喷气发动机【精心制作完整版】
小学科学实验制作简易水蒸气发动机
实验材料：水、烧杯、酒精灯、温 度计等
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实验地点：XX小学科学实验室
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实验步骤：按照教材要求进行实验 操作，记录实验过程中的数据。
分析实验结果
实验现象：水蒸 气发动机成功运 转，产生动力
实验数据：记录实 验过程中的各项数 据，如温度、压力 等
数据分析：分析 实验数据，得出 结论
实验总结：总结 实验结果，评估 实验效果
得出结论
实验结果：水蒸气发动机成功运转， 验证了原理的正确性
实验结论：简易水蒸气发动机制作 成功，具有实际应用价值
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数据分析：实验数据表明，水蒸气 发动机的效率与蒸汽压力和流量有 关
实验反思：实验过程中需要注意安 全问题，进一步完善实验装置
实验总结
实验收获
掌握简易水蒸气发动机的制作方法
培养动手能力和创造力
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了解水蒸气的工作原理
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培养观察和思考能力
实验不足与改进
实验操作复杂，需要进一步简 化步骤
实验材料有限，可以考虑使用 更多种类的材料进行尝试
实验效果不明显，需要进一步 优化实验设计
实验安全性需要加强，确保实 验过程中的安全措施到位
发动机工作原理：利用水蒸气 的压力驱动发动机的活塞运动，
从而产生动力。
实验装置：水槽、试管、胶 塞、导管、发动机等。
实验过程
制作水蒸气发动机
准备材料：铁罐、橡皮筋、胶带、纸、热水等 步骤一：将纸卷成漏斗状，放入铁罐中 步骤二：倒入热水，等待水蒸气产生 步骤三：用橡皮筋固定好铁罐，将胶带缠绕在铁罐顶部
自制涡轮发动机
蓝天的向往——航模涡轮喷气发动机完全制作手册来源：王中扬的日志1.发动机如何自己设计？到哪里找材料，价钱如何？Small gas turbines are not scaled down large engines. Any attempt to do so is likely to fail. Kurt Schreckling is to becommended for his original approach to the design of small engines as set out in his book on the FD3 64.He carried out thetherorectical considerations and came to the conclusion that a simple radial compressor and turbine wheel with a singleannular combustion chamber would produce the best results. His views have been confirmed by the rapid progress in refiningthe designs and extracting more power from the same basic size. Spreadsheets have been developed by a number of peoplebased on the Formulas in the Schreckling and Kamps books that model the processes that go on in the engine. The GTBA hasalso commissioned burst analysis of the turbine wheel.小型燃气涡轮机不是比例缩减大型引擎。
手工微型发动机制作方法
手工微型发动机制作方法手工制作微型发动机是一项具有挑战性的工艺活动，需要一定的机械知识和技巧。
本文将介绍一种简单的方法来制作微型发动机。
我们需要准备以下材料和工具：铝制材料、钳子、锉刀、钻头、螺丝刀、铜管、铜丝、电线、电池、电动机和发动机配件。
第一步，我们需要制作发动机的主体部分。
首先，我们可以使用铝制材料来制作发动机的外壳。
根据设计，使用钳子将铝制材料剪成合适的大小，并使用锉刀修整边缘，使其光滑。
第二步，我们需要制作发动机的气缸和活塞。
使用钻头在外壳上钻孔，以便安装气缸。
然后，将铜管剪成合适的长度，固定在外壳上。
接下来，使用铜丝制作活塞，并将其安装在气缸内。
第三步，我们需要制作发动机的点火装置。
首先，将电线连接到电池的正负极上。
然后，将电线连接到电动机的引擎部分。
最后，使用螺丝刀将电动机安装在发动机的外壳上。
第四步，我们需要制作发动机的燃料供给系统。
使用铜管制作燃料供给管道，并将其连接到发动机的气缸上。
然后，将燃料供给装置连接到管道上，并确保燃料能够顺利流入气缸。
第五步，我们需要测试并调整发动机。
将电池连接到点火装置上，并启动电动机。
观察发动机是否能够正常运转，并调整点火装置和燃料供给系统，以确保发动机的稳定性和性能。
通过以上步骤，我们就可以制作一个简单的微型发动机。
当然，这只是一个基本的制作方法，可以根据自己的需求和创意进行改进和扩展。
制作微型发动机是一项很有趣的工艺活动，不仅可以增加我们的机械知识和技巧，还可以培养我们的动手能力和创造力。
希望本文对您有所帮助，祝您制作微型发动机成功！。
(整理)DIY航模脉冲式喷气发动机
DIY航模脉冲式喷气发动机脉冲式喷气发动机结构简单，加工方便，并比普通内燃机发动机高的燃烧效，因此适用于各种航空，海模，车辆模中。
你也可以自己设计做成喷气助动车辆。
本手册将从原理开始，教你如何打造出自己的喷气发动机。
原理结构介绍脉动喷气发动机工作时，首先把压缩空气打入单向阀门，或使发动机在空中运动，这时便有气流进入燃烧室，然后油咀喷油，火花塞点火燃烧。
这时长尾喷管在燃气喷出后，由于燃气流的惯性作用，虽然燃烧室内的压强同外面大气的压强相等，仍会继续向外喷，所以在燃烧室内造成空气稀薄的现象，使压强显著降低到小于大气压，于是空气再次打开单向活门流入燃烧室，喷油点火燃烧，开始第二个循环。
这样周而复始，发动机便可不断地工作了。
这种发动机由进气到燃烧、排气的循环过程进行得很快，一秒钟大约可达40～50次。
脉动式发动机在原地可以起动，构造简单，重量轻，造价便宜。
这些都是它的优点。
但它只适于低速飞行（速度极限约为每小时640～800公里），飞行高度也有限，单向阀门的工作寿命短，加上振动剧烈，燃油消耗率大等缺点，使得它的应用受到限制。
第一章如何设计自己的发动机设计参数：1.油气比喷气发动机依靠油气燃烧产生反作用力，根据油品的爆炸极限，燃油与空气重量比，一般在15-20%。
即一升空气约需一克的油。
2.喷气频率，喷气发动机喷气频率与机身长度有关，同一直径下，机身越长频率越低。
2.机身直径与长度比L/D发动机长度与直径是发动机设计的重要步聚，长度与比直径一般在10-17。
4.计算公式发动机的推力是由许多因素决定的，如下公式可说明：m*va=F*tV = 发动机体积(dm^3.)f = 喷气频率. (Hz)va = 喷气速度. (m/s)F = 推力(N, Newton)fc = 油耗(gram/second)m = 空气质量kgt =时间s秒.以时间一秒，m=实际进入发动机的油气量X换算得出m*v=F*t. m = mass = X %实际推力：F (Newton) = (X * D^2 * 3.1415 * L * v^2 )/(L * 8)由以上公式可以得出尾喷管直径越大，发动机的推力越大，同时进入的油气X越多就能产生更大的推力。
教你如何制作小型涡轮喷气发动机!
