High-speed angular contact ball bearing centrifugal force compensation method based on variable contact angle migration

Abstract

The invention relates to the technical field of centrifugal force compensation, in particular to a high-speed angular contact ball bearing centrifugal force compensation method based on variable contact angle migration, which comprises the following steps: acquiring rolling body track parameters of a target angular contact ball bearing under a multi-rotating-speed working condition, and extracting contact point position offset caused by rotating speed change; calculating the dynamic offset of the contact angle relative to the static reference angle; the dynamic offset of the contact angle is input into a compensation calculation module, a response mapping relation between the raceway curvature and the change of the contact angle is established, the raceway curvature adjustment amount for compensating the offset of the contact track is obtained, and a dynamic compensation execution instruction is output; and based on the dynamic compensation execution instruction, an asymmetric elastic preload ring driving structure is controlled, a rolling path local area is driven to generate controllable elastic deformation, and a centrifugal force compensation deformation field matched with the variable contact angle deviation trend is generated. According to the invention, the adaptability and stability of the bearing system to centrifugal force disturbance in a high-speed operation state are obviously improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of centrifugal force compensation, in particular to a centrifugal force compensation method for high-speed angular contact ball bearings based on variable contact angle migration. BACKGROUND

[0002] High-speed angular contact ball bearings are widely used in fields such as aircraft engines, numerical control spindles and high-speed precision equipment. The stability of the bearings directly determines the dynamic performance of the whole machine. During high-speed rotation, the rolling elements are significantly affected by centrifugal force, causing their running track to deviate, leading to dynamic migration of the contact angle, and further causing redistribution of the load, excessive local contact stress, rupture of the lubricating film and even fatigue spalling and other problems. In order to alleviate such dynamic imbalance, existing research has attempted to achieve compensation for the deformation caused by centrifugal force through external pre-tightening force adjustment or raceway compensation structure. However, most of these methods lack real-time response capability to the migration trend of the contact angle, and it is difficult to balance dynamic adaptability and compensation accuracy.

[0003] The existing raceway compensation technology mainly faces three bottlenecks: first, the compensation deformation is usually obtained through fixed bias design, which cannot respond to the nonlinear dynamic changes of the contact angle in real time; second, most of the compensation structures are symmetrically designed, which are difficult to cope with the directional deviation induced by centrifugal force; third, the control model is generally based on static assumptions, without introducing the dynamic transfer mechanism between the rolling element contact track and the voltage control signal; therefore, there is an urgent need for a precise control method that combines variable contact angle dynamic identification, raceway curvature active adjustment and piezoelectric drive asymmetric execution, to realize a dynamic, directional and amplitude-adjustable centrifugal force compensation deformation control mechanism for local areas of the raceway, so as to effectively suppress the track deviation and load concentration phenomenon, and improve the running reliability and fatigue life of the bearing system. SUMMARY

[0004] Based on the above purpose, the present application provides a centrifugal force compensation method for high-speed angular contact ball bearings based on variable contact angle migration.

[0005] A centrifugal force compensation method for high-speed angular contact ball bearings based on variable contact angle migration, comprising the following steps: S1: obtaining the rolling element track parameters of the target angular contact ball bearing under multiple rotational speed conditions, extracting the contact point position deviation caused by rotational speed changes based on the contact force distribution model between the rolling elements and the inner and outer rings, and calculating the dynamic deviation of the contact angle compared to the static reference angle; S2: inputting the dynamic deviation of the contact angle into a compensation calculation module, establishing a response mapping relationship between the raceway curvature and the contact angle change, obtaining the raceway curvature adjustment amount for compensating the contact track deviation, and converting it into a voltage control signal to output a dynamic compensation execution instruction; S3: based on the dynamic compensation execution instruction, control the asymmetric elastic preloading ring driving structure to drive the local area of the raceway to produce controllable elastic deformation, and generate a centrifugal force compensation deformation field matched with the variable contact angle deviation trend, to dynamically offset the rolling element track deviation and uneven load distribution caused by the contact angle migration in real time.

