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Konstantinos G. Kyprianidis Assessment of core technologies and concepts straint. A design study of a high OPR intercooled aero engine is described in Rolt and Baker [57], while details on the aerodynamic challenges in designing a duct system to transfer the core air into and out of the intercooler are presented by Walker et al. [212]. The introduction of recuperation in an aero engine, for high thermal efficiency at low OPR, has also been the focus of different researchers. Lundbladh and Sjunnesson [213] performed a feasibility study for intercooled and intercooled recuperated engines that consider cycle benefits, weights and direct operating costs. Boggia and Rud [97] provide an extended discussion on the thermodynamic cycle and the technological innovations necessary for realizing the intercooled recuperated core concept. Various aspects of the thermomechanical design of a compact heat exchanger have been presented in [214,215]. For a comprehensive review on the development activities for recuperated aero engines since the late 60’s the interested reader can refer to McDonald et al. [216–218]. In this study it will be shown that an intercooled core may well be designed for a significantly higher OPR, than could otherwise be achieved with a conventional core design, and can hence lead to thermal efficiency benefits, as described in [219]. It will also be demonstrated that high thermal efficiency can also be achieved at low OPR values by means of an intercooled recuperated core coupled with a variable geometry LPT. 6.2 Intercooled core Some theoretical observations coupled with an assessment at aircraft system level are presented in this section for a future aero engine concept, featuring an intercooled core with a direct drive front fan, as illustrated in Fig. 6.1. The concept is an Ultra High Bypass Ratio (UHBR) design based on 3-shaft layout, with the intercooler mounted inboard of the bypass duct; the installation standard includes a flow splitter and an auxiliary variable geometry nozzle. All performance calculations assume a year 2020 EIS turbofan engine for long haul applications, and all quoted numbers are at TOC conditions (FL350, ISA +10 [K], M = 0.82). FN and propulsive efficiency were kept constant in this study by varying BPR and FPR at constant W2. T41 was kept constant, while 131PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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