Rolls-royce Corporation

Peter Swann

Christopher P Madden

Craig W Bemment

Benjamin J Keeler

Martin Kenneth Yates

Alastair G Hobday

Andrea Minelli

David Michael Beaven

Andrew T Smith

Paul Fletcher

Paul William Ferra

Chloe J Palmer

Matthew Moxon

Andrew Martin Rolt

Kevin M Britchford

Ashog Kulathasan

Alvise Pellegrini

Jonathan E Holt

Malcolm L Hillel

Armin Stranjak

Barani P Gunasekaran

A method of operating a gas turbine engine; the gas turbine engine includes a combustor. The combustor includes a combustion chamber and a plurality of fuel spray nozzles configured to inject fuel into the combustion chamber. The plurality of fuel spray nozzles includes a first subset of fuel spray nozzles and a second subset of fuel spray nozzles. The combustor is operable in a condition in which the first subset of fuel spray nozzles are supplied with more fuel than the second subset of fuel spray nozzles. A ratio of the number of fuel spray nozzles in the first subset of fuel spray nozzles to the number of fuel spray nozzles in the second subset of fuel spray nozzles is in the range of 1:2 to 1:5. The method includes: providing fuel to the one or more fuel-oil heat exchangers. Also provided is a gas turbine engine for an aircraft.

Aircraft fuelling

A method of operating a gas turbine engine is disclosed, the gas turbine engine comprising a combustor arranged to combust a fuel; and a fuel management system arranged to provide the fuel to the combustor. The fuel management system comprises two fuel-oil heat exchangers through which oil and the fuel flow, the heat exchangers arranged to transfer heat to the fuel and comprising a primary fuel-oil heat exchanger and a secondary fuel-oil heat exchanger; and a fuel pump arranged to deliver the fuel to the combustor, wherein the fuel pump is located between the two heat exchangers. The method comprises controlling the fuel management system so as to transfer between 200 and 600 kJ/mof heat to the fuel from the oil in the primary fuel-oil heat exchanger at cruise conditions.

Gas turbine performance

A gas turbine engine for an aircraft, comprising: a combustor; a fuel-oil heat exchanger arranged to receive fuel from a fuel tank onboard the aircraft and transfer heat from the oil to the fuel; a fuel return line arranged to return at least some fuel that has passed through the heat exchanger to the fuel tank; and a modulator valve arranged to modulate the flow of fuel along the fuel return line, wherein the modulator valve is arranged to initiate return of fuel to the fuel tank when fuel having passed through the heat exchanger is at a temperature of at least 120° C. A method of operating a gas turbine engine is also disclosed.

Gas turbine fuel temperature management

A gas turbine engine includes an engine core with a combustor; a turbine including turbine blades; a compressor as a source of cooling air for the turbine blades; and an inducer to accelerate and direct the cooling air onto the turbine blades, and a modulating valve to allow or block cooling air flow into a subset of airflow passageways of the inducer; and a fuel management system to provide fuel to the combustor. The fuel management system includes a primary fuel-oil heat exchanger and a secondary fuel-oil heat exchanger through which oil and the fuel flow, to transfer heat between the oil and the fuel. A method of operating the engine includes using the modulating valve to adjust the cooling air flow based on turbine inlet temperature; and transferring 200-600 kJ/mof heat to the fuel from the oil in the primary fuel-oil heat exchanger at cruise conditions.

Aircraft heat management

There is provided a method of operating a gas turbine engine including a combustor. The combustor includes a combustion chamber and a plurality of fuel spray nozzles configured to inject fuel into the chamber. The nozzles include a first and second subset of fuel spray nozzles. The combustor is operable in a condition wherein the first subset is supplied with more fuel than the second. A ratio of the number of nozzles in the first subset to the second is 1:2 to 1:5. The method includes operating the engine so a reduction of 20-80% in an average of particles/kg of nvPM in the exhaust when the engine is operating at 85% available thrust for given operating conditions and when the engine is operating at 30% is obtained when fuel provided to the nozzles is a sustainable aviation fuel instead of a fossil-based hydrocarbon fuel. Also provided is a gas turbine engine for an aircraft.

Gas turbine engine comprising fuel-oil heat exchangers fluidly connected to fuel spray nozzles

A gas turbine engine for an aircraft, comprising: a combustor; a fuel-oil heat exchanger arranged to receive fuel from a fuel tank on board the aircraft and transfer heat from the oil to the fuel; a fuel return line arranged to return at least some fuel that has passed through the heat exchanger to the fuel tank; and a modulator valve arranged to modulate the flow of fuel along the fuel return line such that a ratio of a temperature, in Kelvin, of fuel in the fuel tank to a temperature, in Kelvin, of fuel being delivered to the combustor is less than 0.56. Methods of operating a gas turbine engine are also disclosed.