涡轮喷气发动机制作图注意事项：个人自制涡喷是一项能力挑战，不建议无机械基础及未成年人尝试！！另外在此申明：本资料如用于商业产品开发，请自行解决相关版权。
谢谢合作！！！另外，制作中一定要有安全意识，！！！切记与高速运转物体，与火打交道，安全第一！安全守则：涡喷的制作不同于其他模型，由于涡喷在高温与高速条件下工作如果你不想被当成烤鸭请注意下面的事项！！1.别被火喷成烤鸭，玩火要有科学知识指导。
2.涡轮一定要作动平衡才能用。
3.无论如何不要在共公场合试发动机，很多人围观不是好事。
4.涡轮转速高达70000转每分以上，没机械基础不要去试！！5.发动机试运与工作中，永远不要站在涡轮的两侧正对位，以免涡轮发生事故时，钢片高速飞出，象子弹一样，危及生命！！特别提醒!做涡喷一定要有机加工与材料常识，了解金属，火灾,爆炸原理，等安全知识，安全第一。
涡喷自制问题解答：1:.发动机如何自己设计？到哪里找材料，价钱如何？模型用的发动机不是大的发动机的按比列缩小，任何试图这样做都很可能是失败。
值得推荐的是英国人-Kurt Schreckling设计的FD3-64航模涡喷发动机的设计，开创了小型发动机设计先河，用一个简单方法制作的放射式压气机，环型燃烧室，一个用简单方法制做出来的涡轮，达到了良好的效果。
他的理念已被最新改进的各种新的设计所证实，并且都是以他的设计为基础进行的提炼。
数字显示，许多爱好者根据他的著作理论，成功地将发动机用在了航模上。
涡轮喷气发动机材料为不锈钢为主，材料成本很低，如果从材料本身的价值来说，以广州为例，也就100元上下，但由于个人爱好者，有些可能无机床，氩弧焊的话，到外面加工的人力成本会贵过材料费。
但也无妨。
再就是如果有认识不锈钢加工厂的话，找到边角料足矣做一台涡轮,如果你想省事些，可以用涡轮增压器上的压气轮来代替木头的压气轮。
2.涡轮容易加工吗,没专业设备如何做动平衡？涡轮是由型号为301,2.5mm不锈板剪口弯成，用一个小电钻配小砂轮可以打磨出翼型即可，关键的动平衡测试，记住这一点很重要！！否则会导致发动机解体！！是用我们的大拇指与食指来感觉振动。
自制斯特林发动机制作教程及斯特林发动机原理、图纸
自制斯特林发动机制作教程及斯特林发动机原理、图纸一杯咖啡不能化身为一杯汽油，但是它一样可以用来驱动一个发动机，只不过这个发动机有点特别，是用硬纸板做成的小型发动机，当然也不是全部用硬纸板做成，还包括黄金冲件，激光切割的铝片，低摩擦的塑料轴承以及弹性钢丝。
来自德国一家叫作Astromedia，以硬纸板小发明和小玩意为主的公司。
这个能在一杯热咖啡上就能转起来的发动机，正是斯特林发动机（Stirling engine），由于能源，环境和可持续发展等人类问题的影响，人们开始热衷发展斯特林发动机，由Robert Stirling（罗伯特斯特林）在1816年发明的外燃发动机。
前不久我们网络文摘收过一篇文章，讲著名的发明家Dean Kamen（Segway的发明者）也在挪威成立一个公司，投身于他的下一个大项目，就是使用斯特林发动机的交通工具的计划。
斯特林发动机是活塞式热气发动机，在外部加热密封气室，里面的气体（氢气或氦气）膨胀推动活塞做功，膨胀后的气体在冷气室冷却，然后进入下一个流程。
同样只要有一定值的温度差存在，都可以形成斯特林发动机，比如上面这个咖啡杯上的斯特林发动机，如果下面是冰块，它也能转起来，而且比里面是热咖啡（或热水）还要持久，一个小时左右。
斯特林发动机可以使用多种的燃料，各种可燃气体估计是最佳材料，Dean Kamen还用牛粪来作过燃料。
而且排气洁净，还有一个优势相对于内燃机来说，因为没有气体爆炸，所以大大降低了噪音污染。
这个“玩意”是不是设计也没什么值得讨论的，以前人们总是很难分辨设计师或者发明家，但现在来说好像足够分明了，设计师是明星，艺术家……，而在国内发明家基本都是农民。
如果你既是设计师，又是发明家，那么肯定会得到更多人的敬佩(人人喜欢hardcore)，如果你还有商业头脑，那你就是下一个Dyson了。
虽然说学科细分很难让普通人精通几般武艺，但这不是100%的，因为一方面设计本来就是知识面广泛的学科，有深入钻研的机会，另外还有想成为非普通人的普通人呢。
无阀脉动喷气发动机的制作
Valveless Pulsejet Engines 1.5-- a historical review of valveless pulsejet designs --by Bruno OgorelecThe idea that the simplest engine an enthusiast can make at home is a jet engine will sound strange to most people -- we perceive jet engines as big complex contraptions pushing multi-million dollar aircraft through the skies. Yet, this is completely true. In its most basic form – the valveless pulsejet -- the jet engine can be just an empty metal tube shaped in a proper way. Everyone able to cut sheet metal and join metal parts can build one in a garage or basement workshop.Due to peculiar historical circumstances, this interesting fact has escaped popular attention. It is not familiar even to enthusiasts of jet propulsion. You are not very likely to see or hear jet engines roaring in people’s back yards on Sunday afternoon. Few if any people can be seen flying aircraft powered by jet engines they have built themselves.This document aims to help change that.However, it is not a how-to primer. It is an attempt to describe and explain the valveless pulsejet in principle. It also offers a rough sketch of the amazing variety of layouts the inventors and developers have tried during the long but obscure history of this device.My aim is to inspire, rather than teach. My goal is to demonstrate that jet power is accessible to everyone in a great variety of simple ways. Should you find the inspiration, plenty of information on the practical steps towards jet power will be available elsewhere.2 HOW DOES A VALVELESS PULSEJET WORK?The picture below shows one of the many possible layouts of a valveless pulsejet engine. It has a chamber with two tubular ports of unequal length and diameter. The port on the right, curved backwards, is the intake pipe. The bigger, flared one on the left is the exhaust, or tailpipe. In some other engines, it is the exhaust pipe that is bent into the U-shape, but the important thing is that the ends of both ports point in the same direction.When the fuel-air mixture combusts in the chamber, the process generates a great amount of hot gas very quickly. This happens so fast that it resembles an explosion. The immediate, explosive rise in internal pressure first compresses the gas inside and then pushes it forcefully out of the chamber.Two powerful spurts of hot expanding gas are created – a big one that blows through the tailpipe and a smaller one blowing through the intake. Leaving the engine, the two jets exert a pulse of thrust – they push the engine in the opposite direction.As the gas expands and the combustion chamber empties, the pressure inside the engine drops. Due to inertia of the moving gas, this drop continues for some time even after the pressure falls back to atmospheric. The expansion stops only when the momentum of the gas pulse is completely spent. At that point, there is a partial vacuum inside the engine.The process now reverses itself. The outside (atmospheric) pressure is now higher than the pressure inside the engine and fresh air starts rushing into the ends of the two ports. At the intake side, it quickly passes through the short tube, enters the chamber and mixes with fuel. The tailpipe, however, is rather longer, so that the incoming air does not even get as far as the chamber before the engine is refilled and the pressure peaks.One of the prime reasons for the extra length of the tailpipe is to retain enough of the hot exhaust gas within the engine at the moment the suction starts. This gas is greatly rarified by the expansion, but the outside pressure will push it back and increase its density again. Back in the chamber, this remnant of previous combustion mixes vigorously with the fresh fuel/air mixture that enters from the other side. The