航空发动机发展史航空发动机诞生一百多年来,主要经过了两个阶段：前40年（1903~1945），为活塞式发动机的统治时期；后60年（1939~至今），为喷气式发动机时代。
在此期间，航空上广泛应用的是燃气涡轮发动机，先后发展了直接产生推力的涡轮喷气发动机和涡轮风扇发动机。
亦派生发展了输出轴功率的涡轮螺旋桨发动机和涡轮轴发动机。
一、活塞式发动机统治时期很早以前，我们的祖先就幻想像鸟一样在天空中自由飞翔，也曾作过各种尝试，但是多半因为动力源问题未获得解决而归于失败。
最初曾有人把专门设计的蒸汽机装到飞机上去试，但因为发动机太重，都没有成功。
到19世纪末，在内燃机开始用于汽车的同时，人们即联想到把内燃机用到飞机上去作为飞机飞行的动力源，并着手这方面的试验。
1903年，莱特兄弟把一台4缸、水平直列式水冷发动机改装之后，成功地用到他们的"飞行者一号"飞机上进行飞行试验。
这台发动机只发出8.95 kW的功率，重量却有81 kg，功重比为0.11kW/daN。
发动机通过两根自行车上那样的链条，带动两个直径为2.6m的木制螺旋桨。
首次飞行的留空时间只有12s,飞行距离为36.6m。
但它是人类历史上第一次有动力、载人、持续、稳定、可操作的重于空气飞行器的成功飞行。
在两次世界大战的推动下，活塞式发动机不断改进完善，得到迅速发展，第二次世界大战结束前后达到其技术的顶峰。
发动机功率从近10kW提高到2500kW 左右，功率重量比（发动机功率与发动机质量的重力之比，简称功重比，计量单位是kW/daN）从0.11kW/daN提高到1.5kW/daN，飞行高度达15000m，飞行速度从16km/h提高到近800km/h，接近了螺旋桨飞机的速度极限。
20世纪30~40年代是活塞式发动机的全盛时期。
活塞式发动机加上螺旋桨，构成了所有战斗机、轰炸机、运输机和侦察机的动力装置；活塞式发动机加上旋翼，构成所有直升机的动力装置。
著名的活塞式发动机有：美国普拉特·惠特尼公司（简称普·惠公司）的“黄蜂”系列星形气冷发动机，气缸7~28个，功率970~2500kW，广泛用于各种战斗机、轰炸机和运输机。
带螺旋桨的活塞式发动机的最大缺点是飞行速度受到限制（800km/h以下）。
一方面，因为发动机需要功率与飞行速度的三次方成正比，随着速度的提高，所需发动机功率急剧增大，而通过增加汽缸数目来增大功率所带来的重量负荷飞机不能承受；另一方面，随着飞行速度的提高，螺旋桨的效率急剧下降并有机毁人亡的危险。
因此，为了实现高速飞行，必须寻求新的动力装置，这就是喷气式发动机。
第二次世界大战之后，随着涡轮喷气发动机的发展，活塞式发动机逐渐退出了航空领域的霸主地位。
二、喷气推进新时代（1）喷气发动机的诞生1913年，法国工程师雷恩·罗兰获得第一个喷气发动机专利，它属于无压气机式空气喷气发动机，与后来的冲压发动机基本相同。
冲压发动机结构简单、推力大，特别适合高速飞行。
无压气机式喷气发动机还有脉冲式发动机和火箭发动机。
脉冲式发动机是冲压喷气发动机的一种特殊形式，没有得到广泛应用。
有压气机式空气喷气发动机是由英国人弗莱克·惠特尔和德国人汉斯·冯·奥海因在同一时期分别发明的。
压气机有离心式、轴流式、组合式等多种，由后面的燃气涡轮带动，所以这类发动机又称为涡轮喷气发动机。
奥海因在1938年10月试验了采用轴流—离心组合式压气机的HeS3涡轮喷气发动机，实测推力400daN，推力重力比1.12。
1939年8月27日，装在德国亨克尔公司的He—178飞机上成功首飞。
这是世界上第一架试飞成功的涡轮喷气发动机。
（2）涡轮喷气发动机的发展早期的涡轮喷气发动机和飞机尚处于试验阶段，在第二次世界大战中并没有发挥多大的作用，到战后特别是20世纪50年代才获得迅速的发展。
战后第一批装备部队使用的喷气式战斗机是1944年美国制造的F—80和1946年苏联制造的米格—9，飞机为平直梯形机翼，发动机推力800~900daN，飞行速度900km/h 左右。
飞机速度达到声速以后，为了突破“声障”，在涡喷发动机上加装了加力燃烧室，它可以在短时间内加幅度提高推力。
以后，战斗机继续向高空高速发展。
1958年美国推出F—104战斗机，最大飞行马赫数2.2，使用升限17.68km。
动力为J79单转子加力式涡轮喷气发动机，最大推力7020daN，推重比4.63。
涡轮喷气发动机在军用战斗机上广泛应用的同时，也被其他机种所选用。
首先是轰炸机，随后是运输机、旅客机和侦察机。
（3）涡轮风扇发动机的发展涡喷发动机有一个致命的缺点，就是耗油率太高，涡扇发动机既能克服这个缺点又保有它原有的优点。
涡扇发动机与涡喷发动机的区别在于低压压气机变成叶片的风扇，风扇出口气流分成两股通过内外两个环形涵道流过发动机。
在核心相同的条件下，由于涡轮风扇发动机总空气流量大，排气速度低，所以与涡轮喷气发动机相比，推力大，推进效率高，耗油率低。
涡轮风扇发动机实质上仍属于直接反作用式涡轮喷气发动机。
涡扇发动机诞生于20世纪50年代，首先用于民用飞机，随后扩展到军用飞机。
20世纪60年代出现涡扇化热潮，70~80年代发展提高、广泛应用，90年代以后高度发展，取代涡喷发动机成为军民用飞机的主动力和航空推进技术研究发展的主要方向。
世界上第一台运转的涡轮风扇发动机是德国戴姆勒-奔驰研制的DB670(或109-007)，于1943年4月在实验台上达到840千克推力，但因技术困难及战争原因没能获得进一步发展。
世界上第一种批量生产的涡扇发动机是1959年定型的英国康维，推力为5730daN，用于VC-10、DC-8和波音707客机。
1960年，美国在JT3C涡喷发动机的基础上改型研制成功JT3D涡扇发动机，推力超过7700daN，涵道比1.4，用于波音707和DC-8客机以及军用运输机。
以后，涡扇发动机向低涵道比的军用加力发动机和高涵道比的民用发动机的两个方向发展。
在低涵道比军用加力涡扇发动机方面，20世纪60年代，英、美在民用涡扇发动机的基础上研制出斯贝-MK202和TF30，分别用于英国的"鬼怪"F-4M/K战斗机和美国的F111（后又用于F-14战斗机）。
它们的推重比与同时期的涡喷发动机差不多，但中间耗油率低，使飞机航程大大增加。
在70~80年代，各国研制出推重比8一级的涡扇发动机。
自20世纪70年代第一代推力在20000daN以上的高涵道比（4~6）涡扇发动机投入使用以来，开创了大型宽体客机的新时代。
后来，又发展出推力小于20000daN的不同推力级的高涵道比涡扇发动机，广泛用于各种干线和支线客机。
民用涡扇发动机依然投入使用以来，已使巡航耗油率降低一半，噪声下降20dB, CO、UHC、NOX分别减少70%、90%、45%。
90年代中期装备波音777投入使用的第二代高涵道比（6~9）涡扇发动机的推力超过35000daN。
其中，通用电气公司GE90-115B在2003年2月创造了56900daN的发动机推力世界纪录。
三、涡轮螺旋桨发动机和涡轮轴发动机在涡轮喷气发动机蓬勃发展的过程中，驱动飞机螺旋桨和直升机旋翼的动力也实现了涡轮化，派生出两种新型航空燃气涡轮发动机——涡轮螺旋桨发动机和涡轮轴发动机。
它们的工作原理基本相同，都是靠动力涡轮把燃气发生器出口燃气中的绝大部分可用能量转变为轴功率，通过减速器驱动螺旋桨或旋翼。
它们与活塞式发动机相比，重量轻、振动小、功率重力比大。
（1）涡浆发动机在第二次世界大战中，英国开始研制本国第一台涡桨发动机罗尔斯-罗伊斯RB.50 Trent。
因为它比涡喷和涡扇发动机耗油率低、经济性好、起飞推力大、曾得到相当的发展。
目前，在中小型运输机和通用飞机上仍有广泛用途。
在20世纪80年代后期，掀起了一阵性能上介于涡桨发动机和涡扇发动机之间的桨扇发动机热。
一些著名的发动机公司都在不同程度上进行了预计和试验，其中通用电气公司的无涵道风扇（UDF）GE36曾进行了飞行试验。
