GE飞机发动机集团

GE Aviation HistoryFrom the turbosupercharger to the world's most powerful commercial jet engine, GE's history of powering the world's aircraft features more than 90 years of innovation.GE Aviation: Powering a Century of FlightWhen the United States entered World War I in 1917, the U.S. government searched for a company to develop the first airplane engine "booster" for the fledgling U.S. aviation industry. This booster, or turbosupercharger, installed on a piston engine, used the engine's exhaust gases to drive an air compressor to boost power at higher altitude.GE accepted the challenge first, but another team also requested the chance to develop the turbosupercharger. Contracts were awarded in what was the first military aircraft engine competition in the U.S. Under wartime secrecy, both companies tested and developed various designs until the Army called for a test demonstration.In the bitter atmosphere of Pikes Peak, 14,000 feet above sea level, GE demonstrated a350-horsepower, turbosupercharged Liberty aircraft engine and entered the business of making airplanes fly higher, faster and with more efficiency than ever before. That mountaintop test of the first turbosupercharger landed GE's first aviation-related government contract and paved the way for GE to become a world leader in jet engines.For more than two decades, GE produced turbosuperchargers that enabled aircraft, including many in service during World War II, to fly higher, with heavier payloads. The company's expertise in turbines and turbosuperchargers figured into the U.S. Army Air Force's decision to select GE to develop the nation's first jet engine.Since then, the aircraft engines division of GE Aviation has scored many firsts. Among them: America's first jet engine, the first turbojet engines to power flights at two and three times the speed of sound, and the world's first high bypass turbofan engine to enter service.Today, GE Aviation is a global provider of engines, systems, and services, with revenues of $17.6 billion in 2010. As a leader in aviation technology, GE Aviation continues to design, develop and manufacture jet engines, components and integrated systems for military, commercial and business and general aircraft as well as aero-derivative gas turbines for marine applications. In addition, GE Aviation is the world's leading integrated engine maintenance resource.GE Builds America's First Jet EngineBecause principles and challenges in turbosuperchargers apply to gas turbines as well, GE was a logical choice to build America's first jet engine.In 1941, the U.S. Army Air Corps picked GE's Lynn, Massachusetts, plant to build a jet engine based on the design of Britain's Sir Frank Whittle. Six months later, on April 18, 1942, GE engineers successfully ran the I-A engine.In October 1942, at Muroc Dry Lake, California, two I-A engines powered the historic first flight of a Bell XP-59A Airacomet aircraft, launching the United States into the Jet Age. The thrustrating of the I-A was 1,250 pounds; the thrust rating of the GE90-115B is more than 90 times as great at 115,000 pounds.The I-A engine incorporated a centrifugal-flow compressor, as did the increasingly more powerful engines developed by GE during the next two years, culminating in the J33 engine, which was rated at 4,000 pounds of thrust. The J33 powered the U.S. Army Air Corps' first operational jet fighter, the P-80 Shooting Star, to a world's speed record of 620 miles per hour in 1947. Before the end of that year, a GE J35 engine powered a Douglas D-558-1 Skystreak to a record-breaking 650 miles per hour. The J35 was the first GE turbojet engine to incorporate an axial-flow compressor--the type of compressor used in all GE engines since then.However, the Air Corps, concerned about disrupting supplies of turbosuperchargers, placed production of GE's jet engines with other manufacturers. GE then set about designing another. The resulting J47 put GE back in the business of building jet engines. But demand for the J47 to power almost all the new front-line military aircraft, particularly the F-86 Sabre Jet, meant the Lynn plant could not keep up. GE needed a second factory.GE selected a federally owned plant near Cincinnati, Ohio, where Wright Aeronautical piston engines had been produced during World War II. GE formally opened the plant on February 28, 1949, with the second J47 production line, to complement the original line at Lynn. Later, the plant would be known as Evendale and would become GE Aviation's world headquarters.With the Korean War boosting demand, the J47 became the world's most produced gas turbine. More than 35,000 J47 engines were delivered by the end of the 1950s. That engine scored two major firsts: it was the first turbojet certified for civil use by the U.S. Civil Aeronautics Administration- and the first to use an electronically controlled afterburner to boost its thrust. The war created a boom environment. Employment at GE's Evendale facility experienced a- ten-fold increase, from 1,200 to 12,000 people in 20 months), requiring a tripling of manufacturing space. In 1951, GE announced that the Evendale plant would be one of the world's truly great jet engine centers in peace and war. In 1954, the Evendale manufacturing complex, virtually empty just six years earlier, was designated as GE's production facility for large jet engines while its sister plant in Lynn, Massachusetts, focused on developing and producing small jet engines.Historic Military Engines: Cold War to Protecting Today's FreedomFor all its success, the J47 was inadequate for the planned Century series of fighters, which would fly at more than twice the speed of sound. GE responded to the challenge of powering these aircraft