A prefabricated compensation assembly method for dynamic balancing of split rotors

Abstract

The application discloses a prefabricated compensation assembly method for dynamic balance of split rotors and relates to the technical field of dynamic balance. By introducing a cross-plane compensation linkage relationship identification mechanism before compensation decision, unified analysis is performed on the imbalance change correlation between different correction planes, cross-plane constraints are applied to the original prefabricated compensation scheme, each compensation action is no longer executed independently, but is adjusted in linkage under the premise of considering mutual influence, compensation amplification or mutual linkage phenomena possibly generated in the compensation process are inhibited in advance through overall checking and rollback correction mechanisms, the original compensation mode based on single plane or single split component local optimization is changed into an overall constraint compensation mode facing multi-plane coupling relationship, problems of imbalance amplification of other planes caused by local compensation, difficulty in convergence of repeated adjustment between multi-planes and the like can be effectively avoided, and the overall dynamic stability and compensation consistency of the split rotor after assembly are improved.

Description

Technical Field

[0001] This invention relates to the field of dynamic balancing technology, and specifically to a prefabricated compensation assembly method for dynamic balancing of a split rotor. Background Technology

[0002] The pre-compensated assembly method for dynamic balancing of split rotors typically involves conducting mass distribution detection and imbalance measurements on each individual component, such as the shaft section, turntable, impeller, and sleeve, before the overall rotor assembly is completed. This obtains information on the imbalance amount, phase position, and compensable position for each component. Then, using a pre-established assembly benchmark as a reference, the assembly angles, correspondences, or local compensation methods for each component are pre-designed. This ensures that the imbalance effects carried by each component can cancel each other out or be minimized as much as possible after final assembly, resulting in a better dynamic balance state for the rotor after assembly. This reduces the workload of subsequent repeated trial assembly, disassembly, and secondary corrections. Essentially, this method moves the dynamic balancing correction process, traditionally performed on the entire machine, to the component inspection and assembly decision-making stage. By combining single-component pre-inspection, assembly matching, and pre-compensation, it improves assembly efficiency and initial balance accuracy. Therefore, it has high application value in segmented, high-speed, complex assembly and disassembly, or difficult-to-correct rotor systems.

[0003] However, with the increasing complexity of split rotor structures and the growing requirements for dynamic balance, existing prefabricated compensation assembly methods, while capable of pre-compensating the imbalance of individual components to some extent, primarily rely on local measurement results for individual components or correction planes to formulate separate compensation schemes. This assumes that each local compensation action is relatively independent, neglecting the actual coupling and transmission relationships between multiple correction planes. In actual assembly and operation, compensation actions on a certain plane not only alter the local imbalance state of that plane but may also simultaneously change the force distribution, torque relationships, and dynamic response of other planes. This can lead to seemingly effective compensation on one plane inducing amplified imbalance on another, resulting in overall suboptimal performance after local optimization, and even causing mutual interference between compensation results across multiple planes, making stable convergence difficult despite repeated adjustments. Therefore, effectively identifying and constraining cross-plane coupling effects during the prefabricated compensation assembly of split rotors, and avoiding overall dynamic instability caused by local compensation, has become a pressing technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of this invention is to solve the problems mentioned in the background art above, and to propose a prefabricated compensation assembly method for dynamic balancing of split rotors.

[0005] In terms of implementation, this invention provides a prefabricated compensation assembly method for dynamic balancing of a split rotor, the method comprising:

[0006] S1: Obtain the imbalance characterization results of each component on each correction plane, and based on the correlation of imbalance changes between different correction planes, identify the degree of mutual influence between each plane to obtain the cross-plane compensation traction relationship results;

[0007] S2: Based on the cross-plane compensation traction relationship results, the original prefabricated compensation schemes of each component are constrained and adjusted so that the compensation actions that have a greater impact on other planes are prioritized or linked and corrected, so as to obtain a compensation scheme that satisfies the cross-plane influence constraints.

[0008] S3: Substitute the compensation scheme into the overall rotor for unified verification, determine whether there is compensation amplification or mutual interference between the correction planes, and backtrack and correct the compensation positions with abnormalities to obtain stable compensation results.

[0009] S4: Based on the stability compensation results, determine the assembly angle and compensation configuration of each component, and complete the prefabrication compensation assembly of the split rotor.

[0010] Optionally, S1: The steps for obtaining the imbalance characterization results of each component on each correction plane, and identifying the degree of mutual influence between the planes based on the correlation of imbalance changes between different correction planes, to obtain the cross-plane compensation traction relationship results are as follows:

[0011] Each component is installed on a dynamic balancing measuring fixture. The assembly positioning reference of the component is used as the phase zero point. The radial vibration amplitude of the component at the rotation frequency and its vibration phase relative to the phase zero point are collected at the axial position corresponding to each correction plane.

[0012] Test weights with known mass and known installation radius are applied to each calibration plane, and the rotational frequency vibration amplitude and vibration phase of the corresponding calibration plane are collected again under the same rotational speed. The change in vibration response before and after the test weight is multiplied by the mass and installation radius of the test weight as the conversion relationship between the vibration response and the unbalance of the calibration plane.

[0013] Based on the conversion relationship, the vibration amplitude and vibration phase of each component on each correction plane are converted into the corresponding equivalent unbalance and unbalance phase. The unbalance is the product of the equivalent eccentric mass and the installation radius, and the unbalance phase is the circumferential angle position of the equivalent unbalance relative to the assembly positioning reference.

[0014] For each correction plane, the unbalance quantity corresponding to each component is decomposed according to its unbalance phase in two mutually orthogonal directions and summed respectively. Then, the combined unbalance quantity and combined unbalance phase of the correction plane are determined based on the combined result of the two directions.

[0015] Based on the combined unbalance, combined unbalance phase, and axial spacing between each correction plane, the phase proximity, amplitude proximity, and axial proximity between any two correction planes are determined respectively, and the three are multiplied to obtain the unbalance change correlation value between the two correction planes.

[0016] The maximum value among the unbalanced change correlation values ​​between each correction plane and the other correction planes is taken as the cross-plane compensation drag degree of that correction plane, and the cross-plane compensation drag degrees of all correction planes are combined to form the cross-plane compensation drag relationship result.

[0017] Optionally, the compensation scheme is substituted into the overall rotor for unified verification to determine whether there is compensation amplification or mutual interference between the correction planes, and abnormal compensation positions are corrected by reversal to obtain stable compensation results.

[0018] The compensation scheme is substituted into the overall rotor for unified verification. The compensation path reversal index and the compensation energy return index are calculated. The compensation path reversal index and the compensation energy return index are added together to obtain the abnormal index. The abnormal index is compared with the preset threshold. Based on the comparison results, it is determined whether there is compensation amplification or mutual interference between the correction planes.

[0019] Optionally, the calculation steps for the compensation path reversal index are as follows:

[0020] The combined unbalance before compensation, the combined unbalance phase before compensation, the residual unbalance after compensation, and the residual unbalance phase after compensation are obtained for each correction plane. The combined unbalance before compensation for each correction plane is multiplied by the cosine and sine values ​​of its corresponding phase to obtain the components of the combined unbalance vector before compensation for each correction plane in two mutually orthogonal directions. The residual unbalance after compensation for each correction plane is then multiplied by the cosine and sine values ​​of its corresponding phase to obtain the components of the residual unbalance vector after compensation for each correction plane in two mutually orthogonal directions.

[0021] Subtract the components of the synthesized unbalance vector in the corresponding orthogonal directions from the components of the residual unbalance vector in the two orthogonal directions after compensation of each correction plane to obtain the components of the compensation migration vector in the two orthogonal directions of each correction plane, so as to characterize the actual migration result of the unbalance state of each correction plane in the vector plane after the compensation action is implemented.

