Air-suspended high-speed centrifugal compressor

Abstract

The application relates to an air suspension high-speed centrifugal compressor applied to the technical field of centrifuges, which comprises a machine body, a centrifugal rotor, pneumatic bearings, a magnetic suspension system, an end magnetic disc, shaft magnets, braking magnets, a magnetic core, arc track grooves, a braking module and turning ribs. The application utilizes the magnetic suspension system to establish an axial and radial full-freedom magnetic suspension field in advance, adopts vector electromagnetic phase modulation for electromagnets, realizes active damping control and gyro effect compensation of the centrifugal rotor through magnetic field vector synthesis, utilizes magnetic force to accelerate and decelerate the centrifugal rotor, effectively shortens the critical speed acceleration time and deceleration time of the centrifugal rotor, adopts a hybrid magnetic locking technology during the shutdown stage of the centrifuge, triggers the braking module when the centrifugal rotor is static, and the braking magnets generate a reconstruction mechanism to realize magnetic pole inversion of the braking magnets, and through the synergistic magnetic attraction of the permanent magnets and the braking magnets, the centrifugal rotor is in a stable magnetic attraction braking state.

Description

Technical Field

[0001] The present invention relates to a high-speed centrifugal compressor, and more particularly to an air-suspended high-speed centrifugal compressor applied in the field of centrifuge technology. Background Technology

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

[0003] 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 levitation transition, has high control precision, and is a non-contact support structure, allowing the motor to run at high speed. Chinese patent CN202322904698.7 discloses "An air suspension bearing". When the equipment stops, the high-speed airflow is shut off, the support block loses thrust, and the tension of the first spring pushes the support block to support the rotor, achieving the effect of keeping the rotor stable at all times.

[0004] Before the shaft reaches high-speed rotation and when it decelerates from high-speed rotation to a stop, the bearing speed has decreased. At this time, the airflow is insufficient to support the weight of the shaft. The air needs to be driven by the centrifuge bearing to drive the fan. When the bearing rotates at low speed, the airflow speed is also low. At this time, the shaft is easily affected by external interference or fluctuations, and the shaft is more likely to vibrate. Then, friction occurs between the shaft and the bearing, causing wear on both the shaft and the bearing. In order to improve the safety of the bearing, a stable rotational environment is required for the shaft at lower speeds and when the shaft is stopped. Summary of the Invention

[0005] The technical problem that this invention aims to solve in view of the above-mentioned prior art is that the rotating shaft is easily affected by external interference or fluctuations during acceleration and deceleration, which can easily cause wear on the rotating shaft and bearings, affecting the normal use of the pneumatic bearing.

[0006] To solve the above problems, the present invention provides an air-suspended high-speed centrifugal compressor, including a body, a centrifugal rotor rotatably connected inside the body, pneumatic bearings fixedly connected to both ends of the body, the centrifugal rotor rotatably connected to the pneumatic bearings, a magnetic levitation system fixedly connected coaxially to the outside of the pneumatic bearings, and end disks fixedly connected to both ends of the centrifugal rotor, the end disks rotatably connected to the magnetic levitation system. The internal structure of the disk is fixedly embedded with a shaft magnet in a ring. Electromagnets are rotatably connected to both ends of the magnetic levitation system. Braking magnets are movably connected to the top and bottom of the magnetic levitation system. The braking magnets and electromagnets are arranged in a ring around the magnetic levitation system, and both the braking magnets and electromagnets correspond to the shaft magnet. The braking magnet has a central slot in the middle, and a magnetic core is rotatably connected inside the central slot. Arc rail slots are provided at both ends of the central slot. Braking modules are rotatably connected to the top and bottom of the magnetic levitation system. 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 rail slot.

