二战中德军的BF109到底先进不先进？前期？中期？后期？ 第1页

我说一点———发动机

德国DB发动机在前期对英国是有优势的，所以在不列颠空战中109拥有比喷火更好的爬升能力。

但是到了战争中后期，以英国梅林、格里芬为代表的大马力暴力发动机装备喷火后，109的性能被喷火完全超越。

109所有的优势又是她的劣势：首先较小的机体带来的是较为廉价的造价和节约资源的能力，但是同时小机体带来的是改装能力的极限，网上有人说109改装空间很大，我并不赞同。其次大的翼载荷带来所谓存能性能好，但同时导致其稳盘能力不高，在109G之后，109完全不可能在水平盘旋上绕过喷火。

说回发动机，改装的瓶颈同样也在于发动机。由于机体空间就那么大，所以109的发动机升级的空间不那么乐观。其次，DB的多级增压的研究迟缓也导致了发动机的瓶颈。

先给大家一个直观的对比关于喷火和后期109：

可见喷14（18磅）的包线完全超过109G所有系列，21磅的嗑药喷14更是

关于喷14和109K4，似乎只有K系列能在5000米左右的空域对喷14稍有优势.

注：这里K4的发动机是DB605DB，个人认为如果是DB605DC性能会更好.

两个问题：

1.为什么喷火那么强？

2.109是怎么应对那么强的喷火？

回答：

1.核心原因是喷火的发动机强，战争后期高达2300hp的超级发动机，并配有多级增压。到战争结束，德国仍未赶上，虽然德国在战争后期研究和制造能力因收到盟军战略打击而有所削弱，这是客观原因，可以同情，但是德国发动机不如英国发动机却是事实。

2.核心回答还是改良发动机：

改进分两个方面：1）增大起飞功率（也就是增大功率）；2）多级增压器改良发动机的高空性能

1）从109E3搭载DB601A 990hp 不列颠空战

109F4搭载DB601E 1350hp

109G6搭载DB605A 1475hp

109G10搭载DB605D 1800hp

到109K4搭载DB605DC 2000hp 柏林保卫战

可见DB60系列发动机一直在进步，而且终极发动机605DC的2000hp的功率还是很可观的，足以称得上强!

先说一个空战理论——能量战：

能量理论认为空战中最重要的是能量，其次才是机动。能量的体现是高度或速度，高度高和速度快代表能量高；机动的体现在与滚转、稳盘、瞬盘等性能。

能量主导空战认为，当我方飞机对对方飞机有足够能量优势时，便可对敌机进行快速攻击，抢占攻击位，即使失手也可利用高能量的速度进行脱离。也就是说有能量进可攻退可跑，也就是说战局的主动权掌握在能量方而非机动方手中，打或者不打是由能量方决定的。这点理论也佐证了零式战机过于重视机动所造成失败的原因。

能量战的重点在于抢占高能量的——高速度或高度，发动机决定产能，也就是说发动机性能决定能量站的优势方。高度优势的确立确保能量优势的确立，也就是说制空权的争夺会逐步向上，在取得高空制空权的前提下才能更好地取得中低空制空权。所以空战高度不可避免得向高空转移（当然盟军轰炸机的高度绑定作战高度也是原因之一）。所以高空性能尤其重要，高空空气稀薄，故增压技术重要，在增压器这块，英国走在世界前列，领先所有国家。

直到现代能量战理论仍然有一席之地，所以发动机仍然是飞机最为核心的技术没有之一。

我们主要讲DB605

DB605出身的时候还是很不错的发动机，相对于前身DB601E发动机，提升了气体压缩比，增加功率到1475hp，于42年装备至109G2上。109G前期型号（G2）的机身与109F4基本一致，G系列的初衷便是搭载更大马力的发动机，可见此时德国空军对109的改造还是比较理性的。F4到G2的升级也很成功，G2的极速达到660km/h。

但是由于盟军战略轰炸威胁与日俱增，拦截重型轰炸机便提上了议程，109重火力改装不可避免。于是109G6诞生了，109G6将两门7.92mm机枪换成了MG131 13mm机枪来增加火力，并在部分G6改型上将MG151/20轴炮换成MK108 30mm轴炮。其它的改进还有增大起落架轮胎的大小等。

改装带来的后果是机动性能的全面倒退！首先重火力带来了重量的增加；其次13mm机枪的弹链使109的机头鼓出一个大包，起落架的增大使得机翼也有所凸起，总之气动恶化；最重要的是部分G6的引擎还是DB605A没有增强！ 所以G6的性能有所下降（很不幸的是G6还是产量最大的109，但在后期G6有数量可观的G6/AS改型，性能有所改善）下面引用DB605前期型号的一些介绍，读者自行决定是否要略去.

