发动机鼻祖——惠特尔爵士的资料，有高手能翻译一下吗

f214216709 · 发表于 2010-4-12 08:44:48

The First Jets - Sir Frank Whittle (1906 - 1996)

If your interested in knowing more about Sir Frank Whittle and the early days of jet engine development then try and get a copy of the story written by the man himself. The book 'Jet' by Sir Frank Whittle was published in 1953 from his own diaries and notes and is probably the most accurate account of those times albeit from his perspective alone. It is a fascinating read and I recommend it highly, I was lucky to spot a copy in good condition on EBay.

=== old text below here ===
The development of the Gloster Meteor can be traced back to Frank Whittle's (1907 - 1996) early ideas to power an aircraft with a gas turbine engine instead of a propellor. He was born June 1st 1907 in Coventry, the son of a foreman in a machine-tool factory. In 1916 the family moved to Leamington Spa where his father had bought an engineering company that made valve and piston rings, it was here that he gained his first practical engineering experience carrying out piece work for his father. He joined the RAF as an apprentice in September 1923 at Cranwell, three years later after passing out 6th he was offered a cadetship at the RAF college, this would lead to a commission in the RAF as a pilot.

His first posting following pilot training was to 111 fighter squadron at Hornchurch in August 1928. This was followed fifteen months later by a flying instructors course at the Central Flying School, Wittering. Here he met W.E.P Johnson one of the instructors and former patent agent. In many histories it was his thesis on 'the use of jet propulsion in future aircraft designs' at the RAF college that they focus on although it was at Wittering that he first thought of the idea of using a turbine to compress the air for his engine rather than a propellor driven by a conventional engine (see Campini Caproni). He shared his ideas with Johnson who encouraged him to explain the concept to the commandant Group Captain Baldwin (Later Air Marshall Sir John Baldwin). This led him and Johnson onto the Air Ministry where he explained his ideas to W.L. Tweedie and later to A.A. Griffith.

The Air Ministry were not impressed, Griffith identified some faults in Whttle's calculations but their chief concern was that materials simply did not exist (in 1929) to permit the engine to be built. It was Johnson however who again encouraged Whittle and helped him draft a patent for his design. The Air Ministries indifference meant that the patent filed in 1930 was not marked 'Secret' and when granted in 1932 was published around the world. It was also Johnson who arranged a meeting in 1930 with F. Samuelson & R. H. Collingham of British Thomson-Houston (BT-H) at their turbine factory in Rugby. In 1930 BT-H were not in a position to take on Whittle's project although later his first engine would be built by them.

..working..

Although the Air Ministry or industry were unsupportive Whittle continued his research while serving with the RAF...... After receiving support from investment bankers, the company Power Jets was established in 1936 and Whittle assigned to the company on special military duty to work on the design and development of his jet engine. The first engine designated the U-engine was built to prove the concept of the gas turbine with no effort made to minimize its weight as it was never intended to be installed in an aircraft. The first run of the experimental engine (shown below) which had a centrifugal compressor was in April of 1937. It was described by Whittle as follows:

"The experience was frightening. The starting procedure went as planned. By a system of hand signals from me the engine was accelerated to 2,000 rpm by the electric motor. I turned on a pilot fuel jet and ignited it with a hand turned magneto connected to a spark plug with extended electrodes; then I received a 'thumbs up' signal from a test fitter looking into the combustion chamber through a small quartz 'window.' When I started to open the fuel supply valve to the main burner (the fuel was diesel oil), immediately, with a rising scream, the engine began to accelerate out of control. I promptly shut the control valve, but the uncontrolled acceleration continued. Everyone around took to their heels except me. I was paralyzed with fright and remained rooted to the spot."

The cause of the runaway acceleration was quickly traced to pooling of diesel fuel in the combustion chamber, easily corrected by bleeding of the diesel fuel lines. In order to improve combustion though which was poor in the U-1 Whittle re-designed his engine layout and settling on a design featuring 10 combustion chambers arranged radially around the with the combustions chambers lying parallel to the drive shaft which connected the centrifugal compressor and single stage turbine. The design referred to as the W1 was unlike the U1 which was never intended for flight performed well enough to finally receive support from the Air Ministry in 1939.

More: Whittle W1

He retired from the RAF with the rank of Air Commadore in ill health, his company nationalised. He was awarded a substanial award for his invention by the government although he did not receive the recognition he deserved at the time. In 1992 Sir Frank Whittle shared the prestigious "Charles Draper Prize" with Hans von Ohainfor their efforts and contributions to aviation and mankind. The prize is recognized as the equivalent to the Nobel Prize in technology.

panmj · 发表于 2010-4-12 11:14:29

谈历史啊

leda · 发表于 2010-4-12 15:21:30

我晕倒，也太长了吧~~义务翻译呀?

可乐加冰的 · 发表于 2010-4-12 15:51:23

主要是现在没时间，专业词汇也不太多，等有时间了翻译下

freedomluffy · 发表于 2010-4-12 16:23:56

这是什么东东

风吹草动 · 发表于 2010-4-12 17:03:54

这么多，从何翻起！

mini90 · 发表于 2010-4-12 20:41:19

没有中文的资料吗？

张飞 · 发表于 2010-12-2 10:21:34

有时间我试试

f35 · 发表于 2010-12-6 15:17:45

很深奥的一篇文章

zhaozhiliao · 发表于 2011-3-2 13:48:19

头晕呀

森之水滴 · 发表于 2011-3-9 17:11:14

不好意思，没有太多的时间来做这个事。

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