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Assessment of core technologies and concepts Konstantinos G. Kyprianidis 8. Recuperator effectiveness hardly varies, but the heat flux increases signifi- cantly; temperature change in both streams nearly doubles. 9. Combustor inlet temperature increases significantly. 10. Thermal efficiency improves by as much as 0.015, while propulsive effi- ciency remains approximately constant, and as a result SFC also improves accordingly. 6.3.2 Component aerodynamic design The off-design behavior of the IPC, with and without LPT inlet area variation, is illustrated in Fig. 6.11 and Fig. 6.12, respectively; constant efficiency contours at 1% intervals have been drawn to show variations from the peak value in the compressor map. At take-off the LPT nozzles need to open up significantly in order to achieve the necessary thrust. This means that the IPC aerodynamic design will need to be carried out at T-O, to ensure that the compressor does not choke under these conditions. The off-design behavior of the HPC is illustrated in a similar manner through Fig. 6.13 and Fig. 6.14. During cruise, the LPT inlet nozzle area will need to be reduced in order for the recuperator inlet temperature to rise at constant thrust. This operation results in a significantly elevated HPC corrected mass flow and pressure ratio at cruise; aerodynamic design for the HPC needs to be carried out at cruise conditions to ensure again that the compressor does not choke. 142PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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