RU2334132C1 - Air-operated drive with jet engine for multi-purpose valves of gas-, petroleum-products mains, manual back-up hand wheel automatic cut-off mechanism - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: drive incorporates the following consecutively connected assembly units and parts, i.e. a drive control unit, a jet engine, a rocker-screw rotary mechanism comprising a drive moving part kinetic power absorber made up of a rocker, a lead screw, a sliding nut with a dog. Note here that the lead screw one end accommodates a thrust bearing arranged in its housing with an axial play, the said housing being fitted inside the rotary mechanism casing to axially move therein and linked to the absorber spring washer stack. The mechanism incorporates a drive shaft with the hand wheel and clutch half-coupling, a driven shaft with clutch half-coupling, a DS clutch coupling spline-fitted on the driven shaft and axially spring-loaded and a handle. Note that a rack wheel is fitted on the driven shaft. The aforesaid handle is spring-loaded and linked to the spring-loaded lever fitted on the axle arranged in the mechanism casing. The said casing has a ledge on its one end, and a shaped spring-loaded rod on the other end.

EFFECT: higher reliability.

4 cl, 6 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of pneumatic engineering, in particular to mechanisms intended for the rearrangement of servo and program control by the regulatory authorities of the shut-off and control valves of oil and gas pipelines with remote and local control.

State of the art

Known pneumatic drive with a piston engine, containing pneumatic cylinders, pistons, a rotary mechanism, limit switches (see, for example, A.F. Gurevich and others. Armature reference for gas and oil wires. - L .: "Nedra", 1988 city, p. 346). The technical disadvantages of this drive are: the presence of moving friction seals that reduce the reliability and service life of the drive; a large volume of cavities filled with compressed gas, leading to the presence of shock effects on the control object; the possibility of arbitrary movement of the output drive under the influence of the external environment.

Known pneumatic drive with a jet engine (Patent No. 2131065 "Pneumatically Sayapin drive and electro-pneumatic control device"), containing an electro-pneumatic control device, pneumatic jet engine, gearbox, manual backup, rocker-screw rotary mechanism, device for limiting the amount of transmitted torque. The technical drawback of this design is, in particular, its complexity and insufficient reliability of the device for automatically turning off the helm of the handwheel.

Disclosure of inventions

An object of the invention is the creation of a pneumatic actuator for shut-off and control valves of oil and gas pipelines with increased reliability.

This technical problem is solved due to the fact that in a pneumatic drive containing a series-connected electro-pneumatic control device, including limit switches, electro-pneumatic valves; reversible jet engine, mechanical gearbox containing a manual backup; a rocker-screw rotary mechanism comprising a housing, a rocker, a lead screw, a lead nut with a lead and a device for absorbing kinetic energy of the moving parts of the drive, including a disk spring package, a thrust bearing is installed at one end of the lead screw, the bearing being placed axially a gap in the bearing housing, and the bearing housing is mounted in the housing of the rocker screw rotary mechanism with the possibility of limited movement along the axis of the lead screw and without the possibility of rotation around this axis ; while the bearing housing is rigidly connected to a sleeve having protruding belts on both sides, Belleville springs are placed between them, and washers are installed between the springs and belts on both sides of the washer, the outer edges of which enter a groove made in the housing of the swing-pin rotary mechanism.

This problem is also solved due to the fact that in the mechanism of automatic shutdown of the handwheel of the handwheel containing the drive shaft with the helm and with the cam coupling, the driven shaft with the cam coupling, a double-sided cam coupling mounted on the splines on the driven shaft and axially spring-loaded, the handle , a gear is installed on the driven shaft, and the handle is spring-loaded and movably connected to a spring-loaded lever mounted on an axis fixed in the mechanism body, which has a protrusion at one end, and on the other is mounted on the axis of the figured spring-loaded rod, with the possibility of limited rotation in the plane of the gear.

This problem is also solved due to the fact that the gear is mounted on the driven shaft with the possibility of limited rotation around the axis of the shaft.

