One Thousand Four Hundred and Eighty-Six That's It? I Thought It Was a Big Deal!

"These pipes are actually the oil pipes on the aircraft's aeronautical engine. They are made of nickel-cobalt alloy. It is very difficult to use ordinary processing methods. If they are welded, they cannot meet the requirements in terms of strength, so... "

The leader who had just spoken to the other side, saw Xiao Feng holding a few pipes in silence, so he explained to them.

In fact, even if he didn't say anything, Xiao Feng could guess what kind of pipe it was.

Because when he was at Xinghuo Technology, he had seen that engineers produced this kind of pipe when designing and producing hydraulic torque converters.

However, the pipes produced by Xinghuo Technology at that time were smaller and thinner than these few, because they were installed on the hydraulic gearbox, so naturally they could not be compared with the ones installed on the aircraft engine.

So it is naturally simpler, but the shape and working principle are similar.

In fact, this kind of oil pipe is also very common on automobile engines, but it is generally relatively thin, and the requirements are not as high as those on aviation engines.

As an interstellar warrior, and a half-hearted military fan, and when he was in another world, he often flew helicopters to fight.

Sometimes he has to maintain the helicopter by himself, so he has a little understanding of the aircraft's aviation development.

In the engine of the aircraft, especially the outer part, we often see many such tubes.

However, there are generally two types of wire tubes on aviation engines, one is hard tubes and the other is flexible tubes.

Most of the hoses are made of tetrafluoroethylene, and the outer layer is wrapped with a layer of fireproof material. The assembly performance is very good, but the disadvantage is that the strength is very poor.

Can only be used on conduit wrapped in electronic systems.

However, there are still many fuel supply pipes on the aircraft, so this kind of hose cannot be used.

For example, the oil supply pipe that attacks the fuel, or the lubricating oil pipe that attacks the lubricating oil, these are pipelines that often work in high temperature and high pressure environments.

And these pipelines must use hard tubes of metal materials.

Although the fitting performance of this kind of hard tube is very poor, because of special job requirements, you must use this kind of tube.

In order to better meet the working conditions of these pipelines, there are very strict requirements for metal processing and equipment requirements.

As for the hydraulic pipes used in the hydraulic system and the air source pipes used in the bleed air system, let alone.

Because it is necessary to work in an ultra-high pressure environment, it is impossible to use hoses, so only this kind of specially processed metal pipes can be used.

So we will shout a lot of metal pipes arranged side by side on the periphery of the aircraft.

The thin ones are as thick as a finger, and the thick ones are as thick as a carrot, and they are all unconventional geometric shapes, arranged side by side on the periphery of the aircraft.

The main function of these pipelines is to supply oil to the engine when the aviation engine is working.

Because aviation development needs to consume a lot of fuel, considering fuel economy, aviation development designers will design a set of special fuel injectors and install a set of oil pressure pumps.

Before aviation fuel is injected into the combustion chamber, the fuel is fully atomized in order to achieve the best combustion economy,

Guarantee the range of the aircraft.

Therefore, the requirements for the strength of the oil supply pipe and the fuel nozzle are very high.

In addition, because fighter jets often perform various violent fighting actions during flight.

In order to rewind the fuel, the general aviation development will design a special oil return circuit, and this oil circuit is the half-back-shaped pipeline that we often see.

There is also the lubricating oil pipe that attacks the lubricating oil, the same is true.

It is necessary to ensure that the aviation engine can operate normally at an altitude of tens of thousands of meters and in extremely cold conditions, and dry grinding cannot occur.

Then it must be ensured that the lubricating oil pipe will not be frozen, and it can work stably in a high-pressure environment.

This is especially true for the hydraulic lines of other hydraulic systems, because the vector nozzles at the back are controlled when the engine is working.

Adjust the direction of the jet, so the requirements for the hydraulic pipe will be very high.

It can even be said to be the highest in the entire system.

As for the air source pipe, let alone, it is necessary to ensure that when the aviation engine is working, a large amount of air can be continuously sent into the combustion chamber, or diverted in the duct.

So it is precisely because of these special work requirements that it is difficult to process these pipes.

Unlike the requirements for the pipes on the car and the transmission, those pipes may only need to withstand the pressure strength of 1.5, or twice the atmospheric pressure.

And the pipelines on these aviation engines are required to be able to withstand at least a dozen, or even dozens of atmospheres, and still work normally.

