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Introduction Konstantinos G. Kyprianidis 1.2.2 Thermal efficiency Improvements in thermal efficiency – and hence engine SFC at a given propulsive efficiency – can be achieved for conventional cores mainly by increasing engine overall pressure ratio (OPR). At a given OPR there is an optimal level of com- bustor outlet temperature T4 for thermal efficiency. However, at a fixed specific thrust and engine thrust, an increase in T4 can result in a smaller core and therefore a higher engine bypass ratio; in some cases, a potential reduction in engine weight can more than compensate for a non-optimal thermal efficiency. Increasing OPR further than current engine designs is hindered by limitations in high pressure compressor delivery temperature at take-off. Increasing T4 is limited by maximum permissable high pressure turbine rotor metal temperatures at take-off and top of climb. Increasing turbine cooling flows for this purpose is also fairly limited as a strategy; cooling flows essentially represent losses in the thermodynamic cycle, and increasing them eventually leads to severe thermal efficiency deficits [6,7]. The second research question therefore rises: How high can we really go on OPR and T4? 1.2.3 CO2 and NOx emissions Aggressive turbofan designs that reduce CO2 emissions – such as increased OPR and T4 designs – can increase the production of NOx emissions due to higher flame temperatures. Designing a combustor at very low air to fuel ratio levels is also limited by the need for adequate combustor liner film-cooling air as well as maintaining an acceptable temperature traverse quality [8]. The third research question therefore rises: What is the trade-off between low CO2 and NOx? 1.3 Research aim and objectives An aero engine multidisciplinary design tool, TERA2020 (Techno-economic, En- vironmental and Risk Assessment for 2020), that helps to automate part of the 4PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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