Chapter 416 Choice, 10 technical routes for turbofans

“The core engine of the GE9 is good in every aspect, but the total pressure ratio is too high, and the low aspect ratio compressor blades are a completely new topic for us in both design and manufacturing. Now that we have the successful experience of the Turbojet 14 , then there is absolutely no need to start a new business in a place like this..."

Chang Haonan quickly wrote a few numbers on the paper while introducing:

"At present, the pressure ratios of several mainstream third-generation high-thrust turbofan engines in the world, the F100 and AL31F are in the range of 24-25, while the pressure ratio of the F110 is outstanding, it should be nearly 31. I think your design, even We have also used a more efficient curved blade design for the compressor. I am afraid that the pressure ratio will be 32-33, so for the two installation targets of our turbofan 10, the suitability will be very poor..."

After all, the aviation engine cannot always stay on the ground test bench, but must be installed on the aircraft and actually take off to fly.

Therefore, even if the aerospace power system becomes independent in the future and the engine project no longer exists as a supporting component of the aircraft project, it is impossible to design the aerospace engine without considering the actual situation of the aircraft to be installed.

A high pressure ratio is indeed a good thing, but it is definitely not a blind idea that higher is better.

For engines with excessive high pressure ratios, especially turbofan engines, after exceeding the speed of sound, the power consumption of the compressor will increase rapidly, causing the isentropic compression line to shift to the right, the compressor efficiency will decrease, and the cycle work will decrease.

Although the total pressure ratio on paper is still very high, the actual available effective pressure ratio is lower.

In terms of actual performance, the engine is one-stop at low and medium speeds, and turns into a worm at high speeds.

Both F110 and F404/414 have this problem.

How big is the difference?

These two engines, which are obviously more advanced in technology, not only have a thrust curve inferior to that of the AL31F and RD93 at supersonic speeds, but their fuel consumption performance is also inferior to the latter two.

This is a problem limited by basic physical principles.

Unless a variable cycle engine is developed, it is impossible to achieve a balance of performance under various working conditions from the root.

The F22 engine on the F119 chose a design completely opposite to that of the F110 for supersonic performance. The result is that it can cruise at supersonic speeds without using afterburner, but the fuel consumption in military push mode is extremely high, resulting in a huge amount of fuel in the entire aircraft. Instead, it turned into a short leg.

It’s not that Puhui’s designers are incompetent.

Just a choice.

The ATF project was born at the height of the Cold War. The combat scenario at that time was to conduct a short, high-intensity battle over Europe, and then either be shot down or return, which did not require a long voyage.

However, the plan could not keep up with the changes. When the F2005 entered service in 22, it was found that it had to go to the vast Pacific region to use its waste heat. As a result, the performance was out of touch with the needs.

Of course, although it is impossible to fundamentally solve the problem, there are still ways to improve it——

Just redesign the aircraft with an adjustable inlet that has better matching and a wider adjustment range for boost capacity.

The later new model F15 adopted this idea.

As for F16 and F18...

It's ridiculous. If a medium-sized machine wants supersonic performance, just stay put.

The current situation is that the overall design of the J-11 is that of the Su-27. The basic design of the fuselage + air intake already has an incredible boost capability. It is not easy to lower it.

The J-10 has simply decided to use a non-adjustable DSI inlet. It is also impossible to fix the inlet state in a low-efficiency and low-boost-ratio state.

Therefore, although the turbofan 10 can be freely used at the specific technical level, in terms of performance and style, it still has to follow the F100/AL31F route, and it is appropriate to set the boost ratio around 25.

The overall design of aeroengine is an extremely complex system engineering, which has been reflected before the real "design" work begins.

"Oh……"

After Chang Haonan's explanation was over, Hai Yide and Liu Yongquan stared at each other for a few times.

We are all professional and technical personnel. Although we were inexperienced and did not think of this level before, now that others have said it, we can definitely understand it.

"But Mr. Chang, if the boost ratio is limited, the overall performance of the engine at subsonic speeds, especially the fuel consumption and thrust-to-weight ratio, will definitely be affected..."

The main performance optimization range of third-generation fighter jets is definitely still in the range from high subsonic speed to transonic speed.

Regardless of F100, AL31F or RD93, they all sacrificed a certain degree of subsonic performance, especially the RD93. The huge fuel consumption at low speed (still dual engines) and the small internal oil directly brought the MiG 29 to the airport. The name of the defender.

This is indeed a critical issue for the Chinese Air Force, which is expected to conduct high-intensity operations far away from the airport.

"Yes, Mr. Chang, the J-11 has 9 tons of internal fuel. I don't care about the fuel consumption, but I look at the body of the J-10, and the internal fuel capacity should not be very optimistic..."

Next to him, Haiyide also expressed the same concerns.

