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- 29/05/2013, 20:40 #1
- 31 may, 07
Motores a reaccion mas eficientes proximamente !!
Parece ser que los avances no se detienen y ahora mas que nunca volvemos a la tasa de evolucion de avances tecnicos y cientificos que hace falta.
General Electric tendra preparado proximamente un nuevo motor jet para aviones comerciales que funcionara aun a mayor temperatura lo cual conseguira ahorros de hasta un 25% de combustible y que lograra un 10% mas de potencia y un 30% mas de alcance en los aviones que lo monten.
Todo esto se logra por la introduccion de nuevos y mejorados materiales donde se combina la ceramica inclusive .(todo redunda en unos mayores rendimientos termodinamicos al aprovechar mejor el combustible).
The Hottest Jet Engine Ever: Record-Breaking Jet Engine to Pull Massive Fuel Savings from Hot Air
FEBRUARY 26, 2013
GE engineers working on a revolutionary new jet engine have achieved the highest combination of temperatures ever recorded in aviation history inside the compressor and the turbine, the engine’s core. This feat is not just for the record books. Heat inside a jet engine works the same way it does in your kitchen, more heat equals more power. “It’s pure thermodynamics,” says Rick Albrecht, manager for advanced military systems at GE Aviation.
The higher the temperature inside the engine core, the more efficiently the engine runs. GE engineers figure that the new core in combination with other design changes could improve fuel efficiency by as much 25 percent, extend flying ranges by 30 percent, and boost thrust up to 10 percent, compared to current engines.
Here Comes Hottie: The new engine core design in the picture above could help improve fuel efficiency by as much 25 percent, extend flying ranges by 30 percent, and boost thrust up to 10 percent, compared to current engines.
Raising the heat inside a jet engine is a tricky business. Jet fuel burns at temperatures higher than the melting point of even the most advanced aviation alloys. As a result, jet engine designers had to come up with elaborate ways to prevent melting and cool off the hot section of the engine by “bleeding” in air through tiny ducts and pinholes inside the turbine blades. This makes the engine cooler, but also less efficient.
Looking for a better way, scientists at GE Global Research have developed new lightweight and heat-resistant materials called ceramic matrix composites (CMCs) that remain strong at temperatures as high as 2,400 F, well above any advanced alloy. Since the new jet engine core has CMC parts inside, it can get hotter and extract more power from the intense heat.
The core will feed that power to a groundbreaking supersonic jet engine that combines the fuel economy of the latest engines for passenger aircraft, called high-bypass turbofans, with the raw power of military jets. GE and the U.S. Air Force Research Laboratory call this engine designADVENT, short for ADaptive Versatile ENgine Technology.
The idea for the concept dates back to the 1970s, when jet engine pioneer Gerhard Neumannrealized that he could manage engine performance by controlling the amount of air that flows through the engine core. More flow through the core results in more thrust and speed (good for fighter jets); less flow in the core saves fuel (airlines like this design). The ADVENT design can automatically switch between the two modes and give fighter pilots the speed they need during combat, and save fuel while cruising home at a slower pace.
Applications for the new core go far beyond the military. “The latest GE jet engines like the LEAP, the GE9X, and even the GEnx are looking at an extensive use of CMCs,” says Dave Jeffcoat, ADVENT project manager at GE Aviation. “The tests show that we’ve picked the right technology. We are building on a solid foundation.”
Los motores Leap muy proximos a sus entregas comerciales en los nuevos Airbus y Boeing.
Freeze!: Design Freeze Brings Next-Gen LEAP Engine Close to Production
MAY 6, 2013
Jet engine maker CFM International took a key step to bring the much-anticipated next-generationLEAP-1B engine close to production. CFM, a joint venture between GE Aviation and France’s Snecma, completed a design freeze for the new jet engine that includes for the first time components made from advanced ceramic composites and parts manufactured using 3-D printers. “All of our testing and design work leading to this moment demonstrates that we are on track to meet all of our program commitments,” said Gareth Richards, LEAP program manager at GE Aviation.
CFM’s LEAP engines include for the first time components made from advanced ceramic composites and parts manufactured using 3-D printers.
The company completed design freeze on the LEAP-1A and LEAP-1C sister engines in June 2012. The first full LEAP engine, a LEAP-1A for the Airbus A320neo, is on schedule to begin ground testing in September of this year.
CFM said that it would release detailed LEAP-1B engine design drawings over the next six months. The company plans to start manufacturing parts later this year, build the first engine in early 2014, and proceed with flight testing and certification over the next two years. The first Boeing 737 MAX powered by the LEAP-1B is scheduled to enter service in 2017.