Gas turbine fuel return line

A combined cycle power generation and storage system is shown. A liquid air energy storage system uses excess power to liquefy air and stores it in a liquid state. A combustion engine produces power by combustion of a carbon-based fuel along with an exhaust stream containing carbon dioxide. A heat recovery system exchanges heat from the exhaust stream to air from the liquid air storage system, and thereby produce a cooled exhaust stream and heated air. An air expansion machine recovers power by expansion of heated air from the heat recovery system. A separation system separates carbon dioxide from ambient air prior to liquefaction during operation of the liquid air energy storage system, and separates carbon dioxide from the cooled exhaust stream during operation of the combustion engine prior to emission of the cooled exhaust stream to atmosphere.

Power generation and storage

A method of operating an aircraft including a gas turbine engine and a fuel tank arranged to provide fuel to the gas turbine engine. The method includes: determining at least one fuel characteristic of the fuel arranged to be provided to the gas turbine engine; and proposing or initiating a change to a flight profile of the aircraft based on the at least one fuel characteristic. For example, intended route and/or altitude of the aircraft may be changed based on the one or more fuel characteristics.

Flight profile

A method of operating a gas turbine engine including an engine core including a turbine, compressor, combustor to combust a fuel, and core shaft connecting the turbine and compressor; a fan upstream of the engine core; a fan shaft; a gearbox that receives an input from the core shaft and outputs drive to the fan via the fan shaft; a primary oil loop system to supply oil to the gearbox; and a heat exchange system. The method includes controlling the heat exchange system to adjust fuel viscosity to be lower than or equal to 0.58 mm/s on entry to the combustor at cruise conditions.

Fuel viscosity

A method of operating an aircraft including a gas turbine engine and a plurality of fuel tanks arranged to provide fuel to the gas turbine engine. At least two of the fuel tanks contain fuels with different fuel characteristics. The method includes obtaining a flight profile for a portion of a flight of the aircraft; and determining a fueling schedule for the portion of the flight based on the flight profile and the fuel characteristics, the fueling schedule governing the variation with time of how much fuel is drawn from each tank. Fuel input to the gas turbine engine may then be controlled in operation in accordance with the fueling schedule.

Operating an aircraft

A system comprises first and second first fuel stores, an engine arranged to produce mechanical power, a fuel distribution system arranged to deliver fuel from the first and second fuel stores to the engine, the first fuel delivered at a first mass flow rate, the second fuel delivered at a second mass flow rate, the first and second mass flow rates contributing to a total mass flow rate of fuel to the engine, and a control system arranged to increase the relative fraction of the total mass flow rate of fuel represented by the second mass flow rate during a period of acceleration of the engine, in order to control a surge margin of the engine. The second fuel is selected to have a higher specific energy than the first fuel and to release a greater mass of water per unit mass of fuel than the first fuel.

Engine system and method of operating the same

A power system for an aircraft includes one or more gas turbine engines arranged to burn a fuel so as to provide power to the aircraft; a plurality of fuel tanks each arranged to contain a fuel to be used to provide power to the aircraft; and a fuel manager. At least two of the fuel tanks contain different fuels, which have different proportions of a sustainable aviation fuel. The fuel manager is arranged to store information on the fuel contained in each fuel tank; and to control fuel supply so as to select a specific fuel accordingly to power at least the majority of operations on the ground. The fuel manager may additionally identify which tank contains the fuel with the highest proportion of a sustainable aviation fuel; and that fuel may be used to power at least the majority of operations on the ground.

Aircraft propulsion

An aircraft propulsion system includes first and second engines and first and second electrical machines coupled to the first and second engines respectively. The first electrical machine is arranged to be driven by electrical power in order to at least partially drive the first engine. The second electrical machine is arranged to be driven by the second engine to generate electrical power. An electrical network allows transmission of electrical power between the electrical machines. A controller is arranged to selectively reduce fuel flow to the first engine and provide electrical power from the second electrical machine to the first electrical machine to drive the first electrical machine, based on expected properties of contrails formed in an exhaust plume of the first engine and/or the second engine. The system allows the formation of contrails by the engines to be managed in order to mitigate climate-warming effects of the contrails.

Growing community of inventors

Nottingham, United Kingdom

Peter Swann