It’s not the same thing at all.
In the case of the “nickel-based alloys” that were prepared with the materials alone, it is clear that this is not the case.
It’s almost the monopoly of the good days.
Not to mention the entire engine.
Then why do you call the air engine “Ming Ju” on the industrial crown?
As is customary, we begin with primary school knowledge.
The faster the engine is going out, the greater the push, the academic point is, it’s called kinetic constant law.
As of this moment, all aerospace engines are this principle and push by throwing.
But, fuel, explosives, the rate of explosion of these works is approaching the theoretical limit of the transmission of information between molecules.
If basic physics is not broken, then in order to boost the thrust, it will be necessary to fill the engine with more fuel.
With more fuel, the air will not be burned enough, so we’ll have to put in a wind pump to try to supply the air.
That’s the rationale of the engine: compress more air to supply more fuel combustion.
Now, the problem is on this windmill.
This wind pump is called a high-pressure pressurizer, linked to the turbine behind it. It doesn’t matter if you don’t know what a turbine is. Just remember your name.
That’s probably how the engine works.
First, the fan blows the air in.
The pressurizer then rotates at a high rate, compresses the air to the back burner room, and the strong air current generated by the combustion is sprayed back to produce the power to drive the aircraft,
At the same time, push the back turbines, turn the turbines, drive the front pressurizers, and continue to compress more air.
I’ll give you one more time to hear it.
The power of the pressurizer to rotate comes from the turbine,
Turbo rotation power, from currents generated by fuel combustion,
Fuel-burned air, from compressors,
Form a triangulation.
Ha-ha, this triangle is complicated.
Here I will add a few words:
One of these front fans, one of the turbine engines, is called “turbo fan engines” or “turbo engines”.
The fan breathes in the air, and sometimes only a fraction of the air goes into the wind pump to feed fuel combustion.
There’s a part of the air that goes straight back, and this passage is called the outer channel.
The ratio of the outer and inner tracts is called “the culverts” and the large culverts are called “the big radials versus the engines” and are characterized by the saving of oil, the low speed, and the suitability of large aircraft such as passenger and cargo aircraft;
The small proportion of the outer trajectories, known as the “Small Dope Engine”, is characterized by the cost of oil, high speed, suitable for small aircraft such as combat aircraft.
If you shrink the inner ducts in infinity and the air doesn’t enter the pressurizer, it’s a “turboprop engine” or “turbo engine” or “prop engine”.
If the outer trajectories are reduced, all the air goes into the pressurizer, which is the “turbojet engine” or “turbojet engine”.
If you can’t remember so many terms, it doesn’t matter. The most important product is here:
That’s the turbo leaves behind the burner room, the most difficult and hard-to-prepared material in the world.
This is the so-called bead on the industrial crown and one of China’s shortest plates.
High-speed air currents after fuel combustion, with temperatures approaching 2000 degrees, directly impact the high-temperature, high-pressure current on the turbo blades, thus pushing the turbines to rotate and in an extremely harsh working environment.
In the relationship between fuel and leaves, fuel is more powerful.
No matter how strong the leaves are, with more fuel, the leaves are pushed to the brink of collapse.
People have developed a lot of cooling technology to fully squeeze the leaves.
For example, there are small holes in the blades, high-speed air vents at work, forming an air membrane on the face of the blades, which is called “fom cooling techniques”.
So, who can withstand higher temperatures, whose engine can pour in more fuel, and then the engine pushes more and more.
The highest temperature in the engine is where the fuel is burning, in the front of the turbine, which is called “pre-turbation temperature”.
This parameter is the main parameter for measuring engine variance.
Because heat-resilient is a material technology, and it’s an important set of hard work, and as long as it catch up, even if other parameters don’t work, it can go up very fast through clever design.
This progress can be expected, but the progress in the development of materials is difficult and uncertain.
For every 100 degrees of pre-vortex temperature, the thrust increases by 15 percent, and the 200-degree difference means the engine is a generation different.
I hear that the pre-vortex temperature is rising by an average of 10 degrees a year, and that’s what people say about 20 years behind the American emperor.
While the engine structure is also complex, it is difficult to compare with materials.
Do the engine. Just get a sample. Go to the barn.
In fact, in the industrial field, this guy in Shani has a good-looking, decent name: reverse engineering.
Like writing a paper, the first step is a review of the literature, any research and development work.
You need to know the same kind of product first and learn from upgrading, which is, in fact, very reasonable.
This is what any country does.
This is how it used to be. This is how it’s gonna be!
It’s just that China is thin, and now it’s doing more.
Of course, a machine as complex as an engine can’t even do that if you don’t have enough technology.
For example:
In one year, a series of axle-breaking accidents involving six engines resulted in 60 per cent of aircraft being grounded, seriously affecting our air defence.
It took two years to figure out that this engine was designed by a large part of the fur in the mountains.
But there’s a dent in the back corner.