[0006] Further, the S1 comprises: S11: collecting the radial displacement signal and the axial displacement signal of the rolling element of the target bearing at different rotating speeds in real time through the optical fiber displacement sensor array; S12: based on the Hertz contact theory, constructing a contact force model between the rolling element and the inner and outer raceways; S13: combining the contact angle and the radius of curvature of the rolling element, calculating the position offset of the contact point in the static and dynamic states; S14: using the position offset vector to back-propagate the actual contact angle, and calculating the dynamic offset of the actual contact angle compared with the static reference angle.

[0007] Further, the S12 comprises: S121: according to the Hertz contact theory, establishing a nonlinear contact force model between the rolling element and the inner and outer raceways, and defining a cubic relationship between the contact load and the contact deformation; S122: introducing different curvature stiffness coefficients for the inner and outer rings to distinguish the difference in load response of different raceways.

[0008] Further, the S14 comprises: S141: according to the offset of the contact point in the radial and axial directions, back-propagating the actual contact angle in the current running state of the rolling element; S142: comparing the actual contact angle with the static contact angle, calculating the difference between them to obtain the dynamic offset of the contact angle.

[0009] Further, the S2 comprises: S21: inputting the contact angle offset into the compensation calculation module, and establishing a mapping relationship between the raceway curvature adjustment and the contact angle offset through the bearing system dynamics equation; S22: according to the transfer function model, performing inversion operation to solve the raceway curvature adjustment; S23: converting the raceway curvature adjustment into a voltage control signal, and outputting a dynamic compensation execution instruction.

[0010] Further, the S22 comprises: S221: based on the established transfer function relationship, subtracting the centrifugal disturbance term from the contact angle offset to obtain the target response of the part to be compensated; S222: express the transfer function explicitly with the rolling body size, static contact angle and preloading stiffness engineering parameters, and complete the inverse solution of the track curvature adjustment amount.

[0011] Further, the S23 comprises: S231: according to the track curvature adjustment amount calculated in real time, introduce a voltage-curvature conversion gain factor, establish the function relationship between it and the control voltage; S232: introduce an adaptive gain attenuation factor based on the contact angle offset in the output function, and constitute the final voltage control signal for driving the preloading mechanism.

[0012] Further, the S3 comprises: S31: according to the sign and amplitude characteristics of the contact angle offset, identify the main direction trend of the rolling body trajectory offset, build an asymmetric gain control function, decouple and distribute the dynamic compensation instruction to each driving unit, and form a control voltage distribution with direction selectivity; S32: according to the directional voltage signal distributed, drive the piezoelectric stack to output the corresponding directional axial displacement; S33: map the piezoelectric displacement to the local area of the raceway through the asymmetric elastic preloading structure, and build a centrifugal force compensation deformation field with consistent direction and controllable amplitude; S34: real-time acquisition of the compensated contact load data, and construction of the load balance index.

[0013] Further, the S31 comprises: S311: according to the sign of the contact angle offset, determine the main direction of the rolling body trajectory offset, and extract the contact angle migration trend as the directional reference basis for voltage distribution; S312: taking the contact angle offset trend and the circumferential installation angle of each driving unit as parameters, build an asymmetric voltage distribution function with direction selectivity, decouple and distribute the dynamic compensation instruction to multiple driving units, and form a voltage control signal set matched with the trajectory offset direction.

[0014] Further, the S33 comprises: S331: transfer the piezoelectric displacement output by each driving unit to the corresponding local area of the raceway through the asymmetric elastic preloading ring structure, realize directional mapping of deformation energy from the driving end to the raceway end; S332: generate an elastic deformation with controlled amplitude and consistent direction in the local area of the raceway, form a centrifugal force compensation deformation field matched with the contact angle offset trend, and realize dynamic suppression of the rolling body trajectory offset.

[0015] The beneficial effects of the present application are: The application first introduces a dynamic control mechanism driven by a variable contact angle migration trend by constructing a mapping model between the contact angle offset and the raceway curvature adjustment amount, effectively realizes real-time adjustment and elastic response compensation of the local curvature of the raceway, and compared with the traditional static or passive pre-tightening structure, the application not only can generate compensation instructions dynamically based on the contact angle change, but also can actively intervene before the rolling body trajectory offset occurs, has the closed-loop control ability of "trend perception - instruction generation - deformation response", and significantly improves the adaptability and stability of the bearing system to the centrifugal force disturbance under high-speed running state.

