Upload
others
View
5
Download
0
Embed Size (px)
Citation preview
An aero-engine vision of 2020Andrew Bradley FRAeSChief Design Engineer - Research & TechnologyRolls-Royce plc
November 2004
Reduce fuel consumption and CO2emissions by 50%
Targets are for new aircraft and whole industry relative to 2000The ACARE targets represent a doubling of the historical rate of improvement…
Reduce NOXemissions by 80%
Reduce perceived external noise by 50% (30db Cumulative)
* Advisory Council for Aerospace Research in Europe
Overall ACARE* environmental targets for 2020
Meeting the 50% fuel burn target needs changes in all areas
Contributions to CO2 Reduction
-50%
-40%
-30%
-20%
-10%
0%
Engines Airframe Air traffic management
and operations
Possible design solutions
Meeting the 30dB noise target needs changes in all areas
Contributions to noise reduction
-30dB
-20dB
-10dB
0dB
Aircraft & engine sources
Airframe perf.
Operations
Possible design solutions
Reduce fuel consumption and CO2emissions by 20%
Targets are for new engines and whole industry relative to 2000The ACARE targets represent a doubling of the historical rate of improvement…
Reduce NOXemissions by 80%
Reduce perceived external noise by 18 dB Cumulative
* Advisory Council for Aerospace Research in Europe
Engine ACARE* environmental targets for 2020
Turbofan Engine
Propulsive efficiencyThermal and
transfer efficiency
0.40
0.50
0.60
SFC
0.4
0.6
0.55
0.5
0.45
0.85
0.8
0.75
All parameters at35000 ft, 0.80 Mn
Affect on Future Product Capability
Propulsive Efficiency
Thermal * Transfer Efficiency
90’s
Recent engines
Current designs
Turbofan Engine
Pressure(atmospheres)
0
40Temperature (degrees C)
0
1500
Factors influencing thermal efficiency
10 20 30 40 50 60 70
65
60
55
50
45
40
Ther
mal
Effi
cien
cy
Overall Pressure Ratio
1400
1600
1800
2000
2200
TET (K)
Component efficiency 0.85
1960’s
1970’s1980’s
1990’s2020Target
Emissions constraints
At idle:Combustor pressure and temperature are low, and primary zone is weak (high AFR)
— inhibits chemical reaction which creates CO and UHCs
NOx & smoke reaction rate
10 20 30 40 50Air/fuel ratio (AFR)
+ve
-ve
Smoke
NOxDecreasing temperature
Primaryzone
Secondaryzone
At high power:Combustor temperature and pressure are high and primary zone is rich (low AFR) a fuel-rich mixture creates
smoke which is burned off in secondary zone
secondary combustion creates NOx establishing a trade with smoke
Forcing down emissions through innovation
Single-annular combustor70% CAEP 2
55% CAEP 2
Double-annular combustor
Main
Pilot
40% CAEP 2
Direct injection, lean burn single-annular combustor
EEFAE - ANTLE - proving technology for 2008
Trent 500 baseline engine with new technologies incorporated
Combustor• Lean burn
• Staged combustor
Combustor• Lean burn
• Staged combustor
Controls• Distributed systems
• Fuel pump
Controls• Distributed systems
• Fuel pump
Health monitoring• Intelligent sensors
•Advanced EHM
Health monitoring• Intelligent sensors
•Advanced EHM
HP compressor• 5 stages
• Blisks
HP compressor• 5 stages
• Blisks
Whole engine• Increased temperatures
and pressures
Whole engine• Increased temperatures
and pressures
Oil system• Oil pump
• Air riding carbon seals• Brush seals
Oil system• Oil pump
• Air riding carbon seals• Brush seals
Accessory gearbox• Bearings
• Seals
Accessory gearbox• Bearings
• SealsIP turbine• Cooled
• Structural NGV• Variable capacity
IP turbine• Cooled
• Structural NGV• Variable capacity
LP turbine• 4 stages
• Novel construction
LP turbine• 4 stages
• Novel construction
HP turbine• Reduced blade numbers• Increased temperatures
•Contra-rotating
HP turbine• Reduced blade numbers• Increased temperatures
•Contra-rotating
ANTLE = Advanced Near-Term Low
Emissions
EU and UK government funded
EEFAE – CLEAN for 2012 - 2015
LPT•High speed
LPT•High speed
Combustor• Lean burn
• Staged combustor
Combustor• Lean burn
• Staged combustor
Recuperator• Heat exchanger
Recuperator• Heat exchanger
