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[专题] 俄民航发动机改进和新发动机研制----PD-14首台发动机完成了首次测试(图片已经贴出)

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btxqxp 发表于 2012-5-16 10:13 | 显示全部楼层
漂亮简洁的驾驶室~~
lxf11711 发表于 2012-5-18 18:20 | 显示全部楼层
PD14的1:1模型

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empereur 发表于 2012-5-19 20:29 | 显示全部楼层
lxf11711 发表于 2012-5-16 10:06
RUMAS公司从事小型直升机及涡轴发动机开发工作,产品有RUMAS10、30、50

这个不错,改变了遏制产品的通常印象。
lxf11711 发表于 2012-5-23 07:06 | 显示全部楼层
Helirussia - 2012 expo
new company debut - Rumas helicopters (新的私人企业,Rumas)

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型号Rumas-10  发表于 2012-5-23 07:07
lxf11711 发表于 2012-5-23 07:08 | 显示全部楼层
共轴旋翼特写,不亚于卡莫夫呢

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lxf11711 发表于 2012-5-23 07:10 | 显示全部楼层
本帖最后由 lxf11711 于 2012-5-23 07:11 编辑


上一页驾驶室的补充图


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这个发动机版面啊。  发表于 2012-5-23 07:38
lxf11711 发表于 2012-5-23 07:22 | 显示全部楼层
今年“俄罗斯直升飞机”控股公司组装总值将近1500亿卢布的三百多架直升飞机。公司总经理彼得罗夫在莫斯科举行的第五次直升飞机展览会Heli Russia-2012上发表了这一声明。他说,现在俄罗斯产品占世界军用方面的20%,占民用方面的9%。
         在Heli Russia-2012展览会上总共展出18个国家的200多个公司的产品。展览会第一天的最重大事件大概是俄罗斯中级多用直升飞机Ка-62的介绍会。它完全可以说是展览会的核心。舒适的,油漆光亮的大飞机就像豪华的大汽车:宽大的窗口,能容纳15人的宽畅机舱,舒适的坐椅。飞机重量减轻了,较节省燃料,速度较快。在雷宾斯克马达厂专门为Ка-62制造了新的气体涡轮机。但主要的是它更加安全。

        公司代表奇日科夫说:“这是实现了保障机组与乘客安全计划的第一架俄罗斯直升飞机。此外,这里利用了特别的底盘结构。有时方向盘失灵或受损,这对直升飞机十分危险。而这种直升飞机能在时速为80多公里时像普通飞机那样降落。”

        预料 Ка-62能在商业飞行、石油天然气和建筑、抢救方面得到使用。它将在2014年上市

        除了 Ка-62之外,这里还可以看到成批的“卡莫夫”,著名的米-8直升机。这种便易的飞机己几十年在50个国家飞行。市场对莫斯科米尔厂产品的需求在不断增大。今天头号客户是印度。它们在拉美也畅销。

         除了重型和中型直升飞机外,在展览会上还可以看到轻型的和称为陀螺仪的产品。它们轻便,小巧,适于商业飞行,而价格也不比好的越野汽车高。俄罗斯有几个公司专门完成对它们的具体订购。此外,还有联合企业 。专家们说,它们虽然小巧,但前途远大,能在新一代的直升飞机中占一席之地。

http://chinese.ruvr.ru/2012_05_22/75564710/

点评

这个应该发到民航机去。  发表于 2012-5-26 10:00
 楼主| JSTCVW09CD 发表于 2012-5-26 09:59 | 显示全部楼层

PS-90A3 在2011年1月认证完成。
In January 2011, the PS-90A3 aviation engine was certified.
The PS-90A3 is a modification of the PS-90A2 engine, certified in 2009. The new development from the Perm design department retains all the advantages of the PS-90A2 as a basic engine – a high reserve of jet pipe temperature, higher resources on the basic details, and better automatic control systems.
The PS-90A3 is certified in accordance with Chapter 6 of the Airworthiness Codes (Revision 3) since it provides localization of the ventilator’s rotor blade stripping. In Perm, they are currently working on how to reduce the bulk of the PS-90A2 fan casing.