with one of the most important developments for the jet engine, the variable stator of its J79 turbojet engine. The movable stator vanes in the engine helped the compressor cope with the huge internal variations in airflow from takeoff to high supersonic speeds.More than 17,000 J79s were built over 30 years, powering aircraft such as the F-104 Starfighter and F-4 Phantom II. On the Convair 880 airliner, the CJ805 derivative of the J79 engine marked GE's entry into the civil airline market.Meanwhile, GE was busy on a "baby gas turbine," the 800-horsepower T58 turboshaft engine. Two T58 turboshaft engines powered a Sikorsky HSS-1F in the U.S.'s first turbine-powered helicopter flight. That engine, which first ran in the 1950s, was the precursor of Lynn's small engine product line. GE turboshaft engines have since evolved to power every medium- to large-sized helicopter in the Western world, largely through the development of Lynn's phenomenally successful T700/CT7 engine family.The 1950s and 1960s saw further advances: the J93, the first turbojet engine to operate at three times the speed of sound- powered the U.S. Air Force (USAF) experimental XB-70 bomber; and the addition of a fan to the rear of the CJ805 created the first turbofan engine for commercial service on the Convair 990. Later, a race to power the USAF's C-5 Galaxy cargo plane prompted GE to put a larger fan on the front of an engine. The result: the TF39, the world's first high bypass turbofan engine to enter service, introduced the remarkable fuel efficiency of high-bypass technology.A major success of the period was the Lynn-manufactured J85 turbojet engine. Contracted by the USAF to build a low-cost air-combat fighter, Northrop built the F-5 Freedom Fighter around the GE J85 engine. The F-5 soon became the standard air defense aircraft for more than 30 nations.Advances in compressor, combustor and turbine knowledge in the 1960s led to the decision to propose a more compact core engine with a single-stage turbine and only two bearing areas versus three, resulting in the GE F101 engine, selected for the U.S. Air Force's B-1 bomber.The role of GE military engines continued to grow during the defense buildup of the 1980s. In 1984, the USAF selected GE's highly reliable F110 engine, based on the F101 design, for theF-16C/D fighter aircraft, initiating "The Great Engine War"- an intense, competition between GE and rival Pratt & Whitney. The F110 now powers the majority of USAF F-16C/Ds. The F110 also powers F-16s worldwide, having been selected by Israel, Greece, Turkey, Egypt, Bahrain, United Arab Emirates, Chile and Oman. In addition, the F110 powers Japan's single-engine F-2 fighter and the U.S. Navy's F-14B/D Super Tomcat fighter. A derivative of the F110, the F118, powers the U.S. Air Force B-2 bomber.Also in the 1980s, the F404 engine for the F/A-18 Hornet entered production. Today the F404 is the world's most ubiquitous fighter engine, with more than 3,700 powering the aircraft of several military services worldwide, including the F-117 Stealth fighters of the USAF and the F/A-18 Hornet aircraft of the U.S. Navy, U.S. Marine Corps and several foreign nations. F404 derivatives also power Sweden's JAS 39 Gripen and Singapore's A-4S Super Skyhawk.Many years of successful GE military engine programs culminated with two recent military conflicts in the Middle East. In 1991, GE produced more than half of all the aircraft of the U.S. and other Allied forces in Operation Desert Storm. More than 5,000 GE engines were deployed during Desert Storm, powering fighters, tankers, helicopters, transports, and surveillance aircraft, including F-14s, F-16s, F-5s, F-4s, C-5s, KC-135Rs, F-117A Stealth fighters, F-18s, A-10s, S-3s, and Black Hawk and Apache helicopters, both powered by GE's T700 engine. Despite sharply increased aircraft usage, sand and severe climate fluctuations, mission readiness rates for GE engines remained extremely high, with many units reporting dispatch reliability rates of more than 99 percent. In 2003 and 2004, GE engines powered more than 80 percent of the Operation Iraqi Freedom coalition aircraft. GE's engines have powered tens of thousands of successful sorties flown by some 450 fighters and close-air support aircraft, 15 bombers, more than 230 tankers and transports, and more than 550 helicopters during this conflict. The engines' dispatch reliability, technological superiority and high quality have been essential to the overall success of the Operation.GE is positioned to be a world leader in military propulsion well into the 21st century. The F414, the turbofan engine for the U.S. Navy's F/A-18E/F Super Hornet front-line strike fighter, produces 22,000 pounds of thrust, and a growth development roadmap could increase its thrust by as much as 25 percent over the next several years.A growth version of the highly successful T700/CT7 engine, the T700/T6E, is available for civil and military helicopters worldwide. The best-selling F110 has been enhanced through a more durable, higher-thrust version powering F-16s. The status of T700/CT7 engines as the most popular engines in their class, with more than 12,000 produced for 133 customers in 57 countries throughout the world, continues to be reaffirmed.In addition, the GE Rolls-Royce Fighter Team is developing the F136 engine for the Joint Strike Fighter (JSF) program. The team successfully completed Short Take Off, Vertical Landing (STOVL) testing on an F136 engine at the GE testing facility at Peebles, Ohio in 2008. The F136 engine is the most advanced fighter aircraft engine ever developed and will be available to power all variants of the F-35 Lightning II aircraft for the U.S. military and eight partner nations. In 2005, The