[0016] The application proposes a piezoelectric driven asymmetric elastic preloading ring structure, which combines directional gain control and axial displacement amplification mechanism, can accurately distribute dynamic compensation instructions to each driving unit according to the circumferential difference, and form a local curvature compensation deformation field with direction selectivity and amplitude controllability; The structure innovatively integrates multiple control logics such as dynamic signal decoupling, piezoelectric actuation displacement transmission and material elastic property adjustment, breaks through the technical bottleneck of low compensation accuracy, response lag and poor load balance of traditional symmetric arrangement, realizes real-time balance of running load and significant extension of fatigue life of high-speed bearing system while maintaining compact structure. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only a part of the present application, and other drawings can also be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0018] Fig. 1 The method flowchart of the embodiment of the present application is as follows. Fig. 2 The offset calculation diagram of the embodiment of the present application is as follows. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical scheme and advantages of the present application more clear and obvious, the present application will be further described in detail below in combination with specific embodiments.

[0020] It should be noted that unless otherwise defined, technical terms or scientific terms used in the present application shall have the common meaning understood by one of ordinary skill in the art to which the present application pertains. The terms "first", "second", and similar terms used in the present application do not denote any order, number, or importance, but are used only to distinguish different components. The terms "comprise", "include", and similar terms mean that the elements or objects before the term encompass the elements or objects listed after the term and their equivalents, and do not exclude other elements or objects. The terms "connected" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "up", "down", "left", "right", and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0021] As shown in Figs. 1-2 , a high-speed angular contact ball bearing centrifugal force compensation method based on variable contact angle migration includes the following steps: S1: Obtain the rolling element trajectory parameters of the target angular contact ball bearing under multiple rotational speed conditions, extract the contact point position offset caused by rotational speed changes based on the contact force distribution model between the rolling element and the inner and outer rings, and calculate the dynamic offset of the contact angle compared to the static reference angle; S1 specifically includes: S11: To perceive the dynamic trajectory characteristics of the rolling element in real time during high-speed operation, use the optical fiber displacement sensor array arranged on both sides of the bearing to collect the radial displacement signals and axial displacement signals of the lower rolling element at the rotational speed sampling points ; this data will serve as the basis for contact state evolution analysis between the rolling element and the raceway, ensuring that the spatial and temporal resolution and displacement sensitivity meet the dynamic contact force modeling requirements wherein, is the sampling number under the current rotational speed, with a value range of 1000-30000, and the rotational speed is the driving variable of the entire system, affecting the centrifugal force, load migration, and contact angle change. In high-speed angular contact ball bearings, the rotational speed is significantly higher than that of ordinary bearings, is the radial displacement, is the axial displacement; S12: According to the Hertz contact theory, the rolling element forms a nonlinear elastic contact with the inner and outer ring raceways under multiple rotational speed conditions, and the contact load and contact deformation satisfy a power law relationship, a contact force distribution model is established to reflect the response characteristics of the contact state to speed disturbances, and is expressed as: ; wherein, respectively represent the inner and outer rings at rotational speeds The contact load under the rotation speed is the key quantity to judge the uneven load distribution, which is influenced by the rotation speed, load direction and raceway structure, is the Hertz contact stiffness coefficient of inner / outer raceway, which is usually determined by the material elastic modulus and contact surface radius. First, consult the bearing product sample to obtain the rolling body radius and raceway groove curvature radius, then based on the known elastic modulus and Poisson's ratio of standard material, use the empirical formula to calculate the equivalent contact radius, and further substitute it into the approximate expression to estimate the stiffness coefficient, is the rotation speed The contact deformation between the rolling body and the inner ring under the rotation speed is the rotation speed The contact deformation between the rolling body and the outer ring under the rotation speed The value range of is 0.001-0.05, the contact deformation represents the local elastic compression deformation between the rolling body and the inner / outer ring under the unit load, which directly determines the contact stiffness and stress distribution; S13: In order to further depict the spatial displacement of the contact point caused by the change of rotation speed, based on the known static contact angle , the dynamic contact position of the rolling body under the rotation speed is calculated, considering the distribution characteristics of the rolling body on the inner / outer ring contact surface, a two-dimensional space displacement vector model is established, which is expressed as: ; Wherein, is the two-dimensional space displacement vector of the rolling body contact point under the rotation speed , which provides a geometric basis for the change of contact angle and load distribution, is the X-direction component of the displacement vector, is the Y-direction component of the displacement vector, represents the rolling body's revolution radius under static working condition, the value range is 3-15, which represents the ideal trajectory radius of the rolling body rotating around the bearing center, which can be obtained from the structure diagram according to the bearing model, it is a stable structure parameter, is the static contact angle (i.e. the initial contact angle without centrifugal displacement), which depends on the preload design and installation angle, the value range is 15-30, is the dynamic curvature radius of the rolling body contact point with the inner ring under the rotation speed , is the dynamic curvature radius of the rolling body contact point with the outer ring under the rotation speed , is influenced by the centrifugal deformation and changes, its value is based on the static curvature, which may increase slightly or asymmetrically displace under high speed working condition, the value range is 3-10.2, is the rotation speed Actual contact angle between lower rolling body and inner ring, is the rotation speed Actual contact angle between lower rolling body and outer ring, Fluctuates with load distribution, temperature rise and rotation speed change during operation, with a value range of 15-35, curvature radius Including static value and dynamic centrifugal deformation correction term, expressed as: ; Wherein, is the initial curvature radius of the inner ring / outer ring under static working condition, which is an initial value determined during the structure manufacturing stage and can be directly obtained or measured, is the centrifugal deformation variable, which changes with the rotation speed and has a value range of 0.01-0.2, reflecting the elastic deformation effect of the raceway under high rotation speed, although the value is small, it has a sensitive influence on the trajectory deviation and contact angle evolution, and is an important correction variable of the high-precision model; S14: After obtaining the two-dimensional space deviation vector of the contact point, further based on the inverse trigonometric function relationship, the deviation of the actual contact angle relative to the static angle is solved, expressed as: ; Wherein, is the rotation speed Dynamic deviation of lower contact angle relative to static angle, representing the dynamic deviation degree of the contact angle caused by the change of rotation speed, which is the core parameter for constructing the raceway compensation and centrifugal force field regulation, is the static contact angle.

