maozedong
Banned Idiot
that's true, high bypass WS-10 engine started to test at test bed many years ago, I had posted the official website link in this thread, the engine for future large plane project,this source is not new.
Chinese Engine Development
- Thread starter jackbh
- Start date
that's true, high bypass WS-10 engine started to test at test bed many years ago, I had posted the official website link in this thread, the engine for future large plane project,this source is not new.
Schumacher
Senior Member
maozedong
Banned Idiot
unfortunately,I checked Maya's post in the bbs, the photo is not high bypass WS10. it's "Minjiang"(岷江) - 3200kgf thrust class turbofan engine bypass ratio
this is the article from 2006 cannews.com.talk about high bypass WS10, I had posted the link in this thread, but this link is dead now.
自主创新造大运 动力先行兴航空——访中国工程院院士、航空发动机专家刘大响
搞干线客机要有创新思维、创新机制
搞干线客机要有创新机制、创新思维。干线客机是面向市场的高科技产品，当然也就应按市场规律来运作，再不能完全由国家大包大揽。比如说，可以成立一个项目公司，仍由国家控股，允许地方政府和民营经济进行投资，甚至也可以吸收外资加盟，以实现投资多元化，形成‘风险共担、利益共享’的合作新机制。同时，国家在政策、资金和市场保护上给予必要的政策优惠和扶持。
组织“国家队”，调动一切积极因素
搞大型飞机，无论是大运还是干客，都要打破目前“一厂一所一个型号”的旧机制，也要打破中航一、二集团的界限，要把两个集团的积极性都调动起来，因为两个航空集团都有大型飞机制造厂，他们都为国外加工过或正在加工大型飞机的部件，如机头、尾翼、舱门和机身框架等；同时还要充分发挥地方政府和企业的积极性，全国大协作，组织“国家队”，集中力量办大事。
以航空工业为依托，减少重复建设
大型飞机的研制无论采用何种运行机制，仍应以国家投资建设了半个多世纪的航空工业为依托，其主要部件放在各航空工厂加工制造，以充分利用现有资源，减少重复建设。对于那些需要新增的大型锻、铸件和缺门的加工设备，则应统一规划，合理布局，有些可以放在航空工厂，有些也可以放在相关的重型机械企业来完成。
我国已初步具备研制大型飞机的条件和能力
建国50多年来，我国航空工业共生产了各种飞机16000多架，发动机近6万台，为国防建设和经济发展做出了重要贡献，已形成比较完整的航空工业生产体系。已配备了一定数量的数控切削设备和100吨以上的数控钣金成形设备，正在修建80米跨度的装配厂房。大型运输机需用的大涵道比涡扇发动机FWS10-118验证机，己正在进行地面台架试车。完全可以说，目前我国航空工业已初步具备了研制150吨级大型运输机及其动力装置的能力。
抓住机遇、早作决策
研制大型飞机是中华民族复兴的一件大事，也是时代赋予我们的历史责任，势在必行！搞大型飞机可能需要10~15年或更长的时间。大型飞机工程论证，从两院院士向党中央、国务院提出咨询建议算起，五年多时间过去了。发扬技术民主，进行充分的论证和讨论是必要的，但长时间过多的争论却于事无补，只会白白丧失难得的历史性发展机遇，这是我们大家都不愿意看到的。
振兴航空必须做到动力先行
航空发动机是推动社会进步的原动力
250年前，蒸气机的发明，推动了世界第一次工业革命。1903年12月17日，莱特兄弟发明的第一架“飞行者1号”，实现了有动力、载人、持续、稳定和可操纵的重于空气的飞行器首次升空，标志着人类征服天空的梦想开始变为现实，开创了航空飞行的新纪元。
活塞式航空发动机的发展，主宰了20世纪上半叶，促使飞机得到了广泛应用，功不可没；20世纪30～40年代，英、德两国相继发明了涡轮喷气发动机，标志着现代燃气涡轮发动机的诞生。1939年，世界上第一架喷气式飞机He178首飞成功，使航空工业发生了一场“革命”，飞机从亚声速跨入了超声速飞行的新时代。
