超级军网【翻译贴】最大的瓶颈：中国的军用发动机
来源：百度文库 编辑：超级军网 时间：2024/04/28 18:17:49
英文原文地址：thediplomat.com/2012/12/09/the-long-pole-in-the-tent-chinas-military-jet-engines/
The “Long Pole in the Tent”: China’s Military Jet Engines
最大的瓶颈：中国的军用发动机
By Andrew Erickson and Gabe Collins
作者：安德鲁·埃里克森 加布·柯林斯
Much has been made of Beijing’s growing military might. Developing and producing high-performance jet engines could be the toughest -- but most rewarding -- advance.
中国日益强大的军事实力引起了人们的关注和热议。研发和生产高性能的发动机可能是最困难，也是最有价值的进步。
The PLA Navy surprised many foreign observers yet again when an indigenously-produced J-15 fighter became the first known fixed wing aircraft to take off from and land on the aircraft carrier Liaoning since its refitting and commissioning. Yet a critical question remains unanswered: how rapidly and to what extent will the J-15 and other Chinese military aircraft be powered by indigenous engines?
辽宁舰改装和调试后，当中国自行生产的J-15战斗机成为第一架在辽宁舰上起降的固定翼飞机时，中国人民解放军海军再一次让外国观察家们颇感意外。然而，一个关键的问题仍然未能解决：J-15和中国的其他军用飞机还要多久，在何种程度上才能装备上自已的发动机？
As in so many other areas, China’s overall development and production of military aircraft is advancing rapidly. Yet, as with a tent, it is the “long pole” that is essential to function and undergirds performance. In the case of aircraft, the most critical and difficult-to-produce component—the “long pole”—is the engine. Given the wide array of market-tested alternatives, nobody will buy a unit in which this central component is flawed. Hence, China’s currently significant efforts to make progress in this area. Still, the outcome and impact of these efforts remain uncertain.
正如许多其他领域一样，中国军用飞机的整体研发和生产发展迅速。但是，像一顶帐篷一样，一根支撑起帐篷的长竿是必不可少的。就飞机来说，最关键也是最难生产的部件，也就是支撑起帐篷的那根长竿，就是发动机。由于存在广泛的经过市场检验的其他替代品，没有人会买一个发动机有瑕疵的中国飞机。因此，中国目前最大的努力就是在这个领域取得进步。然而，这些努力的结果和影响仍然不明朗。
As part of a larger effort to consolidate and enhance the industry, China’s jet engine makers, led by Aviation Industry Corp. of China (AVIC), are expected to invest 100 billion yuan (US$16 billion) in jet engine development in the near term, and perhaps up to 150 billion yuan (nearly US$24 billion) by 2015. According to Reuters, “Some Chinese aviation industry specialists forecast that Beijing will eventually spend up to 300 billion yuan (US$49 billion) on jet engine development over the next two decades.” With this level of capital investment, which is many times larger than previously-reported levels, China is finally deploying the financial wherewithal needed to enable major breakthroughs. For context, the Pratt and Whitney F135 powering the F-35 Lightning II, which is the world’s most advanced and powerful tactical aircraft engine, is estimated to cost around US$8.4 billion to develop (at least in terms of officially-reported funding sources). On this basis, China has deployed funds sufficient to potentially support the parallel development of several advanced high-performance jet engines and large turbofans.
作为巩固和提升这一产业所作出的努力的一部分，以中国航空工业集团公司为代表的中国发动机制造商预计近期内将投入1000亿人民币（约合160亿美元）用于发动机研发，到2015年可能提高到1500亿人民币（约合240亿美元）。据路透社报道，“一些中国航空业专家预测，未来20年内，中国将总共投入3000亿人民币（约合490亿美元）用于发动机研发。”在这种比以前多得多的投资下，中国将投入必要的资金来实现重大突破。作为对比，为F-35闪电II战斗机生产F135发动机(世界上最先进，最强劲的战术飞机发动机）的普拉特·惠特尼公司，预计在研发上面花费了约84亿美元（至少从官方报道的资金来源）。因此，中国投入的资金足够用来同时研发几款先进的高性能喷气发动机和大型涡扇发动机。
China’s defense aerospace industry has shown the ability to successfully manage parallel projects, as it is simultaneously developing at least four different types of tactical fighter and strike aircraft, including two low observable fighters, the J-20 and the J-31. No other nation is working simultaneously on so many distinct modern tactical jet programs. Yet this very progress also highlights an additional reality of China’s military aircraft sector—while airframe design and construction capacity have advanced significantly in recent years, China remains unable to mass-produce a jet engine capable and reliable enough to give its new fighters truly 5th-generation performance characteristics such as the ability to cruise at supersonic speeds without afterburners. Even if the J-20 and J-31 prototypes are flying with Chinese-made jet engines, this by no means demonstrates that such engines have a sufficient service life and can be produced on a scale suitable for equipping a large tactical aircraft fleet.
中国的国防航空工业所已经展现出成功管理并行项目的能力，例如中国正在同时研发至少四款不同类型的战术战斗机和攻击机，其中包括两款隐形战斗机J-20和J-31。世界上没有其他任何一个国家在同时进行这么多不同的现代战术飞机项目。然而，正是这些进步也突显出中国的军用飞机部门的困境，尽管近年来在机身设计和建造上进步显著，中国仍不能为其五代机（其性能特点包括在不开加力燃烧室下的超音速巡航能力）大规模生产可靠有用的发动机。即使J-20和J-31的原型机使用了中国自己的发动机，这也不能表明这些发动机有足够的使用寿命，并且能够量产。
China is just now learning how to series-produce the WS-10 turbofan that powers some of its J-10 and J-11/J-11B fighter fleet, and remains unable to produce the large, high-bypass turbofans it would need to power future indigenous large transport or tanker aircraft. While Global Times reports that the J-11B fighters now being produced are all outfitted with Chinese-made WS-10 engines, the latest jet engine import numbers suggest China’s fighter fleet remains heavily reliant on Russian engines, with Chinese-made engines now only powering about 20% of the country’s most modern fighters and strike aircraft as well as the JF-17 fighters it is exporting to Pakistan.