GE Rolls-Royce Fighter Team received a multi-year SDD contract award from the JSF program office. The first full SDD engine began testing in early 2009, with first flight in the F-35 to follow in 2011.GE Becomes Leading Commercial Engine SupplierBuilding on the technology of the TF39 military engine, GE moved aggressively into the civil market in 1971 with a derivative engine, the CF6-6 high bypass turbofan engine, on the Douglas DC-10. The CF6 family grew to include the CF6-50, CF6-80A, CF6-80C2 and CF6-80E1. In the 1980s, the CF6 family of engines emerged as the most popular engines powering wide-body aircraft, including the Boeing 747 and 767, the Airbus A300, A310, A330 and the McDonnell Douglas MD-11.The CF6, in service since 1971, continues to add to its impressive record of flight hours, more than any other commercial aircraft engine ever accumulated. To put that in perspective, it is the equivalent of one engine running 24 hours a day, 365 days a year for more than 26,000 years.The CF6-80C2 engine, which entered service in 1985, has set new standards of reliability in commercial service and has been instrumental in the rise of GE as a leading supplier of large commercial engines.Perhaps the greatest compliment afforded the CF6-80C2 was the U.S. government's selecting the engine to power the U.S. president's 747 aircraft, Air Force One.In 2011, the CF6 celebrates 40 years in service, solidifying its position as the cornerstone of the wide-body, high bypass turbofan engine business at GE.In 1971, Snecma selected GE as a partner in the development of a smaller commercial turbofan engine. This joint venture, known as CFM International, would become one of the greatest success stories in aviation history.This collaboration allowed for an engine based on Snecma's fan technology and the core technology of GE's F101 engine. The GE/Snecma collaboration was founded on a desire to gain a share of the short-to-medium-range aircraft market, dominated in the early 1970s by lowbypass engines. GE wanted to develop a powerplant to compete with the low bypass Pratt & Whitney JT8D engine on the Boeing 737-100/-200 and McDonnell Douglas DC-9 twinjets, as well as the Boeing 727 trijet.Although CFM was formally established in 1974, the company did not receive its first order until 1979, when the CFM56-2 turbofan engine was selected to re-engine DC-8 Series 60 aircraft, reidentified as DC-8 Super 70s. Then the USAF selected the military version of the CFM56-2, designated the F108 in this application, to re-engine its fleet of KC-135 tanker aircraft to theKC-135R configuration. With these landmark orders, the CFM56 was on its way. Today, there are several engine lines that make up the CFM family.The CFM56-2 powers more than 550 commercial and military aircraft worldwide. The CFM56-3 powers approximately 2,000 Boeing 737 aircrafts.The CFM56-5A/-5B engines power the Airbus Industrie A318, A319, A320, and A321. The CFM56-5C is the exclusive powerplant for the long-range, four-engine Airbus A340.The CFM56-7, powerplant for the Boeing Next-Generation 737-600/-700/-800/-900 series, the best-selling Boeing 737 family yet, was launched in late 1993.Production ramp-up of the CFM56-7 engine for the 737 aircraft was unprecedented in commercial aviation, while CFM56 production for Airbus aircraft also grew dramatically.CFM International continues to advance jet engine propulsion. In 1995, the company made history when the first engine equipped with a double annular combustor (DAC), the CFM56-5B, entered commercial service with Swissair. This afforded airliners a 35 percent reduction in emissions.CFM56 Project TECH56, a technology acquisition program launched in 1998, is advancing technology for upgrades to existing engines, as well as serving as the basis for potential new and derivative CFM56 engines.In 2008, CFM International launched LEAP-X, an entirely new baseline turbofan engine to power future replacements for current narrow-body aircraft. This engine will incorporate revolutionary technologies developed over the last three years as part of the LEAP56 technology acquisition program.In 2009 the LEAP-X development program reached its first milestone as the first core, eCore 1, successfully completed the first phase of testing. Aimed at offering better fuel efficiency, the first full demonstrator engine is scheduled to run in 2010; and LEAP-X could be certified by 2016.Today, nearly 21,000 CFM engines are in service with more than 450 customers around the world, and Every two seconds of every day, a CFM-powered aircraft takes off somewhere in the world.Marine & Industrial Gas TurbinesAs the world's leading manufacturer of aircraft gas turbines, it was a logical step for GE to expand its activities into the marine and industrial arenas. To date, more than 1,800 aeroderivative gas turbine engines have been sold for marine and industrial use.In 1959, GE introduced the LM1500, a derivative of the very successful J79. The LM1500 was initially installed aboard a hydrofoil ship.In 1968, GE launched the LM2500, a nominal 20,000-shaft-horsepower gas turbine based on the TF39 engine. The LM2500 has become the mainstay of GE's current marine and industrial business, with more than fifty classes of ships in 24 world navies and several fast ferries. In the 1980s, GE introduced the LM1600, based on the F404 engine. During the 1990s, improved, lower-emission versions of the LM2500, LM1600, and LM6000 were introduced.GE Industrial Aeroderivative Gas Turbines, part of GE Power Systems, has assumed responsibility for design, development and production of aeroderivative gas turbines for industrial applications. GE Industrial Aeroderivative Gas Turbines is headquartered at the Evendale plant, as