Everyone is on a journey towards net zero, yet our desire to travel by aeroplane is growing, so we need technology to deliver a solution. The International Civil Aviation Organisation (ICAO) predicts that the impact of increased flying hours can be significantly mitigated by the use of new technologies, and that combining new technologies with alternative fuels can reduce CO2 emissions in 2050 compared to current levels, despite the predicted increase in demand.
Rolls-Royce is investing in both the use of alternative fuels and new technology. Rolls-Royce’s UltraFan® engine hosts a suite of new technologies and boasts a 25% fuel burn improvement compared to Rolls-Royce’s first generation Trent engines. The ability to develop and deliver on so many new technologies is in part due to the way we are able to collaborate with our extensive network of Universities, Research centres and other partners. We are able to rely on a high-quality IP Framework in the UK (and other countries) to help to foster and enhance our relationships with these external bodies.
There are a suite of technologies that make the UltraFan engine more efficient, but there is also a set change in architecture compared to the Trent engines. In a gas turbine engine there is a fan, compressor section (with multiple compressors), combustor and turbine section (with multiple turbines). The traditional Trent engine family had three turbines, one directly driving the fan and the other two directly driving the compressors. The UltraFan is different, instead of having a dedicated turbine to drive the fan, a gearbox is used so that a turbine drives both a compressor and the fan. By decoupling the turbine from the fan using a gearbox, the speed of the fan and the speed of the turbine can be optimised, bringing efficiency savings. Efficiency is also increased by the new ability to have a much larger diameter fan.
A fan is made up of multiple fan blades, on the UltraFan these blades are much bigger than comparable Trent engines. The fan will also be made from composite materials with a titanium leading edge, instead of our more common choice of fully titanium. Due to their large size, the composite fan blades need reinforcing so that they can withstand events such as a bird strike.
Our journey to developing an automated manufacturing method for reinforcing composite fan blades started with Rolls-Royce funded research work at the University of Bristol, who Rolls-Royce have been partnering with for over 15 years. The research work included sponsoring several PhD Theses. The involvement of the University of Bristol has supported the education of multiple students and enabled the University of Bristol to build up experience and capability for innovative development at the highest level.
The work initiated at the University of Bristol has resulted in a new Direct Insertion manufacturing method for through-thickness reinforcement (TTR) of composite fan blades. The composite fan blades are made up of layers of carbon fibres in a resin matrix, the direction of the carbon fibres varies between layers to optimise performance of the blade. TTR inserts pre-cured carbon fibre rods into the composite layers. This method has been found to improve the performance of composites with fewer process induced defects than other methods.
Once this initial concept was conceived, Rolls-Royce was able to patent the solution. This enabled Rolls-Royce to proceed with the development of the technology in the comfort that they had the underlying technology protected so they could continue to effectively collaborate to develop the technology further, whilst also permitting the University of Bristol to publish their work.
Once the baseline concept had been developed at the University, the technology needed to be industrialised to a level that could be used in a manufacturing process. This work was done at the NCC (formerly known as the National Composites Centre), where Rolls-Royce was one of the founding members. The NCC’s website explains that they “bridge the gap between academia and industry, helping companies of every size to capitalise on cutting-edge innovation to deliver more.” The NCC “provide businesses access to £300m state-of-the-art innovation facilities, engineering expertise and leading research”.
NCC and Rolls-Royce were able to work together closely to develop the technology; both parties being comfortable collaborating because IP protections were in place via contracts and the filed patent. Additional patents were filed relating to the technology, again reaching a balance between Rolls-Royce’s commercial interests and that of research bodies to publish the work they are doing, which in turn contributes to the furthering of knowledge in the industry.
The method developed initially at the University of Bristol, then further developed at the NCC has now become our baseline design and Rolls-Royce are testing it at their preproduction facility in Bristol.
There are numerous examples of technologies on Rolls-Royce’s engines which have originated in a university, highlighting how valuable these relationships are for both Rolls-Royce, universities and advanced capability research centres (such as the NCC). A high-quality IP framework means that patents can be filed to protect inventions, and know-how can be shared with protection from meaningful contract agreements.
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