中国现在正在研究如何大规模生产WS-10涡扇发动机。这一发动机可以装备到J-10和J-11/J-11B上面，但是中国却不能为以后的大型运输机或者空中加油机生产大型的高涵道比涡扇发动机。虽然《环球时报》报道说目前正在生产的J-11B战机都配备了国产WS-10发动机，但是中国最近的发动机进口数量表明，中国的战斗机仍然严重依赖俄罗斯的发动机，只有约20%的最先进的战斗机和出口给巴基斯坦的JF-17战斗机用的是中国的国产发动机。
Reuben F. Johnson, a Russian and Chinese military aerospace analyst who writes for Jane’s, tells us that, based on interactions with foreign journalists and other experts at major international expos, of all the projects Chinese experts are working on, those concerning aeroengines appear to be some of the furthest behind their Western counterparts, with the least information available publicly. At the 2012 Zhuhai Airshow, for instance, the WS-10 Taihang was not displayed in any form, although the lower-performance Ukrainian-derived Minshan turbofan (for the L-15 trainer) was displayed for the first time. A wide range of other jet engines are under development.
鲁本·F·约翰逊是俄罗斯和中国军事航空航天方面的分析师，他为《简氏防务周刊》撰稿，他告诉我们，根据他在各大国际博览会上从国外记者和其他专家得到的消息，还有市面上公开的少数消息，中国专家参与的项目中，那些涉及到航空发动机的项目似乎远落后于他们的西方同行。例如，在2012年的珠海航展上，尽管展示了乌克兰系的性能较低的岷山涡扇发动机（用于L-15教练机），但是却没有展示WS-10太行发动机。中国其他的各式各样的发动机还在研发当中。英文原文地址：thediplomat.com/2012/12/09/the-long-pole-in-the-tent-chinas-military-jet-engines/
The “Long Pole in the Tent”: China’s Military Jet Engines
最大的瓶颈：中国的军用发动机
By Andrew Erickson and Gabe Collins
作者：安德鲁·埃里克森 加布·柯林斯
Much has been made of Beijing’s growing military might. Developing and producing high-performance jet engines could be the toughest -- but most rewarding -- advance.
中国日益强大的军事实力引起了人们的关注和热议。研发和生产高性能的发动机可能是最困难，也是最有价值的进步。
The PLA Navy surprised many foreign observers yet again when an indigenously-produced J-15 fighter became the first known fixed wing aircraft to take off from and land on the aircraft carrier Liaoning since its refitting and commissioning. Yet a critical question remains unanswered: how rapidly and to what extent will the J-15 and other Chinese military aircraft be powered by indigenous engines?
辽宁舰改装和调试后，当中国自行生产的J-15战斗机成为第一架在辽宁舰上起降的固定翼飞机时，中国人民解放军海军再一次让外国观察家们颇感意外。然而，一个关键的问题仍然未能解决：J-15和中国的其他军用飞机还要多久，在何种程度上才能装备上自已的发动机？
As in so many other areas, China’s overall development and production of military aircraft is advancing rapidly. Yet, as with a tent, it is the “long pole” that is essential to function and undergirds performance. In the case of aircraft, the most critical and difficult-to-produce component—the “long pole”—is the engine. Given the wide array of market-tested alternatives, nobody will buy a unit in which this central component is flawed. Hence, China’s currently significant efforts to make progress in this area. Still, the outcome and impact of these efforts remain uncertain.
正如许多其他领域一样，中国军用飞机的整体研发和生产发展迅速。但是，像一顶帐篷一样，一根支撑起帐篷的长竿是必不可少的。就飞机来说，最关键也是最难生产的部件，也就是支撑起帐篷的那根长竿，就是发动机。由于存在广泛的经过市场检验的其他替代品，没有人会买一个发动机有瑕疵的中国飞机。因此，中国目前最大的努力就是在这个领域取得进步。然而，这些努力的结果和影响仍然不明朗。
As part of a larger effort to consolidate and enhance the industry, China’s jet engine makers, led by Aviation Industry Corp. of China (AVIC), are expected to invest 100 billion yuan (US$16 billion) in jet engine development in the near term, and perhaps up to 150 billion yuan (nearly US$24 billion) by 2015. According to Reuters, “Some Chinese aviation industry specialists forecast that Beijing will eventually spend up to 300 billion yuan (US$49 billion) on jet engine development over the next two decades.” With this level of capital investment, which is many times larger than previously-reported levels, China is finally deploying the financial wherewithal needed to enable major breakthroughs. For context, the Pratt and Whitney F135 powering the F-35 Lightning II, which is the world’s most advanced and powerful tactical aircraft engine, is estimated to cost around US$8.4 billion to develop (at least in terms of officially-reported funding sources). On this basis, China has deployed funds sufficient to potentially support the parallel development of several advanced high-performance jet engines and large turbofans.
