Air suspension high-speed centrifugal compressor

Abstract

The invention relates to an air suspension high-speed centrifugal compressor applied to the technical field of centrifugal machines, and the air suspension high-speed centrifugal compressor comprises a machine body, a centrifugal rotor, a pneumatic bearing, a magnetic suspension system, an end magnetic disk, a shaft magnet, a brake magnet, a magnetic core, an arc rail groove, a brake module and a steering rib. Vector electromagnetic phase modulation is adopted by the electromagnet, active damping control and gyroscopic effect compensation of the centrifugal rotor are achieved through magnetic field vector synthesis, the centrifugal rotor is accelerated and decelerated through magnetic force, the critical rotation speed acceleration time and deceleration time of the centrifugal rotor are effectively shortened, and the hybrid magnetic locking technology is adopted in the shutdown stage of the centrifugal machine. When the centrifugal rotor is static, the brake module is triggered, magnetic pole reversal of the brake magnet is achieved through a reconstruction mechanism generated by the brake magnet, and the centrifugal rotor is in a stable magnetic attraction brake state through the cooperative magnetic attraction effect of the permanent magnet and the brake magnet.

Description

Technical Field

[0001] The present invention relates to a high-speed centrifugal compressor, in particular to an air-suspended high-speed centrifugal compressor applied in the technical field of centrifuges. Background Art

[0002] Air bearings achieve non-contact support between the shaft and bearing surfaces by forming a thin film of air between them. This allows rotating parts to suspend on the air film, enabling contactless motion. Air bearings feature extremely low friction, zero wear, no lubrication requirements, and excellent stability at high speeds. Therefore, they are widely used in precision instruments and high-speed rotating equipment. The operating principle of air bearings is based on the "air cushion effect" in fluid dynamics. When compressed gas is discharged from small holes or edge gaps on the bearing surface, an air film forms between the shaft and bearing surface. This air film supports the weight of the shaft and keeps it suspended on the bearing, enabling non-contact operation.

[0003] The specification of Chinese patent CN202011155337.1 discloses "An air suspension bearing, a motor shaft support system, a motor and a control method". The motor shaft support system of this invention has a simple structure, adopts electromagnetic suspension transition, has high control accuracy, and a non-contact support structure, and the motor can run at high speed; the specification of Chinese patent CN202322904698.7 discloses "An air suspension bearing". When the equipment stops, the high-speed airflow is closed, the support block loses thrust, and the tension of the first spring pushes the support block to support the rotor, so that the rotor always remains stable.

[0004] Before the shaft reaches high-speed rotation and when it decelerates from high-speed rotation to a stopped state, the bearing speed has decreased, and the circulating air film is not enough to support the weight of the shaft. The air needs the centrifuge bearing to drive the fan. When the bearing rotates at a low speed, the air circulation speed is also low. At this time, the shaft is easily affected by external interference or fluctuations, and the shaft is more likely to jump. Then the shaft and bearing rub against each other, causing wear on the shaft and bearings. In order to improve the safety of the bearing, a stable rotation environment is required for the shaft with a lower speed and the stopped shaft. Summary of the Invention

[0005] In view of the above-mentioned prior art, the technical problem to be solved by the present invention is that the rotating shaft is easily affected by external interference or fluctuations during acceleration and deceleration, which can easily cause wear of the rotating shaft and bearings and affect the normal use of the aerodynamic bearing.

[0006] To solve the above problems, the present invention provides an air-suspended high-speed centrifugal compressor, comprising a body, a centrifugal rotor rotatably connected to the interior of the body, pneumatic bearings fixedly connected at both ends of the body, the centrifugal rotor and the pneumatic bearings being rotatably connected, a magnetic suspension system fixedly connected coaxially to the exterior of the pneumatic bearings, end magnetic disks fixedly connected at both ends of the centrifugal rotor, the end magnetic disks being rotatably connected to the magnetic suspension system; The interior of the end disk is annularly fixed with an axis magnet, the left and right ends of the magnetic suspension system are rotatably connected to electromagnets, the top and bottom of the magnetic suspension system are movably connected to brake magnets, the brake magnets and electromagnets are distributed in an annular shape with respect to the magnetic suspension system, and both the brake magnets and the electromagnets correspond to the axis magnets; A content groove is opened in the middle of the braking magnet, and the inside of the content groove is rotatably connected to the magnetic core. Arc track grooves are opened at both ends of the content groove. The top and bottom of the magnetic suspension system are rotatably connected to the braking module. The output end of the braking module corresponds to the top of the braking magnet, and a steering rib is fixedly connected between the output end of the braking module and the outside of the magnetic core. The steering rib is slidably connected to the arc track groove.