[0022] S2: Input the dynamic deviation of the contact angle into the compensation calculation module, establish the response mapping relationship between the raceway curvature and the change of the contact angle, obtain the raceway curvature adjustment amount for compensating the contact trajectory deviation, and convert it into a voltage control signal to output the dynamic compensation execution instruction; S2 specifically includes: S21: To realize the dynamic adjustment of the raceway topography, the mapping relationship between the contact angle deviation and the raceway curvature adjustment is established, and the contact angle deviation is taken as the input, combined with the structure parameters and dynamic response characteristics of the bearing system, an input-output model based on the system transfer function is constructed to describe the regulation effect of the raceway curvature change on the contact angle change, expressed as: ; Wherein, is the contact angle deviation, representing the deviation degree of the dynamic contact angle relative to the static contact angle, is the raceway curvature adjustment amount to be solved, defined as the difference between the adjusted raceway curvature and the static curvature, i.e. , is the adjusted raceway curvature, is the original raceway curvature under static working condition, and the value range is 0.1-1.0, is a transfer function of the bearing compensation system, representing a dynamic response relationship between input and output in the bearing compensation system, is a Laplace operator, representing a complex variable in the frequency domain modeling of the system, is a centrifugal disturbance term, , is a centrifugal disturbance coefficient, is a current rotating speed, and the value range is 1000-30000; S22: based on the contact angle offset and the obtained rotating speed related disturbance term , according to the transfer function model, an inversion operation is performed to solve the raceway curvature adjustment amount , so as to realize real-time compensation control of the offset trend, which is expressed as: ; In order to make the calculation result have engineering practicability, the transfer function is explicitly expressed as: ; wherein, is the raceway curvature adjustment amount, representing the difference between the adjusted and static curvatures, is a preload ring stiffness coefficient, representing the rigid response strength of the raceway preload ring to deformation, is an elastic deformation response time constant, and the value range is 0.01-0.5, is a rolling body revolution radius, and the value range is 3-15, is a rolling body diameter, and the value range is 6-20, is a static contact angle, and the value range is 15-30; S23: in order to convert the obtained raceway curvature adjustment amount into an executable driving control signal, a voltage output function is constructed, which should take into account the control accuracy and system stability, and has self-adaptive attenuation ability when the contact angle offset is large, so as to avoid over compensation or oscillation. The raceway curvature adjustment amount is converted into a voltage control signal as a compensation execution instruction, which is expressed as: ; wherein, is a voltage control signal, used to drive the asymmetric elastic preload ring structure, is the raceway curvature adjustment amount, representing the actual curvature change required to occur in the raceway, and the value range is , is the voltage-curvature conversion gain coefficient, with a value range of 10-500, is the absolute value of the contact angle offset, used to introduce an adaptive gain attenuation mechanism in the voltage output, when the offset is too large, the system automatically reduces the gain to avoid excessive response causing control oscillation or structural damage, reflecting the robustness and safety boundary of the control system, is the gain attenuation term, with a coefficient value of 0.002, used to adaptively attenuate the voltage output gain when the contact angle offset is large, to avoid excessive response leading to servo oscillation or compensation overshoot, which can effectively suppress system oscillation while ensuring compensation accuracy, balancing control sensitivity and robustness.

