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Investigations of the synergy of Composite Cycle and intercooled recuperation

Part of: ISABE 2017

Published online by Cambridge University Press:  15 May 2018

Sascha Kaiser ,
Markus Nickl ,
Christina Salpingidou ,
Zinon Vlahostergios ,
Stefan Donnerhack  and
Hermann Klingels
Sascha Kaiser*
Affiliation:
Visionary Aircraft Concepts, Bauhaus Luftfahrt e.V., Taufkirchen, Germany
Markus Nickl
Affiliation:
Visionary Aircraft Concepts, Bauhaus Luftfahrt e.V., Taufkirchen, Germany
Christina Salpingidou
Affiliation:
Laboratory of Fluid Mechanics and Turbomachinery, Aristotle University of Thessaloniki, Thessaloniki, Greece
Zinon Vlahostergios
Affiliation:
Laboratory of Fluid Mechanics and Turbomachinery, Aristotle University of Thessaloniki, Thessaloniki, Greece
Stefan Donnerhack
Affiliation:
MTU Aero Engines AG, München, Germany
Hermann Klingels
Affiliation:
MTU Aero Engines AG, München, Germany
*
[email protected]
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Abstract

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.

Keywords

Composite Cyclerecuperationintercoolingpropulsionnovel concepts
Type
Research Article
Information
The Aeronautical Journal , Volume 122 , Issue 1252 , June 2018 , pp. 869 - 888
Copyright
Copyright © Royal Aeronautical Society 2018 

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Footnotes

A version of this paper was presented at the ISABE 2017 Conference, 3-8 September 2017, Manchester, UK.

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