作为巩固和提升这一产业所作出的努力的一部分，以中国航空工业集团公司为代表的中国发动机制造商预计近期内将投入1000亿人民币（约合160亿美元）用于发动机研发，到2015年可能提高到1500亿人民币（约合240亿美元）。据路透社报道，“一些中国航空业专家预测，未来20年内，中国将总共投入3000亿人民币（约合490亿美元）用于发动机研发。”在这种比以前多得多的投资下，中国将投入必要的资金来实现重大突破。作为对比，为F-35闪电II战斗机生产F135发动机(世界上最先进，最强劲的战术飞机发动机）的普拉特·惠特尼公司，预计在研发上面花费了约84亿美元（至少从官方报道的资金来源）。因此，中国投入的资金足够用来同时研发几款先进的高性能喷气发动机和大型涡扇发动机。
China’s defense aerospace industry has shown the ability to successfully manage parallel projects, as it is simultaneously developing at least four different types of tactical fighter and strike aircraft, including two low observable fighters, the J-20 and the J-31. No other nation is working simultaneously on so many distinct modern tactical jet programs. Yet this very progress also highlights an additional reality of China’s military aircraft sector—while airframe design and construction capacity have advanced significantly in recent years, China remains unable to mass-produce a jet engine capable and reliable enough to give its new fighters truly 5th-generation performance characteristics such as the ability to cruise at supersonic speeds without afterburners. Even if the J-20 and J-31 prototypes are flying with Chinese-made jet engines, this by no means demonstrates that such engines have a sufficient service life and can be produced on a scale suitable for equipping a large tactical aircraft fleet.
中国的国防航空工业所已经展现出成功管理并行项目的能力，例如中国正在同时研发至少四款不同类型的战术战斗机和攻击机，其中包括两款隐形战斗机J-20和J-31。世界上没有其他任何一个国家在同时进行这么多不同的现代战术飞机项目。然而，正是这些进步也突显出中国的军用飞机部门的困境，尽管近年来在机身设计和建造上进步显著，中国仍不能为其五代机（其性能特点包括在不开加力燃烧室下的超音速巡航能力）大规模生产可靠有用的发动机。即使J-20和J-31的原型机使用了中国自己的发动机，这也不能表明这些发动机有足够的使用寿命，并且能够量产。
China is just now learning how to series-produce the WS-10 turbofan that powers some of its J-10 and J-11/J-11B fighter fleet, and remains unable to produce the large, high-bypass turbofans it would need to power future indigenous large transport or tanker aircraft. While Global Times reports that the J-11B fighters now being produced are all outfitted with Chinese-made WS-10 engines, the latest jet engine import numbers suggest China’s fighter fleet remains heavily reliant on Russian engines, with Chinese-made engines now only powering about 20% of the country’s most modern fighters and strike aircraft as well as the JF-17 fighters it is exporting to Pakistan.
中国现在正在研究如何大规模生产WS-10涡扇发动机。这一发动机可以装备到J-10和J-11/J-11B上面，但是中国却不能为以后的大型运输机或者空中加油机生产大型的高涵道比涡扇发动机。虽然《环球时报》报道说目前正在生产的J-11B战机都配备了国产WS-10发动机，但是中国最近的发动机进口数量表明，中国的战斗机仍然严重依赖俄罗斯的发动机，只有约20%的最先进的战斗机和出口给巴基斯坦的JF-17战斗机用的是中国的国产发动机。
Reuben F. Johnson, a Russian and Chinese military aerospace analyst who writes for Jane’s, tells us that, based on interactions with foreign journalists and other experts at major international expos, of all the projects Chinese experts are working on, those concerning aeroengines appear to be some of the furthest behind their Western counterparts, with the least information available publicly. At the 2012 Zhuhai Airshow, for instance, the WS-10 Taihang was not displayed in any form, although the lower-performance Ukrainian-derived Minshan turbofan (for the L-15 trainer) was displayed for the first time. A wide range of other jet engines are under development.
鲁本·F·约翰逊是俄罗斯和中国军事航空航天方面的分析师，他为《简氏防务周刊》撰稿，他告诉我们，根据他在各大国际博览会上从国外记者和其他专家得到的消息，还有市面上公开的少数消息，中国专家参与的项目中，那些涉及到航空发动机的项目似乎远落后于他们的西方同行。例如，在2012年的珠海航展上，尽管展示了乌克兰系的性能较低的岷山涡扇发动机（用于L-15教练机），但是却没有展示WS-10太行发动机。中国其他的各式各样的发动机还在研发当中。
The “Long Pole in the Tent”: China’s Military Jet Engines
最大的瓶颈：中国的军用发动机
By Andrew Erickson and Gabe Collins
作者：安德鲁·埃里克森 加布·柯林斯
Much has been made of Beijing’s growing military might. Developing and producing high-performance jet engines could be the toughest -- but most rewarding -- advance.
中国日益强大的军事实力引起了人们的关注和热议。研发和生产高性能的发动机可能是最困难，也是最有价值的进步。
The PLA Navy surprised many foreign observers yet again when an indigenously-produced J-15 fighter became the first known fixed wing aircraft to take off from and land on the aircraft carrier Liaoning since its refitting and commissioning. Yet a critical question remains unanswered: how rapidly and to what extent will the J-15 and other Chinese military aircraft be powered by indigenous engines?