从海湾战争，科索沃战争和美英联军对伊拉克的战争中可以看出，即使在信息战和电子战技术十分发达的今天，配装先进动力的航空武器装备，在现代化战争中仍然是夺取制空权、决定战争胜负的决定性因素之一；对于民用航空来说，近40多年来，喷气运输机的人/公里油耗下降了约60%，其中3/4是发动机耗油率下降所做出的贡献；上世纪70年代后，高性能大涵道比涡扇发动机的研制成功，使双发大型宽体客机实现了不着陆“越洋”远程飞行。随着航空发动机经济性、可靠性、安全性和使用寿命的迅速提高，乘坐飞机进行空中旅行已不再是富人的奢侈品和冒险家的刺激经历，而变成了安全、舒适、高效、经济的大众化交通工具。现在，人们可以在24小时内飞达地球上任何一点，“天涯若比邻”已从浪漫的幻想变成了现实。
由此可以看出，发动机不仅仅只是飞机的一个部件，也是推动人类社会进步和航空工业飞速发展的原动力。
航空发动机是高附加值的高科技产品
据日本通产省统计，按照产品单位重量创造的价值来计算，如果船舶为1、则小汽车为9、电视机为50、电子计算机为300、大型飞机为800、航空发动机为1400。
另据统计，目前世界上能够独立研制各类飞机的国家有20多个，但能独立研制航空发动机的却只有美、俄、英、法、德等少数几个国家。正因为如此，这些国家长期以来一直将航空发动机列为国家的战略性产业，其核心技术严格禁止向国外出口或转移，从而逐步形成了对航空动力高技术的全球市场的垄断。现在，航空发动机是高附加值的高科技产品，已成为衡量一个国家科技水平、军事实力和综合国力的重要标志之一。
根治飞机“心脏病”刻不容缓，任重而道远
众所周知，我国航空动力长期在测绘仿制中徘徊。干线客机动力几乎是空白，全靠引进使用；航改燃机还没有形成市场规模；技术基础薄弱，预先研究经费投入不足，设计体系缺乏试验验证，预研成果难以向型号转移。可以说，我国至今还没有完全走出自主研制先进航空发动机的路子来。
发动机落后是制约我国航空工业发展的主要“瓶颈”，也是我们搞大飞机的“短板”。这个问题不解决，我们的民族航空工业就谈不上健康可持续发展，更谈不上建立独立自主的航空工业体系。很显然，如果我们只能造飞机而不能造发动机的话，发动机仍然主要靠国外进口，这张王牌仍然拿在人家手里，别人想捏你一把，你一点办法都没有。一旦国际形势突变，发动机的供货渠道就有可能中断，你再好的飞机也只能“扒窝”。
所以在发展中国大飞机的同时，我们一定要搞自己的大涵道比涡扇发动机，一定要使中国的飞机装上自己的“中国心”。
振兴航空，动力先行
一般来说，航空发动机的研制周期要比飞机长6-8年。所以，我们曾多次呼吁“振兴航空，动力先行，相对独立，提前发展”，希望国家在大飞机立项中更加重视发动机问题。在飞机立项之前，应尽快启动发动机的关键技术研究和验证机的技术演示验证。当然，搞这种高水平的大发动机难度很大，风险也很大。但我们必须知难而上。在研制中要坚持以我为主，要打好基础，增强能力，集智攻关，重点突破。同时，也应积极开展国际合作，引进国外先进技术，以提高起点，减少技术风险。
我国能够研制出自己的大发动机
我国发动机技术比较落后，还有没有能力搞出自己的大发动机呢？我的看法是肯定的。建国50多年来，我国航空动力行业以军用发动机为主，在维护修理、测绘仿制、改进改型等方面取得了很大成绩。特别是近20年来，我国高性能航空发动机的关键技术预研和型号研制取得了令人瞩目的进展，第一个按型号规范自主研制的 “昆仑”发动机开始投入使用，第三代“太行”大推力涡扇发动机已设计定型，新一代高性能涡扇发动机关键技术预研取得了重大突破；我国建成了以高空台为标志的、比较配套的发动机试验研究设备；经过多年技改，发动机企业的试制加工能力和工艺技术水平有了显著提高；航空推进技术验证计划（APTD）已初见成效，大涵道比涡扇发动机关键技术演示验证取得的明显进展；一大批充满活力的青年科技骨干队伍已经茁壮成长起来。这些都为自主研制大涵道比涡扇发动机奠了良好的基础。
最为重要的是，航空发动机存在的困难和问题，已引起中央领导的高度重视，在国家中长期发展规划和“十一五”发展规划纲要中，已明确列入了研制先进发动机的内容。只要我们认真落实科学发展观，牢牢抓住当前难得的历史性机遇，走自主创新之路，团结一致，努力拼搏，我们完全可以扭转我国航空动力落后的被动局面，满足国家安全和国民经济建设的双重需要。
我们坚信：秉承“两弹一星”传统，弘扬“载人航天”精神，根据我国现有的技术基础和能力，只要国家下定决心、尽快立项、加强领导、周密组织，调动各方面积极性，集中全国优势力量开展研制工作，我们有信心、有能力在2020年前后，将我国自己的大涵道比涡扇发动机搞出来，将我国自己的大型飞机送上蓝天，使中国成为继美、俄、欧盟之后第四个能够自主研制大型飞机的国家，实现中华民族的又一个强国之梦！
Re: The UNKNOWN History of Chinese Jet Engines
A simple gas turbine engine consists of a compressor, a burning chamber (mostly called the combustion chamber) and a turbine to drive the compressor.using a drive shaft.
