On the other side, Hao Jing and Yan Liang.
After completing the analysis of the engine surge failure, Chang Haonan finally made time to rest for a few hours.
There are still some comrades in the power joint research team who are inspecting and analyzing the damage to the No. 01 prototype to confirm the specific impact of the failure and eliminate other possible causes of the accident. It is estimated that they will have to wait until tomorrow morning.
Of course Chang Haonan does not need to complete this job.
But his mission is far from over.
After all, identifying the problem is only the first step in a long journey of thousands of miles.
The key is still to solve the problem.
Although the compressor of the turbojet engine and the air-conditioning fan he studied before can be classified as "turbine machinery", the difference between them is similar to that of the Pilot 1 and An-225, which also belong to the "aircraft" category.
After dinner, Chang Haonan took a walk around Yan Liang's factory while thinking about the next plan.
Since he has a work permit from the August 3rd Project on his chest, he can naturally move freely throughout the entire site. Only a few buildings or rooms require additional permissions, and normal walking is obviously impossible and there is no need to go to such places. .
Is the 1996 Turbofan 10 coming?
In addition, there are combustion chambers, turbines, fans, bearings, tail nozzles...
"call--"
In particular, the turbojet 14 is an existing design. If modifications are to be made, the original design ideas must be retained.
But he borrowed a joke that was popular on the Internet before he was reborn.
——Tathagata.
Although the design goals have not been changed and the design location has been changed as many times as the Turbofan 6, it is inevitable to overturn the overall design plan many times.
It cannot hold up the future sky of a great country.
"There still has to be a team, and it has to be a team with me as the main player."
Because it is necessary to fully understand the internal flow of the cascade, especially the rules of separation flow.
Intentionally creating a high-angle-of-attack decoupling flow pattern for the aircraft, and using the concentrated vortices generated by flow separation to obtain additional vortex lift. This not only greatly increases the lift of the wing, but also greatly expands the range of the wing's angle-of-attack, making the aircraft's performance unprecedented. A leap.
At this time, nearly 10 years have passed since the establishment of the Turbofan 10 project, but what about the progress of the project itself...
Thinking of this, he stopped and prepared to walk back.
In addition to the "output" process of promoting the new models and new theories he has developed, he also needs an "input" process.
In terms of numerical simulation, it can probably only achieve two-dimensional steady calculations, which are even some distance away from quasi-three-dimensional calculations.
Chang Haonan once again thought of the field of aircraft design that he was more familiar with and experienced.
This idea jumped into Chang Haonan's mind almost without warning.
The turbofan 10 project initiated in 1987 and the turbojet 14 developed almost simultaneously.
In fact, this is also normal.
Chang Haonan let out a long breath.
So along the way, Chang Haonan's mind was completely focused on aviation engines.
After a period of research on swept blades, Chang Haonan is confident that he can solve this problem quickly. As long as the efficiency of the 410 factory responsible for engine manufacturing can keep up, it will not have a particularly significant impact on the progress of the 83rd Project.
Although at the beginning of his rebirth, Chang Haonan had already realized that his own strength alone was completely insufficient.
But after all, he underestimated how quickly the pressure would come.
Once the flow separation caused by the airflow expansion flow in the compressor occurs, it is no longer within the range that the above flow pattern can describe.
Of course, it's difficult.
Before he was reborn, he was not a powerful person. He only knew a lot of things but didn't know why.
That is to let others be responsible for constructing the basic thinking framework, or at least provide him with sufficient theoretical knowledge.
Since conditions other than wall flow were not considered from the beginning, it is almost inevitable that flow disorder or loss of control will occur under non-design conditions.
From this perspective, the most direct and effective way is to increase the stall margin and delay the occurrence of flow separation by changing the blade design.
The steady wall flow pattern mentioned earlier has its limits after all. On this theoretical basis, it is almost impossible to design a compressor with high pressure ratio and high load.
About twenty years ago, the design idea of the aerodynamic distribution of the aircraft shape crossed from "steady attached flow pattern" to "steady/detached vortex mixed flow pattern".
After being reborn, I have only taken along a few people like Lin Shikuan so far.
This is reflected in the products at the stage when fighter jets evolve from second-generation aircraft to third-generation aircraft.
That is, from "suppressing flow separation" to "utilizing flow separation"——
But for the Chinese Air Force, which is about to enter the third-generation aircraft era, the Turbojet 14 can only be a transition.
Typical examples are from Newton's classical mechanics and Maxwell's classical electromagnetism, to relativity and quantum mechanics.
There is no doubt that the system's capabilities are powerful, but there are also two limitations. One is the points requirement, and the other is that one needs to have a certain theoretical foundation first and complete the basic idea framework before the project can be formed.
Chang Haonan's thoughts flew to further places involuntarily.
After the design is completed, it must be implemented into manufacturing.
Because there are two sides to the matter of flow separation.
The traditional idea of "steady wall flow pattern" has been used in the current impeller machinery design system.
"Can this kind of thinking be introduced into the aerodynamic design of the compressor?"
…
The current work of improving the turbojet 14 seems to be a good opportunity.
In terms of boundary layer flow, we have just completed the "from complex to simple" stage.
A common path taken by scientific research is from complexity to simplicity, and then from simplicity to complexity.
And the above mentioned are only problems in the field of aero-engine compressor design.
Turbofan 10.
At this time, the turbofan 10 should be in the process of a certain design reset.
It is truly the Tathagata.
Opening the system panel and looking at the person with only level 1 engineering experience, Chang Haonan shook his head mockingly.
Or Schrödinger's progress.
Thinking of this vast knowledge, Chang Haonan's brain felt a little swollen.
Before rebirth, I had only led small projects with no more than 4 people including myself.
J-10 and J-11, both third-generation aircraft have the same target power.
Basically there is no progress.
It can be said that without any engine design experience, even second-generation engines such as the turbojet 14 have obvious traces of patchwork and reference, let alone the situation of the turbofan 10.
There is progress, but not enough.
Even the original plan was changed midway.
First, abstract the specific natural phenomenon into a simpler model, and obtain a basic understanding after conducting research. Then gradually cancel the assumptions made, modify and expand on the basis of the basic understanding, until finally the answer to the complex specific phenomenon is obtained. A comprehensive understanding of.