This problem is also solved due to the fact that the cams of the coupling half of the drive shaft of the automatic shut-off mechanism of the steering wheel and the response cams of the coupling are beveled, and the coupling half is spring-loaded in the axial direction.

The essence of the invention lies in the fact that in a pneumatic actuator containing a series-connected electro-pneumatic control device, including limit switches, electro-pneumatic valves; reversible jet engine, mechanical gearbox containing a manual backup; a rocker-screw rotary mechanism comprising a housing, a rocker, a lead screw, a lead nut with a lead and a device for absorbing kinetic energy of the moving parts of the drive, a thrust bearing is installed at one end of the lead screw, the bearing being placed, with axial clearance, in the bearing housing, the bearing housing is mounted in the housing of the rocker-screw rotary mechanism with the possibility of limited movement along the axis of the lead screw and without the possibility of rotation around this axis; while the bearing housing is rigidly connected to a sleeve having protruding belts on both sides, Belleville springs are placed between them, and washers are installed between the springs and belts on both sides of the washer, the outer edges of which enter a groove made in the housing of the swing-pin rotary mechanism.

The invention also lies in the fact that the cams of the coupling half of the drive shaft of the automatic shut-off mechanism of the steering wheel and the response cams of the coupling are beveled, and the coupling half is spring-loaded in the axial direction.

The causal relationship between the achieved scientific and technical result and the totality of signs

Improving the reliability and reducing the dimensions of the drive is achieved due to the fact that a thrust bearing is installed at one end of the lead screw, while the bearing is placed, with axial clearance, in the bearing housing, and the bearing housing is installed in the housing of the rocker-screw rotary mechanism with the possibility of limited movement along the axis of the lead screw and without the possibility of rotation around this axis; while the bearing housing is rigidly connected to a sleeve having protruding belts on both sides, Belleville springs are placed between them, and washers are installed between the springs and belts on both sides of the washer, the outer edges of which enter a groove made in the housing of the swing-pin rotary mechanism.

In this design, only one thrust bearing is used instead of the two previously used, and the associated intermediate parts are eliminated.

Improving the reliability and reducing the dimensions of the drive is also achieved by the fact that the cams of the coupling half of the drive shaft of the steering wheel automatic shut-off mechanism and the response cams of the coupling are beveled, and the coupling half is spring-loaded in the axial direction. When an external moment exceeding the permissible moment is applied to the helm, the cams, due to the bevels, compress the spring and slip without transmitting an excessive moment. This protects the drive from breakdowns and thereby increases its reliability.

Brief Description of the Drawings

The invention is further illustrated by the description of an example implementation with reference to the drawings, where:

Figure 1 shows a diagram of a pneumatic actuator.

Figure 2 is a sectional view of Figure 1 by AA.

Figure 3 shows a diagram of a mechanism for automatically turning off the manual understudy.

Figure 4 shows the arrangement of the elements of the mechanism during operation of the drive from the engine.

Figure 5 shows the arrangement of the elements of the mechanism during operation of the drive from the helm of the manual understudy.

Figure 6 shows a diagram of the cams of the coupling half of the drive shaft and the coupling.

An embodiment of the invention

Pneumatic actuator (Figure 1) contains serially connected: drive control device 1, containing electro-pneumatic valves 2, 3; jet engine 4 with a rotor 5; gearbox 6 with manual backup 7; a rocker screw rotary mechanism 8 comprising a lead screw 9, a lead nut 10 with a lead 11, wherein the nut is threaded to a lead screw 9, which is mounted on bearings in the housing of the rotary mechanism with the possibility of limited axial movement. The leash 11 is movably connected with the link 12, rigidly connected to the output shaft of the drive 14. The mechanism 8 also includes a device for absorbing the kinetic energy of the moving parts of the drive 20, containing a thrust bearing 21 mounted on the end of the screw 9 and placed with an axial clearance in the bearing housing 22; wherein the bearing housing is rigidly connected to the sleeve 23, in the groove of which Belleville springs 26 are installed between the two washers 24, 25; the washers 24, 25 with their outer edges enter the inner groove of the housing 27 of the mechanism 20, while the bearing housing 22 is connected to the housing 27 by a key 28 (Figure 2) with axial movement.

