超级军网PW1212到底研制出来没有？什么时间研制出来的？
来源：百度文库 编辑：超级军网 时间：2024/04/30 03:51:31
“PW1212，该发是1962年研制的A-4攻击机的非加力发动机J-52的改进型，加力推力9387kg，最大推力6122kg，推重比7.3，单价200万美元，空气流量为81kg/秒。”
“PW1216发动机，加力推力7425kg，最大推力5400kg，推重比6.6，单价130万美元，是PW1212的双轴加力式涡喷改型。普惠公司的具体计划是在PW1212发动机的基础上，配用中国WP-7BM或WP-13发动机的加力筒体及相应的系统，构成PW1216。该发总寿命可达8000小时，飞机进气道与机身无需作任何改动。”
这是网上发现的资料，这里问一下：那个PW1212到底研制出来没有？如果研制出来了，是什么时候研制出来的？另外，详细的技术资料是什么？“PW1212，该发是1962年研制的A-4攻击机的非加力发动机J-52的改进型，加力推力9387kg，最大推力6122kg，推重比7.3，单价200万美元，空气流量为81kg/秒。”
“PW1216发动机，加力推力7425kg，最大推力5400kg，推重比6.6，单价130万美元，是PW1212的双轴加力式涡喷改型。普惠公司的具体计划是在PW1212发动机的基础上，配用中国WP-7BM或WP-13发动机的加力筒体及相应的系统，构成PW1216。该发总寿命可达8000小时，飞机进气道与机身无需作任何改动。”
这是网上发现的资料，这里问一下：那个PW1212到底研制出来没有？如果研制出来了，是什么时候研制出来的？另外，详细的技术资料是什么？
“PW1216发动机，加力推力7425kg，最大推力5400kg，推重比6.6，单价130万美元，是PW1212的双轴加力式涡喷改型。普惠公司的具体计划是在PW1212发动机的基础上，配用中国WP-7BM或WP-13发动机的加力筒体及相应的系统，构成PW1216。该发总寿命可达8000小时，飞机进气道与机身无需作任何改动。”
这是网上发现的资料，这里问一下：那个PW1212到底研制出来没有？如果研制出来了，是什么时候研制出来的？另外，详细的技术资料是什么？“PW1212，该发是1962年研制的A-4攻击机的非加力发动机J-52的改进型，加力推力9387kg，最大推力6122kg，推重比7.3，单价200万美元，空气流量为81kg/秒。”
“PW1216发动机，加力推力7425kg，最大推力5400kg，推重比6.6，单价130万美元，是PW1212的双轴加力式涡喷改型。普惠公司的具体计划是在PW1212发动机的基础上，配用中国WP-7BM或WP-13发动机的加力筒体及相应的系统，构成PW1216。该发总寿命可达8000小时，飞机进气道与机身无需作任何改动。”
这是网上发现的资料，这里问一下：那个PW1212到底研制出来没有？如果研制出来了，是什么时候研制出来的？另外，详细的技术资料是什么？
我自己发现的资料，是英文版本的。。。
• Pratt & Whitney PW1212 turbojet, itself an improved version of the basic American J52 with features of the JT8D offering faster response to throttle movements, greater fuel economy and stall-free operation (to be designated J52-P-409 in US service and proposed without afterburner for the EA-6B Prowler)
• Pratt & Whitney PW1216 turbojet [unsure modus on] related to an update kit for the Chinese WP-7BM or even WP-13 with Western items ... is that true ??? [unsure modus off] with a thrust of 5400 kp and 7425 kp with afterburner (air-flow of 81 kg/s) and a unit price of around US $ 2 Mio.
The weaknesses of both engines were especially their age – being originally developed to power the A-4 Skyhawk in 1962 and the Fishbed itself – and some necessary changes to the intake-design. Additional it would have required a strengthened airframe adding around 135 kg of additional weight.
• Pratt & Whitney PW1120 turbofan, with the highest thrust but also the highest price of all contenders with 6122 kp and 9387 kp with afterburner (air-flow of 81 kg/s).
