Efficient aerodynamic heat generation system, control method and electronic device

Abstract

The application discloses a high-efficiency pneumatic heat generation system, a control method and electronic equipment. The system and method comprise: a case main body (101), a motor power cabin (102), a pneumatic friction cabin (103) and an air inlet pipeline (104), a coaxial double-direct-drive assembly of a centrifugal fan architecture is constructed in combination with intelligent electromechanical control, a phase change preheating grid assembly is crimped on the motor shell and forms a preheating grid in the air inlet pipeline (104), a variable resistance air labyrinth mechanism is arranged on the inner wall of the pneumatic friction cabin (103), and a control step of cooperatively adjusting a variable frequency differential speed and an air resistance area based on closed loop differential control is arranged. The application can realize gearless zero wear and low noise operation, preheat compression high pressure and temperature rise climbing period through heat energy recovery, automatically reduce mechanical impedance according to working conditions, reduce redundant power consumption, and achieve global energy self-balancing.

Description

Technical Field

[0001] This application relates to the fields of new energy equipment and intelligent electromechanical control technology. Specifically, it relates to a high-efficiency pneumatic heating system, control method and electronic equipment, and particularly to a pneumatic heating equipment based on a centrifugal fan architecture and closed-loop differential control. Background Technology

[0002] Existing pneumatic hot air blowers heavily rely on a single high-power motor coupled with a complex planetary gear set or reversing gear transmission mechanism to distribute torque. In continuous operation scenarios, the metal gear set subjected to long-term loads will experience severe mechanical deformation and frictional wear, generating high-frequency noise. Furthermore, the speed ratio of mechanical gear transmission is rigidly fixed, and the system cannot dynamically adjust the relative speed difference at different heat load stages. This causes the equipment to maintain maximum frictional resistance even during constant temperature operation, resulting in redundant consumption of a large amount of mechanical energy. The electromagnetic and copper loss waste heat generated by the high-power motor running at high speed in a sealed casing cannot be quickly released due to the limited heat exchange area of ​​the passive cooling duct. This can easily trigger the motor's thermal protection circuit to malfunction, leading to unplanned shutdowns. Moreover, this high-quality motor waste heat cannot be effectively recovered and converted into preheating energy for cold air, directly resulting in a very long temperature ramp-up time during the initial startup of the system, severely reducing the overall thermal conversion efficiency of the machine. Summary of the Invention

[0003] This application provides a high-efficiency pneumatic heating system, control method, and electronic equipment, which solves the problems of large mechanical wear of gears, inability to dynamically adjust energy consumption due to rigid transmission, and long initial heating time caused by low heat dissipation efficiency of motors in existing pneumatic heating equipment.

[0004] This application provides a high-efficiency aerodynamic heating system, including a chassis body, a motor power compartment located at the rear of the chassis body, an aerodynamic friction compartment located at the front of the chassis body, and an air inlet duct connecting the aerodynamic friction compartment; the high-efficiency aerodynamic heating system further includes a coaxial dual direct drive assembly, a phase change preheating grille assembly, and a variable wind resistance labyrinth mechanism; the coaxial dual direct drive assembly is coaxially arranged in the motor power compartment, including a first variable frequency motor and a second hollow variable frequency motor, wherein the first variable frequency motor is configured as an independent The inner air intake impeller is driven directly, and the second hollow variable frequency motor is configured as an independent direct-drive second-stage return air blade disk; the phase change preheating grille assembly includes a phase change heat pipe, the evaporation section of the phase change heat pipe is pressed against the stator housing of the first variable frequency motor and the stator housing of the second hollow variable frequency motor, and the condensation section of the phase change heat pipe forms a preheating grille by interlacing in the air intake duct; the variable wind resistance labyrinth mechanism is set on the inner wall of the aerodynamic friction chamber and is provided with multiple arc-shaped baffles whose deflection angle is adjusted by the synchronous motor.

[0005] Specifically, the phase change heat pipe is a copper-water vacuum phase change heat pipe; dovetail grooves are provided on the stator shell of the first variable frequency motor and the stator shell of the second hollow variable frequency motor, and the evaporation section is interference-fitted into each of the dovetail grooves; the preheating grid is a double-layer diamond-shaped preheating grid, and the surface of the double-layer diamond-shaped preheating grid is provided with multiple teardrop-shaped guide fins.

