|
The Rolls-Royce/Snecma Olympus 593 was an afterburning (reheated) turbojet which powered the supersonic airliner Concorde. It was initially a joint project between Bristol Siddeley Engines Limited (BSEL) and Snecma. It was based on the Bristol Siddeley Olympus 22R engine.〔"Olympus-the first forty years" Alan Baxter, RRHT No15, ISBN 978-1-951171-09-4, p.135〕 Rolls-Royce Limited acquired BSEL in 1966 during development of the engine making BSEL the Bristol Engine Division of Rolls-Royce.〔()〕 Until regular commercial flights by Concorde ceased, the Olympus turbojet was unique in aviation as the only afterburning turbojet powering a commercial aircraft. The overall thermal efficiency of the engine in supersonic cruising flight (supercruise) was about 43%, which at the time was the highest figure recorded for any normal thermodynamic machine.〔"Not Much of an Engineer" Sir Stanley Hooker An Autobiography, ISBN 1-85310-285-7, p.154〕 ==Development== The initial design of the engine was a civil version of the Olympus 22R, redesignated as the 591.〔 The 22R had been designed for sustained (45 minutes) flight at Mach 2.2〔 as the engine for the BAC TSR-2. The 591 was redesigned, being known as the 593, with specification finalised on 1 January 1964.〔 Bristol Siddeley of the UK and Snecma Moteurs of France were to share the project. SNECMA and Bristol Siddeley were also involved in an unrelated joint project, the M45H turbofan. The early development stages validated the basic design concept, but many studies were required to meet the specifications which included fuel consumption (SFC), engine pressure ratio, weight/size and turbine entry temperature. Initial studies looked at turbojets and turbofans, but the lower frontal cross-sectional area of turbojets in the end was shown to be a critical factor in achieving superior performance. The competing Russian Tu-144 initially used a turbofan with reheat, but changed to a turbojet without reheat〔"Development of ABE Theory in Russia: Past, Present and Future" Ivanov, Central Institute of Aviation Motors, Moscow 111116〕 with considerable improvement in performance. Development of the engine and engine accessories was the responsibility of Bristol Siddeley, while BAC was responsible for the variable intake and overall engine installation, and Snecma the exhaust nozzle/thrust reverser/noise attenuation and the afterburner.〔http://www.flightglobal.com/pdfarchive/view/1971/1971%20-%200615.html〕 Britain was to have a larger share in production of the Olympus 593 as France had a larger share in fuselage production. Ground test running of the engines was co-ordinated between Bristol Siddeley, Patchway, the National Gas Turbine Establishment (NGTE), Pystock, UK, and the Centre d'Essais des Propulseurs (CEPr) at Saclay, France.〔 Increases in aircraft weight during the design phase led to a take-off thrust requirement which could not be met by the engine. The required shortfall of 20% was met with the introduction of partial reheat which was produced by SNECMA.〔 The Olympus 593B was first run in November 1965. The B was a redesign of the 593D which was planned for an earlier smaller Concorde design. Test results from the 593D were used for the design of the B. The B was dropped later from the designation. Snecma used an Olympus 301 in testing scaled models of the nozzle system.〔(''Flight'' April 1966 )〕 In June 1966, a complete Olympus 593 engine and variable geometry exhaust assembly was first run at Melun-Villaroche, Île-de-France, France. At Bristol, flight tests began using a RAF Avro Vulcan bomber with the engine and its nacelle attached below the bomb-bay. Due to the Vulcan's aerodynamic limitations, the tests were limited to a speed of Mach 0.98 (1,200 km/h). During these tests, the 593 achieved 35,190 lbf (157 kN) thrust, which exceeded the specification for the engine.〔(Testing of Concorde's engine on a Vulcan )〕 In early 1966, the Olympus 593 produced 37,000 lb of thrust with reheat. In April 1967, the Olympus 593 ran for the first time in a high altitude chamber, at Saclay Île-de-France, France. In January 1968, the Vulcan flying test bed logged 100 flight hours, and the variable geometry exhaust assembly for the Olympus 593 engine was cleared at Melun-Villaroche for flight in the Concorde prototypes. Concorde prototype 001 made its maiden flight from Toulouse on 2 March 1969. It was captained by André Turcat, chief test pilot of Sud Aviation. Using reheat it lifted off at 205 knots (380 km/h) after a ground run of 4,700 feet (1.4 km). 67 Olympus 593 engines were manufactured.〔 A quieter, higher thrust version, the Mk 622, was proposed. Reheat was not required and the lower jet velocity reduced the noise from the exhaust.〔http://www.flightglobal.com/pdfarchive/view/1974/1974%20-%200593.html〕 The improved efficiency would have allowed greater range and opened up new routes, particularly across the Pacific as well as transcontinental routes across America. However, the poor sales of Concorde meant that this plan for a Concorde 'B' was not pursued.〔()〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Rolls-Royce/Snecma Olympus 593」の詳細全文を読む スポンサード リンク
|