现在皮尔姆手上具备的型号: PS-90A基本型, 90A1, 90A2, 90A3和90A3u.

当然还有90A-76....




点评

算是型号太少了吧。 PS-90A-76.  发表于 2012-5-26 20:07
PC90型号也太庞杂了吧,实际用于76改进和476的是?  发表于 2012-5-26 20:01
 楼主| JSTCVW09CD 发表于 2012-5-26 10:44 | 显示全部楼层
JSTCVW09CD 发表于 2012-5-26 09:59
现在皮尔姆手上具备的型号: PS-90A基本型, 90A1, 90A2, 90A3和90A3u.

当然还有90A-76....
12.05.2012

Perm designers introduced a new common engine (PS-90A3u) to their customers

In April 2012, a conference named The Prospects of the PS-90A Family Development took place in Moscow. During the conference, a presentation was held to introduce the PS-90A3u engine designed to replace the PS-90A family installed on the certified Il-96, Tu-204/214, Il-76TD-90 aircrafts and their versions.


采用PS-90A3u安装到IL-76上面改进, 经济性等各个方面将提升不少。
 楼主| JSTCVW09CD 发表于 2012-5-27 13:16 | 显示全部楼层
为了保持和扩大对于CF-34-10改型的竞争优势, 土星对于Sam-146下一步的改进主要方向:

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A. 采用复合材料叶片。减重并提高效率。
B. 增加复合材料在结构部件的用量
C. 用于提高涡轮效率的新设计方法
D. 金属化合物制造LPT减重 ( PD-14方案)
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 楼主| JSTCVW09CD 发表于 2012-6-5 20:03 | 显示全部楼层
The engine of the fifth generation PD-14 was a gift for "PMZ"

On May 30 the first engine of the fifth generation PD-14 was assembled and sent to test , which has become the perfect gift for the birthday of the plant.





第一台PD-14完成总装并于5月30日开始进行测试......



 楼主| JSTCVW09CD 发表于 2012-6-5 23:39 | 显示全部楼层
http://en.rian.ru/business/20120605/173864951.html
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官方消息。

PD-14第一台原型机正式开始测试.......

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Russia’s G5 Aircraft Engine Starts Testing
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Russia’s first fifth-generation aircraft engine, PD-14, has been sent assembled and sent for a test program, the manufacturer said on Tuesday.

The PD-14, developed by Aviadvigatel, a Perm-based manufacturer of civil and military aircraft engines, as well as a host of other design bureaus and production associations, is to be installed on the MS-21 passenger jet.
 楼主| JSTCVW09CD 发表于 2012-6-14 23:01 | 显示全部楼层
JSTCVW09CD 发表于 2012-6-5 23:39
http://en.rian.ru/business/20120605/173864951.html
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亘古匆匆 发表于 2012-6-21 13:54 | 显示全部楼层
JSTCVW09CD 发表于 2012-6-14 23:01
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他这个发动机是多大推力的啊?推比是多少啊?
 楼主| JSTCVW09CD 发表于 2012-6-22 16:11 | 显示全部楼层
亘古匆匆 发表于 2012-6-21 13:54
他这个发动机是多大推力的啊?推比是多少啊?

民航发, 9-18吨范围。
 楼主| JSTCVW09CD 发表于 2012-7-5 18:27 | 显示全部楼层


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vfvf 发表于 2012-9-27 13:21 | 显示全部楼层
http://www.4-traders.com/PERMSKIE-MOTORY-OAO-9624306/news/Permskie-Motory-OAO-The-PD-14-advanced-technology-demonstrator-engine-has-passed-the-first-examina-15195636/
The specialists of Aviadvigatel design bureau have successfully completed testing of the technology demonstrator-engine in early September.
九月初, Aviadvigatel已成功完成技术验证发动机的测试工作,

The certification of PD-14 engine’s production was started by Perm Engine Company
皮尔姆已经开始生产型发动机认证,取证;第一阶段已经过去了,第二阶段12月开始
The second stage of the certification will be held in December 2012

The serial production of the engine will be launched by Perm Engine Company in 2016
系列化量产,2016年

点评

这么快啊 ,PD-18 PD-30 也有进展了吗  发表于 2012-9-27 18:41
vfvf 发表于 2012-9-28 08:43 | 显示全部楼层
vfvf 发表于 2012-9-27 13:21
http://www.4-traders.com/PERMSKIE-MOTORY-OAO-9624306/news/Permskie-Motory-OAO-The-PD-14-advanced-tec ...