is GE Marine Engines, which remains a part of GE Aviation. Leadership Into the 21st CenturyThe World's Most Powerful Jet EngineIn the early 1990s, GE developed the GE90 turbofan engine to power the large, twin-engine Boeing 777. The GE90 family, with the baseline engine certified on the 777 in 1995, has produced a world's record steady-thrust level of 122,965 pounds. To honor this achievement, the latest GE90 engine, GE90-115B was named "the world's most powerful jet engine" by the Guinness Book Of World Records. The GE90-115B engine has the world's largest fan (128 inches), composite fan blades and the highest engine bypass ratio (9:1) to produce the greatest propulsive efficiency of any commercial transport engine.In July 1999, The Boeing Company selected the GE90-115B derivative engine as the exclusive engine for its longer-range 777-200LR and -300ER aircraft, in one of the most significant wins in GE's history.The GE90-115B represents the successful culmination of GE's strategy to build a new centerline GE90 engine specifically for the Boeing 777 aircraft family. The GE90-115B powered777-300ER entered passenger service in 2004.Ushering in the Regional Jet EraIn the early 1990s, GE also introduced the CF34 turbofan engine, based on the TF34 military engines for the Fairchild Republic A-10 and Lockheed S-3A. The CF34-3A and -3B engines power Bombardier CL601 and CL604 corporate aircraft, and the CF34-3A1 and -3B1 power the highly successful Bombardier 50-passenger CRJ100 and CRJ200 regional airliners.In the late 1990s, GE developed the CF34-8 family of engines, which power the Bombardier CRJ700 and CRJ900 and the EMBRAER 170 and EMBRAER 175 regional airliners. More recently, GE developed the CF34-10 family of engines, which power the EMBRAER 190 and EMBRAER 195 regional airliners.In 2002, COMAC of China selected the CF34-10 engine to power the ARJ21 regional jet. November 2008 marked the beginning of the flight test program for the GE-powered ARJ21 aircraft and thus the maiden flight of China's first domestically developed regional jet aircraft, COMAC has already taken orders for more than 200 ARJ21 regional jet aircraft and sees a potential market for 850 aircraft in the next 20 years. This represents a potential of more than $4 billion in CF34 revenue for GE Aviation.The inherently quiet CF34 helps make travel comfortable and more productive. Low noise also contributes to greater operational flexibility. GE is so committed to the CF34, that it has investedmore than $1 billion over the last decade. The NG34 technology development program is underway at GE Aviation, and this program will provide the latest technology for the next generation regional jet engine.Powering the largest commercial airlinerThe Engine Alliance, a 50/50 joint venture between GE and Pratt & Whitney, was formed in August 1996 to develop, manufacture, sell and support a family of modern technology engines for new high-capacity, long-range aircraft.The GP7200 is derived from two of the most successful wide-body engine programs in aviation history -- the GE90 and PW4000 families. Building on the GE90 core and the PW4000 low spool heritage, the GP7200 delivers unprecedented performance, reliability, environmental levels, and customer value.In 2001, Air France launched the advanced GP7200 engine on the new Airbus A380-800. Seven years later, in 2008, the GP7200 entered revenue service powering the Emirates' A380-800 aircraft. And most recently, the Engine Alliance celebrated its 100th engine delivered to Airbus. Setting new standards for engine efficiencyWith the selection of GE to power Boeing's new 787 Dreamliner aircraft, GE has launched the development of a new commercial jet engine - the GEnx. The GEnx engine will produce 55,000 to 70,000 pounds of thrust. Ultimately, the GEnx will replace GE's highly successful CF6 engine family, a workhorse for commercial and military wide-body aircraft for 40 years.The GEnx engine is designed to meet or exceed Boeing' aggressive performance targets for its new twin-engine 787 aircraft. The 787 will carry 200 to 250 passengers up to 8,300 nautical miles and is expected to use 20 percent less fuel than today's aircraft of comparable size.Through performance improvement programs, the GEnx continues to sell. The GEnx-2B engine was selected to power Boeing's 747-8, and in February 2010, this engine powered the maiden flight of Boeing's 747-8 aircraft.Also in the GEnx family, the GEnx-1B engine, selected for the Boeing 787 Dreamliner, received airworthiness engine certification from the U.S. Federal Aviation Administration. In June 2010, the GEnx-1B engine completed its first flight on the Boeing 787 Dreamliner, and remains the fastest selling engine in GE's history with about 1,300 engines on order.Going Beyond the EngineIn 2007, GE acquired Smiths Aerospace, a U.K.-based supplier of integrated systems for aircraft manufacturers and components for engine builders. The acquisition broadened GE's offerings for aviation customers by adding innovative flight management systems, electrical power management, mechanical actuation systems and airborne platform computing systems to GE Aviation's commercial and military aircraft engines and related services. This segment of the business was named GE Aviation SystemsTwo years later, GE acquired Naverus, Inc., a privately owned, Washington-based supplier of advanced Performance-based Navigation (PBN) services, including Required Navigation Performance (RNP) procedure development, PBN procedure maintenance, operations support and consulting for airlines, air navigation service providers and airports.Naverus' RNP technology, combined with GE's existing suite of avionics and flight management systems, enables