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74 Integrated system design In order to verify the validity of the calculations, the overall energy balance is stated and calculated. The control volume is shown in Figure 4-7. Figure 4-7: Turbofan overall control volume. The shaft work generated in the cycle is used internally to drive the fan and the compressors. Consequently, the power generated in the engine is associated with changes in the kinetic energy and the enthalpy in the mass flow rates. The energy balance reads, v02 (fFN + fCR) h0 + 2 + fFLLHVFLηCC = fFNh019 + fCRh09. (4-39) The right side of expression (4-39) is expressed as a function of the total enthalpies in order to use the values shown in Figures 4-4 and 4-6. The result of both sides of this equation is 312 MW, which shows that the energy balance is correct. Thermal efficiency and power of the supercritical cycle The power that is finally moving the aircraft is the thrust power. It was shown in Section 4-1-1 that, for the Boeing 787, it has a value of W ̇ TT = 16.5 MW. Once the thrust power is fixed, it is the propulsive efficiency the one that determines the power that must be generated by the cycle, W ̇ PR = W ̇ TT . ηPR The turbofan, an open cycle, generates the propulsive power, W ̇ PR, accelerating the air in both the core and the fan side. A closed cycle like that of the s-CO2 systems, generates shaft power which can be converted to produce thrust by means of another component like an open propeller. As calculated before, the overall efficiency of the Trent 1000 engine is about 41%. It is necessary to achieve an overall efficiency larger than the mentioned value in order to prove that the s-CO2 system can overcome the performance rates of this engine. Once the propulsive efficiency is known, the thermal efficiency and the shaft power of the cycle can be calculated with expressions (4-1) and (4-3). This thermal efficiency is the minimum value that should be J.S. Bahamonde Noriega Master of Science ThesisPDF Image | Design method for s-CO2 gas turbine power plants
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