[0006] Specifically, the spacing between the multiple teardrop-shaped guide ribs is distributed in a decreasing gradient along the direction of airflow entering the air inlet duct; the first variable frequency motor and the second hollow variable frequency motor are provided with ceramic insulated bearings at the coaxial nesting fit gap.

[0007] Specifically, the variable wind resistance labyrinth mechanism also includes a concentric large gear ring, and the synchronous motor is connected to and drives the concentric large gear ring to rotate; multiple arc-shaped spoilers are arranged in an array on the inner wall of the aerodynamic friction chamber, and each arc-shaped spoiler has a groove with a gradually varying thickness on its surface; when the concentric large gear ring rotates, it drives all the arc-shaped spoilers to change their deflection angle synchronously.

[0008] Specifically, a slip ring linkage mechanism is provided between the concentric large gear ring and each of the arc-shaped spoilers, and the concentric large gear ring is connected to each of the arc-shaped spoilers through the slip ring linkage mechanism; a spline groove is provided inside the central shaft hole of the inner air inlet impeller, and an external spline matching the spline groove is provided on the output shaft of the first variable frequency motor.

[0009] This application also provides a control method applied to the aforementioned high-efficiency pneumatic heating system. The control method includes acquiring ambient cold source data and extracting the real-time cold source temperature, and acquiring a set target outlet air temperature; calculating the real-time temperature difference based on the real-time cold source temperature and the target outlet air temperature; generating a pulse width modulation signal based on the real-time temperature difference, and adjusting the counter-frequency differential speed of the first variable frequency motor and the second hollow variable frequency motor through the pulse width modulation signal; acquiring the system's operating condition and generating a corresponding feedforward control command; and controlling the synchronous motor to adjust the deflection angle of the arc-shaped spoiler according to the feedforward control command.

[0010] Specifically, the step of obtaining the system's operating condition and generating corresponding feedforward control commands includes generating a first feedforward control command when the system is in a cold start-up condition, controlling the first variable frequency motor and the second hollow variable frequency motor to operate with a first speed difference, and controlling the synchronous motor to adjust the deflection angle of the arc-shaped spoiler to a preset maximum wind resistance state; and generating a second feedforward control command when the system is in a constant temperature cruise condition, controlling the first variable frequency motor and the second hollow variable frequency motor to operate with a second speed difference, and controlling the synchronous motor to reduce the deflection angle of the arc-shaped spoiler, wherein the first speed difference is greater than the second speed difference.

[0011] Specifically, when the system is in constant temperature cruise mode, controlling the first variable frequency motor and the second hollow variable frequency motor to operate with a second speed difference includes inputting the real-time cold source temperature and the target outlet air temperature into the proportional-integral-derivative (PID) arithmetic logic unit to calculate the speed compensation amount; obtaining feedforward compensation parameters; performing difference superposition calculation on the speed compensation amount and the feedforward compensation parameters to obtain the comprehensive duty cycle; converting the comprehensive duty cycle into the pulse width modulation signal; and changing the differential superposition value of the first variable frequency motor and the second hollow variable frequency motor in real time by changing the duty cycle width.

[0012] This application also provides an electronic device, including a processor and a memory communicatively connected to the processor, wherein a computer program is stored in the memory; when the computer program is executed by the processor, it implements the aforementioned control method.

[0013] This application also provides a computer-readable storage medium storing a computer program that, when executed, implements the aforementioned control method. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of the high-efficiency pneumatic heat generation system provided in the embodiments of this application.

[0015] Figure 2 This is a three-dimensional sectional view of the coaxial dual direct drive assembly of the high-efficiency pneumatic heat generation system provided in the embodiments of this application.

[0016] Figure 3 This is a partial enlarged view of the variable wind resistance labyrinth mechanism of the high-efficiency aerodynamic heat generation system provided in the embodiments of this application.

