Aircraft electric motor d 35 technical specifications. Development of the PD-35 engine begins

“PD-14 is an accomplished engine. In Perm, they are preparing a Russian engine for the MS-21 for production and are starting to create a high-thrust engine PD-35. According to A. Inozemtsev, the PD-14 project is the most serious for the entire domestic aviation engine industry.

Self-esteem is high, a promising start - let's hope that it will not suffer the fate of the outstanding NK-93, about which gene. designer PD-14 unflatteringly responded:

“Apparently, I do not belong to the number of “competent engine engineers”, because I do not consider the NK-93 project to be innovative, because methodology and design tools, production technologies for the manufacture of NK-93 date back to the mid-80s of the last century. Sincerely, A.A. Inozemtsev, General Designer, member of the editorial board of the magazine "Engine".

And it seems to be so, but for some reason the ultra-modern PD-14, however strange it may seem, did not surpass the “obsolete” NK-93 in terms of specific fuel consumption and cannot even be put on an equal footing. And the customer does not care - from what time technologies were used in the design this product, he is interested in the end result: the price and fuel consumption!

At the same time, I believe that the PD-14 really succeeded and the calculated characteristics were confirmed, but only in comparison with its older brother PS-90, which has the highest fuel consumption in its class: “As a result, the specific fuel consumption in cruising flight for the PD-14 will drop , according to preliminary estimates, by 15% compared with existing engines: up to 0.53-0.54 kg / (kgf h) versus 0.595 kg / (kgf h) for the PS-90 (RUSSIAN WEAPONS).

“In the course of the tests, the characteristics and performance of the engine were assessed in the flight conditions of the MS-21 - the reliability of the engine and its systems, the characteristics of the launch in flight were confirmed in accordance with the requirements of the technical assignment. Currently, the engine is being rebuilt to continue testing on ground stands.

The conclusions on the PD-14 are template, another thing on the NK-93 engine, completely different reviews:

* Vladimir Bychkov, Lead Engineer for Flight Tests, LII named after M.M. Gromov:

“When the engine worked in the sky, it was time to be surprised - by chance the“ human factor ”worked, in one of the modes the NK-93 gave out a thrust of 20 tons. And they thought that for a particular sample the limit was 18 ... And the pilots were amazed - the thrust is one and a half times higher than that of the standard engine (PS-90A) Il-76, and fuel consumption is one and a half times less. The potential is enviable” (Arguments of the Week, 06/22/2011).

*“The propfan engine, which has no analogues in its design, showed high performance during flight tests in 2007. The bypass ratio of NK-93 is 16.7. Specific fuel consumption according to measurements is at the level of 0.49 kg/kgf/h.”

Theoretically, the PD-14 should be inferior in price to the Samara one, as an engine of a class lower, but it wasn’t there:

* "The cost of NK-93 is about 4.5 million US dollars, similar engines of foreign manufacturers have prices of 5 million US dollars and more" (Wikimedia Foundation).

* “A very delicate issue is pricing. The cost of one PD-14 is about six million dollars, and the cost of PW1400G is 5.4 million. Will lessors agree to overpay $1.2 million for a plane with a domestic engine with inferior performance? It didn’t take long to wait for an answer to the question: they should have launched the PD-14 series this year ” ("Military-industrial courier"). Yes, it's more expensive than ever!

“According to Alexander Inozemtsev, for the launch customer, the PD-14 engine will be sold at a discount of 15-22% compared to competitors” .

Discount (English discount): "Discount from the advertised list price of a good or service provided by a seller to a consumer" (Wikipedia). It's easier to say that the State will pay for corruption first, and then the customer - where will he go!

Another interesting detail!

If the Perm engine is built according to state-of-the-art technologies and assembled from the most modern materials, so it is 1kg. its own weight and thrust will produce more than the "obsolete" NK-93 engine, respectively.

*PD-14. - 14,000kgf (thrust): 2870kg (engine weight) = 4.878kgf, or 1kg. of its own weight, the PD-14 engine produces thrust of 4.878 kgf.