[0007] In the aforementioned air-suspended high-speed centrifugal compressor, a magnetic levitation system provides magnetic levitation for the end disk, facilitating the stable passage of the centrifugal rotor through acceleration and deceleration processes. This effectively prevents the centrifugal rotor from colliding and rubbing against the pneumatic bearing. An electromagnet can perform vector adjustment based on the acceleration and deceleration states of the centrifugal rotor, enabling the use of magnetic force to accelerate and decelerate the centrifugal rotor. Furthermore, when the centrifugal rotor stops, a braking 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 this application, vector gears are fixedly connected to both ends of the electromagnet, and vector gear rings are rotatably connected to both ends of the magnetic levitation system. The vector gear rings mesh with the vector gears, and the rotation of the vector gear rings is used to drive the vector gears, thereby realizing the vector adjustment of the electromagnet.

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

[0010] As a further improvement of this application, the arc vector of the arc groove is 180 degrees, the length of the steering rib corresponds to the length of the arc groove, and the steering rib is made of honeycomb aluminum material. The steering rib drives the magnetic core to rotate 180 degrees, so that the magnetic force between the shaft magnet and the magnetic core changes from repulsion to attraction.

[0011] As another improvement of this application, a locking module is fixedly connected to the bottom surface of the braking magnet, and locking slots are provided at the top and bottom of the end disk. The locking module is inserted into the locking slots. When the braking magnet clamps and fixes the end disk, the locking module is inserted into the locking slots to further improve the fixing effect of the end disk and further improve the stability of the centrifugal rotor in a static state.

[0012] As a further improvement to this application, a calibration groove is provided at one end of the bottom of the locking module. A calibration guide wheel is rotatably connected inside the calibration groove. The calibration guide wheel corresponds to the opening end of the locking groove. During the deceleration process of the centrifugal rotor, the calibration guide wheel is first inserted into the locking groove to achieve calibration between the locking groove and the locking module.

[0013] As a further improvement to this application, a buffer spring is rotatably connected to the middle of the calibration guide wheel, and the top of the buffer spring is fixedly connected to the top of the calibration groove. The buffer spring is used to achieve the lifting and lowering buffer of the calibration guide wheel, which facilitates the automatic disengagement of the calibration guide wheel from the locking groove.

[0014] As another improvement of this application, the two ends of the opening of the lock groove are set in an arc shape, the calibration guide wheel is made of rubber material, the buffer spring is set in a V-shaped bend, and the buffer spring is made of spring steel material, which effectively improves the effect of the calibration guide wheel entering and exiting the lock groove.

[0015] In summary, this invention establishes an axial and radial fully free magnetic levitation field using a magnetic levitation system before centrifuge startup to achieve static levitation positioning of the rotor. Under dynamic operating conditions of the centrifugal rotor, the repulsive force of the electromagnet affects the shaft magnet. A vector electromagnetic control strategy is used to modulate the phase of 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 during the acceleration and deceleration phases of the centrifugal rotor, an asymmetric magnetic flux density gradient field is constructed by adjusting the phase angle of the magnetomotive force of the electromagnet pair. This gradient field can generate a directional magnetic drag torque, which is used to accelerate and decelerate the centrifugal rotor using magnetic force, achieving magnetic coupling torque drive of the centrifugal rotor. This effectively shortens the critical speed acceleration and deceleration time of the centrifugal rotor. Furthermore, during the centrifuge shutdown phase, a hybrid magnetic locking technology is used. When the centrifugal rotor is stationary, the braking module is triggered. During the process of the braking module pushing the braking magnet, the reconfiguration mechanism of the braking magnet achieves magnetic pole reversal. Through the synergistic magnetic attraction of the permanent magnet and the braking magnet, the centrifugal rotor is in a stable magnetic attraction braking state. Attached Figure Description

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

[0017] Explanation of the labels in the diagram: 1. Body; 101. Centrifugal rotor; 102. Pneumatic bearing; 2. Magnetic levitation system; 201. End disk; 202. Shaft magnet; 203. Electromagnet; 204. Vector gear; 205. Vector gear ring; 3. Braking magnet; 301. Content slot; 302. Magnetic core; 303. Arc track slot; 304. Braking module; 305. Steering rib; 4. Locking module; 401. Locking groove; 402. Calibration groove; 403. Calibration guide wheel; 404. Buffer spring rib. Detailed Implementation