[0017] Figure 4 This is a flowchart of the control method for a high-efficiency pneumatic heat generation system provided in the embodiments of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the technical solutions of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0019] like Figure 1As shown, this application embodiment provides a high-efficiency pneumatic heating system. The system is an integrated pneumatic fluid friction heating device, with its basic supporting physical environment consisting of a chassis body 101. The chassis body 101 is made of high-strength, thickened sheet metal, stamped and welded, and has multiple spatial reinforcing ribs inside to resist high-frequency vibration. The internal space of the chassis body 101 is physically divided by rigid metal partitions into a motor power compartment 102 at the rear and a pneumatic friction compartment 103 at the front. An air inlet duct 104 is connected to the axial center of the front of the chassis body 101. Cold source air is introduced through the air inlet duct 104, passes through the partitions, and enters the pneumatic friction compartment 103 where it undergoes forced friction shearing, ultimately converting into a high-temperature airflow that is discharged to the industrial pipeline system. An air inlet filter screen 105 is installed at the outermost air inlet end of the air inlet duct 104. Based on the primary interception barrier of the air intake filter mesh cover 105, large particles of industrial dust and foreign objects can be effectively prevented from being sucked into the high-speed rotating inner cavity and causing jamming. At the same time, an overload circuit breaker module 106 is deployed in series at the external power interface to forcibly disconnect the high current circuit when the motor is severely overloaded or the bus voltage drops, ensuring the three-phase electrical safety of the core equipment.

[0020] like Figure 2 As shown, in the drive core area, a coaxial dual direct drive assembly 201 is horizontally suspended and fixed inside the motor power compartment 102. The coaxial dual direct drive assembly 201 includes a first variable frequency motor 202 and a second hollow variable frequency motor 203 nested along the same geometric central axis. The first variable frequency motor 202 has a base stator, which is directly fastened to the rear end plate of the chassis body 101 by flange bolts. The rotor main shaft of the first variable frequency motor 202 extends through the isolation metal partition into the front compartment and is configured as an independent direct drive inner air intake impeller 204. The second hollow variable frequency motor 203 is constructed as an outer rotor motor with a through circular hole inside. Its stator is fixed to the front flange bracket of the first variable frequency motor 202, while its rotor disk is directly connected and configured as an independent direct drive second-stage return air blade disk 205. By adopting a coaxial nested configuration with dual motor electrical decoupling, the two impeller disks are freed from the binding of the rigid speed ratio of mechanical gears, achieving a purely physical zero-wear state of relative differential rotation. This provides the underlying hardware support for achieving stepless frequency conversion adjustment of aerodynamic shear strength under all operating conditions.

[0021] In the harsh electromagnetic environment of high-frequency, high-power dual-motor coaxial rotation, parasitic shaft currents and eddy current loops are inevitably induced by the alternating magnetic field cutting between the two parallel shafts. To address this, ceramic insulated bearings 206 are installed at the mechanical journal fit gap between the first variable frequency motor 202 and the second hollow variable frequency motor 203, which are coaxially nested. The ceramic insulated bearing 206 is made of zirconium oxide or silicon nitride ceramic. The balls and inner and outer ring bodies constructed of zirconium oxide or silicon nitride ceramic are completely insulated. By embedding this ceramic insulated bearing 206, the conduction path of parasitic high-frequency currents can be completely cut off from the physical link, eliminating the raceway peeling phenomenon caused by electrolytic corrosion in ordinary metal bearings, thus significantly extending the service life of the dual direct-drive architecture.

[0022] Regarding the transmission connection components, the inner air intake impeller 204 has a high-strength spline groove 207 formed inside its central shaft hole through mechanical broaching. Correspondingly, the output spindle end of the first variable frequency motor 202 is milled with an external spline 208 that closely matches the spline groove 207. Compared to the interference fit method that relies solely on frictional force for thermal expansion and contraction, the involute teeth of the external spline 208 and the spline groove 207 mesh with each other. Through the rigid connection characteristics of the spline meshing, it can provide a high shear torque transmission capability far exceeding the rated peak value when the equipment is frequently started in both directions or encounters aerodynamic shock wave impacts, preventing the impeller from axially or radially falling off under extreme slip conditions. Based on this, those skilled in the art can use a self-locking expansion sleeve as an alternative transmission component, and the same transmission anti-vibration effect can also be achieved through conical surface extrusion friction. This embodiment does not limit the specific coupling method.