[0022] For each correction plane, calculate the dot product between its compensated migration vector and the uncompensated composite unbalanced vector before compensation, add a negative sign before the dot product, and then divide it by the sum of the squares of the components of the uncompensated composite unbalanced vector before compensation in the two orthogonal directions to obtain the regression direction mobility of the correction plane. Take the absolute value of the regression direction mobility minus the regression direction mobility itself as the numerator, add the sum of the absolute values ​​of the regression direction mobility to the first result, take twice the first result as the denominator, and divide the numerator by the denominator as the path reversal strength of the correction plane.

[0023] Optionally, the calculation step of the compensation path reversal index further includes:

[0024] For each correction plane, calculate the absolute value of the two-dimensional cross product between the synthesized unbalanced vector before compensation and the residual unbalanced vector after compensation. Divide the absolute value by the sum of the squares of the components of the synthesized unbalanced vector before compensation and the residual unbalanced vector after compensation in two orthogonal directions to obtain the off-axis offset rate of the correction plane. Then multiply the off-axis offset rate by two and divide the result by one and the result of multiplying the off-axis offset rate by two to obtain the off-axis folding amount of the correction plane.

[0025] For each correction plane, the square root of the path reversal intensity of the correction plane and the product of the path reversal intensity and the off-axis folding amount minus the product of the two is taken to obtain the path reversal kernel value of the correction plane.

[0026] For two adjacent correction planes along the axial direction, the square root of the multiplication of the path reversal kernel value of the preceding correction plane with that of the following correction plane is taken to obtain the reversal continuity value between the adjacent correction planes. Then, the reversal continuity values ​​of all adjacent correction planes are subtracted from one, and the resulting differences are multiplied sequentially. The compensation path reversal index W is calculated based on the multiplication result D. The formula for calculation is as follows: In the formula, m is the total number of correction planes.

[0027] Optionally, the calculation steps for the compensation energy reflux index are as follows:

[0028] The combined imbalance before compensation and the residual imbalance after compensation of each correction plane are obtained. The combined imbalance before compensation of each correction plane is squared to obtain the plane energy before compensation of each correction plane. The residual imbalance after compensation of each correction plane is squared to obtain the residual energy after compensation of each correction plane.

[0029] The energy of each correction plane before compensation is summed to obtain the total energy before compensation. Then, the energy of each correction plane before compensation is divided by the total energy before compensation to obtain the energy occupancy ratio of each correction plane before compensation. At the same time, the residual energy of all correction planes after compensation is summed to obtain the total energy after compensation. Then, the residual energy of each correction plane after compensation is divided by the total energy after compensation to obtain the energy occupancy ratio of each correction plane after compensation, which characterizes the relative proportion of the overall energy distribution occupied by each correction plane before and after compensation.

[0030] According to the axial arrangement of each correction plane, the energy occupancy ratio before compensation is accumulated item by item to obtain the cumulative energy occupancy value before compensation at each correction plane position; and the energy occupancy ratio after compensation is accumulated item by item in the same order to obtain the cumulative energy occupancy value after compensation at each correction plane position; then the cumulative energy occupancy value after compensation at each correction plane position is subtracted from the cumulative energy occupancy value before compensation at the corresponding position to obtain the cumulative deviation at each correction plane position.

[0031] For two adjacent correction planes along the axial direction, the sum of the absolute values ​​of the cumulative deviations of the preceding and following correction planes is taken, and then the absolute value of the algebraic sum of the two cumulative deviations is subtracted to obtain the sign back difference. The sum of the absolute values ​​of the cumulative deviations plus 2 is used as the denominator, and the sign back difference is divided by the denominator to obtain the sign back extraction amount between the adjacent correction planes.

[0032] Optionally, the calculation step of the compensation energy reflux index further includes:

[0033] For two adjacent correction planes along the axial direction, the cumulative deviation of the previous correction plane is multiplied by the cumulative deviation of the next correction plane, and the square root of the absolute value is taken to obtain the deviation closure amplitude between the adjacent correction planes; then the deviation closure amplitude is multiplied by the corresponding sign return extraction amount and the square root is taken to obtain the return closure amount between the adjacent correction planes.

[0034] For two adjacent correction planes along the axial direction, the axial coordinate of the latter correction plane is subtracted from the axial coordinate of the former correction plane to obtain the axial distance between the adjacent correction planes; then the axial distance is divided by the difference between the maximum and minimum axial coordinates of all correction planes to obtain the normalized axial distance between the adjacent correction planes; and the normalized axial distance is subtracted from the normalized axial distance to obtain the axial compression between the adjacent correction planes.

[0035] For two adjacent correction planes along the axial direction, the local backflow seed quantity between the adjacent correction planes is obtained by multiplying the backflow closure amount between the adjacent correction planes with the corresponding axial compression amount and taking the square root.

[0036] The local recirculation seed quantities of all adjacent correction planes are subtracted from 1, and the resulting differences are multiplied together. The result of the multiplication is taken as the root of "total number of correction planes minus 1". Finally, the root result is subtracted from 1 to obtain the compensation energy recirculation index.

[0037] Optionally, the step of comparing the anomaly index with a preset threshold and determining whether there is compensation amplification or mutual interference between the correction planes based on the comparison results is as follows:

[0038] If the anomaly index is not less than the preset threshold, there will be compensation amplification or mutual interference between the correction planes, and the compensation positions with anomalies will be backtracked to obtain a stable compensation result.

[0039] If the anomaly index is less than the preset threshold, there is no compensation amplification or mutual interference between the correction planes.

[0040] The beneficial effects of this invention are:

[0041] This invention proposes a prefabricated compensation assembly method for dynamic balancing of split rotors. By introducing a cross-plane compensation entanglement relationship identification mechanism before compensation decision-making, the method performs a unified analysis of the correlation between imbalance changes between different correction planes. Based on this, cross-plane constraints are applied to the original prefabricated compensation scheme, so that each compensation action is no longer executed in isolation, but is adjusted in a coordinated manner under the premise of considering mutual influence. At the same time, the overall verification and backtracking correction mechanism suppresses the compensation amplification or mutual entanglement phenomena that may occur during the compensation process in advance. Thus, the original compensation method based on local optimization of a single plane or a single split component is transformed into an overall constraint compensation method oriented towards multi-plane coupling relationships. This can effectively avoid the imbalance amplification of other planes caused by local compensation, reduce the problem of repeated adjustments between multiple planes that are difficult to converge, and improve the overall dynamic stability and compensation consistency of the split rotor after assembly. Attached Figure Description

[0042] Figure 1 A flowchart of a prefabricated compensation assembly method for dynamic balancing of a split rotor provided in an embodiment of the present invention. Detailed Implementation

[0043] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0044] This invention provides a prefabricated compensation assembly method for dynamic balancing of a split rotor. See also... Figure 1 , Figure 1 A flowchart illustrating a prefabricated compensation assembly method for dynamic balancing of a split rotor, provided as an embodiment of the present invention. The method includes the following steps:

[0045] S1: Obtain the imbalance characterization results of each component on each correction plane, and based on the correlation of imbalance changes between different correction planes, identify the degree of mutual influence between each plane to obtain the cross-plane compensation traction relationship results;

[0046] S2: Based on the cross-plane compensation traction relationship results, the original prefabricated compensation schemes of each component are constrained and adjusted so that the compensation actions that have a greater impact on other planes are prioritized or linked and corrected, so as to obtain a compensation scheme that satisfies the cross-plane influence constraints.

[0047] S3: Substitute the compensation scheme into the overall rotor for unified verification, determine whether there is compensation amplification or mutual interference between the correction planes, and backtrack and correct the compensation positions with abnormalities to obtain stable compensation results.

[0048] S4: Based on the stability compensation results, determine the assembly angle and compensation configuration of each component, and complete the prefabrication compensation assembly of the split rotor.