为什么G6改装的同时没换装新发动机呢？

The Daimler Benz DB 605 A, B, and C.

The DB605 was a development of the DB601 and was very similar in basic construction to that power-unit. The main improvements were an increase in the permissible r.p.m.; altered valve-timing, which increased the inlet period and improved the scavenging to give greater volumetric efficiency at the higher r.p.m.; complete re-design of the cylinder block to obtain the maximum possible bore with the existing cylinder centres; and re-positioning of the sparking plugs. The big-end bearings were also modified.

TYPE.- Twelve-cylinder inverted Vee liquid-cooled.

CYLINDERS.- Bore 154mm., Stroke 160mm., Capacity 35.7 litres. Compression ratio 7.3:1 (left block) 7.5:1 (right block). Two inlet and two exhaust valves per cylinder.

BIG-END BEARINGS.- Roller bearing big-ends discarded in favour of flanged lead/bronze-lined bearings with tin-flash coating.

FUEL SYSTEM.- Bosch direct-injection pump mounted between the cylinder blocks. Injectors on inside of cylinder blocks. Special slow-running system which by-passes the main throttle. 87 octane fuel.

SUPERCHARGER.- Centrifugal impellor with 16 blades. Hydraulic coupling drive. The coupling is automatically regulated by a control capsule subjected to atmospheric pressure which varies the supply of oil to the hydraulic coupling. This form of coupling has been retained from the DB601, but has been considerably modified in order to reduce the operating temperature of the coupling. High temperature was a fault which occurred in the DB601 supercharger drive. Gear ratio (no slip) 10.07:1.

IGNITION.- Dual Bosch magnetos mounted at the top of the rear cover.

LUBRICATION.- Pressure pump delivers oil to each of the seven main bearings, which feed pressure oil to each crankpin and big-end bearing surface. Pressure oil is also supplied by the pump to the hydraulic supercharger gear, and to the interior of the camshaft. The oil is scavenged from each camshaft cover.

STARTER.- Bosch hand/electric inertia starter.

AIRSCREW DRIVE.- Spur gear type. The detachable airscrew shaft of the DB601 has been discarded for a longitudinally splined gear shaft extension. Gear ratio A= .594:1, B= .534:1, C= .497:1. (Ed. note: The B and C versions were rarely seen)

DIMENSIONS.- Overall length (including starter and airscrew shaft) 2158.5 mm., Width 760mm., Height 1,037 mm.

WEIGHT (with starter).- 756 kg (1,663 lbs).

PERFORMANCE.- Take-off and emergency 1,475 h.p. at 2,800 r.p.m. at 1.42 ata at sea level, 1,355 h.p. at 2,800 r.p.m. at 1.42 ata at 18,700 ft. Climbing 1,310 h.p. at 2,600 r.p.m. at 1.3 ata at sea level, 1,250 h.p. at 2,600 r.p.m. at 1.3 ata at 19,000 ft. Maximum cruising 1,075 h.p. at 2,300 r.p.m. at 1.15 ata at sea level, 1,080 h.p. at 2,300 r.p.m. at 1.15 ata at 18,000 ft. Fuel consumption .473 lb/h.p./hr. maximum cruising, sea level.

原因是下一代DB605D发动机由于种种原因例如增压问题等，还未交货，还在研制中。此时德国液冷发动机与英国液冷发动机的差距开始增大了——发动机的研究没能跟上战争的进程。但是G6性能需要提高，这是迫在眉睫的问题。于是奔驰的工程师在研究DB605D的同时，研究对DB605A的增强可行性。

在已有发动机上加以改装似乎是比较简单的事情.

于是DB605AS出现了：

The Daimler Benz DB 605 AS.

Similar in general construction to the DB605A, but fitted with a supercharger of increased diameter. *

PERFORMANCE.- Take-off and emergency 1,435 h.p. at 2,800 r.p.m. at 1.42 ata at sea level, 1,200 r.p.m. at 2,800 r.p.m. at 1.42 ata at 26,200 ft. Climbing 1,275 h.p. at 2,600 r.p.m. at 1.3 ata at sea level, 1,150 h.p. at 2,600 r.p.m. at 1.3 ata at 25,600 ft. Maximum cruising 1.075 h.p. at 2,400 r.p.m. at 1.25 ata at sea level, 1,050 h.p. at 2,400 r.p.m. at 1.15 ata at 25,200 ft.

* Ed. note: The hydraulically-coupled supercharger was that fitted to the DB603, as noted in Mermet's book, and offered a 25% greater volumetric capacity than the standard unit.

可见DB605S增强了DB605A的高空增压出力的能力.所以G6有一部分子改型109G6/AS采用605AS发动机，担任高空战斗拦截任务.

