44．下面給出的是通過(guò)分別噴口排氣的高涵道比發(fā)動(dòng)機(jī)的推進(jìn)效率方程。這里W1 和 VJ1。與外涵道功能有關(guān)，W2 和 vJ2與發(fā)動(dòng)機(jī)主功能有關(guān)。
推進(jìn)效率=……
代入下列數(shù)值，進(jìn)行計(jì)算。這些數(shù)值對(duì)三轉(zhuǎn)子布局的高涵道比發(fā)動(dòng)機(jī)是典型值。將會(huì)看到，結(jié)果是推進(jìn)效率約為85％。
……
采用后置式內(nèi)外涵道原理的對(duì)轉(zhuǎn)風(fēng)扇布局可進(jìn)一步提高推進(jìn)效率。這得出很高的涵道比，達(dá)15：1。由于發(fā)動(dòng)機(jī)核心機(jī)被低速飛機(jī)的滑流而不是速度相當(dāng)高的風(fēng)扇氣流“沖刷”，結(jié)果是阻力減小。
45．內(nèi)外涵道系統(tǒng)推進(jìn)效率的提高填補(bǔ)了渦輪螺槳發(fā)動(dòng)機(jī)和純渦輪噴氣發(fā)動(dòng)機(jī)之間的效率差距。圖21-9表示了推進(jìn)效率隨飛機(jī)速度變化的圖表。
reference to fig. 21-9 it can be seen that for aircraft pass ratios in the order of 15:1, and reduced 'drag'
油耗和功率重量的關(guān)系
designed to operate at sea level speeds below approximately 400 m.p.h. it is more effective to absorb the power developed in the jet engine by gearing it to a propeller instead of using it directly in the form of a pure jet stream. The disadvantage of the propeller at the higher aircraft speeds is its rapid fall off in efficiency, due to shock waves created around the propeller as the blade tip speed approaches Mach 1.0. Advanced propeller technology, however, has produced a multi-bladed, swept back design capable of turning with tip speeds in excess of Mach 1.0 without loss of propeller efficiency. By using this design of propeller in a contra-rotating configuration, thereby reducing swirl losses, a 'prop-fan' engine, with very good propulsive efficiency capable of operating efficiently at aircraft speeds in excess of 500 m.p.h. at sea level, can be produced.
43.
To obtain good propulsive efficiencies without the use of a complex propeller system, the by-pass principle (Part 2) is used in various forms. With this principle, some part of the total output is provided by a jet stream other than that which passes through the engine cycle and this is energized by a fan or a varying number of LP. compressor stages. This bypass air is used to lower the mean jet temperature and velocity either by exhausting through a separate propelling nozzle, or by mixing with the turbine stream to exhaust through a common nozzle.
44.
The propulsive efficiency equation for a high by-pass ratio engine exhausting through separate nozzles is given below, where W1 and VJ1 relate to the by-pass function and W2 and vJ2 to the engine main function.
Propulsive efficiency =
W1V(v 1 .V)+W2V(vJ .V)
J2
W1V(vJ .V)+W2V(vJ .V)+
12W1V(vJ .V)2 +
12W2V(vJ .V)2
12 1 2
By calculation, substituting the following values, which will be typical of a high by-pass ratio engine of triple-spool configuration, it will be observed that a propulsive efficiency of approximately 85 per cent results.
V = 583 rn.p.h.
W1 = 492 lb. per sec.
W2 = 100 lb. per sec.
VJ1 = 781 m.p.h.
VJ2 = 812 m.p.h.
Propulsive efficiency can be further improved by using the rear mounted contra-rotating fan configura-tion of the by-pass principle. This gives very high by-results due to the engine core being 'washed' by the low velocity aircraft slipstream and not the relatively high velocity fan efflux.
45. The improved propulsive efficiency of the bypass system bridges the efficiency gap between the turbo-propeller engine and the pure turbo-jet engine. A graph illustrating the various propulsive efficiencies with aircraft speed is shown in fig. 21-9.
FUEL CONSUMPTION AND POWER-TO-WEIGHT RELATIONSHIP
46.
Primary engine design considerations, particu-larly for commercial transport duty, are those of low specific fuel consumption and weight. Considerable improvement has been achieved by use of the by-pass principle, and by advanced mechanical and aerodynamic features, and the use of improved materials. With the trend towards higher by-pass ratios, in the range of 15:1, the triple-spool and contra-rotating rear fan engines allow the pressure and by-pass ratios to be achieved with short rotors, using fewer compressor stages, resulting in a lighter and more compact engine.
47.
S.f.c. is directly related to the thermal and propulsive efficiencies; that is, the overall efficiency of the engine. Theoretically, high thermal efficiency requires high pressures which in practice also means high turbine entry temperatures. In a pure turbo-jet engine this high temperature would result in a high jet velocity and consequently lower the propulsive efficiency (para. 40). However, by using the by-pass principle, high thermal and propulsive efficiencies can be effectively combined by bypassing a proportion of the L.P. compressor or fan delivery air to lower the mean jet temperature and velocity as referred to in para. 43. With advanced technology engines of high by-pass and overall pressure ratios, a further pronounced improvement in s.f.c. is obtained.
48.
The turbines of pure jet engines are heavy because they deal with the total airflow, whereas the turbines of by-pass engines deal only with part of the flow; thus the H.P. compressor, combustion chambers and turbines, can be scaled down. The increased power per lb. of air at the turbines, to take advantage of their full capacity, is obtained by the increase in pressure ratio and turbine entry temperature. It is clear that the by-pass engine is lighter, because not only has the diameter of the high pressure rotating assemblies been reduced but the engine is shorter for a given power output. With a low
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