[0049] Based on the prefabricated compensation assembly method for dynamic balancing of a split rotor provided by the embodiments of the present invention, a cross-plane compensation entanglement relationship identification mechanism is introduced before compensation decision-making. The unbalance change correlation between different correction planes is analyzed in a unified manner. On this basis, cross-plane constraints are applied to the original prefabricated compensation scheme, so that each compensation action is no longer executed in isolation, but is adjusted in a coordinated manner under the premise of considering mutual influence. At the same time, the compensation amplification or mutual entanglement phenomenon that may occur during the compensation process is suppressed in advance through the overall verification and backtracking correction mechanism. Thus, the original compensation method based on local optimization of a single plane or a single split component is transformed into an overall constraint compensation method oriented towards multi-plane coupling relationship. This can effectively avoid the problem of unbalance amplification in other planes caused by local compensation, reduce the problem of repeated adjustments between multiple planes that are difficult to converge, and improve the overall dynamic stability and compensation consistency of the split rotor after assembly.

[0050] In one embodiment, S1: The steps of obtaining the imbalance characterization results of each component on each correction plane, and identifying the degree of mutual influence between each plane based on the correlation of imbalance changes between different correction planes, to obtain the cross-plane compensation traction relationship results are as follows:

[0051] Each component is individually mounted on a low-speed dynamic balancing measuring fixture, and its assembly positioning datum is used as the circumferential zero-phase datum, causing the component to rotate uniformly around its designed rotation axis. A radial vibration sensor is placed at the axial position corresponding to each preset correction plane, outputting a reference pulse when the assembly positioning datum passes the fixed photoelectric reference point. Using the reference pulse as the phase zero point, the vibration amplitude and phase of each correction plane at the rotational frequency are collected. Among them, the first... The split component in the first The rotational frequency vibration amplitude collected at each calibration plane is denoted as . The phase of the frequency-reversing vibration is denoted as ;in, Indicates the part number of the separate component. Indicates the calibration plane number. Indicates the first When each of the separate components rotates individually, the first... The rotational frequency radial vibration amplitude measured at each correction plane, This represents the phase angle of the frequency-redirecting vibration amplitude relative to the reference pulse;

[0052] Perform a trial recalibration on each calibration plane; specifically: on the... The radius of each correction plane is At the position, along the known trial weight angle Fixed test weight mass The vibration amplitude and phase of the calibration plane at the rotational frequency were collected again, and the difference in rotational frequency vibration response before and after calibration was used as the basis for the mass-vibration conversion of the calibration plane; among them, the rotational frequency vibration amplitude collected after calibration was denoted as The corresponding phase is denoted as The unbalance of the test weight formed by the test weight on the correction plane is denoted as: ;in, Indicates the first The test weight mass of each calibration plane, Indicates the first The radius of the trial weight installation on each calibration plane Indicates the first The unbalance of the trial weight on each correction plane;

[0053] The vibration response before and after calibration is expressed as a complex response, and the 1st... The influence coefficient of each correction plane is used to convert the vibration response into an equivalent unbalance; its calculation formula is: ; , ;in, ,in, Indicates the first The split component in the first The original complex vibration response at each correction plane Indicates the first Complex vibration response after loading a test weight onto a corrected plane. Indicates the first The reference complex vibration response of the calibration plane without a test weight is as follows. Indicates the first The influence coefficient of each correction plane Indicates the first The trial weight angle of each correction plane Represents the imaginary unit; Indicates the first The rotational frequency vibration amplitude value collected by the calibration plane when no test weight is applied is the synchronous vibration component amplitude value that is consistent with the rotational frequency measured by the radial vibration sensor when the split parts or the whole rotor rotate at the preset speed before the calibration plane is calibrated by the test weight. Indicates the first The rotational vibration phase acquired by the calibration plane when no test weight is applied is the phase angle of the aforementioned rotational vibration amplitude relative to the circumferential zero-phase reference or reference pulse.

[0054] The complex vibration response of each component on each correction plane is converted into the corresponding equivalent unbalance vector using the influence coefficient. The magnitude and argument of the equivalent unbalance vector are then used as the unbalance quantity and unbalance phase of the component on the correction plane, respectively. The calculation formula is as follows: , , ,in, Indicates the first The split component in the first Equivalent unbalance vectors on each correction plane Indicates the first The split component in the first The unbalance on a correction plane is the product of the mass and radius equivalent to that correction plane. Indicates the first The split component in the first The unbalance phase on each correction plane, where the unbalance phase is the circumferential angular position of the equivalent unbalance vector relative to the assembly positioning datum. Representing complex numbers The model, Representing complex numbers The angle of the argument;

[0055] For each correction plane, the equivalent unbalance vectors of all components on that correction plane are superimposed to obtain the composite unbalance vector of that correction plane; the calculation formula is as follows: , , ;in, Indicates the first The unbalance vector synthesized from the planes of the correction planes Indicates the first The combined unbalance of each correction plane Indicates the first The combined unbalanced phase of each correction plane Indicates the total number of separate components;

[0056] Based on the combined unbalance and combined unbalance phase of each correction plane, calculate the correlation value of unbalance change between any two different correction planes; specifically: first calculate the phase proximity, amplitude proximity, and axial proximity of the two correction planes, then multiply these three values ​​to obtain the correlation value of unbalance change between the two correction planes; the calculation formula is as follows: ; , , ;in, Indicates the first The first correction plane and the second Phase proximity between correction planes Indicates the first The first correction plane and the second The magnitude closeness between the correction planes Indicates the first The first correction plane and the second Axial proximity between correction planes Indicates the first The first correction plane and the second The correlation value of imbalance changes between the correction planes and They represent the first The first correction plane and the second Axial coordinates of each correction plane This represents the maximum axial coordinate in all correction planes. Represents the minimum axial coordinate in all correction planes;

[0057] The maximum value among the imbalance change correlation values ​​between each correction plane and the other correction planes is taken as the cross-plane compensation drag degree of that correction plane, and the cross-plane compensation drag degrees of all correction planes are combined to form the cross-plane compensation drag relationship result; the calculation formula is as follows: , ,in, Indicates the first The degree of cross-plane compensation traction of each correction plane This indicates the result of cross-plane compensation relationship. This indicates the total number of correction planes.

[0058] It should be noted that the reason for using the above method to characterize the degree of mutual influence between the correction planes and further obtain the results of cross-plane compensation linkage, rather than simply comparing the magnitude of the imbalance of each plane or directly judging which plane is "more important" based on experience, is that the core reason this invention aims to address is not the magnitude of the deviation of a particular plane itself, but whether the compensation action of a particular plane will transmit its influence to other planes. Therefore, it is necessary to use a method that can simultaneously reflect whether the current imbalance states of two planes are similar in direction, magnitude, and spatial position to determine whether they are prone to compensation linkage. In the aforementioned method, phase proximity reflects whether the imbalance directions of the two planes are consistent, amplitude proximity reflects whether the imbalance strengths of the two planes are of the same order of magnitude, and axial proximity reflects the ease with which the two planes structurally transmit their influence. Only by combining these three factors can we accurately identify the relationship that "once one plane is compensated, the other plane is most easily affected." The advantage of this approach is that the result is not simply a ranking of local deviations, but a cross-plane influence relationship result that can be directly used for subsequent compensation constraints. This allows for the early identification of high-influence planes, avoiding the situation where correcting one plane first leads to the deviation of another. For example, if the unbalance phases of two correction planes are basically consistent, the combined unbalance quantities are close, and their axial distances are also relatively short, it indicates that these two planes are more likely to change synchronously in terms of structure and response. In this case, if only the unbalance quantity of one plane is considered and directly compensated, it is very likely that the deviation will be amplified again in the other plane. However, by identifying this influence relationship first using the above method, the planes can be prioritized for linkage constraints during subsequent compensation, making the compensation result more likely to converge as a whole, rather than remaining at the level of local correction.