*NK-93. - 18,000kgf: 3650kg, which is equal to 4.93kg.

And on tests he gave out a thrust equal to 20 tf, which means:

20,000kgf: 2650kg, which is equal to 5.479kgf. respectively NK-93 per 1kg. weight gave out thrust - 5.479kgs.

Here is a more “perfect” PD-14 for you, but the modified NK-93 will be even easier: “Currently, the fans of five experimental engines are equipped with magnesium blades. However, on serial and experimental engines, which are planned to be produced in the future, it is supposed to install fans with blades made of epoxy graphite plastic, with leading edge ribs made of titanium. (Wikimedia Foundation).

So believe Professor A.A. Inozemtsev that their PD-14 is built with the latest technology and “is the most serious for the entire domestic aviation engine industry”? In our village, in a similar version, they said this: “The swing is ruble, and the blow is penny!”

And the PD-35 project is already looming on the horizon

“In early January, the UEC-Aviadvigatel enterprise (Perm) received an order from the parent United Engine Corporation for the manufacture of a technology demonstrator engine (DDT) PD-35, designed for long-haul wide-body aircraft, bmpd reports with reference to the Aviation of Russia portal. .

It would be nice, but the trouble is that the liberal officials (as well as the liberal designers), who rule Russia today, from young to old, are more interested in the financial beginning and zero responsibility for the final result. It must be assumed that the PD-35 will have the same “outstanding” finale as the PD-14: loud-spoken, but with performance characteristics inferior to foreign counterparts, although for Russian engines this will really be progress. And the price too! In addition, today the State does not have that extreme need for this engine, which was and is in the NK-93 engine. Why? Yes, because the same IL-96 with 4 engines is much safer in the air than it will be with 2 PD-35s, and most importantly, the NK-93 is almost ready, and even today it remains the best engine in the world, and the PD-35 is a distant and unknown future. Its outside diameter is about 4m. (March 18, 2018 Aviation EXplorer). But will it not touch concrete when taxiing and taking off! For NK-93, the outer diameter of the engine is 3150mm, i.e. it will be almost half a meter higher from the ground than the PD-35.

Judging by the amount that is allocated for the implementation of the PD-35 project, the government has plenty of money and let this project move forward, good luck to it, but only for the joint project of the Russian-Chinese ShFDMS, and for the Il-96, in the first, urgent turn, Samara engine!

And more importantly: “NK-93 is patent-free, does not require licensing for sales both domestically and internationally. foreign market. The creation of a competitive NK-93 engine will make it possible to develop the domestic aircraft industry and sell them for export without being tied to a specific Russian aircraft.”

And in parallel, without delay, increase the thrust of the NK-93 to 23.5 tf. for Ruslan aircraft, which already today require these engines and it makes no sense for him to bother with future PD-35 engines, when they are still only on paper, and the NK-93 designers promise to increase the NK-93 thrust to 23.5 tf without any problems . What will be the output of the PD-35 is another question, because earlier, even behind the PD-14, no one doubted that it would be more modern and more economical than the NK-93, but in fact - strictly the opposite!

And if we really need to build more powerful engines for our aircraft, then, in my opinion, the already forgotten Samara NK-65s will be more preferable than PD-35s. Why? The PD-35 is a scaled PD-14, while the NK-65 engine is based on the propeller-fan group from the NK-93 and the gas generator from the unsurpassed NK-32 engine, which is on the outstanding Tu-160 strategic bomber. Therefore, it will not only be smaller in diameter, but also much lighter than the PD-35 engine with the same thrust.

Weight PD-35 = 8 tons (VPK.name vpk.name>library/f/pd-35). And if you add up the weight of the two engines NK-32 and NK-93: 3650 kg + 3650 kg = 7300 kg, i.e. together they already weigh less than 8 tons, but when the gas generator from NK-32 and the propeller-fan group from NK-93 are “folded” separately, such an engine is unlikely to pull more than 5 tons. and the outer diameter will remain from NK-93, which is also very important, especially for the Il-96 aircraft.

