The largest truck in the world

An extraordinary 3 bogie axles to haul trains of 5000 tons ... It is this extraordinary bogie which was released this summer workshops Alstom at Le Creusot. To take the lead in China. A record bogie which enshrines the expertise of Creusot

What part! When you look at it generates power. And it is necessarily the image that is Le Creusot. It is known for having devoted so that Le Creusot is the city of all energies. But we forget that this, too, the city of all the performances.Because those are two centuries of performances allowed and still allow the Creusot to shine on the world. When Deng Xiaoping, who would become the Chinese number one, gave the sweat from his brow in the workshops in the early 20s, it was probably far from thinking that Le Creusot would manufacture one day for the sake of his country The largest truck in the world.
27 THE TON TRUCK
Yet it is the feat that just made Alstom. Workshops Creusot world number one railway, has just released the biggest truck in the world.An exceptional piece of power. That we judge: 6.50 meters long, 27 tons of weight, three axles with wheels 1250 mm high ... It is extraordinary that this truck, earlier this week, has taken the lead in China."This truck has been specially manufactured to equip locomotives among the most powerful in the world. It will provide in effect an electric locomotive with a power of 10 megawatts, the equivalent of 16,000 horses, "says Frédéric Liodenot, technical manager for high speed locomotives and trucks segment, establishing Alstom Creusot.
FOR TRAINS 5000 TONNES AND 1 MILE LONG
This is for freight trains of 5,000 tons the truck was designed and manufactured. Trains that are longer than a kilometer. And it is the speed of 120 Km / hour trains circulate these giants in the Chinese network.With his truck "Made in Creusot" locomotive display a very respectable weight of 150 tons. "This is the equivalent of both weight and power of 200 Renault Twingo," said Frederic Liodenot.Chinese customer has placed an order for 500 locomotives. With the transfer of technology that sees the establishment of Creusot make 10% of bogies for these locomotives.But beyond the numbers, it is of course the performance that should be remembered and emphasize.
"THE RETURN OF THE VERY HIGH TENSION"
"The establishment of the Alstom Creusot specializes in all types of trucks. Smaller for Trams and Metros. Faster for TGV and AGV, the new generation of high speed trains. So now the heaviest freight for functions "highlights Frederic Liodenot. And say: "This is the return of the great traction in the workshops of Le Creusot."Since the early 90s and diesel locomotives for Africa, the establishment of the Creusot was not manufactured bogies large.New prospects for freight by rail, including the name of sustainable development, opening new horizons. And even in China. "When we want to develop a country, there is always an obligation to develop transport and this is what is happening in China," notes Frédéric Liodenot yet.
Alain Bollery
OBJECTIVE BOGIE 2400 PER YEAR
By the year 2012, the establishment of Creusot Alstom aims to produce 2,400 trucks per year for all types of trains. It currently produces 2000 against 1,500 a year ago. It also produces 20,000 dampers.The number, which was 500 people in CDI 2 years ago was 601 in mid-July, just before the annual shutdown. This number is expected to climb to 630 people by the end of the year
 

Ramjet engine

The most simple jet engine has no moving parts. The speed of the jet "rams" or forces air into the engine. It is essentially a turbojet in which rotating machinery has been omitted. Its application is restricted by the fact that its compression ratio depends wholly on forward speed. The ramjet develops no static thrust and very little thrust in general below the speed of sound. As a consequence, a ramjet vehicle requires some form of assisted takeoff, such as another aircraft. It has been used primarily in guided-missile systems. Space vehicles use this type of jet.

Turboshaft jet engine

This is another form of gas-turbine engine that operates much like a turboprop system. It does not drive a propellor. Instead, it provides power for a helicopter rotor. The turboshaft engine is designed so that the speed of the helicopter rotor is independent of the rotating speed of the gas generator. This permits the rotor speed to be kept constant even when the speed of the generator is varied to modulate the amount of power produced.

