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The Rolls-Royce Trent EngineThe 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
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
TurbineShaft
Exhaust Nozzle
mVaircraft
mVjet
Civil turbofan - TrentCivil turbofan - Trent
Different Jet Engine Types
Military turbofan -EJ200Military turbofan -EJ200
Different Jet Engine Types - Mechanical drive
Turboprop - AE 2100Turboprop - AE 2100 Turboshaft - RTM322Turboshaft - RTM322
Marine TrentMarine Trent Industrial TrentIndustrial Trent
Piston Engine versus Turboprop
Piston enginePiston engine
Jet engine driven propeller (Turboprop)
Jet engine driven propeller (Turboprop)
Air intakeAir intake
Air intakeAir intake
CompressionCompression CombustionCombustion
ExhaustExhaust
ExhaustExhaust
IntermittentIntermittent
ContinuousContinuous
Pressure and Temperature
Pressure(atmospheres)
0
40
Temperature (degrees C)
0
1500
Axial Compressor and Turbine Operation
Axial Compressor and Turbine Operation
StationaryNozzle Row
Turbine Stages
Gas flow
Compressor Stages
StationaryVane Row
RotatingRotor Row
RotatingRotor Row
StationaryVane Row
Airflow
RotatingRotor Row
RotatingRotor Row
StationaryNozzle Row
Multiple Shafts - Trent 95,000 lbs Thrust
HP System6 Compressor stages
1 Turbine stage>10,000 rpm
HP System6 Compressor stages
1 Turbine stage>10,000 rpm
IP System8 Compressor stages
1 Turbine stage>7,500 rpm
IP System8 Compressor stages
1 Turbine stage>7,500 rpm
LP System1 Fan stage
5 Turbine stages>3,000 rpm
LP System1 Fan stage
5 Turbine stages>3,000 rpm
Combustor Operation
Combustor Operation
Primary zoneIntermediate
zone
Dilution zone
Fuel spraynozzle
Reverse Thrust
85% thrust85% thrust
15% thrust15% thrust
Net 25% to 30% thrustNet 25% to 30% thrust
New Product Introduction Process
Stage 1: PreliminaryConceptDefinition Stage 2:
FullConceptDefinition
Stage 3:ProductRealisation
Stage 4:Production
Stage 5:CustomerSupport
CapabilityAcquisition
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 MODELUnits sold Unit CostSelling PriceConcessionsSales CostsDevelopment CostsGuarantee PaymentsSpares TurnSpares Price
BUSINESS MODELUnits sold Unit CostSelling PriceConcessionsSales CostsDevelopment CostsGuarantee PaymentsSpares TurnSpares Price
ENGINEERING MODELSafetyUnit CostWeightNoiseEmissionsGeometryReliabilityOperabilityPerformance
ENGINEERING MODELSafetyUnit CostWeightNoiseEmissionsGeometryReliabilityOperabilityPerformance
MARKETING MODELMarket SizeSelling PriceConcessionsOperating CostsPayload RangeMaintenance CostsFuel BurnCommonality
MARKETING MODELMarket SizeSelling PriceConcessionsOperating CostsPayload RangeMaintenance CostsFuel BurnCommonality
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 CostMaintenance
• Simpler engine, hence moderate:
- Overall pressure ratio - Turbine entry temperature - Bypass ratio
Two-Shaft ConfigurationThree-Shaft Configuration
• Requires high:
- Overall pressure ratio - Turbine entry temperature - Bypass ratio
RangeFuel 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
80,000lbScaledcore
Scaledcore
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 diameterincreased to 2.8m (110.3in.)
Five-stageLP turbine
Single crystal HPTSingle CrystalUncooledIP turbine blade
Fan diameter2.47m (97.4in.)
Four-stageLP turbine
Phase 5 lowemissionscombustor
8 Stage IPC3 Variables
Trent 500
Trent 700
Trent 500Scaled IP & HP compressor3D Aerodynamics
Scaled combustor with tiled cooling
HP & IP turbines have increased blade speedsHigh lift LP turbine blading
Material Strength
Specific Strength
Nickel Alloy
Steel
Aluminium Alloy
Titanium Alloy
Temperature
Engine Materials
Titanium
Nickel
Steel
Aluminium
Composites
Titanium
Nickel
Steel
Aluminium
Composites
Fan Blade Technology
+ 4% efficiency+ 4% efficiencyClappered Wide-chord fan
Wide-chord Fan Technology
Honeycombconstruction
1st generation:1984
2nd generation:1995
DB/SPFconstruction
Fan Section
Swept Fans
Compressor Aerodynamics
Trent 500 Tiled Combustor
Cold supporting wall
Cast tileThermal 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
EquiaxedCrystal Structure
EquiaxedCrystal Structure
DirectionallySolidified Structure
DirectionallySolidified Structure
Single CrystalSingle Crystal
Turbine Cooling
Multi-pass
Cooling airThermal Barrier
CoatingSingle pass
Performance Trends
Straight jet
Lowbypass
Mediumbypass
Highbypass
%sfcimprovement(bare engine)
50
40
30
20
10
DatumAvon1958
Conway1960
Spey1963
-22B1973
-524B4/D41981
-535E41983
-524G/H1988
7001994
8001995
5002000
Propulsiveefficiency
Componentefficiency
Cycle efficiency
Thermalefficiency
RB211 Trent
Electric Engine Concepts Air for pressurisation/cabinconditioning supplied by
dedicated system
All engineaccessorieselectrically
driven
Generator on fan shaftprovides power to airframe
under both normal andemergency conditions
Internal active magnetic bearings and motor/generators replace conventional
bearings, oil system and gearboxes (typical all shafts)
Pylon/aircraft mounted enginesystems controller connected to engine via digital highway
New Engine Architecturewith reduced parts count, weight, advanced cooling, aerodynamics and lifing
Compressor Weight Reduction
Conventionaldisk & 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-rotatingfan
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
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