[0023] S3: based on the dynamic compensation execution instruction, control the asymmetric elastic preloading ring driving structure, drive the local area of the raceway to produce controllable elastic deformation, and generate a centrifugal force compensation deformation field matched with the variable contact angle offset trend, to dynamically offset the rolling body trajectory offset and uneven load distribution caused by the contact angle migration in real time; S3 specifically includes: S31: according to the sign and amplitude characteristics of the contact angle offset , identify the main direction trend of the rolling body trajectory offset, and construct an asymmetric gain control function based on this, decouple and distribute the dynamic compensation instruction to each driving unit with a circumferential angle of , form a control voltage distribution with directional selectivity, represented as: ; wherein, is the voltage control signal of the th driving unit, which is the result of directional selective compensation, the distributed voltage should not exceed the maximum working voltage of the driver to maintain system stability, is the dynamic compensation instruction, corresponding to the control voltage required for centrifugal force compensation, is the asymmetric directional gain coefficient, with a value range , used to adjust the directional response strength of the compensation deformation, which can achieve effective directional adjustment without causing system response overkill or deformation instability, is the circumferential arrangement angle of the th driving unit, defined as the offset angle relative to the symmetric axis , with a value range of 0-360, represents the main trend direction of the contact angle offset (positive / negative), is the voltage offset direction defined with as the symmetric axis, It is a sign function. If the input is greater than 0, it outputs 1; if it is less than 0, it outputs -1; and if it is equal to 0, it outputs 0. It is used to identify the offset direction (positive offset / negative offset) and to build the direction consistency control logic. It is a standard function tool in directional compensation design. S32: Each drive unit operates according to the assigned directional voltage signal. The piezoelectric stack is driven to output an axial displacement in the corresponding direction, achieving an elastic driving response that matches the contact angle migration trend, expressed as: ; in, It is the first The piezoelectric output displacement of each drive unit represents the axial deformation of the piezoelectric ceramic under the action of a directional voltage. It is the longitudinal strain coefficient of the piezoelectric ceramic material, with a value range of [value missing]. Low values ​​are suitable for low-sensitivity structures, while high values ​​are suitable for high-response compensation structures. The selection range can balance deformation requirements and the upper limit of the driving voltage, ensuring system efficiency and stability. It is the first Voltage control signals for each drive unit; S33: Piezoelectric displacement By mapping an asymmetric elastic preload structure to the local region of the raceway, a centrifugal force compensation deformation field with consistent direction and controllable amplitude is constructed to match the contact angle offset trend. The curvature adjustment amount is expressed as: ; in, It is the first Local curvature compensation deformation generated by the regional raceway. It is the first The axial deformation displacement output by each drive unit comes from the piezoelectric drive response, with a value range of 0-20, adapting to the small deformation requirements of the raceway under high-speed rotation, while also taking into account the upper limit of voltage excitation and structural safety. It is the static contact angle. This refers to the preload ring width, which is the effective width in the radial direction of the piezoelectric structure. Its value ranges from 1.5 to 4.0, ensuring a reasonable stiffness distribution and accommodating multiple piezoelectric stacks while avoiding excessive edge force concentration. The thickness of the preload ring, ranging from 0.5 to 2.0, represents a trade-off between the piezoelectric drive stiffness and response speed. Too thick a ring increases system inertia, while too thin a ring reduces stiffness. It is the lever arm length from the preload application point to the raceway center, with a value ranging from 3.0 to 10.0. It is a determining factor of the structural force transmission path and should ensure that the piezoelectric displacement can effectively drive the raceway deformation. is the elastic modulus of the raceway material, the value range is 180-220, the high-strength bearing steel material is selected to ensure that the raceway has high rigidity and good fatigue performance, is the elastic modulus of the preloading structure material, reflecting the flexibility of the piezoelectric structure, the value range is 50-120, having a certain elasticity facilitates deformation transmission, while ensuring the structural strength, constant 12 is derived from the geometric coefficient in the calculation of the deflection deformation of the simply supported beam, used to simplify the curvature construction model under uniform stress, the standard bending theory derivation result, assuming that the uniform load and the free bending condition at the end are established, the relationship between the curvature and the deformation variable can be simplified; S34: Real-time acquisition of compensated contact load data , construct load balance index , used to evaluate the inhibitory effect of compensation deformation field on the rolling body trajectory deviation and load imbalance problem, expressed as: ; Among them, is the uniformity of the rolling body contact load, evaluating the maximum deviation proportion of the contact load after compensation, is the contact load of the th rolling body at the rotating speed , the value range is 50-500, which can cover the working load of common small and medium-sized main shaft bearings, suitable for evaluating the load distribution change after centrifugal force deviation, is the average value of the rolling body contact load, used to normalize the evaluation of load deviation degree, facilitating engineering quantitative comparison.