About the noise level of NK-93

I watched a report from the NK-93 test shop on Samara television. The test engineer directly at the running engine tells the journalist without raising his voice that “when another engine was running, you would not have heard me, but this engine does not roar, but hisses!”. I testify: it is “hissing” and I doubt very much that A.A. Inozemtsev can repeat the acoustics of the NK-93 in the PD-14 engine?

In conclusion, it should be noted that thanks to the efforts of “V. Khristenko, Deputy D. Manturov, Head of Rostekhnologii S. Chemezov, General Director of OPK Oboronprom JSC A. Reus and UAC President M. Pogosyan” (Arguments of the Week, 06/22/2011) “Currently, such schemes of aircraft engines are being actively developed abroad. This promises unattainable fuel economy and noiselessness for modern engines. An example is the promising Rolls-Royce Leap engine, which has already entered flight tests. According to the design scheme, he copies the NK-93. In the early 2000s, the NK-93 was ahead of its time and, for this reason, obviously, was not supported by the leadership of the domestic aviation industry ”(VPK News).

So the work of these destroyers of our aviation industry was not in vain, and after their retirement, the West will accept them with open gates and will not arrest their unjustly acquired financial fortunes!

UEC-Perm Motors and UEC-Aviadvigatel have started a project to create the first high-thrust aircraft engine in Russia, PD-35. According to Sergey Popov, Managing Director of UEC-Perm Motors, the PD-35 series may go into production in 2028. A demonstrator will be ready by 2023.

PD-35 engines are planned to be installed on promising wide-body long-haul and heavy transport aircraft. The cost of the project is 180 billion rubles, of which 60 billion rubles. - investment costs, and 120 billion rubles. - Creation of the engine itself.

The new engine will use the latest technology: composite polymer materials in engine parts and assemblies, additive technologies for the manufacture of large-sized and complex-shaped body parts, intermetallic compounds.

Now the project is at the stage of research work - UEC - Aviadvigatel has made a purchase from a single supplier for 125.6 million rubles. to carry out research and development work related to the PD-35 engine. In particular, the contractor must carry out work on the preparation of conclusions on the draft designs of the technology demonstrator engine units (DDT).

The terms of reference also contain a clause on the development of "critical" technologies necessary for the creation of DDT units and systems. We are talking about the development of a strength project for the fan blade, which will be made of polymer and composite materials. In addition, a front-end device and a flame tube for the combustion chamber of the new engine will be developed. Requirements for the structural power diagram of the engine will be formed in terms of minimizing critical events, as well as recommendations will be given and the terms of reference for the development of critical system technology will be agreed automatic control PD-35 and a demonstration engine gas generator.

According to the Kommersant-Perm newspaper, it follows from the protocol of the purchase that Aviadvigatel was chosen as the sole supplier.

To date, specialists have determined the design of the engine, formed cooperation between industry enterprises, and determined technical directions for creating engines. The developers also carried out a set of computational and experimental work, which confirmed the possibility of implementing the project.

One of the most important breakthrough technologies of the PD-35 is the creation, in cooperation with VIAM, of the first composite fan blade in the history of the Russian aviation industry. According to experts, the creation of PD-35 will require major modernization production capacity. Experts also note that the new engine will become a locomotive not only for the United Engine Corporation, but will also pull the entire economy of the country.

In parallel with the completion of the certification program for a new generation turbofan engine PD-14 for passenger aircraft MS-21 United Engine Corporation in 2018 starts designing the base engine of a promising family of high-thrust turbofan engines (from 25 to 50 tf). It was named PD-35 and is designed for a take-off thrust of 35 tf. As reported on the official public procurement portal, the state contract for research and development work on the PD-35 was signed on December 25, 2017. They are designed for six years and should be completed in 2023 with the manufacture and testing of an engine - a technology demonstrator, which will become a prototype of future serial PD-35 for use on advanced wide-body and heavy transport aircraft. The Perm JSC UEC-Aviadvigatel was chosen as the lead contractor for the work, but, as in the case of PD-14, they will involve extensive cooperation between UEC enterprises, as well as industry research institutes.