The handwheel (Figs. 1, 3, 4, 5) includes a steering wheel 30, rigidly connected by the drive shaft 31 to the cam coupling half 32, axially spring-loaded by a spring 33; a double-sided cam clutch 34 with an outer belt 35, axially spring-loaded by a spring 36 and mounted on the splines on the driven shaft 40. A hollow shaft 41 is installed on the shaft 40, provided with claws on the clutch side 34 (cam floor clutch) 42; however, on the other side of the shaft 41, a driven gear 43 is installed, which has the possibility of free rotation around the shaft 41 and is connected by a ring gear to the drive gear 44. In this case, a gear 45 is mounted on the hollow shaft 41 with the possibility of limited rotation around the shaft 41, and rigidly on the shaft 40 fixed gear 46, connected by teeth with a subsequent gear 47.

The handwheel also includes a handle 50 with a lever 51, movably connected to the clutch 34 and the lever 52, movably connecting it to the lever 53 (Figure 4) mounted on an axis 54, mounted in the housing of the handwheel, and a spring-loaded spring 55, at the end of which a curved rod (tooth) 57 is installed on the axis 56, which has the possibility of limited rotation around the axis 56 and is spring-loaded with a spring 58. A protrusion 59 is made at the second end of the lever 53. The handle 50 is mounted on the axis 61 fixed in the handwheel and spring-loaded 62.

1, the letter P denotes the pressure of the working fluid (gas) in the power source, which is not shown in the diagram.

Drive operation

The pneumatic actuator and the automatic shut-off mechanism for the handwheel of the manual understudy work together as follows.

When the drive control device 1 (Fig. 1) receives a signal to rotate the output shaft of the actuator 14, one of the electro-pneumatic valves (for example 2) is triggered and the compressed gas from the power source with pressure P enters the jet engine 4, the rotor 5 of which starts to rotate; this rotation is transmitted through the gearbox 6 to the spindle 9, which, rotating, moves the spindle nut 10 along its axis. The nut 10 through the leash 11 rotates the link 12 and the output shaft of the actuator 14 together with the spindle and shutter of the ball valve (not shown in the diagram). When reaching a new extreme position, the link 12 rests against the mechanical stops (not shown in the diagram) and the lead 11 and the travel nut 10 stop with it. The limit switches of the drive control device (not shown in the diagram) open the electropneumatic valve 2 circuit, which closes, and gas ceases to flow into the engine. However, the rotor 5 and the associated gears of the gearbox and the spindle 9 continue to rotate “by inertia”, since during the movement of the drive they accumulated kinetic energy. As a result, the spindle 9, rotating in a stationary spindle nut 10, moves along its axis and through the thrust bearing 21, the bearing housing 22, the sleeve 23 and the washer 24 (or 25 depending on the direction of movement of the drive and the rotation of the spindle) compresses the disk spring to until all kinetic energy of the moving parts of the drive is converted into the potential energy of the compressed springs. After that, all moving parts of the drive stop. There is no reverse stroke of the drive due to "unclenching" of the compressed springs, since the thread of the lead screw is self-braking.

The movement of the actuator in the opposite direction occurs similarly when a control signal is applied to the electro-pneumatic valve 3.

When the drive moves from the engine, the handle 50 (FIG. 1) is held in the left extreme position by the force of the tensioned spring 62.