In fact, this is one of the main reasons why 611 directly tied the two inner pylons to the auxiliary fuel tank when it first designed the J-10.

AL31FN is still AL31F after all, just some details such as the position of the accessory box have been slightly changed, and the engine is still the same engine.

After being installed on the J-10, the range without auxiliary fuel tanks is really not impressive.

But Chang Haonan shook his head decisively:

"The problem of fuel consumption can be solved by increasing the temperature in front of the turbine by 50-100c."

This is a rather simple and crude method, but it is also the most effective.

Chang Haonan adopted the same approach on the turbojet 14 to ensure that the performance of the J-8C at different altitudes and speed ranges is balanced.

"Mr. Chang, the temperature in front of the turbine that we are promoting in the third generation is now set at around 1200c. This is already a high threshold for our material science level. If we increase it further..."

As an aviation engine designer, Liu Yongquan has naturally considered these issues, but looking at Chang Haonan who didn't even raise his pen next to him, and then thinking about what happened on the Turbojet 14, it doesn't seem that incredible.

But after hesitating for a while, he still said:

"If we add more, I'm worried that the risk level and progress of the entire project will be out of control."

1200c has become the mainstream level of the international third-generation turbofan engine.

It is indeed difficult to produce turbine discs and turbine blades with heat-resistant levels that surpass those of the United States in a short period of time.

In materials science, there are very few opportunities for opportunism.

China has now been able to produce nickel-based high-temperature alloy raw materials with similar performance to ReneN5, but it still has the same old problem. If you want to make something, just a piece of raw material is of no use. Each material requires subsequent processing. Processing and a series of supporting research, these things are also quite time-consuming and resource-consuming.

If we abandon the second-generation alloy materials that already have certain supporting research results and industrial practical experience and jump directly to the third generation, then the risks involved will be very difficult to say.

"Of course it's too radical to directly change the material..."

After directly using system points to smash TORCH Multiphysics, Chang Haonan is currently on the verge of "bankruptcy" and does not have so many points to use to improve the level of the entire field of materials science in an all-round way.

This method of improvement is too rigid and does not conform to the logic Chang Haonan set at the beginning.

To take a step back, even if there is help from the system and everything goes smoothly in the middle, it will take at least several years for him to solve the numerous problems in the middle by himself.

Chang Haonan’s plan is to try his best to give at least prototypes equipped with turbofan 10 the opportunity to participate in the 50th anniversary National Day military parade more than two years later.

It’s definitely too late to wait for materials.

“So I plan to use a new active cooling solution on the turbine structure. The current film hole cooling still has great potential. Without changing the base material, it is not a big problem to increase the temperature in front of the vortex by 50-100°C. "

After he finished speaking, he ignored the stunned people beside him and took the drawing with a simple schematic diagram in front of him again:

"As for the thrust-to-weight ratio issue you just mentioned, we will directly abandon the 3-9-1-2 structure, or this structure."

"what?"

Several other people in the conference room felt that their brains were on the verge of death due to receiving too much information in a short period of time:

"We don't need this kind of structure...should we use a centrifugal compressor?"

The turbine compressor of a gas turbine can be simply divided into centrifugal type and axial flow type based on the principle. Generally speaking, except for the early stages of chaos, most turbojet/turbofan engines have uniformly used the axial flow type. Only some turboprop/turboshaft engines use centrifugal design.

"of course not……"

Chang Haonan was a little helpless:

"What I mean is to use a higher-efficiency single-stage load to reduce the number of compressor stages, compress the three-stage fan into a 1-stage or 2-stage fan, and the 9-stage high-pressure compressor into a 6-stage or 7-stage, considering The entire compression system accounts for about 60% of the weight of an engine. If the weight of this part can be reduced by 20%, the thrust-to-weight ratio of the entire engine can be increased by at least 10%."

"Do you still remember the 'ultra-high-load adsorption-type curved-sweep combined leading edge edge blade' that I took out as a calculation example during the last meeting?"

Hai Yide didn't go to the meeting last time, but Liu Yongquan did.

And listened very carefully.

Therefore, he was the first to react from his confusion and nodded:

"Remember, I also took notes..."

As he spoke, he took out a notebook from the bag he carried with him and opened it to one of the pages.

From the slightly worn traces, it can be seen that he probably read a lot during this period.

"That's good."

Chang Haonan gently tapped the title part of the notebook with his finger:

"This thing is the core technology of our compressor design."

"The leaf-shaped design you have learned before, whether it is end curved or swept, end wall shape, or edge strips, is still a means of passively controlling flow separation."

“The reason why I mentioned the adsorption blades is to use active control methods to further increase the single-stage pressure ratio on this basis, so that each stage can exert the compression effect of one and a half to two stages in the past!”