PD 18, PD30没有说,不知道,
shaolin1254 发表于 2012-10-1 11:04 | 显示全部楼层
PD-14: technology demonstrator kicks off tests
The United Engine Corporation (UEC) pins its hopes for the progress of Russian airliner and freighter engine-making on the new-generation 12,500-15,600-kgf PD-14 turbofan engine development programme. The PD-14 is the first one in the family of advanced 9–18-tf engines under development by a large pool of UEC’s subsidiaries with Aviadvigatel JSC in Perm as prime contractor.

30 May 2012 saw the completion of the assembly of the first PD-14 demonstrator prototype in Perm, and the engine entered its bench tests in June. A full-scale PD-14 mockup will be unveiled by UEC at this airshow in Farnborough.

The PD-14 is a two-shaft split-exhaust direct-drive turbofan engine. All engines in the family have a common core with the eight-stage high-pressure compressor, annular low-emission combustor and two-stage high-pressure turbine. The PD-14 baseline model will be fitted with the 1,900-mm single-stage fan (the same diameter as that of the PS-90A), three-stage low-pressure compressor and six-stage low-pressure turbine.

The baseline model of the PD-14 with the 14,000-kgf takeoff thrust is designed for powering the MC-21-300 airliner. The shorter version, the MC-21-200, is supposed to be equipped with 12,500-kgf PD-14A engines, and the PD-14M enhanced-thrust (15,600 kgf) variant is designed to fit the MC-21-400 stretch.

According to calculations, the PD-14 is on a par with its foreign rivals PW1400G and LEAP-X in terms of fuel efficiency, while having a slightly lower bypass ratio.

The engine development and production efforts have involved most of UEC’s subsidiaries, with the leading part being played by Perm-based Aviadvigatel as prime contractor responsible for the development of the core, fan, low-pressure compressor, low-pressure turbine, engine nacelle, reverser, accessory drive assembly and noise-eliminating structures and by the Perm Engine Company as prime manufacturer responsible for the manufacture of the core, engine nacelle and reverser and for final assembly. NPO Saturn is taking part in the development of the fan and low-pressure compressor, UMPO in the manufacture of the fan, low-pressure compressor and low-pressure turbine, NPP Motor in the development of the low-pressure turbine, Salut (soon to join UEC in coming years) in the development and manufacture of the compressor interstage casing and accessory drive assembly, STAR in the development and manufacture of the FADEC system, etc.

Research into advanced commercial aircraft engines was launched in Perm with support of CIAM as far back as 1999. The requirements specification for the engine to power the MC-21 was released in late 2007. Gate I, during which the PD-14 concept was proven, was passed in July 2008. After that, full-scale engine unit designing as well as development and productionising of critical technologies relevant to the development of a new turbofan family had been launched in Perm within two years. The conceptual design approval (Gate II) was took place in March 2010.

Gate III, which provides the final decision on the engine configuration and preliminary design approval, was cleared in July 2011. In a little more than a year between Gates II and III, the core engine demonstrator was developed and put through the first stage of tests, the high-pressure compressor cleared the first stage of its trials, high-pressure turbine blades were made of advanced efficient-cooling materials and mounted on the core engine and demonstrator units were made of high-strength composite parts in addition to the approval of the preliminary design.