“When we planned the PD-14 family, we chose the largest market niche - about 55-60% of the market in the next 30 years,” said Alexander Inozemtsev, general designer of JSC UEC-Aviadvigatel, two years ago at the International Engine Building Forum MFD-2016 . - But there is also a market for small turbofan engines and a market for extra-large engines - from 25 to 50 tf. The latter is approximately 25-30% of the entire potential market. We have been analyzing for a long time what basic technologies, what basic gas generator to choose in order to enter this market niche. Conducted an analysis. If we take the technologies and materials of PD-14 and simply simulate the dimensions of an engine for 35 tf, then it will have a diameter of 3.5 m, a length of 7 m, and a mass of about 7 tons. To enter the market with such an engine in 10-15 years - not serious. Therefore, we understood that we needed a breakthrough in technology, reaching the next level in terms of the efficiency of units, and this entails an increase in temperature in front of the turbine by almost 100 ° (compared to PD-14), which means that it is necessary to have materials that are not just durable, but also with a minimum density to be competitive in terms of mass. In addition, huge resources are needed. Today we are setting this problem for ourselves and branch institutes. But we already have the aerodynamic base for such an engine, a simulated high-pressure compressor with one added stage and a new high-pressure turbine made of new materials will allow us to create such a family. The base engine will be 35 tf”.

The bypass ratio of the PD-35 should reach 11 (with a fan diameter of 3100 mm). The engine is planned to be based on a gas generator with a nine-stage high-pressure compressor and a two-stage turbine (PG-14 gas generator scheme - “8-2”), it will receive a five-stage low-pressure compressor and a seven-stage low-pressure turbine. Like the PD-14, the fan drive gearbox is not planned to be used on the PD-35.

Alexander Inozemtsev notes that, together with industry institutes, a list of 18 main critical technologies has already been determined, without which it will be impossible to ensure the competitiveness of such an engine in a decade. Among them, he names, first of all, new high-temperature materials and the next step in fan blade technology - the transition to a composite blade, which gives a 30% weight savings: “We are convinced that if we do not master this technology of composite blade and ballistically resistant case fan, then we will not get a competitive mass. Other tasks include the creation of a “thin” engine nacelle, which requires the placement of a gearbox under the gas generator hood, the introduction of additive technologies, the creation of a new generation of units, etc.

The demonstrator gas generator for the 35-tonne engine is expected to be designed, tested by individual components, assembled and put on bench tests before the end of 2021, and the entire engine - a technology demonstrator - is to be assembled and tested in 2023. Based on these works, it is planned to prepare for production of PD-35 engines of a pilot batch for bench and then flight tests.

It is assumed that one of the first aircraft equipped with the PD-35 should be the Russian-Chinese wide-body passenger aircraft CR929, which is currently being developed. But this will most likely happen no earlier than in 8-10 years, but the current development of UEC-Aviadvigatel - the 14-ton PD-14 - will be able to "register" under the wing of serial airliners in three years.

In December 2017, the final, third stage of flight tests of the experimental PD-14 on the Il-76LL flying laboratory started. Large-scale bench tests of pilot batch engines are also at the final stage. The Russian type certificate for the PD-14 is expected to be received in 2018, and by the end of the year, the UEC should start shipping the first serial PD-14s. The launch contract for the supply of five PD-14s for certification testing of the remotorized version of the MS-21 aircraft was signed between UEC-Perm Motors and Irkut Corporation in January 2018. Flight tests of the MS-21 with a power plant of two PD-14s should begin in 2019, and certification of the MC-21 with PD-14 is scheduled for 2021, after which aircraft in this configuration can begin to enter service. The first MC-21-300 with PD-14 should go to Red Wings and Aeroflot: the contracts stipulate that out of 16 aircraft ordered by Red Wings, four will be equipped with PD-14, and Aeroflot announced that that domestic engines will receive up to half of fifty of its MS‑21‑300.

