Compared with previous generations of turbofan engines, naturally variable cycle engines have made great progress, that is, the turbine system itself is no longer an obstacle to airflow, and the setting of afterburner has become an absolutely unavoidable existence. This will lead to the natural variable cycle engine without the huge difference between military intermediate thrust and afterburner thrust.
Moreover, the high-altitude high-speed combustion efficiency is higher and the windmill resistance is smaller. Therefore, it is completely in line with the situation that the six generations of fighters generally hold high and fight high. The cruise speed in total war approaches or exceeds the set index of Mach 2. Naturally, the two major countries have made great achievements in the in-depth research and development of variable cycle engines. At most, only Rolls-Royce may be able to follow up, and other parties may not even touch the edge in this field.
Therefore, for the maximum thrust index of natural variable cycle engine, the extreme value of afterburner is no longer pursued. Finally, it is roughly 18 tons, 22 tons and 25 tons. At present, the two major countries have basically reached or exceeded the first gear of 18 ton thrust; It has initially reached the first flight standard of the 6 th generation aircraft.
The future batch installed version will be positioned at the level of 20 to 22 tons, and finally reach the ideal state of 25 tons by the 6.5 generation. Therefore, the corresponding thrust-to-weight ratios are 12, 15 and 17, respectively. In fact, the first batch of naturally variable cycle F/KOOC-0/20 engines, which were loaded on YF23 and easily flew out of Mach/KOOC-0/.7, had very small absolute thrust, only about/KOOC-0/3 tons.
According to the usual thrust-to-weight ratio index, it is only the standard of 8.5, but the biggest unique skill of F 120 is that the thrust is still basically unchanged at high altitude and high speed, and there is still an absolute thrust value of 1 1 ton at an altitude of 20,000 meters. Therefore, it is possible to fly out of the ultra-high patrol Mach number; This is impossible for all ordinary turbofans in the past.
However, from F 120 to the main transformer cycle vehicle currently under development, no matter how high the index is. Most of them still belong to the scope of big push. So is there a variable period in the middle push mode under study at the same time? This question is affirmative. Because since J35 has become the basic sea-based equipment, it will be mass-produced.
Land-based versions will also be mass-produced, and large-scale drones will also be used in large numbers. There is also an export problem. In this way, the medium thrust engine is no longer too dispensable in the Xiaolong era; We can temporarily use foreign models to "temporarily deal with" this situation. It must become the second priority of research and development, just like the royal variable cycle model of the 6 th generation machine.
Although WS 19A is already moving towards 14 tons, it has reached the top level in the fourth generation. But it's still not as good as the standard variable cycle engine. Therefore, the middle push must also be synchronized and enter the ranks of the fifth generation of super-variable cycle. Some people here may say, why must we be obsessed with pushing in the carrier aircraft? Haven't you been pushing from J 15 to J 15T?
Why not make a big push on the boat? Even eventually developed into a kind of variable cycle big push boat. This is mainly a problem of the maximum blocking limit. Whether it is a ski jump takeoff or an electromagnetic ejection takeoff, it can be gradually developed to 40 tons. Don't be surprised that there will be a 50-ton large unmanned carrier aircraft taking off by electromagnetic ejection in the future. Therefore, in the take-off phase, the large thrust engine can be fully utilized.
However, the maximum limit for stopping landing has not improved much in almost 40 years. Whether it is cylinder blocking or electromagnetic blocking, it will basically not exceed the limit of 23 tons. The foreseeable future will be upgraded to 25 tons at most. This leads to the fact that no matter how powerful the carrier-based aircraft is when it takes off, the aircraft returning from the mission must be "slimmed down" to less than 23 tons.
Otherwise, even if the arresting and damping device itself can stand it, the elastic coefficient of the wire rope for arresting can't stand it. In this way, the weight of J 15T must be reduced to 23 tons before it can return to stop, and it is necessary to ensure that enough safe internal oil is left. If you return home with a batch of valuable ammunition, you must throw it into the sea in advance.
Using the medium thrust and heavy load mode, only two engines can reduce the return weight of 1 ton, which is the most worthwhile whether it is converted into safe residual oil or expensive ammunition. Therefore, it is necessary to develop the fifth generation middle thrust variable cycle simultaneously. The early version can reach15t thrust, and the batch version must have at least17t thrust. J35A is strong enough!