Large, especially suitable for high-speed high-altitude flight. Because it can't start by itself, its performance is poor at low speed, and its application range is limited. It is only used for missiles and air-launched target bombs. To sum up, all the above engines suck air from the atmosphere as oxidant for fuel combustion, so they are also called air-breathing engines. Others include rocket engines, pulse engines and aero engines. Propellants (oxidants and combustibles) of rocket engines are carried by themselves, which consumes a lot of oil and cannot work for a long time. Generally used as the engine of launch vehicle, it is only used for short-term acceleration (such as starting accelerator) on the plane. Pulse engine is mainly used for low-speed target aircraft and aviation model aircraft. The aero-motor driven by solar cells is only used in light aircraft and is still in the experimental stage. Edit the development history of this paragraph 1. In the early period of piston engine, liquid-cooled engine was dominant. A long time ago, our ancestors fantasized about flying freely in the sky like birds and made various attempts, but most of them failed because the power source problem was not solved. At first, someone tried to put a specially designed steam engine on the plane, but the engine was too heavy and failed. By the end of 19, the internal combustion engine began to be used in cars. People thought of using the internal combustion engine as the power source of aircraft flight and began experiments in this field. 1903, the Wright brothers modified a 4-cylinder, horizontal in-line water-cooled engine, and successfully used it in their "Voyager I" aircraft for flight test. This engine only produces 8.95 kW of power, but its weight is 8 1 kg, and its power-to-weight ratio is 0. 1 1kW/daN. The engine drives two wooden propellers with a diameter of 2.6 meters through chains similar to those on two bicycles. The blank time of the first flight is only 12s, and the flight distance is 36.6m, but it is the first successful powered, manned, sustained, stable and operable aircraft flight heavier than air in human history. After that, aviation, especially in Europe, began to flourish under the impetus of the use of aircraft for war purposes, and France was in a leading position at that time. Although the United States invented the power plane and made the first military plane, it didn't even have a new plane when it entered the war. Among the 6,287 aircraft of the US Air Force squadron at the front, 479 1 aircraft are French aircraft, such as Spade fighter equipped with Ispano-Siza V liquid-cooled engine. The power of this engine has reached 130~220kW, and the power-to-weight ratio is about 0.7kW/daN. The speed of the aircraft exceeded 200km/h and the ceiling was 6650m m. At that time, the flight speed of the aircraft was still relatively small, and it was difficult to cool the air-cooled engine. In order to cool down, the engine is exposed and the resistance is high. So most planes, especially fighters, use liquid-cooled engines. During this period, the rotating cylinder air-cooled star engine invented by French Segan brothers in 1908 was popular for some time. This kind of engine with fixed crankshaft and rotating cylinder was finally limited by the increase of power. After solving the cooling problem of air-cooled star engine with fixed cylinder, it withdrew from the historical stage. Important technical inventions between the two world wars During the two world wars, several important inventions appeared in the field of piston engines: the engine fairing not only reduced the aircraft resistance, but also solved the cooling difficulty of air-cooled engines, and even designed engines with two or four rows of cylinders, which created conditions for increasing power; The exhaust gas turbocharger increases the intake pressure at high altitude and improves the high altitude performance of the engine. Variable pitch propeller can improve the efficiency of propeller and the power output of engine; The cooling exhaust valve filled with metal sodium solves the overheating problem of the exhaust valve; Injecting the mixed liquid of water and methanol into the cylinder can increase the power by one third in a short time; High-octane fuel improves the anti-explosion performance of fuel, and gradually increases the pre-combustion pressure in the cylinder from 2~3 to 5~6 or even 8~9, which not only improves the power, but also reduces the fuel consumption. Since the mid-1920s, air-cooled engines have developed rapidly, but liquid-cooled engines still occupy a place. During this period, after the fairing solved the problems of resistance and cooling, the air-cooled star engine developed rapidly because of its advantages of high stiffness, light weight, reliability, good maintainability and survivability, and great power growth potential, and began to replace the liquid-cooled engine in large bombers, transport planes and ground attackers. In the mid-1920s, Wright Company and Pratt & Whitney Company in the United States successively developed single-row "Cyclone" and "Hurricane" and "Bumblebee" and "Bumblebee" engines, with the