The seal chamber, pressurized at a higher pressure than the surrounding environment, will ensure that gas external to the seal chamber does not enter.
  • centrifugal pumps are designed with clearances separating rotating from stationary components.
  • One such clearance exists and forms an annulus between the rotating hub of a pump impeller 63, and the stationary back plate 52. Solids, sludge, or other contaminants, residing in the pumpage, will tend to flow, due to a pressure differential that exists on either side of the back plate 52, through the annulus formed by the rotating pump impeller 63, and the stationary back-plate 52, into an area, henceforth referred to as the secondary pump chamber, that is bounded by the outer cover 662, the outboard seal MS2, the shaft 1, and the backplate 52.
  • Fluid entering the annulus is accelerated in a rotational fashion about the axis of the shaft I though frictional drag, as well as kinetic forces that are imparted by the rotational surfaces of the shaft 1, slinger 81, and the rotary elements of the outboard seal MS2.
  • Centrifugal forces acting on the rotating mass of liquid within the annulus will cause fluid to move along the tapered surface of the outer cover 662 in the direction of the larger diameter end of the tapered surface which terminates within the secondary pump chamber. This flow helps to prevent any solids from settling out on, and potentially restricting the movement of, the components of the outboard mechanical seal MS2.
  • the submersible motor is generally assumed to be a motor surrounded by fluid that is restricted from access to the interior of the motor.
  • the external surface of the motor and pump assembly M1 is actually immersed in and receives cooling from the pumped media
  • the embodiment of Fig. 3 is directed to a motor which may not be submersed in the pumped media, nor will it receive any coolant benefit from any external liquid during extended periods of operation.
  • the novel impeller design of Fig. 3 in addition to circulating buffer fluid for the purposes of motor cooling, is capable of simultaneously directing coolant to the critical surfaces of the outboard mechanical seal, thereby enabling continuous run dry operation.
  • This unique impeller design may be used separately or in conjunction with the buffer fluid pressurization system of Fig. 1 .
  • a motor and pump assembly M1 is designed with fluid passages that emanate from and return to the seal chamber formed by the assembly of the outer shell 661, outer cover 662, enclosed motor, shaft 1, inboard mechanical seal MS1, outboard mechanical seal MS2, shaft sleeve 12, and shaft sleeve 121.
  • Shaft sleeve 12 and shaft sleeve 121 are an optional, further enhancement of the invention, discussed at greater length hereafter, the presence or absence of which do not affect the function or utility of this immediate feature.
  • buffer fluid is accelerated by means of a plurality of equally spaced radial vanes located concentrically disposed about the periphery of an impeller 631, rigidly mounted on a shaft 1, or sleeve 12, some portion of the buffer fluid discharging into a passage located on the upper side of baffle 161, and through fluid port FP1, which is in direct communication with the fluid passages within the motor and pump assembly M1 absorbing heat that is generated by frictional and electrical losses within the motor, and some portion discharging to circulate within the open areas of the seal chamber itself.
  • a plurality of stator vanes 632 radiating inward from the internal surface of outer shell 661, serve to partially disrupt the buffer fluid's tendency to rotate with the impeller 631, thereby maintaining a relative velocity differential between the impeller 631 and the buffer fluid in the immediate vicinity of the pick-up tube 103 of impeller 631, illustrated more clearly in Figs. 4A and 4B .
  • buffer fluid returns to the seal chamber from fluid passages within the motor M1 via a fluid passage that is in communication with the seal chamber, located on the underside of baffle 161, at fluid port FP2, where it is drawn across heat exchanging fins 663 that extend into the seal chamber perpendicular to outer cover 662.
  • buffer fluid is drawn across fins 663, excess heat is transferred through the fins to outer cover 662, and absorbed by the external fluid or air in the seal chamber within outer cover 662.
  • Buffer fluid is then drawn through an annulus formed by an opening in baffle 161 and the hub of impeller 631, where it is again accelerated by the impeller 631 and repeats the cooling cycle.
  • impeller 631 possesses, in addition to a plurality of vanes 100 equally spaced about a central axis for the purpose of accelerating fluid radially outward, at least one internal radial passage 101, extending from the outside diameter of impeller 631, inwardly towards the hub of the impeller.
  • a secondary passage 102 the axis of which intersects the central longitudinal axis of the impeller 631, some designated distance away from the impeller, originates at an intersection with primary passage 101, and terminates at the face of the hub of impeller 631.
  • a right angle pick-up tube 103 is connected to radial passage 101, mounted at the periphery of the impeller 631 and oriented with its open end facing in the direction of rotation of impeller 631.
  • Circulating impeller types are described, and distinguished in part, as will be understood by those skilled in the art, by the specific speed of the impeller, which is a dimensionless number that characterizes the performance of an impeller in relation to its design geometry.
  • the geometry and speed of rotation are factors in the performance of pick up tube 103.
  • pick up tube 103 will collect a portion of the buffer fluid as impeller 631 turns in the buffer fluid.
  • the collected fluid will experience a net velocity head, over and above the pressure generated by the centrifugal action of the impeller, proportional to the square of the speed difference between the impeller and the rotational velocity of the fluid mass at the periphery of the impeller.