辽宁舰改装和调试后，当中国自行生产的J-15战斗机成为第一架在辽宁舰上起降的固定翼飞机时，中国人民解放军海军再一次让外国观察家们颇感意外。然而，一个关键的问题仍然未能解决：J-15和中国的其他军用飞机还要多久，在何种程度上才能装备上自已的发动机？
As in so many other areas, China’s overall development and production of military aircraft is advancing rapidly. Yet, as with a tent, it is the “long pole” that is essential to function and undergirds performance. In the case of aircraft, the most critical and difficult-to-produce component—the “long pole”—is the engine. Given the wide array of market-tested alternatives, nobody will buy a unit in which this central component is flawed. Hence, China’s currently significant efforts to make progress in this area. Still, the outcome and impact of these efforts remain uncertain.
正如许多其他领域一样，中国军用飞机的整体研发和生产发展迅速。但是，像一顶帐篷一样，一根支撑起帐篷的长竿是必不可少的。就飞机来说，最关键也是最难生产的部件，也就是支撑起帐篷的那根长竿，就是发动机。由于存在广泛的经过市场检验的其他替代品，没有人会买一个发动机有瑕疵的中国飞机。因此，中国目前最大的努力就是在这个领域取得进步。然而，这些努力的结果和影响仍然不明朗。
As part of a larger effort to consolidate and enhance the industry, China’s jet engine makers, led by Aviation Industry Corp. of China (AVIC), are expected to invest 100 billion yuan (US$16 billion) in jet engine development in the near term, and perhaps up to 150 billion yuan (nearly US$24 billion) by 2015. According to Reuters, “Some Chinese aviation industry specialists forecast that Beijing will eventually spend up to 300 billion yuan (US$49 billion) on jet engine development over the next two decades.” With this level of capital investment, which is many times larger than previously-reported levels, China is finally deploying the financial wherewithal needed to enable major breakthroughs. For context, the Pratt and Whitney F135 powering the F-35 Lightning II, which is the world’s most advanced and powerful tactical aircraft engine, is estimated to cost around US$8.4 billion to develop (at least in terms of officially-reported funding sources). On this basis, China has deployed funds sufficient to potentially support the parallel development of several advanced high-performance jet engines and large turbofans.
作为巩固和提升这一产业所作出的努力的一部分，以中国航空工业集团公司为代表的中国发动机制造商预计近期内将投入1000亿人民币（约合160亿美元）用于发动机研发，到2015年可能提高到1500亿人民币（约合240亿美元）。据路透社报道，“一些中国航空业专家预测，未来20年内，中国将总共投入3000亿人民币（约合490亿美元）用于发动机研发。”在这种比以前多得多的投资下，中国将投入必要的资金来实现重大突破。作为对比，为F-35闪电II战斗机生产F135发动机(世界上最先进，最强劲的战术飞机发动机）的普拉特·惠特尼公司，预计在研发上面花费了约84亿美元（至少从官方报道的资金来源）。因此，中国投入的资金足够用来同时研发几款先进的高性能喷气发动机和大型涡扇发动机。
China’s defense aerospace industry has shown the ability to successfully manage parallel projects, as it is simultaneously developing at least four different types of tactical fighter and strike aircraft, including two low observable fighters, the J-20 and the J-31. No other nation is working simultaneously on so many distinct modern tactical jet programs. Yet this very progress also highlights an additional reality of China’s military aircraft sector—while airframe design and construction capacity have advanced significantly in recent years, China remains unable to mass-produce a jet engine capable and reliable enough to give its new fighters truly 5th-generation performance characteristics such as the ability to cruise at supersonic speeds without afterburners. Even if the J-20 and J-31 prototypes are flying with Chinese-made jet engines, this by no means demonstrates that such engines have a sufficient service life and can be produced on a scale suitable for equipping a large tactical aircraft fleet.
中国的国防航空工业所已经展现出成功管理并行项目的能力，例如中国正在同时研发至少四款不同类型的战术战斗机和攻击机，其中包括两款隐形战斗机J-20和J-31。世界上没有其他任何一个国家在同时进行这么多不同的现代战术飞机项目。然而，正是这些进步也突显出中国的军用飞机部门的困境，尽管近年来在机身设计和建造上进步显著，中国仍不能为其五代机（其性能特点包括在不开加力燃烧室下的超音速巡航能力）大规模生产可靠有用的发动机。即使J-20和J-31的原型机使用了中国自己的发动机，这也不能表明这些发动机有足够的使用寿命，并且能够量产。
China is just now learning how to series-produce the WS-10 turbofan that powers some of its J-10 and J-11/J-11B fighter fleet, and remains unable to produce the large, high-bypass turbofans it would need to power future indigenous large transport or tanker aircraft. While Global Times reports that the J-11B fighters now being produced are all outfitted with Chinese-made WS-10 engines, the latest jet engine import numbers suggest China’s fighter fleet remains heavily reliant on Russian engines, with Chinese-made engines now only powering about 20% of the country’s most modern fighters and strike aircraft as well as the JF-17 fighters it is exporting to Pakistan.
中国现在正在研究如何大规模生产WS-10涡扇发动机。这一发动机可以装备到J-10和J-11/J-11B上面，但是中国却不能为以后的大型运输机或者空中加油机生产大型的高涵道比涡扇发动机。虽然《环球时报》报道说目前正在生产的J-11B战机都配备了国产WS-10发动机，但是中国最近的发动机进口数量表明，中国的战斗机仍然严重依赖俄罗斯的发动机，只有约20%的最先进的战斗机和出口给巴基斯坦的JF-17战斗机用的是中国的国产发动机。
Reuben F. Johnson, a Russian and Chinese military aerospace analyst who writes for Jane’s, tells us that, based on interactions with foreign journalists and other experts at major international expos, of all the projects Chinese experts are working on, those concerning aeroengines appear to be some of the furthest behind their Western counterparts, with the least information available publicly. At the 2012 Zhuhai Airshow, for instance, the WS-10 Taihang was not displayed in any form, although the lower-performance Ukrainian-derived Minshan turbofan (for the L-15 trainer) was displayed for the first time. A wide range of other jet engines are under development.
