Recuperated gas turbine aeroengines. Part III: engine concepts for reduced emissions, lower fuel consumption, and noise abatement

McDonald, Colin F.; Massardo, Aristide F.; Rodgers, C.; Stone, Aubrey

doi:10.1108/00022660810882773

Cited by 54 publications

(28 citation statements)

References 49 publications

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“…12 The data given in Table 1 represent the boundary conditions used in the parametric study of the external side. The inlet flow Mach number is varied to establish correlations in the Reynolds number range 10,000 < Re < 120,000 as defined by equation (2). The flow in this Reynolds number range is considered as turbulent flow.…”

Section: Intercooler External Side Modelingmentioning

confidence: 99%

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Conceptual design of a two-pass cross-flow aeroengine intercooler

Zhao

Grönstedt

2014

Proceedings of the Institution of Mechanical Engineers, Part G:

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Establishing an optimal intercooled aeroengine constitutes a coupled problem where the conceptual design of the intercooler and the engine has to be considered simultaneously. The heat transfer and pressure loss characteristics will depend on the choice of the intercooler architecture. Hence, to be able to optimize the performance of an intercooled aeroengine, the performance characteristics of a given intercooler architecture has to be known in the parameter range anticipated for the aeroengine optimization. Here, the conceptual design of a tubular two-pass crossflow intercooler architecture intended for a turbofan aeroengine application is presented. The internal flow is simulated applying a porous media model for the intercooler tubes, whereas the connecting ducts are analyzed with threedimensional simulations allowing the assessment of a number of design solutions. The external flow is treated with two-dimensional simulations investigating the external pressure loss and heat transfer characteristics of the two elliptical tube stacks. The intercooler performance is then generalized by developing a reduced order correlation covering a parameter range anticipated for a turbofan conceptual design optimization. The paper constitutes a first effort to establish an open literature complete set of correlations for the prediction of aeroengine intercooler performance.

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Section: Intercooler External Side Modelingmentioning

confidence: 99%

“…[1][2][3][4][5][6] In conventional engines, the OPR is limited by compressor exit temperature constraints set primarily by high-pressure turbine disc and blade cooling requirements. Thus, a decreased compressor exit temperature provided through intercooling allows increased OPR, which enables increased thermal efficiency and reduced SFC.…”

Section: Introductionmentioning

confidence: 99%

Conceptual design of a two-pass cross-flow aeroengine intercooler

Zhao

Grönstedt

2014

Proceedings of the Institution of Mechanical Engineers, Part G:

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“…The SFC and thermal efficiency benefits of intercooled cycles have been documented by several researchers [2][3][4][5][6][7][8][9] and intercooled-recuperated core cycles have also received significant attention [10][11][12][13][14][15][16][17]. For an extensive literature review on both core concepts the interested reader is referred to Ref.…”

