Rolls Royce trent Engine

The Rolls-Royce Trent Engine

5 October 2000

Michael Cervenka Technical Assistant to Director - Engineering & Technology

World No 2 in aero-engines

World leader in marine propulsion systems

Developing energy business

Annual sales of over £4.5 billion

Orders of over £13 billion

Rolls-Royce Today

Newton’s 3rd Law

Equilibrium Reaction Action

Thrust = Mass x Velocity (MV)

MV

Propeller versus Jet Propulsion

Propeller - moves

LARGE MASS of

air at low velocity

Jet - moves small

mass of gas at HIGH

VELOCITY

Mvaircraft

mVjet

Thrust = M(vaircraft - vjet)

mVaircraft

Thrust = m(Vaircraft - Vjet)

Mvjet

Jet Engine Layout

Compressor Combustion Chamber

Turbine Shaft

Exhaust Nozzle

mVaircraft

mVjet

Civil turbofan -

Trent

Different Jet Engine Types

Military turbofan -

EJ200

Different Jet Engine Types - Mechanical drive

Turboprop - AE 2100 Turboshaft - RTM322

Marine Trent Industrial Trent

Piston Engine versus Turboprop

Piston engine

Jet engine

driven propeller

(Turboprop)

Air intake

Air intake

Compression Combustion

Exhaust

Exhaust

Intermittent

Continuous

Pressure and Temperature

Pressure (atmospheres)

0

40

Temperature (degrees C)

0

1500

Axial Compressor and Turbine Operation

Axial Compressor and Turbine Operation

Stationary

Nozzle Row

Turbine Stages

Gas flow

Compressor Stages

Stationary

Vane Row

Rotating

Rotor Row

Rotating

Rotor Row

Stationary

Vane Row

Airflow

Rotating

Rotor Row

Rotating

Rotor Row

Stationary

Nozzle Row

Multiple Shafts - Trent 95,000 lbs Thrust

HP System

6 Compressor stages

1 Turbine stage

>10,000 rpm

IP System

8 Compressor stages

1 Turbine stage

>7,500 rpm

LP System

1 Fan stage

5 Turbine stages

>3,000 rpm

Combustor Operation

Combustor Operation

Primary zone Intermediate

zone

Dilution zone

Fuel spray nozzle

Reverse Thrust

85% thrust

15% thrust

Net 25% to 30% thrust

New Product Introduction Process

Stage 1:

Preliminary

Concept

Definition Stage 2:

Full

Concept

Definition

Stage 3:

Product

Realisation

Stage 4:

Production

Stage 5:

Customer

Support

Capability

Acquisition

Product definition stages

Preliminary concept defined for planning purposes

Full concept defined, product launched

Product developed, verified and approved

Product produced and

delivered to customer

Product used by customer

New Project Planning Process BUSINESS MODEL

Units sold

Unit Cost

Selling Price

Concessions

Sales Costs

Development Costs

Guarantee Payments

Spares Turn

Spares Price

ENGINEERING MODEL

Safety

Unit Cost

Weight

Noise

Emissions

Geometry

Reliability

Operability

Performance

MARKETING MODEL

Market Size

Selling Price

Concessions

Operating Costs

Payload Range

Maintenance Costs

Fuel Burn

Commonality

102 Million Hours of Service

RB211 & Trent operating hours

August 2000

-22B 26.7 million hours

-524 48.5 million hours

-535 25.4 million hours

Trent 2.2 million hours

4260 engines ordered

3592 engines delivered

103 customers currently flying

with RB211 or Trent engines

Million hours

10

20

30

40

50

60

70

80

90

100

1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998

Entry into service

-22

0

-524

-524D

-535C

-535E4

-524G

-524H

Trent 700

Trent 800

2000

Why 3 Shafts?

Short / Medium-Haul (8,000 - 40,000lbs thrust):

Long / Medium-Haul

(40,000-100,000lbs thrust):

Acquisition Cost

Maintenance

• Simpler engine, hence moderate:

- Overall pressure ratio

- Turbine entry temperature

- Bypass ratio

Two-Shaft Configuration Three-Shaft Configuration

• Requires high:

- Overall pressure ratio

- Turbine entry temperature

- Bypass ratio

Range

Fuel consumption

Evolution of Trent Family

Fan diameter - in.