Boeing estimates that the world aircraft fleet will double in size over the next 20 years to some 40,000 planes. Much of the growth will come from single-aisle next-gen planes like the 737, the A320neo, and COMAC’s C919, the LEAP’s target market.
Southwest, Lion Air, AirAsia, Virgin America, Quantas and dozens of other airlines have already placed orders for more than 4,500 LEAP engines.
The LEAP builds on the world’s bestselling jet engine, the CFM56. (Nearly 25,000 CFM56 engines have been delivered to date.) The short-haul market, where these engines serve, demands durability and quick turnaround between takeoffs and landings. The LEAP adds the fuel efficiency of long-haul engines for wide-body aircraft.
New additive manufacturing techniques and 3-D woven carbon fiber composite fans helped cut the LEAP’s weight. Brand new materials from GE Global Research called ceramic matrix composites (CMCs) allow engineers to raise the temperature and pressure inside the engine and make it more efficient. “Because of our innovation, we don’t need to use complex systems such as gearboxes and other tricks,” says Dale Carlson, manager of advanced programs at GE Aviation.
Besides saving millions in fuel costs, the LEAP also generates fewer emissions and less noise, compared to current CFM engines.
A LEAP in Engine Innovation | GE Data Visualization
Tambien diseñaran nuevos reactores para aviones militares :
The Superjet: Engineers at GE Aviation Are Building the Ultimate Jet Engine
DECEMBER 10, 2012
Jet engines, like people, come in many shapes and sizes. There are sleek and narrow engines called turbojets that generate enormous thrust. Used almost exclusively by the military, they can fly a fighter jet faster than twice the speed of sound, but they also burn a lot of fuel. Engines from another big group, called high-bypass turbofans, are bulkier, slower, but much more fuel efficient. Everybody knows these engines. They are the heavy lifters of commercial aviation that hang from the wings of most passenger and cargo aircraft. They use a large fan at the front of the engine that pulls the plane forward like a powerful propeller.
GE engineers are now working to combine the benefits of both engine designs and create the ultimate flying machine: a revolutionary supersonic jet engine that is also fuel efficient. “We are taking this technology to the next step,” says Abe Levatter, project manager at GE Aviation. “The name of the game here is fuel economy. We are looking at fuel savings of 25 percent, which is huge. That extra fuel gives a military jet up to 35 percent more range. That’s key to mission capability.”
Top Gun: GE is looking at fuel savings of 25 percent and up to 35 percent more range with the new jet engine design, .
GE has invested billions to develop the latest high-bypass turbofan engines like the GE90, GEnx for Boeing’s Dreamliner, and LEAP for the next generation of single-aisle airplanes. The research has embraced new manufacturing technologies like 3-D printing and led to new materials like super-strong but lightweight ceramic matrix composites. They allow GE to manufacture highly efficient jet engines operating at temperatures above the melting point of steel.
GE is now applying all this know-how to the next generation military engine that can automatically switch between high power and high efficiency modes. “How much work can I get from every drop of jet fuel I put in?” Levatter says. “In the military world, you want to cruise as far as you can at subsonic speeds with very efficient fuel burn, but when you go to penetrate, you need to accelerate to supersonic speeds.”
GE and the U.S. Air Force Research Laboratory call this “variable” design ADVENT, short for adaptive versatile engine technology. The idea for the concept dates back to the 1970s and when jet engine pioneer Gerhard Neumann realized that he could manage and modify engine performance by controlling the amount of air that flows through the engine core. More flow through the core results in more thrust and speed, less flow in the core saves fuel.
Engineers designed the new engine, which includes parts made from ceramic composites and intricate “3-D printed” cooling components, to be easy to fly. “We want the engine to take care of itself and let the pilot focus on the mission,” Levatter says. “When the pilot says ‘I’m out of danger, I want to cruise home,’ the engine reconfigures itself. We take it upon ourselves to make the engine optimized for whatever the pilot wants.”
GE is now testing the engine’s core components and plans to run a full engine test in the middle of 2013.
ESA esta logrando en condiciones de Hipergravedad en sus investigaciones , la creacion de alabes de Titanio-Aluminio que conseguirian rebajar el peso un 45% respecto a los actuales.
HYPERGRAVITY HELPING AIRCRAFT FLY FURTHER
5 November 2012ESA research has helped to develop an aircraft-grade alloy that is twice as light as conventional nickel superalloys while offering equally good properties. The path to creating this alloy required research under all types of gravity.
