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Chapter 827 is of great significance

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    Once you break through the key technologies, the rest will fall into place.

    The d-50 turbine gas power unit is readily available. In conjunction with the technological breakthroughs made by Ascendas Group in aviation engines in recent years, the wd-52ml turbofan engine came into being immediately.

    The entire engine is a dual-rotor turbofan structure with a diameter of 1260mm, a length of 2861mm, and a net weight of 872 kg.

    The fan is a 1-stage axial flow type. The blades and disc are made of titanium alloy. The number of blades is 28. It adopts the forged wide-chord, boss-less solid structure blades accumulated by Ascendas Group for many years. The maximum speed is 7360 revolutions per minute.  The unique connection mechanism makes fan replacement very convenient, and the fan blades that need to be replaced can be directly processed without disassembling the engine.

    The compressor adopts a 10-stage high-pressure compressor structure, of which the first three stages use Ascendas Group¡¯s already mature integrated blisk structure. The blades are made of titanium alloy, and Ascendas Group¡¯s unique linear friction welding is used to fix the blades to the high-pressure compressor blisk.  to achieve the technical indicators of the overall blisk.

    The remaining 7-stage blades are made of nickel alloy steel and adopt a traditional detachable structure. The blades can be replaced individually. This configuration is because the dual-rotor engine structure is conducive to improving efficiency. The second is to reduce production costs. There is no way to integrate it as a whole.  The compressor is good, but the materials and workmanship are too expensive. It is not cost-effective to use all the compressors.

    For this reason, the combustion chamber uses nickel alloy steel segments, which are made through complex machining. This alone cannot meet the ultra-high temperature burning in the combustion chamber, so Ascendas Group added a  A layer of high-temperature resistant ceramic coating allows the fuel to be fully burned, thereby reducing pollution, increasing fuel efficiency and improving economy.

    However, to achieve this goal, a flame tube is required, and the flame tube of the wd-52ml turbofan engine uses a central low-pressure fuel injection system with 18 flame nozzles, which can easily ignite the fuel and fully burn it.

    In addition, the maintainability of the flame tube is also very good. Not only can it be easily disassembled, it can also be inspected using Ascendas Group¡¯s borehole exploration equipment.

    Of course, the fan, compressor and combustion chamber are powerful. No matter how well the turbines work together, it will be useless. The turbine of the wd-52ml turbofan engine uses a high and low turbine structure.

    ?The high-pressure turbine is 2 stages, and the low-pressure turbine is 4 stages.

    The six turbine turbine disks are all manufactured using powdered superalloy technology. The high-pressure turbine blades use nickel alloy single crystal cast cold hollow blades based on powdered superalloy technology, using film cooling technology and high-temperature resistant ceramic coating technology.

    The combination of such advanced technologies has increased the temperature in front of the turbine to 1360 degrees Celsius, thereby making a qualitative leap in the performance of the wd-52ml turbofan engine.

    The first two stages of the low-pressure turbine use nickel alloy single-crystal blades with powdered high-temperature alloy technology and high-temperature ceramic coatings, but do not use film cooling; the last two stages use ordinary nickel-based alloys.

    While reducing costs, it also ensures engine reliability.

    After such integration, the maximum thrust of the wd-52ml turbofan engine reaches 5.2 tons, and the thrust-to-weight ratio is close to 6, which is 5.96.

    It is no exaggeration to say that it is the master of aviation engines of Ascendas Group for more than ten years.

    Its significance is not only that it demonstrates Ascendas Group¡¯s strong aero-engine technology research and development capabilities, but more importantly, the wd-52ml turbofan engine will become the foundation of Ascendas Group¡¯s aero-engine field in the next ten years.

    Because the core engine derived from the compressor, combustion chamber and high-pressure turbine in the wd-52ml turbofan engine fully meets Ascendas Group¡¯s initial requirements for the second-generation core engine, with a little improvement and perfection, it can become Ascendas Group¡¯s future  The main core engine of many aero-engine models.

    Even if we don¡¯t talk about the important role of the core engine in the future, as far as the wd-52ml turbofan engine itself is concerned, its importance to Ascendas Group is also self-evident.

    Because with the success of the wd-52ml turbofan engine, Ascendas Group's Coastline plan can continue to advance. By then, not only can 50-seat and 70-seat regional airliners be successfully launched, but also ultra-luxury long-range business jets can be launched without any problems.  Obstacle mounts.

    In addition to regional passenger aircraft, the impact on Ascendas Group¡¯s training aircraft is also huge.

    You must know that the wd-52ml turbofan engine can be easily changed into a small bypass ratio turbofan engine. Ascendas Group has done tests in this regard. The normal thrust of the small bypass ratio version of the wd-52ml turbofan engine will be  It will drop to 4.8 tons, but an afterburner will be added, and when the afterburner is turned on, the engine's thrust will reach 7.6 tons.

    This indicator has exceeded the turbojet-13 engine currently used by the JJ-7MAX.

    A turbofan engine that is better than the turbojet-13,This not only solves the problem of the Ascendas Group's JJ-7MAX, but also has a very disruptive significance for the entire country. You must know that there are many domestic aircraft equipped with turbojet-13 and previous-generation turbojet-7 engines.  Needless to say, the J-82, currently the main force in domestic air combat, uses a turbojet-13 engine.

    A few years ago, it was like replacing the turbojet-14 with greater thrust. However, the reliability of this engine is not high. It is easy to spray parts inexplicably when flying in the sky. In desperation, it can only be replaced with a turbojet-13.

    Nowadays, a small bypass ratio version of the wd-52ml turbofan engine that is better than the turbojet-13 is available, and its vast progress is self-evident.

    The reason why it was not launched immediately to replace the turbojet-13 and occupy the domestic military aircraft engine market was mainly due to size issues. After all, the large bypass diameter of the WD-52ml turbofan engine is only about 1.2 meters, and the small bypass diameter is even smaller.  Less than 0.8 meters.

    The engine nacelles of the J-7 and J-8 have long been determined by the diameter of about one meter of the turbojet 7 or turbojet 13.

    It is obviously unrealistic to want the J-7 and J-8 to adapt to the WD-52ml turbofan engine. That would be equivalent to rebuilding two aircraft. The only way is to adapt the WD-52ml turbofan engine to domestic combat aircraft currently in service.

    Therefore, the size must be increased, and all indicators of aeroengines affect the whole body. Increasing the size may seem simple, but in aeroengines it means an increase in air intake, an increase in compression ratio, and more intense combustion.  The temperature in front of the turbine will further increase.

    What this brings is further improvement in performance.

    For this reason, Ascendas Group has calculated that without making other adjustments, it will use the core components of the wd-52ml turbofan engine as the basis to derive a small bypass ratio turbofan aircraft engine with a diameter of 1050mm, a length of 5684mm, and a net weight of 1.2 tons. Normally  The thrust will be increased to 5.6 tons, the afterburning thrust will reach 8.7 tons, and the thrust weight will reach 7.

    This value is already comparable to the Soviet rd-33 turbofan engine and the American F-404 engine. It is only a little behind the F-414 engine that the United States is about to complete. The problem is that GM can improve the performance of the F-404 engine based on the F-404 engine.  To develop the F-414, why can¡¯t Ascendas Group continue to move forward based on the WD-52ml turbofan engine?

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