This can be said to pose a very extreme challenge to the processing of these pipes.

Moreover, the processing technology of this main pipeline is completely different from that of ordinary steel pipes.

The ordinary steel pipes we see on the market are basically processed from pieces of iron sheet.

First of all, these boards are sent to the factory for material selection and cutting, and then put into the machine to flatten.

After that, the coffins are rolled up with rollers, and finally welded at the joints of both sides.

After the welding is completed, the burrs are scraped off and polished, and basically a steel pipe is completed.

If you need to bend the light pipe into different shapes, you can also take it to the steel pipe bending machine and bend it directly.

However, if it is produced according to this process, if these pipes are used on the aircraft, it will inevitably cause the weld to break in the harsh working environment.

In turn, it will lead to serious air accidents.

We have successfully developed the J20 long before, but the production capacity has not been able to increase.

According to reliable sources, our annual output of J20 was only 10-12 aircrafts.

Why, the output has not been up?

It is because the production difficulty of Hangfa is too great.

For the first batch of J20, we used Maoxiong's aviation engine. When this fighter came out, it confused the old US Secretary of Defense enough.

But a few years later, people figured out the situation on our side.

It turns out that we have always wanted to replace this aircraft with our turbofan 15 engine, because the engine sold to us by Mao Xiong has always been slightly inferior in performance.

The turbofan 15 has difficulties in production, although we have obtained a batch of high-precision five-axis linkage machine tools from a neutral country in Western Europe.

Finally, the problem of processing accuracy has been solved, and the 3D printing equipment developed by a domestic university has bypassed the production threshold of some difficult parts of Hangfa.

But in the end, the blades of the internal rotor of the engine, as well as the production of the external pipeline, have been limited.

The rotor inside the Hangfa is actually equivalent to a small gas turbine.

A rotor main shaft, and this main shaft is covered with various blades, and each blade has a very irregular curved surface shape.

The reason why it is designed like this is to rotate, cut and compress the air in a very small space, and then send it to the combustion chamber.

After fully burning, the ion airflow is ejected, which makes the aircraft have super exciting performance.

The production difficulty of the rotor, as far as the country is concerned, is a fantasy.

Before that, we had also obtained some American Aircraft Engines, and we also looked at the condition of the rotors inside.

But to be honest, we only knew what happened at that time, but we didn’t know why.

I just know, oh, it turns out that the inside of the hang hair looks like this.

But why it grows like this, and how it grows like this, we don't know at all.

Because it involves too much knowledge of aerodynamics, and since decades ago, the most powerful heroes of the two bombs and one satellite in the country have fallen one after another.

In terms of aerodynamics in China, there has been a serious gap in gear.

This situation, until the last ten years, has gradually improved.

After many wind tunnel experiments, our scientists finally understand why people arrange the blades in this way.

And we also have our own ideas for designing and arranging the blades.

But here comes the problem again, that is, even if you have your own ideas, how do you get the blades of your turbofan on the main shaft of the rotor?

In the face of this problem, we sacrificed many people, and finally got some clues from the United States.

It turns out that the Americans used a technology similar to the growth of single crystal silicon to 'grow' the processed cavity blades on the rotor.

In fact, it can also be understood as an alternative welding method, but this method is very difficult, and currently only one family in the United States has mastered it.

After the welding is successful, they will also use a particle gas deposition technology to coat the entire system.

Even if the rotor after coating is completed, its hardness and wear resistance are unparalleled.

It is also because of this that the aviation engines of American fighter jets far surpass Mao Xiong in terms of lifespan, performance, and reliability.

As for our Hangfa, it is still far from the level of the above two companies.

As for Mao Xiong's hair, it was relatively simple and rough to manufacture.

They would produce a hyperbaric chamber and then have workers wear special pressure suits and use a very specific welding technique.

Inside the hyperbaric chamber, the blades are welded to the rotor.

This is also the information we got from the Ukrainian aircraft design experts after half-empty the Ukrainian family.

It is also based on this information that we have made a breakthrough in the development and production of Turbofan 15.

But generally speaking, because the production of some key components is too difficult and we lack related equipment, the production capacity has not been able to increase.

Today, the general asked Xiao Feng and the others whether their industrial robot could produce such pipes.

In fact, it was a trial!

But at this time, after Xiao Feng shook the pipe in his hand, the smile on his face became bigger and bigger.

this one? I thought it was a big deal!

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