[0059] In one embodiment, S2: Based on the cross-plane compensation relationship results, the original prefabricated compensation schemes of each component are constrained and adjusted so that compensation actions that have a greater impact on other planes are preferentially limited or linked and corrected, and the compensation scheme that satisfies the cross-plane influence constraints is obtained as follows:

[0060] The cross-plane compensation traction relationship results obtained in S1 are read separately according to the correction planes, and the cross-plane compensation traction degree of each correction plane is sorted from large to small. The target correction planes that are preferentially constrained are determined according to the sorting results. Among them, the correction planes with the cross-plane compensation traction degree greater than the preset traction threshold are determined as high traction planes, and the remaining correction planes with the imbalance change correlation value with the high traction planes greater than the preset correlation threshold are determined as linkage plane groups.

[0061] Read the original prefabricated compensation scheme corresponding to each component; wherein, the original prefabricated compensation scheme is specifically defined as follows: for each component, determine a unique corresponding compensation installation position and compensation installation angle on each correction plane, and determine the corresponding compensation mass or weight reduction mass according to the compensation installation position and compensation installation angle, so that the compensation installation position, compensation installation angle and compensation mass or weight reduction mass form a one-to-one corresponding combination relationship, which serves as the original compensation parameter of the component on the corresponding correction plane; and extract the original compensation parameters of each component on the high traction plane as the parameters to be constrained for compensation.

[0062] For each high-traction plane, its constraint compensation parameters are sequentially substituted into the original prefabricated compensation scheme of the corresponding split component, while keeping the original compensation parameters of the remaining unprocessed correction planes unchanged. The driving result of the linkage plane group after the implementation of the constraint compensation parameters is calculated. The driving result is specifically defined as: the direction and magnitude of change of the synthetic imbalance of each linkage plane after the current compensation action of the high-traction plane is implemented.

[0063] When the result of the driving force increases the combined imbalance of any linked plane, or causes the combined imbalance phase of any linked plane to deviate from its original compensation target phase by more than a preset phase deviation threshold, the constraint compensation parameters of the current high-traction plane are subject to limiting processing. The limiting processing specifically limits the following: the compensation installation position of the current high-traction plane is kept unchanged, and only the selectable range of the compensation installation angle and the selectable range of the compensation mass or weight reduction mass are narrowed; within the narrowed selectable range, the corrected compensation parameters of the current high-traction plane are reselected.

[0064] After selecting the correction and compensation parameters for the current high traction plane, the linkage plane group is corrected according to the driving result of the current high traction plane. The linkage correction is specifically limited to: for each linkage plane, the compensation installation position of the corresponding split component of the linkage plane remains unchanged, and the compensation installation angle of the linkage plane is corrected in the opposite direction according to the change direction caused by the current high traction plane. At the same time, the compensation mass or weight reduction mass is increased or decreased in the same direction to offset the driving effect of the current high traction plane on the linkage plane.

[0065] According to the order of cross-plane compensation traction degree from large to small, the limitation processing of high traction plane and the linkage correction of linkage plane are repeatedly executed until all high traction planes have completed constraint adjustment, and the compensation action of any high traction plane does not cause the synthetic imbalance of any correction plane in its corresponding linkage plane group to increase beyond the preset incremental threshold.

[0066] The compensation parameters of all high-traction planes after limiting processing and the compensation parameters of all linked planes after linkage correction are summarized to form a compensation scheme that satisfies the cross-plane influence constraint.

[0067] It should be noted that the compensation action constraint most likely to affect other planes should be selected first, and then the planes most strongly related to it should be corrected together. This avoids continuing to use the local compensation approach of correcting only the plane that is deviated. Specifically, based on the cross-plane compensation influence relationship results obtained from S1, the correction planes are sorted from largest to smallest influence. The planes that are listed earlier are more likely to transmit the influence to other planes once the compensation action is implemented, and these planes are treated as high-influence planes. The original prefabricated compensation plan is read, that is, the compensation position, compensation angle, and compensation mass or weight removal of each component originally planned. For example, if a component was originally planned to add a counterweight at 90° position on the front correction plane and remove the weight at 210° position on the rear correction plane, the compensation installation position, compensation installation angle, and compensation mass or weight removal mass are determined. The three form a one-to-one correspondence and serve as the original compensation parameters for the component on the corresponding correction plane. The original compensation parameters of the high-traction plane are substituted first, while the other planes remain unchanged for the time being. After compensation is implemented, it is observed whether the combined imbalance of the strongly correlated linkage plane increases or whether the phase deviates significantly from the original target. For example, the combined imbalance of the middle plane was originally reduced to a low level, but after the front plane is weighed down, the combined imbalance of the middle plane increases instead, or the phase suddenly deviates from close to 180° to 230°, indicating that the compensation action of the front plane affects the middle plane. At this point, the high-traction plane itself is first limited, meaning the compensation position is not changed, but the corresponding compensation angle and compensation mass range are tightened. For example, if the original allowable range for counterweight placement was 80° to 100° and the allowable mass was 8g to 12g, the range is now narrowed to 85° to 95° and 9g to 10g. A new set of compensation parameters is then selected within this narrowed range. Based on this, the driven linkage plane is then corrected, meaning the compensation position of the linkage plane is not changed, but the angle is adjusted in the opposite direction and the mass is adjusted in the same direction according to the direction of change caused by the high-traction plane. For example, if the compensation of the front plane causes the phase of the rear plane to shift clockwise by 15° and the combined imbalance increases by 2g·mm, then the compensation angle of the rear plane is reversed, and the compensation mass is adjusted accordingly to offset the deviation caused by the high-traction plane. For example, if the left plane is a high-traction plane, once the original weight reduction scheme for the left plane is implemented, the combined imbalance of the right plane will increase from 5 g·mm to 9 g·mm. In this case, the range of selectable weight reduction and weight reduction angle for the left plane will be narrowed first, and then the compensation angle and compensation mass of the right plane will be finely adjusted simultaneously, instead of waiting for the left plane to be completely fixed before dealing with the right plane separately. As another example, if a certain intermediate plane simultaneously affects the two planes before and after, the intermediate plane will be taken as the priority constrained object first. After narrowing the range of compensation parameters for the intermediate plane, the following correction will be performed on the two linked planes before and after.In this manner, the process proceeds sequentially, starting with the plane with the greatest impact. After each highly impactful plane is processed, the next is processed, continuing until all compensation actions for all highly impactful planes are implemented. This ensures that the corresponding linked planes are no longer significantly deviated. Finally, all compensation parameters, after constraint processing and linkage correction, are summarized to obtain a compensation scheme that satisfies cross-plane influence constraints. The advantage of this approach is that it does not perform independent local compensation on each correction plane. Instead, it prioritizes constraining compensation actions with higher cross-plane influence and synchronously corrects related correction planes that are highly affected. This reduces the possibility of a single correction plane's compensation adjustment adversely affecting other correction planes, avoiding the problem of local compensation leading to a worsening of the imbalance state in other correction planes, resulting in repeated adjustments and difficulty in convergence during the multi-plane compensation process.

[0068] In one embodiment, S3: Substituting the compensation scheme into the overall rotor for unified verification, determining whether there is compensation amplification or mutual interference between the correction planes, and correcting any abnormal compensation positions to obtain a stable compensation result, the steps are as follows:

[0069] The compensation scheme is substituted into the overall rotor for unified verification. The compensation path reversal index and the compensation energy return index are calculated. The compensation path reversal index and the compensation energy return index are added together to obtain the abnormal index. The abnormal index is compared with the preset threshold. Based on the comparison results, it is determined whether there is compensation amplification or mutual interference between the correction planes.

