SR-71黑鸟侦察机的发动机 J-58.pptVIP

* AEROSPACE 410 AEROSPACE PROPULSION Lecture (9/30/2002) TURBO RAMJET ENGINES J-58 PRATTWHITNEY for SR-71 propulsion Dr. Cengiz Camci SR-71 INLET NOSE CONE Unlike inlets operating in the Mach 2 and under regime, the SR-71 inlet must use variable inlet geometry (see below) in order to manage flow over the full operating range of the aircraft. There are four requirements The engine inlet must meet: It must match the air flow captured by the inlet to the air flow required by the engine under all conditions from subsonic to Mach 3+ Since all turbojet engines require a constant volume of air, they require subsonic flow at the inlet to the compressor face, it must reduce the velocity of flow to about Mach .3 to .5 as it enters the engine; this is no small task While it is reducing the velocity of the air at the compressor, it must simultaneously retain the greatest possible air pressure in order to boost flow to the compressor It must minimize the momentary effect upon air flow from external perturbations such as gusts The SR-71 inlet is classified as an axisymmetric mixed compression inlet. This type was chosen because it offered higher pressure recovery at the Compressor face, longer range, and the desired high-speed cruise performance. Mixed compression inlets can provide high pressure recovery above Mach 2.2 if the shock can be maintained in such a state that it impinges just downstream of the inlet throat, even when the airflow is disturbed. When the shock is disturbed in any way so that it moves from that point, the inlet is said to become unstarted. When this happens, the shock pops out and stabilizes forward of the inlet lip and the pressure recovery, airflow to the engine, and consequently, thrust all drop instantaneously while drag spikes upward. The nozzle must be designed to recover from the unstart condition rapidly to prevent engine damage and, on the SR-71,t