[0023] To efficiently release waste heat within the motor stator and convert it into preheating energy for the incoming air, both the stator housing of the first variable frequency motor 202 and the stator housing of the second hollow variable frequency motor 203 are surrounded by a phase change preheating grille assembly 209. Specifically, the stator housing is preferably made of a high-density, thermally conductive aluminum alloy, and its outer cylindrical surface has multiple dovetail grooves 211 spaced axially at equal intervals. The core of the phase change preheating grille assembly 209 consists of multiple copper-water vacuum phase change heat pipes 210. The rear end of each phase change heat pipe 210 is defined as an evaporation section, which is formed into a strip with an inverted trapezoidal cross-section by hydraulic die stamping. The evaporation section of the phase change heat pipe 210 is forcibly fitted and pressed into the dovetail grooves 211 on the surface of each stator housing by an interference fit.

[0024] In terms of thermal micro-design, the metal thermally conductive wall thickness between the end of the induction winding inside the stator and the evaporation section of the phase change heat pipe 210 is precisely cut and controlled, strictly maintained within the range of 2 mm to 4 mm. The phase change heat pipe 210 is a copper-water vacuum phase change heat pipe, whose internal cavity is evacuated to a high vacuum state and filled with an appropriate amount of copper-water gas-liquid two-phase fluid as a phase change heat carrier. Based on the extremely thin thermally conductive wall thickness of 2 mm to 4 mm and the seamless interference fit of the dovetail groove 211, the extreme high temperature emitted by the motor stator winding can instantly penetrate the metal wall with extremely low thermal resistance, immediately triggering a violent nucleation boiling phase change in the copper-water gas-liquid two-phase fluid. The vaporized working fluid carries a large amount of latent heat of vaporization and quickly transfers to the forward cold area, eliminating the hidden danger of the motor triggering high-temperature protection shutdown due to heat accumulation.

[0025] like Figure 3 As shown, the front part of the phase change heat pipe 210 is defined as the condensing section, which extends forward extensively into the interior of the air inlet duct 104 and is staggered within the main airflow channel to form a mesh-like preheating grille 301. This preheating grille 301 is a double-layered diamond-shaped preheating grille, specifically formed by two sets of parallel array heat pipes obliquely welded together. The angle between the first set of parallel condensing pipes and the second set of parallel condensing pipes is limited to between 60 and 90 degrees. This angle range balances increasing the heat exchange area with reducing wind resistance attenuation. Multiple teardrop-shaped metal guide fins 302 are integrally formed on the surface of the cross node on the windward side of the double-layered diamond-shaped preheating grille 301.

[0026] The arrangement of multiple teardrop-shaped guide fins 302 on the plane is not uniform. The horizontal spacing between adjacent nodes decreases from the central axis of the duct to the outer sidewall along the normal plane of the airflow entering the inlet duct 104. The arc-shaped ends of the teardrop-shaped guide fins 302 face the windward side, while the streamlined tips face away from the windward side. Through this decreasing gradient arrangement structure with sparser spacing at the center and denser spacing at the edges, as well as the streamlined rectifying cross-section, the disordered laminar airflow entering the duct can be forcibly rectified and stripped, and more airflow can be diverted and accelerated to the low-velocity boundary layer of the duct wall, thus suppressing the stagnation of airflow in the boundary layer of the duct wall. Based on the instantaneous latent heat release of the phase change condensation section, the initial temperature of the cold air can be forcibly preheated to about 50°C within a very short distance of passing through the inlet duct 104. This approximately 50°C temperature rise effectively eliminates the thermal black hole that would otherwise require subsequent airflow to ascend from room temperature into the aerodynamic friction chamber 103, thus providing ample thermal ramp-up time for the aerodynamic heat generation system to rapidly approach its high-temperature operating target of 200°C.

