The invention relates to the field of electrical engineering and can be used, for example, in adjustable electric drives of general industrial mechanisms, as well as in vehicles, namely in power supplies onboard network cars, tractors, all-terrain vehicles, etc. The essence of the invention lies in the fact that the synchronous reactive two-pole machine contains on the stator a multi-phase power winding, evenly distributed along the internal bore of the stator and intended for connection to a valve converter, as well as a multi-phase excitation winding with a full step, intended for connection to controlled exciters. Moreover, according to this invention, the stator core package is made in the form of a square, while the excitation winding is placed in additional grooves, which are located in the corners of the package. The technical result achieved by the present invention is to increase the utilization rate of electrical steel in the manufacture of a synchronous reluctance machine. 5 ill.
Drawings to the RF patent 2346376
The invention relates to electrical engineering and can be used, for example, in adjustable electric drives of general industrial mechanisms, as well as in vehicles, namely, in power supplies for the on-board network of cars, tractors, all-terrain vehicles, etc.
Known synchronous jet cars, which have a non-contact design (see Kononenko, E.V. Synchronous jet machines / E.V. Kononenko. - M .: Energy, 1970. - 208 p.). However, these electric machines have unsatisfactory weight and size indicators, and attempts to improve them require a significant complication of the rotor design.
Contactless synchronous generators with excitation and a rotating rectifier, with a multi-phase armature (stator) winding and a power multi-phase rectifier at the generator output are also used (US patent 4121148, MKI H02K 19/34; H02R 9/14; [Contactless synchronous generator] Brushless synchronous generator system; Hubert Platzer, Dipl.-Ing. Hitzinger & Co., Linz, Austria - No. 790263; Appl. 04.25.1977; Published 10.17.1978.). However, the placement of a rotating excitation winding and rectifier diodes on the rotor reduces the mechanical reliability of the generator and does not allow obtaining high angular speeds rotor rotation.
The closest invention to the claimed machine is a synchronous reactive machine containing a multi-phase power winding and a multi-phase excitation winding with a full step, connected to controlled exciters (RF patent No. Yu.S.Usynin, S.M.Butakov, M.A.Grigoriev, K.M.Vinogradov, Claimed 20.06.03, No. 2003118611/09, Published 20.11.04, Bull. No. 32).
A feature of the electric machine described in this prototype is that the excitation of the electric machine operating in the generator mode is created along the longitudinal axis of this generator not by the excitation winding located on the rotor, as in conventional synchronous generators (and which is absent in the prototype), but the current of that phase from the additional excitation windings placed on the stator, the turns of which at the considered moment of time are located opposite the interpolar gap of the rotor and the magnetic axis of which is directed, therefore, along the longitudinal axis of the machine. When the rotor of the synchronous generator rotates, the turns of the excitation winding of the previous phase are located not in the interpolar gap, but opposite the rotor pole, so the current in this phase is reduced to zero. At the same time, the interpolar gap moves onto the turns of the next phase of the excitation winding, the current in which is set equal to the excitation current of the generator. When the generator rotor makes one full revolution (electric), the currents in all phases of the generator excitation winding are alternately set equal to the excitation current of the generator, while the turns of these phases are located opposite the interpole gap of the rotor.
The proposed invention is based on a technical problem, which consists in increasing the utilization rate of electrical steel in the manufacture of a synchronous reluctance machine.
The solution of this problem is achieved by the fact that in a synchronous reluctance machine (SRM), containing a multi-phase power winding on the stator, uniformly distributed along the internal bore of the stator and intended for connection to a valve converter, as well as a multi-phase excitation winding with a full step, connected to controlled exciters, according to the invention, the stator core package is made in the form of a square, while the excitation winding is placed in additional grooves, which are made in the corners of the package.
Proposed technical solution retains all major technical advantages characteristic of the prototype (simplicity of design, high manufacturability of the electric machine; non-contact design in combination with the absence of a winding on the rotor increases the reliability of the bearings and the entire machine; the ability to make the rotor massive (i.e., the rotor poles and the shaft from one solid workpiece) significantly increases its strength and transverse rigidity, which makes it possible to obtain high angular velocities and large torque overloads). The proposed solution makes it possible to increase the utilization rate of electrical steel in the manufacture of an electrical machine, since that part of the electrical steel, which is located in the corners of the package and which, with the traditional design of the electric machine, would go to waste, is now usefully used in the magnetic circuit.