A two-spool gas turbine has a low pressure compressor, a high pressure compressor, the combustion chamber(s), the high pressure turbine and the low pressure turbine., with the shaft connecting the low pressure compressor and turbine passing through that of the high pressure compressor and turbine.
Many two-spool gas turbines pass part of the exhaust of the low pressure compressor around the remainder of the engine. This is called a low by-pass ratio engine. The by-pass ratio is the amount of air passed around the high pressure spool divided by the amount going through the combustion chambers.
The high by-pass ratio engine has a large single stage fan instead of the multi-stage low pressure compressor.
A turbo-prop engine has instead of the fan a propeller driven from the low pressure turbine by way of a gear box.
There are in fact many other variations, but very nearly all aircraft gas turbines can be classified with the variation I described.
A simple gas turbine engine consists of a compressor, a burning chamber (mostly called the combustion chamber) and a turbine to drive the compressor.using a drive shaft.
A two-spool gas turbine has a low pressure compressor, a high pressure compressor, the combustion chamber(s), the high pressure turbine and the low pressure turbine., with the shaft connecting the low pressure compressor and turbine passing through that of the high pressure compressor and turbine.
Many two-spool gas turbines pass part of the exhaust of the low pressure compressor around the remainder of the engine. This is called a low by-pass ratio engine. The by-pass ratio is the amount of air passed around the high pressure spool divided by the amount going through the combustion chambers.
The high by-pass ratio engine has a large single stage fan instead of the multi-stage low pressure compressor.
A turbo-prop engine has instead of the fan a propeller driven from the low pressure turbine by way of a gear box.
There are in fact many other variations, but very nearly all aircraft gas turbines can be classified with the variation I described.
Re: The UNKNOWN History of Chinese Jet Engines
I take this information from the wikipedia article on WS-10:
Components
Compressor: 3 fan and 9 compressor stages
Combustors: annular
Turbine: 1 high-pressure and 2 low pressure stages
Performance:
Maximum thrust: 132 kilonewtons (30,000 lbf) with afterburner
Bypass ratio: 0.78:1
Turbine inlet temperature: 1750 K (1,477 °C (2,691 °F))
Thrust-to-weight ratio: 7.5
Interpretation :
The low pressure spool consists of a three-stage compressor ( here called fan ), driven by a two-stage turbine. The high pressure spool consists of the nine-stage high pressure compressor and the single stage high pressure turbine. There is a combustion chamber wrapped around the shafts between the compressors and the turbines.
Let's sketch a possible high by-pass ratio engine:
The high pressure spool and the combustion chamber remain the same.
The low pressure compressor is replaced by one of a lower diameter, because the by-pass air of the original engine is not required. At the front is added a single stage fan of large diameter probably driven by gearing at about half the rotations per minute of the low pressure spool. To the low pressure turbine is added a fourth stage to extract more power from the hot gas stream to deliver to fan and low pressure compressor.
I hope I have now named all the important parts of the jet engine.
I take this information from the wikipedia article on WS-10:
Components
Compressor: 3 fan and 9 compressor stages
Combustors: annular
Turbine: 1 high-pressure and 2 low pressure stages
Performance:
Maximum thrust: 132 kilonewtons (30,000 lbf) with afterburner
Bypass ratio: 0.78:1
Turbine inlet temperature: 1750 K (1,477 °C (2,691 °F))
Thrust-to-weight ratio: 7.5
Interpretation :
The low pressure spool consists of a three-stage compressor ( here called fan ), driven by a two-stage turbine. The high pressure spool consists of the nine-stage high pressure compressor and the single stage high pressure turbine. There is a combustion chamber wrapped around the shafts between the compressors and the turbines.
Let's sketch a possible high by-pass ratio engine:
The high pressure spool and the combustion chamber remain the same.
The low pressure compressor is replaced by one of a lower diameter, because the by-pass air of the original engine is not required. At the front is added a single stage fan of large diameter probably driven by gearing at about half the rotations per minute of the low pressure spool. To the low pressure turbine is added a fourth stage to extract more power from the hot gas stream to deliver to fan and low pressure compressor.
I hope I have now named all the important parts of the jet engine.
The inlet guide vanes turn the incoming air to present it to the first stage of the low pressure compressor. Their number must be different from the number of blades in that first stage, otherwise all blades pas a guide vane at the same time, leading to vibration, noise &c. If the number of blades is 16, you can try 15 or 17 inlet guide vanes, which is probably the case here.
There are also guide vanes between every pair of compressor stages, inlet guide vases in front of the turbine and between every pair of turbine stages.
You don't put in inlet guide vanes in front of the fan of a high by-pass ratio engine as they cause there too much drag.
There are also guide vanes between every pair of compressor stages, inlet guide vases in front of the turbine and between every pair of turbine stages.
You don't put in inlet guide vanes in front of the fan of a high by-pass ratio engine as they cause there too much drag.