pipe. The reverser casing is connected to the aircraft structure or directly to the engine. The casing supports the two reverser doors, the operating mechanism and, in the case of the clamshell door system, the outlet ducts that contain the cascade vanes. The angle and area of the gas stream are controlled by the number of vanes in each outlet duct.
21.
The clamshell and bucket target doors lie flush with the casing during forward thrust operation and are hinged along the centre line of the jet pipe. They are, therefore, in line with the main gas load and this ensures that the minimum force is required to move the doors.
22.
Both the clamshell door system and the bucket target system are subjected to high temperatures and to high gas loads. The components of both systems, especially the doors, are therefore
constructed from heat-resisting materials and are of particularly robust construction.
23. The cold stream thrust reverser casing (fig. 15-7) is fitted between the low pressure compressor casing and the cold stream final nozzle. Cascade vane assemblies are arranged in segments around the circumference of the thrust reverser casing. Blocker doors are internally mounted and are 22．無(wú)論是哈殼形門(mén)系統(tǒng)還是戽斗式盾牌系統(tǒng)均承受高溫和高燃?xì)廨d荷。因此，這兩個(gè)系統(tǒng)的部件，尤其是門(mén)，必須用耐熱材料和特別堅(jiān)固的結(jié)構(gòu)制成。
Thrust reversal
connected by linkages to the external movable (translating) cowl, which is mounted on rollers and tracks. Because the thrust reverser is not subjected to high temperatures, the casing, blocker doors and cowl are constructed mainly of aluminium alloys or composite materials. The cowl is double-skinned, with the space between the skins containing noise 23.冷氣流反推器機(jī)匣(圖15-7)裝在低壓壓氣機(jī)機(jī)匣和冷氣流尾噴口之間。葉柵葉片組合件沿反推器機(jī)匣的圓周呈扇形排列。阻流門(mén)安裝在里面，通過(guò)連桿與外部可移動(dòng)的(平移)整流罩相連接，可移動(dòng)的整流罩裝在一些滾棒和軌道上。因?yàn)榉赐破鞑怀惺芨邷兀詸C(jī)匣、阻流式門(mén)和可移動(dòng)整流罩主要是由鋁合金或復(fù)合材料制成。可移動(dòng)整流罩為雙層蒙皮結(jié)構(gòu)，蒙皮之間包含有吸音材料(見(jiàn)第19章)。
absorbent material (Part 19).
渦輪聯(lián)合公司
RB199發(fā)動(dòng)機(jī)
Turbo-Union RB199
英國(guó)的第一種軸流式渦輪噴氣發(fā)動(dòng)機(jī),研制始于1940年。裝在阿弗羅公司的“蘭開(kāi)斯特”（Lancaster）飛機(jī)的尾部。開(kāi)始飛行試驗(yàn)后，在格洛斯特公司的飛機(jī)上安裝了兩臺(tái)F2于1943年11月13日進(jìn)行了首次飛行。在早期出現(xiàn)的問(wèn)題后，發(fā)展了F2/4綠玉“（Beryl），推力達(dá)到4000磅，并且作為桑德斯-羅公司（Saunders Roe)的SR/A1飛艇戰(zhàn)斗機(jī)。
Metrovick F2/4 Beryl
Development of the F2, the first British axial flow turbo-jet, began in f 940. After initial flight trials in the tail of an Avro Lancaster, two F2s were installed in a Gloster Meteor and first flew on 13 November 1943. After early problems the F2/4 Beryl was developed which gave up to 4000 lb thrust and was used to power the Saunders Roe SR/A1 flying boat fighter.
梅特羅維克公司
F2／4“綠玉”發(fā)動(dòng)機(jī)
16: Afterburning
Contents
Introduction Operation of afterburning 緒言
加力燃燒的工作
結(jié)構(gòu)
Construction
Burners Jet pipe 噴嘴
噴管
推進(jìn)噴管
Propelling nozzle
Control system Thrust increase 控制系統(tǒng)
推力的增加
燃油消耗
Fuel consumption
第十六章 加力燃燒
緒言
1．加力燃燒(或復(fù)燃)是增加發(fā)動(dòng)機(jī)基本推力以提高飛機(jī)的起飛、爬升及軍用飛機(jī)的作戰(zhàn)性能的一種方法。可以使用較大的發(fā)動(dòng)機(jī)以獲得推力增加。但是因?yàn)檫@樣做會(huì)增加飛機(jī)的重量，迎風(fēng)面積及總的油耗。加力燃燒是在短時(shí)間內(nèi)增加推力的最好方法。
2．加力燃燒包括在發(fā)動(dòng)機(jī)渦輪和噴管的推進(jìn)噴口之間噴油和燃燒，這樣可利用排氣流中的未燃燒的氧氣來(lái)支持燃燒(圖16-1)。結(jié)果，排氣溫度增加使離開(kāi)推進(jìn)噴管的噴氣速度增加，因此也增加了發(fā)動(dòng)機(jī)的推力。
INTRODUCTION
1. Afterburning (or reheat) is a method of augmenting the basic thrust of an engine to improve the aircraft take-off, climb and (for military aircraft) combat performance. The increased power could be obtained by the use of a larger engine, but as this would increase the weight, frontal area and overall fuel consumption, afterburning provides the best method of thrust augmentation for short periods.
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3．由于加力燃燒室的火焰溫度可大于l700℃，通常便把燃油噴嘴安排得使火焰集中在噴管中心線的周?chē)＿@就允許一部分渦輪排氣沿著噴管壁流動(dòng)，從而使噴管壁面的溫度保持在一個(gè)安全的數(shù)值。
2.
Afterburning consists of the introduction and burning of fuel between the engine turbine and the jet pipe propelling nozzle, utilizing the unburned oxygen in the exhaust gas to support combustion (fig. 16-1). The resultant increase in the temperature of the exhaust gas gives an increased velocity of the jet leaving the propelling nozzle and therefore increases the engine thrust.
3.
As the temperature of the afterburner flame can be in excess of 1,700 deg. C., the burners are usually arranged so that the flame is concentrated around the axis of the jet pipe. This allows a proportion of the turbine discharge gas to flow along the wall of the jet pipe and thus maintain the wall temperature at a safe value.
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