The study of the patent and scientific and technical literature did not reveal similar devices, so it can be argued that the proposed device is characterized by novelty.
The proposed technical solution satisfies the criterion of "inventive step", as it is characterized by a new set of features not known from the prior art.
The essence of the invention is illustrated by drawings, which show
Figure 1 is a schematic cross section of a synchronous reactive machine;
Figure 2 is an example of a functional diagram of an electric generator set;
Figure 3 - graphs of currents and voltages in individual sections of the circuit of this electric generator set. Here are indicated by solid bold lines E A, E in, E C - EMF of rotation of the generator; I x, I y - currents in the excitation windings;
Figure 4 is an example of a functional diagram of an electric drive with a synchronous reluctance machine;
Figure 5 - graphs of currents and voltages in individual sections of the circuit of this drive. Here are indicated by solid bold lines U A , U B , U c - voltages at the outputs of single-phase autonomous inverters, dashed lines E A, E c, E C - EMF of rotation induced in the phase power windings of the motor; I x , I Y - currents in the field windings.
In figure 1, which shows in section as an example a three-phase synchronous reluctance machine, in the grooves of the stator 1, located in the planes A-a, B-b, C-c, spatially shifted by 120 degrees, power windings 2, 3 and 4, forming a multi-phase power winding. Rotor 5 of the synchronous reluctance machine is salient-pole. In the example of a synchronous reluctance machine shown in figure 1, the length of the pole arc of the rotor and the interpole gap are equal and equal to 90 degrees. In addition to the multi-phase power winding on the stator, in the grooves located in the X-x, Y-y planes passing through the corners of its package, excitation windings 6 and 7 are placed, made with a full step and forming a multi-phase excitation winding.
Other versions of windings in a synchronous reluctance machine are also possible: with a different number of phases of the excitation winding (for example, two pairs of windings, the axes of which are parallel to the sides of the package) and (or) power windings (for example, connected according to the "star - reverse star" scheme, six-phase star and etc.).
Figure 2 shows one of possible examples implementation of a functional diagram of an autonomous electric generator set, made using the proposed synchronous reluctance machine. Here, the windings 2, 3 and 4 are connected in a "star" and through an uncontrolled rectifier 8, made according to a three-phase bridge circuit, they are connected in parallel with the battery 9 to the on-board network direct current. Windings 6 and 7 are connected to the outputs of controlled exciters 10 and 11, which are identical to each other. The first input of each of the controlled exciters is connected to a voltage source U cv, which sets the required value of the excitation current of the generator. The second input of each of the same exciters is connected to the output of the sensor 12 of the rotor position of the synchronous reluctance machine. The sensor 12 is mechanically connected to the rotor 5 of the synchronous reluctance machine.
Figure 3 shows, as a function of the angle of rotation of the rotor of a synchronous reluctance machine, the diagrams of the currents I x and I y in the excitation windings 6 and 7 and the phase EMF of the generator E A , E B , E C induced in its power windings 2, 3 and 4.
The initial state of the circuit is taken as the instantaneous state of all its elements, when the clockwise rotating rotor 5 occupies a spatial position, as in Fig.1. In figure 3, this position is indicated by 0 . For the sake of clarity, the origin of the angle of rotation of the rotor on the graphs (figure 3) and the initial position 0 (figure 1) are selected mismatched. In the rotor position 0, taken as the initial one, the conductors of one of the excitation windings (namely, winding 6, located in plane x-x) are opposite the interpole gap of the rotor 5. Through this winding, as long as it is located opposite this gap, a current is passed from its controlled exciter 10 in the direction indicated in figure 1, which is taken as positive. Here and below, as is customary in the educational literature on electric machines, the currents and EMF of the windings are considered positive when they are directed beyond the plane of the drawing at the beginning of the phases (the beginnings of A, B, C of the power windings and the beginning of X, Y of the excitation windings) (see Fig. , for example, Woldek A.I. Electrical Machines: A Textbook for High Schools. - L .: Energia, 1974. - 840 p.). The magnitude of the current in the excitation winding 6 corresponds to the voltage setting U sv.
Due to the current flowing through the excitation winding 6, the synchronous reluctance machine is magnetized in the longitudinal direction, therefore, the EMF of rotation is induced in the conductors of the windings located opposite the rotor poles. In this case, in the conductors lying opposite the upper pole, the signs of the EMF are positive, and opposite the lower one, they are negative.