110

97.5

86.3

Trent 800 Trent 8104 Trent 900

Trent 700 Trent 500 Trent 600

RB211-524G/H-T

60,000lb

72,000lb

95,000lb 104,000lb

56,000lb 65,000lb

80,000lb Scaled core

Scaled core

Boeing 777

Airbus A3XX

Airbus A330

Airbus A340

Boeing 767

Boeing 747

Trent 700 & 800

Trent 700

Trent 800

Area of significant commonality

Area of main geometric change

Fan diameter

increased to

2.8m

(110.3in.) Five-stage

LP turbine

Single crystal HPT

Single Crystal

Uncooled

IP turbine blade

Fan diameter

2.47m

(97.4in.)

Four-stage

LP turbine

Phase 5 low

emissions

combustor

8 Stage IPC

3 Variables

Trent

500

Trent

700

Trent 500 Scaled IP & HP

compressor

3D Aerodynamics

Scaled combustor

with tiled cooling

HP & IP turbines have

increased blade speeds

High lift LP turbine blading

Material Strength

Specific Strength

Nickel Alloy

Steel

Aluminium Alloy

Titanium Alloy

Temperature

Engine Materials

Titanium

Nickel

Steel

Aluminium

Composites

Fan Blade Technology

+ 4% efficiency Clappered Wide-chord fan

Wide-chord Fan Technology

Honeycomb

construction

1st generation:

1984

2nd generation:

1995

DB/SPF

construction

Fan Section

Swept Fans

Compressor Aerodynamics

Trent 500 Tiled Combustor

Cold supporting wall

Cast tile Thermal barrier coating

Tiles reduce wall cooling air

requirements making more

air available for NOx

reduction

A significant cost reduction

relative to conventional

machined combustors is

also achieved

Large airspray injectors

for improved mixing

and smoke control

Large primary zone

volume for altitude

re-light

Small total

volume for

NOx control

Improvements in Materials

Equiaxed

Crystal Structure

Directionally

Solidified Structure Single Crystal

Turbine Cooling

Multi-pass

Cooling air

Thermal Barrier

Coating Single pass

Performance Trends

Straight

jet

Low

bypass

Medium

bypass

High

bypass

%sfc

improvement

(bare engine)

50

40

30

20

10

Datum Avon

1958

Conway

1960

Spey

1963

-22B

1973

-524B4/D4

1981

-535E4

1983

-524G/H

1988

700

1994

800

1995

500

2000

Propulsive

efficiency

Component

efficiency

Cycle efficiency

Thermal

efficiency

RB211 Trent

Electric Engine Concepts Air for pressurisation/cabin

conditioning supplied by

dedicated system

All engine

accessories

electrically

driven

Generator on fan shaft

provides power to airframe

under both normal and

emergency conditions Internal active magnetic bearings and

motor/generators replace conventional

bearings, oil system and gearboxes

(typical all shafts)

Pylon/aircraft mounted engine

systems controller connected

to engine via digital highway

New Engine Architecture

with reduced parts count,

weight, advanced cooling,

aerodynamics and lifing

Compressor Weight Reduction

Conventional

disk & blades

Blisk - up to 30%

weight saving

Bling - Ti MMC

- up to 70%

weight saving

Metal Matrix Composites

Titanium Metal Matrix Composite

Titanium Alloy

Nickel Superalloy

Specific Strength

Temperature (degrees C)

Future Emissions Improvements

Pre-mixed double-annular combustor

Pilot

Main

Double-annular combustor

Pilot

Main

Blended wing aircraft may offer

up to 30% reduction in fuel

consumption - 40% if combined

with electric engine concepts

Future Aircraft Configurations

Flying wing

Large diameter

duct

Gas generator

Contra-rotating

turbine

Contra-rotating

fan

Conclusion

The three-shaft concept is now recognised as a

world leader

Customer-focused competitive technology is

critical to its success

Success is a tribute to many generations of people

The RB211 & Trent family has a long and secure

future

Rolls-Royce