heat of the chamber and the free radicals in the retained gas will cause ignition and the process will repeat itself.The spark plug shown on the picture is needed only at start-up. Once the engine fires, the retained hot gas provides self-ignition and the spark plug becomes unnecessary. Indeed, if spark ignition is left on, it can interfere with the normal functioning of the engine.It took me more than 300 words to describe it, but this cycle is actually very brief. In a small (flying model-sized) pulsejet, it happens more than 250 times a second.The cycle is similar to that of a conventional flap-valve pulsejet engine, like the big Argus (which powered the V-1 flying bomb) or the small Dynajet used to power flying models. There, the rising pressure makes the valve flaps snap shut, leaving only one way for the hot gas to go -- into the exhaust tube. In the J-shaped and U-shaped valveless engines, gas spews out of two ports. It does not matter, because they both face in the same direction.Some valveless pulsejet designers have developed engines that are not bent backwards, but employ various tricks that work in a similar fashion to valves -- i.e. they allow fresh air to come in but prevent the hot gas from getting out through the intake. We shall describe some3of those tricks at a later point.You may wonder about the sharp transition from the intake tract into the chamber. It is necessary to generate strong turbulence in the incoming air, so that it mixes with injected fuel properly. A gentler, more gradual entry would not generate the necessary swirling of gases. In addition, turbulence increases the intensity of combustion and the rate of the heat release.THE BEGINNINGSThe idea of using the elastic properties of air to generate power pulses is very old. The first pulsejet engines were built in France at the very beginning of the 20th century. They found only very limited use at the time and were soon forgotten for all practical purposes.In the 1930s, however, German engineer Paul Schmidt rediscovered the principle by accident while trying to develop a detonation engine. He built a series of impressive pulsejets with valves. At roughly the same time and in the same country, engineers at the Argus engine company were working on a valveless device that used compressed air.The circumstances were much more propitious now. The world was preparing for a big war and the war machines were gearing up. The German War Ministry brought Schmidt and Argus together, which resulted in the development of the first mass produced jet engine. Like the Schmidt engines, it used valves and natural aspiration, but its mechanisms were greatly modified by Argus.Thus, while the opposed sidesin World War II were still trying toput together their first jet-poweredfighter aircraft in 1944, theVergeltungswaffe 1 (or V-1 forshort) was regularly buzzing itsway to England with a 1,870-lbload of explosives. Its Fieselerairframe was powered by theArgus As 109-014 pulsejet engine.You can see one flying over theEnglish countryside on the photoon the right.The utter simplicity, low costand demonstrated effectiveness ofthe pulsejet impressed the Alliesso much that they badly wanted tohave something similar. It lookedamazing to everyone that a devicethat simple could power a seriousflying machine. Capturedexamples of the Argus werecarefully studied and copies builtand tested.It soon became obvious that thepulsejet had certain drawbacksand limitations, but the basicprinciple still looked very attractiveand ideas for improvementabounded. Various uses for thedevice were contemplated. Ford Motor Company built a proper assembly line to manufacture Argus copies. With the end of the war, some of the projects were scuttled, but the Cold War started soon and the quest for a better pulsejet continued.Unfortunately, progress was very slow and purely incremental. In the mid 1950s, after a decade of effort, developers were not that much better off than their wartime German predecessors. In total contrast, the advances in turbojet design over the same period were4 tremendous. By that time, turbojet-powered fighters already had the Korean War behind them. Turbojet strategic bombers were carrying nuclear weapons in their bomb bays and turbojet airliners were getting ready to earn their money carrying businessmen and the idle rich from continent to continent.It was becoming completely clear to everyone that the turbojet was the jet engine of the future. Engineers were still excited by the promise of the pulsejet, but the reality was not to be denied. During the 1950s and 1960s, most pulsejet researchers gradually abandoned their efforts and turned to other things.THE ADVANTAGESWhat originally attracted and excited the researchers and developers most of all about the pulsejet engine was a peculiar property of pulsating combustion – it can be self-compressing. In the pulsejet, the fuel-air mixture does not burn steadily, at a constant pressure, as it does in the other jet engines. It burns intermittently, in a quick succession of explosive pulses. In each pulse, the gaseous products of combustion are generated too fast to escape from the combustor at once. This raises the pressure inside the combustor steeply, which increases combustion efficiency.The pulsejet is the only jet engine combustor that shows a net pressure gain between the intake and the exhaust. All the others have to have their highest pressure created at the intake end of the chamber. From that station on, the pressure falls off. Such