GE to better address customers' needs for air traffic management service solutions.In 2009, GE Aviation Systems reached a milestone, supplying the Boeing 787 Dreamliner with aircraft systems from take-off to touch-down, the common core system and the landing gear system, on the aircraft's maiden flight test.Recently, GE made history by debuting the first commercially designed flight path in the United States. Naverus designed the path, which incorporates RNP, a core component of the FAA's NextGen airspace modernization plan. RNP paths can be custom-tailored to reduce airportcongestion, shorten trip distance, reduce an aircraft's time in flight, and createcommunity-friendly flight trajectories that lessen the effect of aircraft noise.Commitment to Business & General AviationIn early 2008, GE Aviation created a new organization dedicated to the business and general aviation market.Business, Personal, Agricultural & Utility TurbopropsLater that year, GE expanded its presence in the industry with the acquisition of certain assets of Walter Engines, a Czech Republic-based manufacturer of small turboprop engines andhigh-precision machined parts for the aviation industry. The acquisition broadened GE's offerings for aviation customers and enables the company to enter the fastest growing aviation segment- the small, twin-engine turboprop aircraft.Following the acquisition, GE launched a new turboprop derivative engine based on the M601 engine called the H-80, for the utility, agriculture and retrofit aircraft segments. The following year, Thrush Aircraft selected the H80 to power its Thrush 510G Aerial Applicator. This marked the first application for the H80 engine and the first North American new engine installation for the Walter M601 engine family. In 2010, the H80 engine successfully completed its first flight on the Thrush 510G aircraft.In July 2009, GE named the Power 90 as the preferred engine conversion for the King Air 90, and GE named Smyrna Air Center the designated engine installer for the Walter M601E on the King Air 90. To date, more than a dozen King Airs have been converted to M601E-11A engine power.Small Cabin Business AviationIn 2004, GE and Honda formed a 50/50 joint venture, called GE Honda Aero Engines, based in Cincinnati, Ohio. The joint company integrates the resources of GE and Honda Aero, Inc., a Honda subsidiary established to manage its aviation engine business. The GE Honda HF120 engine was launched in 2006 and selected to power Honda Aircraft Company's advanced light jet, the HondaJet, and the Spectrum Aeronautical "Freedom" business jet. The HF120 took its maiden flight on the HondaJet in late 2010.Integrating the technology and quality of GE and Honda, the HF120 turbofan from GE Honda Aero Engines has been developed with the future of business aviation in mind. The HF120, designed to stay on-wing over 40% longer than other business jet engines, began testing in 2009. It is expected to enter service fully mature from an extensive testing program, with a target of more than 15,000 hours in testing.Large Cabin Business AviationIn 2010, Bombardier selected GE Aviation to provide the integrated powerplant system for the new Global 7000 and Global 8000 business jets, launching the development of a new business jet engine for GE, called the Passport engine.The Passport engine will further strengthen GE's presence in the ultra long-range, large cabin business aviation segment, which includes aircraft that can travel up to 7,900 nautical miles with eight passengers. The engine will incorporate advanced technologies from both GE's commercial and military engines developed with the company's annual $1B investment in new technology research and development.Expanding Presence in Emerging MarketsGE Aviation continues to increase its presence in China, with close to 2,000 GE and CFM56 engines now in service. An additional 1,000 GE and CFM engines are on order.The best-selling aircraft in China are the Airbus A320 and Boeing 737 families, which are powered by the CFM56 engines. GE's GEnx engines have been very popular with customers in the region, with orders for 44 787 Boeing Dreamliners with GEnx engines. GE's GE90, CF6 and CF34 engines are also flying with many carriers in the region.GE is working with Commercial Aircraft Corporation of China (COMAC) on the new ARJ21 aircraft, powered by GE's CF34-10A engine. COMAC has form orders for 85 ARJ21s and sees a market for up to 850 ARJ21s in 20 years, which represents a potential to GE of more than $4 billion in engine revenues.In 2009, GE Aviation and AVIC Systems of China announced they would form a new joint venture company to develop and market integrated avionics systems for commercial aircraft customers.The new avionics company, headquartered in China, will offer fully integrated, open architecture avionics and services for future commercial aircraft programs.Enhancing GE's role within the Chinese aviation market, the advanced LEAP-X1C engine was selected as a sole powerplant for the COMAC C919 Aircraft. COMAC has forecasted a global market for more than 2,000 C919 aircraft over the 20 years following entry into service.COMAC has opted for a complete Integrated Propulsion System (IPS) for the C919. CFM will provide the engine, provisionally called the LEAP-X1C, and, in partnership with Nexcelle, which will provide the nacelle and thrust reverser to deliver a complete IPS solution to COMAC. Launched in 2008, Nexcelle is a 50/50 joint venture between GE's Middle River Aircraft Systems and SAFRAN Group's Aircelle.GE's expansion into emerging markets is seen also in the Middle East. At the 2010 Farnborough Air Show, Emirates ordered 30 GE90-115B-powered Boeing 777-300ER aircraft valued at $2。