由于种种原因，只有俄罗斯和乌克兰的安-70/D-27进入工程研制并计划批生产装备部队。
（2）涡轴发动机世界上最早研制涡轴发动机的是法国。
20世纪50年代中期，透博梅卡公司研制的功率为405kW的阿都斯特2涡轴发动机成功用“云雀”2直升机上。
自此50年多年来，涡轴发动机不断改进创新，已经发展到第四代。
半个世纪以来，涡轴发动机已成功低发展出四代，功重比已从2kW/daN提高到6.8~7.1 kW/daN。
第三代涡轴发动机是20世纪70年代设计，80年代投产的产品。
主要代表机型有马基拉、T700-GE-701A和TV3-117VM，装备AS322"超美洲豹"、UH-60A、AH-64A、米-24和卡-52。
第四代涡轴发动机是20世纪80年代末90年代初开始研制的新一代发动机,代表机型有英、法联合研制的RTM322、美国的T800-LHT-800、德法英联合研制的MTR390和俄罗斯的TVD1500，用于NH-90、EH-101、WAH-64、RAH-66"科曼奇"、PAH-2/HAP/HAC"虎"和卡-52。
（3）航机改型非航空用燃气轮机随着航空燃气涡轮发动机的发展，由其改型派生的非航空用轻型燃气轮机迅速成长。
航改燃气轮机的工作最早在20世纪40年代开始，经过50年代的不断努力，到60年代逐步成熟进入实用阶段，70年代以后蓬勃发展。
各大航空发动机公司都在大力开发燃气轮机，电力、船舶行业的动力公司也在借用航空发动机技术开发燃气轮机。
目前，世界上已有20多个国家、100余家厂商从事燃气轮机的成套设计、研制、生产、和销售，机组型号达300种以上，总产量超过34000台。
发动机是飞机的心脏，有了适用的航空发动机，才实现了真正的有动力、可操纵的载人航空飞行。
随着航空发动机的更新换代，推动了军民用航空器一代一代地向前发展。
The History of Aero Engine Development Aero engine was born a hundred years, mainly divided two stages: the first 40 years (1903 to 1945), for the reign of the piston engine; and then the next 60 years (1939 ~ present), as the era of jet engines. In the meantime, it is widely used in the aviation gas turbine engines, has developed a direct thrust turbojet and turbofan engines. Turboprop and turbo-shaft engines derived from the development of the output shaft power.I. The Times of Piston EngineA long time ago, our ancestors imagine flying like a bird in the sky, and also have been conducted in various attempts, but mostly failed because the power source of the problem is not resolved. Once before there was a specially designed steam engine onto the aircraft turned out not successful because the engine is too heavy. In the end of the 19th century, while the internal combustion engine for automotive, people began to consider that the internal combustion engines could be used in aircraft as the power source of the aircraft, and preceded to the test in this regard.In 1903, the Wright brothers improved a 4-cylinder; horizontal-line water-cooled engine, and successfully used in their” F light One” to test aircraft. The engine only issues a power of 8.95 kW with a weight of 81 kg and weight ratio of 0.11kW/daN. By two bicycle chains, the engine was driven by two wooden propellers with a diameter of 2.6m. The first flight stayed for only 12s, flying a distance of 36.6m. But it is the first time in the history of mankind to fly successfully in powered, manned, sustained, stable and workable heavier than air aircraft.In the promotion of the two world wars, the piston engine continued to improve and developed rapidly, and it reached the pinnacle of its technology about the end of World War II. Engine power increased from nearly 10kW to 2500kW and the weight ratio (the ratio of gravity of the engine power and engine quality, referred to as the power to weight ratio, the unit of measurement is kW / daN) improve from 0.11kW/daN to 1.5kW/daN, flight altitude of 15000m, flight speed from 16km / h to nearly 800km / h, which close to the limit of the propeller aircraft.1930s to 1940s was the heyday of the piston engine. Piston engine and propeller constitute all fighters, bombers, transport aircraft and reconnaissance aircraft power plant; piston engines coupled with the rotor, constitute all helicopter power plant. The famous piston engines: Pratt & Whitney (Pratt & Whitney) "Wasp" series star air-cooled engine, the cylinder 