Rolls-Royce Technology for Future Aircraft Engines

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Rolls-Royce Technology for Future

Aircraft Engines

RAeS Hamburg

March 20 2014

Ulrich Wenger, Head of Engineering & Technology

Rolls-Royce Deutschland

Scholz

Notiz

Lecture for RAeS, DGLR, VDI at Hamburg University of Applied Sciences on March 20th 2014. Download this file from: http://hamburg.dglr.de

Content

o 1. Introduction to Rolls-Royce

o 2. Engine Technology in the Past

o Engines for Commercial Jets o Turboprops o Engines for Business Jets

o 3. Sustainable Aviation

o ACARE / Flight Path 2050 Targets o Future Engine Concepts

o 4. Technology Development at Rolls-Royce

2

3 1. Introduction to Rolls-Royce: Power Systems for 4 Markets

4

2013 Financial Highlights

6 Rolls-Royce Deutschland 2013 at a Glance

7 Sustainable Growth in Germany

8 Rolls-Royce in Germany

Rolls-Royce Power Systems Friedrichshafen

2. Engine Technology in the Past

• First jet propelled flight took place 75 years ago:

Heinkel He 178 with HeS3

designed by Pabst von Ohain,

27.08.1939 Rostock

• First commercial jet airplane 1949/52:

DeHavilland Comet DH106

DeHaviland Ghost at first flight.

Rolls-Royce Avon engines on production aircrafts.

(later also in S.A. Caravelle)

9

Source: Wikipedia

Supersonic

Concorde, RR/Snecma Olympus, Turbojet Engine

10

First flight: 21.01.1976

No of Aircraft built: 16(+4)

Cruise Speed: Ma 2,2

RR Olympus, developed by Bristol Aero Engines for Vulcan Bomber

Rolls-Royce proprietary information

11


Engine Design RR Olympus

Turbojet engine, no bypass flow

Medium pressure ratio

Variable geometry at inlet and exhaust (afterburner)

Minimum frontal area

12

13 Turboprops

Turboprop Engine RR Dart

• 2 axial-centrifugal compressors

• Tubular combustor

• First run 1946

Commercial airplanes:

• Fokker F27 Friendship

• Vickers Viscount

• Douglas DC-3 re-engineing

• Gulfstream GI

• Convair 600/640

• YS-11


Source: Wikipedia

Turboprops 14

Turboprop Engine RR Tyne

Applications in military aircraft:

• Breguet Atlantique, maritime patrol

• Transall C-160

• First flight Atlantique: 21.10.1961

• Medium air speed, conventional

propeller delivers good efficiency

• Low fuel burn requires moderate

pressure ratio of about 13,5. Two shaft

core engine allows very effective

components

Source: Wikipedia

Turboprops

Airbus A400M

EPI TP400 D6

15

• Air speed nearly at jet level (Ma 0,72) => modern propeller with complex control

required (one power lever to control per engine)

• Low fuel burn on long missions => Turboprop with high pressure ratio(ca. 26);

optimum component efficiencies; 2 shaft core, free power turbine

• First flight of the engine on C-130 testbed: 17.12.2008

16

Bypass Engine RR Conway

• First bypass engine in commercial service

• 2 shafts, 2 axial compressors

• BPR=0,6


• Boeing 707

• Douglas DC-8


Source: Wikipedia

17

High Bypass Engine RR RB 211

• 3 shafts

• BPR ca. 5

• Wide Chord Fan (Honeycomb)

on later versions (-535, -524)


• Boeing 757, 767, 747

• Lockheed L 1011 Tristar


Source: Wikipedia

18 Modern Commercial Jets 18

A380, RR Trent 900

Trent XWB - Advanced Technology for A350

2 stage IP turbine

Advanced

materials

Blisk

technology

Bearing load

management

Low emissions

combustor Hollow

lightweight

titanium fan

system

Full 3D aero

compressors

Integrated

intelligent engine

health monitoring

Turbine end wall

profiling

Soluble core HP

turbine blades

Rolls-Royce proprietary information Copyright: Airbus

19

Milestones Business Jets

Gulfstream GI RR Dart

Gulfstream GII RR Spey

Gulfstream GIII RR Spey

Gulfstream GIV RR Tay

Gulfstream G350/450 RR Tay 8C

Gulfstream GV/G550 BR710

Gulfstream G650 BR725

20


BR725 Engine for Gulfstream G650 21

Smoke free combustor

16 lobe mixer for minimal jet noise

New swept fan, Trent technology, increased diameter, increased bypass ratio

Improved HPC with 5 stages of blisk

New 3stage LPT

3. Sustainable Aviation

• Climate Change (CO2 Emissions)

• Noise

• problematic close to Airports

Circa 1900 Today

Pasterz Gletscher, Österreich


-1 0 1 2 3 4 5 6

1

0.5

0

-0.5

-1

85 dB(A) Take-off Noise 737-200 DC9-50

RJ100

717-200

Startbahn

22

Pasterz Glacier, Austria

Source: World Resources Institute 2005

~700 million tonnes of CO2 per year

~1050 million tonnes of CO2 per year

Greenhouse gas emissions (all gasses) for (2005)