• General Electric F404 turbofan with a thrust of 4790 kp and 7711 kp with afterburner (air-flow of 68 kg/s) for a unit price of around 1,8 Mio. US $.
• Turbo Union RB.199-127/128 turbofan with a thrust of 4123 kp and 7430 kp with afterburner (air-flow of 68 kg/s) for a similar unit price.
Back in the early 1980s, there was a period of time when the US was considering the sale of jet engines to China. The three Western engines that were usually mentioned as contendors were the PW1120, the F404, and Europe's RB199.
These three were often mentioned as contendors, I might add, for a variety of lightweight fighter competitions at the time, including the Gripen, the Lavi, India's LCA, and Yugoslavia's Novi Avion. At one point, China was reportedly contemplating a new "clean sheet" design, based around one of these three engines, sometimes referred to as the "F-12" in the Western press.
The PW1120 was a derivative of the F100-220, sharing the same core, but with a smaller, less complex low spool. It was intended to be lower in thrust, but easier to maintain than the F100, and was eventually selected to power Israel's abortive Lavi fighter project.
The F404, which also powered the F-18A/B and C/D models, was selected to power Sweden's JAS-39 Gripen, and more recently, India's initial batch of Tejas fighters.
The RB199, of course, powers the Panavia Tornado. No other customers were ever secured.
Although I hadn't seen mention of a PW1212, I would point out that the J-52 was most closely related to the early JT8 turbojet, not to the JT8D turbofan. The J-52 (a non-afterburning turbojet) powered both the A-4 Skyhawk and the A-6 Intruder.
As we both know, the US backed away from selling China a modern turbofan engine - and essentially barred the UK from doing the same. My suspicion would be that the PW1212 and PW1216 were proposed as alternatives, after a more modern turbofan engine was ruled out. Neither of these alternatives, however, would have meaningfully altered China's access to modern engine technologies.
The following are the basic statistics for the three turbofan engines. All specifications are quoted at Sea Level Static (SLS) conditions.
Fan / Compressor Stages:
PW1120 ------------------------------ 3 / 10
F404-GE-400 ------------------------- 3 / 7
RB199-34R Mk104 --------------------- 3 / 3 / 6
High / Low Pressure Turbine Stages:
PW1120 ------------------------------ 2 / 1
F404-GE-400 ------------------------- 1 / 1
RB199-34R Mk104 --------------------- 1 / 1 / 2
Bypass Ratio (BPR) at SLS Conditions:
PW1120 ------------------------------ 0.33 *
F404-GE-400 ------------------------- 0.34
RB199-34R Mk104 --------------------- 1.10
Overall Pressure Ratio (OPR):
PW1120 ------------------------------ 26.8
F404-GE-400 ------------------------- 24.0
RB199-34R Mk104 --------------------- 23.5
Length:
PW1120 ------------------------------ 4110 mm (161.8 in)
F404-GE-400 ------------------------- 4034 mm (158.8 in)
RB199-34R Mk104 --------------------- 3607 mm (142.0 in)
Max Overall Diameter:
PW1120 ------------------------------ 1021 mm (40.2 in)
F404-GE-400 ------------------------- 709 mm (27.9 in)
RB199-34R Mk104 --------------------- 870 mm (34.3 in)
Dry Weight:
PW1120 ------------------------------ 1290 kg (2850 lb)
F404-GE-400 ------------------------- 990 kg (2180 lb)
RB199-34R Mk104 --------------------- 976 kg (2151 lb)
Maximum Thrust, SLS:
PW1120 ------------------------------ 91.7 kN (20620 lb)
F404-GE-400 ------------------------- 71.2 kN (16010 lb)
RB199-34R Mk104 --------------------- 73.0 kN (16400 lb)
Intermediate (Dry) Thrust, SLS
PW1120 ------------------------------ 60.3 kN (13550 lb)
F404-GE-400 ------------------------- 47.2 kN (10610 lb)
RB199-34R Mk104 --------------------- 40.5 kN (9100 lb)
Thrust Specific Fuel Consumption (TSFC)
at Maximum Thrust, SLS:
PW1120 ------------------------------ 52.7 mg/Ns (1.860 lb/h/lb)
F404-GE-400 ------------------------- 52.4 mg/Ns (1.850 lb/h/lb)
RB199-34R Mk104 --------------------- N/A
Thrust Specific Fuel Consumption (TSFC)
at Intermediate Thrust, SLS:
PW1120 ------------------------------ 22.7 mg/Ns (0.800 lb/h/lb)
F404-GE-400 ------------------------- 23.0 mg/Ns (0.813 lb/h/lb)
RB199-34R Mk104 --------------------- 18.4 mg/Ns (0.649 lb/h/lb)
Air Flow at Maximum Thrust, SLS:
PW1120 ------------------------------ 80.7 kg/s (178 lb/s)
F404-GE-400 ------------------------- 64.2 kg/s (142 lb/s)
RB199-34R Mk104 --------------------- 70.0 kg/s (154 lb/s)
Maximum Burner Temperature:
PW1120 ------------------------------ 1407 C (2565 F) **
F404-GE-400 ------------------------- N/A
RB199-34R Mk104 --------------------- 1317 C (2400 F)
* Estimated, assuming that the core air flow is equivalent to the F100-220
** Assumes that the max burner temperature is consistent with the F100-220
The F404-GE-400 was the engine version approved for US Navy operation during the early 1980s. A higher thrust version, the RM12 was later developed for Sweden's Gripen fighter - rated at 80.0 kN (18100 lb).
The RB199-34R Mk104 was the version used in the Tornado Air Defence Variant.
This data was compiled from the following sources:
Jane's Aero Engines, 11th Edition, ed. by Bill Gunston (Surrey, England, Jane's Information Group, 2001).
James St. Peter, The History of Aircraft Gas Turbine Engine Development in the United States (Atlanta, Georgia, American Society of Mechanical Engineers, 1999).
Jane's All the World's Aircraft 1988-89, ed. by John WR Taylor (Surrey, England, Jane's Information Group, 1988).
Another way to interpret the data would be to compare the engines on the basis of either thrust-to-weight ratio. I have added data for the WP-13A II (which powers the J-8 II interceptor), as a point of comparison:
Thrust-to-Weight Ratio, Maximum Power, SLS:
WP-13A II ---------------------------- 5.59
PW1120 ------------------------------ 7.24
F404-GE-400 ------------------------- 7.34
RB199-34R Mk104 --------------------- 7.62
Thrust-to-Weight Ratio, Intermediate Power, SLS:
WP-13A II ---------------------------- 3.62
PW1120 ------------------------------ 4.75
F404-GE-400 ------------------------- 4.87
RB199-34R Mk104 --------------------- 4.23
In essence, you should gather the following from all of this,
Technologically speaking, all three Western turbofans were essentially equivalent.
Compared to the most advanced, Chinese-developed turbofan available at the time, all three of the Western candidate engines was clearly a generation ahead. Thrust-to-weight ratios were significantly greater, and fuel consumption was also lower.
The RB199 was the only three-spool engine in the mix. Its higher bypass ratio did translate into markedly better fuel consumption at dry (non-afterburning), subsonic conditions. However, it also hurt fuel consumption in an afterburning mode.
The relatively high parts count, and three spool arrangement contributed to the somewhat spotty maintenance record for this engine. Its successor, the Eurojet EJ200, would adopt a more conventional two-spool arrangement, and corrected many of the maintenance problems that had plagued its predecessor.
• Pratt & Whitney PW1212 turbojet, itself an improved version of the basic American J52 with features of the JT8D offering faster response to throttle movements, greater fuel economy and stall-free operation (to be designated J52-P-409 in US service and proposed without afterburner for the EA-6B Prowler)
• Pratt & Whitney PW1216 turbojet [unsure modus on] related to an update kit for the Chinese WP-7BM or even WP-13 with Western items ... is that true ??? [unsure modus off] with a thrust of 5400 kp and 7425 kp with afterburner (air-flow of 81 kg/s) and a unit price of around US $ 2 Mio.