maximum power exceeding 400kW and the power-to-weight ratio exceeding 1 kW/Dan. By the outbreak of World War II, due to the successful development of the double exhaust cold star engine, the engine power was increased to 600~820kW. At this time, the flight speed of the propeller fighter has exceeded 500km/h, and the flying height has reached10000 m. During the Second World War, the air-cooled star engine continued to develop towards high power. There are two rows of "Double Hornets" (R-2800) and four rows of "Giant Hornets" (R-4360) Pratt & Whitney. The former was fixed at 1 in July, 1939, with an initial power of 1230 kW. Five series of dozens of modifications were developed, and the final power reached 2088kW, which was used in a large number of military and civilian aircraft and helicopters. Only the P-47 fighter has produced 24,000 R-2800 engines, of which the maximum speed of the P-47 J has reached 805 km/h. Although it is controversial, it is said to be the fastest fighter in World War II. This kind of engine occupies a special position in aviation history. R-2800 is always placed in the center of an aviation museum or exhibition. Even some aviation history books say that it would be much more difficult for the Allies to win the Second World War without the R-2800 engine. The latter has four rows and 28 cylinders with displacement of 7 1.5L and power of 2,200 ~ 3,000 kW. It is the most powerful piston engine in the world, which is used in some large bombers and transport planes. 194 1 year, the B-36 bomber designed around six R-4360 engines is one of the few propellers, but it has not been put into use. Wright's R-2600 and R-3350 engines are also famous double exhaust cold star engines. The former 1939, power 1 120kW. It was used in the first Boeing "FAST Sail" 314 four-engine seaplane to transport passengers across the Atlantic, as well as some smaller torpedo planes, bombers and attack planes. The latter was put into use on 194 1, with an initial power of 2088kW, which was mainly used for the famous B-29 "air fortress" strategic bomber. R-3350 developed an important modification after the war-turbine combined engine. The exhaust of the engine drives three exhaust turbines evenly distributed along the circumference, and each turbine can generate 150kW power at the maximum state. In this way, the power of R-3350 is increased to 2535kW, and the fuel consumption rate is as low as 0.23 kg/(kW h). 1September, 1946, the P2V 1 Neptune aircraft with two R-3350 turbine engines set a world record of 18090km flying distance without refueling in the air. The competition between liquid-cooled engine and air-cooled engine continued in World War II. Although the liquid-cooled engine has many shortcomings, it has a small windward area, which is particularly beneficial to high-speed fighters. Moreover, the fighter plane has a high flying height, is less threatened by ground fire, and the vulnerability of the liquid-cooled engine is not prominent. Therefore, it has been applied in many fighters. For example, four of the five largest fighters produced by the United States in this war used liquid-cooled engines. Among them, it is worth mentioning the Merlin engine of British Rolls-Royce Company. When it first flew on a hurricane fighter in June 1935 1 1, its power reached 708kW. 1936 when flying on the Spitfire fighter, the power increased to 783kW. These two planes are famous fighters during World War II, with speeds of 624km/h and 750km/h respectively. At the end of the war, the power of Merlin engine reached 1238kW, and even set a record of 149 1kW. American Parker Company produced Merlin engine according to patent, which was used to modify P-5 1 Mustang fighter, making an ordinary plane the best fighter in wartime. The Mustang fighter used an unusual five-blade propeller. After installing Merlin engine, the maximum speed reaches 760km/h and the flying altitude is 15000m. In addition to the fastest speed at that time, another outstanding advantage of the Mustang fighter was its amazing voyage capability, which could escort allied bombers all the way to Berlin. By the end of the war, Mustang fighters had shot down 4,950 enemy planes in air combat, ranking first in the European battlefield. In the Far East and the Pacific, it was the addition of the F6F Hellcat fighter equipped with an air-cooled engine that ended the dominance of the Japanese Zero fighter. Aviation historians regard Mustang as the pinnacle of propeller fighter. The most important technological advances after World War II are direct fuel injection, turbine engines and low-pressure ignition. Driven by the two world wars, the performance of the engine has improved rapidly. The single machine power increased from less than 10 kW to about 2500 kW, the power-to-weight ratio increased from 0.65,438+065,438+0 kw/Dan to about 65,438+0.5 kw/Dan, the rising power increased from several kilowatts per liter to forty or fifty kilowatts, and the fuel consumption increased from about 0.50 kg/dan. The renovation life was extended from dozens of hours to 2,000 ~ 3,000 h. By the end of World War II, the piston engine had developed quite well, and the flight speed of the propeller