Managing Director of JSC UEC-Perm Motors Sergey Popov: “PD-35 is a product about which it can be said that today only the first center line is being drawn in the creation of this motor. First of all, this is the stage of research and development - research work that will determine the appearance of the engine. At the stage of research and development, the technologies necessary to create this engine will also be worked out. This is a big long list: fundamentally new materials that must first be tested at VIAM, CIAM, and only after that a decision should be made on their introduction into mass production. Engines of this dimension have not yet been created in the history of Soviet, Russian aviation. Therefore, a major modernization and reconstruction of production facilities will be required not only for UEC-Perm Motors, but also for other UEC enterprises. It is necessary to create a whole test complex, by 2021-2022 here at the site in Perm.

This will happen in stages. First of all, first the designer will create the product. At some stage, it will become clear: this design suits us, let's “launch it into hardware” and create a prototype. This is around 2022. And by this time we should already have a test base on which it would be possible to test these prototypes. First of all, it is necessary to start with testing the gas generator - the heart of the engine, its hot part. After that, making sure that the right materials and technical solutions are applied, we will move on to the creation of a demonstrator engine. The demonstrator engine is around 2023. And for this, we must conduct a certain series of tests on the benches for nodal processing. A compressor test bench, a combustion chamber test bench should be created ... This is a whole complex that must be created before the very first demonstrator engine is “launched into iron”.

Although the level of applied software products, the level of digitalization of engine creation today is completely different, it still requires verification in hardware. The main years just go to this test. I believe that the launch of the PD-35 in the series is somewhere in 2028. 10 years to create such an engine is really the period during which it is necessary to work systematically, diligently, without relaxing even for a minute.

PD-35 is new materials, including composite ones, a wide range of their application and their higher level in all characteristics. The task is to use Russian components and technologies. Such products should serve as locomotives not only for aircraft engine building, but also for the entire industry, which works with us in cooperation. For example, for metallurgists who produce iron, factories that then make bearings for us from this iron. It turns out, industrial production in the country as a whole is moving to a new level. The same can be said about the composite materials industry. One of the trends that we support in cooperation with VIAM is the creation of a composite turbine fan blade for the first time in the history of the Russian aviation industry. It is likely that a steel blade will go to the very first sample of the PD-35, but we know for sure that the designers include in this project the possibility of production with composite blades. In addition, it will be necessary to work out other new technologies, for example, moving from the use of bolts to rotational welding. It may sound like a cliche, but the PD-35 really should be some kind of technological breakthrough that needs to be implemented in these 10 years.

Nikolai Andreev, Infrastructure Director of UEC-Perm Motors:“This is indeed a very serious project, so the whole country will work on the creation of such an engine - hundreds of enterprises and dozens of scientific institutes. Such an engine is needed not only for the product itself, but also so that we do not lose our level of competence in the field of design, technology, materials, develop and multiply them. This project is really like a big locomotive that will pull the entire economy of the country. Just like the PD-14, this engine will be created in broad cooperation with enterprises throughout the country, including the UEC.

How to make such an engine? It must be understood that by simply scaling the results achieved when creating the PD-14 engine, we will get only a part of the necessary characteristics. We can provide other characteristics only by mastering completely new technologies and new materials. I must say that simply R&D work is impossible without serious investments in production and testing facilities. It is necessary to master new critical technologies, the production of new materials, to create parts and assemblies of a dimension that has not yet been created in our engine building industry. This requires some investment.

Our working groups are working on a range of investment projects. In particular, aimed at developing information systems- this is a large amount of calculations that designers need to do. This requires serious investments to the settlement base here on the territory of UEC - Aviadvigatel. Big investment needed for preparation production base. These are machines and equipment for the production and assembly of large-sized parts.

And, of course, the preparation of a test base. Today in the country there is no testing base for development and experimental tests of engines of such dimensions and such thrust. The bench test base for the creation of this engine will be built at our test station - there will be a logistics center, a building for final assembly and preparation for testing, as well as a whole range of test benches.

