Power Gearbox for Large Aero Engines...The information in this document is the property of Rolls -Royce plc and may not be copied or communicated to a third party, or used for any
Power Gearbox for Large Aero Engines Martin Mohr Chief Development Engineer 23/02/17
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Civil Large Engines Design Strategy Trent XWB Advance UltraFan™
World’s most efficient engine
11+ 15+ Bypass Ratio
60+ 70+ Overall Pressure Ratio
20%+ 25%+ Efficiency relative to Trent 700
2020+ 2025+ Technology EIS Readiness
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Vorführender
Präsentationsnotizen
Press Release Feb 2014 What do we need to do to access these markets To launch a globally competitive engine product that will meet the demands of the future commercial narrow-body and wide-body civil aircraft in 2025 it will be necessary to deliver a 25% increase in efficiency compared to a year 2000 baseline engine. → To be aligned with the Flightpath 2050 strategic direction → Because fuel costs are now around 40% of a typical airline’s operational costs Exhaustive trade studies of engine architectures and engine cycles have shown that an increase in bypass ratio to at least 15, combined with increased overall pressure ratios are necessary to deliver a competitive product in the future. The best configuration to achieve this is a geared engine architecture that will constitute a further development of our three-shaft engine architecture. This new engine architecture requires new technologies to be developed , including a low speed fan, a large power gearbox, and a new Intermediate Pressure Turbine The results from this programme will contribute to the 4.5% specific fuel consumption reduction expected for a geared three-shaft engine compared to Trent XWB; → 2.5% benefit on fuel burn once corrected for drag and weight. Technology not addressing directly noise and CO2 emissions but of course will be assessed and minimised. How much benefit is XWB compared to Trent 700? R&T investment needed £4bn over extended period – we want to overtake our competitors GE and P&W Rolls-Royce is at least 2 years behind our main competitor (General Electric), in the large civil engine market, across a broad range of technologies applicable to our civil engine business. One of the consequences of this is that we are constantly running 1-2% behind in SFC, as shown through the Boeing 787 programme and the recent failure to win a place on the Boeing 777X programme, where the inability to recover a shortfall of over 1% of SFC was a key deciding factor. Pratt & Whitney have been able to introduce a potentially game changing technology, a geared turbofan and a high speed lightweight LP turbine, into the middle of the market. As a consequence they have succeeded in securing a number of small and middle of the market airliner applications and are now aggressively marketing this technology to Airbus for future large engine applications, hitherto a market almost exclusively dominated by Rolls-Royce. Trent 700: EIS March 1995 with Cathay Pacific
Our Values
How much Power does a Trent900 engine have? 5
~ 70 000 PS
70 Formula 1 Cars 200 waterboilders from 20°C to 100°C per second
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Star
Planetary
Differential
Gearbox Styles
Why to have a Power Gearbox?
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Fast running intermediate turbine and compressor
More efficiency and less noise by uncoupling rotational speeds from Fan an Turbine
Power Gearbox
Slow running Fan
The UltraFanTM Engine
Our future – Something nobody has done before
UltraFanTM Planetary Gearboxes Going beyond
Capability we need to build
Think Outside the Gearbox – Team
Derby Dahlewitz
Friedrichshafen Purchase
Universities Bristol
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and how we work
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Partners 10
Research Partners Industrial Partners UK • AFRC, AMRC,MTC • Tata, McLaren, Newcastle Uni,
