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https://www.youtube.com/watch?v=g1FJ6rhLwXY



EJ200是歐洲四國聯合研製的先進雙轉子加力式渦輪風扇發動機,用於歐洲聯合研製的90年代戰鬥機EFA(現編號EF2000)。參加研製工作的有英國羅·羅公司、德國發動機渦輪聯合公司、義大利菲亞特公司和西班牙渦輪發動機工業公司,各占份額33%33%21%13%19858月,先由英、德和義大利三國集團發起EFA計畫,同年9月西班牙加入該集團。198612月,負責EJ200發動機研製的歐洲噴氣渦輪公司(Eurojet Turbo GmbH)在慕尼克註冊。198811月簽訂發動機研製合同,同時首台EJ200設計驗證機在德國慕尼克運轉。198912月,三台設計驗證機共積累運轉650h,達到設計驗證機要求。199110EJ200原型機首次運轉。計畫將製造20多台原型機用於地面和飛行試驗。預計1996年可能交付生產型EJ200

http://www.rolls-royce.com/products-and-services/defence-aerospace/products/combat-jets/ej200.aspx#engine-specifications
  • More than 1,100 engines delivered
  • Thrust range from 13,500 lbf dry to 20,000 lbf with reheat
  • Ideal candidate engine for new military aircraft market and for re-engining existing fighters

The EJ200 is a collaborative engine between Rolls-Royce, MTU, Avio and ITP, who formed in the late 1980s as EUROJET Turbo GmbH. The technology of the engine makes it both smaller and simpler in layout than current engines of a similar thrust class, while giving it lower fuel consumption and an unprecedented power-to-weight ratio.
The first series production Eurofighter Typhoon aircraft were flown in February 2003. In service, the EJ200 exceeds or matches the most demanding international standards for operational support required by the US, Europe and other International customers. The Typhoon flew operational missions over Libya as part of Operation Ellamy, totalling 6,000 engine hours without a reject.

The EJ200 is a twin shaft reheated turbofan, with three low pressure (LP) and five high pressure (HP) compressor stages, powered by two single-stage turbines (LP and HP). The combustor is annular with airspray injectors. The engine reheat system features a 3-stage manifold system and a convergent/divergent nozzle. Engine control is by an integrated application of blisks, wide-chord aerofoils, single crystal blades, an airspray combustion system, and an integral Full Authority Digital Engine Control (FADEC) providing low pilot workload and comprehensive fleet management capability.
SpecificationEJ200
Thrust lbf (kN)20,000 (89) reheated (13,500 dry)
Bypass ratio0.4
Pressure ratio26
Length in (m)157 (4)
Diameter in (m)29 (0.74)
Basic weight lb (Kg)2,180 (989)
Compressor3LP, 5HP
Turbine1HP, 1LP
ApplicationsEurofighter Typhoon












http://www.cannews.com.cn/2016/0308/149386.shtml


負責EJ200發動機研發、生產、維修支持和銷售的歐洲噴氣公司已經交付了超過1100EJ200,截止20157月,這種發動機已驅動“颱風”戰鬥機飛行了超過30萬小時,達到了新的里程碑。


EJ200發動機如何維修?45分鐘可整機更換!
http://www.cannews.com.cn/2016/0128/146578.shtml


[ 本帖最後由 白雲2014 於 2016-3-8 11:06 AM 編輯 ]進入香討影片區





The EJ200 started life in 1982 as the Rolls       Royce/British MoD XG-40 Advanced Core Military Engine       or ACME demonstrator. This programme, split into three phases;       technology (1982-88), engine (1984-89) and assessment (1989-95) developed       new fan, compressor, combustor, turbine (including high temperature life       prediction) and augmentor systems using advanced materials and new       manufacturing processes. The first full engine commenced rig testing in       December 1986 with the final XG-40 running for some 200 hours during 4000       cycles bringing the programme to a close in June 1995.Upon formation of the EuroJet consortium in       1986 much of the continuing XG-40 research was used for the new programme.       The requirements were for a powerplant capable of higher thrust, longer       life and less complexity than previous engines. The result was a       powerplant with similar dimensions to the Tornado's RB199 yet having       almost half as many parts (1800 against 2845 for the RB199) and delivering       nearly 50% more thrust. A very noticeable difference between the two       engines can be seen by comparing the turbine blade designs. Compared to       the RB199 the EJ200's blades are enormous and show leanings towards       sustained transonic and supersonic flight profiles.




The EJ200 is an advanced       design based on a fully modular augmented twin-spool low bypass layout.       The compressor utilises a three stage Low Pressure Fan (LPF)       and a five stage High Pressure Compressor (HPC). The fan       features wide-chord single crystal blade/disc (blisk) assemblies designed       for low weight (including the removal of guide vanes), high efficiency       operation. The three stages achieve a pressure ratio of around 4.2:1       with an air mass flow of some 77kg/s (or 170lb/s). Like the       fan the five stage compressor also features single crystal blisk       aerofoils. The use of single crystals and blade/disc units can both bring       enormous potential advantages to how the powerplant may be operated (see       fact box).



