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Konstantinos G. Kyprianidis Towards the optimal 2020 ducted turbofan When sizing the engine fan, assuming a fixed size core, large design space dis- continuities are encountered due to Low Pressure Turbine (LPT) stage count changes, as illustrated in Fig.7.5. As discussed earlier, the use of smooth surro- gate models for approximating discontinuous spaces inevitably results in approx- imation errors, and it is worth noting that the addition of an extra LPT stage results in approximately 150 [kg] of additional weight. Nevertheless, with the fan and nacelle weight (including the thrust reverser) each being roughly double the LPT weight and directly proportional to the fan diameter, the weight trends illustrated in Fig. 7.6 can be considered reasonable. The improvement in mid-cruise uninstalled SFC from reducing specific thrust is illustrated in Fig. 7.7. If installation effects are ignored, then selecting a higher fan diameter (and hence a higher bypass ratio at a fixed size core) will result in better SFC; this observation is in agreement with Fig. 7.1 presented earlier. Nevertheless, the increased nacelle drag and engine weight move the optimal level of specific thrust for minimum block fuel to smaller fan diameters, as illustrated in Fig. 7.8. Looking at the trends illustrated in Fig. 7.8 in isolation, and then comparing with the optimal design proposed in Section 7.2.2, one would be incline to draw the conclusion that the fuel optimal fan diameter should be even smaller. However, as one moves towards the upper left corner of Fig. 7.8 the engine take-off and top of climb thrust reduces. In order to satisfy the time to height and FAR take-off distance constraints set in Section 7.2.1 - at constant specific thrust - it is therefore necessary to increase the engine size i.e. increase fan and core size simultaneously which leads to: i) higher engine weight, ii) higher nacelle drag, and iii) non-optimum engine/aircraft matching i.e. mid-cruise conditions away from the bottom of the SFC loop (see Fig. 3.8). Most of the conclusions drawn in this section are applicable to both the conven- tional core and the intercooled core configurations. Nevertheless, the intercooled core is constrained by a minimum blade high requirement for the last HPC stage. At a fixed core OPR and intercooler effectiveness, this constraint sets a minimum limit for the core mass flow; as a consequence a minimum limit is also set on specific thrust at a fixed engine thrust. This makes the intercooled core more favourable for very high thrust engines. 163PDF Image | Multi-disciplinary conceptual design of future jet engine systems
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