a decreasing pressure gradient serves to prevent the hot gas generated in the combustor from forcing its way out through the intake. This way, the gas moves only towards the exhaust nozzle in which pressure is converted to speed.The great intake pressure is usually provided by some kind of compressor, which is a complex and expensive bit of machinery and consumes a great amount of power. Much of the energy generated in the turbojet engine goes to drive a compressor and only the remainder provides thrust.The pulsejet is different. Here, the exhaust pressure is higher than the intake pressure. There is pressure gain across thecombustor, rather than loss. Moreover,the pulsejet does it without wasting thepower generated by combustion. Thisis very important. According to somerough figures, a 5-percent gain incombustion pressure achieved by thismethod gives about the sameimprovement in overall efficiency as the85-percent gain produced by acompressor, all other things beingequal. Now, that’s rather impressive.Personally, I am interested in thepulsejet for another reason -- because itbrings the jet engine back to the people.It is a back-to-basics kind of machine,so simple to be accessible even toenthusiasts with rudimentary skills andsimple tools. Turbojets and fanjets areat the opposite end of the complexityscale. In most cases they employinaccessible, cutting-edge technology.Just look at the collection ofpulsejets on the picture on the right.They were built by Stephen Bukowsky,a high-school student, purely out of fun.5 If I remember it right, the three valveless engines (second, third and fifth from left) each tookhim about a couple of days to make. This is just a part of Steve’s collection!Cost is another advantage. Pulsejets are cheaper than even the simplest piston engines of comparable output. In contrast, turbojets are frighteningly expensive.THE DISADVANTAGESSo, given the advantages, why did the pulsejet disappear from view? There are several reasons.A big problem is that the gain in efficiency offered by pulsating combustion is not at all easy to utilize for propulsion. Paradoxically, the central problem here is the same as the source of the benefit – namely, pulsation. The very means of increasing combustion efficiency makes it difficult to take advantage of the result.The real potential for the pulsejet has always been in its use as the combustor for a turbine engine, rather than as an engine in itself. Its ability to generate pressure gain is greatly multiplied in a high-pressure environment. Compared to the more usual constant-pressure combustor, it can either give the same power with much smaller mechanical loss and lower fuel consumption, or much greater power for the same amount of fuel.Alas, a turbine demands steady flows to function efficiently. Unsteadiness generates loss. Also, pulsations are dangerous for the brittle axial turbine blades. Radial turbines are tougher in that respect, but they are less efficient, especially so with intermittent flow. They are mostly used to exploit waste heat, as in a turbocharger, rather than as prime movers. Researchers have toyed with converting pulsations into a steady flow, but most methods proved inefficient.But, how about simplicity? In a manner of speaking, a pulsejet is what remains when you remove all the complex and expensive parts from a turbojet and leave only the simple and cheap combustor that is hidden in the middle.Well, yes, simplicity is attractive, but it also has its disadvantages. The promise of the pulsejet on its own, outside a turbojet, is less significant. The pressure gain is still there, but in the atmospheric pressure environment, without the multiplication offered by the compressor, it does not amount to very much. The average pressure in the working cycle is low, the specific power unimpressive and fuel efficiency poor. The power ‘density’ is much lower too. For the same engine bulk, you get less thrust than with the competing jet engines.Pushing the pulsejet further down the scale of desirability in the postwar era was the fact that even with the improvements arrived at in the 1950s and 60s; the pulsations still produced horrible noise and mad vibration. Pulsejets depending on reed valves were also short-lived and unreliable. OK, they were cheap, but in the Cold War era that was certainly not a prime consideration.Finally, there was little that pulsejets were really good for. For a while, it looked like they would power small helicopters. Some spectacular-looking prototypes were built, especially in France. In the end, however, they never made the grade, mostly for aerodynamic reasons.6 The French briefly used pulsejet power on motor gliders and flying drones, too. Cheap flying drones and missiles were built in several countries, including the US, Russia and China. The picture above shows the French Arsenal 501 target drone, powered by a valved engine. The color picture on the first page of this document shows a Chinese target drone with a valveless engine.That was about it. Given the ample defense budgets, most of the real-life applications that required a jet engine were better satisfied with a turbojet or with rocket power.Civilian industry did not look upon the pulsejet with any greater kindness. Turbojet development was intense and engineers had little time for the exotic pulsating things that few people understood properly anyway. The difficulty of defining the processes inside the pulsejet mathematically was a major problem for most researchers and