To switch the drive to manual control, it is necessary to turn the handle 50 in the direction of arrow C (Fig. 3) until it stops. In this case, the spring 62 is stretched and the lever 51 moves the clutch 34, disengaging it from the coupling half 42 and engaging with the coupling half 32. At the same time, the lever 52 rotates the lever 53 (Figs. 4, 5), introducing the rod 57 into the cavity of the gear 45. When the rotation of the lever 53 at half the full angle of rotation, the spring 55 "completes" the lever 53 to the stop. In this case, the protrusion 59 of the lever 53 extends beyond the lever 52 and prevents it from returning and returning the handle to its original position when the operator effort is removed, which allows the drive output shaft to be rotated using the helm. Now, when the steering wheel rotates, this rotation is transmitted through the coupling half 32, the coupling 33, through the slots on which the coupling is mounted, to the shaft 40, gear 46 and then through gear 47, the spindle 9, the spindle nut 10, the leash 11 (Figure 1), the link 12 to the input shaft of the actuator 14 and then to the spindle of the ball valve. At the same time, the hollow shaft 41 with gear 43, gear 44 and all the gears in front and the rotor 5 of the engine 4 remain stationary, which greatly facilitates the manual rotation of the ball valve shutter by the helm.

Automatic shutdown of the helm when the working fluid (gas) is supplied is as follows. When gas is supplied to the engine, the rotor begins to rotate. This rotation is transmitted to the gear 43 and shaft 41, during rotation of which the gear 45 mounted on it rotates and pushes the figured rod out of the cavity. The possibility of a limited rotation of the rod 56 provides its entry and exit from the depression of the gear without jamming and jamming.

When compressed gas is supplied to the engine 4, its rotor begins to rotate; this rotation is transmitted to the gears 44, 43 and the shaft 41 and the gear 45. The latter pushes the rod 57 out of the depression and rotates the lever 53. In this case, the ledge 59 of the lever releases the lever 52, which, under the action of the spring 55, returns to its original position with the handle 50; the coupling 34 in this case also by the action of the spring 36 returns to its original position, opening the kinematic chain of the steering wheel - output shaft of the drive and closing the chain of the engine - output shaft.

Industrial applicability

The proposed circuit and design solutions are the result of an analysis of many years of practical operation of jet drives for shut-off and control valves (ball valves) in the Far North at various gas industry facilities. The possibility and necessity of their implementation is confirmed by the experience of this operation. The level of modern engineering and technology fully ensures the technical implementation of the proposals.

Claims (4)

1. A pneumatic actuator comprising serially connected: electro-pneumatic control device, including limit switches, electro-pneumatic valves; reversible jet engine, mechanical gearbox containing a manual backup; a rotary-screw rotary mechanism comprising a housing, a link, a lead screw, a lead nut with a lead and a kinetic energy absorption device of the moving parts of the drive, including a disk spring package, characterized in that a thrust bearing is installed at one end of the lead screw, while the bearing placed, with axial clearance, in the bearing housing, and the bearing housing is mounted in the housing of the rocker-screw rotary mechanism with the possibility of limited movement along the axis of the lead screw and without the possibility of They are mounted around this axis, while the bearing housing is rigidly connected to a sleeve having protruding belts on both sides, Belleville springs are placed between them, and washers are installed between the springs and the belts on both sides, the outer edges of which enter the inner groove made in the housing screw rotary mechanism. 2. A mechanism for automatically turning off the handwheel of the handwheel, comprising a drive shaft with a steering wheel and a cam coupling, a driven shaft with a cam coupling, a double-sided cam coupling mounted on the splines on the driven shaft and axially spring-loaded, a handle characterized in that on the driven shaft a gear is installed, and the handle is spring-loaded and movably connected to a spring-loaded lever mounted on an axis fixed in the mechanism body, which has a protrusion at one end and is mounted on the other end si figured spring-loaded rod. 3. The mechanism according to claim 2, characterized in that the gear is mounted on the driven shaft with the possibility of limited rotation around the axis of the shaft. 4. The mechanism according to claim 2, characterized in that the cams of the coupling half of the drive shaft of the automatic shut-off mechanism of the helm and the response cams of the coupling are beveled, and the coupling half is spring-loaded in the axial direction.

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