[0007] In the above-mentioned air-suspended high-speed centrifugal compressor, a magnetic suspension system is used to provide magnetic suspension for the end magnetic disk, so that the centrifugal rotor can stably pass through the acceleration and deceleration process, effectively avoiding collision and friction between the centrifugal rotor and the pneumatic bearing. The electromagnet can perform vector adjustment according to the acceleration and deceleration state of the centrifugal rotor, realizing the use of magnetic force to speed up and decelerate the centrifugal rotor. When the centrifugal rotor stops, the brake magnet is used to clamp and fix the centrifugal rotor, effectively improving the stability of the centrifugal rotor in the stopped state.

[0008] As a further improvement of the present application, both ends of the electromagnet are fixedly connected with vector gears, and both ends of the magnetic suspension system are rotatably connected with vector ring gears. The vector ring gear is meshed with the vector gear, and the rotation of the vector ring gear is utilized to achieve meshing and drive the vector gear, thereby realizing vector adjustment of the electromagnet.

[0009] As a further improvement of the present application, the shaft magnet and the magnetic core are both made of permanent magnet material, and the electromagnet is made of electromagnet. The electromagnet can use electric current to control the size of the magnetic force. The shaft magnet and the magnetic core always maintain the magnetic force, which is convenient for use when the centrifuge is stopped.

[0010] As a further improvement of the present application, the arc vector of the arc track groove is one hundred and eighty degrees, the length of the steering rib corresponds to the length of the arc track groove, and the steering rib is made of honeycomb aluminum material. The steering rib pushes the magnetic core to rotate one hundred and eighty degrees, thereby realizing the transformation of the magnetic force between the axial magnet and the magnetic core from repulsion to attraction.

[0011] As another improvement of the present application, a locking module is fixedly connected to the bottom surface of the braking magnet, and locking grooves are provided on the top and bottom of the end disk. The locking module is plugged into the locking grooves to correspond to each other. When the braking magnet clamps and fixes the end disk, the locking module is plugged into the locking grooves to further improve the fixing effect of the end disk and further improve the stability of the centrifugal rotor in a stationary state.

[0012] As another improved supplement to the present application, a calibration groove is provided at one end of the bottom of the locking module, and a calibration guide wheel is rotatably connected to the inside of the calibration groove. The calibration guide wheel corresponds to the open end of the locking groove. During the deceleration process of the centrifugal rotor, the calibration guide wheel is first used to probe into the locking groove to achieve calibration between the locking groove and the locking module.

[0013] As another improved supplement to the present application, the middle part of the calibration guide wheel is rotatably connected with a buffer elastic rib, and the top end of the buffer elastic rib is fixedly connected to the top end of the calibration slot. The buffer elastic rib is utilized to achieve lifting and lowering buffering of the calibration guide wheel, thereby facilitating automatic disengagement of the calibration guide wheel from the lock slot.

[0014] As another improvement of the present application, both ends of the opening of the lock slot are arranged in an arc shape, the calibration guide wheel is made of rubber material, the buffer elastic rib is arranged in a V-shape, and the buffer elastic rib is made of spring steel material, which effectively improves the effect of the calibration guide wheel entering and exiting the lock slot.