[0027] To establish a controllable standing wave thermal field, a variable wind-damping labyrinth mechanism 303 is circumferentially arranged around the inner wall of the aerodynamic friction chamber 103. This mechanism is used to dynamically adjust the flow resistance barrier of the exhaust airflow. The variable wind-damping labyrinth mechanism 303 mainly consists of multiple arrayed arc-shaped spoilers 304, a concentric large gear ring 305, and a synchronous motor 306 deployed in the outer low-temperature safety zone. The concentric large gear ring 305 is nested on the inner wall track, and the power gear of the synchronous motor 306 meshes externally. The multiple arc-shaped spoilers 304 are arranged in a circumferential array on the inner wall of the aerodynamic friction chamber 103, and their roots are connected to the pinion shaft and finally coupled to the internal gear ring of the concentric large gear ring 305. When the closed-loop control command is issued, the synchronous motor 306 connects to and drives the concentric large gear ring 305 to rotate. The rotation of the concentric large gear ring 305 acts like a louvered shutter mechanism, causing all the arrayed arc-shaped spoilers 304 to synchronously change their radial deflection angle relative to the center of rotation. Its physical deflection range can infinitely slide between a fully open flow state of 0 degrees and a deflection angle of 75 degrees at the limit of flow throttling.

[0028] To further intensify the aerodynamic friction within the flow channel, each of the arc-shaped spoilers 304 has a gradually thickened groove milled on its windward impact surface. The depth of this groove gradually decreases along the direction of blade rotation and throwing. Simultaneously, a smooth guiding chamfer is machined at its inner edge transition. When the arc-shaped spoilers 304 close to a 75-degree interception state under the influence of the concentric large toothed ring 305, the high-speed airflow impacting the gradually thickened groove generates strong flow boundary separation, transforming into high-frequency turbulence. Utilizing the guiding chamfer, this intercepted high-frequency turbulence can be forcibly guided back into the reverse shear gap between the first variable frequency motor 202 and the second hollow variable frequency motor 203. Through this wind-blocking labyrinth array and micro-groove structure, air molecules are forced to undergo hundreds or thousands of reciprocating physical shearing cycles within the aerodynamic friction chamber 103, thereby achieving a full conversion of mechanical friction energy into high-temperature heat energy.

[0029] In the implementation of the aforementioned mechanical deflection mechanism, those skilled in the art should understand that the transmission components are not limited to gear meshing. In another embodiment of this application, a slip ring linkage mechanism is provided between the concentric large gear ring 305 and each arc-shaped spoiler 304. That is, the concentric large gear ring 305 is hingedly connected to the rotating shaft of each arc-shaped spoiler 304 through a slip ring linkage mechanism composed of a slip ring and multiple sets of rocker arm linkages. By replacing the labyrinth gear set with this slip ring linkage mechanism, the risk of gear surface jamming failure can be effectively avoided in the harsh aerodynamic friction chamber 103 environment with high temperature and possible dust, maintaining the reliability of long-term operation.

[0030] like Figure 4As shown in the illustration, this application also provides a control method. This method is executed based on the microprocessor hardware environment of an electronic device, relies on closed-loop feedback from a sensor bus, and achieves deep hardware-software collaborative scheduling with the aforementioned dual-motor hardware and maze deflection components. The control method specifically includes the following steps:

[0031] Step S401 involves acquiring ambient cold source data and extracting the real-time cold source temperature to obtain the set target outlet air temperature. Specifically, the control system continuously samples and extracts the real-time cold source temperature of the cold air entering the air inlet duct 104 through external thermal temperature monitoring probes and pressure monitoring probe arrays deployed at key nodes of the air inlet filter screen 105 and the aerodynamic friction chamber 103. Simultaneously, it reads the preset target outlet air temperature from the industrial host computer communication messages. The typical setting range for the target outlet air temperature is usually defined between 80℃ and 250℃.

[0032] The system executes kernel computation logic to calculate the real-time temperature difference based on the real-time cold source temperature and the target outlet air temperature. In this stage, the temperature difference calculation model embedded in the control system follows the following formula:

[0033]

[0034] Among them, variables This represents the dynamic adjustment deviation calculated by the system through real-time sampling, and its numerical physical characterization reflects the real-time heat load deficit state currently faced by the system; variable T target This represents the target outlet air temperature set by the process; variable T out This represents the real-time exhaust temperature of the aerodynamic friction chamber 103, captured by the thermal probe at the exhaust end. The dynamic adjustment deviation quantified by this formula establishes the basic benchmark for the next level of command output.

