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68 Integrated system design Table 4-2: Calculated Rolls-Royce Trent 1000 performance parameters Parameter Thrust Nozzle velocity Propulsion power Air mass flow Thrust power Propulsive power Fuel mass flow Fuel energy input Thermal efficiency Propulsive efficiency Overall efficiency Core side N 13080 kg/s 388.69 kW 4144.70 kg/s 93.08 kW 16485.38 kW 18707.49 kg/s 0.94 kW 40097.39 % 46.66 % 88.12 % 41.11 Fan side 52320 304.61 14562.79 995.92 The high thermal efficiency is achieved by the large difference between the maximum and minimum temperatures of the cycle. The environmental temperatures at cruise conditions can be as low as -50◦C, while the TIT in the Trent 1000 engine can reach 1500 ◦C [74]. This difference leads to higher Carnot and thermal efficiencies. The large propulsive efficiency is produced by the high bypass ratio of this engine. To understand this, consider the combination of expressions (4-4), (4-7) and (4-8), (f9v9 − fCRv0) v0 ηPR = 1 f9v2 − fCRv2 . (4-11) 290 This is valid for a jet engine with a single inlet and outlet. If the fuel mass flow is small compared to the air mass flow, the last expression can be reformulated, ηPR = 2 . (4-12) v9 +1 v0 Figure 4-2 shows the relation between the propulsive efficiency and the velocity ratio according to this expression. It can be seen that the lower the velocity of the jet, the higher the efficiency. 100 90 80 70 60 50 40 1 1.5 2 2.5 3 3.5 4 v9/v0 [–] Figure 4-2: Ideal propulsive efficiency as a function of the velocity ratio. Turbojet engines large velocity ratios, with low propulsive efficiency. On the other hand, the turbofan engines have a lower velocity ratio in their fan side (with large fan mass flow rates), with higher propulsive efficiencies. This is why the turbofans with high bypass ratio are able to improve their overall efficiency. J.S. Bahamonde Noriega Master of Science Thesis ηPR [%]PDF Image | Design method for s-CO2 gas turbine power plants
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