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