  • the kinetic energy of the liquid in the pick up tube is converted to a static pressure over and above the pressure differential that exists due to centrifugal action between the periphery and the inlet of the impeller.
  • a pressure differential therefore exists between the periphery of the impeller and the inlet, which creates a resultant velocity along the radial passage 101.
  • the pressure differential created by the centrifugal forces of the radial vanes 100 are canceled out by those same forces as it attempts to return via the radial passage 101.
  • a net fluid velocity results in the radial passage 101, traveling from the periphery towards the impeller inlet, resulting from the pressure generated within the pick-up tube 103 due to kinetic conversion minus frictional and turbulence losses within radial tube 101.
  • the fluid then enters the secondary passage 102, and is discharged into the annulus between the outboard seal MS2 components and shaft sleeve 12 or sleeve 121, as shown in Fig. 3 .
  • This discharge displaces fluid within the annulus resulting in relative motion between the seal face components and the buffer fluid, helping to reduce or eliminate hot spots, and generally cooling the seal faces. In this manner, cooling of the seal faces can continue even though the pump has run dry and external fluid circulation has ceased.
  • this aspect of the invention can be further enhanced by duplicating the internal passage arrangement elsewhere on the impeller, such as 180 degrees offset from the first arrangement, and providing a right angle tube 113 oriented with its open end facing in a direction opposite that of normal rotation of impeller 631. This will enable lubrication of the seal faces to continue in the event of reverse rotation of the motor rotor. An added benefit is realized from this arrangement in the way of increased circulation in the vicinity of the lower seal.
  • the opposite facing tube 113, and its associated passages provide a centrifugal out-pumping action during operation that results in a net discharge of fluid from tube 113, thereby increasing the circulation and flow of buffer fluid in the area around the impeller hub adjacent to pump shaft 1.
  • the pick up tube that is facing into the direction of rotation will undergo a kinetic conversion that directs flow from the periphery of the impeller 631, inwardly towards the impeller hub.
  • the pick up tube that is facing away from the direction of rotation will create flow, through centrifugal action, from the impeller hub outwardly towards the periphery of the impeller, thus resulting in a circulation loop.
  • This phenomenon is independent of rotational direction, and can be multiplied with additional sets of passageways and alternately facing pickup tubes, preferably uniformly spaced and alternating about the impeller.
  • This novel impeller-enhanced circulation flow can be applied to any rotating, fluid circulating impeller, for promoting buffer fluid circulation near a shaft seal face abutting the hub of the impeller on either or both sides of the impeller.
  • Variations in the geometry of the passageways and pickup tubes that accomplish substantially the same circulation loop between impeller periphery and hub or shaft regions of fluid are within the scope of the invention.
  • the motor bearing closest to the pump is moved into the seal chamber, shortening the overhung distance between the bearing and the driven load.
  • moving the load end bearing from above the inboard mechanical seal to a location between the inboard and outboard mechanical seals has the effect of reducing shaft deflections at the outboard seal face, due to the reduced cantilevered distance between the bearing and the seal, thereby improving seal effectiveness and extending seal life.
  • Most bearings in dry rotor motor designs are grease lubricated, so further advantage is realized by this bearing placement; by moving the bearing from the grease lubricated environment of the motor rotor chamber into the oil lubricated environment of the seal chamber. For any given load and speed, an oil lubricated bearing will run cooler and have a greater theoretical life than a grease lubricated bearing.
  • This bearing placement has yet a further advantage according to the invention, as is explained below.
  • the non-rotating portion of the inboard mechanical seal MS1 is mounted on the outer shell 661, which can be an integral, or a separate part of motor M1.
  • a cartridge assembly is made up of the rotating elements such as the rotating portion of the inboard mechanical seal MS1, outboard bearing 3, and the circulating impeller for buffer fluid circulation, impeller 631, the elements being used either singularly or in combination.
  • the cartridge assembly is designed such that it can be pre-assembled, and easily positioned at a predetermined location on the shaft sleeve 12, which is rigidly mounted co-axially with shaft 1, so that all components rotate with the shaft.
  • pre-positioning of shaft sleeve 12 is accomplished by the abutment of shaft sleeve 12 against a machined shoulder on shaft 1.
  • a machined shoulder on shaft 1 There are a number of standard machine design methods utilized in positioning rotating elements along shafts. This particular method is shown by way of example. The actual method used in no way detracts from the scope of this invention.
  • Bearing 3 will engage an inverted, cup-shaped bore in outer shell 661, herein known as the bearing housing, formed integrally with and concentric to outer shell 661.
  • a plurality of passages V2 are machined at the highest point of the bearing housing, normal to its longitudinal axis, such that buffer fluid will freely circulate around bearing 3, the inboard mechanical seal MS1, and the seal chamber. Any air or gas trapped in the seal chamber will be able to freely move through these passages, away from the inboard mechanical seal MS1.
  • Other components such as circulating impeller 631, can be mounted coaxially on shaft sleeve 12, which, in turn, is mounted co-axially with shaft 1, such that the entire sub-assembly can be quickly installed and removed from submersible motor assembly M1.