28.0

25.911.9

10.4

8.5

4.3

4.03.2 2.3 1.6

Electricity and heat

Agriculture, land use change andforestryManufacturing and construction

Transport

Other fuel combustion

Industrial processes

Fugitive emissions

Waste

Marine

Aviation

Man-made greenhouse gas emissions (all gasses)

23


Global Aviation CO2 Emissions Scenario 24


Flightpath 2050 Goals to take ACARE beyond 2020

The Advisory Council for Aviation Research and

Innovation in Europe (ACARE) has set new

technology goals to achieve by 2050

75% reduction in CO2 per passenger kilometre

90% reduction in NOx emissions, and

65% reduction in noise

Strategic Research & Innovation Agenda – goals:

Meeting Societal and Market Needs

Maintaining and Extending Industrial Leadership

Protecting the Environment and the Energy Supply

Ensuring Safety and Security

Prioritising Research, Testing Capabilities & Education

Airframe Engine ATM &

Operations

Requires

Improvement

in all areas


25

ACARE 2020 and Flight Path 2050 Targets


X X

26

Trent 1000 is 12% more fuel efficient than Trent 800

27


Alternative Fuels

4. Technology Development at Rolls-Royce 28


0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70 0.700

0.725

0.975

1.000

0.950

0.925

0.900

0.875

0.825

0.850

0.800

0.775

0.750

0.4

0.425

0.450

0.475

0.500

0.525

0.550

0.575

0.600

0.625

propulsive

efficiency prop

thermal efficiency th

x transfer efficiency tran

Current

Rolls-Royce

HBR engines

theoretical limit

for Open Rotor

propulsive

efficiency

theoretical limit

stoichiometric TET,

optimum componenten

efficiency, 80+ OPR. Spe

cific

Fue

l Con

sum

ptio

n lb

/ hr

/ lb

f @ 0

.8M

n

Turbofan Thermodynamic Cycle Efficiencies

practical limit for

low NOx

30%

theoretical

improvement at

Ma 0.8

29

Fuel Burn Reduction and CO2 Improvements

1985 1990 1995 2000 2005 2010 2015 2020 2025

Year

Reference

+12-15%

- 5-8 %

3rd Generation BPR=5-8 RB211, Trent 700, V2500

4th Generation BPR=8-10 Trent 500/900, GP7000

5th Generation BPR>10 Trent 1000, GENX

- 15 %

- 20 %

UHBR, BPR>20, CRTF

ACARE Vision 2020 Target

- 10%

New Architectures

Open rotor, BPR>35

ATF or GTF BPR >11

2030


30

Commercial Jets 2nd Generation BPR<5 PW JT8D, RR Conway

Type Test Turbine Entry Temperatures (TET)

Process Temperatures, Trends

• High OR cycles

increase turbine entry

temperatures

• Required HPT

technology:

• Materials & Coatings • Cooling design &

airsystem design

Current

Development

Engines

S

s

S

S

S

S

Y

y


31

Composite Fan Research today 32


Eeeeeeeeeeeeeeeeeeeeeee E e

Rolls-Royce Carbon-Titanium Fan, CTi Fan

• Composite/Ti fan

blade for next

generation large

engine

Rolls-Royce UltraFan

• With further increasing bypass ratios,

a geared LP-system offers benefits

• Current nacelle designs with TRU

could be replaced by variable pitch

composite fan (VP fan) and variable

area nozzle (VAN)

35

Technology Demonstrators

Potential “Game Changers”

Pressure Gain

Combustion

Engine – Airframe Optimisation

Advanced Cycles

ICR

Integrated electrical

systems

Adaptive cycles

Open rotor

36

37 Turboelectric Hybrid Propulsion (NASA Concept)

• Seperate power- and

thrust generation

• Blended wing body with

maximum L/D ratio

• Electrcally driven fans

with wing boundary

layer suction

• Gas turbine in wing tips

generates electrical

power


Source: Paper ISABE 2011-1340

38 eConcept (Airbus/Rolls-Royce)

• Blended Wing Body

• 1 GT-Engine with

Generators

• 6 electrically driven

Fans

• Battery to store

electrical energy

eConcept presented by EADS at Aero Salon Paris 2013


Source: Airbus

Summary 39

Rolls-Royce data

Gasturbines still have a lot of potential in

aircraft propulsion

Rolls-Royce and the aerospace industry

carry out a lot of research to fulfil the

challenging ACARE targets which will make

air travel more sustainable.

This overview presented some of the

technologies on which RR works currently

My personal opinion about future air

transport:

In 20 years we will still fly, and probably subsonic Gasturbines will largely generate the power for

aircraft propulsion We will see more propellers and hybrid systems in

use on aircraft

Rolls-Royce Technology for Future Aircraft Engines

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