7 to 28, power 970 ~ 2500kW, widely used in a variety of fighters, bombers and transport aircraft.The biggest drawback of the piston engine propeller flight was that the speed is restricted (800km / h). On one hand, because the engine power and flight speed is proportional to the cubic, the engine power required to increase sharply with the increasing in speed,, and power brought about by the weight of the load of the aircraft by increasing the number of cylinders can not withstand; on the other hand, with the improvement of the flying speed, the efficiency of thepropeller sharply declined and probably cause a hazardous crash. Therefore, in order to achieve high-speed flight, it is necessary to seek a new power plant, which came to the jet engine. After the World War II, with the development of the turbojet engine, the piston engine gradually withdrew from the dominance of the field of aviation.II. The New Era of Jet Engine1.The Birth of the Jet EngineIn 1913, French engineer Runes Loren firstly got jet engine patent, which belongs to no compressor air jet engine, basically the same with ramjet later. With simple structure and a huge thrust, the ramjet is especially suitable for high-speed flight. No compressor jet engine also includes pulse engines and rocket engines. The pulse-type engine is a special form of the ram jet engine, and is not widely used. The compressor air jet engine was invented by British Fleck Whittle and German Hans von Olympian due in the same period. Compressor consisting of centrifugal model, axial-flow model, and modular model and so on, led by the gas turbine, so this type of engine, also known as the turbojet.Olympian conducted an experiment that combined Axial - centrifugal compressor HeS3 turbojet engine in October 1938, measured thrust 400daN, and thrust gravity 1.12. on August 27, 1939, he installed it in the German Hinkle He - 178 aircraft which became the successful first flight. This is a successful flight test of the world's first turbojet.2.The development of the turbojetThe early turbojet aircraft is still in the pilot phase, and did not play much role in the Second World War until the postwar-1950s-it got especially rapid development. The first postwar fighter jets to equip our troops were American-made F-80 in 1944 and Soviet-made MiG-9 in 1946, with aircraft straight trapezoidal wing of 800, engine thrust 900daN, flight speed of 900 km / h. When the aircraft speed reaches the speed of sound, in order to break the sound barrier, afterburner should be installed in the turbojet engine, for it can be improved thrust in a short period of time by plus amplitude. Later, fighters continue to develop for high-altitude high-speed. In 1958, the United States launched the F - 104 fighter aircraft, the maximum flight Mach 2.2, using the ceiling 17.68km which powered by J79 single rotor afterburning turbojet, maximum thrust 7020daN, thrust to weight ratio of 4.63. Turbojets were widely used in military fighter, but also provide a good selection of other models, such as bombers, subsequent transport aircraft, passenger aircraft and reconnaissance aircraft.3.The Development of the Turbofan EngineThe turbojet has a fatal flaw is that fuel consumption is too high, while the turbofan engine can not only overcome the shortcomings but also retains