鲁本·F·约翰逊是俄罗斯和中国军事航空航天方面的分析师，他为《简氏防务周刊》撰稿，他告诉我们，根据他在各大国际博览会上从国外记者和其他专家得到的消息，还有市面上公开的少数消息，中国专家参与的项目中，那些涉及到航空发动机的项目似乎远落后于他们的西方同行。例如，在2012年的珠海航展上，尽管展示了乌克兰系的性能较低的岷山涡扇发动机（用于L-15教练机），但是却没有展示WS-10太行发动机。中国其他的各式各样的发动机还在研发当中。英文原文地址：thediplomat.com/2012/12/09/the-long-pole-in-the-tent-chinas-military-jet-engines/
The “Long Pole in the Tent”: China’s Military Jet Engines
最大的瓶颈：中国的军用发动机
By Andrew Erickson and Gabe Collins
作者：安德鲁·埃里克森 加布·柯林斯
J-11B-440x365.jpg (28.56 KB, 下载次数: 25)
下载附件 保存到相册
Much has been made of Beijing’s growing military might. Developing and producing high-performance jet engines could be the toughest -- but most rewarding -- advance.
中国日益强大的军事实力引起了人们的关注和热议。研发和生产高性能的发动机可能是最困难，也是最有价值的进步。
The PLA Navy surprised many foreign observers yet again when an indigenously-produced J-15 fighter became the first known fixed wing aircraft to take off from and land on the aircraft carrier Liaoning since its refitting and commissioning. Yet a critical question remains unanswered: how rapidly and to what extent will the J-15 and other Chinese military aircraft be powered by indigenous engines?
辽宁舰改装和调试后，当中国自行生产的J-15战斗机成为第一架在辽宁舰上起降的固定翼飞机时，中国人民解放军海军再一次让外国观察家们颇感意外。然而，一个关键的问题仍然未能解决：J-15和中国的其他军用飞机还要多久，在何种程度上才能装备上自已的发动机？
As in so many other areas, China’s overall development and production of military aircraft is advancing rapidly. Yet, as with a tent, it is the “long pole” that is essential to function and undergirds performance. In the case of aircraft, the most critical and difficult-to-produce component—the “long pole”—is the engine. Given the wide array of market-tested alternatives, nobody will buy a unit in which this central component is flawed. Hence, China’s currently significant efforts to make progress in this area. Still, the outcome and impact of these efforts remain uncertain.
正如许多其他领域一样，中国军用飞机的整体研发和生产发展迅速。但是，像一顶帐篷一样，一根支撑起帐篷的长竿是必不可少的。就飞机来说，最关键也是最难生产的部件，也就是支撑起帐篷的那根长竿，就是发动机。由于存在广泛的经过市场检验的其他替代品，没有人会买一个发动机有瑕疵的中国飞机。因此，中国目前最大的努力就是在这个领域取得进步。然而，这些努力的结果和影响仍然不明朗。
As part of a larger effort to consolidate and enhance the industry, China’s jet engine makers, led by Aviation Industry Corp. of China (AVIC), are expected to invest 100 billion yuan (US$16 billion) in jet engine development in the near term, and perhaps up to 150 billion yuan (nearly US$24 billion) by 2015. According to Reuters, “Some Chinese aviation industry specialists forecast that Beijing will eventually spend up to 300 billion yuan (US$49 billion) on jet engine development over the next two decades.” With this level of capital investment, which is many times larger than previously-reported levels, China is finally deploying the financial wherewithal needed to enable major breakthroughs. For context, the Pratt and Whitney F135 powering the F-35 Lightning II, which is the world’s most advanced and powerful tactical aircraft engine, is estimated to cost around US$8.4 billion to develop (at least in terms of officially-reported funding sources). On this basis, China has deployed funds sufficient to potentially support the parallel development of several advanced high-performance jet engines and large turbofans.
作为巩固和提升这一产业所作出的努力的一部分，以中国航空工业集团公司为代表的中国发动机制造商预计近期内将投入1000亿人民币（约合160亿美元）用于发动机研发，到2015年可能提高到1500亿人民币（约合240亿美元）。据路透社报道，“一些中国航空业专家预测，未来20年内，中国将总共投入3000亿人民币（约合490亿美元）用于发动机研发。”在这种比以前多得多的投资下，中国将投入必要的资金来实现重大突破。作为对比，为F-35闪电II战斗机生产F135发动机(世界上最先进，最强劲的战术飞机发动机）的普拉特·惠特尼公司，预计在研发上面花费了约84亿美元（至少从官方报道的资金来源）。因此，中国投入的资金足够用来同时研发几款先进的高性能喷气发动机和大型涡扇发动机。
China’s defense aerospace industry has shown the ability to successfully manage parallel projects, as it is simultaneously developing at least four different types of tactical fighter and strike aircraft, including two low observable fighters, the J-20 and the J-31. No other nation is working simultaneously on so many distinct modern tactical jet programs. Yet this very progress also highlights an additional reality of China’s military aircraft sector—while airframe design and construction capacity have advanced significantly in recent years, China remains unable to mass-produce a jet engine capable and reliable enough to give its new fighters truly 5th-generation performance characteristics such as the ability to cruise at supersonic speeds without afterburners. Even if the J-20 and J-31 prototypes are flying with Chinese-made jet engines, this by no means demonstrates that such engines have a sufficient service life and can be produced on a scale suitable for equipping a large tactical aircraft fleet.
