The Rolls-Royce Trent Engine
Michael Cervenka
Technical Assistant to Director - Engineering & Technology
5 October 2000
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
Newton’s 3rd Law
MV
Equilibrium Reaction Action
Thrust = Mass x Velocity (MV)
Propeller versus Jet Propulsion
Propeller - moves Mvjet
LARGE MASS of
air at low velocity
Mvaircraft
Thrust = M(vaircraft - vjet)
Thrust = m(Vaircraft - Vjet)
Jet - moves small
mVjet mass of gas at HIGH
mVaircraft VELOCITY
Jet Engine Layout
Compressor Combustion Exhaust
Chamber Nozzle
mVaircraft
mVjet
Shaft Turbine
Different Jet Engine Types
Civil turbofan -
Trent
Military turbofan -
EJ200
Different Jet Engine Types - Mechanical drive
Turboprop - AE 2100 Turboshaft - RTM322
Marine Trent Industrial Trent
Piston Engine versus Turboprop
Air intake
Exhaust
Piston engine
Intermittent
Compression Combustion
Continuous
Air intake Exhaust
Jet engine
driven propeller
(Turboprop)
Pressure and Temperature
40
Pressure
(atmospheres)
0
1500
Temperature
(degrees C)
0
Axial Compressor and Turbine Operation
Axial Compressor and Turbine Operation
Compressor Stages Turbine Stages
Rotating Rotating Rotating Rotating
Rotor Row Rotor Row Rotor Row Rotor Row
Gas flow
Airflow
Stationary Stationary Stationary Stationary
Vane Row Vane Row Nozzle Row Nozzle Row
Multiple Shafts - Trent 95,000 lbs Thrust
LP System
IP System 1 Fan stage
8 Compressor stages 5 Turbine stages
1 Turbine stage >3,000 rpm
>7,500 rpm
HP System
6 Compressor stages
1 Turbine stage
>10,000 rpm
Combustor Operation
Combustor Operation
Primary zone Dilution zone
Intermediate
zone
Fuel spray
nozzle
Reverse Thrust
Net 25% to 30% thrust
85% thrust
15% thrust
New Product Introduction Process
Stage 1:
Preliminary Preliminary concept defined for planning purposes
Concept
Product definition stages
Definition Stage 2:
Full Full concept defined, product launched
Concept
Definition
Stage 3:
Product Product developed, verified and approved
Realisation
Stage 4: Product produced and
delivered to customer
Production
Capability Stage 5:
Acquisition Customer Product used by customer
Support
New Project Planning Process
BUSINESS MODEL
Units sold
Unit Cost
Selling Price
Concessions
Sales Costs
Development Costs
MARKETING MODEL Guarantee Payments
Market Size Spares Turn
Selling Price Spares Price
Concessions
Operating Costs
Payload Range ENGINEERING MODEL
Maintenance Costs Safety
Fuel Burn Unit Cost
Commonality Weight
Noise
Emissions
Geometry
Reliability
Operability
Performance
102 Million Hours of Service
RB211 & Trent operating hours
Million hours August 2000
100 -22B 26.7 million hours
-524 48.5 million hours Trent 800
90
-535 25.4 million hours Trent 700
80 Trent 2.2 million hours
4260 engines ordered
70
3592 engines delivered
60 103 customers currently flying
with RB211 or Trent engines
50
40 -535C
-524D -535E4
30 -524
-22
20 -524H
10 -524G
0
1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000
Entry into service
Why 3 Shafts?
Long / Medium-Haul Short / Medium-Haul
(40,000-100,000lbs thrust): (8,000 - 40,000lbs thrust):
Range Acquisition Cost
Fuel consumption Maintenance
• Requires high: • Simpler engine, hence moderate:
- Overall pressure ratio - Overall pressure ratio
- Turbine entry temperature - Turbine entry temperature
- Bypass ratio - Bypass ratio
Three-Shaft Configuration Two-Shaft Configuration
Evolution of Trent Family
Fan diameter - in.
Trent 800 Trent 8104 Trent 900
Boeing 777
110
95,000lb Scaled 104,000lb Scaled 80,000lb Airbus A3XX
core core
Trent 700 Trent 500 Trent 600
Airbus A330
97.5
72,000lb 56,000lb 65,000lb
Boeing 747
RB211-524G/H-T
86.3 Airbus A340
60,000lb
Boeing 767
Trent 700 & 800
Phase 5 low Single Crystal
emissions Single crystal HPT Uncooled
combustor IP turbine blade
Fan diameter Trent 800
increased to
2.8m
(110.3in.)
Five-stage
LP turbine
Fan diameter Four-stage
2.47m Area of significant commonality LP turbine
(97.4in.) Area of main geometric change
Trent 700
8 Stage IPC
3 Variables
Trent 500
Scaled IP & HP Scaled combustor HP & IP turbines have
compressor with tiled cooling increased blade speeds
3D Aerodynamics High lift LP turbine blading
Trent
500
Trent
700
Material Strength
Specific Strength
Titanium Alloy
Nickel Alloy
Steel
Aluminium Alloy
Temperature
Engine Materials
Titanium
Nickel
Steel
Aluminium
Composites
Fan Blade Technology
Clappered + 4% efficiency Wide-chord fan
Wide-chord Fan Technology
1st generation: 2nd generation:
1984 1995
Honeycomb DB/SPF
construction construction
Fan Section
Swept Fans
Compressor Aerodynamics
Trent 500 Tiled Combustor
Cold supporting wall
Tiles reduce wall cooling air
requirements making more Cast tile
Thermal barrier coating
air available for NOx
reduction Large primary zone Small total
volume for altitude volume for
A significant cost reduction re-light NOx control
relative to conventional
machined combustors is
also achieved
Large airspray injectors
for improved mixing
and smoke control
Improvements in Materials
Equiaxed Directionally
Single Crystal
Crystal Structure Solidified Structure
Turbine Cooling
Cooling air
Single pass Multi-pass Thermal Barrier
Coating
Performance Trends
Straight Low Medium High
jet bypass bypass bypass
50
%sfc 40
Propulsive
improvement
efficiency
(bare engine)
30
Cycle efficiency
20
Thermal
efficiency
10 Component
efficiency
Datum
Avon Conway Spey -22B -524B4/D4-535E4 -524G/H 700 800 500
1958 1960 1963 1973 1981 1983 1988 1994 1995 2000
RB211 Trent
Electric Engine Concepts Air for pressurisation/cabin
conditioning supplied by
New Engine Architecture dedicated system
with reduced parts count,
weight, advanced cooling, Pylon/aircraft mounted engine
aerodynamics and lifing systems controller connected
to engine via digital highway
All engine
accessories
electrically
driven
Generator on fan shaft
provides power to airframe
Internal active magnetic bearings and under both normal and
motor/generators replace conventional emergency conditions
bearings, oil system and gearboxes
(typical all shafts)
Compressor Weight Reduction
Conventional Blisk - up to 30% Bling - Ti MMC
disk & blades weight saving - up to 70%
weight saving
Metal Matrix Composites
Specific Strength
Titanium Metal Matrix Composite
Titanium Alloy
Nickel Superalloy
Temperature (degrees C)
Future Emissions Improvements
Main
Pilot
Double-annular combustor
Main
Pilot
Pre-mixed double-annular combustor
Future Aircraft Configurations
Large diameter Contra-rotating
duct fan
Gas generator
Contra-rotating
turbine
Blended wing aircraft may offer
up to 30% reduction in fuel
Flying wing consumption - 40% if combined
with electric engine concepts
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
