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Chapter 1042 Micro Precision

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    ¡°Chief, don¡¯t worry, it¡¯s enough to explode!¡± Zhuang Jianye responded in a low voice.

    "Well~~~" The head of the headquarters nodded and said nothing else, because at this moment, the aviation experts following Abdullah and Mahmoud had already gathered in front of the sample of the "honeycomb combustion chamber". One of them  A middle-aged expert from Algeria couldn't wait to ask the staff of Ascendas Group: "Can I take it down and take a look?"

    The staff did not dare to agree immediately, but looked at Zhuang Jianye. After Zhuang Jianye nodded in agreement, he said: "Yes, sir."

    "Thank you!" The middle-aged expert nodded politely, then walked forward, carefully took down the "honeycomb combustion chamber" from the display stand, and then put it in his hand to cushion it, his eyes suddenly widened: "  This combustion chamber is very light.¡±

    "It should be light. The key is how the process holes are distributed inside."

    "Yes, the combustion chamber is mainly the cooling structure of the flame tube, and the process hole in the cooling structure is the key."

    "Yes, the craft hole is the key, it has nothing to do with whether it is light or not."

    ¡­¡­

    As soon as the middle-aged expert finished speaking, he was ridiculed by the other experts. There was no way. If it were other people holding metal parts that were much lighter than imagined, they would have been sighing for a while, but everyone present was  For professionals in the aviation field, the parts on the aircraft engine should be made light. Otherwise, how would you make this thing fly into the sky?

    So these people simply skipped the boring question of whether it is light or not, and focused directly on the key point, which is the process hole on the flame tube of the aeroengine combustion chamber.

    As the saying goes, only laymen can see the excitement, but experts can see the door. As a heated component in the engine, the performance of the aero-engine combustion chamber is directly related to the overall performance of the engine, especially the full combustion of aviation fuel, which is the key to almost all aero-engines.  index.

    The problem is that in order to achieve full combustion, the temperature in the combustion chamber will rise sharply, reaching a maximum temperature of nearly 2000 degrees Celsius. Ordinary metal parts simply cannot support such high temperatures.

    what to do?

    Then we can only find a good way to efficiently cool the combustion chamber.

    Inspired by the film cooling on the turbine blades, engineers wondered whether they could replicate a film cooling structure in the flame tube of the combustion chamber, which would inhale cold air from the outside and form a film cooling structure on the inner wall of the flame tube.  An air film cooling layer keeps the inner wall temperature of the flame tube at a stable value of 1000 to 1200 degrees Celsius, ensuring the normal operation of the whole.

    Theoretically, this kind of air film cooling is feasible, but if you directly copy the air film cooling structure on the turbine blades to the flame tube, it will be a failure.

    It¡¯s not that the method is wrong, but because the entire combustion chamber also involves the key process of burning fuel. If the inhaled air impacts the fuel combustion while forming an air film, affecting the direction of heat flow and temperature, the performance of the engine will not be improved but greatly improved.  is attenuated.

    Therefore, this gas film cannot impact the burning high-temperature flame, and can only be tightly attached to the inner wall of the flame tube, just like a real film that completely separates the high-temperature flame from the inner wall of the flame tube.

    The most ideal state is that the cold air rotates clockwise around the inner wall, and strong centrifugal force is used to attach the cold air to the inner wall of the flame tube, while the high-temperature flame is fully burned in the middle to drive the turbine behind to do work.

    The problem is that it is not easy to achieve such an effect. The most critical one is the densely packed craft holes on the flame tube. It may look like a honeycomb to outsiders. The craft holes that make patients with trypophobia get goosebumps when they see it are just a few.  That way, you can get out of any iron shell.

    But in the eyes of real experienced people, every hole on it is particular. At least the position and direction are determined through complex calculations and experiments. Otherwise, it is impossible for these holes to be combined to form a tornado on the inner wall of the flame tube.  The same rotating air film.

    Of course, calculation is not the key, what is important is how to process it, which is a great test of the manufacturing background of an enterprise or even a country.

    After all, the theory of the flame tube of the aeroengine combustion chamber is very simple, and even the calculation of each hole is not difficult to determine. Even an ordinary aerodynamics undergraduate can easily handle all this, but once it is implemented by the manufacturer, it can  Could it be that a large number of companies or even a country.

    Because the processing accuracy and quality requirements for this process hole are very high, the error range cannot be greater than 0.1 micron, which means the error must be maintained below 100 nanometers.

    Yes, you read that right. The precision of this type of process hole can already be calculated in nanometers.

    There is no way to do this, because once the error is too large, it may cause inconsistency in the airflow.?, thus affecting the overall performance.

    Therefore, this kind of craft hole cannot be made by a master with many years of experience. It must use ultra-high-precision equipment, top-notch craftsmanship and astonishing stability to make such a craft that can be called a work of art.  hole.

    It is so difficult that in the world, only General Motors and Pratt & Whitney can make such process holes, and these two aerospace giants are both from the United States. In other words, only Americans have such production equipment and technology.  ability.

    So General¡¯s ge-90 can allow the Boeing 777 to lead the trend; so Pratt & Whitney¡¯s f-119 can give the f-22 a crushing advantage.

    Because these two engines use such process holes, they not only reduce the overall weight of the combustion chamber, but also allow the fuel to burn more fully, increase the temperature in front of the turbine, and ultimately increase the overall thrust of the engine.

    The manufacturing technology of Europe and Russia is not up to par, and they cannot make honeycomb-shaped process holes, so they can only lower the temperature of the combustion chamber, resulting in a failure to increase the thrust.

    Although the experts from the United Arab Emirates and Algeria are not top-notch entities, they also know the technological development direction of the world's aerospace industry and the technological trends of various countries. Therefore, when they learned that the combustion chamber displayed by Ascendas Group was of a honeycomb type, they couldn't wait to take a look.  The craft holes inside are actually embroidered pillows.

    You must know that there are many people here who have visited the details of the American-made F-119 aero engine. It is okay to fool outsiders, but there is no way to fool them

    So the middle-aged expert holding the combustion chamber was rude when the surrounding experts said this. He fumbled carefully, then moved a few buckles, and slowly pulled out the flame tube inside, waiting for him  Holding the flame tube in his hand, holding his glasses and looking at the densely packed craft holes on the outside, his head just felt buzzing: "My God, this hole turns out to be actually micro  Precision"

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