In the position of the rotor 5, taken in figure 1 for the original, induced EMF of rotation: in the winding 2 phase A in the positive direction, in the winding 4 phase C - in the negative direction (figure 3). In the winding of 3 phase B in this position of the rotor, EMF is not induced, because its turns are located opposite the interpolar gap, where the induction in the air gap is zero. In the excitation winding 7, the conductors of which are laid in the Y-y plane and which at the considered moment of time is located above the rotor poles, the EMF of rotation is induced, but there is no current in it, which is ensured by the corresponding operation of the exciters 10 and 11.
Directions of currents in all stator windings, corresponding to the described initial instantaneous position of the rotor 5 of the synchronous reluctance machine, are shown in Fig.1.
A synchronous reactive machine in generator mode works as follows.
When the rotor of a synchronous reluctance machine rotates, its poles move across the conductors of the stator windings. When the edges of the poles of the rotor 5 move over the conductors of the winding 6, which lie in the X-x plane (i.e., this winding will be above the pole), then, using the signal of the rotor position sensor 12, with the help of a controlled exciter 10, the current in this excitation winding is reduced to zero. In figure 3, this time corresponds to the angle of rotation of the rotor =90 degrees.
At the same time, the conductors of the next phase of the field winding (namely, winding 7, the conductors of which lie in the Y-y plane) will be opposite the interpolar gap. In this position of the rotor 5, using the signal of the sensor 12 of the position of the rotor, with the help of a controlled exciter 11 in the winding 7, the current is set corresponding in magnitude to the reference signal U zv, and positive in sign.
Carrying out in this way every 90 electrical degrees switching of currents in the phase excitation windings, they provide spatial Roundabout Circulation excitation magnetomotive force along the circumference of the air gap of the machine so that this magnetomotive force moves synchronously with the rotating rotor of the synchronous reluctance machine. Due to this joint rotational movement of the rotor and the excitation magnetomotive force, continuous excitation of the electric machine in the longitudinal direction is achieved.
Graphs of currents in the excitation windings and EMF of rotation, induced in the power windings shown in figure 3, confirm the described principle of operation of a synchronous reluctance machine in generator mode. When the rotor rotates clockwise (see figure 1), to ensure the constancy of the sign of the magnetic flux passing through the rotor of the synchronous reluctance machine, the following sequence of signs of the current pulses in the excitation windings is adopted: +I x, +I Y , -I x , - I Y . Moreover, each pulse has a duration of 90 degrees, and all of them together ensure the continuity of excitation during a full revolution of the rotor. The spatial position of the rotor, shown in figure 1, corresponds to the angle of rotation 0 on the graph of figure 3, concluded in the range from 15 to 45 degrees.
The synchronous reluctance machine shown in figure 1 can also operate in the electric motor mode if the uncontrolled rectifier 8 is replaced with an autonomous inverter. The corresponding functional diagram is shown in Fig.4. Here, circuit elements 1 to 7 and 10 to 12 perform the same functions as in the circuit (see figure 2).
For a synchronous reluctance machine operating in motor mode, the excitation circuit diagram and graphs of excitation currents in windings 6 and 7 can be saved without changing, but the phase voltage curves applied to the polyphase power winding depend on the selected autonomous inverter (AI) power circuit diagram 13. So, in the simplest case, a multi-phase, in particular three-phase, AI 13 can be made from three single-phase AI 14, 15, 16, and power windings 2, 3, 4 are connected to the output terminals of each of them (see Fig.4). The first control inputs of each of AI 14, 15, 16 are connected to a voltage source U zt, which sets the required value of AI current. The second control inputs of each of these AI are connected to the output terminals of the sensor 12 of the position of the rotor.
To ensure the rotation of the synchronous reluctance machine in the engine mode, its power windings 2, 3 and 4 from the AI outputs 14, 15 and 16 are supplied with voltage pulses U A , U B , U C when the conductors of these windings are located above the rotor poles. So, in the position of the rotor 0 taken as the original (see Fig.5), voltage pulses are fed into the winding 2 phase A in the negative direction, winding 4 phase C - in the positive direction. Voltage pulses are not applied to the winding of 3 phases B, because. its turns are located in the zone of the interpolar gap.
A synchronous reluctance machine in engine mode operates as follows.