[0035] After acquiring the deviation parameters, the control system generates a pulse width modulation signal with a specific duty cycle based on the real-time temperature difference. This pulse width modulation signal is then applied to the variable frequency drive bridge circuit to adjust the differential speed between the first variable frequency motor 202 and the second hollow variable frequency motor 203. In the underlying kinematic decoupling control, the mathematical superposition model of aerodynamic shear strength conforms to the following formula:

[0036]

[0037] Among them, variable V shear This represents the synthetic target aerodynamic shear differential velocity value experienced by airflow particles within the sealed aerodynamic friction chamber 103, which directly dominates the intensity of frictional heating; variable This represents the independent angular velocity when the inner air intake impeller 204 is directly driven by the first variable frequency motor 202 to rotate in the forward direction; variable This represents the independent angular velocity when the second hollow variable frequency motor 203 directly drives the second-stage return air blade disk 205 to perform reverse rotation. By changing the high and low level time ratio of the pulse width modulation signal, the microprocessor forces the two motors to accelerate and decelerate independently. Since their vector directions are absolutely opposite, the total shear rate experienced by the airflow is expressed as a pure superposition of the absolute values ​​of the two motor speeds, which allows the system to generate a multiple of shear friction heat flow without exceeding the mechanical limit of the single motor speed.

[0038] Step S402 involves obtaining the system's operating condition and generating corresponding feedforward control commands to control the synchronous motor to adjust the deflection angle of the arc-shaped spoiler. To enable comprehensive adaptive adjustment of hardware resources based on thermal load conditions, the control system incorporates state machine-based operating condition judgment logic.

[0039] When the system is in cold start-up mode, a first feedforward control command is generated. At this time, the system controls the first variable frequency motor 202 and the second hollow variable frequency motor 203 to operate at the maximum first speed difference allowed by the design boundary; simultaneously, a closed pulse is issued to control the synchronous motor 306, forcibly adjusting the deflection angle of all arc-shaped spoilers 304 to the preset maximum wind resistance state of 75 degrees. By superimposing maximum differential speed operation and physical channel forced flow blocking during the cold start stage, a high-pressure aerodynamic shear standing wave barrier is instantly established inside the entire aerodynamic friction chamber 103. The surge in air resistance triggers the transient limit heating of the first variable frequency motor 202 and the second hollow variable frequency motor 203, while the stator waste heat is immediately fed back to the intake air through the phase change preheating grille assembly 209, completely breaking the temperature rise bottleneck of conventional centrifugal fans during cold start-up, where low-density air is difficult to heat.

[0040] When the outlet air temperature continues to rise and reaches the target, and the system determines that it is in a constant temperature cruise condition, the system generates a second feedforward control command. The system actively controls the first variable frequency motor 202 and the second hollow variable frequency motor 203 to operate at a lower second speed difference, and even directly cuts off the power supply to the second hollow variable frequency motor 203 to allow it to naturally follow and glide using aerodynamic coupling. At the same time, the control system outputs an opening increase command to the synchronous motor 306, driving the concentric large gear ring 305 to rotate, reducing the deflection angle of the arc-shaped spoiler 304, and opening the flow section.

[0041] In the micro-proportional-integral-differential (PID) arithmetic logic layer of the constant-temperature cruise system, the first variable frequency motor 202 and the second hollow variable frequency motor 203 are controlled to operate with a second speed difference. Specifically, this includes the following signal processing sub-steps: The real-time cold source temperature and the target outlet air temperature are input to the PRD arithmetic logic unit of the microprocessor. After discretization, integration, and differential gain calculation, the speed compensation amount is obtained. Further, the system obtains the feedforward compensation parameter preset based on the flow channel resistance. The speed compensation amount and the feedforward compensation parameter are then superimposed at a micro-level difference to obtain a more accurate comprehensive duty cycle. Finally, the comprehensive duty cycle is converted into a level-driven pulse width modulation signal. By changing the duty cycle width, the differential speed superposition value between the first variable frequency motor 202 and the second hollow variable frequency motor 203 is smoothly changed in real time. Through a collaborative management closed loop that reduces mechanical flow channel damping and dynamically unloads speed pressure, the system achieves a system-level self-balancing advantage during the constant-temperature cruise phase, maintaining the target temperature and significantly reducing unnecessary power consumption.

