ANALYSIS OF PERFORMANCE OF TRENT 1000 ENGINE UNDER VARYING ATMOSPHERIC AND DESIGN CONDITIONS

ANALYSIS OF PERFORMANCE OF TRENT 1000 ENGINE UNDER VARYING ATMOSPHERIC AND DESIGN CONDITIONS

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2. ANALYSIS OF PERFORMANCE OF TRENT 1000 ENGINE UNDER VARYING ATMOSPHERIC AND DESIGN CONDITIONS No. of slides: 28

3. SEQUENCE INTRODUCTION LITERATURE REVIEW METHODOLOGY ENGINE DATA ASSUMPTIONS ANALYSIS Propulsive Efficiency η p 3 Overall Efficiency η O Thrust Specific Fuel Consumption TSFC Net Thrust F n CONCLUSION LIMITATIONS RECOMMENDATIONS REFERENCES

4. INTRODUCTION The Rolls-Royce Trent 1000 first run in 14 Feb, 2006 manufactured and produce by Rolls Royce and used in latest Boeing 787 Dreamliner three-shaft architecture, the three-spool design Higher propulsive efficiency through increased Bypass Ratio 4

5. Higher engine thermal efficiency through increased overall pressure ratio and improved component efficiencies Intermediate Pressure Compressor, Improved life, improved efficiency, improved robustness, optimised to reduce fuel consumption Improved thrust-to-weight ratio through the application of advanced materials Least environmental impact it is a bleed less  design 5 INTRODUCTION

6. PCA Design choices Design limits Flight conditions Component performance Reference Point “Rubber Engine” 6 LITERATURE REVIEW

7. METHODOLOGY 7 Collection of Design Parameters Defining Atmospheric Conditions Application in PCA Formulae Performance vs. 𝛼 at various 𝜋 f Formation of Excel Code Performance graph at different design and atmospheric conditions Performance vs. M ∞ at different 𝛼 Performance vs. M ∞ at different altitude Performance vs. 𝜋 c at different 𝛼 Performance vs. 𝜋 f at different 𝛼 Drawing Conclusion From Graphs

8. 8 ENGINE DATA Data available from different sources: Fuel used has heating value ( h PR ) 43,000,000 J/kg Diffuser Pressure ratio ( π d ) 0.94 Efficiency ( η d ) 0.88 Fan Bypass ratio ( α ) 10.8 Pressure ratio ( π f ) 1.80 Efficiency ( η f ) 0.88 Fan Bypass Nozzle Pressure ratio ( π fn ) 0.95

9. 9 Compressor Pressure ratio ( π c ) 50 Burner Pressure ratio ( π b ) 0.95 Efficiency ( η b ) 0.98 Turbine Max. Temperature (T t4 ) 2250 K Mechanical efficiency ( η m ) 0.98 Nozzle Pressure ratio ( π n ) 0.93

10. 10 ASSUMPTIONS Specific Heat ratio) cold 1.4 Specific Heat ratio) hot 1.3 Cp ) cold 1004 J/ kg.K Cp ) hot 1220.7 J/ kg.K Gas Constant (R) air 287 J/ kg.K

11. ANALYSIS Stagnation Temperature variation at each station at 𝜋 c =50, 𝜋 f =1.8, 𝛼 =10.8 at altitude of 25 kft 11

12. 12 ANALYSIS Stagnation Pressure variation at each station at 𝜋 c =50, 𝜋 f =1.8, 𝛼 =10.8 at altitude of 25 kft

13. 13 ANALYSIS Comparison of Thermal, propulsive and overall efficiencies

14. Propulsive Efficiency η p 14 ANALYSIS

15. 15 25 kft 30 kft 35 kft

16. Overall Efficiency η o 16 ANALYSIS

17. 17 25 kft 30 kft 35 kft

18. Thrust Specific Fuel Consumption TSFC 18 ANALYSIS

19. 19 25 kft 30 kft 35 kft

20. Net Thrust F n 20 ANALYSIS

21. 21 25 kft 30 kft 35 kft

22. CONCLUSION 22 Altitude Actual Calculated Error Sea Level (Takeoff) 360.4 kN 442.368 kN 22.7% 35,000 ft 265.3 kN 293.019 kN 10.4% In the engine analysis we require our Engine Specific Thrust to be maximum and Thrust Specific Fuel Consumption should be minimum. So by our analysis we know that there should be a point where both values should be optimum

23. LIMITATIONS We have not done the turbo-machinery part for this engine We have not calculated engine installation drag We have assumed burner exit temperature and mass flow rate to be constant 23

24. RECOMENDATIONS The turbo-machinery part should be analyzed. Optimum operating condition to be found. Analysis should be done on varying mass flow rates and burner exit temperature. 24

25. REFERENCES [1] N. B. Andreas Dik , "CONCEPTUAL DESIGN OF A 3-SHAFT TURBOFAN ENGINE," Malardalen University School of Innovation, Sweden, 2015. [2] S. Farokhi , Aircraft Propulsion, New york : John Wiley & Sons Ltd, 2014. [3] P. H. C. Peterson, Mechanics and Thermodynamics of propulsion, Pearson Education, 1992. [4] J. john, Gas Dynamics, PEARSON EDUCATION, 2005. [5] J. D. Mattingly, Elements of gas turbine Propulsion, Mc Graw Hill. 25

26. 26 REFERENCES [6] Wikipedia.org (Rolls-Royce Trent 1000) (turbofan engine) [7] www.rolls-royce.com [8] www.boeing.com [9] www.aerospace-technology.com [10] W. E. C. Patrick H. Oosthuizen, Introduction to compressible fluid flow, Taylor and Frances, 2014

27. THANK YOU 27

28. QUESTIONS 28