  • An O-ring OR1 forms a seal to prevent leakage between the inside diameter of shaft sleeve 12 and the outside diameter of the shaft 1.
  • cartridge elements may vary with design and application. This embodiment utilizes a seal, a bearing, and a circulating impeller, by way of example only. Other types and combinations of cartridge elements can be used without detracting from the unique application of cartridge assemblies and shaft sleeves in the design and maintenance of submersible motors.
  • FIG. 5 an enlarged view of the dotted line region of Fig. 3 provides more detail.
  • a groove machined concentrically in the outside diameter of shaft sleeve 12, such that it forms a plane perpendicular with, and at a known distance along, the longitudinal axis of sleeve 12.
  • Snap ring SR1 is assembled into this groove, the location of which will dictate the axial positioning of the remaining cartridge components.
  • the rotating element of the inboard mechanical seal MS1 is assembled coaxially onto sleeve 12 such that it abuts snap ring SR1.
  • Bearing 3 is mounted coaxially on sleeve 12 such that its rotating inner race abuts the opposite side of the snap ring SR1.
  • Buffer fluid circulating impeller 631 is mounted coaxially on shaft sleeve 12 such that it abuts the opposite side of the inner race of the bearing 3. The sleeve and the elements mounted on the sleeve are rotated by the shaft when the motor is running.
  • the seal chamber pressurization and pressure reservoir enhancement can be extended to providing a motor chamber pressurization system with its own buffer fluid supply and pressure reservoir, maintained at a higher pressure than the seal chamber so that the net leakage of buffer fluid is always outward through the shaft seals, from motor chamber to seal chamber to pump.
  • the seal chamber pressurization and pressure reservoir enhancement can be extended to provide a pressurization system to additional mechanical seals that may be added for additional sealing protection, each with its own pressure reservoir, maintained at a higher pressure than the external environment, such that any single seal might fail without permitting the pumped fluid to gain access to the primary seal chamber.
  • a submersible motor and pump assembly consisting of a motor and motor housing, the motor having an output shaft, and a pump and pump housing, the pump housing being connected to the motor housing and the pump being driven by the output shaft.
  • a removable shaft sleeve non-rotatably mounted on the shaft.
  • an inboard shaft seal proximate the motor, with the rotary component of the inboard shaft seal mounted on the sleeve.
  • an outboard shaft seal proximate the pump, and a seal chamber interspersed between the motor and the pump, where the seal chamber consists, in part, of the chamber side faces of the inboard shaft seal and the outboard shaft seal.
  • the seal chamber charged with a buffer fluid under pressure at least equal to the pressure external of the motor and pump assembly at the working depth of the pump, and the buffer fluid has dielectric properties.
  • the impeller may be a buffer fluid circulation impeller with a periphery and a hub, the periphery being of significantly larger diameter than the hub, where the impeller is mounted on the sleeve within the seal chamber proximate the outboard shaft seal or some other seal or adjacent component needing additional lubrication or cooling.
  • the impeller has at least one internal passageway connecting a rotationally normally forward facing intake tube on the outer edge or periphery of the impeller, to a discharge port on the hub of the impeller proximate the outboard shaft seal, the hub being of smaller diameter than the periphery.
  • the seal chambers within which the impellers rotate may have radially oriented stator flanges outboard of the impeller, that are oriented so as to have one edge closely adjacent the arc of rotation of the intake tubes on the impeller.
  • embodiments of the invention may include a submersible motor and pump assembly with an externally mounted or integral pressure reservoir communicating with the seal chamber so as to maintain a positive pressure gradient during pump operations, where the seal chamber pressurization system has a capacity for buffer fluid in excess of the volume of fluid calculated to be lost due to leakage through the shaft seals during a period of normal operation of the motor and pump assembly.
  • inventions may include a submersible motor and pump assembly with a multiplicity of pressure reservoirs connected to the seal chamber pressurization system so as to effectively enlarge the pressure reservoir capacity, such as to serve a larger buffer fluid supply, providing a potentially longer operational cycle.
  • Yet other embodiments may have a seal chamber where the interior surface or ceiling extends upwardly away from the inboard shaft seal, thereby providing a limited volume within the seal chamber for containing gas that may be trapped or accumulated in the seal chamber, at above the height of the inboard shaft seal, so that the seal stays emerged in buffer fluid.
  • FIG. 1 may have impellers with at least one internal passageway connecting a rotationally normally rearward facing discharge port on the periphery to a hub intake port on the hub, thus providing a return path for fluid circulation between the hub and periphery regions of the impeller.
  • Some embodiments may include integral pressure, fluid level, or temperature sensors, in combination with shut-off controls of various kinds. Some may include signal lines to the surface for monitoring by an operator.
  • the scope and nature of these sensor and control systems is well understood to those skilled in the art, and can be readily adapted to invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Mechanical Sealing (AREA)
  • Motor Or Generator Frames (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Sealing Of Bearings (AREA)