its original advantages. The difference between the turbofan engine and turbojet engine is that the low-pressure compressor changed intoa blade fan, when airflow from fan outlet divided into two shares by both internal and external annular bypass, they flow through the engine. Under the same conditions as the core, due to the high total air flow of the turbofan engine, and low exhaust velocity, so, compared with the turbojet engine, the turbofan engine has larger thrust, higher promoting efficiency, and lower fuel consumption. The turbofan engines in fact belong to a direct reaction turbojet.Turbofan engine, born in the 1950s, was firstly used for civilian aircraft, subsequently extended to military aircraft. The 1960s appears turbofan boom, and turbofan achieves great development and it was widely used in 1970s to 1980s, after the highly developed in 1990s, the turbofan replacing the turbojet engine became the main direction of the military and civilian aircraft of the active force and aviation propulsion technology research and development.The first running turbofan engine in the world is developed by German Daimler - Benz DB670 (or 109-007),of 840 kg thrust on the bench in April 1943, due to technical difficulties and the causes of war did not further development. Stereotyped 1959, the first world's mass-produced Turbofan engine is the British Converse, a thrust of 5730daN, for the VC-10, DC-8 and Boeing 707 aircraft. In 1960, the United States on the basis of the turbojet engine in JT3C successfully modified and developed JT3D turbofan engine, with a thrust more than 7700daN, bypass ratio of 1.4, for the Boeing 707 and DC-8 airliner and military transport aircraft.Later on, the two directions of turbofan engine went towards low bypass ratio military afterburning engine and high bypass ratio civil engines. In low bypass ratio military afterburning turbofan engine, in the 1960s, Britain and the United States on the basis of the civil turbofan engine developed Spey-MK202 and TF30, respectively, for the "Phantom F-4M / K fighters and F111 (and then for the F-14 fighter). Their thrust to weight ratio is similar with jet engine during the same period, but owing to lower fuel consumption, thus greatly increase the aircraft flight. In1970s to 1980s,a lot of countries developed a turbofan engine the thrust to weight ratio of 8.Since the 1970s, the first generation of turbofan engines with a thrust more than 20000daN and high bypass ratio (4-6) has opened a new era of large wide-body aircraft. Later, they developed a thrust less than 20000daN different thrust level high bypass ratio turbofan engine, and put into use in a variety of trunk and regional jet. Ever since civil turbofan engines put in use, the cruise fuel consumption has been reduced by half, the noise down to 20dB, CO, UHC, NOX, respectively, a decrease of 70%, 90%, 45%. In the mid-1990s, the Boeing 777 was equipped with second-generation high-bypass ratio (6-9) turbofan engine, its thrust reached over 35000daN. Among them, the General Electric GE90-115B in February 2003 created a world record of a 56900daN the engine thrust.III. Turboprop and Turbo-shaft EnginesAs turbojet flourished, driven aircraft propeller and helicopter rotor power to achieve the turbine, and derive two new aero gas turbine engines - turboprop