中国的国防航空工业所已经展现出成功管理并行项目的能力，例如中国正在同时研发至少四款不同类型的战术战斗机和攻击机，其中包括两款隐形战斗机J-20和J-31。世界上没有其他任何一个国家在同时进行这么多不同的现代战术飞机项目。然而，正是这些进步也突显出中国的军用飞机部门的困境，尽管近年来在机身设计和建造上进步显著，中国仍不能为其五代机（其性能特点包括在不开加力燃烧室下的超音速巡航能力）大规模生产可靠有用的发动机。即使J-20和J-31的原型机使用了中国自己的发动机，这也不能表明这些发动机有足够的使用寿命，并且能够量产。
China is just now learning how to series-produce the WS-10 turbofan that powers some of its J-10 and J-11/J-11B fighter fleet, and remains unable to produce the large, high-bypass turbofans it would need to power future indigenous large transport or tanker aircraft. While Global Times reports that the J-11B fighters now being produced are all outfitted with Chinese-made WS-10 engines, the latest jet engine import numbers suggest China’s fighter fleet remains heavily reliant on Russian engines, with Chinese-made engines now only powering about 20% of the country’s most modern fighters and strike aircraft as well as the JF-17 fighters it is exporting to Pakistan.
中国现在正在研究如何大规模生产WS-10涡扇发动机。这一发动机可以装备到J-10和J-11/J-11B上面，但是中国却不能为以后的大型运输机或者空中加油机生产大型的高涵道比涡扇发动机。虽然《环球时报》报道说目前正在生产的J-11B战机都配备了国产WS-10发动机，但是中国最近的发动机进口数量表明，中国的战斗机仍然严重依赖俄罗斯的发动机，只有约20%的最先进的战斗机和出口给巴基斯坦的JF-17战斗机用的是中国的国产发动机。
Reuben F. Johnson, a Russian and Chinese military aerospace analyst who writes for Jane’s, tells us that, based on interactions with foreign journalists and other experts at major international expos, of all the projects Chinese experts are working on, those concerning aeroengines appear to be some of the furthest behind their Western counterparts, with the least information available publicly. At the 2012 Zhuhai Airshow, for instance, the WS-10 Taihang was not displayed in any form, although the lower-performance Ukrainian-derived Minshan turbofan (for the L-15 trainer) was displayed for the first time. A wide range of other jet engines are under development.
鲁本·F·约翰逊是俄罗斯和中国军事航空航天方面的分析师，他为《简氏防务周刊》撰稿，他告诉我们，根据他在各大国际博览会上从国外记者和其他专家得到的消息，还有市面上公开的少数消息，中国专家参与的项目中，那些涉及到航空发动机的项目似乎远落后于他们的西方同行。例如，在2012年的珠海航展上，尽管展示了乌克兰系的性能较低的岷山涡扇发动机（用于L-15教练机），但是却没有展示WS-10太行发动机。中国其他的各式各样的发动机还在研发当中。
这篇文章很长，我慢慢翻译，打字手都打酸了，囧
我相信发动机这玩意是可以拿钱砸出来的..
Technical challenges facing Chinese jet engine makers
中国喷气发动机制造商所面临的技术挑战
Jet engines used in tactical fighter and strike aircraft must be able to operate reliably under severe conditions. Jet engine compressor blades, for
instance, can experience centrifugal forces as high as 20,000 times the force of gravity during flight. The challenge that a turbofan blade faces in
surviving in this environment has been likened to stirring hot soup with a spoon made of ice.
战术战斗机和攻击机所使用的喷气发动机必须能够在恶劣的条件下可靠运行。例如，在飞行过程中，喷气发动机的压缩机叶片要承受高达20,000倍重力的离心力。涡扇叶片要在这样的环境中运行，其所面临的挑战被喻为用冰做的勺子来搅拌热汤。
With their complex, esoteric technologies and demanding performance parameters, aeroengines represent the pinnacle of aerospace development. According to Johnson, developing an engine core is almost always the “long pole in the tent” in fighter development, and the most likely source of program delays. Aeroengine materials are often simply “not machinable” according to industrial classification guidelines because it is not affordable to do so on an industrial scale. Alloys, powder metallurgy, and single crystal blades must all be mastered. It is important to note that of the five Soviet major higher research institutes devoted to aviation, one was dedicated to materials, and Soviet metallurgical research was extremely active. In Russian engine programs, mastering thermal barrier coatings proved a key step.
由于其复杂，深奥的技术和苛刻的性能参数，航空发动机代表着航空发展上的巅峰。约翰逊说，研发发动机核心几乎一直是战斗机研发项目中的最关键的一步，同时也是导致项目延迟的最主要原因。按照行业分类指引的说法，航空发动机材料常常是“不可加工的”，因为这样做将难以承担大规模生产的成本。合金，粉末冶金，单晶叶片，这些技术都必须掌握。值得注意的是，苏联五个重要的高级航空研究所中，有一个就是专门研究材料的，同时苏联的冶金研究也极其活跃。从俄罗斯的发动机研发项目来看，掌握热障涂层被证明是关键的一步。
Despite these efforts, however, even Russia has not equaled the “Big Three” (Pratt & Whitney, GE, and Rolls Royce) in performance. Russian engines remain heavier, utilize less of the most sophisticated materials, suffer from higher fuel burn rates; have poorer acceleration, lower thrust-to-weight ratios, shorter lifespans, and less maintainability than the top U.S. and European-made jet engines;and also remain incapable of using the latest management technologies to best advantage. For example, while full authority digital engine control units (FADEC) are apparently available now for new Russian-made engines like the Salyut AL-31 and FADEC quality compared to non-Russian models has shrunk to fairly incremental levels, software quality remains a key difference. Even the first Su-27s flew with different engines because the AL-31 was not yet ready at the time.