Airlines are always looking for ways to save fuel by cutting down on weight without sacrificing safety. Generally, cutting weight by 1% will save up to 1.5% in fuel.
For commercial airlines, this saving quickly adds up, offering cheaper flights and fewer stopovers while reducing the overall impact on the environment.
Current turbine blades
For years, engineers have known that titanium aluminide alloys offer great weight benefits over the nickel superalloys used today in conventional jet engines.
Since the newer alloy can withstand extreme temperatures up to 800°C, it is of particular interest to engine manufacturers.
Although it is possible to make the alloy in a laboratory, casting it in the shapes required by industry, such as a turbine blade, is not simple.
ESA scientists working in the Impress project looked into the problem. To understand natural processes, scientists often remove as many external variables as possible, concentrating their observations on core interactions.
The Impress project needed to ‘switch-off’ a factor that hampers observations: gravity.
Switching off gravity
Aluminium samples were heated in a small furnace carried in a sounding rocket launched from Kiruna, Sweden. During six minutes of free fall, they were heated to over 700°C and then monitored by X-rays as they cooled.
Looking at the results, the researchers realised that casting titanium aluminides might require looking in the opposite direction: hypergravity.
ESA is the only organisation that offers all levels of gravity, so the Impress team turned to the agency’s centrifuge in the ESTEC research and technology centre, the Netherlands to test their theory.
Casting the metals in a centrifuge creating up to 20 times normal gravity helps the liquid metals to fill every part of a mould, producing a perfectly cast alloy, even with complex shapes.
Analysing metal casting in as many ways as possible produced building blocks of knowledge that allowed the industrial process to be refined and commercialised.
Over a million jet turbine blades will be made over the next eight years, and using titanium aluminide would reduce their weight by 45% over traditional components.
The alloy’s benefits are also of interest to the car industry – before long, cars will run on engines using space-based knowledge.
Última edición por F.Alonso; 29/05/2013 a las 20:48"SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 29/05/2013, 21:05 #2
Buenísima noticia, es bueno saber que pese a los tiempos que corren se sigue investigando y avanzando, más les vale a los de Rolls Royce ponerse las pilas (aunque sospecho que tienen algo parecido entre manos)Algún día quiero estar ahí arriba...
- 29/05/2013, 21:22 #3
Madre mía, sí que están pegando fuerte las impresoras 3D. Me dices hace tres años que se pueden "imprimir" piezas de un turbofan y me echo a reír.
Chuck Norris no deriva, desintegra.
- 29/05/2013, 22:09 #4
- 31 may, 07
Obviamente de momento siguen siendo refritos del motor jet convencional, se esta investigando con motores de iones de impulso o algo asi, hace unos meses publique una noticia sobre ello, pero eso ya para mucho mas adelante.
Por cierto el otro dia un colega me explico como funcionaban porque me pensaba que eran unas mini cnc o con moldes tuneables , como lo que usa la industria para hacer piezas de lo que sea, pero no.
Van hilando con el componente de materia prima que use o usemos, a la perfeccion y en 3 dimensiones esa pieza, vamos curiosisimo.
Última edición por F.Alonso; 29/05/2013 a las 22:11"SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "
"PLATAFORMA SALVEMOS CUATRO VIENTOS"
- 29/05/2013, 22:14 #5
Un amigo (bueno, su grupo de investigación) acaba de adquirir una impresora 3D de unos 200.000€ para poder montarse ellos mismos un bioreactor para cultivo celular. Me cuenta auténticas maravillas del equipo sin ser precisamente lo top del top.“If you think education is expensive, try ignorance”
- 29/05/2013, 22:21 #6
- 20 ago, 08
Aqui dicen que de momento no, pero me temo que en cuanto haya madurado más la cosa, va a llevar a más desempleo todavia...
No, la impresión en 3D no va a matar a ninguna industria (por ahora) - ElConfidencial.comPress sucks!
- 29/05/2013, 22:25 #7
GE engineers figure that the new core in combination with other design changes could improve fuel efficiency by as much 25 percent, extend flying ranges by 30 percent, and boost thrust up to 10 percent, compared to current engines.
- 27 mar, 09
sentido de humor no les falta, nooo
- 29/05/2013, 22:49 #8
- 29/05/2013, 23:00 #9
- 27 mar, 09
- 30/05/2013, 10:05 #10
Propaganda digo por esto:
Looking for a better way, scientists at GE Global Research have developed new lightweight and heat-resistant materials called ceramic matrix composites (CMCs)
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