Shaggy was designed to be 0.6 mm-0.8 mm, when Chinese blades were not closed and the blades were worn too fast on both sides, and the processing radius was 0.2 mm short.
Because of this 0.2mm, the response has increased dramatically.
That means that the pressure was spread over the leaves on average, but because the corner was 0.2 mm short, the pressure was concentrated a little.
The turbine axes were eventually fractured, resulting in a number of machine accidents.
How much detail does a motor need?
And how many of these details are needed for the entire military?
The complexity of the modern military-industrial system is beyond the imagination!
In one way or another, a military engineer is a “moderate” like a man and a man!
Any single technology is cloudy, and this tight and large system is the highest technology threshold.
A little far. Let’s get back to the subject.
It’s because of the harsh demands of extreme conditions.
The American Empire has some engines to reduce unnecessary connections and cracks.
The core parts are cut out of a giant tumble, and it’s quite a loser, and it’s commonly called the whole loaf.
So that the blades and the discs are not only stronger, but the weight is down by 30 percent.
So it became the engine mainstream, and all of the fighter turbines that were after the Anti-American Plan were used as a whole.
But it’s not very clever to process it, and it usually requires a high-end machine bed.
Speaking of machine bed, um, sighs.
By the way, here’s the difference between American and Russian thinking.
Mao’s math is so strong, it can be said that it’s in the bones, and they always do everything by linear calculations.
So, for example, Sue 27’s engine is pin-fixed, which can be simply understood as screw-fixed.
The hair is the will to calculate the stress distribution to the extreme, so that the pressure is evenly spread out, and the engine is so hard! There’s no one left!
Although the air engine works at very high temperatures and under very high pressure, working hours are, after all, relatively short.
The other scenario is a slightly lower temperature and pressure, but very long working hours.
Because temperature and time have a certain equivalence relationship, this is actually one thing.
The stability evaluation of steel is usually based on a “high temperature and long time-use test”.
For example, steam turbine blade steel is usually tested for more than 10,000 hours.
But if you raise the temperature to 670 degrees, the duration of the test can be reduced to 400 hours.
So in addition to the air engine, China’s high-power steam turbines and gas turbines are bitter.
Keyboarders can concentrate their fire here.
A lot of students don’t believe in evil.
Why is it so hard?
It is also the fault that human technology is too backward to be tested for everything and that the best solution can be found only once.
It’s the same thing as cooking, and the last part of it knows the proportion of pork radish stew.
But the order of the pot, the fire, the pre-treatment of the food, the fertilizer for the food, the feed for the pig, the shovel for what, are not known.
So we look at a good dish and we just spit.
The academic point is that different atoms are organized according to a specific pattern, and we can analyse how the atoms are organized, but we do not know how to get the atoms to follow that pattern.
You know Rolls-Royce?
In fact, they’re free to play in cars, and the best technology is an aviation engine, with only three companies of the same level worldwide and two American general and inclusive.
What are the technical limitations of materials?
This is the only example of a machine bed.
The machine bed is a metal-cutting tool, and the fine mechanical structure is cut off, and precision is guaranteed only by the parts that are cut.
Machine bed for industry, like paper and pen for students.
During high-speed processing, thermal transformation of the main axis and the friction of the bearings results in the lifting and tilting of the main axis, thus affecting the processing accuracy of the machine bed,
In addition, the blade must wear and tear when processing materials.
This is precisely the effect of the precision of the process, which makes a large number of domestically produced equipment, and even with more sophisticated design, performance lags behind.
With our crazy input these past few years, there’s hardly anything left to do.
When I was in college, I heard from my teacher that F16 engine drawings were available;
Middle school can scan all the design details on the most advanced chip;
So wait.
It’s the only material that accumulates huge technology and dies in a bottleneck!
Most of the so-called core technology, in the final analysis, is material!
However, China is also the five permanent members.
If you don’t ask for the first and the first five, there’s really nothing that won’t happen.
In June 2016, the news of a major breakthrough in Chinese aviation engine materials, with a life expectancy better than in the United States of America at 1-2 orders, caused a lot of unrest.
To the effect that “high temperature PST titanium single crystal” has made a major breakthrough.
But it can only be said that “the progress has been great, but the gap is still considerable.”
A simple analysis:
Material preparation essentially allows atoms to be organized according to a certain pattern, a bit elegant: directed crystallization.
It’s almost the same concept as a troupe: to allow atoms to line up in the direction of stress, so the metallic blades are very strong.
But at high temperatures, the metals are warm and cold, and after that, the formations are messed up, and it’s a little elegant: the alloy moth at high temperatures.
PST titanium aluminum alloy in the news, which is more of a mainstream engine.
The difference is that the alloy structure has a metallic aluminum, which is not the kind of addition of pepper powder, which is very sophisticated.
What’s the use of this?
This formation is dominated by titanium atoms.
