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Assessment of core technologies and concepts Konstantinos G. Kyprianidis Table 6.1: Comparison of an intercooled engine with a conventional core turbofan engine at aircraft system level. MTOW [1000 kg] OEW [1000 kg] Engine dry weight LPT weight Core weight Added components weight (as % of engine dry weight) Block fuel weight Mid-cruise SFC Mid-cruise thermal efficiency (Core + transmission efficiency) Mid-cruise propulsive efficiency Conventional core EIS 2020 206.5 113.0 Ref. Ref. Ref. - Ref. Ref. Ref. Ref. Intercooled core EIS 2020 202.6 111.2 -5.9% -27.1% -32.5% 7.7% -3.2% -1.5% +0.007 +0.000 The thermodynamic cycle at top of climb conditions for the selected intercooled core and conventional core cycles is illustrated qualitatively in the T-S plane in Fig. 6.8. For this assessment, the TERA2020 tool was not only used for predicting engine performance but also for establishing the gas path layout for each engine config- uration; this involved carrying out component thermo-mechanical and aerody- namic design, at the appropriate operating conditions, as well as predicting en- gine weight at component level. The TERA2020 rubberised wing aircraft model was utilised to account for snowball effects. The aircraft was initially scaled on a constant wing loading basis to achieve the design range mission of 12500 [km] with 253 [pax]. Consecutively, the scaled aircraft was used in conjunction with a typical business case mission of 5500 [km] for predicting block fuel. Business case block fuel benefits of approximately 3.2% are predicted for the in- tercooled engine, mainly due to the reduced engine weight and the core’s higher thermal efficiency which results in a better SFC. These intercooling bene- fits are highly dependent on achieving technology targets such as low intercooler weight and pressure losses; the predicted lower dry weight, com- pared to the conventional core engine, can be attributed to various reasons. The 138PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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