[0024] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to suggest that the scope of the present application is limited to these examples; under the idea of the present application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the present application as described above. In order to be brief, they are not provided in details.

Claims

1. A high speed angular contact ball bearing centrifugal force compensation method based on variable contact angle migration, characterized by, The method comprises the following steps: S1: obtaining the rolling element trajectory parameters of the target angular contact ball bearing under multiple rotating speeds, based on the contact force distribution model between the rolling element and the inner and outer rings, extracting the contact point position offset caused by the rotating speed change, and calculating the dynamic offset of the contact angle compared with the static reference angle; S2: inputting the contact angle dynamic offset into a compensation calculation module, establishing the response mapping relationship between the raceway curvature and the contact angle change, obtaining the raceway curvature adjustment amount for compensating the contact trajectory offset, and converting it into a voltage control signal to output a dynamic compensation execution instruction; S3: based on the dynamic compensation execution instruction, controlling the asymmetric elastic preloading ring driving structure to drive the local area of the raceway to produce controllable elastic deformation, and generating a centrifugal force compensation deformation field matched with the variable contact angle offset trend to dynamically offset the rolling element trajectory offset and uneven load distribution caused by the contact angle migration in real time.

2. A method for centrifugal force compensation of high speed angular contact ball bearings based on variable contact angle migration according to claim 1, characterized in that, The S1 comprises: S11: real-time acquisition of the radial displacement signal and the axial displacement signal of the rolling element of the target bearing under different rotating speeds by the optical fiber displacement sensor array; S12: based on the Hertz contact theory, a contact force model between the rolling element and the inner and outer ring raceways is constructed; S13: combined with the contact angle and the curvature radius of the rolling element, the contact point position offset of the rolling element in the static and dynamic states is calculated; S14: the actual contact angle is backstepped using the position offset vector, and the dynamic offset of the actual contact angle compared with the static reference angle is calculated.