engineers. Modeling the semi-chaotic pulsating combustion was far too much for the computing abilities of the time. It meant that pulsejet design was unpredictable -- part science and part black art. Industry tries hard to avoid such tricky propositions.By the mid-1960s only a few isolated enthusiasts still considered the pulsejet as a potential aircraft powerplant. The noisy tube was in a blind alley and relegated to the role of model aircraft engine and such humdrum applications as an efficient combustor for central heating systems, a power unit for agricultural spray dusters and a blower and shaker for industrial slurry drying machinery.CHANGE OF CIRCUMSTANCESSo, why look at pulsejets now? Well, my reason is the change of circumstances.Sometime in the early 1980s, ultralight fun flying started getting increasingly popular due to the availability of good, simple and affordable flying platforms – hang gliders and paragliders. When provided with motor power, these machines offered unprecedented freedom of flight to anyone interested. In addition, with the fantastic development of modern electronics, a whole new class of unmanned flying machines appeared, designed as utility platforms for a variety of telecommunications, surveillance, measuring and sensing devices.All those new flying machines, whether designed for fun or utility, are powered by piston engines that drive propellers. Jet engines only appear at the very top end of the price scale – on machines costing several hundred thousand dollars apiece.All the piston engines currently used in ultralight flying are relatively heavy and cumbersome, even in their simplest form. They also require much ancillary equipment, like reductors, prop shafts, propellers etc. etc. Having all that gear mounted on a lightweight flying machine almost defeats the original purpose. A simple lightweight pulsejet seems much more appropriate.Turbojets, on the other hand, are terriblyexpensive – far out of enthusiasts’ reach. Thingsare not likely to get much better in the nearfuture, either. Because of the very hightechnological requirements, the cost of turbojetengines has always remained high. Only thesmall turbojets based on old turbocharger partsare relatively inexpensive, because their mostprecious parts are taken off scrapped truckengines, but even their prices are not pleasant.In contrast, the humble low-technologypulsejet is laughingly cheap by any standard.Besides, in the engine sizes likely to be usedby enthusiasts, the best pulsejets can compete inperformance with the other jet engines,especially in the power-to-weight stakes.I am often told that a jet engine will never be good for recreational purposes. Jet propulsion is really efficient only at relatively high airspeeds, seemingly making it unsuitable for low-speed devices such as hang gliders. However, maybe a niche for a simple jet engine7can be found at the top end of hang-glider performance – possibly with rigid wings.Also, the rule does not seem to be very strict. For instance, a British Doodlebug harness powered by a Microjet turbojet engine has been tested with delightful results with a regular foot-launched hang glider (see the picture).This bodes well for pulsejets. When equipped with a thrust augmenter, a good pulsejet can be optimized for speeds much lower than those of other jet engines. It can hardly fail to perform at least as well as the Microjet in a similar application. In terms of thrust to weight it is already superior.Tote up those points and the lightweight, simple, cheap low-speed pulsejet engine suddenly starts making a lot of sense. Its admittedly high fuel consumption, noise and vibration need not be of major importance for the applications I have in mind -- or may perhaps be alleviated or designed out of the concept.The enormous advances in computing power over the past few decades have made modeling of pulsating combustion more realistic, too. It is still not easy even for the supercomputers, but it can now be done. This can cut down development time drastically and make it much more straightforward.Finally, our understanding of pulsating combustion has advanced to the point where these engines can be designed on paper with performance predictability much closer to that of the other engine types.It is perhaps time to blow the dust off the old tube.WHY VALVELESS?The ordinary pulsejet is already a very simple engine. It is just a piece of tube cut to the required dimensions, with a few small flaps and a fuel jet at one end. So, one might ask, why go that one small step further and eliminate the valves?The prime reason is that the use of flap valves limits the reliability and longevity of the engine. The valves of the As 109-014 lasted for only about 30 minutes of continuous use. Given that its role was to destroy itself in the end anyway, this was not a big fault, but today you might have a flying model that is your pride and joy up in the air, or you may even want to fly yourself. You really need your engine to last a bit longer.Admittedly, development has improved the design in many ways and stretched its working life from minutes into hours, but the fundamental problem remains. In fact, it looks well nigh insoluble, given that the valves are supposed to satisfy conflicting demands.In the interest of combustion efficiency, they should not impose their own timing on the flows. This is very important, as the combustion process is not only intermittent but also somewhat erratic and highly dependent on feedback. If we want to avoid