DB605AS在功率上提升并不明显，所以再提升：装备MW-50喷水加力器 ，于是DB605ASM诞生了

- DB605ASM: Provisions for the use of MW50 additive with 96 octane C3 fuel. It was possible to use standard 87 octane B4 fuel with this engine, in which case the use of MW50 was absolutely required to obtain the best possible power and avoid engine damage. The compression ratio of the engine was raised as well, to 8.3:1 (left) and 8.5:1 (right), giving 1,800 h.p. at 1.7 ata at takeoff. Other changes introduced with this variant included a larger capacity oil cooler (Fo987) and redesigned cylinder head covers, both of which were fitted to the DB605D as well. (source: Mermet, p. 9/10) The Fo987 was first evaluated on G-6/AS W.Nr. 16550 (KT+DX) in June 1944 (source: Monogram Luftwaffe Interiors, p. 155).

- DB605ASB/ASC: Appearing in the beginning of 1945, this engine series resulted in performance on a par with that achieved in the DB605D, and were created by "modernizing" (Daimler-Benz' term) existing DB605AM, AS, and ASM engines using a fuel selection device developed for use on the DB605D (see below). The original small 38.6 liter oil tank from the DB605A was used in conjunction with the larger Fo987 oil cooler and larger cylinder head covers shared with the DB605D. The compression ratios remained the same as with the DB605ASM. The difference between the two designations is a subject of some debate

我个人认为DB605ASMC是德国空军液冷发动机的一个巅峰

DB605ASM的起飞功率达到1800hp,配备MW-50后高空出力也有一定保障。首先将DB605ASM列入标配的是109G14战斗机，多说一句，109G14服役要比G10稍早些，因为G10的DB605D发动机出现稍晚。G14可在5km飞出680km/h的极速，虽比不上喷14，但足以称作优秀.

补充：DB605ASB/ASC的区别是C型采用了 “96 octane C3 fuel” C3油，辛烷值更高，是更好的航空燃油。但是由于德国炼油技术不够，加上盟军轰炸，C3油的供给不足。

然后便是DB605D；首先DB605D和DB605ASM的研发是同时的，并不存在先后，但是DB605D借鉴了部分DB605ASM的技术。有一个说法是：DB605ASM经过标准化生产，进一步增加压缩比（1.8ata），就成了DB605D.

As seen in the previous installment, the AS engine was conceived as a way to boost the high-altitude performance of the existing DB605A engine, and incorporated many features of the DB605D which was undergoing a lengthy development process. Although similar externally to the earlier A-series motors, the D had numerous internal changes, among which was a redesigned head and valve train; the A model had four valves per cylinder (two inlet, two exhaust) while the D had a single inlet valve and two exhaust valves (source: JaPo, p. 81). The other mechanical particulars of the D model engine are as follows, as given by Janda and Poruba in the KaPo book (formatted as per Janes' for commonality's sake)

上文中介绍了部分605D和605ASM的区别，如将进气口从2个变为1个；

下图为DB605D

TYPE.- Twelve-cylinder inverted Vee liquid-cooled.

CYLINDERS.- Bore 154mm., Stroke 160mm., Capacity 35.8 litres. Compression ratio 8.3:1 (left block) 8.5:1 (right block). One inlet and two exhaust valves per cylinder.

FUEL SYSTEM.- Bosch direct-injection pump PZ 12 HP 110/25 (9-2305 E-2) mounted between the cylinder blocks. L'Orange injectors (9-2261D) on inside of cylinder blocks. Fuel supply pump (Graetzin ZD 500E) located behind right rear cylinder bank.

SUPERCHARGER.- Single-stage centrifugal type, engaged by hydraulic clutch with gearbox. Effective to 6.8 km. Intake volume regulated by two throttle-regulated valves in intake manifolds linked to injection pump, and one supercharger-mounted valve mechanically linked to the two main valves and a barometric pressure sensor.

IGNITION.- Dual Bosch magnetos (ZM 12DR 16 or ZM 12CR 8) mounted at the top of the rear cover. 24 Beru F280E43 spark plugs (9-4158A) were standard equipment, but Bosch 250ET 10/1 (9-4080F-1) plugs could be used in engines with a max boost pressure of 1.8 ata. The Bosch plugs would need to be inspected after every fourth engine operation.

LUBRICATION.- 50 liter tank mounted forward of engine pumped through a filter to the crankshaft bearings, reduction gear, supercharger clutch, and camshaft. Return flow scavenged from camshaft covers by suction pumps into Fo987 oil cooler.

STARTER.- Bosch electro-mechanical inertia starter.