When the rotor of a synchronous reluctance machine rotates, its poles move across the conductors of the stator windings. When the edges of the poles of the rotor 5 leave the conductors of the phase A of the winding 2 lying in the plane A-a (i.e., these conductors will be opposite the interpolar gap), then, using the signal of the rotor position sensor 12, using an autonomous inverter 14, the current in this winding set to zero. In figure 5, this time corresponds to the angle of rotation of the rotor =45 degrees.
At the moment of time corresponding to the angle of rotation of the rotor = 75 degrees, the conductors of phase B of the winding 3 will be above the poles. In this position of the rotor 5, using the signal of the sensor 12 of the position of the rotor, with the help of an autonomous inverter 15 in the winding 3, the current is set corresponding to the reference signal U zt.
Carrying out in this way every 30 electrical degrees switching of currents in the phase power windings, they ensure the continuous creation of an electromagnetic moment.
Graphs of changes in currents I x, I Y in the excitation windings, voltage pulses U A, U B, U C applied to power windings 2, 3 and 4, as well as rotational EMF E A, E B, E C, induced in power windings 2, 3 and 4 shown in FIG. 5 confirm the described principle of operation of a synchronous reluctance machine in motor mode.
Industrial applicability of the proposed solution.
Due to the non-contact circuit, high mechanical strength and rigidity of the rotor, a synchronous reluctance machine can be recommended primarily for transport installations working in heavy and especially difficult conditions operation (for example, all-terrain vehicles, industrial tractors). It can also be recommended for general industrial installations.
CLAIM
Synchronous reluctance machine, containing on the stator a multi-phase power winding, evenly distributed along the internal bore of the stator and intended for connection to a valve converter, as well as a full-step poly-phase excitation winding, intended for connection to controlled exciters, characterized in that the stator core package is made in in the form of a square, while the excitation winding is placed in additional grooves, which are made in the corners of the package.
The jet machine can operate both in generator mode and in engine mode. Practical application, due to the simplicity of their device, find jet engines low power, from a few watts to several hundred watts.
The reactive machine receives its magnetizing current from another (or others) synchronous machine, in parallel with which it should work.
Fundamentally active and reactive machines differ in the design of the guide vane and the impeller. In an active turboexpander, the channels of the guide vane, in accordance with their purpose, are made as Laval nozzles with a long expanding part, and the length of the impeller blades is small, which is necessary to reduce friction losses. In jet turboexpanders, on the contrary, guide vanes are made so that the channels are relatively short and tapering, and the rotor blades that form channels for expanding air are elongated, and the channels themselves, although they expand in the axial direction from the periphery to the center (Fig. 96 - 98), but their cross-sectional area decreases, since the channels narrow towards the center.
In a jet engine, the temperatures of the guide vane walls and nozzles differ slightly from the gas temperature; therefore, solid particles from the gas jet can settle on the walls of the machine's flow path.
The magnetic field of the reactive machine is created only by the magnetic flux of the armature reaction, hence the name of this machine.
Other designs of single-phase reluctance machines use cam contacts to connect the coil to the source when a change in magnetic resistance or inductance creates right moment, and breaking the chain in other cases. Motors of this type are used in electric shavers. Currently, there are no exact analytical methods for determining the instantaneous and average moments of such machines. In addition to the usual differential equations, the description should include the characteristics of the contacts and the arc suppressor. Although this task may be solved with the help of computers, the device itself remains its own. the best analogue, therefore, programs for computers will be created on the basis of the results of experimental studies.
Kononenko E - V - Synchronous jet machines.
In the Air Force during the period under review, obsolete combat piston aircraft were completely replaced by modern jet machines, including supersonic long-range bombers. Cannon-machine-gun aviation weapons have also been replaced with missile ones.
Characteristic for the compared dependencies should be considered more high values maximum efficiency of stages for reactive machines. The optimal High values of the reactive stages also exceed the corresponding High values of the active stages.
This is due to the fact that the period of change in the flux linkage of the phase of the reactive DKR is 2n, while, as in a synchronous reactive machine of the usual type, the period of change in the flux linkage of the phase along the angle of rotation of the rotor is equal to n.
Somewhat closer to reality, although clearly not suitable for any purpose other than interplanetary travel, this is a solution to the problem of propulsion with an electric jet machine. Modern aviation and interplanetary ships use the reaction that occurs when a mass accelerates. In jet planes, a mixture of air with fuel combustion products is accelerated; in spacecraft operating in an airless space, only hot gases are used. An electric jet machine must accelerate and throw away electrons with their negligible mass, and here one can expect a reaction not exceeding the power of a strong handshake.