[0015] In summary, before the centrifuge is started, the present invention uses a magnetic suspension system to establish an axial and radial full-degree-of-freedom magnetic suspension field in advance to achieve static suspension positioning of the rotor. Under the dynamic working condition of the centrifugal rotor, the repulsive force of the electromagnet affects the axial magnet, and a vector electromagnetic control strategy is used to phase modulate the Lorentz force field. Active damping control and gyroscopic effect compensation of the centrifugal rotor are achieved through magnetic field vector synthesis. For the transient response optimization of the centrifugal rotor during acceleration and deceleration, an asymmetric magnetic flux density gradient field is constructed by adjusting the magnetomotive force phase angle of the electromagnet pair. This gradient field can generate a directional magnetic drag torque, and the magnetic force is used to accelerate and decelerate the centrifugal rotor to achieve magnetic coupling torque drive of the centrifugal rotor, effectively shortening the critical speed acceleration time and deceleration time of the centrifugal rotor. In addition, a hybrid magnetic locking technology is used during the shutdown stage of the centrifuge. When the centrifugal rotor is stationary, the brake module is triggered. During the process of the brake module pushing the brake magnet, the brake magnet undergoes a reconstruction mechanism to achieve magnetic pole reversal of the brake magnet. Through the synergistic magnetic attraction of the permanent magnet and the brake magnet, the centrifugal rotor is in a stable magnetic attraction braking state. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a three-dimensional structural diagram of the first embodiment of the present application; Figure 2 This is a side cross-sectional view of the magnetic suspension system according to the first embodiment of the present application; Figure 3This is a three-dimensional structural diagram of the electromagnet and the brake magnet in the first embodiment of the present application; Figure 4 This is a diagram illustrating the suspended state of the disk in the first embodiment of the present application; Figure 5 This is a demonstration diagram of the accelerated rotation of the disk in the first embodiment of the present application; Figure 6 This is a demonstration diagram of the first embodiment of the present application showing the decelerated rotation of the magnetic disk; Figure 7 This is a diagram illustrating the clamping state of the disk in the first embodiment of the present application; Figure 8 This is a three-dimensional structural diagram of the arc track groove and the turning rib in the first embodiment of the present application; Figure 9 This is an enlarged perspective view of the locking module and the locking slot according to the second embodiment of the present application; Figure 10 This is a three-dimensional structural diagram of the locking module and the locking slot according to the second embodiment of the present application; Figure 11 This is a demonstration diagram of the second embodiment of the present application showing the calibration guide wheel descending to contact the upper opening of the lock slot.

[0017] Description of the numbers in the figure: 1. Body; 101. Centrifugal rotor; 102. Pneumatic bearing; 2. Magnetic suspension system; 201. End disk; 202. Shaft magnet; 203. Electromagnet; 204. Vector gear; 205. Vector ring gear; 3. Braking magnet; 301. Content slot; 302. Magnetic core; 303. Arc track slot; 304. Braking module; 305. Steering rib; 4. Locking module; 401. Locking slot; 402. Calibration slot; 403. Calibration guide wheel; 404. Buffering spring. DETAILED DESCRIPTION

[0018] Two implementation modes of the present application are described in detail below with reference to the accompanying drawings.

[0019] The first implementation method: Figures 1 to 6FIG. 1 shows an air-suspended high-speed centrifugal compressor, comprising a body 1, wherein a centrifugal rotor 101 is rotatably connected to the interior of the body 1, and pneumatic bearings 102 are fixedly connected at both ends of the body 1. The centrifugal rotor 101 is rotatably connected to the pneumatic bearings 102, and the exterior of the pneumatic bearings 102 is coaxially fixedly connected to a magnetic suspension system 2. Both ends of the centrifugal rotor 101 are fixedly connected to end disks 201, which are rotatably connected to the magnetic suspension system 2. The interior of the end disks 201 is annularly fixedly inlaid with an axial magnet 202, which is made of a permanent magnet material. The left and right ends of the magnetic suspension system 2 are rotatably connected to electromagnets 203. The magnet 203 is made of an electromagnet, which can control the magnitude of the magnetic force by using electric current. The top and bottom of the magnetic suspension system 2 are movably connected to the braking magnet 3. The braking magnet 3 and the electromagnet 203 are distributed in a ring shape with respect to the magnetic suspension system 2. The braking magnet 3 and the electromagnet 203 correspond to the shaft magnet 202. Both ends of the electromagnet 203 are fixedly connected to the vector gear 204. Both ends of the magnetic suspension system 2 are rotatably connected to the vector ring gear 205. The vector ring gear 205 is meshed with the vector gear 204. The rotation of the vector ring gear 205 is used to mesh and drive the vector gear 204, thereby realizing vector adjustment of the electromagnet 203. This centrifuge adopts the pre-magnetic levitation control strategy of the magnetic levitation system 2 to realize the full-cycle motion management of the centrifugal rotor 101. In the centrifuge startup sequence, the repulsive magnetic field between the shaft magnet 202 and the electromagnet 203 is used to realize the static electromagnetic balanced suspension of the centrifugal rotor 101 at zero speed, effectively reducing the coincidence error between the central axis of the centrifugal rotor 101 and the theoretical axis of the pneumatic bearing 102. After the centrifugal rotor 10 enters the acceleration stage, the vector gear ring 205 and the vector gear 204 are engaged and transmitted to execute the vector-vector adjustment of the electromagnet 203. By dynamically adjusting the magnetic pole azimuth angle of the electromagnet 203 array to the tangential vector of the rotation phase of the centrifugal rotor 101, this configuration enables the magnetic resistance torque component formed by the electromagnet 203 and the shaft magnet 202 to form a positive coupling with the rotation direction of the centrifugal rotor 101, generating a continuous magnetic boost effect, effectively realizing the time of accelerating the centrifugal rotor 101 to the rated speed and decelerating to the stop state. For the vector adjustment state of the electromagnet 203, please refer to the attached figure. Figure 5 and 6 As shown, when the rotation speed of the centrifugal rotor 101 reaches a critical threshold, that is, when the minimum film thickness formed by the pneumatic bearing 102 reaches the design value, the magnetic suspension system 2 is gradually demagnetized to complete the smooth transition between starting and stopping the centrifuge in a short time.