[0018] The two embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0019] First implementation method: Figures 1 to 6The diagram illustrates an air-suspended high-speed centrifugal compressor, comprising a body 1, with a centrifugal rotor 101 rotatably connected inside the body 1. Pneumatic bearings 102 are fixedly connected to both ends of the body 1, and the centrifugal rotor 101 is rotatably connected to the pneumatic bearings 102. A magnetic levitation system 2 is coaxially fixedly connected to the outside of the pneumatic bearings 102. End disks 201 are fixedly connected to both ends of the centrifugal rotor 101, and the end disks 201 are rotatably connected to the magnetic levitation system 2. A shaft magnet 202, made of permanent magnet material, is fixedly embedded in the interior of the end disk 201 in a ring shape. Electromagnets 203 are rotatably connected to both ends of the magnetic levitation system 2. Magnet 203 is made of electromagnet. Magnet 203 can control the magnitude of magnetic force by using current. Braking magnet 3 is movably connected to the top and bottom of magnetic levitation system 2. Braking magnet 3 and electromagnet 203 are arranged in a ring about magnetic levitation system 2. Braking magnet 3 and electromagnet 203 correspond to shaft magnet 202. Vector gear 204 is fixedly connected to both ends of electromagnet 203. Vector gear ring 205 is rotatably connected to both ends of magnetic levitation system 2. Vector gear ring 205 meshes with vector gear 204. The rotation of vector gear ring 205 is used to mesh and drive vector gear 204, thereby realizing vector adjustment of electromagnet 203. This centrifuge employs a pre-magnetic levitation control strategy using a magnetic levitation system 2 to manage the full-cycle motion of the centrifugal rotor 101. During the centrifuge's startup sequence, the repulsive magnetic field between the shaft magnet 202 and the electromagnet 203 enables the centrifugal rotor 101 to achieve static electromagnetic balance levitation at zero speed, effectively reducing the overlap error between the central axis of the centrifugal rotor 101 and the theoretical axis of the pneumatic bearing 102. After the centrifugal rotor 101 enters the acceleration phase, the vector gear ring 205 and the vector gear 204 mesh to perform vector-to-vector adjustment of the electromagnet 203. By dynamically adjusting the magnetic pole azimuth angle of the electromagnet 203 array to the tangent vector of the centrifugal rotor 101's rotational phase, this configuration causes the reluctance torque component formed by the electromagnet 203 and the shaft magnet 202 to form a positive coupling with the rotational direction of the centrifugal rotor 101, generating a continuous magnetic boosting effect. This effectively shortens the time required to accelerate the centrifugal rotor 101 to its rated speed and decelerate it to a stop. The vector adjustment state of the electromagnet 203 is shown in the attached diagram. Figure 5 and 6 As shown, when the centrifugal rotor 101 reaches the critical threshold speed, that is, after the minimum film thickness formed by the pneumatic bearing 102 reaches the design value, the gradual demagnetization of the magnetic levitation system 2 is executed, and the smooth transition between starting and stopping the centrifuge is completed in a short time.

[0020] Figure 7 and Figure 8As shown, the braking magnet 3 has a content groove 301 in the middle, and a magnetic core 302 is rotatably connected inside the content groove 301. The magnetic core 302 is made of permanent magnet material. Both ends of the content groove 301 have arc track grooves 303. The top and bottom of the magnetic levitation system 2 are rotatably connected to the braking module 304. The 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. 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, so that the magnetic force between the shaft magnet 202 and the magnetic core 302 changes from repulsion to attraction. When the centrifuge is stopped, after the centrifugal rotor 101 comes to a complete stop, as the braking module 304 pushes the moving magnet 3 to clamp the end disk 201, the steering rib 305 first turns forward in the arc track groove 303 to complete the 180° magnetic moment reversal of the magnetic core 302. The flipping of the magnetic core 302 realizes the change 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 to the first embodiment, the main additions are a locking module 4 and a locking slot 401. The specific additions are as follows, while the rest of the structure is the same as the first embodiment.

