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Research Papers: Gas Turbines: Structures and Dynamics

Design, Modeling, and Performance Testing of a Weak Coupling Combined Radial–Axial Magnetic Bearing

[+] Author and Article Information
Bangcheng Han

Science and Technology on Inertial Laboratory,
Beihang University,
Shining Building 403, Xueyuan Road,
Beijing 100191, China
e-mail: hanbangcheng@buaa.edu.cn

Qinjie Xu

Science and Technology on Inertial Laboratory,
Beihang University,
Shining Building 403, Xueyuan Road,
Beijing 100191, China
e-mail: 18813155982@163.com

1Corresponding author.

Contributed by the Structures and Dynamics Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received December 12, 2014; final manuscript received March 2, 2015; published online May 6, 2015. Editor: David Wisler.

J. Eng. Gas Turbines Power 137(10), 102503 (Oct 01, 2015) (8 pages) Paper No: GTP-14-1664; doi: 10.1115/1.4030265 History: Received December 12, 2014; Revised March 02, 2015; Online May 06, 2015

Most combined radial–axial magnetic bearing (CRAMB) is usually composed of a radial magnetic bearing (RMB) unit and an axial magnetic bearing (AMB) unit. The coupling problems in different degrees of freedom (DOF) will make it difficult to design the controller and influence dynamic characteristics of the magnetic bearing system (MBS). In this paper, the coupling stiffness models of a CRAMB between the RMB unit and the AMB unit affected by radial-displacement and axial-displacement are presented using equivalent magnetic circuit method. The CRAMB and the testing system are designed and fabricated. The coupling stiffness model is verified by the experimental results. The weak coupling characteristics between the radial-direction and axial-direction is beneficial to design the controller and dynamic stability control for the CRAMB system.

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Figures

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Fig. 1

Configuration of the CRAMB

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Fig. 2

Schematic diagram of the displaced rotor in z-axis and equivalent bias magnetic circuit. (a) Schematic diagram of the displaced rotor in z-axis and (b) equivalent bias magnetic circuit.

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Fig. 3

Equivalent network magnetic circuit of the control fluxes and bias magnetic fluxes in the axial air gaps of the AMB unit

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Fig. 4

Schematic diagram of the displaced rotor in z-axis and equivalent bias magnetic circuit. (a) Schematic diagram of the displaced rotor in z-axis and (b) equivalent bias magnetic circuit.

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Fig. 5

Equivalent magnetic circuit of the control fluxes in the x-axial radial air gaps of the RMB unit (rotor is not displaced in y-axis)

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Fig. 6

The CRAMB and its key parts. (a) View from the RMB unit showing the CRAMB stator and (b) view from the AMB unit showing the CRAMB stator.

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Fig. 7

The magnetically suspended motor with the CRAMB and its high-speed rotor for testing the coupling performances of the CRAMB. (a) The magnetically suspended motor with the CRAMB and (b) the high-speed rotor showing the CRAMB rotor.

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Fig. 8

Bearing force versus control current for the AMB unit and the RMB unit with no rotor deflected in axial and radial directions

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Fig. 9

The force–current factor kiz of the AMB unit affected only by x-displacement

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Fig. 10

The force–current factor kiz of the AMB unit affected by x-displacement and y-displacement simultaneously

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Fig. 11

Magnetic reluctance affected by x-displacement

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Fig. 12

Measured and analyzed results for bearing force of the AMB unit versus z-displacement without rotor displacement in radial direction

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Fig. 13

The force–displacement factor kz of the AMB unit affected only by x-displacement

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Fig. 14

The force–displacement factor kz of the AMB unit affected by x-displacement and y-displacement simultaneously

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Fig. 15

The force–current factor kix of the RMB unit affected only by z-displacement

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Fig. 16

Magnetic reluctance affected by z-displacement

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Fig. 17

Measured and analyzed results for bearing force of the RMB unit versus x-displacement without rotor displacement in z-axis

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Fig. 18

The force–displacement factor kx of the RMB unit affected only by z-displacement

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