Following the fan/compression stages fuel is injected       via an annular combustor designed for low smoke operation. The key       factors in determining jet engine efficiency and achievable work are the       temperature and pressure differences attained between the engine inlet and       combustor outlet. In the EJ200's case the outlet stator temperature is in       excess of 1800K with a pressure ratio (achieved in just eight       stages) of some 25:1.
Such a high combustor temperature requires special       precautions be taken with the High Pressure Turbine, or HPT which       is directly downstream. To help reduce this problem the HPT uses air       cooled single crystal blades. However there is a limit to what can be       achieved using air cooling. In fact it eventually becomes detrimental to       use cooling because it adversely effects the achievable combustion       temperature and thus reduces efficiency. To overcome this the EJ200's HP       turbine blades also utilise a special Thermal Barrier Coating,       or TBC. This barrier is comprised of two plasma deposited layers, a       special bonding coat over which a top layer of a Nickel-Chromium-Yttrium       ceramic material is applied. Although this increases the life of the blade       and increases the achievable operating temperature it does require regular       inspection to ensure the coating remains viable. Following the single HPT       is a further single Low Pressure Turbine (or LPT) stage again       employing single crystal blades. In both the HPT and LPT a powder       metallurgy disc is employed. A titanium alloy based mono-parametric       convergent/divergent (Con-Di) nozzle completes the engine improving       achievable thrust while helping to optimise the system for different       flight profiles.

              


      Overall the EJ200 employs a very low By-Pass Ratio (the ratio of air which       bypasses the core engine or compressor stages) of 0.4:1 which gives       it a near turbo-jet cycle. Such a low BPR has the benefit of producing a       cycle where the maximum attainable non-afterburning thrust makes up a       greater percentage of total achievable output. At its maximum dry thrust       of 60kN (or 13,500lbf) the EJ200's SFC is in the order of       23g/kN.s. With reheat the engine delivers around 90-100kN (or       20,250-22,500lbf) of thrust with an SFC of some 49g/kN.s.       Compared to other engines these figures may actually seem relatively high,       however such data must be used with caution and evaluated with all other       performance data to be of any use. With reheat the engine weighs just       2286lb giving a Thrust to Weight Ratio of around 9:1.
An interesting point to note is that the baseline       production engine is also capable of generating a further 15% dry       thrust (69kN or 15525lbf) and 5% reheat output (95kN       or 21263lbf) in a so called war setting. However utilising       this capability will result in a reduced life expectancy.
Much is currently being made about supercruise,       that is the ability to cruise supersonically without the use of reheat       (afterburn) for extended periods of time. Although never stated explicitly       (as for example with the U.S. F-22) the Typhoon is capable of and has       demonstrated such an ability since early in its flight program according       to all the Eurofighter partnets. Initial comments indicated that, with a       typical air to air combat load the aircraft was capable of cruising at       M1.2 at altitude (11000m/36000ft) without reheat and for extended       periods. Later information appeared to suggest this figure had increased       to M1.3. However even more recently EADS have stated a maximum upper limit       of M1.5 is possible although the configuration of the aircraft is       not stated for this scenario (an essential factor in determining how       useful such a facility is). The ability to maintain transonic and       supersonic flight regimes without resorting to the use of reheat is       achieved mainly thanks to the advanced materials and design of the EJ200.       For times when a quick sprint is required the Typhoon can employ reheat       with an upper (design) limit of Mach 2.0.

EJ200 developmentSince the first EJ200 ran       in 1991 some 14 development engines have been constructed. The first three       plants were for design verification amassing some ~700 hours of bench test       time. Another 11 engines were then constructed and placed in Accelerated       Simulated Mission Endurance Testing, or       ASMET. These prototypes (designated EJ200-O1A) were used to verify the       engine design and reliability. During this stage the first two Development       Aircraft, DA1 and DA2 entered flight testing. Since the EJ200 had not been       certified for flight these first two aircraft were equipped with Tornado       ADV class Turbo-Union RB199-104D engines (the D signifies the removal of       the thrust reversal buckets). These have have a significantly lower dry       thrust, some 42.5kN, than the EJ200 but are approximately the same size.       In mid-1998 these RB199's were replaced with EJ200-03A models (see below).
So far over 10000 hours of combined rig testing       have been achieved of which some 2800 hours were in altitude       testing facilities. In addition the EJ200 has completed well over 650 real       flights in the various Development Aircraft from sea level to 15000m       (50000ft) and from 135kts through M2.0.

              


The       first Eurofighter to receive the (flight certified) EJ200-01A was       the Italian DA3 in 1995 with its first flight in June of that year.       The remaining development aircraft also use the EJ200 powerplant (both the       EJ200-01A and 01C), but the DA3 remains the primary engine integration       aircraft. The DA3 has been used for testing not only the EJ200 itself, but       also the Full Authority Digital Engine Control (FADEC) system and       Auxiliary Power Unit (APU). In April 1997 EuroJet completed and obtained       flight certification on the full pre-production model engine, the       EJ200-03A.
In January 1998 EuroJet signed production and       production investment contracts with NETMA for some 1500 engines worth       around DM12.5B covering the basic order of 620 Eurofighter's.       Following this in January 1999 EuroJet received official orders for the       first 363 engines to equip the 148 Tranche-1 Typhoon's as well as       providing a number of spares. In June 1999 EuroJet obtained flight       clearance for the final production standard powerplant with production       release scheduled to occur by the end of 1999. The first two production       engines were handed over to BAE on the 12th July 2001 at Rolls       Royce's Filton plant in Bristol. They were subsequently integrated into       IPA1, the first production Eurofighter, at BAE's Warton facility.

[ 本帖最後由 白雲2014 於 2016-2-9 10:02 AM 編輯 ]



EJ200 Specification
Length, m (ft,in)~ 4.0 (~ 13'2")
Diameter, m (ft,in)~ 0.85 (~ 2'9")
Dry Thrust, kN (lbf)>60 (>13500)
with Reheat, kN (lbf)>90 (>20250)
By-Pass Ratio0.4:1
Total Pressure ratio25:1
Fan Pressure ratio4.2:1
Air mass flow, kg/s (lb/s)77 (170)
SFC dry, g/kN.s23
SFC reheat, g/kN.s49



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