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Powering the 787

机译：为787供电

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Although not the first engine type to enter service on the Boeing 787, the GE Aviation GEnx-1B has won a slight majority share to date of customer orders. Based partly on the design of the GE90 engine for the Boeing 777 family, GE Aviation's GEnx family of engines - which has two family members to date - has also introduced many new and more advanced design features. Early in 2004, Boeing selected GE Aviation's two-spool GEnx-1B, along with Rolls-Royce's three-spool Trent 1000, as the two engine choices for its new 787 Dreamliner twinjet programme, and GE officially launched the GEnx programme that April. The GEnx resulted from technology development in which GE had been investing in for many years, according to Tom Levin, general manager of the GEnx and CF6 engine product lines. Having chosen the GEnx-1B as an engine choice for the 787, Boeing then also selected a slightly less powerful version of the new powerplant, the GEnx-2B, as the sole-choice engine for the 747-8 family. The GEnx-2B was designed to produce maximum take-off thrust of 66,500lb (295.8kN), whereas the GEnx-1B was designed to produce maximum thrust of up to 78,000lb (347kN) for the 787-10: the GEnx-1B was certificated to that thrust rating. This meant GE could design the GEnx-2B with a smaller fan diameter, a lower bypass ratio, one fewer low-pressure compressor (LPC) stage and one fewer low-pressure turbine (LPT) stage than the 787 engine. Another key difference between the two GEnx versions is that the GEnx-1B is a bleedless engine, because Boeing designed the 787 as the first bleedless jet airliner - the aircraft does not draw any air for its pneumatic and ventilation systems from the engine's compressor, but uses electrical power to run those systems. However, the GEnx-2B provides a supply of bleed air for the more traditionally designed 747-8's pneumatic and ventilation systems.
机译：尽管不是首款在波音787上投入使用的发动机，但迄今为止，GE Aviation GEnx-1B赢得了少量的客户订单。 GE航空的GEnx发动机家族（迄今有两个家族成员）部分基于波音777系列的GE90发动机设计，还引入了许多新的和更高级的设计功能。 2004年初，波音公司选择了通用航空（GE Aviation）的两轴GEnx-1B以及劳斯莱斯（Rolls-Royce）的三轴T达1000（Trent 1000）作为其新的787 Dreamliner双喷气发动机计划的两种发动机选择，并于4月正式启动了GEnx计划。 GEnx和CF6发动机产品线总经理Tom Levin表示，GEnx源自GE多年来投资的技术开发。选择了GEnx-1B作为787的发动机选择之后，波音公司还选择了性能稍差的新动力装置GEnx-2B作为747-8系列的唯一发动机。 GEnx-2B的设计最大推力为66,500lb（295.8kN），而GEnx-1B的设计最大推力为787-10：78,000lb（347kN）：GEnx-1B被证明具有该推力等级。这意味着GE可以设计比787发动机更小的风扇直径，更低的旁通比，更少的低压压缩机（LPC）级和更少的低压涡轮（LPT）级的GEnx-2B。这两个GEnx版本之间的另一个主要区别是GEnx-1B是无泄漏发动机，因为波音公司将787设计为第一架无泄漏喷气式客机-飞机不会从发动机的压缩机中为其气动和通风系统吸取任何空气，但是使用电力来运行这些系统。但是，GEnx-2B为更传统设计的747-8的气动和通风系统提供了引气。

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