A synchronous salient-pole machine operating in the absence of excitation current is called a reactive machine. Typically, jet engines are used as low power engines.
The most famous of all jet cars
jet cars
We recently wrote about . We considered their principle of operation and internal organization. We touched a little on the areas of their application. Today we want to hold the second parade of inventions, dedicating it to crazy types of jet transport. Wherever the inventors added these engines. So the parade is open!
Reactive plane.
Everything is clear here. The first jet aircraft was the Heinkel He 178, created in 1937.
A lot of time has passed since then, everything has changed a lot and now most of the aircraft are jet, with various modifications these engines. The most obvious are fighter jets, which only use jet engines. This is due to the fact that a propeller-driven fighter will be shot down very quickly, due to its slow speed compared to competitors.
All airliners are turbojet, almost all propeller-driven passenger aircraft are actually turboprops. In general, turbo engines have taken root in aviation and feel good, since the fuel tanks are large. But what happens in other areas of technology? There are rumors and tales about turbojet cars, trains, backpacks, finally? They are, read on.
Jet train.
Bombardier JetTrain own personal
The idea to put jet engines on the train in order to give it proper acceleration has been in the minds of inventors since the 60s. Then, during the Cold War and the arms race, prototypes of trains were created, on the roofs of which twin jet engines were installed, of a ramjet type. We talked about this in the previous ““.
And it would seem that these are echoes of an arms race, but no. And modern designers rave about jet trains. Here is an example of the latest prototype JetTrain Bombardier jet locomotive. In our opinion, the topic jet trains has not yet been disclosed. Of course, no one puts a turbine on the roof, but it is present in the engine of this train.
These engines are capable for a long time support stable work, and also cannot idle, because even without load, this type of engine consumes 65% of normal fuel consumption under load. Where? To maintain a "chain reaction" - feeding its own turbine, at minimum speed. That is why such engines did not get life in cars, but are widely used in aircraft, where they not only move the aircraft, but also generate electricity.
If you can overcome everything technical shortcomings, then turbines can settle in trains long distance, fortunately, the power of the locomotive from Bombardier is enough - 5000 hp.
Reactive machine.
The fastest car in the world
Hanging a 6000 hp turbo from your Ford Focus is mind boggling. It is not clear the practical application of this modification, but it looks extremely cool. In general, if you look from the outside, by entering a jet car query into Google, you might think that any schoolchild is doing this abroad. It is not known what led to such a general turbocharging of cars, but the consequences are well and vividly shown in the film “Darwin Award”
If you turn your eyes to the competition, then here is a car with conventional engine never again be able to set records. Jet cars have been setting land speed records for many years. At the time of writing, there is information about the latest speed record set by Andy Green on the Thrust II SSC, designed by Richard Noble. Andy drove along the bottom of the famous lake in Nevada with maximum speed 1229.78 km / h. This is higher than the speed of sound, and is an absolute record. However, the average speed of the car in two races was 1226.522 km / h.
Such a mobility to a car weighing ten tons, with a Kevlar body, was given by two Rolls-Royse (Spey 205) jet engines, with a total power of 110,000 hp. The control of this miracle of technology was aircraft.
Jet truck.
There is also this.
There is a video about a jet truck. Where and when it was and whether there is still something similar is unknown.
Jet bike.
Another exciting activity that excites the minds of foreign inventors is a jet bike. In principle, a ramjet engine can be mounted on this long-suffering vehicle.
For example
Looks extremely impressive. Jet bikes are sold and apparently mass-produced, here is a photo of a unit called Fire Trick BOB.
Worth 1 million yen. Everything is serious: a high-speed turbine, jet fuel, the cost of one minute of work (considering all Consumables- 500 yen), thrust 5.5 horsepower. Note - a full-fledged jet engine is used here, with a turbine, supercharging and other delights.
Here is another photo found on the Internet. But here, unlike the Fire Trick, a direct-flow engine is used, which is much easier to design and maintain.
jetpack
This type of jet transport is not very common due to the great difficulties in the manufacture, use and management of this device. Initially, the Jetpack was planned to be used for military purposes, for example, to fly across the border (so as not to touch the ground and the fence, not to leave marks).
Developments were carried out in the USA in the 50-60s. The chief engineer in these studies was Wendell Moore, who at first personally and at his own expense developed jetpacks.
The first free flight on a jetpack was made on April 20, 1961, in the desert near the town of Niagara Falls.