aircraft powered by it increased from 16km/h to nearly 800 km/h, and the flying height reached15,000 m. It can be said that the piston engine has reached the peak of development. After the end of World War II, the jet era began with the invention of turbojet engine, and the piston engine gradually withdrew from the main aviation field. However, the horizontal cylinder piston engine with power less than 370 kW is still widely used in light and low-speed aircraft and helicopters, such as administrative machines, agricultural and forestry machines, exploration machines, sports machines, private aircraft and various drones. Rotary piston engines have appeared on unmanned aerial vehicles, and NASA is also developing a new two-stroke diesel engine using aviation kerosene for the next generation. NASA has implemented the General Aviation Propulsion Plan to provide safe, comfortable, simple and low-cost power technology for future general light aircraft. This kind of light aircraft has about 4-6 seats and the flying speed is about 365 km/h. One scheme is to use turbofan engine, and the supporting aircraft is slightly larger, with 6 seats and high speed. Another scheme is to use diesel cycle piston engine, with its four aircraft, and the speed is low. The requirements for the engine are: power150 kw; ; The fuel consumption rate is 0.22kg/(kW h); Meet future emission requirements; The manufacturing and maintenance costs are reduced by half. By 2000, the ground test of the engine had been carried out for more than 500h, the power reached 130 kW, and the fuel consumption rate was 0.23 kg/(kw h). 2. The second period of gas turbine engine period is from the end of World War II to the present. In the past 60 years, the aviation gas turbine engine has replaced the piston engine, creating the jet era and occupying the leading position of aviation power. Driven by the development of technology (see table 1), turbojet engine, turbofan engine, turboprop engine, turbofan engine and turboshaft engine have played their respective roles in different flight fields in different periods, making the performance of the aircraft reach a new level. Turbojet/turbofan engine The centrifugal turbojet engines WU and HeS3B were successfully developed by whittle in Britain and Germany in July 1937 and September 1937, respectively. The former has a thrust of 530daN, but Gloucester E28/39, which made its first flight in May 194 15, is equipped with its improved W 1B, with a thrust of 540daN and a thrust-to-weight ratio of 2.20. The latter has a thrust of 490daN and a thrust-to-weight ratio of 1.38. It was first installed on Henkel's He- 178 aircraft on August 27th, 1939, and its flight test was successful. This is the world's first successful test flight jet, opening a new era of jet propulsion and aviation. The first practical turbojet engine in the world is German Yumo -004, 1940, 10, and the bench test has started. 1941February thrust reached 980daN, and in July 1942 was installed in Messerschmitt. From September 1944 to May 1945, Me-262*** shot down 6 13 allied planes and lost 200 (including non-combat losses). The first practical turbojet engine in Britain was introduced by rolls royce Company in April 1943 by Willand, with a thrust of 755daN and a thrust-to-weight ratio of 2.0. After the engine was put into production that year, it was equipped with a "Meteor" fighter and handed over to the British Air Force on May 1944. The plane successfully intercepted the German V- 1 missile over the English Channel. After the war, the United States, the Soviet Union and France successively developed their first generation turbojet engines by purchasing patents or with the help of information and personnel obtained from Germany. Among them, J47 axial-flow turbojet engine of American General Electric Company and RD-45 centrifugal turbojet engine of Soviet kerimov Design Bureau have a thrust of about 2650daN and a thrust-to-weight ratio of 2~3. They are installed in F-86 and MIG-1949 and 1948 respectively. These two types of aircraft launched a life-and-death air battle in the Korean War. In the early 1950s, the use of afterburner greatly increased the thrust of the engine in a short time, which provided enough thrust for the aircraft to break through the sound barrier. Typical engines are American J57 and Soviet RD-9B. Their afterburning thrust is 7000 Dan and 3250 Dan respectively, and the thrust-to-weight ratio is 3.5 and 4.5 respectively. They are installed on supersonic single-engine F- 100 and double-engine MIG-19 fighters respectively. In the late 1950s and early 1960s, various countries developed a number of turbojet engines suitable for aircraft flying over M2, such as J79, J75, Ewen, Olympus, Atta9c, R- 1 1 3, and the thrust-to-weight ratio has reached 5~6. In the mid-1960s, J58 and R-3 1 turbojet engines were also developed for M3 class aircraft. By the early 1970s, the Olympus 593 turbojet engine used by Concorde supersonic passenger plane was finalized, with the maximum thrust reaching 17000 Dan. Since then, no important turbojet engine has come out. The development of turbofan engine originated from World War II. The first turbofan engine in the world is DB670 (or 109-007) developed by Daimler-Benz in Germany. 