[0020] Figure 7 and Figure 8As shown, a content groove 301 is provided in the middle of the brake magnet 3, and a magnetic core 302 is rotatably connected to the interior of the content groove 301. The magnetic core 302 is made of permanent magnet material. Arc track grooves 303 are provided at both ends of the content groove 301. The top and bottom of the magnetic suspension system 2 are rotatably connected to the brake module 304. The output end of the brake module 304 corresponds to the top of the brake magnet 3, and a steering rib 305 is fixedly connected between the output end of the brake module 304 and the outside of the magnetic core 302. The steering rib 305 is slidably connected to the arc track groove 303. The arc vector of the arc track groove 303 is 180 degrees. The length of the steering rib 305 corresponds to the length of the arc track groove 303, and the steering rib 305 is made of honeycomb aluminum material. The steering rib 305 pushes the magnetic core 302 to rotate 180 degrees, thereby realizing that the magnetic force between the shaft magnet 202 and the magnetic core 302 is transformed from repulsion to attraction. When the centrifuge is shut down, after the centrifugal rotor 101 is completely stationary, the braking module 304 pushes the moving magnet 3 to clamp the end disk 201. The steering rib 305 first turns and moves forward in the arc track groove 303 to complete the module to complete the 180° magnetic moment reversal of the magnetic core 302. The flipping of the magnetic core 302 realizes the conversion of the magnetic pole interaction state between the braking magnet 3 and the shaft magnet 202 from a repulsive state to a strong attractive state, effectively improving the clamping stability of the braking magnet 3 on the end disk 201.

[0021] Second implementation method: Compared with the first embodiment, the main additions are a locking module 4 and a locking slot 401. The specific newly added mechanisms are as follows. The remaining structures are consistent with the first embodiment.

[0022] Figures 9 to 11As shown, the bottom surface of the braking magnet 3 is fixedly connected with a locking module 4, and the top and bottom of the end disk 201 are provided with a locking groove 401, and the locking module 4 is plugged into the locking groove 401. When the braking magnet 3 clamps the end disk 201, the locking module 4 is plugged into the locking groove 401 to further improve the fixing effect of the end disk 201 and further improve the stability of the centrifugal rotor 101 in a static state. A calibration groove 402 is provided at one end of the bottom of the locking module 4, and a calibration guide wheel 403 is rotatably connected to the inside of the calibration groove 402. The calibration guide wheel 403 corresponds to the open end of the locking groove 401. During the deceleration process of the centrifugal rotor 101, First, the calibration guide wheel 403 is used to probe into the lock slot 401 to achieve calibration between the lock slot 401 and the locking module 4. The middle part of the calibration guide wheel 403 is rotatably connected to the buffer elastic rib 404. The top of the buffer elastic rib 404 is fixedly connected to the top of the calibration slot 402. The buffer elastic rib 404 is used to achieve lifting and lowering buffering of the calibration guide wheel 403, which is convenient for the automatic separation of the calibration guide wheel 403 from the lock slot 401. The opening ends of the lock slot 401 are arranged in an arc shape. The calibration guide wheel 403 is made of rubber material, and the buffer elastic rib 404 is arranged in a V-shape. The buffer elastic rib 404 is made of spring steel material, which effectively improves the effect of the calibration guide wheel 403 entering and exiting the lock slot 401. The centrifugal rotor 101 adopts a pre-contact dynamic braking positioning technology. When the speed of the centrifugal rotor 101 decays to a critical threshold, the centrifugal rotor 101 is about to stop. The braking module 304 drives the braking magnet 3 to perform a pre-stroke displacement, so that the locking module 4 probes into the locking groove 401 of the end magnetic disk 201 to form an initial contact. When the residual angular velocity of the centrifugal rotor 101 is too large, the calibration guide wheel 403 is allowed to periodically disengage in the locking groove 401 to release the residual kinetic energy of the centrifugal rotor 101, ensuring that the centrifugal rotor 101 completes the last half-cycle of free rotation. When the speed of the centrifugal rotor 101 is reduced to a level where the calibration guide wheel 403 cannot be pushed out of the locking groove 401 again, the calibration of the locking module 4 and the locking groove 401 is achieved. Finally, the braking magnet 3 is completely pushed toward the end magnetic disk 201, so that when the braking magnet 3 clamps the end magnetic disk 201, the locking module 4 is accurately plugged into the locking groove 401, thereby effectively improving the clamping stability of the centrifugal rotor 101.