The bench tests of the PD-14’s core demonstrator commenced in Perm in autumn 2010. Its first bench start took place on 26 November 2010. Concurrently, Aviadvigatel launched the manufacture and assembly of the engine technology demonstrator. The latter’s bench tests began in June. In 2014 the demonstrator is planned for kicking off the flight test phase using a Il-76LL flying testbed. The certification of the PD-14’s baseline model is slated for 2014, which is to enable the engine to hit the market in 2015–2016 – bang in the run-up to the emergence of the MC-21.

http://en.take-off.ru/news/107-j ... tor-kicks-off-tests
shaolin1254 发表于 2012-10-1 11:05 | 显示全部楼层
本帖最后由 shaolin1254 于 2012-10-1 11:06 编辑

PD-30: future Russian thirty-tonner

The Samara Kuznetsov JSC, a subsidiary of the United Engine Corporation (UEC), known for its powerful engines mounted by long-range bombers, is running pilot work on an advanced turbofan with a thrust of 30 tf for airliners and freighters, designated as PD-30. In the future, such an engine could power future passenger and cargo planes, being developed under the Aircraft 2020 programme, and the upgraded Antonov An-124-300 Ruslan heavylifter as well.

To date, the most powerful commercial turbofan in the former Soviet states is the Ivchenko-Progress D-18T with a thrust of 23.4 tf. It is built by MOTOR SICH company in Zaporozhye, Ukraine. Russia has no higher-thrust engine, though the need of it has been for long. As far back as the 1990s, Kuznetsov designed the NK-44 turbofan with a thrust of about 40 tf. At the time, the economic situation prevented the development to be completed. Several years ago, there were reports of the second attempt – the commencement of the work on the NK-65 engine with a thrust of 18–30 tf. It was admitted that developing an engine from scratch would be long and very expensive. Therefore, the developer emphasised using the backlog available – the upgraded NK-32 afterburning turbofan’s core and the experience drawn from the long-suffering NK-93 – but also using advanced technologies, materials and a digital design system.

Now, the company is trying to address the problem yet again. According to Kuznetsov General Designer Dmitry Fedorchenko, the PD-30 design is a derivative of the NK-65. Its development is not overly ambitious: the PD-30 is only to achieve ‘up-to-date’ characteristics and be on a par with such foreign analogues, as the Rolls-Royce Trent, General Electric GEnx and CF6-80E1, GP7270, PW4460, etc.

To reduce risks, R&D costs and development time and optimise full-scale production, Kuznetsov is going to use its gearbox and low-emission combustor technology advance and take the production NK-32’s modified core as a basis of the future design. The government ordered a resumption of the full-rate production of the NK-32 in support of the Defence Ministry, but the volume of production required is small, which will make the use of its core under other programmes, particularly, the PD-30, come in handy.

“The PD-30 engine will have the bypass design with the gearbox and split exhaust in the ducts”, said Dmitry Fedorchenko. “The modification of the core engine should be aimed at ensuring the stated parameters, including a considerable increase in the gas-dynamic characteristics of the blade units. In the course of the modification, the low-pressure turbine and compressor, gearbox, single-stage fan and control, monitoring and diagnostic system are designed anew. The gearbox will ensure the optimal revolutions of the fan and low-pressure turbine and also transfer the power to the fan by means of the shaft of the low-pressure turbine inside the medium-pressure turbine”.

According to the design data released during the Engines 2012 salon in April, the PD-30 will have a takeoff thrust of 29,500 kgf along with a bypass ratio of 8.7, an airflow rate of 1,138 kg/s and an inlet air temperature of 1,570K. The specific fuel burn will equal 0.535 kg/kgf*h in cruising mode (H=11 km, M=0.76). According to the requirements specification, the PD-14 fan diameter measures 2,950 mm, and the weight of the engine without its reverser accounts for 5,140 kg. The design and technological solutions implemented in the PD-30 include the use of blisk technologies in the high- and medium-pressure compressors, monocrystal cast blades of the high- and medium-pressure turbines, hollow fan and low-pressure turbine blades, etc.

The development of the PD-30 is planned to build on the expertise resultant from the development of another advanced Russian engine, the PD-14. To manufacture the engine demonstrator and then run the production of the PD-30, proposals have been made to subcontract other Russian companies, e.g. UMPO, Salut, NPO Saturn, Aviadvigatel, etc.

http://en.take-off.ru/news/107-j ... russianthirtytonner
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