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

Cast tile
requirements making more 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