[0042] In one embodiment of this application, based on industrial safety standards, the microprocessor algorithm framework also deeply embeds a temperature slope monitoring safety defense line for abnormal operating conditions. During continuous operation of the equipment, the processor monitors the rise slope curve of the exhaust temperature of the aerodynamic friction chamber 103 within a unit time window in real time. In response to the detection that the temperature rise slope is lower than the preset slope safety threshold, the system kernel algorithm automatically identifies it as an instantaneous large-flow overload of the external cold source or an accidental leakage in the flow channel. At this time, the system will immediately cut off the normal proportional-integral-derivative cycle, forcibly output the highest level of compensation signal, increase the relative output frequency of the first variable frequency motor 202 and the second hollow variable frequency motor 203 to widen the differential superposition value, and forcibly drive the synchronous motor 306 to compress and squeeze the arc-shaped spoiler 304 towards a 75-degree interception angle. Using this defense mechanism, the system can forcibly fill the sudden energy loss gap by using extreme compression, effectively preventing the risk of a cliff-like drop in exhaust temperature under abnormal operating conditions.

[0043] This application's embodiments, by introducing a coaxial dual direct-drive electrical decoupling assembly 201, a copper-water vacuum phase-change heat pipe 210, and a variable choke labyrinth mechanism 303, not only completely eliminate the core pain points of gear wear, high noise, and rigid speed ratio that cannot be adjusted at the underlying physical architecture, but also, through proportional-integral-derivative closed-loop differential control and impedance feedforward collaborative mechanism, enable the inlet air temperature to rise rapidly in the initial state of cold operation, and achieve comprehensive adaptive unloading of flow resistance and motor energy consumption under constant temperature conditions. The synergistic effect of multi-dimensional components empowers the high-efficiency pneumatic heating system with high reliability, high efficiency, and overall energy-saving benefits in long-cycle complex industrial heating tasks.

[0044] This application also provides an electronic device configured as the computing center of the aforementioned system. Its hardware architecture mainly includes: a processor with high-speed digital signal processing capabilities; and a non-volatile memory that maintains a high-frequency communication connection with the processor via an on-chip data system bus. This memory is configured to store a compiled firmware computer program. When the computer program is powered on and executed by the processor, it can fully schedule the sensor probe and inverter hardware, thereby realizing all the computational logic and signal distribution steps of the efficient pneumatic heat generation system control method detailed in the foregoing embodiments.

[0045] This application also provides a computer-readable storage medium, such as an industrial-grade solid-state drive, a read-only memory, or a magnetic storage medium. The computer-readable storage medium stores machine-executable computer program instructions. When this computer program is read and executed on a control board, it can guide the hardware environment to implement the various control actions and closed-loop differential speed regulation logic defined in the foregoing embodiments.

[0046] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A high-efficiency pneumatic heat generation system, comprising a main chassis, a motor power compartment located at the rear, a pneumatic friction compartment located at the front, and an air inlet duct; characterized in that, The system includes a coaxial dual direct-drive assembly, a phase-change preheating grille assembly, and a variable-drag labyrinth mechanism. The coaxial dual direct-drive assembly is coaxially arranged within the motor power compartment and includes a first variable-frequency motor and a second hollow variable-frequency motor. The first variable-frequency motor is configured as an independent direct-drive inner air intake impeller, and the second hollow variable-frequency motor is configured as an independent direct-drive second-stage return air blade disk. The phase-change preheating grille assembly includes a phase-change heat pipe. The evaporation section of the phase-change heat pipe is pressed against the stator housing of the first variable-frequency motor and the stator housing of the second hollow variable-frequency motor. The condensation section of the phase-change heat pipe forms a preheating grille by interlacing within the air intake duct. The variable-drag labyrinth mechanism is located on the inner wall of the aerodynamic friction chamber and is equipped with multiple arc-shaped baffles whose deflection angle is adjusted by the synchronous motor.