The record flight duration was 21 seconds, and 120 meters, at an altitude of 10 meters. At the same time, 19 liters of hydrogen peroxide were consumed, which was in short supply.
In general, after the knapsack was made, the military comrades realized that they were playing too much. Although it was clear from the beginning that even if a platoon of soldiers (7 people) flies over the border on Jetpacks on a quiet night, the nearest 8-10 square kilometers will know about it, the sound strength reaches 130 dB) No one will carry such equipment (50 kg) further will not, and in other applications, knapsacks are practically useless.
jet moped
Theoretically, it should develop up to one hundred kilometers per hour. Two JFS 100 jet engines are attached to it.
The practicality of the application is the same as that of a turbo bike, but it's cool!
Katyusha rocket launcher
Legendary jet system salvo fire. It is one of the most reckless projects of the Soviet military industry. Fires RS-132 projectiles.
Each projectile has a solid-propellant smokeless-powder jet engine, includes a combat, fuel and propellant parts.
The use of the Katyusha was accompanied by an unheard of fireworks and the complete destruction of everything that came under fire at a distance of up to 8.5 km from the installation. For the first time, BM-13s were used to destroy fuel depots so that they would not get to suitable fascist troops.
Application rocket launcher for its intended purpose, the first time often caused panic in the enemy.
Gas turbine engines are an incredible thing, and their applications are not limited to aircraft. We have selected for you ten of the most interesting ground vehicles powered by huge turbines.
Jet Corvette. Customizers love to take Corvette motors and put them on other cars to make them faster. Vince Granatelli approached the matter from a different angle. He, on the contrary, rid his Corvette of a V8 in favor of ... a Pratt & Whitney ST6B gas turbine engine. 880-horsepower turbo makes it the fastest road-legal Corvette common use. Acceleration to 100 km / h is carried out in just 3.2 seconds.
Thrust SSC. The incredible (but not yet completed) Bloodhound SSC is sure to take its record (1600 km/h planned), but the original Thrust SSC is still a major technical achievement. Thanks to 110,000 liters. With. powered by two Rolls-Royce turbojet engines, Thrust set the land speed record at 1,228 km/h in 1997 and became the first car to break the sound barrier.
Turbine motorcycle MTT. As if the bikes weren't scary enough... MTT fitted their bike with a Rolls-Royce turbo that puts out 286 horsepower. With. to the rear wheel. One of these belongs to the American TV presenter Jay Leno, who describes him like this: "He's funny, but he can scare you to death."
Batmobile. Main transport from the movies "Batman" and "Batman Returns". Built on Chassis Chevrolet Impala. Today, there are companies that make replicas of this Batmobile with real gas turbine engines.
shockwave. This truck tractor The Peterbilt is powered by three Pratt & Whitney J34-48 jet engines and once reached 605 km/h. He drives a quarter mile in 6.63 seconds, accompanying his race with an amazing fiery spectacle!
bigwind. This ultimate fire extinguisher would be the perfect complement to the previous truck. What about fighting fire with fire? Big Wind does just that. It consists of two engines from the MIG-21 mounted on the Soviet T-34 tank. These things put out oil fires in Kuwait during the Gulf War. First, six hoses extinguish the fire, and then jet engines pump out a powerful jet of steam that literally blows the flames off the oil.
Lotus 56. This car had a helicopter gas turbine engine and was deprived of the gearbox, clutch and cooling system. In 1971 he made his debut in Formula 1. The most serious problem was the significant delay in the response of the turbine to pressing the gas - at first the delay was six seconds. This forced the pilot to open the throttle even in braking before the turn. Later, the delay was reduced to three seconds, but this increased fuel consumption and launch weight. At Silverstone the car was 11 laps behind and at Monza Emerson Fittipaldi managed to finish eighth, one lap back. Control weighing showed that the Lotus 56 is 101 kg heavier than the winner's car. Naturally, it had to be abandoned.
Chrysler gas turbine car. These experimental cars are called that because the model did not have its own name. They were developed from 1953 to 1979. During this time, Chrysler experienced 7 generations and built 77 prototypes. In the early 60s, they successfully passed tests on public roads, but the financial crisis at Chrysler and the introduction of new toxicity and fuel consumption standards prevented the launch of the model in mass production. Nine cars survived in museums and home collections, while the rest were destroyed.