3. A centrifugal force compensation method for high speed angular contact ball bearings based on variable contact angle migration according to claim 2, characterized in that, The S12 comprises: S121: according to the Hertz contact theory, a nonlinear contact force model between the rolling element and the inner and outer ring raceways is established, and a cubic relationship between the contact load and the contact deformation is defined; S122: different curvature stiffness coefficients are introduced for the inner ring and the outer ring to distinguish the difference in load response of different raceways.

4. The method of claim 2, wherein the method is a centrifugal force compensation method for a high-speed angular contact ball bearing based on variable contact angle migration, characterized in that, The S14 comprises: S141: according to the offset amount of the contact point in the radial and axial directions, the actual contact angle of the rolling element under the current operating state is backstepped; S142: the actual contact angle is compared with the static contact angle, the difference between the two is calculated, and the contact angle dynamic offset is obtained.

5. A method for centrifugal force compensation of high speed angular contact ball bearings based on variable contact angle migration according to claim 4, characterized in that, The S2 comprises: S21: inputting the contact angle offset into the compensation calculation module, and establishing the mapping relationship between the raceway curvature adjustment amount and the contact angle offset through the bearing system dynamics equation; S22: according to the transfer function model, the raceway curvature adjustment amount is solved by inversion operation; S23: the raceway curvature adjustment amount is converted into a voltage control signal to output a dynamic compensation execution instruction.

6. A centrifugal force compensation method for high speed angular contact ball bearings based on variable contact angle migration according to claim 5, characterized in that, The S22 comprises: S221: based on the established transfer function relationship, the contact angle offset is subtracted by the centrifugal disturbance term to obtain the target response amount of the part to be compensated; S222: the transfer function is explicitly expressed by the rolling element size, the static contact angle and the preload stiffness engineering parameters, and the inverse solution of the raceway curvature adjustment amount is completed.

7. A method for centrifugal force compensation of high speed angular contact ball bearings based on variable contact angle migration according to claim 5, characterized in that, The S23 comprises: S231: according to the raceway curvature adjustment amount calculated in real time, a voltage-curvature conversion gain factor is introduced to establish the functional relationship between the raceway curvature adjustment amount and the control voltage; S232: Introduce an adaptive gain attenuation factor based on the contact angle offset in the output function, which constitutes the final voltage control signal used to drive the preload mechanism.

8. A variable contact angle migration based centrifugal force compensation method for high speed angular contact ball bearings according to claim 7, characterized in that, The S3 comprises: S31: According to the sign and amplitude characteristics of the contact angle offset, identify the main direction trend of the rolling body trajectory offset, construct an asymmetric gain control function, decouple and distribute the dynamic compensation command to each driving unit, and form a control voltage distribution with direction selectivity; S32: According to the distributed directional voltage signal, drive the piezoelectric stack to output the corresponding directional axial displacement; S33: Map the piezoelectric displacement to the local area of the raceway through the asymmetric elastic preload structure, and construct a centrifugal force compensation deformation field with consistent direction and controllable amplitude; S34: Real-time acquisition of the compensated contact load data, and construction of the load balance index.

9. A variable contact angle migration based centrifugal force compensation method for high speed angular contact ball bearings according to claim 8, characterized in that, The S31 comprises: S311: According to the sign of the contact angle offset, determine the main direction of the rolling body trajectory offset, and extract the contact angle migration trend; S312: Taking the contact angle offset trend and the circumferential installation angle of each driving unit as parameters, construct an asymmetric voltage distribution function with direction selectivity, decouple and distribute the dynamic compensation command to multiple driving units, and form a voltage control signal set matched with the trajectory offset direction.

10. The method of claim 8, wherein the method is a high speed angular contact ball bearing centrifugal force compensation method based on variable contact angle migration, characterized in that, The S33 comprises: S331: Transfer the piezoelectric displacement output by each driving unit to the corresponding local area of the raceway through the asymmetric elastic preload ring structure; S332: Generate an elastic deformation with controlled amplitude and consistent direction in the local area of the raceway, and form a centrifugal force compensation deformation field matched with the contact angle offset trend.

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