1943 reached 840 kg thrust on the experimental platform in April, but it could not be further developed due to technical difficulties and war reasons. The world's first mass-produced turbofan engine is Conway 1959, with a thrust of 5730 Dan, which is used in VC- 10, DC-8 and Boeing 707 passenger planes. The bypass ratio is 0.3 and 0.6, and the fuel consumption is lower than that of the turbojet engine at the same time 10%~20%. 1960, based on the JT3C turbojet engine, the United States successfully developed a JT3D turbofan engine with thrust exceeding 7700daN and bypass ratio 1.4, which was used in Boeing 707 and DC-8 passenger planes and military transport planes. Future turbofan engines will develop in two directions: military afterburner engines with low bypass ratio and civil engines with high bypass ratio. In the aspect of military afterburner turbofan engines with low bypass ratio, Spey -MK202 and TF30 were developed on the basis of civil turbofan engines in the 1960s in Britain and America, which were respectively used in the Ghost F-4M/K fighter aircraft purchased in Britain and the American F11(later used in F-/KLOC-0. Their thrust-to-weight ratio is similar to that of turbojet engines of the same period, but the fuel consumption in the middle is low, which greatly increases the range of the aircraft. In the 1970s and 1980s, countries developed turbofan engines with a thrust-to-weight ratio of 8, such as the American F! 00, F404, F 1 10, RB 199 in three western European countries, RD-33 and AL-3 1F in the former Soviet union. They are equipped with the third generation fighters currently at the front line, such as F- 15, F- 16, F- 18, Gale, MiG -29 and Su -27. At present, the turbofan engine with thrust-to-weight ratio 10 has been successfully developed and will soon be put into service. Including American F-22/F 1 19, Western Europe's EFA2000/EJ200, French gust /M88. Among them, F-22/F 1 19 has the representative characteristics of the fourth generation fighter-supersonic cruise, STOL, super maneuverability and stealth capability. JSF power plant F 136 for supersonic vertical takeoff and short-distance landing is under development and is expected to be put into use from 20 10 to 20 12. Since the first generation turbofan engine with thrust exceeding 20,000 Dan was put into use in 1970s, a new era of large wide-body passenger aircraft has been created. Later, Gao Han Dobby turbofan engines with different thrust levels of less than 20000daN were developed, which were widely used in various trunk and regional aircrafts. More than 10000 ~ 15000daN CFM56 series has been produced 13000 units, which has set a record that the service life of aircraft exceeds 30000h·h h. The civil turbofan engine is still in use, the cruise fuel consumption is reduced by half, the noise is reduced by 20dB, and the CO, UHC and NOX are reduced by 70% respectively. In the mid-1990s, Boeing 777 was equipped with the second-generation Gao Han turbofan engine with a thrust of over 35,000 Dan. Among them, GE GE90- 1 15B set a world record of engine thrust of 56,900 Dan in February 2003. At present, Pratt & Whitney is developing a new generation turbofan engine PW8000. This gear-driven turbofan engine has thrust 1 1 000 ~16000 Dan, bypass ratio11,and fuel consumption is reduced by 9%. Turboprop/turboshaft engine The first turboprop engine was designed by Hungary in 1937 and put into trial operation in 1940. The aircraft was originally planned to be used for domestic RMI- 1 X/H dual-engine reconnaissance/bomber in varga, but the aircraft project was cancelled. From 65438 to 0942, Britain began to develop its first turboprop engine, Rolls-Royce RB.50 Trent. This machine was put into operation for the first time in June 1944. After 633 hours of trial operation, it was installed on a Gloucester "Meteor" fighter on September 20, 1945, and carried out 298 hours of flight experiments. Later, Britain, the United States and the former Soviet Union successively developed Dart, T56, AI-20 and AI-24 turboprop engines. These turboprop engines have low fuel consumption and large takeoff thrust, and are equipped with some important transport planes and bombers. The turboprop engine T56/50 1 commissioned by the United States in 1956 was installed on the C- 130 transport plane, P3-C reconnaissance plane and E-2C early warning aircraft. Its power range is 2580 ~ 44 14 kW, and there are several military and civilian series. More than 17000 turboprop engines have been produced and exported to more than 50 countries and regions. It is one of the largest turboprop engines in the world and is still in production. The maximum power of HK- 12M in the former Soviet Union reached 1 1000kW, which was used for Tu -95 Bear Bomber, An -22 military transport aircraft and Tu-1/4 civil transport aircraft. Due to the limitation of propeller in absorbing power, size and flying speed, turboprop engine is gradually replaced by turbofan engine in large aircraft, but it still has a place in small and medium-sized transport aircraft and general aircraft. PT6A engine of Pratt & Whitney Canada is a typical