The military-industrial scientific research system of the academic master.

Liu Yongquan's addition stunned both Vesta and Eleanor.

The former wanted to keep the secret but failed to show off, and was simply embarrassed by being slapped in the face -

Although replacing rotor bearings with non-contact magnetic bearings can indeed increase effective work, this part of effective work cannot be directly converted into thrust.

Power generation is almost the only option.

Of course, if I have to say it, with this part of power, the power rating of the genuine electric motor can be reduced, which can indeed squeeze out more thrust-increasing potential.

But it's not what he just explained.

Fortunately, at this moment, no one is paying attention to these details.

Because the latter had never expected that the question he asked casually as a prelude would lead to such a big and cruel thing.

Magnetic bearings were nothing new to Elinor, a British man.

This thing was first researched by Newcastle University.

The actual usable product was also the first to be launched on the market by S2M, a company under the British Edwards Group.

Even the technical route of combining magnetic bearings and permanent magnet fault-tolerant motors to build a permanent magnet fault-tolerant power generation system based on an H-bridge was first promoted by Lockheed Martin in the JSF project, but the concept itself was proposed by British Aerospace, one of the predecessors of BAE Systems.

But what's going on?

Why did the French suddenly start using it?

Whether it’s the product or the concept, it was obviously me who came up with it first, right?

You know, the biggest difficulty of this technology is not the hardware, but the fact that magnetic bearings are a brand new product and no one knows how to calibrate them.

Although this thing can basically be considered to have no friction, if you want to use it to generate electricity, the act of cutting the magnetic coil itself will generate resistance.

In fact, in the earliest design concepts, this resistance was even used as a tool to efficiently regulate engine speed.

It truly achieved killing several birds with one stone.

However, the problem is that once there is a problem with the electromagnetic control, it will have a ripple effect on the entire system.

Specifically, fluctuations in power consumption may lead to fluctuations in power generation, which may further lead to fluctuations in resistance, which may further lead to fluctuations in speed, which may then lead to rotational stall, and finally to surge...

In short, the permanent magnet fault-tolerant power generation system requires a set of optimal current control methods to achieve fault-tolerant control.

However, making the control strategy effective within a fairly wide operating range becomes a huge challenge.

The installation and application of the entire set of technologies is stuck here.

Even according to the most optimistic expectations of Lockheed Martin and Pratt & Whitney, JSF will not be able to solve the reliability problems of permanent magnet fault-tolerant power generation system and install it until 2008.

In fact, almost no one who knows the inside story believes this timetable.

result.

In Geneva.

At this business aviation show that was so ordinary and seemed to have no highlights, someone actually came up with a solution?

"Professor Elino, the brochure in your hand was modified by us based on the maintenance manual. The content is actually not very comprehensive..."

As if he could see the other party's doubt, Liu Yongquan directly took out another booklet that was slightly thinner and had a different cover from somewhere:

"This is the second version that was just revised. Some operational details that are not very meaningful to non-maintenance personnel have been deleted, and descriptions of several key new technologies on our products have been added... Although it is not very detailed, I think it is sufficient."

Eleanor's mind had not yet fully recovered. He took the book in his hands numbly and opened it.

"About page 10 is about the magnetic bearings and permanent magnetic fault-tolerant power generation system..."

Liu Yongquan reminded kindly.

Sure enough, there were a few pictures and schematic diagrams on it, which briefly explained the performance of this system and its advantages over traditional solutions.

It is also specifically noted that in order to ensure reliability, SeA650 has a mechanical backup set up at the No. support point.

Once the magnetic bearing fails, the rotor bearing, which was originally in a non-contact state, will come into operation.

Of course, it is definitely not a normal state.

But the emergency mode can also ensure that the engine runs at a lower speed for at least two hours.

In short, from the performance point of view, there is absolutely no flaw.

but……

It's just promotional material, so that's the content.

It's impossible for others to write down the specific design and calibration for you.

So Eleanor read it over and over again, but still felt a little unsatisfied.

But he couldn't ask directly.

The expression on his face was very twisted.

During this twisting process, Eleanor suddenly realized that he seemed to have a fixed mindset just now.

The Chinese people in front of me have always been communicating with me about things related to magnetic bearings.

Dr. Vesta from Snecma was invisible the entire time...

This seems to indicate that, at least the technology of magnetic bearings should have a greater relationship with the Chinese partners.

It is even possible that it was developed by the Chinese.

……

at the same time.

Seeing Eleanor's performance, Liu Yongquan couldn't help but smile with success.

In fact, after he failed to answer the first question, he quickly observed a detail about Eleanor.

Although the personal information written on the latter's badge was flawless, the ballpoint pen in his hand was the same style as the one in the pockets of the Rolls-Royce group just now.

Therefore, Liu Yongquan reasonably inferred that Roger Eleanor actually came here on behalf of Rolls-Royce.

It's just a different strategy.

Or maybe it's the red face among the red and black faces.

However, Liu Yongquan did not reveal the other party's identity.

No need.

Firstly, the question asked by the other party was not a particularly sensitive one.

After the Falcon Z is delivered to users, it will be easy to see at a glance what specific technologies you used in which parts.

There is neither the possibility nor the necessity of keeping confidentiality.

Secondly...the French and the British have a bad relationship, so what does it have to do with him, a Chinese?

It is true that Aero Dynamics and Snecma are partners.

But the same is true for the Rolls-Royce across the street!

The Xilo Group is still there.

Therefore, he chose to take the initiative and directly point out the technology used.

He also gave Eleanor a copy of the brochure that had just been finalized, of which only a few copies were brought, so that the other party could read it clearly.

As for the specific design method you want to know...

It is not impossible.

Just need to pay more.

Need to add projects.

Of course, Rolls-Royce has an absolute dominant position in the design and manufacturing of aero engines, especially high bypass ratio aero engines. It may not be easy to get them to agree to joint research and development.

As a second best option, we can be a solution provider or a subsystem supplier.

Not only can it use the Rolls-Royce brand to make China's aero-engine products famous.

We can also gain some experience in the research and development of high bypass ratio aircraft engines.

More importantly, it can further deepen China's ties with Europe in the field of aviation technology.

This is also one of the most effective means to combat embargoes and sanctions.

Moreover, the highlights in that booklet are far more than that...

Sure enough, after being convinced that he could not find any new useful information from it, Professor Eleanor continued to read the following contents half reluctantly and half curiously.

And soon, his core question, that is, where the strange 100°C temperature rise came from, was answered.

"The SeA650 engine uses mature and reliable film cooling technology, combined with a newly developed three-dimensional channel structure and variable interface aperture, which increases the turbine inlet temperature by 93.7c without affecting the service life..."

“Please note that since the internal structure of the three-dimensional pores is more complex than that of the traditional air film pores, mid-term maintenance must be performed by designated suppliers…”

"..."

As usual, the brief description is followed by a few photos and diagrams, as well as a series of test results.

There are not many details, but it can be seen that the cross-section of the air film hole is dustpan-shaped, rather than the traditional circular, elliptical or fan-shaped.

This fits the profile described earlier by Drs. Norris and Lapworth.

Of course, the specific design parameters will certainly be different.

But the technical solution...

I'm afraid it's really the same.

"S..."

Professor Eleanor thought he was well-mannered, but at this moment he couldn't help wanting to use a word starting with F or S to make a sweet comment -

Come again?

Although he couldn't guarantee who was the first to research the air film hole, it was essentially no different from the magnetic bearing mentioned earlier.

Our side made a lot of fuss on the PPT.

In the end, it was realized quietly by others...

This is still a bit embarrassing...