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Assessment of core technologies and concepts Konstantinos G. Kyprianidis Table 6.2: Comparison of an intercooled recuperated engine with a conventional core turbofan engine at aircraft system level. MTOW [1000 kg] OEW [1000 kg] Thrust/weight Engine dry weight Nacelle weight Fan weight LPT 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 2000 230.0 119.6 Ref. Ref. Ref. Ref. Ref. - Ref. Ref. Ref. Ref. IRA EIS 2020 207.4 116.3 -12% +16.5% +29.7% +36.6% -17.1% 25.4% -21.6% -18.3% +0.024 +0.120 - due to the reduced stage count. Also, the relatively low engine OPR and the use of an intercooler increases core specific output, resulting in a smaller core. The introduction however of the gearbox, intercooler and recuperator compo- nents inevitably results in a significant weight penalty. It should be noted that a lower level of specific thrust, and hence a larger fan diameter, has been assumed for the intercooled recuperated core engine; this results in both a heavier fan and a heavier nacelle. These observations are summarised in Table 6.2 with the added components weight group considering the intercooler and recuperator and their installation standard, as well as the gearbox. 6.4 NOx emissions assessment A NOx emissions assessment of the presented heat-exchanged cores and corre- sponding baseline engines has been performed. Two different combustion con- cepts have been considered: conventional Rich-burn/Quick-quench/Lean-burn (RQL) and lean-burn combustion technology. The results were produced using a combination of basic combustor design rules, feedback from the OEMs in- 146PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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