[0023] In view of current actual needs, the protection scope of the above-mentioned implementation mode adopted in this application is not limited to this. Various changes made within the knowledge scope of technical personnel in this field without departing from the concept of this application still fall within the protection scope of the present invention.

Claims

1. An air-suspended high-speed centrifugal compressor, characterized in that: The invention comprises a machine body (1), wherein a centrifugal rotor (101) is rotatably connected to the interior of the machine body (1), pneumatic bearings (102) are fixedly connected to both ends of the machine body (1), the centrifugal rotor (101) is rotatably connected to the pneumatic bearings (102), the outside of the pneumatic bearings (102) is coaxially fixedly connected to a magnetic suspension system (2), and both ends of the centrifugal rotor (101) are fixedly connected to end magnetic disks (201), and the end magnetic disks (201) are rotatably connected to the magnetic suspension system (2); The interior of the end disk (201) is fixedly embedded with an axial magnet (202) in an annular shape, the left and right ends of the magnetic suspension system (2) are rotatably connected to electromagnets (203), the top and bottom of the magnetic suspension system (2) are movably connected to brake magnets (3), the brake magnets (3) and the electromagnets (203) are distributed in an annular shape with respect to the magnetic suspension system (2), and the brake magnets (3) and the electromagnets (203) both correspond to the axial magnets (202); A content groove (301) is provided in the middle of the braking magnet (3), a magnetic core (302) is rotatably connected inside the content groove (301), arc track grooves (303) are provided at both ends of the content groove (301), a braking module (304) is rotatably connected to the top and bottom of the magnetic suspension system (2), an output end of the braking module (304) corresponds to the top of the braking magnet (3), and a steering rib (305) is fixedly connected between the output end of the braking module (304) and the outside of the magnetic core (302), and the steering rib (305) is slidably connected to the arc track groove (303).

2. The air-suspended high-speed centrifugal compressor according to claim 1, characterized in that: Both ends of the electromagnet (203) are fixedly connected to vector gears (204), and both ends of the magnetic suspension system (2) are rotatably connected to vector ring gears (205), and the vector ring gears (205) are meshedly connected to the vector gears (204).

3. The air-suspended high-speed centrifugal compressor according to claim 1, characterized in that: The shaft magnet (202) and the magnetic core (302) are both made of permanent magnet material, and the electromagnet (203) is made of electromagnet.

4. The air-suspended high-speed centrifugal compressor according to claim 1, characterized in that: The arc vector of the arc track groove (303) is one hundred and eighty degrees, the length of the steering rib (305) corresponds to the length of the arc track groove (303), and the steering rib (305) is made of honeycomb aluminum material.

5. The air-suspended high-speed centrifugal compressor according to claim 1, characterized in that: A locking module (4) is fixedly connected to the bottom surface of the braking magnet (3), and locking slots (401) are provided on the top and bottom of the end magnetic disk (201), and the locking module (4) is plugged into and corresponds to the locking slots (401).

6. The air-suspended high-speed centrifugal compressor according to claim 5, characterized in that: A calibration groove (402) is provided at one end of the bottom of the locking module (4), and a calibration guide wheel (403) is rotatably connected inside the calibration groove (402), and the calibration guide wheel (403) corresponds to the open end of the locking groove (401).

7. The air-suspended high-speed centrifugal compressor according to claim 6, characterized in that: The middle portion of the calibration guide wheel (403) is rotatably connected to a buffer elastic rib (404), and the top end of the buffer elastic rib (404) is fixedly connected to the top end of the calibration groove (402).

8. The air-suspended high-speed centrifugal compressor according to claim 7, characterized in that: Both ends of the opening of the locking slot (401) are arranged in an arc shape, the calibration guide wheel (403) is made of a rubber material, the buffer elastic rib (404) is arranged in a V-shaped bend, and the buffer elastic rib (404) is made of a spring steel material.

Images