Claims (8)

  1. Tauchmotor- und Tauchpumpanordnung (M1), umfassend
    einen Motor und ein Motorgehäuse, wobei der Motor eine Abtriebswelle (1) aufweist,
    eine Pumpe und ein Pumpengehäuse, wobei das Pumpengehäuse mit dem Motorgehäuse verbunden ist und die Pumpe von der Abtriebswelle angetrieben wird,
    eine Innenwellendichtung (MS1) auf der Abtriebswelle (1) nahe dem Motor,
    eine Außenwellendichtung (MS2) auf der Abtriebswelle (1) nahe der Pumpe,
    eine zwischen dem Motor und der Pumpe angeordnete Dichtungskammer,
    wobei die Dichtungskammer zum Teil Kammerseitenflächen der Innenwellendichtung (MS1) und der Außenwellendichtung (MS2) umfasst, wobei die Dichtungskammer mit einem Pufferfluid unter einem Druck gefüllt ist, der zumindest dem außerhalb der Motor- und Pumpanordnung entspricht, wobei das Pufferfluid dielektrische Eigenschaften aufweist,
    dadurch gekennzeichnet, dass
    die Motor- und Pumpanordnung ein Dichtungskammer-Druckaufbausystem und zumindest ein unabhängig unter Druck setzbares Druckreservoir (PA) aufweist, das integraler Bestandteil der Motor- und Pumpanordnung (M1) ist, wobei das Dichtungskammer-Druckaufbausystem einen stetig positiven Druckgradienten innerhalb der Dichtungskammer über den Innen- und Außenwellendichtungen aufrechterhält.
  2. Eine Tauchmotor- und Tauchpumpanordnung nach Anspruch 1, wobei das einen integralen Bestandteil bildende Dichtungskammer-Druckaufbausystem ein Fassungsvermögen für das Pufferfluid umfasst, das jenes Volumen übersteigt, welches aufgrund von Berechnungen durch Leckverlust durch die Wellendichtungen (MS1, MS2) während des Normalbetriebs der Motor- und Pumpanordnung verloren geht, wobei das Druckreservoir (PA) mit der Dichtungskammer kommuniziert, um den positiven Druckgradienten stetig beizubehalten.
  3. Tauchmotor- und Tauchpumpanordnung nach Anspruch 2, wobei zumindest ein Druckreservoir (PA) eine Vielzahl an Druckreservoiren aufweist, die mit dem Dichtungskammer-Druckaufbausystem verbunden sind.
  4. Tauchmotor- und Tauchpumpanordnung nach Anspruch 2, wobei sich eine innere Oberfläche der Dichtungskammer nach oben hin weg von der Innenwellendichtung (MS1) erstreckt, wodurch ein begrenztes Fassungsvermögen innerhalb der Dichtungskammer bereitgestellt ist, um Gas oberhalb der Höhe der Innenwellendichtung (MS1) zu beinhalten.
  5. Tauchmotor- und Tauchpumpanordnung nach Anspruch 4, ferner Folgendes umfassend:
    ein innerhalb der Dichtungskammer nahe der Außenwellendichtung (MS2) auf der Welle angebrachtes (1) Flügelrad für den Umlauf des Pufferfluids (631),
    wobei zumindest ein Durchlass innerhalb des Flügelrades (631) ein in normaler Drehrichtung nach vorne gerichtetes Einlassrohr am Umfang des Flügelrades (631) mit einer Ablassöffnung auf der Nabe des Flügelrades (631) nahe der Außenwellendichtung (MS2) verbindet und
    eine Vielzahl an radial ausgerichteten Statorflanschen (632) in der Dichtungskammer außerhalb des Flügelrades (631), wobei ein Rand der Flanschen (632) nahe benachbart zum Bogen der Rotation des Einlassrohrs ist.
  6. Tauchmotor- und Tauchpumpanordnung nach Anspruch 1, ferner umfassend Motorkühldurchlässe in dem Motorgehäuse, wobei die Motorkühldurchlässe mit der Dichtungskammer kommunizieren, wobei das Flügelrad Druck zum Strömen des Pufferfluids darin bereitstellt.
  7. Tauchmotor- und Tauchpumpanordnung nach Anspruch 5, wobei das Flügelrad ferner zumindest einen inneren Durchlass umfasst, der eine in normaler Drehrichtung nach hinten gerichtete Ablassöffnung auf dem Umfang mit einer Nabeneinlassöffnung auf der Nabe nahe der Außenwellendichtung (MS2) verbindet.
  8. Tauchmotor- und Tauchpumpanordnung nach einem der vorangegangenen Ansprüche, ferner umfassend:
    eine innerhalb der Dichtungskammer auf der Welle (1) angebrachte, abnehmbare Wellenbuchse (12), wobei die sich drehende Komponente der Innenwellendichtung (MS1) auf der Buchse (12) angebracht ist und
    ein Wellenlager und eine Lagerträgerstruktur innerhalb der Dichtungskammer, wobei das Wellenlager auf der Buchse (12) angebracht ist.
EP00968505A 1999-10-04 2000-09-29 Tauchmotor mit wellendichtungen Expired - Lifetime EP1222393B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US15770299P 1999-10-04 1999-10-04
US157702P 1999-10-04
PCT/US2000/026898 WO2001025634A1 (en) 1999-10-04 2000-09-29 Submersible motor with shaft seals