and turbo-shaft engines. They work basically the same, both relying on the power turbine transform most of the available energy from gas in the gas generator outlet into shaft power, then driven propeller or rotor by reducer. Compared to piston engines, they have light weight, small vibration, and high ratio of power to gravity.1.Turboprop EnginesBecause it has low fuel consumption, good economic situation, and high takeoff thrust than the turbojet and turbofan, the engine has been considerably developed. At present, there is still a wide range of applications in small and medium-sized transport aircraft and general aviation aircraft.In the late 1980s, a burst of performance between prop-fan engine and turbofan engines setting off turboprop engines.Some famous engine companies conducted prediction and test in varying degrees, including General Electric Company ducted fan (UDF) GE36 flight test was conducted. Due to various reasons, only Russia and Ukraine's security -70/D-27 began engineering development and plans to batch and equip their troops.2.Turbo-shaft EngineThe earliest country in the world began to develop turbo-shaft engine is France. In the mid-1950s, Turbomeca developed Abdul Manchester turbo-shaft engine, a power 405kW, successfully applied to "The Lark" helicopter. Over the 50 years, turbo-shaft engines continue to improve and innovate, and has been developed to the fourth generation.For half a century, Turbo-shaft engine has gradually developed successfully four generations, of a power weight ratio improved from 2kW/daN to of 6.8 ~~ 7.1 kW / daN. The third generation turbo-shaft engine is designed in the 1970s,and put into operation in the 1980s. The main representative models include Makita, T700-GE-701A and TV3-117VM, equipped with AS322 "Super Puma", the UH-60A, AH-64A, Mi-24 and Ka-52. Started to develop in the late 1980s till the early 1990s, the fourth-generation turbo-shaft engine is a new generation of engines, representative models developed jointly by Britain, France RTM322 ,U.S. T800-LHT-800, Germany, France, Britain and the joint development of the MTR390 and the Russian TVD1500, NH-90, EH-101, WAH-64 RAH-66 Comanche ", PAH-2/HAP/HAC" tiger "and the card -52.3.Aircraft Modified for Non-Aviation Gas TurbineWith the development of aviation gas turbine engines, there has been a rapid growth non-aviation light gas turbine, which derived by its modification. The aero-derivative gas turbine research was first started in the 1940s, after the continuous efforts of the 1950s to the 1960s,gradually became mature and came into the practical stage, and achieved the booming in 1970s. Major aero-engine companies are making great efforts to develop the gas turbine, and also the electric power, ship industry, power companies are bring technology into developed gas turbine aero engine. Now there are more than 20 countries in the world, more than 100 companies engaged in gas turbine sets design, development, production, and sales, of more than 300 kinds unit model, the total output of more than 34,000 units.The engine is the heart of the aircraft, with applicable aviation engines, we are able to achieve a truly motivated, storable manned aviation stage. The upgrading of the aero-engine promote the civil and military aircraft forward generation to generation.。