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首页> 外文期刊>The Aeronautical Journal >Investigations of the synergy of Composite Cycle and intercooled recuperation
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Investigations of the synergy of Composite Cycle and intercooled recuperation

机译：复合循环与中冷再生的协同作用研究

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The synergistic combination of two promising engine architectures for future aero engines is presented. The first is the Composite Cycle Engine, which introduces a piston system in the high pressure part of the core engine, to utilise closed volume combustion and high temperature capability due to instationary operation. The second is the Intercooled Recuperated engine that employs recuperators to utilise waste heat from the core engine exhaust and intercooler to improve temperature levels for recuperation and to reduce compression work. Combinations of both architectures are presented and investigated for improvement potential with respect to specific fuel consumption, engine weight and fuel burn against a turbofan. The Composite Cycle alone provides a 15.6% fuel burn reduction against a turbofan. Options for adding intercooler were screened, and a benefit of up to 1.9% fuel burn could be shown for installation in front of a piston system through a significant, efficiency-neutral weight decrease. Waste heat can be utilised by means of classic recuperation to the entire core mass flow before the combustor, or alternatively on the turbine cooling bleed or a piston engine bypass flow that is mixed again with the main flow before the combustor. As further permutation, waste heat can be recovered either after the low pressure turbine-with or without sequential combustion-or between the high pressure and low pressure turbine. Waste heat recovery after the low pressure turbine was found to be not easily feasible or tied to high fuel burn penalties due to unfavourable temperature levels, even when using sequential combustion or intercooling. Feasible temperature levels could be obtained with inter-turbine waste heat recovery but always resulted in at least 0.3% higher fuel burn compared to the non-recuperated baseline under the given assumptions. Consequently, only the application of an intercooler appears to provide a considerable benefit for the examined thermodynamic conditions in the low fidelity analyses of various engine architecture combinations with the specific heat exchanger design. Since the obtained drawbacks of some waste heat utilisation concepts are small, innovative waste heat management concepts coupled with the further extension of the design space and the inclusion of higher fidelity models may achieve a benefit and motivate future investigations.
机译：提出了两种有前途的发动机架构用于未来航空发动机的协同组合。第一个是复合循环发动机，它在核心发动机的高压部分引入了活塞系统，以利用由于不平稳运转而产生的封闭容积燃烧和高温性能。第二种是中冷换热发动机，该发动机采用换热器来利用核心发动机排气和中冷器产生的废热，以提高换热温度水平并减少压缩工作。提出并研究了两种架构的组合，以提高在特定油耗，发动机重量和涡轮风扇燃烧方面的改进潜力。仅复合循环可以使涡轮风扇的燃油消耗减少15.6％。筛选了添加中冷器的选项，通过显着降低效率（中性）减轻重量，可以将安装在活塞系统前的燃油消耗提高至1.9％。可以通过经典的换热方式将废热利用到燃烧室之前的整个堆芯质量流，或者可替代地在涡轮机冷却放气或活塞发动机旁通流上使用，再与燃烧室之前的主流混合。作为进一步的排列，可以在低压涡轮机之后（有序燃烧或无顺序燃烧）或在高压和低压涡轮机之间回收废热。发现低压涡轮后的废热回收不容易实现或由于不利的温度水平而与高燃料燃烧损失联系在一起，即使使用顺序燃烧或中间冷却时也是如此。在给定的假设下，通过涡轮机间余热的回收可以获得合适的温度水平，但总的燃油消耗量比未补充的基准线至少高出0.3％。因此，在对具有特定热交换器设计的各种发动机结构组合进行低保真度分析时，仅应用中冷器似乎可以为检查的热力学条件提供可观的收益。由于获得的一些废热利用概念的弊端很小，创新的废热管理概念，再加上设计空间的进一步扩展以及更高保真度模型的加入，可能会带来益处并激发未来的研究。

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