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Konstantinos G. Kyprianidis Assessment of core technologies and concepts 6.2.2 Intercooling at OPR = 80 With an intercooled core, a significantly higher OPR can be realized, for a given HPC delivery temperature limitation imposed by material technology; this is illustrated in Fig. 6.4 for an intercooled engine with an OPR of 80. The trends illustrated in Fig. 6.2 and Fig. 6.3 are still valid at this higher OPR, but the SFC levels are significantly reduced due to the improvement in thermal efficiency; BPR levels are also significantly reduced due to the higher OPR reducing core specific work output at a fixed FN, W2 and T41. The importance of keeping intercooler pressure losses low is illustrated in Fig. 6.5; pressure loss levels that are too high could well negate any SFC benefits from an intercooled core. 6.2.3 Variable geometry The results and analysis presented in the previous sections focused mainly on design point performance. Significant performance benefits may be achieved however at off-design conditions by utilising a variable geometry auxiliary nozzle, or a variable area mixer, to control the amount of cooling flow going through the intercooler, and hence the effectiveness and pressure loss levels at different operating points, as described in [219]. The off-design performance calculations presented in this section were carried out again with TERA2020 using a “frozen” intercooled core engine design for short range applications. An example of how the auxiliary nozzle variable geometry setting can be utilised to increase net thrust at take-off conditions is illustrated in Fig. 6.6. During this off-design operation, the auxiliary nozzle area is increased to allow more cooling mass flow to go through the intercooler and hence raise heat transfer. An optimal nozzle setting can be identified for this operation; this is due to the fact that intercooler pressure losses also increase, and eventually negate the net thrust benefits associated with higher intercooler effectiveness. The projected benefit from this operation is up to 2% in FN. An example of how the auxiliary nozzle variable geometry setting can be utilised to reduce engine SFC during cruise conditions is illustrated in Fig. 6.7. During this off-design operation, the auxiliary nozzle area is reduced to allow less cooling mass flow to go through the intercooler and hence reduce heat transfer. As a result the intercooler pressure losses reduce and hence SFC is also reduced. 135PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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