然而，尽管要付出这么多努力，从性能来看，甚至连俄罗斯都无法比肩“三巨头”（普惠，GE和罗罗）。俄罗斯生产的发动机仍然过重，先进材料使用较少，燃料消耗率过高；加速较差，推重比较低，使用寿命较短，和欧美顶级发动机制造商们相比，俄罗斯的可维护性也较低；俄罗斯还不能利用最新的管理技术来取得最大优势。例如，尽管像礼炮AL-31这样的俄制发动机明显可以使用全权限数字电子控制单元（FADEC），和非俄制发动机相比，FADEC的质量也已经缩小到了相当的增量水平，但是软件质量仍然有显著的差距。甚至第一架Su-27s也是配备的不同的发动机，因为那时AL-31还不能投入使用。
China has made progress in recent years with metallurgy and manufacturing techniques, leaving components and systems design, integration, and management as the most probable weak points that are holding back engine production. Chinese engines have suffered blade warp and destruction and other problems, both during ground testing and apparently also under high RPM, rapid turn conditions in flight that produce high centrifugal and g-forces (e.g., in J-11B aircraft). In order to remedy this, China’s military jet engine makers need to achieve some of the same production and process management breakthroughs that the personnel and facilities making the airframes and avionics have attained over the last two years. To facilitate such efforts, AVIC Engine has been recruiting experienced engine designers. Given the progress elsewhere in the sector and China’s continuing acquisition of technical and process management information through trial and error, research, and industrial espionage, the probability is rising that China’s jet engine makers will surprise the outside world in the next few years with a reliable, mass-produced version of the WS-10 engine.
近年来，中国已经在冶金和制造工艺上取得了进展，但是部件和系统设计、集成和管理这些方面仍然较弱，从而阻碍了发动机的生产。不管是在地面测试，还是在飞行过程中的高转速和急速转弯的情况下（会产生巨大的离心力和重力），中国的发动机都出现了叶片扭曲和损坏，以及其他一些问题。为了解决这个问题，中国的军用喷气发动机制造商需要实现生产和工艺流程管理上的突破，过去两年，制造机身和航空电子设备的人员和设备已取得这一突破。为了加快实现突破，中航工业一直都在招募经验丰富的发动机设计师。鉴于中国在其他地方取得的进展，同时中国通过反复试验、研究和工业间谍而不断获取技术和工艺流程管理信息，中国的发动机制造商很可能在未来几年实现WS-10改进版的量产，这将令外界颇感意外。
The WS-10 has the potential to deliver performance in the same class as the Pratt & Whitney F100 turbofans that power the F-15 and some of the F-16 fleet, and thus might be able to capably power the J-11B, J-15, and J-16 aircraft, which are in the same size range as the F-15. China’s ability to series-produce an engine powerful and capable enough to give the J-20 true 5th-generation performance probably lies at least 2-5 years in the future.
WS-10的性能有可能和普惠的F100在一个级别，F100装备在F-15和一些F-16上，WS-10可以装备在J-11B，J-15和J-16上，这几款飞机和F-15处在相同的尺寸范围上。未来至少需要2-5年中国才能为J-20量产一款强大的发动机，使其真正具有五代机的性能。
中国喷气发动机制造商所面临的技术挑战
Jet engines used in tactical fighter and strike aircraft must be able to operate reliably under severe conditions. Jet engine compressor blades, for
instance, can experience centrifugal forces as high as 20,000 times the force of gravity during flight. The challenge that a turbofan blade faces in
surviving in this environment has been likened to stirring hot soup with a spoon made of ice.
战术战斗机和攻击机所使用的喷气发动机必须能够在恶劣的条件下可靠运行。例如，在飞行过程中，喷气发动机的压缩机叶片要承受高达20,000倍重力的离心力。涡扇叶片要在这样的环境中运行，其所面临的挑战被喻为用冰做的勺子来搅拌热汤。
With their complex, esoteric technologies and demanding performance parameters, aeroengines represent the pinnacle of aerospace development. According to Johnson, developing an engine core is almost always the “long pole in the tent” in fighter development, and the most likely source of program delays. Aeroengine materials are often simply “not machinable” according to industrial classification guidelines because it is not affordable to do so on an industrial scale. Alloys, powder metallurgy, and single crystal blades must all be mastered. It is important to note that of the five Soviet major higher research institutes devoted to aviation, one was dedicated to materials, and Soviet metallurgical research was extremely active. In Russian engine programs, mastering thermal barrier coatings proved a key step.
