The Rolls-Royce Trent Engine

1
The Rolls-Royce Trent Engine
Michael Cervenka Technical Assistant to Director
- Engineering Technology
5 October 2000
2
Rolls-Royce Today

• 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

3
Newtons 3rd Law
MV
Thrust Mass x Velocity (MV)
4
Propeller versus Jet Propulsion
Propeller - moves LARGE MASS of air at low
velocity
Mvjet
Mvaircraft
Thrust M(vaircraft - vjet)
Thrust m(Vaircraft - Vjet)
Jet - moves small mass of gas at HIGH VELOCITY
mVjet
mVaircraft
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Jet Engine Layout
Combustion Chamber
Exhaust Nozzle
Compressor
mVaircraft
mVjet
Turbine
Shaft
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Different Jet Engine Types
Civil turbofan - Trent
Military turbofan - EJ200
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Different Jet Engine Types - Mechanical drive
Turboprop - AE 2100
Turboshaft - RTM322
Marine Trent
Industrial Trent
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Piston Engine versus Turboprop
Piston engine
Jet engine driven propeller (Turboprop)
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Pressure and Temperature
40
Pressure(atmospheres)
0
1500
Temperature (degrees C)
0
10
Axial Compressor and Turbine Operation
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Axial Compressor and Turbine Operation
Turbine Stages
Compressor Stages
Rotating Rotor Row
Rotating Rotor Row
Rotating Rotor Row
Rotating Rotor Row
Gas flow
Airflow
Stationary Nozzle Row
Stationary Vane Row
Stationary Vane Row
Stationary Nozzle Row
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Multiple Shafts - Trent 95,000 lbs Thrust
LP System 1 Fan stage 5 Turbine stages gt3,000 rpm
IP System 8 Compressor stages 1 Turbine
stage gt7,500 rpm
HP System 6 Compressor stages 1 Turbine
stage gt10,000 rpm
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Combustor Operation
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Combustor Operation
Primary zone
Dilution zone
Intermediate zone
Fuel spray nozzle
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Reverse Thrust
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New Product Introduction Process
Stage 1 Preliminary Concept Definition
Preliminary concept defined for planning purposes
Product definition stages
Stage 2 Full Concept Definition
Full concept defined, product launched
Stage 3 Product Realisation
Product developed, verified and approved
Stage 4 Production
Product produced and delivered to customer
Capability Acquisition
Stage 5 Customer Support
Product used by customer
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New Project Planning Process
BUSINESS MODEL Units sold Unit Cost Selling
Price Concessions Sales Costs Development
Costs Guarantee Payments Spares Turn Spares Price
MARKETING MODEL Market Size Selling
Price Concessions Operating Costs Payload
Range Maintenance Costs Fuel Burn Commonality
ENGINEERING MODEL Safety Unit Cost Weight Noise E
missions Geometry Reliability Operability Performa
nce
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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
100
Trent 800
90
Trent 700
80
70
60
50
-535C
40
-524D
-535E4
30
-524
-22
20
-524H
-524G
10
0
1972
1974
1976
1978
1980
1982
1984
1986
1988
1990
1992
1994
1996
1998
2000
Entry into service
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Why 3 Shafts?
Short / Medium-Haul(8,000 - 40,000lbs thrust)
Long / Medium-Haul(40,000-100,000lbs thrust)
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Evolution of Trent Family
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Trent 700 800
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Trent 500
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Material Strength
Specific Strength
Titanium Alloy
Nickel Alloy
Steel
Aluminium Alloy
Temperature
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Engine Materials
Titanium Nickel Steel Aluminium Composites
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Fan Blade Technology
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Wide-chord Fan Technology
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Fan Section
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Swept Fans
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Compressor Aerodynamics
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Trent 500 Tiled Combustor

• 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 primary zone volume for altitude re-light
Small total volume for NOx control
Large airspray injectors for improved mixing
and smoke control
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Improvements in Materials
Equiaxed Crystal Structure
Directionally Solidified Structure
Single Crystal
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Turbine Cooling
Cooling air
Thermal Barrier Coating
Multi-pass
Single pass
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Performance Trends
Straight jet
Lowbypass
Mediumbypass
Highbypass
50
40
sfc improvement(bare engine)
Propulsiveefficiency
30
Cycle efficiency
20
Thermalefficiency
10
Componentefficiency
Datum
Avon1958
Conway1960
Spey1963
-22B1973
-524B4/D41981
-535E41983
-524G/H1988
7001994
8001995
5002000
RB211
Trent
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Electric Engine Concepts
Air for pressurisation/cabin conditioning
supplied by dedicated system
All engine accessories electrically driven
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Compressor Weight Reduction
Conventional disk blades
Blisk - up to 30 weight saving
Bling - Ti MMC - up to 70 weight saving
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Metal Matrix Composites
Specific Strength
Titanium Metal Matrix Composite
Titanium Alloy
Nickel Superalloy
Temperature (degrees C)
37
Future Emissions Improvements
Double-annular combustor
Pre-mixed double-annular combustor
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Future Aircraft Configurations
Blended wing aircraft may offer up to 30
reduction in fuel consumption - 40 if combined
with electric engine concepts
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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

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