GAZ M20 Snowmobile "Sever". In 1959, in the helicopter design bureau of N. I. Kamov, the snowmobile car "Sever" was developed. It was a Pobeda put on skis with an AI-14 aircraft engine with a power of 260 hp. With. It was used as a high-speed transport for the northern regions of the country in winter periods. average speed was 35 km/h. The routes passed through virgin snow and hummocky ice in frosts up to 50 degrees. Aerosleighs worked along the Amur, served the villages along the banks of the Lena, Ob and Pechora rivers.
Tractor. Americans love all sorts of fun, and tractor racing is one of them. The main competition is the transportation of a heavy platform by a tractor over a distance of 80-100 meters. And here, of course, powerful gas turbine engines come to the aid of the tractor.
On December 17, 1979, the Budweiser Rocket, driven by pilot Stan Barratt, broke the sound barrier for the first time. And although the record was not officially counted, the name of the pilot and the name of his car were forever inscribed in the history of the automotive industry of the planet. We have prepared an overview of the most outstanding cars, claiming to overcome the sound barrier and overcoming it. However, in fact, this story is not about cars, but about enthusiastic and heroic people who were not afraid to challenge fate.
"The Blue Flame" exceeds the speed of 1000 km/h in 1970
It is no coincidence that the story begins with the car "The Blue Flame", which, although it did not break the sound barrier, however, "rushed" very close to this mark and still set a speed record, exceeding 1000 km / h.
Bosses of the American company The American Gas Association, engaged in production and processing natural gas, decided to advertise their business by investing 500 thousand dollars. (huge money for those times) in the development of the fastest car in the world. The car, called "The Blue Flame" - "Blue Flame", naturally had to run on gas.
Ray Dausman and Dick Keller of the Illinois Institute of Technology, as well as their friend Pete Farnsworth, took up the development of the record-breaking car. I must say that this trinity has long dreamed of creating the very fast car in the world, by that time having already built several fairly successful prototypes. Taking advantage of their connections in the scientific world, talented enthusiasts were able to attract the best specialists. The Blue Flame was even included in the curriculum of the Illinois Institute of Technology, where professors, teachers and more than 70 students worked on it.
In October 1970, a phenomenal machine with a mass of 2950 kg, a length of 11.6 m and a thrust force of a rocket engine of 10,000 kgf, which became the apotheosis of engineering, came to the start. The creators of the car were looking forward to the future triumph, because with an estimated car speed of 1450 km / h, the sound barrier simply had to submit! Behind the wheel sat an experienced pilot Gary Gabelich, who, at one time, was even part of the backup crew of the first manned flight to the moon.
At first glance, the car has three wheels, however, in fact, the car is four-wheeled, in front of spring suspension a double pair of wheels is placed, almost completely hidden by the body. At the same time, their rotation is so small that the car turns around in a circle with a radius of about 400 m. The rear wheels are placed without any fairings on tubular trusses. All four wheels are equipped with extra strong smooth pneumatic tires Goodyear, which became the "fastest" in the history of the automotive industry.
In September 1970, trial runs of "The Blue Flame" began. At first, while the car was being tested, the results were not the most outstanding. However, in October of the same year, during the 23rd race, a world speed record was set at a distance of 1 km - 1014.294 km / h.
Perhaps then Gary Gabelich and the Blue Flame would have managed to overcome the sound barrier, however, as is often the case, business people in formal suits got down to business. The resounding record of 1,000 km/h has already been achieved, and the sponsors decided that it was time to collect dividends from the invested funds. Pilot Gary Gabelich and the car "" were taken to US cities for several years during a promotional tour of The American Gas Association products. And when their popularity subsided, in 1975 "The Blue Flame" was simply sold for 10 thousand dollars to the Institute of Gas Processing Technology, which had previously taken part in the creation of the car. Sponsors forgot about Gabelich even earlier. In 1972, when the pilot was badly injured in an accident, he was not even paid for medical treatment. Thus ended the story of the brave racer Garry Gabelich and his world's fastest car, almost breaking the sound barrier.