2. The high-efficiency pneumatic heat generation system as described in claim 1, characterized in that, The phase change heat pipe is a copper-water vacuum phase change heat pipe; dovetail grooves are provided on the stator shell of the first variable frequency motor and the stator shell of the second hollow variable frequency motor, and the evaporation section is press-fitted into each of the dovetail grooves. The preheating grid is a double-layer diamond-shaped preheating grid, and the surface of the double-layer diamond-shaped preheating grid is provided with multiple teardrop-shaped guide ribs.

3. The high-efficiency pneumatic heat generation system as described in claim 2, characterized in that, The spacing between the multiple teardrop-shaped guide ribs is distributed in a decreasing gradient along the direction of airflow entering the air inlet duct; the first variable frequency motor and the second hollow variable frequency motor are provided with ceramic insulated bearings at the coaxial nesting fit gap.

4. The high-efficiency pneumatic heat generation system as described in claim 1, characterized in that, The variable wind resistance labyrinth mechanism also includes a concentric large gear ring, and the synchronous motor is connected to and drives the concentric large gear ring to rotate; multiple arc-shaped spoilers are arranged in an array on the inner wall of the aerodynamic friction chamber, and each arc-shaped spoiler has a groove with a gradually varying thickness on its surface; when the concentric large gear ring rotates, it drives all the arc-shaped spoilers to change their deflection angle synchronously.

5. The high-efficiency pneumatic heat generation system as described in claim 4, characterized in that, A slip ring linkage mechanism is provided between the concentric large gear ring and each of the arc-shaped spoilers. The concentric large gear ring is connected to each of the arc-shaped spoilers through the slip ring linkage mechanism. A spline groove is provided inside the central shaft hole of the inner air inlet impeller. An external spline matching the spline groove is provided on the output shaft of the first variable frequency motor.

6. A control method applied to the high-efficiency pneumatic heat generation system according to any one of claims 1 to 5, characterized in that, This includes acquiring environmental cold source data and extracting real-time cold source temperature, acquiring a set target outlet air temperature; calculating the real-time temperature difference based on the real-time cold source temperature and the target outlet air temperature; generating a pulse width modulation signal based on the real-time temperature difference, and adjusting the counter-frequency differential speed of the first variable frequency motor and the second hollow variable frequency motor through the pulse width modulation signal; Obtain the system's operating condition and generate corresponding feedforward control commands; According to the feedforward control command, the synchronous motor is controlled to adjust the deflection angle of the arc-shaped spoiler.

7. The control method as described in claim 6, characterized in that, The acquisition of the system's operating condition and the generation of corresponding feedforward control commands include generating a first feedforward control command when the system is in a cold start-up condition, controlling the first variable frequency motor and the second hollow variable frequency motor to run with a first speed difference, and controlling the synchronous motor to adjust the deflection angle of the arc-shaped spoiler to a preset maximum wind resistance state. When the system is in constant temperature cruise mode, a second feedforward control command is generated to control the first variable frequency motor and the second hollow variable frequency motor to run with a second speed difference, and to control the synchronous motor to reduce the deflection angle of the arc-shaped spoiler, wherein the first speed difference is greater than the second speed difference.

8. The control method as described in claim 7, characterized in that, When the system is in constant temperature cruise mode, controlling the first variable frequency motor and the second hollow variable frequency motor to run with a second speed difference includes inputting the real-time cold source temperature and the target air outlet temperature into the proportional-integral-derivative operation logic unit to calculate the speed compensation amount; obtaining the feedforward compensation parameter; and performing a difference superposition operation on the speed compensation amount and the feedforward compensation parameter to obtain the comprehensive duty cycle. The overall duty cycle is converted into the pulse width modulation signal, and the differential speed superposition value between the first variable frequency motor and the second hollow variable frequency motor is changed in real time by changing the duty cycle width.

9. An electronic device, characterized in that, The system includes a processor and a memory communicatively connected to the processor, wherein the memory stores a computer program; when the computer program is executed by the processor, it implements the control method according to any one of claims 6 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed, implements the control method according to any one of claims 6 to 8.

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