Compressor• Active-surge control
Compressor• Active-surge control
CLEAN = ComponentvaLidator for
Environmentally-Friendly Aero-eNgine
HP core and LPT with new technologies incorporated
Engine technology development
2004
FP5 FP62017
Engine validation
Development
201320092005
SILENCE(R)
Thermal efficiency
POA
VITAL
EEFAE(CLEAN / ANTLE)
Future programmes
Commercialisation
TRL 5 / TRL6
TRL6
TRL5
TRL5
TRL6
TRL8
Noise & Nacelle
HP Core low NOx
Architecture/Cycle
LP Core & Noise
Objective of VITAL
-10%
-5%
0%
5%
10%
15%
20%
25%
30%
4 5 6 7 8 9 10 11 12 13 14
EIS up to 80's
EIS 90's
BPR
∆ Weight/Thrust
EIS 80ÊÕs T
rend
EIS 90ÊÕs T
rend
BREAKTHROUGH
BR
EAK
THR
OU
GH
Weight breakdown of high BPR three shaft turbofan
Proportion of totalFan rotor & casing 18%
IP Comp. 5%Structures 15%
Shafts 3%LP Turb. 16%Nacelle 22%
Core & externals 21%100%
0%
10%
20%
30%
40%
7 9 11 13 15
Bypass ratio
% o
f dat
um e
ngin
e w
eigh
t
Fan systemIP comp.StructureShaftsLP turb.NacelleHP core & controls
Weight trends of subsystems
0%
100%
200%
300%
400%
7 9 11 13 15Bypass ratio
Fan tip radiusLP shaft torqueHPT bore radiusHPT rim radiusCore mass
Effect of BPR & shaft torque on core mass
50% torque increase of LP shaft at dia. avoids 200% mass increase
EU VITAL programme
DDTF engineDDTF engine
GTF engineGTF engine
CRTF engineCRTF engine
DDTF fan
High Speedbooster
Low Speedbooster
Low noise OGV
Variable Nozzle
Contrarotating
fan
CR Turbinestudy
Noise optimisedVHBR fans
Lightweightnovel materials
Lightweightcontainment
case
Specific to a VITALengine concept
Applicable to all 3 VITALengine concepts
Fan/IGVinteraction
Low NoiseTurbine
LightweightTurbine
High Torqueshaft
Lightweightstructures
Manufacturingtechniques
Also applicable to otherindustries
LightweightNacelle
Noise benefit from increased BPR
DDTF or GTFCRTF
REFERENCE LEVEL(pre 2000 engines)
VITAL OBJECTIVES
-20
-15
-10
-5
0
5
4 8 12 16BPR
DDTFCRTF
NOISE (Cumulative - EPNdB)
Currenttechnologies limit
DDTF or GTFCRTF
REFERENCE LEVEL(pre 2000 engines)
VITAL OBJECTIVES
-20
-15
-10
-5
0
5
4 8 12 16BPR
DDTFCRTF
NOISE (Cumulative - EPNdB)
DDTF or GTFCRTF
REFERENCE LEVEL(pre 2000 engines)
VITAL OBJECTIVES
-20
-15
-10
-5
0
5
4 8 12 16BPR
DDTFCRTF
NOISE (Cumulative - EPNdB)
Currenttechnologies limitCurrenttechnologies limit
University lead modelling work
Assessing impact of VITAL technologiesCombines
– Atmospheric modelling– Routes/ fleet mix– Aircraft performance– Engine performance
- Parametric– Engine weight
- Parametric– Engine emissions– Economic modelling
Optimiser software seeks ‘sweet spot’ for any scenario
Mission NOX modelling
Latest in evolution of Trent series of engines
Achieves improvements in line with ACARE goals
Trent 1000
-20%
-15%
-10%
-5%
0%
2000 2004 2008 2012 2016 2020Fuel
con
sum
ptio
n pe
r uni
t thr
ust a
t cru
ise
Trent 895
Trent 900
Trent 500
ACARE TARGET
Fuel consumption (and CO2) reduction
Trent 1000 prediction
0%
20%
40%
60%
80%
100%
2000 2004 2008 2012 2016 2020
NO
x em
issi
ons
rela
tive
to C
AEP2
Trent 895
Trent 1000 prediction
Trent 900
Trent 556
ACARE TARGET
NOx emissions reduction
-10
-8
-6
-4
-2
0
2000 2004 2008 2012 2016 2020Ave
rage
airc
raft
nois
e co
rrect
ed fo
r airc
raft
wei
ght (
dB)
Trent 800 powered aircraft
Predicted Trent 1000 powered aircraft
Trent 900 powered aircraftTrent 500 powered aircraft
ACARE TARGET
Aircraft noise reduction
Summary
There is significant potential for technology to further reduce the environmental impact of aviationACARE targets focus on noise, NOx and fuel burn (CO2 emissions) Good progress is being made towards these targets by combining the efforts of allSustained and increased levels of investment in technology will be required to achieve ACARE goals
But……although they are extremely challenging, are the ACARE goals sufficient for sustainable aviation?
An aero-engine vision of 2020Andrew Bradley FRAeSChief Design Engineer - Research & TechnologyRolls-Royce plc
November 2004