I must say that not all components of the new motor can be modeled mathematically. We will still have to manufacture parts and test them on certain installations, get the result, bring it up and test it again. Therefore, the test base must be created before the engine is created. This necessary condition. The diameter of the PD-35 fan is 3.1 meters, the diameter of the propulsion system already approaching 4 meters. This suggests that it is impossible to transport such an assembled engine. We assume that we will transport it to the test station in several nodes. By that time, the assembly building will have already been built. We will assemble engines, test them, then disassemble them, send them to aircraft factories, where they will be assembled again directly under the wing of the aircraft.

8 test benches will be built here: nodal test benches for testing high-pressure compressors, a bench for testing combustion chamber compartments and a full-size combustion chamber, a vacuum test stand for rotor parts, a closed gas generator test bench, two benches and a preparation room for testing a full-size engine. And an open bench where various types of tests will be carried out: acoustic, ice casting, bird casting, blade breakage, and so on. The task is to start developing design and estimate documentation this year. The commissioning deadlines are very tight, so we have very little time. Active work is already underway on these projects.”

In conclusion, it only remains for us to note a few facts. Today, the United Engine Corporation employs more than 90,000 people. The total budget of the project for the creation of the PD-35 engine is 180 billion rubles, of which 60 billion are investment costs, 120 billion are the creation of the engine itself, including the work of designers and research institutes. In the PD-35 project, it is planned to use such promising technologies as:

- application of composite polymer materials in engine parts and assemblies;
- production of large engine nacelles from composite materials with laminar flow;
- manufacturing of large-sized and complex-shaped body parts using additive technologies;
- application of new heat-resistant alloys and intermetallic compounds;
- creation of a low-emission combustion chamber.

According to the Aviation of Russia web resource, at the beginning of January 2018, JSC UEC-Aviadvigatel [Perm] received an order from the parent United Engine Corporation for the manufacture of a technology demonstrator engine (DDT) PD-35, designed for long-haul wide-body aircraft.

“The decision to develop a “heavy” engine with a thrust of 35 tons was made in 2016. Putin called this work one of the priorities: "We need our own regional aircraft, otherwise we will forever buy everything abroad in this segment. But we also need a powerful engine, we need a PD-35. Many projects in aviation are associated with this engine" .

It is also planned to install the PD-35 on the promising Chinese-Russian wide-body long-haul aircraft CR929.

A few more details...

According to the terms of reference for the development of the engine and the materials of the SPARK-Marketing system, by December 5, 2018, UEC-Aviadvigatel must develop technical task on DDT. Until December 5, 2019 — preliminary design. A year later, the components of the demonstration gas generator (DGG) PD-35 should be manufactured and assembled, and a year later, the DGG itself should be completely manufactured and tested. By December 5, 2022, it is necessary to assemble the PD-35 DDT units, and finally, by December 5, 2023, DDT should be assembled and tested directly. The cost of the work is estimated at 64.3 billion rubles.

According to the press service of UEC-Aviadvigatel, in 2025 the PD-35 should receive a Russian certificate.

The decision to develop a "heavy" engine with a thrust of 35 tons was made in 2016. It is necessary to achieve fuel efficiency on long-haul airliners and powerful military transport aircraft. On September 23, 2017, Russian President Vladimir Putin, during a meeting with the head of the Ministry of Industry and Trade, Denis Manturov, said that work on the Il-114 regional aircraft and the PD-35 engine would be financed not only in 2018, but until 2020 inclusive.

The head of state called this work one of the priorities. “We need our own regional aircraft, otherwise we will forever buy everything abroad in this segment. But we also need a powerful engine, we need a PD-35. Many projects in aviation are connected with this engine,” V. Putin said.

It is also planned to install the PD-35 on the promising Chinese-Russian wide-body long-haul aircraft CR929.

UEC-Aviadvigatel notes that “on the basis of the PD-35 engine, it is planned in the future to create a family of aircraft engines of various thrust up to take-off thrust up to 50 tons.”

According to the company, total cost the PD-35 program is estimated at 180 billion rubles. Unlike previous programs for the creation of aircraft engines, for the first time this amount also includes the cost of capital construction, which is associated with the novelty of the project. To create and manufacture the PD-35 family, it is necessary to build a practically new production facility, as well as a new test base.

sources