disturbing the natural progress of the pulsation as much as possible, the valves must respond to changes of pressure almost instantaneously. To do that, they have to be as light as possible.At the same time, however, they have to endure great mechanical stress (bending open and slamming shut at high-speed) and do it in a high-temperature environment. They have to be very tough. If something has to be light, yet exposed to great abuse, it either spells short life or exotic technology. The former is impractical and the latter is expensive.Finally, there is a question of elegance. I find the idea of a jet engine that is actually just a cheap empty metal tube without moving parts very appealing. Making the various gases jump through hoops and produce useful tricks without resorting to any mechanical complexity is a nifty thing that will be appreciated by all lovers of simplicity and elegance. (I am talking of elegance in the mathematical sense -- desired result achieved with minimal complication.) KADENACY OSCILLATION, THERMAL BREATHING AND ACOUSTIC RESONANCEBefore getting into details of actual engine designs, let’s get some important theory out of8 the way. People who hate theory may skip this part, but my advice is to skip it only if you are already reasonably familiar with the laws of acoustics and fluid mechanics and aware of how they pertain to pulsejets. On the other hand, people who like theory should be warned that the following is a greatly simplified description of very complex mechanisms.EffectKadenacyIn the explanation of the working cycle, I described how inertia keeps driving the expanding gas out of the engine all the way until the pressure in the chamber falls below atmospheric. The opposite thing happens in the next part of the cycle, when the outside air pushes its way in to fill the vacuum. The combined momentum of the gases rushing in through the two opposed ports causes the chamber briefly to be pressurized above atmospheric before ignition.There is thus an oscillation of pressure in the engine caused by inertia. The gases involved in the process (air and gaseous products of combustion) are stretched and compressed between the inside and outside pressures. In effect, those fluids behave like an elastic medium, like a piece of rubber. This is called the Kadenacy Effect.The elastic character of gas is used to store some of the energy created in one combustion cycle and use it in the next. The energy stored in the pressure differential (partial vacuum) makes the aspiration (replacement of the burned gas with fresh fuel-air mixture) possible. Without it, pulsejets would not work.Some observers have noticed another, additional facet of the process, akin to breathing. Swiss pulsating combustion wizard Francois H. Reynst called it ‘thermal breathing’ – heating the gas causes it to expand (and the engine to ‘exhale’) while the cooling of the gas due to convection of heat to the cooler chamber walls leads to contraction, and the engine ‘inhales’. AcousticsOther people studying the process came up with the acoustic explanation of the same process. They detected acoustic resonance behind the pressure swings.Namely, the explosion in the chamber generates a pressure wave that strikes the engine tube and the air within it, making them ‘ring’ like a bell hit by a hammer. The pressure wave travels up and down the tube. When the wave front reaches an end of the tube, part of it reflects back. Reflections from opposed ends meet and form the so-called ‘standing wave’.Everyone who has heard a pulsejet roar knows that it is a sound generator. The fact needs no amplification – the noise is… well, not just deafening; it is an über-sound that shakes all things around you seriously. What the establishment of the standing wave means is that this ‘sound’, just like its lesser brethren, will obey the laws of resonance.Graphically, the standing wave is best represented by a double sine curve. The same is true for the pulsejet cycle. The undulations of a single sine curve depict the changes of gas pressure and gas speed inside a pulsejet engine very well. The doubling of the curve – the addition of a mirror image, so to say – shows that the places where the pressure and speed are the highest in one part of the cycle will be the places where they are the lowest in the opposite part.The changes of pressure and the changes of gas speed do not coincide. They follow the same curve but are offset from each other. One trails (or leads) the other by a quarter of the cycle. If the whole cycle is depicted as a circle – 360 degrees – the speed curve will be offset from the pressure curve by 90 degrees.The resonance establishes a pattern of gas pressures and speeds in the engine duct that is peculiar to the pulsejet and not found in the other jet engines. In some ways it resembles a 2-stroke piston engine resonant exhaust system more than in does a conventional jet engine. Understanding this pattern is very important, for it helps determine the way the events in the engine unfold.When considering a pulsejet design, it is always good to remember that those machines are governed by a complex interaction of fluid thermodynamics and acoustics.ofResonanceElementsIn acoustic terms, the combustion chamber is the place of the greatest impedance, meaning that the movement of gas is the most restricted. However, the pressure swings are the greatest. The chamber is thus a speed node but a pressure antinode.9 The outer ends of the intake and exhaust ports are the places of the