Turbofanjet engine

A turbofan engine has a large fan at the front, which sucks in air. Most of the air flows around the outside of the engine, making it quieter and giving more thrust at low speeds. Most of today's airliners are powered by turbofans. In a turbojet all the air entering the intake passes through the gas generator, which is composed of the compressor, combustion chamber, and turbine. In a turbofan engine only a portion of the incoming air goes into the combustion chamber. The remainder passes through a fan, or low-pressure compressor, and is ejected directly as a "cold" jet or mixed with the gas-generator exhaust to produce a "hot" jet. The objective of this sort of bypass system is to increase thrust without increasing fuel consumption. It achieves this by increasing the total air-mass flow and reducing the velocity within the same total energy supply

Civil Turbojet/Turbofan Specifications

Turbojet engine

The basic idea of the turbojet engine is simple. Air taken in from an opening in the front of the engine is compressed to 3 to 12 times its original pressure in compressor. Fuel is added to the air and burned in a combustion chamber to raise the temperature of the fluid mixture to about 1,100°F to 1,300° F. The resulting hot air is passed through a turbine, which drives the compressor. If the turbine and compressor are efficient, the pressure at the turbine discharge will be nearly twice the atmospheric pressure, and this excess pressure is sent to the nozzle to produce a high-velocity stream of gas which produces a thrust. Substantial increases in thrust can be obtained by employing an afterburner. It is a second combustion chamber positioned after the turbine and before the nozzle. The afterburner increases the temperature of the gas ahead of the nozzle. The result of this increase in temperature is an increase of about 40 percent in thrust at takeoff and a much larger percentage at high speeds once the plane is in the air.

The turbojet engine is a reaction engine. In a reaction engine, expanding gases push hard against the front of the engine. The turbojet sucks in air and compresses or squeezes it. The gases flow through the turbine and make it spin. These gases bounce back and shoot our of the rear of the exhaust, pushing the plane forward

J85 ge 17a turbojet engine

Pioneers

The W.1 turbojet engine used to power the Gloster E28/39 aircraft. It was designed to produce a static thrust of 1,240 lbs at 17,750 rpm. This engine was also the basis of the design of the General Electric I-14 turbojet engine used to power the Bell XP-59A twin engine experimental fighter.

General Electric J85-GE-17A Turbojet

 This turbojet engine was built in 1970 and powered a Cessna A-37 attack aircraft, which was used for ground-support missions during the Vietnam War

Jet engine numbered

  Afterburning Turbojet

 

To move an airplane through the air, thrust is generated by some kind of propulsion system. Most modern fighter aircraft employ an afterburner on either a low bypass turbofan or a turbojet. On this page we will discuss some of the fundamentals of an afterburning turbojet.

In order for fighter planes to fly faster than sound (supersonic), they have to overcome a sharp rise in drag near the speed of sound. A simple way to get the necessary thrust is to add an afterburner to a core turbojet. In a basic turbojet some of the energy of the exhaust from the burner is used to turn the turbine. The afterburner is used to put back some energy by injecting fuel directly into the hot exhaust. In the diagram, you'll notice that the nozzle of the basic turbojet has been extended and there is now a ring of flame holders, colored yellow, in the nozzle. When the afterburner is turned on, additional fuel is injected through the hoops and into the hot exhaust stream of the turbojet. The fuel burns and produces additional thrust, but it doesn't burn as efficiently as it does in the combustion section of the turbojet. You get more thrust, but you burn much more fuel. When the afterburner is turned off, the engine performs like a basic turbojet.

Afterburners are only used on supersonic aircraft like fighter planes and the Concorde supersonic airliner. (The Concorde turns the afterburners off once it gets into cruise. Otherwise, it would run out of fuel before reaching Europe.) Afterburners offer a mechanically simple way to augment thrust and are used on both turbojets and turbofans.