盘点全球十大民用涡扇发动机随着航空业的不断发展，民用涡扇发动机已经成为现代航空的重要组成部分。

涡扇发动机的高效性、低噪音和低排放使其成为航空业的首选。

在全球范围内，有许多著名的民用涡扇发动机，下面我们来盘点一下全球十大民用涡扇发动机。

1. CFM56-5B：这是一款由CFM国际公司生产的发动机，它是全球最畅销的民用涡扇发动机之一。

它的高效性和可靠性使其成为了许多航空公司的首选。

2. GE90-115B：这是一款由通用电气公司生产的发动机，它是目前世界上最大的民用涡扇发动机。

它的推力达到了115,000磅，可以为大型客机提供强大的动力。

3. Trent 1000：这是一款由罗尔斯·罗伊斯公司生产的发动机，它是波音787梦想客机的首选发动机。

它的高效性和低噪音使其成为了航空业的领先者。

4. PW4000：这是一款由普惠公司生产的发动机，它是波音747和767客机的首选发动机。

它的高效性和可靠性使其成为了许多航空公司的首选。

5. LEAP-1A：这是一款由CFM国际公司生产的发动机，它是空客A320neo客机的首选发动机。

它的高效性和低噪音使其成为了航空业的领先者。

6. GEnx：这是一款由通用电气公司生产的发动机，它是波音747-8和787客机的首选发动机。

它的高效性和低噪音使其成为了航空业的领先者。

7. Trent XWB：这是一款由罗尔斯·罗伊斯公司生产的发动机，它是空客A350客机的首选发动机。

它的高效性和低噪音使其成为了航空业的领先者。

8. CF34：这是一款由CFM国际公司生产的发动机，它是庞巴迪CRJ系列客机和EMBRAER E-Jet系列客机的首选发动机。

它的高效性和可靠性使其成为了许多航空公司的首选。

9. V2500：这是一款由普惠公司生产的发动机，它是空客A320系列客机的首选发动机。

它的高效性和可靠性使其成为了许多航空公司的首选。

10. CFM56-7B：这是一款由CFM国际公司生产的发动机，它是波音737系列客机的首选发动机。

美国GE 公司所生产的所有飞机发动机型号发动机联盟（GP ）的GP7000型和罗尔斯罗伊斯（劳斯莱斯）的遄达900型区别"发动机联盟"成立于1996年8月，是GE 和普惠投资各占50%的有限责任公司，该公司负责开发、制造、销售新一代超大型（450座以上）宽体长航线客机系列的发动机，并为之提供技术支持。

A380一旦服役，将成为航空史上有效载荷最大的民用飞机，最初型号的航程为7650海里到8000海里，计划以后还要扩大航程，因而需要可靠的新推力级（310～340千牛左右）的航空发动机。

GP7000是由GE 公司的GE90和普惠公司的PW4090这两款ETOPS （双发延程运行）发动机发展而来的，是一款基于成熟技术且不断改进的衍生体，恰好与罗·罗公司为A380设计遄达900的思路不谋而合。

遄达900 和GP7000是全新的发动机，但是他们所用的技术都是基于已经验证过的成熟技术，再以此为基础，不断改进创新，然后水到渠成--成功开发出相当推力级的发动机。

部件特色GP7000的机械部件由GE的核心机加上普惠的低压部分和齿轮箱组成。

GE的核心机包括：9级高压压气机，2级高压涡轮和低排放的单环燃烧室；普惠低压部分则包括：1级风扇，5级低压压气机，6级低压涡轮。

风扇采用空心钛合金宽弦后掠风扇叶片，这种叶片是为减轻风扇振动、提高抗外物损伤能力和减轻叶片质量而研究的，普惠在PW4084上已有运用。

空心风扇叶片并不是绝对空心的，在空腔中采用了一些加强的结构，而后掠的作用是降低叶尖进口相对马赫数的法向分量，从而降低叶片的激波损失，提高风扇的效率。

而遄达900也采用了宽弦的钛合金后掠风扇叶片，可见，掠形设计已逐渐成为风扇叶片的主流。

包容系统采用凯夫拉-铝的复合材料，重量轻且抗腐蚀。

GP7000的高压压气机吸收了GE公司从CF6，CFM56到GE90的设计经验，其9级高压压气机的压比为19，由GE90发动机的10级高压压气机按0.72的比例缩小，并减少1级压气机。

美国GE公司的组织管理结构GE公司前身为1878年创建的爱迪生电器公司，目前已经经营了124年，全世界共有员工30万人，每年新申请800多项专利，技术力量雄厚。

2001年创产值1260亿美元，其中依靠资本运作创产值近50%，航空发动机事业部创产值114亿美元（近9%）。

GE公司的组织结构如图2所示。

其顶层为董事会，下设19个事业部（利润中心）。

其中航空发动机事业部的组织结构如图3所示。

公司管理总的构架为投资中心、利润中心和成本中心三层构架。

企业的文化是以推进6 SIGMA 管理为主，同时加强知识交流、知识管理。

企业运作的核心是以财务为管理的主轴线，以客户要求为企业导向。

航空发动机事业部的组织结构如图3，其顶层为总裁或首席执行官，下设8个职能部门和9个业务部门。

其中民用发动机分部、军用发动机分部和发动机服务分部为事业部的三个利润中心。

目前，在17个部门中，除业务发展部的总经理外，其余部门的总经理均为发动机事业部的副总裁，与总裁同为GE 公司总部的领导成员。

日常管理运作。

GE公司的日常管理是通过总部执行委员会（CEC）确定的，执行委员会的成员为各部门所有的首席执行官（CEO）。

全年委员会通过几次会议确定公司的总体策略。

1月份，召开全年策略会议，对去年工作进行总结，确定今年的发展计划。

3月份召开环境、安全会议。

5月份召开组织结构及人事调整会议。

6月份召开未来3-5年规划及可行性会议。

10月份召开再次审议未来规划会议。

11月份召开纪检审查及培训会议。

财务管理主轴线。

GE公司运作的核心是以财务管理为主轴线。

各类财务人员共计7500多人。

公司总部财务总监（CFO）直接对主席（首席执行官CEO）负责，为其服务的成员包括计划分析、税务、审核、投资、计量、审计等，还包括3-4名高级商务分析师及相关专业人员。

总部的财务机构主要负责将外部信息转化为内部目标和监控公司（总部）的损益性。

在事业部的层面上（以发动机事业部为例），其财务总监（CFO）为总部领导集团的成员。

三大飞机发动机制造商通用电气公司（简称GE公司）是一家多元化的科技、媒体和金融服务全球性公司，GE的产品和服务范围广阔，以多种经营和先进技术称雄世界。

通用电气公司的历史可追溯到托马斯·爱迪生，他于1878年创立了爱迪生电灯公司。

1892年，爱迪生通用电气公司和汤姆森－休斯顿电气公司合并，成立了通用电气公司，随后不断发展壮大，目前业务范围涵盖多重领域，旗下有消费者金融集团、商务融资集团、能源集团、医疗集团、基础设施集团、NBC环球、交通运输集团等11个业务集团：下面主要介绍GE在民用航空发动机方面的情况。