由于其复杂，深奥的技术和苛刻的性能参数，航空发动机代表着航空发展上的巅峰。约翰逊说，研发发动机核心几乎一直是战斗机研发项目中的最关键的一步，同时也是导致项目延迟的最主要原因。按照行业分类指引的说法，航空发动机材料常常是“不可加工的”，因为这样做将难以承担大规模生产的成本。合金，粉末冶金，单晶叶片，这些技术都必须掌握。值得注意的是，苏联五个重要的高级航空研究所中，有一个就是专门研究材料的，同时苏联的冶金研究也极其活跃。从俄罗斯的发动机研发项目来看，掌握热障涂层被证明是关键的一步。
Despite these efforts, however, even Russia has not equaled the “Big Three” (Pratt & Whitney, GE, and Rolls Royce) in performance. Russian engines remain heavier, utilize less of the most sophisticated materials, suffer from higher fuel burn rates; have poorer acceleration, lower thrust-to-weight ratios, shorter lifespans, and less maintainability than the top U.S. and European-made jet engines;and also remain incapable of using the latest management technologies to best advantage. For example, while full authority digital engine control units (FADEC) are apparently available now for new Russian-made engines like the Salyut AL-31 and FADEC quality compared to non-Russian models has shrunk to fairly incremental levels, software quality remains a key difference. Even the first Su-27s flew with different engines because the AL-31 was not yet ready at the time.
然而，尽管要付出这么多努力，从性能来看，甚至连俄罗斯都无法比肩“三巨头”（普惠，GE和罗罗）。俄罗斯生产的发动机仍然过重，先进材料使用较少，燃料消耗率过高；加速较差，推重比较低，使用寿命较短，和欧美顶级发动机制造商们相比，俄罗斯的可维护性也较低；俄罗斯还不能利用最新的管理技术来取得最大优势。例如，尽管像礼炮AL-31这样的俄制发动机明显可以使用全权限数字电子控制单元（FADEC），和非俄制发动机相比，FADEC的质量也已经缩小到了相当的增量水平，但是软件质量仍然有显著的差距。甚至第一架Su-27s也是配备的不同的发动机，因为那时AL-31还不能投入使用。
China has made progress in recent years with metallurgy and manufacturing techniques, leaving components and systems design, integration, and management as the most probable weak points that are holding back engine production. Chinese engines have suffered blade warp and destruction and other problems, both during ground testing and apparently also under high RPM, rapid turn conditions in flight that produce high centrifugal and g-forces (e.g., in J-11B aircraft). In order to remedy this, China’s military jet engine makers need to achieve some of the same production and process management breakthroughs that the personnel and facilities making the airframes and avionics have attained over the last two years. To facilitate such efforts, AVIC Engine has been recruiting experienced engine designers. Given the progress elsewhere in the sector and China’s continuing acquisition of technical and process management information through trial and error, research, and industrial espionage, the probability is rising that China’s jet engine makers will surprise the outside world in the next few years with a reliable, mass-produced version of the WS-10 engine.
近年来，中国已经在冶金和制造工艺上取得了进展，但是部件和系统设计、集成和管理这些方面仍然较弱，从而阻碍了发动机的生产。不管是在地面测试，还是在飞行过程中的高转速和急速转弯的情况下（会产生巨大的离心力和重力），中国的发动机都出现了叶片扭曲和损坏，以及其他一些问题。为了解决这个问题，中国的军用喷气发动机制造商需要实现生产和工艺流程管理上的突破，过去两年，制造机身和航空电子设备的人员和设备已取得这一突破。为了加快实现突破，中航工业一直都在招募经验丰富的发动机设计师。鉴于中国在其他地方取得的进展，同时中国通过反复试验、研究和工业间谍而不断获取技术和工艺流程管理信息，中国的发动机制造商很可能在未来几年实现WS-10改进版的量产，这将令外界颇感意外。
The WS-10 has the potential to deliver performance in the same class as the Pratt & Whitney F100 turbofans that power the F-15 and some of the F-16 fleet, and thus might be able to capably power the J-11B, J-15, and J-16 aircraft, which are in the same size range as the F-15. China’s ability to series-produce an engine powerful and capable enough to give the J-20 true 5th-generation performance probably lies at least 2-5 years in the future.
WS-10的性能有可能和普惠的F100在一个级别，F100装备在F-15和一些F-16上，WS-10可以装备在J-11B，J-15和J-16上，这几款飞机和F-15处在相同的尺寸范围上。未来至少需要2-5年中国才能为J-20量产一款强大的发动机，使其真正具有五代机的性能。
有些地方很专业，不知道翻译得准不准确，麻烦懂行的或者本专业的帮忙校对一下 = 。=
只能说加油吧
这个真心BKC。。。估计还需要一段时间的量的积累才能产生质的飞跃
看来希拉里的中文水平不错
基本上大家都知道目前发动机是我们的短板。
PUPU说：戒急用忍。
我们只能期盼国发大规模量产的那一天尽快到来。
楼主翻译这么多文字，还是辛苦了！
PUPU说：戒急用忍。
我们只能期盼国发大规模量产的那一天尽快到来。
楼主翻译这么多文字，还是辛苦了！
老是唠叨可就不灵喽～洋人小心点！
老调重谈，毫无新意，都是些尽人皆知的事，翻来覆去的重复。
量变到质变要有一个积累的过程的，真心相信TG的军工，突破只是时间上的问题。
不用翻了吧，我记得这文章前几天参考消息上面登过了。肯定登了，有几个段落完全一样。
不过好像是日本的？？？
不过好像是日本的？？？
z310394543 发表于 2012-12-13 14:21 ![]()
我相信发动机这玩意是可以拿钱砸出来的..
要钱，也要时间。
我相信发动机这玩意是可以拿钱砸出来的..
要钱，也要时间。
对于勤劳智慧的中国人来说
我有信心觉得，又投入就会有回报的
我相信不远的将来航空发动机绝不会是短板
我有信心觉得，又投入就会有回报的
我相信不远的将来航空发动机绝不会是短板
不过时间问题而已 而且也不会太久