The weaknesses of both engines were especially their age – being originally developed to power the A-4 Skyhawk in 1962 and the Fishbed itself – and some necessary changes to the intake-design. Additional it would have required a strengthened airframe adding around 135 kg of additional weight.
• Pratt & Whitney PW1120 turbofan, with the highest thrust but also the highest price of all contenders with 6122 kp and 9387 kp with afterburner (air-flow of 81 kg/s).
• General Electric F404 turbofan with a thrust of 4790 kp and 7711 kp with afterburner (air-flow of 68 kg/s) for a unit price of around 1,8 Mio. US $.
• Turbo Union RB.199-127/128 turbofan with a thrust of 4123 kp and 7430 kp with afterburner (air-flow of 68 kg/s) for a similar unit price.
Back in the early 1980s, there was a period of time when the US was considering the sale of jet engines to China. The three Western engines that were usually mentioned as contendors were the PW1120, the F404, and Europe's RB199.
These three were often mentioned as contendors, I might add, for a variety of lightweight fighter competitions at the time, including the Gripen, the Lavi, India's LCA, and Yugoslavia's Novi Avion. At one point, China was reportedly contemplating a new "clean sheet" design, based around one of these three engines, sometimes referred to as the "F-12" in the Western press.
The PW1120 was a derivative of the F100-220, sharing the same core, but with a smaller, less complex low spool. It was intended to be lower in thrust, but easier to maintain than the F100, and was eventually selected to power Israel's abortive Lavi fighter project.
The F404, which also powered the F-18A/B and C/D models, was selected to power Sweden's JAS-39 Gripen, and more recently, India's initial batch of Tejas fighters.
The RB199, of course, powers the Panavia Tornado. No other customers were ever secured.
Although I hadn't seen mention of a PW1212, I would point out that the J-52 was most closely related to the early JT8 turbojet, not to the JT8D turbofan. The J-52 (a non-afterburning turbojet) powered both the A-4 Skyhawk and the A-6 Intruder.
As we both know, the US backed away from selling China a modern turbofan engine - and essentially barred the UK from doing the same. My suspicion would be that the PW1212 and PW1216 were proposed as alternatives, after a more modern turbofan engine was ruled out. Neither of these alternatives, however, would have meaningfully altered China's access to modern engine technologies.
The following are the basic statistics for the three turbofan engines. All specifications are quoted at Sea Level Static (SLS) conditions.
Fan / Compressor Stages:
PW1120 ------------------------------ 3 / 10
F404-GE-400 ------------------------- 3 / 7
RB199-34R Mk104 --------------------- 3 / 3 / 6
High / Low Pressure Turbine Stages:
PW1120 ------------------------------ 2 / 1
F404-GE-400 ------------------------- 1 / 1
RB199-34R Mk104 --------------------- 1 / 1 / 2
Bypass Ratio (BPR) at SLS Conditions:
PW1120 ------------------------------ 0.33 *
F404-GE-400 ------------------------- 0.34
RB199-34R Mk104 --------------------- 1.10
Overall Pressure Ratio (OPR):
PW1120 ------------------------------ 26.8
F404-GE-400 ------------------------- 24.0
RB199-34R Mk104 --------------------- 23.5
Length:
PW1120 ------------------------------ 4110 mm (161.8 in)
F404-GE-400 ------------------------- 4034 mm (158.8 in)
RB199-34R Mk104 --------------------- 3607 mm (142.0 in)
Max Overall Diameter:
PW1120 ------------------------------ 1021 mm (40.2 in)
F404-GE-400 ------------------------- 709 mm (27.9 in)
RB199-34R Mk104 --------------------- 870 mm (34.3 in)
Dry Weight:
PW1120 ------------------------------ 1290 kg (2850 lb)
F404-GE-400 ------------------------- 990 kg (2180 lb)
RB199-34R Mk104 --------------------- 976 kg (2151 lb)
Maximum Thrust, SLS:
PW1120 ------------------------------ 91.7 kN (20620 lb)
F404-GE-400 ------------------------- 71.2 kN (16010 lb)
RB199-34R Mk104 --------------------- 73.0 kN (16400 lb)
Intermediate (Dry) Thrust, SLS
PW1120 ------------------------------ 60.3 kN (13550 lb)
F404-GE-400 ------------------------- 47.2 kN (10610 lb)
RB199-34R Mk104 --------------------- 40.5 kN (9100 lb)
Thrust Specific Fuel Consumption (TSFC)
at Maximum Thrust, SLS:
PW1120 ------------------------------ 52.7 mg/Ns (1.860 lb/h/lb)
F404-GE-400 ------------------------- 52.4 mg/Ns (1.850 lb/h/lb)
RB199-34R Mk104 --------------------- N/A
Thrust Specific Fuel Consumption (TSFC)
at Intermediate Thrust, SLS:
PW1120 ------------------------------ 22.7 mg/Ns (0.800 lb/h/lb)
F404-GE-400 ------------------------- 23.0 mg/Ns (0.813 lb/h/lb)
RB199-34R Mk104 --------------------- 18.4 mg/Ns (0.649 lb/h/lb)
Air Flow at Maximum Thrust, SLS:
PW1120 ------------------------------ 80.7 kg/s (178 lb/s)
F404-GE-400 ------------------------- 64.2 kg/s (142 lb/s)
RB199-34R Mk104 --------------------- 70.0 kg/s (154 lb/s)
Maximum Burner Temperature:
PW1120 ------------------------------ 1407 C (2565 F) **
F404-GE-400 ------------------------- N/A
RB199-34R Mk104 --------------------- 1317 C (2400 F)
* Estimated, assuming that the core air flow is equivalent to the F100-220
** Assumes that the max burner temperature is consistent with the F100-220
The F404-GE-400 was the engine version approved for US Navy operation during the early 1980s. A higher thrust version, the RM12 was later developed for Sweden's Gripen fighter - rated at 80.0 kN (18100 lb).
The RB199-34R Mk104 was the version used in the Tornado Air Defence Variant.
This data was compiled from the following sources:
Jane's Aero Engines, 11th Edition, ed. by Bill Gunston (Surrey, England, Jane's Information Group, 2001).
James St. Peter, The History of Aircraft Gas Turbine Engine Development in the United States (Atlanta, Georgia, American Society of Mechanical Engineers, 1999).
Jane's All the World's Aircraft 1988-89, ed. by John WR Taylor (Surrey, England, Jane's Information Group, 1988).
Another way to interpret the data would be to compare the engines on the basis of either thrust-to-weight ratio. I have added data for the WP-13A II (which powers the J-8 II interceptor), as a point of comparison:
Thrust-to-Weight Ratio, Maximum Power, SLS:
WP-13A II ---------------------------- 5.59
PW1120 ------------------------------ 7.24
F404-GE-400 ------------------------- 7.34
RB199-34R Mk104 --------------------- 7.62
Thrust-to-Weight Ratio, Intermediate Power, SLS:
WP-13A II ---------------------------- 3.62
PW1120 ------------------------------ 4.75
F404-GE-400 ------------------------- 4.87
RB199-34R Mk104 --------------------- 4.23
In essence, you should gather the following from all of this,
Technologically speaking, all three Western turbofans were essentially equivalent.
Compared to the most advanced, Chinese-developed turbofan available at the time, all three of the Western candidate engines was clearly a generation ahead. Thrust-to-weight ratios were significantly greater, and fuel consumption was also lower.
The RB199 was the only three-spool engine in the mix. Its higher bypass ratio did translate into markedly better fuel consumption at dry (non-afterburning), subsonic conditions. However, it also hurt fuel consumption in an afterburning mode.
The relatively high parts count, and three spool arrangement contributed to the somewhat spotty maintenance record for this engine. Its successor, the Eurojet EJ200, would adopt a more conventional two-spool arrangement, and corrected many of the maintenance problems that had plagued its predecessor.
这个PW1212看样子是相当那个牛呀！纸面上不比PW1120差呀！
就是1216也比昆仑不遑多让，排除寿命与可靠性:')
都几十年前的东西了:') ，也想知道详细点...
这就是差距，追吧
怎么没有大佬继续爆料呢???
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