涉及民用航空发动机的是GE交通运输集团，该集团由飞机发动机和轨道交通两部分业务组成，应用领域覆盖航空、铁路、海洋交通和公路。

GE公司虽然历史悠久，但GE是在1941年才开始进入航空发动机制造领域，依靠CF6系列发动机及合资CFMI生产的CFM56系列发动机两款非常成功的发动机奠定了其在航空发动机制造领域的领先地位。

GE公司主要的涡轮风扇发动机产品有：CF6系列发动机：1971推向市场的CF6发动机，属于高涵道比大推力涡轮风扇发动机，CF6系列发动机从最初的40000磅推力的CF6-6不断发展，稳步推进到72000磅推力的CF6-80E，CF6系列发动机相当成功，奠定了GE在航空发动机领域的地位，早期大型宽体客机几乎都选用CF6系列发动机，市场占有率是最大的，1971年投入使用，推力范围是40000磅～72000磅，供空客A300、A31 0、A330，波音B767、B747、MD11，道格拉斯DC10等大型民航飞机选装CF34系列发动机：前身是空军A-10攻击机等装备的TF34发动机，经过改进以适用于民航，延续其稳定、低噪音的特点，应用于支线运输机、中型公务飞机等。

1983年投入使用，推力范围是9200磅～2000 0磅，是CRJ100/200/700、Challenger 601/604、EMBRAER 170/175/190/195、Dornier 728、ARJ21等小型民航飞机唯一可装的发动机。