[0070] In one implementation, the calculation steps for the compensation path reversal index are as follows:

[0071] Obtain the combined unbalance before compensation, the combined unbalance phase before compensation, the residual unbalance after compensation, and the residual unbalance phase after compensation for each correction plane. Multiply the combined unbalance before compensation for each correction plane by the cosine and sine values ​​of its corresponding phase to obtain the components of the combined unbalance vector before compensation for each correction plane in two mutually orthogonal directions. Then multiply the residual unbalance after compensation for each correction plane by the cosine and sine values ​​of its corresponding phase to obtain the components of the residual unbalance vector after compensation for each correction plane in two mutually orthogonal directions.

[0072] The components of the residual unbalance vector after compensation on each correction plane in the two orthogonal directions are subtracted from the components of the synthesized unbalance vector before compensation in the corresponding orthogonal directions, respectively, to obtain the components of the compensation migration vector of each correction plane in the two orthogonal directions, so as to characterize the actual migration result of the unbalance state of each correction plane in the vector plane after the compensation action is implemented.

[0073] For each correction plane, calculate the dot product between its compensated migration vector and the pre-compensation synthesized unbalanced vector, add a negative sign before the dot product, and then divide it by the sum of the squares of the components of the pre-compensation synthesized unbalanced vector in the two orthogonal directions to obtain the regression direction migration rate of the correction plane. Take the absolute value of the regression direction migration rate and subtract the regression direction migration rate itself, and divide the result by twice "the sum of one and the absolute value of the regression direction migration rate" to obtain the path reversal strength of the correction plane. The path reversal strength is used to extract the reverse migration part that deviates from the original regression direction during the compensation migration process of each correction plane.

[0074] For each correction plane, the absolute value of the two-dimensional cross product between the pre-compensation synthetic imbalance vector and the post-compensation residual imbalance vector is calculated. The absolute value is then divided by the sum of the squares of the components of the pre-compensation synthetic imbalance vector and the post-compensation residual imbalance vector in two orthogonal directions to obtain the off-axis offset rate of the correction plane. The off-axis offset rate is then multiplied by two, and the result is divided by "the sum of one and the result of multiplying the off-axis offset rate by two" to obtain the off-axis folding amount of the correction plane. The off-axis folding amount is used to characterize the degree to which the post-compensation residual imbalance state deviates from the original regression trajectory.

[0075] For each correction plane, the square root of the path reversal intensity of the correction plane and the product of the path reversal intensity and the off-axis folding amount minus the product of the two is obtained to obtain the path reversal kernel quantity of the correction plane, so that the path reversal intensity and the off-axis folding amount participate in the single-plane anomaly characterization at the same time, and suppress the case where there is only a single offset and does not constitute path reversal.

[0076] For two adjacent correction planes along the axis, the square root of the multiplication of the path reversal kernel value of the preceding correction plane with the path reversal kernel value of the following correction plane is taken to obtain the reversal continuity value between the adjacent correction planes. Then, the reversal continuity values ​​of all adjacent correction planes are subtracted from one, and the resulting differences are multiplied together. The result of the multiplication is taken as the root of "total number of correction planes minus one". Finally, the root result is subtracted from one to obtain the compensation path reversal index. The compensation path reversal index is a dimensionless quantity between zero and one. The larger the compensation path reversal index, the more obvious the compensation path reversal phenomenon.

[0077] It should be noted that the data involved in the above calculation of the compensation path reversal index all come from the unified verification results after the compensation scheme is substituted into the overall rotor. The specific method of obtaining the data is as follows: First, each component is trial-assembled according to the compensation scheme obtained in S2 that satisfies the cross-plane influence constraint, so that each component forms a complete rotor on the corresponding correction plane according to the determined compensation installation position, compensation installation angle, and compensation mass or weight removal mass; the overall rotor is installed on the dynamic balancing verification equipment, using the assembly main positioning datum of the overall rotor as the unified circumferential zero-phase datum, and the overall rotor is made to rotate uniformly around the design rotation axis at a preset verification speed; radial vibration sensors are arranged at the axial positions corresponding to each correction plane, and the sensors are used to measure the vibration on the unified circumferential zero-phase datum by photoelectric triggers or angular displacement encoders. When the zero-phase reference passes through a fixed detection point, a reference pulse is output, thereby collecting the vibration amplitude and vibration phase of each correction plane at the rotational frequency relative to the reference pulse. Before implementing the compensation scheme, a pre-check is performed on the overall rotor that has only completed the reference assembly but has not yet added compensation mass or undergone weight reduction. The measured rotational frequency vibration amplitude and vibration phase of each correction plane are combined with the influence coefficient matrix pre-established for the correction plane to calculate the synthetic unbalance before compensation and the synthetic unbalance before compensation. Here, the "synthetic unbalance" specifically refers to the magnitude of the synthetic unbalance vector equivalently formed by the overall rotor on the corresponding correction plane, and the "synthetic unbalance phase before compensation" specifically refers to the angle of the synthetic unbalance vector relative to the unified circumferential zero-phase reference. Subsequently, a second verification is performed on the overall rotor that has been configured according to the compensation scheme under the same conditions. After measuring the rotational frequency vibration amplitude and vibration phase of each correction plane, the residual unbalance after compensation and the residual unbalance phase after compensation are calculated by combining the influence coefficient matrix of each correction plane. Here, the "residual unbalance" specifically refers to the magnitude of the equivalent residual unbalance vector that remains on the corresponding correction plane after the compensation action is implemented, and the "residual unbalance phase after compensation" specifically refers to the angle of the residual unbalance vector relative to the unified circumferential zero-phase reference. Furthermore, the influence coefficient matrix is ​​obtained by calibrating the overall rotor with known test weights on each calibration plane. Specifically, a test weight block with known mass and angle is installed at a preset radius position on a calibration plane. The changes in the rotational frequency vibration response of all calibration planes before and after the test weight are recorded. The response increment caused by the test weight is correlated with the unbalance input of the test weight. After calibrating all calibration planes in sequence, a multi-plane influence coefficient matrix of the overall rotor is formed. Then, in the unified verification, the rotational frequency vibration response of each calibration plane measured at any time is substituted into the influence coefficient matrix for inverse calculation, and the equivalent unbalance vector of each calibration plane at the corresponding time can be obtained. The magnitude and argument of each equivalent unbalance vector are then used to determine the combined unbalance, the combined unbalance phase before compensation, the residual unbalance after compensation, and the residual unbalance phase after compensation.

[0078] The compensation path reversal index is essentially a measure of whether, after compensation, the imbalance state of each correction plane reverts along the direction it should converge, or deviates from the regression direction and further propagates anomalies between adjacent planes. In other words, it doesn't simply look at whether the imbalance of a plane decreases after compensation, but rather examines whether the "migration trajectory" formed by the imbalance state before and after compensation is reverting in the direction it should have been reduced, or whether it moves in the opposite direction with lateral trajectory shift. The larger the index, the stronger the indication of compensation amplification or mutual influence anomalies, because its calculation process captures three key characteristics: first, whether the migration direction after compensation is opposite to the original regression direction; second, whether the state after compensation significantly deviates from the original radial regression trajectory, rather than simply a decrease in amplitude; and third, whether this reverse shift does not occur in isolation on a single plane, but rather occurs continuously along the axial direction between adjacent planes. In other words, when the compensation path reversal index is small, it indicates that the compensation action is generally still pushing the imbalance of each plane towards "reduction" and "return". Even if there are small fluctuations in the local area, no substantial abnormal reversal has been formed. However, when the index gradually increases, it indicates that more and more planes do not converge to the original target after compensation. Instead, phenomena such as "shifting in the opposite direction when they should have decreased", "escaping laterally when they should have returned along the original path", and "leading adjacent planes to deviate when it was only a local correction" have appeared. Therefore, it is more likely that the current compensation scheme is not truly eliminating the imbalance, but changing the manifestation path of the imbalance, and even inducing cross-plane coupling amplification. For example, suppose the pre-correction plane was originally significantly unbalanced. Theoretically, after implementing the compensation scheme, it should converge towards the origin. However, actual verification revealed that the residual unbalance vector of this plane not only failed to converge towards the origin but also shifted to the opposite quadrant. Simultaneously, the residual unbalance trajectories of the intermediate and subsequent planes also showed similar deflections. This indicates that the compensation action did not pull the system towards stability but rather reorganized the original local imbalance into a new anomalous distribution. In this case, the compensation path reversal index would significantly increase. Another example is that after compensation, although the amplitude of a plane slightly decreases, its vector direction undergoes a significant reversal, causing the imbalance state of neighboring planes to shift synchronously. In this situation, if only the amplitude change is considered, it might be mistakenly believed that the compensation is effective. The value of the compensation path reversal index lies in its ability to identify this situation where "the apparent local reduction actually disrupts the overall regression logic." Therefore, a larger compensation path reversal index does not only indicate "poor compensation results". More accurately, it indicates that the compensation action has begun to disrupt the original convergence path, causing the imbalance state to change from a normal reduction process to an abnormal reverse migration process. This is a very crucial signal when judging whether there is compensation amplification or mutual interference.

