Gas turbine technology Rolls Royce

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Gas turbine technology Rolls Royce ( gas-turbine-technology-rolls-royce )

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P Spittle 1. 2. 3. 4. 5. 6. Figure 5. Trent fan blade production. Left: a six-step breakdown of wide-chord fan blade production for the Trent engines using the DB-SPF technique. The fan blades for the Trent engines are manufactured from three sheets of titanium (1). The two outer sheets will form the aerodynamic surfaces of the blade and the thicker root section. The middle, thinner, sheet will form the ‘Warren–Girder’ structure internally, providing the blade stiffness and impact resistance required. Once the pack of three plates has been formed a masking pattern is painted onto the internal faces of the outer plates (2). The plates are then re-stacked, with a small tube attached to the end, welded together around the edge, evacuated and heated above 950 ◦C (3). At this temperature diffusion occurs across the metallic surfaces in intimate contact within the pack and at its edges. Thus, after heat treatment the three plates are now a single unit. The pack is then shaped into its approximate aerofoil morphology (4), before it is inflated (5). To enable inflation the component is re-heated above 900 ◦C and argon gas is injected, at pressure, through the tube. After inflation the aerofoil cross section seen in images 5 and 6 is created. The girder configuration is developed because diffusion bonding is unable to occur across the ‘masked’ regions, and these unbonded areas are expanded during argon injection. Right: stage 4 being completed. The operators are removing the shaped, diffusion-bonded pack from a furnace at ≈950 ◦C. terms of fuel consumption than the current option and would impart significantly higher stresses on itself and the surrounding structures. Conversely magnesium- or aluminium-based alloys might be an ideal option with regard to weight, but given their relatively low tensile properties and a propensity to become liquid around 660 ◦C (a temperature encountered within the high pressure compressor section), they are not necessarily the metals of choice. The following sections detail two components that are key to efficient engine operation, and demonstrate the efforts made to maximize performance through material, chemistry, design and manufacture. The fan blade The fan blade sees temperatures from ambient to −50 ◦C (at cruise altitude), rotation at 3300 rpm with a tip speed of 1730 km h−1 , and a centripetal force through its root equivalent to 900 kN (a figure usually quoted by the airline pamphlets as equivalent to the weight of 13 African bull elephants). Furthermore, this component must last for 80 million km (10 000 flights), displaying 508 PHYSICS EDUCA TION sufficient flexibility and damage tolerance to continue uninhibited operation within wind, rain, snow and the occasional bird impact. All of these parameters are met by a single piece of metal about 10 kg in mass, approximately 1.0 m high by 0.4 m wide (figure 4). In this instance a titanium alloy is used—titanium 6/4 (titanium + 6% aluminium + 4% vanadium)—a material that meets the mechanical requirements stipulated above, with the minimum mass possible (density about 4.5 g cm−3). In addition, this material has the special properties necessary to incorporate the required complexity during the manufacture of the component. In an effort to achieve the blade stiffness required at minimum mass Rolls- Royce has developed a unique hollow fan blade (figures 4 and 5). This structure proffers a significant weight saving (50%) over the solid blade alternatives, reducing the engine’s specific fuel consumption, thereby saving the airlines money. The internal structure of this blade can only be manufactured, with sufficient integrity, using the diffusion bonding, super-plastic forming November 2003

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