AIRSCREW REDUCTION GEAR.- .594:1

PERFORMANCE.- Figures from Janes' 1945 Aero Engines book as follows:

DB605DB: Take-off and emergency 1,800 h.p. at 2,800 r.p.m. at 1.8 ata at sea level, 1,530 h.p. at 2,800 r.p.m. at 1.98 ata at 19,600 ft. Climbing 1,275 h.p. at 2,600 r.p.m. at 1.3 ata at sea level, 1,150 h.p. at 2,600 r.p.m. at 1.3 ata at 25,600 ft. Maximum cruising 1,075 h.p. at 2,400 r.p.m. at 1.15 ata at sea level, 1,050 h.p. at 2,400 r.p.m. at 1.15 ata at 25,200 ft.

DB605DC: Take-off and emergency 1,800 h.p. at 2,800 r.p.m. at 1.98 ata at sea level, 1,800 h.p. at 2,800 r.p.m. at 1.98 ata at 16,700 ft.

评价一下DB605DM：

DB605DMC是109系列战斗机最好的发动机！

DB605DMC高达2000hp的起飞马力，比较优秀的高空性能，是这个系列发动机一个比较完美的句号。DB605D配备于109G10和K4上，DB605DMC应该只有K4装备（待证），K4的极速可超过700km/h，所以K4才在部分空域有着于变态般的喷14一战的实力。

下表格是本人对DB605系列发动机做的一个小总结：

对DB605系列总结如下：

1.DB系列发动机是十分优秀的发动机，功率强劲毋庸置疑；

2.DB系列发动机的瓶颈是二级增压器；

3.DB系列在二级增压技术瓶颈的情况下对DB605的高空改进是成功且有效的，AS/ASM/D的高空出力都比A型好上不少；

说到K4，109K4并不算是一个特别成功的改型，由于109在后期改装潜力越来越小，想要进一步改装，就要对飞机原有的零件仪表等已经拆除替换，对飞机的外貌进行大幅度修改。同时为了增加防护、动力和火力，飞机的重量也大幅增加，到K4时重量已逼近3800kg，比E3的2500kg重了一吨多，灵活性大幅下降。所以普遍认为109越改越畸形。

然而109不够优秀吗？并不，作为一款在30年代设计的战斗机，能打完整个世界大战就足以证明109设计的优秀。甚至在不列颠空战初期，109对喷火还有大量优势。但就好似人终将死亡，终将被后继者替代一样，109早就应该退役，应该有更加优秀的后继者来顶替109的位置。然而后继的209等飞机设计并不顺风顺水，109的位置没有飞机能够替代，所以109只得不停改装，压榨出飞机最后一丝潜力。作为如同战马一般的飞机，被怀念纪念没有任何问题，何况还是一匹十分优秀的战马。

但是109不是完美的，不是万能的，不是无敌的；所以在很多时候我们更希望大家能站在客观的角度看待109和她的对手们：喷火很强，p51也很强，109能以老辈的身份和这些新生代的强飞机争夺同一片天空难道不是109的荣幸吗？相反，在评价飞机时，不遵从客观规律，一味得想用109压下其他飞机，我感觉这是对109的侮辱以及对109的对手们的侮辱。

——————————————————分隔线——————————————————————

写到最后才发现...好像 “ 2）增压器” 还没写...刚把发动机写完...以后还有空的话再更吧

谢谢各位看完（2015/5/27)

———————————————————————————————————————————

2015/10/18，来说BF109的缺点

1.单翼梁设计：

单翼梁设计十分落后，也直接导致BF109从出生就势必是一架保守与落后的飞机。单翼梁的缺点首先是翼面无法设计得很大，翼面不够大导致翼载荷一直居高不下。随着109的升级，重量增加，绕圈能力越来越差。其次缺点是单翼梁带来的结构强度不够，导致起落架只能安装在翼根处。起落架之间间距过小，起降难度加大，对新手不友好。最后单翼梁的设计容易使得蒙皮在高速飞行时产生激波，增大阻力，影响极速。

2.座舱设计：

109的机舱广为诟病，既不舒服也不利于战斗。首先机舱狭小，给人的舒适性不高。其次，后6点方向视野盲区严重。前视视野也不宽敞，特别是BF109G6以后换装131机枪后，机鼻鼓起两个大包，更加影响视野。当然，就算这样，我觉得109的视野还是要比长鼻子多拉190好的（笑

3.起落架问题：

起落架间距太小，即使在G6之后换装了更大的轮子，但仍在起降时容易发生事故。特别是在换装大马力发动机之后，飞机在起飞时的螺旋桨反向滚转作用十分明显，新手很容易在起飞时飞机侧倾90°，从而导致事故。

同样的BF109有两个十分有特色的优点：（优点不用解释吧...都是事实...)

1.优秀的负G性能

2.优秀的存能

———————————————————————————————————————————