The Military-industrial Scientific Research System of the Academic Master Chapter 1020

Chapter 1020 It was obviously me who came first

Liu Yongquan's addition made both Vista and Elinor stunned at the same time.

The former was trying to show off but failed in showing off. It was simply a bit embarrassing of being slapped in the face -

Replacing the rotor bearings with non-contact magnetic bearings can indeed increase the effective work, but this part of the effective work cannot be directly converted into thrust.

Generating electricity is pretty much the only option.

Of course, if I have to say it, with this part of power, the power calibration of the genuine motor can be reduced, which can indeed squeeze out more potential for increased thrust.

But it's not like what he just explained.

Fortunately, at the moment, no one pays attention to this little detail.

Because the latter didn't expect that the question he asked casually as a foreshadowing would lead to such a big and cruel thing.

Magnetic bearings are nothing new to Elinor, who is British.

This thing was first researched by Newcastle University.

The actual product is also the first to be put on the market by S2M, a subsidiary of the British Edwards Group.

Even the technical route of combining magnetic bearings and permanent magnet fault-tolerant motors to build a permanent magnet fault-tolerant power generation system based on H-bridge was first promoted by Lockheed Martin in the JSF project, but the concept itself It was proposed by British Aerospace Corporation, one of the predecessors of BAE Systems.

But what happened?

Why did the French suddenly use it?

Whether it's a product or a concept, I obviously came first, right?

You know, the biggest difficulty with this technology is not actually the hardware, but that magnetic bearings are a brand-new product and no one knows how to calibrate them—

Although this thing can basically be considered to have no friction, if you want to use it to generate electricity, the act of cutting the magnetic coil itself will generate resistance.

In fact, in the earliest design concepts, this resistance was even used as a tool to efficiently regulate engine speed.

Truly killing several birds with one stone.

However, the problem is that once there is a problem with the electromagnetic control, it will affect the whole body.

Specifically, fluctuations in power consumption may lead to fluctuations in power generation, which may further lead to resistance fluctuations, which may further lead to rotational speed fluctuations, which may then lead to rotational stalls. The final development is surge...

In short, the permanent magnet fault-tolerant power generation system requires an optimal current control method to achieve fault-tolerant control.

But it becomes a huge problem to make the control strategy effective in a quite wide operating range.

The installation and application of the entire set of technologies happens to be stuck here.

Even according to the most optimistic expectations of Lockheed Martin and Pratt & Whitney, JSF will not be able to solve the reliability problem of the permanent magnet fault-tolerant power generation system and install it until 2008.

In fact, few people who know the inside story believe this timetable.

result.

in Geneva.

In this business aviation show that seems to have no bright spots, someone actually came up with a solution?

"Professor Elinor, the brochure in your hand was modified based on the maintenance manual we previously modified. The content is actually not comprehensive..."

As if sensing the other party's doubts, Liu Yongquan took out another slightly thinner booklet with a different cover from nowhere:

"This is the second version that has just been revised. It has deleted some operational details that are of little significance to non-maintenance personnel, and added descriptions of several key new technologies on our products... Although it is not very detailed, I Thinking is enough.”

Elinor's mind still hadn't fully recovered at this time, so he took it in his hand somewhat numbly, and then opened it.

"About page ten is about the magnetic bearings and permanent magnet fault-tolerant power generation system..."

Liu Yongquan reminded thoughtfully.

Sure enough, a few pictures and schematics were used to explain the performance of this set of things and its advantages over traditional solutions in just a few words.

It is also specifically noted that in order to ensure reliability, SeA650 is equipped with a mechanical backup at the first support point.

Once the magnetic bearing fails, the rotor bearing, which was originally in a non-contact state, will enter work.

Of course, this is certainly not normal.

But the emergency mode can also ensure that the aircraft engine operates at a lower speed for at least two hours.

In short, from a performance perspective, there are no flaws at all.

but…

As for promotional materials, that's all the content is.