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EP1222393A1 EP1222393A1 (de) 2002-07-17
EP1222393A4 EP1222393A4 (de) 2002-11-06
EP1222393B1 true EP1222393B1 (de) 2008-12-10

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JP (1) JP4644406B2 (de)
CN (1) CN1224782C (de)
AT (1) ATE417201T1 (de)
AU (1) AU7840800A (de)
CA (1) CA2385820C (de)
DE (1) DE60041076D1 (de)
ES (1) ES2317852T3 (de)
MX (1) MXPA02003375A (de)
WO (1) WO2001025634A1 (de)

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RU2644423C2 (ru) * 2014-03-18 2018-02-12 Грундфос Холдинг А/С Лопастная машина с уплотнительным узлом, способ технического обслуживания, а также соответствующие устройства для технического обслуживания

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US20110293404A1 (en) * 2008-11-03 2011-12-01 Gestion Rsw Inc. Submerged Hydroelectric Turbine Having Self-Powered Bearing Lubricant Circulation, Filtering, and Cooling System and Auto-Adaptive Pressure-Compensation System
RU2644423C2 (ru) * 2014-03-18 2018-02-12 Грундфос Холдинг А/С Лопастная машина с уплотнительным узлом, способ технического обслуживания, а также соответствующие устройства для технического обслуживания
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CN105715560B (zh) * 2016-03-28 2018-02-13 武汉船用机械有限责任公司 一种深井泵的泵头装置

Also Published As

Publication number Publication date
AU7840800A (en) 2001-05-10
EP1222393A4 (de) 2002-11-06
JP2003529702A (ja) 2003-10-07
WO2001025634A1 (en) 2001-04-12
CA2385820C (en) 2010-04-06
CA2385820A1 (en) 2001-04-12
JP4644406B2 (ja) 2011-03-02
ATE417201T1 (de) 2008-12-15
MXPA02003375A (es) 2004-09-27
DE60041076D1 (de) 2009-01-22
EP1222393A1 (de) 2002-07-17
CN1377447A (zh) 2002-10-30
CN1224782C (zh) 2005-10-26
ES2317852T3 (es) 2009-05-01

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