Section: Introductionmentioning

confidence: 99%

On the Optimization of a Geared Fan Intercooled Core Engine Design

Kyprianidis

Rolt

2014

Journal of Engineering for Gas Turbines and Power

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Reduction of CO2 emissions is strongly linked with the improvement of engine specific fuel consumption (SFC), as well as the reduction of engine nacelle drag and weight. One alternative design approach to improving SFC is to consider a geared fan combined with an increased overall pressure ratio (OPR) intercooled core performance cycle. Thermal benefits from intercooling have been well documented in the literature. Nevertheless, there is little information available in the public domain with respect to design space exploration of such an engine concept when combined with a geared fan. The present work uses a multidisciplinary conceptual design too! to further analyze the option of an intercooled core geared fan aero engine for long haul applications with a 2020 entry into service technology level assumption. The proposed design methodology is capable, with the utilized tool, of exploring the interaction of design criteria and providing critical design insight at engine-aircraft system level. Previous work by the authors focused on understanding the design space for this particular configuration with minimum SFC. engine weight, and mission fuel in mind. This was achieved by means of a parametric analysis, varying several engine design parameters-but only one at a time. The present work attempts to identify "globally " fuel burn optimal values for a set of engine design parameters by varying them all simultaneously. This permits the nonlinear interactions between the parameters to be accounted for. Special attention has been given to the fuel burn impact of the reduced high pressure compressor (HPC) efficiency levels associated with low last stage blade heights. Three fuel optimal designs are considered, based on different assumptions. The results indicate that it is preferable to trade OPR and pressure ratio split exponent, rather than specific thrust, as means of increasing blade height and hence reducing the associated fuel consumption penalties. It is interesting to note that even when considering the effect of HPC last stage blade height on efficiency there is still an equivalently good design at a reduced OPR. This provides evidence that the overall economic optimum could be for a lower OPR cycle. Customer requirements such as take off distance and time to height play a very important role in determining a fuel optimal engine design. Tougher customer requirements result in bigger and heavier engines that burn more fuel. Higher OPR intercooled engine cycles clearly become more attractive in aircraft applications that require larger engine sizes.

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“…The hot exhaust gas is used in the gas turbine to pre-heat the air flow, thus saving fuel in the combustor. recuperated gas turbine is mainly investigated in aircraft applications where no further use of the waste heat can be realised [10]. In modern conventional combined cycle applications there are two main reasons for which the use of recuperation is not useful.…”

Section: Recuperated Oxyfuel Gas Turbinementioning

confidence: 99%

“…It was shown in the previous sections that the exhaust gas temperatures can rise up to 800 °C. McDonald [10] assumes that the application range of nickel based alloys was up to 790°C of hot gas temperature. Alternatives would be ceramic or carbon composite materials.…”

Section: Recuperated Oxyfuel Gas Turbinementioning

confidence: 99%

Optimisation Potentials for the Heat Recovery in a Semi-closed Oxyfuel-combustion Combined Cycle with a Reheat Gas Turbine

Mletzko

Kather

2014

Energy Procedia

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Semi-closed oxyfuel-combustion combined cycle plants are one possibility to realise CCS technologies with natural gas-fired power plants. Due to the recirculation of exhaust gas the working fluid in the gas turbine consists mainly of CO2. This leads to the necessity for an increased pressure ratio to achieve the efficiency and the exhaust gas temperatures of conventional gas turbines. In this work a conventional natural gas-fired combined cycle plant with a reheat gas turbine modified for oxyfuel operation will be presented. As it is assumed that the necessary pressure ratio is not realisable with axial compressors two different scenarios are considered. On the one hand the pressure ratio is the same as in the conventional process and on the other hand the pressure ratio is set to an assumed maximum of 60. The exhaust gas temperature lies significantly above the values of the conventional plant. Generally the higher pressure ratio results in a higher net efficiency of the plant. An unchanged heat recovery process results in a loss of efficiency of at least 9.3 to 10.8 %-pts. depending on the pressure ratio. Increasing the steam parameters can achieve a reduction of this loss ranging from 0.5 %-pts for the high pressure ratio to 1.0 %-pts for the low pressure ratio. An alternative approach for the heat recovery is the application of an internal recuperator in the gas turbine. When the achievable pressure ratio is far from the optimum value, as in the low pressure ratio case, this approach can lead to significantly lower losses of 9.1 %-pts. With a higher pressure ratio the effects of the optimisation options are similar.

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Recuperated gas turbine aeroengines. Part III: engine concepts for reduced emissions, lower fuel consumption, and noise abatement

Cited by 54 publications

References 49 publications

Conceptual design of a two-pass cross-flow aeroengine intercooler

Conceptual design of a two-pass cross-flow aeroengine intercooler

On the Optimization of a Geared Fan Intercooled Core Engine Design

Optimisation Potentials for the Heat Recovery in a Semi-closed Oxyfuel-combustion Combined Cycle with a Reheat Gas Turbine

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