It's impossible for people to write down the specific design and calibration for you.

So Elinor read it over and over several times, but still felt a little unsatisfied.

But it was impossible for him to ask directly.

The expression on his face was twisted.

During this twisting process, Elinor suddenly realized that he seemed to have a fixed mindset just now.

Regarding content related to magnetic bearings, the Chinese people in front of me have always been communicating with myself.

Dr. Vesta on Snecma's side remained invisible throughout the entire process...

This seems to indicate that at least the technology of magnetic bearings should have a greater relationship with Chinese partners.

It is even possible that it was developed by the Chinese. …

at the same time.

Seeing Elinor's performance, Liu Yongquan couldn't help but smile as if his plan had succeeded -

In fact, after he failed to answer the first question just now, he quickly observed a detail about Elinor.

Although the personal information written on the latter's badge was flawless, the ballpoint pen in his hand was the same style as the one inserted in the pockets of the Rolls-Royce group just now.

Therefore, Liu Yongquan reasonably inferred that this Roger Elinor actually came here on behalf of Rolls-Royce Company.

It's just a different strategy.

Or maybe it's a red face among red and black faces.

However, Liu Yongquan did not reveal the identity of the other party.

No need.

First, the question the other party asked was not a particularly sensitive question.

After Falcon Z is delivered to users, it will be clear at a glance which technologies you used in which parts.

There is neither the possibility nor the necessity of confidentiality.

Secondly... The relationship between the French and the British is not good, what does it have to do with him as a Chinese?

Aerodynamics and Snecma are partners, and rightly so.

But so is the opposite Rolls-Royce!

The Ciro Group is still leaving it there.

That's why he chose to take the initiative and directly point out the techniques used.

He also gave Eleanor a copy of the brochure that had just been finalized and he had not brought a few copies so that he could understand it clearly.

As for the specific design method you want to know...

It's not impossible.

Just need to pay more.

Need to add projects.

Of course, Rolls-Royce has an absolute dominant position in the design and manufacturing of aerospace engines, especially large-bypass-ratio aerospace engines. It may not be that easy to get them to agree to joint research and development.

Then the next best thing is to be a solution or subsystem supplier.

Not only can we use Rolls-Royce's brand name to make China's aviation products famous.

We can also gain some R&D experience in aviation engines with large bypass ratios.

More importantly, it can further deepen the close ties between China and Europe in the field of aviation technology.

It is also one of the most effective means of combating embargoes and sanctions.

Moreover, the highlights in that booklet are far more than that...

Sure enough, after being convinced that he could not find any new useful information, Professor Elinor continued to read the following contents half reluctantly and half curiously.

And soon, his core doubt, that is, where the strange 100°C temperature rise came from, was answered.

"The SeA650 engine uses mature and reliable film cooling technology, combined with a newly developed three-dimensional pore structure and variable interface aperture, to increase the temperature in front of the turbine by 93.7°C without affecting its life..."

"Note that since the internal structure of the three-dimensional pores is more complex than the traditional air film pores, mid-term maintenance must be performed by a designated supplier..."

As usual, below the concise description are a few photos and diagrams, as well as a series of test results.

There aren't many details, but it can be seen that the cross-section of the air film hole is basket-shaped, rather than the traditional round, oval or fan-shaped.

This fits exactly with the characteristics previously described by Dr. Norris and Dr. Lapworth.

Of course, the specific design parameters will definitely differ.

But the technical solution…

I'm afraid it's really the same.

"S…"

Professor Elinor considers himself to be well-educated, but at this time it is inevitable that he would like to use words starting with a certain F or a certain S to exhale fragrance in his mouth -

Come again?

Although he couldn't guarantee who was the first to study the air film hole, it was no different in essence from the magnetic bearing just now.

Our own side blew the whistle on the PPT.

The result was finally realized quietly...

This is a bit embarrassing after all...

(End of chapter)

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