[0022] Figures 9 to 11As shown, a locking module 4 is fixedly connected to the bottom surface of the braking magnet 3. Locking slots 401 are provided at both the top and bottom of the end disk 201. The locking module 4 is inserted into and corresponds to the locking slots 401. When the braking magnet 3 clamps and fixes the end disk 201, the insertion of the locking module 4 into the locking slots 401 further improves the fixing effect of the end disk 201 and further improves the stability of the centrifugal rotor 101 in a stationary state. A calibration slot 402 is provided at one end of the bottom of the locking module 4. A calibration guide wheel 403 is rotatably connected inside the calibration slot 402. The calibration guide wheel 403 corresponds to the open end of the locking slot 401. During the deceleration process of the centrifugal rotor 101… First, the calibration guide wheel 403 is inserted into the lock groove 401 to calibrate the lock groove 401 and the locking module 4. The middle part of the calibration guide wheel 403 is rotatably connected to the buffer spring 404. The top of the buffer spring 404 is fixedly connected to the top of the calibration groove 402. The buffer spring 404 is used to realize the lifting and buffering of the calibration guide wheel 403, which facilitates the automatic disengagement of the calibration guide wheel 403 from the lock groove 401. The two ends of the opening of the lock groove 401 are set in an arc shape. The calibration guide wheel 403 is made of rubber material. The buffer spring 404 is set in a V-shaped bend and is made of spring steel material, which effectively improves the effect of the calibration guide wheel 403 entering and exiting the lock groove 401. The centrifugal rotor 101 adopts a pre-contact dynamic braking positioning technology. When the speed of the centrifugal rotor 101 decreases 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 enters the locking groove 401 of the end disk 201 to form 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 decreases to the point that the calibration guide wheel 403 can no longer be pushed out of the locking groove 401, the locking module 4 and the locking groove 401 are calibrated. Finally, the braking magnet 3 is completely pushed towards the end disk 201, so that the locking module 4 and the locking groove 401 are accurately connected when the braking magnet 3 clamps the end disk 201, thereby effectively improving the clamping stability of the centrifugal rotor 101.

[0023] In light of current practical needs, the above-described embodiments adopted in this application are not limited to these. Any changes made within the scope of knowledge possessed by those skilled in the art without departing from the concept of this application still fall within the protection scope of this invention.

Claims

1. An air-suspended high-speed centrifugal compressor, characterized in that: The device includes a body (1), a centrifugal rotor (101) is rotatably connected inside the body (1), pneumatic bearings (102) are fixedly connected to both ends of the body (1), the centrifugal rotor (101) is rotatably connected to the pneumatic bearings (102), a magnetic levitation system (2) is coaxially fixedly connected to the outside of the pneumatic bearings (102), and end disks (201) are fixedly connected to both ends of the centrifugal rotor (101), the end disks (201) are rotatably connected to the magnetic levitation system (2); The end disk (201) has a ring-shaped fixed embedded shaft magnet (202) inside. The left and right ends of the magnetic levitation system (2) are rotatably connected to electromagnets (203). The top and bottom of the magnetic levitation system (2) are movably connected to braking magnets (3). The braking magnets (3) and electromagnets (203) are arranged in a ring about the magnetic levitation system (2). The braking magnets (3) and electromagnets (203) correspond to the shaft magnets (202). The braking magnet (3) has a content groove (301) in the middle, and a magnetic core (302) is rotatably connected inside the content groove (301). Both ends of the content groove (301) have arc track grooves (303). The top and bottom of the magnetic levitation system (2) are rotatably connected to a braking module (304). The 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). 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 levitation system (2) are rotatably connected to vector gear rings (205), which mesh with 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 groove (303) is 180 degrees, the length of the steering rib (305) corresponds to the length of the arc 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: The bottom surface of the braking magnet (3) is fixedly connected to a locking module (4), and the top and bottom of the end disk (201) are provided with locking slots (401), and the locking module (4) is inserted into the locking slots (401).

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

7. The air-suspended high-speed centrifugal compressor according to claim 6, characterized in that: The middle part of the calibration guide wheel (403) is rotatably connected to a buffer spring (404), and the top end of the buffer spring (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: The opening of the lock groove (401) is arc-shaped at both ends. The calibration guide wheel (403) is made of rubber material. The buffer spring rib (404) is V-shaped and made of spring steel material.

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