What volcanic ash does to jet engines 

 

We tend to forget as we jet around the world the jet engine technology that propels us – especially as newer planes like the Airbus A380 are so much quieter the engine noise isn’t as noticeable. Jet engines are amazing for their ingenious simplicity, but as engineering experts have been warning today, jet engines are also very delicate and susceptible to damage from dust, sand and ash. That’s the reason behind the grounding of planes all over Europe.
So what does volcanic ash actually do to a jet engine? Dr Rob Howell, Department of Mechanical Engineering at the University of Sheffield explained it to the UK Science Media Centre this way:

Bills Turbojet Engine.

Another pic of the engine prior to teardown.  The pump and motor are coupled together, and are from an old oil burner that i had i cleaned up.  The pump is a single stage 100 psi unit.  The only way to bring the pressure down was to use the bleeder nut to adjust the psi, this seems to work well.  The oil is pumped at around 25-30 psi.  Oil is Mobil1, the oil pump has a built in micro mesh filter and seems to be doing it's job well.  This engine is started with a vacum cleaner. And the procedure is pretty much the same as all the other units that have been built.

Please note these turbos can be extremely dangerous, take precautions to keep
yourself safe as well as the people that are near by.

Pic of new stainless flame tube test.  I was very happy that it started right up.
This was taken at half throttle, and full blower, start air.  My neighbors are now getting used to the sights and sounds coming from my garage.  After some modifications  to the gaskets and a paint job  for the complete engine I will
reassemble the jet.  Next is the design of an oil cooler and  some kind of power turbine setup do drive  a model  plane prop.  This engine is going to the annual car show and should turn a few heads I hope, a lot of people will bring their steam engines, but I'll have a turbojet !

Looking into the hot end, inlet.  That is a  2 1/2" pipe flange on the hot end with a nipple threaded onto it , the combustor then threads onto that .  The whole engine is either bolted or screwed together, I didn't have access to a welder.  This is not a big deal it's easy to pull apart  and  reassemble.  This can be done in about 15 minutes.  The can you see is my oil tank.  Very high tech huh?

This is the fuel nozzle, it can be moved in or out for adjustment, for a better combustion burn.  The Ignition is nothing more than a gas grill igniter, attached to a super long reach spark plug.  The plug is an ignitor that came from an propane heater. This system works well  and I have it set for a 1/4 inch gap.

Original copper flame tube and steel liner.  I replicated the flame tube and it is now stainless steel.  The liner was taken from an old oil burner.

Pic of new stainless flame tube with flame retention head.  This was an exact duplicate of the copper one, and this has been tested and starts fine.  Next to it is the fuel nozzle this was taken from the oil burner and I removed the strainer and fuel swirler that was inside the nozzle.  The nozzle tip was drilled out to 1/16th".
Fuel nozzles  can be changed in a matter of minutes.  I haven't tried any newer type arrangements as of yet.

Hopefully I'll have my own site soon and will have more cool stuff in regards to turbos.  My interest with these units stems back in the 70s when I worked on Hueys in the ARMY.  My favorite engine was the Allison T-55 gas turbine it was a very rugged turbo shaft.

Turboprop Jet engine

A turboprop engine is a jet engine attached to a propellor. The turbine at the back is turned by the hot gases, and this turns a shaft that drives the propellor. Some small airliners and transport aircraft are powered by turboprops.

Like the turbojet, the turboprop engine consists of a compressor, combustion chamber, and turbine, the air and gas pressure is used to run the turbine, which then creates power to drive the compressor. Compared with a turbojet engine, the turboprop has better propulsion efficiency at flight speeds below about 500 miles per hour. Modern turboprop engines are equipped with propellers that have a smaller diameter but a larger number of blades for efficient operation at much higher flight speeds. To accommodate the higher flight speeds, the blades are scimitar-shaped with swept-back leading edges at the blade tips. Engines featuring such propellers are called propfans.

Hungarian, Gyorgy Jendrassik who worked for the Ganz wagon works in Budapest designed the very first working turboprop engine in 1938. Called the Cs-1, Jendrassik's engine was first tested in August of 1940; the Cs-1 was abandoned in 1941 without going into production due to the War. Max Mueller designed the first turboprop engine that went into production in 1942.