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P Spittle The Trent engine is a three-shaft engine (figures 2 and 3), a system that allows the designer to more efficiently match the thermodynamic and aerodynamic requirements throughout the engine. This is a significant step from the two-shaft engines originally employed by Rolls-Royce and which are still designed by our competitors. From figure 2 one can see that there are three systems: • The low pressure system (one compressor stage, the fan, driven by five turbine stages). • The intermediate pressure system (eight compressor stages driven by one turbine stage). • The high-pressure system (six compressor stages driven by a single turbine stage). Within the gas turbines generally seen on Airbuses and Boeings, the expanding hot gases provide only a small fraction of the engine thrust. In figures 2 and 3 one can see that the gas is passed through various stages of blading. Firstly, air that is pulled in by the fan through the core of the engine is compressed by the intermediate and high pressure compressor blades. After fuel injection and ignition the expanding gas exits the engine through various sets of turbine blades. These blades are turned (like the sails on a windmill) and, in turn, they rotate the fan and compressor blades at the front via shafts that pass through the centre of the engine. As such, it is the turbine blades that 506 PHYSICS EDUCA TION Figure 3. The Trent 500 engine, four of which are used on the Airbus A340. turn the fan, which pulls the air through to develop the thrust. I mentioned the ‘core’ of the engine previously to emphasize the distinction between this region and the ‘bypass’ air (figure 1). In reality only about a quarter of the air pulled through the fan enters the core of the engine: the remaining cold air is thrown backwards, around the outside of the core to develop the majority of the engine’s thrust (see figure 1). The choice between a ‘bypass’ and a ‘turbojet’ (in which 100% of thrust is developed through the core of the engine) configuration is mainly a function of desired engine efficiency and manoeuvrability. High ‘bypass’ ratio engines are desired for commercial travel to maximize efficiency (see box): high jet velocity and November 2003 2 IP system 8 compressor stages 1 turbine stage >7500 rpm 1 LP system 1 fan stage 5 turbine stages >3000 rpm 3 Figure 2. Rolls-Royce three-shaft engine configuration. HP system 6 compressor stages 1 turbine stage >10 000 rpmPDF Image | Gas turbine technology Rolls Royce
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