example. Over the past 40 years, this engine series with power range of 350~ 1 100kW has developed more than 30 modifications, which have been applied to nearly 100 kinds of aircraft in 144 countries, and * * * has produced more than 30,000 aircraft. AE2 100 is a new generation of high-speed regional aircraft developed by the United States on the basis of T56 and T406 in the 1990s. It is the most advanced turboprop engine at present, with a power range of 2983~5966 kW and extremely low take-off fuel consumption of 0.249 kg/(kW h). Recently, four western European countries decided to develop a TP400 turboprop engine for the European medium-sized military transport aircraft A400M. The engine is based on the core engine of French M88, with a power of 7460kW, and it is planned to be finalized in 2008. There was a wave of fan engine fever in the late 1980 s, and its performance was between turboprop engine and turbofan engine. Some famous engine companies have made predictions and tests to varying degrees, among which GE's ductless fan (UDF)GE36 has made flight tests. For various reasons, only the An -70/D-27 from Russia and Ukraine entered the engineering development, and it is planned to mass-produce equipment troops. However, due to the aging of aircraft technology, engine noise not meeting European standards and many problems in the test, Russia and Ukraine recently decided to abandon the equipment. Starting from 1950, Toubomeca Company of France developed a 206 kW Adoste I turboshaft engine and equipped it with S52-5 helicopter of the United States. After the first flight, the turboshaft engine gradually replaced the piston engine and became the most important power form in the helicopter field. In the past half century, the fourth generation turboshaft engine has been successfully developed, and the power-to-weight ratio has been increased from 2kW/daN to 6.8~7. 1 kW/daN. The third generation turboshaft engine was designed in 1970s and put into production in 1980s. The main representative models are Machila, T700-GE-70/KOOC-0/A, TV3-/KOOC-0/7VM, equipped with AS322 "Super Jaguar", UH-60A, AH-64A, Mi -24 and Ka -52. The fourth generation turboshaft engine is a new generation engine developed in the late 1980s and early 1990s. Representative models are RTM322 jointly developed by Britain and France, T800-LHT-800 of the United States, MTR390 jointly developed by Germany, France and Britain and TVD 1500 of Russia, which are used for NH-90 and EH- 1065438+. The world's largest turboshaft engine is Ukraine's D- 136, with a takeoff power of 7500 kW. The Mi -26 helicopter with two engines can carry 20 tons of cargo. The tilting rotorcraft V-22 powered by T406 turboshaft engine broke through the upper limit of the flight speed of conventional rotorcraft 400 km/h, and suddenly increased to 638 km/h. At present, the United States is preparing the Army's plan, using the achievements of the first and second phases of the high-performance turbine engine technology (IHPTET) to improve the UH-60A Black Hawk /AH-64A Apache. The goal of CEP is to reduce fuel consumption by 25-30%, increase power-to-weight ratio by 60%, minimize procurement cost and maintenance cost by 20%, increase helicopter range by 60% or load by 70%, and reduce the burden of logistics service and maintenance. The engine power produced by CEP project is limited to 2240kW. In order to meet the power demand of future transport rotorcraft (FTR), the second and third stages of engine verification plan using IHPTET technology will be started in fiscal year 2004. The power of this engine is 7460kW, and its engineering and manufacturing development (EMD) will be carried out in fiscal year 2008-20 10. It is estimated that FTR can double the range or load compared with the current heavy transport helicopters. The significant technical progress made by aviation gas turbine engines in the past 60 years can be illustrated by the following figures: the thrust-to-weight ratio of active fighter engines has increased from 2 to 7~9, and those that have been finalized and will be put into use will reach 9~ 10. The maximum thrust of the large bypass ratio civil turbofan engine has exceeded 50000 daN, the cruising fuel consumption has decreased from1.0 kg/(Dan h) of turbojet engine in 1950s to 0.55 kg/(Dan h), the noise has decreased by 20dB, and the CO, UHC and NOx have decreased by 70%, 90% and 45% respectively. The power-to-weight ratio of turboshaft engine for helicopter in service is increased from 2kW/daN to 4.6~6. 1 kW/daN, and those that have been finalized and will be put into use will reach 6.8~7. 1 kW/daN. The reliability and durability of the engine are doubled. Generally, the air parking rate of military engines is 0.2 ~ 0.4/ 1 0,000 engine flight hours, and that of civil engines is 0.002 ~ 0.02/ 1 0,000 engine flight hours. Fighter engines are required to pass the 4300~6000TAC cycle test, which is equivalent to normal use 10 years or more, and the life of hot-end components reaches 2000 h; The service life of the hot-end components of civil engines is 7000~ 10000 h, and the service life of the whole aircraft reaches 15000~20 000 h, which is equivalent to about 10 years.