高壓渦輪出口
低壓渦輪出口
排氣
推進(jìn)噴管
大氣
進(jìn)口
渦輪入口
圖21-1 一種典型的渦噴發(fā)動(dòng)機(jī)的溫度和壓力符號(hào)
Fig. 21-1 Temperature and pressure notation of a typical turbo-jet engine.
10．如前面所述，大氣壓力和溫度的變化對(duì)發(fā)動(dòng)機(jī)的推力影響相當(dāng)大。這是因?yàn)樗鼈冇绊懣諝獾拿芏龋虼嗽谝欢ǖ陌l(fā)動(dòng)機(jī)轉(zhuǎn)速時(shí)影響進(jìn)入發(fā)動(dòng)機(jī)的空氣質(zhì)量。為了能對(duì)相似的一些發(fā)動(dòng)機(jī)在不同的氣候條件或不同高度時(shí)的性能進(jìn)行比較，計(jì)算時(shí)必須采用修正系數(shù)，使觀察到的值回到國際標(biāo)準(zhǔn)大氣條件下來。例如，對(duì)渦輪噴氣發(fā)動(dòng)機(jī)的推力修正是：推力(磅)(修正值)=推力(磅)(觀測值)×30/P0
9．考慮第20章推導(dǎo)出來的用于發(fā)動(dòng)機(jī)在“壅塞”噴口條件下工作的公式，……
可以看到，推力還能受到通過發(fā)動(dòng)機(jī)的空氣的質(zhì)量流量的變化和噴氣速度變化的影響。采用噴水的辦法可使質(zhì)量流量增加(第17章)，采用加力可使噴氣速度增加(第16章)。
Performance
軸馬力(修正值)=軸馬力(觀察值)
not in pounds of thrust the factors are different. For example, the correction for s.h.p. is:
S.h.p. (corrected) = 30 273 + 15
s.h.p. (observed) x x
P0
273 + T0 where P0 = atmospheric pressure (in.Hg.) (observed) T0 = atmospheric temperature in deg.C. (observed) 30 = I.S.A. standard sea level pressure (in.Hg.) 273 + 15 = I.S.A. standard sea level temperature in deg.K. 273 + T0 = Atmospheric temperature in
deg.K. In practice there is always a certain amount of jet thrust in the total output of the turbo-propeller engine and this must be added to the s.h.p. The correction for jet thrust is the same as that in para. 10.
12.
To distinguish between these two aspects of the power output, it is usual to refer to them as s.h.p. and thrust horse-power (t.h.p.). The total equivalent horse-power is denoted by t.e.h.p. (sometimes e.h.p.) and is the s.h.p. plus the s.h.p. equivalent to the net jet thrust. For estimation purposes it is taken that, under sea- level static conditions, one s.h.p. is equivalent to approximately 2.6 lb. of jet thrust.
13.
The ratio of jet thrust to shaft power is influenced by many factors. For instance, the higher the aircraft operating speed the larger may be the required proportion of total output in the form of jet thrust. Alternatively, an extra turbine stage may be required if more than a certain proportion of the total power is to be provided at the shaft. In general, turbo-propeller aircraft provide one pound of thrust for every 3.5 h,p. to 5 h.p.
Therefore :
t.e.h.p. = s.h.p. + 2.6 jet thrust lb.
Comparison between thrust and horse-power
14. Because the turbo-jet engine is rated in thrust and the turbo-propeller engine in s.h.p., no direct comparison between the two can be made without a power conversion factor. However, since the turbo-propeller engine receives its thrust mainly from the propeller, a comparison can be made by converting the horse-power developed by the engine to thrust or the thrust developed by the turbo-jet engine to t.h.p.; that is, by converting work to force or force to work. For this purpose, it is necessary to take into account the speed of the aircraft.
temperature is constant up to 65.617ft. The I.S.A. standard pressure at sea level is 14.69 pounds per square inch falling to 3.28 pounds per square inch at the tropopause (refer to I.S.A. table fig. 21-10).
ENGINE THRUST ON THE TEST BENCH
8.
The thrust of the turbo-jet engine on the test bench differs somewhat from that during flight. Modern test facilities are available to simulate atmospheric conditions at high altitudes thus providing a means of assessing some of the performance capability of a turbo-jet engine in flight without the engine ever leaving the ground. This is important as the changes in ambient temperature and pressure encountered at high altitudes consider-ably influence the thrust of the engine.
9.
Considering the formula derived in Part 20 for engines operating under 'choked' nozzle conditions,
WVJThrust = (P . P0) . A + g
it can be seen that the thrust can be further affected by a change in the mass flow rate of air through the engine and by a change in jet velocity. An increase in mass airflow may be obtained by using water
injection (Part 17) and increases in jet velocity by using afterburning (Part 16).
10. As previously mentioned, changes in ambient pressure and temperature considerably influence the thrust of the engine. This is because of the way they affect the air density and hence the mass of air entering the engine for a given engine rotational speed. To enable the performance of similar engines to be compared when operating under different climatic conditions, or at different altitudes, correction factors must be applied to the calculations to return the observed values to those which would be found under I.S.A. conditions. For example, the thrust correction for a turbo-jet engine is: Thrust (lb.) (corrected) =
30thrust (lb.) (observed) x
大氣壓力，以水銀柱的英寸數(shù)計(jì)(觀察值) 中國航空網(wǎng) m.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：勞斯萊斯噴氣引擎－中英(104)