In the key position of the formation, where the cylindrical atoms are placed, the soldiers are not afraid of dispersing, and the distance they can be separated is greater, as shown by the material ‘ s progressive performance.
At the same time, the caller would not allow the soldiers to split too far into formations, and he would keep the soldiers within an effective range, as shown by the increased stretching intensity of the material.
PST titanium aluminum alloys are holding at 900 degrees up to 637 MPa.
“This is fucking awesome! That’s not what I said, it’s what a material scientist who doesn’t want to reveal.
Here, we’re going to compare the alloy in the Boeing GENX engine with the cosmopolitan 4822, stronger than one.
Under 100 Mpa pressure, Boeing is dead in less than 100 hours, and our PST is over 800 hours.
Under the pressure of 150Mpa, Boeing was resisted for more than 5 hours and PST was resisted for 350 hours.
Under 210 Mpa pressure, Boeing was resisted for over an hour and PST was resisted for 100 hours.
That’s what the news says about two orders of magnitude more than abroad. At the titanium aluminum alloy, we sort of made it.
Why do you say the gap is not small?
But when it is in heaven, it is no more to say,
In principle, the lighter the weight of the leaves, the greater the intensity, the better.
So, start-up opportunities use different materials to minimize engine weights, depending on the work environment of the leaves at different levels.
titanium and nickel-based alloys, the former being light but not strong, the latter being strong but heavy, with a half-density gap.
The PST alloy that we’re talking about is 900 degrees, which is usually thought to be 400 degrees for the cooling of the gas membranes, 100 degrees for the insulation coating, which is calculated that the working temperature of this leaf can be estimated at 1450 degrees, which is basically a three-generation engine.
If the existing three-generation engine were replaced with a PST, it’d be too much to imagine. Even the Emperor has to cry!
However, under 1,000 degrees, the PST stretching strength dropped to 238 MPa, which was quickly twisted to plaster.
So the 4-generation engine, which can only be used in the pressurizers and low-temperature turbines, is still suffocating in the hottest part of the core.
For example, the U.S. has a 9-grade pressure pressurizer with a 3-grade titanium alloy, followed by 6-grade nickel, which can be replaced with PST, so the weight can be reduced considerably.
Four-generation engines, however, still had to use nickel, and China ‘ s nickel-based alloy was still in a hanging phase, with high-end nickel being imported and largely monopolized by the US-Germans.
Look at the four-generation nickel-based alloy EPM102 of the United States, which, under 400 Mpa pressure and 1,000 degrees of heat, easily lasted 1,000 hours,
Insensitive to the data, let me remind you that just now the titanium alloy parameters were held up for 116 hours at 210 Mpa pressure and 900 degrees.
In addition, the fighter jets are said to be “drive-up”, with an additional large cylinder in the back of the engine, pouring fuel in at an emergency.
That’s the point with chicken blood and doping.
It’s working together to increase the push by 50% in an instant, but at the same time, the material is worn so badly that it affects life!
The engine will not normally exceed five minutes in a reinforced state!
It is also used occasionally in emergencies, for example, to escape missile locking.
So the turbo leaves want to go all the way to America, or three or five years, or one or 20 years, or it’s not gonna happen overnight, and you can all die.
But we’re good at bending over.
So, where’s the engine bend?
If you fly in the atmosphere, the speed of the aircraft is more than twice the sound speed, and the turbines, however strong, are dispersed by centrifugal forces.
In order to boost speed, scientists have invented a new set: the “stamp engine.”
It’s faster than the sky.
So, we can just throw away all the turbos, the presses, just one sand-breathing cylinder.
It’s light, not more than a ton, but it can generate a push of 30 tons, power equivalent to 200 locomotives!
The idea of pressing the engine determines that it can only be activated at high speed, and the current three-fold-high-speed vehicle is basically pressing the engine.
We don’t need high-temperature and high-pressure blades, and China will be alive.
Why does China’s ultrasound cruise missiles, anti-ship missiles and anti-aircraft missiles go well?
Of course, no one can play with this curve, and maybe you have to flip over, especially over a 6-mach.
It’s like setting a fire in a supersonic wind. It’s very easy to shut down! You know, a class 16 typhoon speeds 50 meters a second.
The high ultrasonic vehicle X-43A, developed by NASA, had a maximum speed of 9.7 mah, since the problem of fuel sustainability had been abandoned.
Later, X-51A “The Waver” carried out several test flights, all of which completed the ignition of the overburning burst engine, but the burning instability caused by the uneven flow of the combustion chamber was also a problem that raised the Emperor’s head.
Besides, there’s a solution, except for pressing the engine, and we can bring our own oxygen.
So there’s no need for the big fan, and naturally there’s no more worries.
What kind of engine is this?
That’s the rocket engine. Speaking of rocket engines, that’s another story. Record number: YX11oR20N3A
I don’t know.
Keep your eyes on the road.