lowest impedance. They are the places where the gas movement is at the maximum and the speed changes are the greatest – in other words, they are speed antinodes. The pressure swings are minimal, so that the port ends are pressure nodes.The pressure outside the engine is constant (atmospheric). The pressure in the combustion chamber seesaws regularly above and below atmospheric. The pressure changes make the gases accelerate through the ports in one direction or another, depending on whether the pressure in the chamber is above or below atmospheric.The distance between a node and an antinode is a quarter of the wavelength. This is the smallest section of a standing wave that a resonating vessel can accommodate. In a valveless pulsejet, this is the distance between the combustion chamber (pressure antinode) and the end of the tailpipe (pressure node). This length will determine the fundamental wavelength of the standing wave that will govern the engine operation.The distance between the chamber and the end of the intake is rather shorter. It will accommodate a quarter of a wave of a shorter wavelength. This secondary wavelength must be an odd harmonic of the fundamental.Given that a valveless pulsejet is a tube open at both ends, you may wonder at the above statements. Namely, an open tube is not a quarter-wave resonator. It normally has a pressure antinode in the center and a node at each end – which comprises half a wavelength. Nevertheless, it is much closer to reality to look at a valveless engine as two different quarter-wave oscillators mounted back to back than as a single half-wave oscillator. The underlying half-wave character of the resonance of the entire duct is still there, of course, but its effects are completely drowned by everything else that is happening inside.So, the tailpipe length must be an odd multiple of intake pipe lengths for the engine to work properly. However, please note that we are talking of acoustic length. The required physical length is somewhat different. It changes with the temperature (which changes the local speed of sound). Thus, it will not be the same in all parts of the engine. It will not be the same with the engine cold (e.g. at the startup) and when it is hot, either. This is the source of much frustration for experimenters and the reason why a new pulsejet invariably requires some tuning and fiddling to achieve proper working resonance.Waves and FlowsBoth the ‘Kadenacy’ and the ‘acoustic’ approaches to the definition of the pulsejet cycle are correct. In a roundabout way, both may be considered just different manifestations of the same thing. However, they are not the same thing. This should not be forgotten.The classical acoustical phenomena take place at small pressure changes, low gas velocities and little gas displacement. Sound waves are vibrations -- roughly speaking, elastic, reversible disturbances in the medium. In pulsejets, we see great pressure variations, high gas velocities and great gas displacement. The forces involved are stronger than the elastic forces keeping the molecules of the medium together, meaning that the medium (gas) is not just made to vibrate, but is irreversibly displaced. It is made to flow.It is difficult to see the difference between the wave and the flow, but it can be done. A wave is not a material phenomenon, but an energy phenomenon. It is a moving disturbance in a force field. That is why it will easily turn any corner, including doubling back 180 degrees.A fluid flow, which has mass and inertia, will not. So, the two can be made to separate, which demonstrates that they are in fact two, rather than one.You can see pressure waves separated from flow in the valveless pulsejet designs that feature ports with irreversible flows (e.g. an intake that does not also serve as an auxiliary exhaust). In such ports, pressure waves will move with the flow in one direction and without the flow in the opposite direction.To recapitulate, pulsejets follow their own, distinctive, Kadenacy-like cycle of compression and rarefaction powered by the self-excited explosive combustion process and helped along by the heat convection pattern. The genesis of the cycle has nothing to do with acoustics and everything to do with thermodynamics. There is no doubt, however, that the scenario of events resembles acoustical phenomena very closely. As a consequence, the laws of acoustics can and do apply. They superimpose themselves over the thermodynamic events and modify the inflow and outflow of gas, often significantly so.Because of that, one should watch out for acoustic resonance, knowing that the regular pressure impulses will inevitably set up standing waves, which will influence the timing and。
制作喷气式战斗机发动机设计流程
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文档下载后可定制修改，请根据实际需要进行调整和使用，谢谢!本店铺为大家提供各种类型的实用资料，如教育随笔、日记赏析、句子摘抄、古诗大全、经典美文、话题作文、工作总结、词语解析、文案摘录、其他资料等等，想了解不同资料格式和写法，敬请关注!Download tips: This document is carefully compiled by this editor. I hope that after you download it, it can help you solve practical problems. The document can be customized and modified after downloading, please adjust and use it according to actual needs, thank you! In addition, this shop provides you with various types of practical materials, such as educational essays, diary appreciation, sentence excerpts, ancient poems, classic articles, topic composition, work summary, word parsing, copy excerpts, other materials and so on, want to know different data formats and writing methods, please pay attention!制作喷气式战斗机发动机发动机设计流程喷气式战斗机发动机是现代航空技术的重要组成部分，它对于战机的性能和作战效果至关重要。