[0079] In one implementation, the calculation steps for the compensation energy recirculation index are as follows:

[0080] The combined imbalance before compensation and the residual imbalance after compensation of each correction plane are obtained. The combined imbalance before compensation of each correction plane is squared to obtain the plane energy before compensation of each correction plane. Then the residual imbalance after compensation of each correction plane is squared to obtain the residual energy after compensation of each correction plane, so that the imbalance state of each correction plane is transformed into a uniformly comparable energy characterization result.

[0081] The energy of each correction plane before compensation is summed to obtain the total energy before compensation. Then, the energy of each correction plane before compensation is divided by the total energy before compensation to obtain the energy occupancy ratio of each correction plane before compensation. At the same time, the residual energy of all correction planes after compensation is summed to obtain the total energy after compensation. Then, the residual energy of each correction plane after compensation is divided by the total energy after compensation to obtain the energy occupancy ratio of each correction plane after compensation, which characterizes the relative proportion of the overall energy distribution occupied by each correction plane before and after compensation.

[0082] According to the axial arrangement of each correction plane, the energy occupancy ratio before compensation is accumulated item by item to obtain the cumulative energy occupancy value before compensation at each correction plane position; and the energy occupancy ratio after compensation is accumulated item by item in the same order to obtain the cumulative energy occupancy value after compensation at each correction plane position; then the cumulative energy occupancy value after compensation at each correction plane position is subtracted from the cumulative energy occupancy value before compensation at the corresponding position to obtain the cumulative deviation at each correction plane position, which characterizes the degree of early enrichment or early release of the energy occupancy state after compensation relative to the energy occupancy state before compensation at that axial position.

[0083] For two adjacent correction planes along the axial direction, the absolute value of the cumulative deviation of the preceding correction plane and the absolute value of the cumulative deviation of the following correction plane are taken respectively. Then, the absolute value of the algebraic sum of the two cumulative deviations is subtracted to obtain the symbolic back-reversal difference. The symbolic back-reversal difference is divided by two and the result of the sum of the absolute values ​​of the two cumulative deviations plus one to obtain the symbolic back-reversal extraction amount between the adjacent correction planes. This is used to extract the back-reversal phenomenon where the energy occupied by the cumulative trajectory after compensation changes from early enrichment to early release or from early release to early enrichment between adjacent positions.

[0084] For two adjacent correction planes along the axial direction, the cumulative deviation of the previous correction plane is multiplied by the cumulative deviation of the next correction plane, and the square root of the absolute value is taken to obtain the deviation closure amplitude between the adjacent correction planes. Then, the deviation closure amplitude is multiplied by the corresponding symbol return extraction amount and the square root is taken to obtain the reflow closure amount between the adjacent correction planes, so that the symbol return characteristics and return scale can participate in the local reflow anomaly characterization at the same time.

[0085] For two axially adjacent correction planes, the axial coordinate of the latter correction plane is subtracted from the axial coordinate of the former correction plane to obtain the axial spacing between the adjacent correction planes. The axial spacing is then divided by the difference between the maximum and minimum axial coordinates of all correction planes to obtain the normalized axial spacing between the adjacent correction planes. The normalized axial spacing is then subtracted to obtain the axial compression between the adjacent correction planes, which characterizes whether the local backflow closure occurs between relatively adjacent planes in the axial direction.

[0086] For two adjacent correction planes along the axial direction, the local backflow seed quantity between the adjacent correction planes is obtained by multiplying the backflow closure quantity between the adjacent correction planes by the corresponding axial compression quantity and taking the square root. This quantity is used to characterize the strength of the local backflow chain formed by the compensation energy between the adjacent planes.

[0087] The local backflow seed quantities of all adjacent correction planes are subtracted from 1, and the resulting differences are multiplied together. The result of the multiplication is taken as the root of "total number of correction planes minus 1". Finally, the root of the result is subtracted from 1 to obtain the compensation energy backflow index. The compensation energy backflow index is a dimensionless quantity between zero and one. The larger the compensation energy backflow index, the more likely the unbalanced energy released from some correction planes after compensation is to re-accumulate on other correction planes, and the more obvious the compensation energy backflow phenomenon is.

[0088] The compensation energy reflux index is essentially a measure of whether the imbalance effect "released" by certain correction planes after compensation has truly disappeared, but rather re-emerged on other correction planes in a redistributed manner. It doesn't measure whether the amplitude of a single correction plane decreases after compensation, nor does it simply measure whether the overall total imbalance decreases. Rather, it measures whether, before and after compensation, the imbalance "occupancy pattern" among the correction planes within the rotor undergoes a redistribution phenomenon of "exiting here and surging back there." The term "energy reflux" is used because the index's construction first squares the imbalance of each correction plane, converting it into planar energy for each plane. Then, it examines the relative proportions of these planar energies in the overall energy distribution before and after compensation, forming a cumulative occupation trajectory along the axial direction. If the compensation is truly effective, a reasonable result should be that after the occupation ratio of the plane energy being compensated decreases, the corresponding imbalance effect should decrease overall, and the energy occupation trajectory along the entire axial direction should become smoother and more convergent, rather than experiencing a new "occupancy peak" at other locations. However, if a compensation energy backflow phenomenon occurs, it manifests as follows: although a certain plane appears to have decreased locally, the residual imbalance rises again in other adjacent or related planes. This causes the energy accumulation trajectory along the axial direction to reverse and re-accumulate, indicating that the compensation action has not truly eliminated the imbalance, but merely "driven" it from one location to another. Therefore, the larger the compensation energy backflow index, the more it indicates a significant problem of "local reduction, backflow elsewhere" in the current compensation scheme. It also suggests a strong compensation transmission and mutual influence between the correction planes, making the current compensation result closer to a location-shifting compensation than a true overall reduction compensation. The reason for this judgment is that the index captures two crucial phenomena during the calculation process: First, the energy occupancy state after compensation shows a "cumulative deviation reversal" in the axial direction relative to the state before compensation. In other words, the occupancy pattern, which should have continuously weakened, instead shows a reversal between certain adjacent planes, where it changes from release to enrichment, or from enrichment to release. Second, this reversal is not a small random fluctuation, but is accompanied by a relatively obvious deviation closure between adjacent positions, and it occurs between planes that are relatively close in the axial direction. Therefore, it is more consistent with the local backflow characteristics under real structural coupling, rather than random noise.For example, suppose the front correction plane occupies a high proportion of the unbalanced energy before compensation. After compensation, the residual unbalance of the front plane decreases significantly, seemingly indicating successful compensation. However, at the same time, the residual unbalance of the middle and rear planes increases simultaneously, causing the overall energy distribution to change from "concentrated at the front" to "re-bulging in the middle and rear." If only the front plane is considered, it might be mistaken for effective compensation. However, from the perspective of the overall axial energy distribution, it is actually just a matter of migrating the anomalies that were originally concentrated at the front back to the rear. This phenomenon leads to an increase in the compensation energy backflow index. Another example: after compensation of a high-traction plane, the unbalance of that plane decreases from 10 to 4, seemingly a significant decrease. However, the unbalance of two adjacent planes increases from 2 to 5 and from 3 to 6 respectively. At this point, the overall system does not achieve true stable convergence but rather forms new local clusters, which is precisely what the compensation energy backflow index attempts to capture. Therefore, a larger compensation energy backflow index does not simply mean "there is still residual error after compensation". More accurately, it means that the current compensation scheme has not effectively dissipated the imbalance effect, but has induced obvious redistribution and backflow accumulation phenomena inside the overall rotor, thus indicating that there is a risk of compensation amplification or mutual instability.