The Budweiser Rocket breaks the sound barrier at 1,190.344 km/h in 1979
The $900,000 fireball, developed by the team of engineer William Frederick, is also a rocket on wheels designed to break the sound barrier on the earth's surface. The original version of the car design provided for one liquid rocket engine and two starting engines running on solid fuel. The fuselage of the car, 12.1 meters long, is made of aluminum, behind the front wheel (all the wheels of the car are all-metal) there are tanks with fuel and oxidizer. After passing through the catalysts of the fuel system, oxygen is released from hydrogen oxide, which ignites polybutadiene liquid fuel. In about 20 seconds of a chemical reaction, a fantastic jet thrust up to 11000 kgf. Before the decisive race, the engineers took a serious risk by placing another solid-fueled additional rocket engine with a thrust of 2700 kgf, removed from the Sidewinder guided missile projectile, above the main engine. After that, the maximum design speed of a machine weighing 1476 kg was already 1450 km / h, and the total thrust reached 13500 kgf!
For the record-breaking run, the ideal 20-kilometer track on dry Rogers Lake in southern California, owned by Edwards Air Force Base, was selected. The start was scheduled for December 17, 1979, on this day the air temperature on the track was -7 ° C, so the speed of sound was “only” 1177.846 km / h. Curiously, the legendary US Air Force General Charles Yeager was among the observers. It was he, still in the rank of captain, who broke the sound barrier in the world for the first time in the world in 1947 on a Bell X-1 jet.
Despite the numerous difficulties and impromptu during the preparation of the race, the technique worked reliably. Pilot Stan Barrett successfully passed the control segment of the route, releasing a brake parachute 6.5 miles before the car came to a safe stop. Barratt managed a fantastic speed record of 1190.344 km/h (739.66 mph), beating the sound for the first time by 12.5 km/h.
But then the difficulties with the bureaucracy began. Unfortunately, the developers did not bother to invite specialists from international organizations to come to officially fix and certify the speed record. And although many experts pay attention to the shock waves visible in the photographs, and the radars of the Air Force base, albeit briefly, but fixed desired speed officials were not satisfied with these arguments. There is a version that the car simply did not have enough fuel and power, so although the sound speed exceeded it, it turned out to be too short-term to be officially registered. In any case, the Budweiser Rocket record never received official recognition.
New official world speed record from Thrust2 in 1983
The next contender to break the sound barrier was the Thrust2 car, equipped with a powerful turbo jet engine. October 4, 1983 in the Black Rock Desert (Nevada, USA), the pilot Richard Noble on the car reached a speed of 1047.49 km / h (650.88 miles per hour), breaking the previous official speed record. His car was powered by an English Electric Lightning F.3 Rolls-Royce Avon engine used from 1959 to 1988. Interestingly, the body geometry of the car was very different from previous record contenders, but the Thrust2 wheels were all-metal, like the Budweiser Rocket.
Although a new official world speed record was set, Richard Noble did not break the sound barrier, so the Englishman began work on a new car, called the Thrust SSC.
In 1991, Thrust2 was sold for £90,000. Today it can be seen in the Coventry Transport Museum in the UK.
Thrust SSC - the first and only car to officially break the sound barrier in 1997
The Thrust SSC is 16.5 meters long, 3.7 meters wide and weighs 10.5 tons. The car is equipped with two Rolls-Royce Spey turbofan engines with a total capacity of 110,000 horsepower (82,000 kilowatts). Similar engines were installed on some F-4 Phantom II aircraft of the Royal Air Force. With a length of 16.5 meters and a mass of 10.5 tons, the fuel consumption of this monster is about 18 liters per second. In 16 seconds Thrust SSC picks up speed from zero to 1000 km/h, record speed 1228 km / h (766.097 miles per hour) the car scored in half a minute.
The pilot of the Royal Air Force Andy Green was behind the wheel of the car. The land speed record was set on October 15, 1997 in the Black Rock Desert (Nevada, USA), on a specially prepared track 21 km long. Thus, for the first time in the history of mankind, a controlled ground vehicle The sound barrier has officially been broken.
The first version of the Bloodhound SSC hybrid car was shown in 2010 at an air show in the UK. The developers, led by the same Richard Noble, plan to break the world speed record in 42 seconds, accelerating the car to 1609 km / h (1000 miles per hour).
The car got its name Bloodhound in honor of the rocket, which was in service with the British army for several decades. The Bloodhound SSC supersonic car has a length of 12.8 meters and a weight of 6.5 tons. The machine is equipped with three engines at once: a Eurojet EJ200 hybrid rocket, jet engine, which is usually found on Eurofighter Typhoon fighters, and a 12-cylinder V-shaped gasoline engine with 800 horsepower. Each of these engines is designed for a specific stage of vehicle acceleration. Interestingly, the Bloodhound SSC wheels are made of aluminum and have a diameter of almost one meter.