科学制作
科学制作：制作原始喷射引擎科学制作：制作原始喷射引擎——极客迷（）实验有一定的危险性，但效果令人印象深刻;燃料酒精勿随意更改，瓶子用600cc 左右的。
危险性★★★难度★谈到喷射引擎，人们大多会想到制造喷射客机的波音公司或喷射引擎的制造大厂劳斯莱斯，但却鲜有人知道德国人制造出人类第一架喷射飞机。
纳粹德军的V1飞弹上的脉冲式喷射引擎可谓现代喷射引擎的滥觞，德国科学家曾经在喷射引擎的发展历史上扮演举足轻重的角色。
喷射引擎也是一种内燃的热机，大致的运转过程是：从大气中吸入空气作为工作流体(working fluid)。
从进气口吸入空气之后，经压缩机压缩再进入燃烧室，混入燃料油气，迅速燃烧，燃烧燃料加热工作流体，使其温度和压力骤升，紧接着热空气快速膨胀加速，大量高速的工作流体于是从喷嘴喷出，借着作用力反作用力的原理来获得推力;高速的工作流体并转动装设在引擎后段的涡轮机，涡轮机带动压缩机吸入、并压缩前方更多的空气。
即便最基本的原理大同小异，但喷射引擎的种类却五花八门，例如：涡轮风扇发动机、涡轮喷射发动机、冲压发动机、脉冲式喷射引擎等。
相较于活塞式的引擎，喷射引擎活动的零件较少，零件运动的方式也较单纯，通常只作流畅的转动，所以，喷射引擎运转的过程较为简单，性能更为可靠。
然而现代大型的喷射引擎内部构造事实上非常精密，制作过程须要极高的工艺水平。
用日常生活常见的设备，当然难以制作一具现代的喷射机，但却不难制造一具与原始喷射机引擎相似的脉冲喷射引擎，顺便多花些功夫，还可作一个可以升空的喷气火箭。
所需的材料如下：1. 一只高约14cm、直径约7cm，装面筋玻璃罐，一个浅浅的瓷碟。
2. 木材、一片压克力板(选择性的需求，玩这实验时挡住脸部)、酒精。
3. 厚纸板、从铝罐上剪下的铝片、牙签等。
(选择性的需求，用来作风火轮)4. 防身用的电击器(见图一)，电线、鳄鱼夹、漆包线、铁丝等。
图一防身用的电击器，正在放电。
5. PET塑料制矿泉水瓶、PET塑料制汽水瓶、或宝特瓶(600ml左右)。
4.4喷气发动课件2(人教版)
冲压式喷气发动机的特点： 冲压发动机本身没有活动的部分，气流从前端进气口进入发动机之后，利用涵道截面积的变化，让高速气流降低速度，并且提高气体压力。紧缩过后的气体进入燃烧室，与燃料混合之后燃烧。由于冲压发动机维持运作的一个重要条件就是高速气流源源不决的从前方进入，因此发动机无法在低速或者是静止下继续运作，只能在一定的速度以上才可以产生推力。为了让冲压发动机加速到合适的工作速度，必须有其他的辅助动力系统自静止或者是低速下提高飞行速度，然后才点燃冲压发动机。
Thanks
涡扇引擎的涵道比（Bypass ratio）是单位时间内不经过燃烧室的空气质量，与通过燃烧室的空气质量的比例。涵道比为零的涡扇引擎即是涡轮喷气发动机。
涡轮风扇发动机的工作过程及原理与普通涡轮喷气发动机大致相同。
涡轮风扇发动机的优缺点优点：1.耗油率低，经济性好。2.推力大。主要原因是空气流量大，涵道比一般在0.6~1.5范围内，如果外涵道加力燃烧，推力会增加更多。3.喷气速率降低，噪音小。
缺点：发动机直径较粗，使得迎风面积加大，增加飞行时的阻力。
冲压式喷气发动机
冲压式喷气发动机原理：冲压发动机（Ramjet, stovepipe jet, athodyd）是利用高速气流在速度改变下产生的压力改变，到达气体紧缩的目的原理来运作，工作原理同样包括空气紧缩，空气与燃油混合燃烧，燃气膨胀喷出三个基本过程。结构上，有所改进，没有压气机和涡轮那样的转动部件，结构简单。
冲压发动机合适的工作环境： 在2马赫与以上的速度，最低启动速度也大约是此界限，随着速度逐渐增加，气体的冲压效应在3马赫时效率会大幅压过涡轮喷气发动机，而此时的涡轮喷气发动机受限于超温往往已经无法运作了，但是冲压发动机在燃烧的阶段，进气气流的速度仍然需要经过激波减速在音速以下，否则燃烧过程将无法维持。
喷气式发动机[发明专利]
![喷气式发动机[发明专利]](https://img.taocdn.com/s3/m/97e83a3db9f3f90f77c61bd5.png)
专利名称：喷气式发动机
专利类型：发明专利
发明人：修广文
申请号：CN201510821314.2申请日：20151121
公开号：CN105484804A
公开日：
20160413
专利内容由知识产权出版社提供
摘要：本发明公开了一种喷气式发动机，它包括风筒，陀螺式风机，发电机，陀螺式发电机和整流罩；在风筒内的轴线上安装有陀螺式风机，发电机和陀螺式发电机，整流罩固装在风筒的外部；通过外部电能驱动陀螺式风机高速旋转，带动多台发电机发电，多台发电机发出的电又会提供给陀螺式风机使用，继续带动多台发电机发电，这样周而复始不停地循环，就形成一台永不停息的喷气式发动机；现有的发动机都是以汽油柴油为燃料的，这不仅消耗大量的自然资源，而且燃烧后还排放出大量的有害气体，危害人们的身体健康；本喷气式发动机在不需要任何燃料的情况下就能够为人们提供源源不断的动力；它还是一台发电机组，能给人们带来取之不尽用之不竭的清洁电能。
申请人：修广文
地址：158170 黑龙江省鸡西市城子河区鸡城公路5号桥北体育场院内北环驾校
国籍：CN
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喷气式发动机[发明专利]
![喷气式发动机[发明专利]](https://img.taocdn.com/s3/m/c842960d551810a6f4248631.png)
专利名称：喷气式发动机
专利类型：发明专利
发明人：修广文
申请号：CN201510873502.X 申请日：20151128
公开号：CN105370525A
公开日：
20160302
专利内容由知识产权出版社提供
摘要：本发明公开了一种喷气式发动机，它包括风筒，中空主轴，陀螺式风机，发电机和陀螺式发电机；在风筒内的轴线上固装有中空主轴，陀螺式风机，发电机和多台陀螺式发电机安装在中空主轴上，把风筒的一个端口封闭上；陀螺式风机吸入的气流打在风筒的封闭端盖上，然后顺着中空主轴高速喷出，从而产生强大的推进力，由于本喷气式发动机的前面是封闭的，整机在高速行进时就是撞到飞鸟等异物，也不会把它吸进发动机内，从而降低了风险，提高了安全性；本发明不仅是一款喷气式发动机，在不需要任何燃料的情况下就能为人们提供源源不断的动力，同时它还是一台发电机组，能给人们带来取之不尽，用之不竭的清洁电能。
申请人：修广文
地址：158170 黑龙江省鸡西市城子河区鸡城公路5号桥北体育场院内北环驾校
国籍：CN
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轴流式涡喷发动机的主要结构如图，空气首先进入进气道，因为飞机飞行的状态是变化的，进气道需要保证空气最后能顺利的进入下一结构：压气机（compressor）。进气道的主要作用就是将空气在进入压气机之前调整到发动机能正常运转的状态。在超音速飞行时，机头与进气道口都会产生激波（shockwave），空气经过激波压力会升高，因此进气道能起一定的预压缩作用，但是激波位置不适当将造成局部压力的不均匀，甚至有可能损坏压气机。所以一般超音速飞机的进气道口都有一个激波调节锥，根据空速的情况调节激波的位置。
相比起离心式涡喷发动机，轴流式具有横截面小，压缩比高的优点，但是需要较高品质的材料——这在1945年左右是不存在的。当今的涡喷发动机均为轴流式。
一个典型的轴流式涡轮喷气发动机图解（浅蓝色箭头为气流流向）
图片注释: 1 -吸入, 2 -低压压缩, 3 -高压压缩, 4 -燃烧, 5 -排气, 6 -热区域, 7 -涡轮机, 8 -燃烧室, 9 -冷区域, 10 -进气口
弗兰克·惠特尔喷气发动机（Jet engine）是一种通过加速和排出的高速流体做功的热机或电机。它既可以输出推力，也可以输出轴功率。
大部分喷气发动机都是依靠牛顿第三定律工作的内燃机
[编辑]涡轮喷气式发动机
完全采用燃气喷气产生推力的喷气发动机是涡轮喷气发动机。这种发动机的推力和油耗都很高。适合于高速飞行。也是最早的喷气发动机。
[编辑]涡轮风扇发动机
一台涡扇发动机的一级压气机
主条目：涡轮风扇发动机
在轴流式涡喷发动机的一级压气机上安装巨大的进气风扇的发动机。一级压气机风扇因为体积大，除了可以压缩空气外，还能当作螺旋桨使用。
涡轮风扇发动机的燃油效率在跨音速附近比涡轮喷气发动机要高。
[编辑]涡轮轴发动机
主条目：涡轮轴发动机
涡轮轴发动机类似涡桨发动机，但拥有更大的扭矩，并且他的输出轴和涡轮轴是不平行的(一般是垂直)，输出轴减速器也不在发动机上。所以他更类似于飞机上用的燃气轮机。
[隐藏]
1结构
o1.1进气道
o1.2压气机
o1.3燃烧室与涡轮
o1.4喷管及加力燃烧室
2使用情况
3基本参数
4意图
图片注释:顺时针依次为:离心叶轮（压缩机），轴，涡轮机，喷嘴，燃烧室
轴流式涡轮喷气发动机的原理示意图
图片注释:顺时针依次为:压缩机，涡轮机，喷嘴，轴，燃烧室
[编辑]离心式涡轮喷气发动机
使用离心叶轮作为压气机。这种压气机很简单，适合用比较差的材料制作，所以在早期应用很多。但是这种压气机阻力很大，压缩比低，并且发动机直径也很大，所以现在已经不再使用这种压气机。
[编辑]轴流式涡轮喷气发动机
使用扇叶作为压气机。这样的发动机克服了离心式发动机的缺点，因此具有很高的性能。缺点是制造工艺苛刻。现在的高空高速飞机依然在使用轴流式涡喷发动机。
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空气经过压气机压缩后进入燃烧室与煤油混合燃烧，膨胀做功；紧接着流过涡轮，推动涡轮高速转动。因为涡轮与压气机转子连在一根轴上，所以压气机，压气机与涡轮的转速是一样的。最后高温高速燃气经过喷管喷出，以反作用力提供动力。燃烧室最初形式是几个围绕转子轴环状并列的圆筒小燃烧室，每个筒都不是密封的，而是在适当的地方开有孔，所以整个燃烧室是连通的，后来发展到环形燃烧室，结构紧凑，但是整个流体环境不如筒状燃烧室，还有结合二者优点的组合型燃烧室。
涡轮始终工作在极端条件下，对其材料、制造工艺有着极其苛刻的要求。目前多采用粉末冶金的空心页片，整体铸造，即所有页片与页盘一次铸造成型。相比起早期每个页片与页盘都分体铸造，再用榫接起来，省去了大量接头的质量。制造材料多为耐高温合金材料，中空页片可以通以冷空气以降温。而为第四代战机研制的新型发动机将配备高温性能更加出众的陶瓷粉末冶金的页片。这些手段都是为了提高涡喷发动机最重要的参数之一：涡轮前温度。高涡前温度意味着高效率，高功率。
两侧进气或机腹进气的飞机由于进气道紧贴机身，会受到附面层（boundary layer，或邊界層）的影响，还会附带一个附面层调节装置。所谓附面层是指紧贴机身表面流动的一层空气，其流速远低于周围空气，但其静压比周围高，形成压力梯度。因为其能量低，不适于进入发动机而需要排除。当飞机有一定迎角（angle of attack，AOA）时由于压力梯度的变化，在压力梯度加大的部分（如背风面）将发生附面层分离的现象，即本来紧贴机身的附面层在某一点突然脱离，形成湍流。
涡轴发动机的大扭矩使他经常用于需要带动大螺旋桨的直升机。它的结构和车用燃气轮机区别不大。
涡轮喷气发动机(Turbojet)（简称涡喷发动机）[1]是一种涡轮发动机。特点是完全依赖燃气流产生推力。通常用作高速飞机的动力。油耗比涡轮风扇发动机高。
涡喷发动机分为离心式与轴流式两种，离心式由英国人弗兰克·惠特尔爵士于1930年取得发明专利，但是直到1941年装有这种发动机的飞机才第一次上天，没有参加第二次世界大战，轴流式诞生在德国，并且作为第一种实用的喷气式战斗机Me-262的动力参加了1944年末的战斗。
湍流是相对层流来说的，简单说就是运动不规则的流体，严格的说所有的流动都是湍流。湍流的发生机制、过程的模型化现在都不太清楚。但是不是说湍流不好，在发动机中很多地方例如在燃烧过程就要充分利用湍流。
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压气机由定子（stator）叶片与转子（rotor）叶片交错组成，一对定子叶片与转子叶片称为一级，定子固定在发动机框架上，转子由转子轴与涡轮相连。现役涡喷发动机一般为8－12级压气机。级数越多越往后压力越大，当战斗机突然做高机动时，流入压气机前级的空气压力骤降，而后级压力很高，此时会出现后级高压空气反向膨胀，发动机工作极不稳定的状况，工程上称为“喘振”，这是发动机最致命的事故，很有可能造成停车甚至结构毁坏。 防止“喘振”发生有几种办法。经验表明喘振多发生在压气机的5，6级间，在次区间设置放气环，以使压力出现异常时及时泄压可避免喘振的发生。或者将转子轴做成两层同心空筒，分别连接前级低压压气机与涡轮，后级高压压气机与另一组涡轮，两套转子组互相独立，在压力异常时自动调节转速，也可避免喘振。