[0089] In one implementation, the steps of comparing the anomaly index with a preset threshold, determining whether there is compensation amplification or mutual interference between the correction planes based on the comparison result, and then backtracking and correcting the compensation positions with anomalies to obtain a stable compensation result are as follows:

[0090] If the anomaly index is not less than the preset threshold, there will be compensation amplification or mutual interference between the correction planes, and the compensation positions with anomalies will be backtracked to obtain a stable compensation result.

[0091] If the anomaly index is less than the preset threshold, there is no compensation amplification or mutual interference between the correction planes.

[0092] In this step, the stability of the current compensation scheme is not determined directly based on experience. Instead, the calculated compensation path reversal index and compensation energy return index are merged to form a unified anomaly index. This anomaly index is then compared with a pre-set judgment threshold to serve as a formal basis for judging whether compensation amplification or mutual interference exists. The compensation path reversal index reflects whether the imbalance state of each correction plane after compensation still returns along the expected convergence direction, or whether reverse offset, lateral escape, or continuous anomalous propagation between adjacent planes has occurred. The compensation energy return index reflects whether the imbalance effect released by some correction planes through compensation has not truly dissipated, but rather has spread to other planes. The correction planes re-aggregate, resulting in a redistribution phenomenon of "decrease here, increase there." Therefore, these two indices characterize the compensation scheme from two different perspectives: "whether the compensation path is distorted" and "whether the compensation effect is transferred." After obtaining the abnormal index, it is compared with a preset threshold. If the abnormal index is not less than the preset threshold, it indicates that although the current compensation scheme may show a decrease in imbalance on a local plane, overall, there have been phenomena such as reverse migration of the compensation path, local compensation causing a backflow elsewhere, or the compensation action of one plane causing synchronous deterioration of other planes. In other words, the current compensation result is not a stable overall optimization result, but more likely a new coupled instability state induced by local correction. At this point, it is determined that there is compensation amplification or mutual interference between the various correction planes. After making this determination, a rollback correction is further performed on the compensation positions with abnormalities. The so-called rollback correction does not mean overturning and rebuilding the entire compensation scheme, but rather prioritizing the partial withdrawal and readjustment of the compensation positions most likely to induce an increase in the abnormal index in the current compensation scheme. Specifically, it can be understood as: keeping other compensation parameters that do not show obvious interference unchanged for the time being, and only rolling back the compensation installation angle, compensation quality, or deweighting position corresponding to the high interference plane or the plane where the abnormal propagation begins to the previous more conservative compensation state. Then, it is resubmitted into the overall rotor for unified verification, and the compensation path reversal index, compensation energy return index, and abnormal index are recalculated. The number of abnormalities is counted until the abnormality index drops below the preset threshold, thus obtaining a stable compensation result. For example, if the unbalance of the front correction plane was originally reduced from 12 to 5 by adding counterweight, but after unified verification it was found that the residual unbalance of the middle plane and the back correction plane increased synchronously, causing the abnormality index to exceed the threshold, then it cannot be simply concluded that "the front plane compensation is effective". Instead, the counterweight angle or counterweight of the front plane should be appropriately reduced, and the middle plane and the back plane should be checked in conjunction. If the residual unbalance of the front plane increases slightly after the reduction, but the abnormal increase of the middle and back planes disappears significantly, and the overall abnormality index drops below the threshold, then it means that although the new compensation state did not make a certain local plane reach the minimum value, it achieved a more stable convergence overall.Conversely, if the anomaly index is less than the preset threshold, it indicates that after the current compensation scheme is implemented, the overall imbalance state of each correction plane still converges in the correct direction, and the imbalance effect released after compensation does not form a significant backflow accumulation in other planes. The entire compensation process does not exhibit any abnormal propagation phenomena sufficient to constitute compensation amplification or mutual influence. At this time, it can be determined that there is no compensation amplification or mutual influence between the correction planes, and the current compensation scheme can be directly used as a stable compensation result to enter the subsequent assembly determination step. For example, after a certain compensation scheme is implemented, the residual imbalance of the front, middle, and rear correction planes all decreases compared to before compensation. Although the phase of the middle plane changes slightly, the compensation path reversal index and the compensation energy backflow index remain at a low level. Finally, the anomaly index is lower than the preset threshold, indicating that this change is still within the normal compensation adjustment range, rather than an abnormal influence. Therefore, there is no need to perform a rollback correction. Overall, the key significance of this step lies in the fact that it does not use "whether a certain plane reduces the most" as the criterion, but rather uses whether the anomaly index exceeds a threshold to uniformly determine whether the current compensation scheme belongs to a state of "overall stable convergence" or "locally seemingly effective but actually inducing coupling anomalies." By rolling back in case of anomalies and retaining the results in case of normalcy, the final stable compensation result not only reduces local imbalances but also avoids problems such as cross-plane compensation amplification, mutual interference, and repeated adjustments that fail to converge during subsequent assembly and operation.

[0093] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention should still fall within the scope of the claims of the present invention.

Claims

1. A prefabricated compensation assembly method for dynamic balancing of a split rotor, characterized in that, Includes the following steps: S1: Obtain the imbalance characterization results of each component on each correction plane, and based on the correlation of imbalance changes between different correction planes, identify the degree of mutual influence between each plane to obtain the cross-plane compensation traction relationship results; S2: Based on the cross-plane compensation traction relationship results, the original prefabricated compensation schemes of each component are constrained and adjusted so that the compensation actions that have a greater impact on other planes are prioritized or linked and corrected, so as to obtain a compensation scheme that satisfies the cross-plane influence constraints. S3: Substitute the compensation scheme into the overall rotor for unified verification, determine whether there is compensation amplification or mutual interference between the correction planes, and backtrack and correct the compensation positions with abnormalities to obtain stable compensation results. S4: Based on the stability compensation results, determine the assembly angle and compensation configuration of each component, and complete the prefabrication compensation assembly of the split rotor.

2. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 1, characterized in that, The steps to identify the degree of mutual influence between planes and obtain the results of cross-plane compensation and entanglement relationships are as follows: Each component is installed on a dynamic balancing measuring fixture. The assembly positioning reference of the component is used as the phase zero point. The radial vibration amplitude of the component at the rotation frequency and its vibration phase relative to the phase zero point are collected at the axial position corresponding to each correction plane. Test weights with known mass and known installation radius are applied to each calibration plane, and the rotational frequency vibration amplitude and vibration phase of the corresponding calibration plane are collected again under the same rotational speed. The change in vibration response before and after the test weight is multiplied by the mass and installation radius of the test weight as the conversion relationship between the vibration response and the unbalance of the calibration plane. Based on the conversion relationship, the vibration amplitude and vibration phase of each component on each correction plane are converted into the corresponding equivalent unbalance and unbalance phase. The unbalance is the product of the equivalent eccentric mass and the installation radius, and the unbalance phase is the circumferential angle position of the equivalent unbalance relative to the assembly positioning reference. For each correction plane, the unbalance quantity corresponding to each component is decomposed according to its unbalance phase in two mutually orthogonal directions and summed respectively. Then, the combined unbalance quantity and combined unbalance phase of the correction plane are determined based on the combined result of the two directions. Based on the combined unbalance, combined unbalance phase, and axial spacing between each correction plane, the phase proximity, amplitude proximity, and axial proximity between any two correction planes are determined respectively, and the three are multiplied to obtain the unbalance change correlation value between the two correction planes. The maximum value among the unbalanced change correlation values ​​between each correction plane and the other correction planes is taken as the cross-plane compensation drag degree of that correction plane, and the cross-plane compensation drag degrees of all correction planes are combined to form the cross-plane compensation drag relationship result.

3. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 1, characterized in that, The steps to substitute the compensation scheme into the overall rotor for unified verification, determine whether there is compensation amplification or mutual interference between the correction planes, and correct any abnormal compensation positions to obtain a stable compensation result are as follows: The compensation scheme is substituted into the overall rotor for unified verification. The compensation path reversal index and the compensation energy return index are calculated. The compensation path reversal index and the compensation energy return index are added together to obtain the abnormal index. The abnormal index is compared with the preset threshold. Based on the comparison results, it is determined whether there is compensation amplification or mutual interference between the correction planes.

4. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 3, characterized in that, The calculation steps for the compensation path reversal index are as follows: The combined unbalance before compensation, the combined unbalance phase before compensation, the residual unbalance after compensation, and the residual unbalance phase after compensation are obtained for each correction plane. The combined unbalance before compensation for each correction plane is multiplied by the cosine and sine values ​​of its corresponding phase to obtain the components of the combined unbalance vector before compensation for each correction plane in two mutually orthogonal directions. The residual unbalance after compensation for each correction plane is then multiplied by the cosine and sine values ​​of its corresponding phase to obtain the components of the residual unbalance vector after compensation for each correction plane in two mutually orthogonal directions. Subtract the components of the synthesized unbalance vector in the corresponding orthogonal directions from the components of the residual unbalance vector in the two orthogonal directions after compensation of each correction plane to obtain the components of the compensation migration vector in the two orthogonal directions of each correction plane, so as to characterize the actual migration result of the unbalance state of each correction plane in the vector plane after the compensation action is implemented. For each correction plane, calculate the dot product between its compensated migration vector and the pre-compensation synthesized unbalanced vector, add a negative sign before the dot product, and then divide it by the sum of the squares of the components of the pre-compensation synthesized unbalanced vector in two orthogonal directions to obtain the regression direction mobility of the correction plane; take the absolute value of the regression direction mobility minus the regression direction mobility itself, and divide the result by twice the sum of one and the absolute value of the regression direction mobility to obtain the path reversal strength of the correction plane.

5. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 4, characterized in that, The calculation steps for the compensation path reversal index also include: For each correction plane, calculate the absolute value of the two-dimensional cross product between the synthesized unbalanced vector before compensation and the residual unbalanced vector after compensation. Divide the absolute value by the sum of the squares of the components of the synthesized unbalanced vector before compensation and the residual unbalanced vector after compensation in two orthogonal directions to obtain the off-axis offset rate of the correction plane. Then multiply the off-axis offset rate by two and divide the result by one and the result of multiplying the off-axis offset rate by two to obtain the off-axis folding amount of the correction plane. For each correction plane, the square root of the path reversal intensity of the correction plane and the product of the path reversal intensity and the off-axis folding amount minus the product of the two is taken to obtain the path reversal kernel value of the correction plane. For two adjacent correction planes along the axial direction, the square root of the multiplication of the path reversal kernel value of the preceding correction plane with that of the following correction plane is taken to obtain the reversal continuity value between the adjacent correction planes. Then, the reversal continuity values ​​of all adjacent correction planes are subtracted from 1, and the resulting differences are multiplied sequentially. The compensation path reversal index w is calculated based on the multiplication result D. The formula for calculation is as follows: In the formula, m is the total number of correction planes.

6. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 3, characterized in that, The calculation steps for the compensation energy reflux index are as follows: The combined imbalance before compensation and the residual imbalance after compensation of each correction plane are obtained. The combined imbalance before compensation of each correction plane is squared to obtain the plane energy before compensation of each correction plane. The residual imbalance after compensation of each correction plane is squared to obtain the residual energy after compensation of each correction plane. The energy of each correction plane before compensation is summed to obtain the total energy before compensation. Then, the energy of each correction plane before compensation is divided by the total energy before compensation to obtain the energy occupancy ratio of each correction plane before compensation. At the same time, the residual energy of all correction planes after compensation is summed to obtain the total energy after compensation. Then, the residual energy of each correction plane after compensation is divided by the total energy after compensation to obtain the energy occupancy ratio of each correction plane after compensation, which characterizes the relative proportion of the overall energy distribution occupied by each correction plane before and after compensation. According to the axial arrangement of each correction plane, the energy occupancy ratio before compensation is accumulated item by item to obtain the cumulative energy occupancy value before compensation at each correction plane position; and the energy occupancy ratio after compensation is accumulated item by item in the same order to obtain the cumulative energy occupancy value after compensation at each correction plane position; then the cumulative energy occupancy value after compensation at each correction plane position is subtracted from the cumulative energy occupancy value before compensation at the corresponding position to obtain the cumulative deviation at each correction plane position. For two adjacent correction planes along the axial direction, the sum of the absolute values ​​of the cumulative deviations of the preceding and following correction planes is taken, and then the absolute value of the algebraic sum of the two cumulative deviations is subtracted to obtain the sign back difference. The sum of the absolute values ​​of the cumulative deviations plus 2 is used as the denominator, and the sign back difference is divided by the denominator to obtain the sign back extraction amount between the adjacent correction planes.

7. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 6, characterized in that, The calculation steps for the compensation energy reflux index also include: For two adjacent correction planes along the axial direction, the cumulative deviation of the previous correction plane is multiplied by the cumulative deviation of the next correction plane, and the square root of the absolute value is taken to obtain the deviation closure amplitude between the adjacent correction planes; then the deviation closure amplitude is multiplied by the corresponding sign return extraction amount and the square root is taken to obtain the return closure amount between the adjacent correction planes. For two adjacent correction planes along the axial direction, the axial coordinate of the latter correction plane is subtracted from the axial coordinate of the former correction plane to obtain the axial distance between the adjacent correction planes; then the axial distance is divided by the difference between the maximum and minimum axial coordinates of all correction planes to obtain the normalized axial distance between the adjacent correction planes; and the normalized axial distance is subtracted from the normalized axial distance to obtain the axial compression between the adjacent correction planes. For two adjacent correction planes along the axial direction, the local backflow seed quantity between the adjacent correction planes is obtained by multiplying the backflow closure amount between the adjacent correction planes with the corresponding axial compression amount and taking the square root. The local recirculation seed quantity of all adjacent correction planes is subtracted from 1, and the resulting differences are multiplied together. The result of the multiplication is taken as the root of "total number of correction planes minus 1". Finally, the root result is subtracted from 1 to obtain the compensation energy recirculation index.

8. The prefabricated compensation assembly method for dynamic balancing of a split rotor according to claim 3, characterized in that, The steps for comparing the anomaly index with the preset threshold and determining whether there is compensation amplification or mutual interference between the correction planes based on the comparison results are as follows: If the anomaly index is not less than the preset threshold, there will be compensation amplification or mutual interference between the correction planes, and the compensation positions with anomalies will be backtracked to obtain a stable compensation result. If the anomaly index is less than the preset threshold, there is no compensation amplification or mutual interference between the correction planes.

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