CFM56-5B型发动机启动原理和启动中常见故障分析CFM56-5B型发动机是由通用电气（GE）和法国赛峰公司（Safran）合作研发生产的一款双发飞机发动机。

它广泛应用于空中客车A320飞机，是世界上最常见的喷气式客机发动机之一。

在飞机起飞前，发动机的启动是一个至关重要的过程，而了解发动机的启动原理和启动中常见故障分析，对于飞机的安全飞行至关重要。

CFM56-5B型发动机的启动原理是基于内部燃烧原理。

当飞机的启动按钮被按下时，电源将被送往发动机的起动器。

起动器开始转动发动机的涡轮，使得压气机和涡轮转子开始转动。

空气和燃料被喷射进发动机的燃烧室，引起燃烧。

一旦燃烧开始，发动机会自行维持并加速至运转速度，从而完成启动过程。

整个过程需要精密的调控和监测，以确保发动机启动的顺利进行。

在发动机启动过程中，有一些常见的故障可能会影响到启动的顺利进行。

以下是一些常见的发动机启动故障以及可能的原因和解决方法：1. 发动机无法启动当发动机按下启动按钮后，如果发动机无法启动，可能是由于起动器故障造成的。

起动器可能受到损坏或断路，导致无法提供足够的驱动力，从而无法启动发动机。

解决方法是更换起动器，并检查起动系统的其他部件是否正常。

2. 燃料不足或燃料泵故障燃料是发动机正常运转的必要条件之一，如果燃料供应不足或者燃料泵出现故障，都会影响到发动机的启动。

这可能会导致发动机无法启动或者启动后无法维持运转。

解决方法是检查燃料系统，确保燃料供应正常，并及时更换损坏的燃料泵。

3. 点火系统故障发动机的点火系统起着关键的作用，它能提供点火火花来引燃燃料。

如果点火系统出现故障，发动机可能无法启动或者启动后无法正常运转。

解决方法是检查点火系统的线路和接头是否正常，并确保点火系统的零件和火花塞没有受损。

4. 空气供应故障发动机需要足够的空气来进行燃烧过程，如果空气供应出现故障，可能会导致发动机无法启动或者启动后无法维持运转。

解决方法是检查空气滤清器和进气口是否受损或者堵塞，并进行清洁或更换。

关于GE通用电气（GE）是全球领先的数字工业公司，创造由软件驱动的机器，集互联、响应和预测之智，致力变革传统工业。

GE的业务遍及全球180多个国家和地区，2017年全球总收入超过1220亿美元，拥有30多万名员工。

在GE，我们帮助当今世界应对能源、医疗、交通等领域最严苛的挑战，助力驱动世界前行。

GE将世界一流的工程技术实力与软件及分析相结合，让世界更高效、更可靠、更安全。

有着超过125年历史的GE正不断创造着工业的未来。

今天，GE 在增材制造、材料科学、数据分析等全新领域引领着行业的发展。

GE的员工遍布全球各地，他们敬业专注、诚实正直，充满热情地投入工作，履行自己的使命，为客户提供最优质的产品和服务。

GE在中国GE与中国的联系源远流长。

早在1906年，GE就开始发展与中国的贸易，是当时在中国最活跃、最具影响力的外国公司之一。

1908年，GE在沈阳建立了第一家灯泡厂。

1934年，GE买下了慎昌洋行，开始在中国提供进口电气设备的安装和维修服务。

1979年，在改革开放的元年，GE就与中华人民共和国重新建立了贸易关系，并开设了驻京办事处。

1991年, GE第一家合资企业GE航卫医疗系统有限公司在北京成立。

一百多年来，GE不断通过自身业务整合和转型来适应市场的变化。

目前，GE在华拥有20000多名员工，在全国40多个城市设有 30多家制造基地和30多家合资企业, 在其中8个城市拥有研发团队。

2017年，GE在中国的订单额达到81亿美元。

发电集团GE发电集团是全球发电及输配电等领域的领军企业，应对行业最严苛的挑战。

GE 发电集团致力于开发满足未来需求的能源技术，并为目前使用的能源网络带来提升，为世界能源领域的增长、健康、互联和安全做出贡献。

过去三十多年来，GE已向中国市场提供了超过270台燃气轮机、180台蒸汽轮机、300余台燃气发电机组以及超过40项气化技术许可。

与此同时，GE已经与超过30家中国EPC企业保持着合作关系，为非洲、中东、拉丁美洲及欧洲超过70个海外市场提供全球化的技术支持与服务。

GE发展历程简介G E前身是成立于1878年的爱迪生电灯公司。

1890年，爱迪生将各项业务重组，成立爱迪生通用电气公司，并于1892年与汤姆森－休斯顿电气公司合并，成立通用电气公司（G E），总部设在纽约。

至今，公司已经有100 多年历史，在发展过程中公司经历五次较为重要的组织变革：第一次：20世纪20年代，G E组织结构从直线职能制向事业部制转变。

第二次：1971年，组织结构调整成为充分授权的战略事业单位。

G E在市场遇到威斯汀豪斯电气公司的激烈竞争，公司财政持续赤字，G E董事长波契进行战略性组织调整，在事业部内设立“战略事业单位”，该单位为充分授权的独立组织部门，可以在事业部内有选择地对某些产品进行单独管理，以便事业部能将人力物力机动有效地集中分配使用，对各种产品、销售、设备和组织编制出严密的有预见性的战略计划。

调整后，在1966-1976年11年间，G E销售收入增长一倍，纯利润增长两倍。

第三次：1978年，调整成为充分授权的超事业部制。

美国经济停滞，G E董事长琼斯实行“执行部制”，即“超事业部制”，这种体制就是在各个事业部上再建立一些“超事业部”，统辖和协调各事业部的活动。

董事长和两名副董事长组成最高领导机构执行局，专管长期战略计划，负责和政府打交道以及研究税制等问题。

执行局下设5 个“执行部”（消费类产品服务执行部、工业产品零件执行部、电力设备执行部、国际执行部、技术设备材料执行部），每个执行部由一名副总经理负责。

执行部下设有9个总部（集团）、50个事业部、49个战略事业单位G E平均收益率高达29.8% 。

第四次：20世纪80年代中期，杰克·韦尔奇对G E实施扁平化改造，撤销了事业部之上的管理机构，废除了战略事业单位。

这个阶段G E共出售了价值110亿美元的企业，解雇了17万名员工，将GE重组为13个业务系统。

第五次：G E 现任首席执行官伊梅尔特从2002年开始对G E进行组织调整，将G E旗下的13个业务系统，重新整合为11个业务系统，飞机发动机集团和运输集团整合为G E运输集团；工业系统集团和消费电器产品集团整合为消费与工业产品集团，而工业系统的一部分业务则被规划到其他业务集团；此外，工业系统集团和特种材料集团各有一部分业务被整合成新的G E 基础设施集团。

牌号GE90 用途军用/民用涡扇发动机类型涡轮风扇发动机国家美国厂商通用电气公司航空发动机集团生产现状生产装机对象大型民用和军用运输机，如先进的波音777、道格拉斯的MD-12X、空中客车公司的A330的派生型等。

研制情况1990年1月16日，美国通用电气公司(GE正式推出大推力、高涵道比涡轮风扇发动机GE90。

它满足了B777的需要，也能适应未来民航市场的发展。

1992年11月23日GE90首次进行核心机试验，1993年3月29日进行全尺寸的发动机试验，1995年2月2日获得FAA发动机适航证。

装GE90的B777于1995年8月取得适航证，9月投入使用。

GE90发动机的研制费约12～30亿美元，研制计划以GE公司为主，它承担57%的份额。

法国SNECMA公司承担25%，负责低压和高压压气机以及增压级、润滑系统、全权数字式电子控制系统的子部件和起动机，此外，还从事备份的钛合金风扇和10级压气机的发展工作，日本石川岛播磨重工业公司承担8%，负责低压涡轮和主轴；意大利菲亚特公司承担7%，负责齿轮箱和传动系统，并参与低压涡轮的设计和研制工作。

GE90发动机采用了通用电气公司CF6和CFM56系列发动机的经验以及通用电气公司与NASA合作的节能发动机E3的先进技术。

除了能提供最大推力以外，GE90与现有的高涵道比发动机相比，将降低耗油率9%，减少氧化氮排放33%。

GE90采用直径为3124mm的宽弦复合材料风扇以及与之匹配的E3的10级压气机，其优异的效率和操作性能业已得到证实。

该发动机的双环腔燃烧室极为经久耐用，且排放污染非常低。

同样地，双级高压涡轮采用先进材料和主动间隙控制技术，以提高效率和使用寿命。

6级低压涡轮则采用CF6和CFM56系列发动机极其成功的经验。

GE90取适航证时的推力为37675daN，但装在B777“A”市场飞机时用降功率(降低10%工作，即以34250daN的推力投入初期服役。