Rolls-Royce To lead EU’s New Clean Aviation project UNIFIED To Transform And Decarbonise Aviation
The title of this post the same as that of this press release from Rolls-Royce.
These two opening paragraphs add a few details.
Rolls-Royce has been selected by the European Union’s Clean Aviation programme to lead one of 12 groundbreaking new projects aiming to decarbonise aviation. These initiatives, which include new aircraft concepts and innovative propulsion technologies, will receive funding of about €945 million.
The Clean Aviation Joint Undertaking (CAJU) is the European Union’s leading research and innovation programme for transforming aviation towards a sustainable and climate neutral future.
I asked Google AI about the European Union’s Clean Aviation programme and received this reply.
The European Union’s Clean Aviation programme, part of the Horizon Europe research initiative, is a public-private partnership aimed at developing disruptive, climate-neutral aviation technologies, including hydrogen-powered, hybrid-electric, and ultra-efficient aircraft, to achieve net-zero emissions by 2050. Launched in 2022, it has a budget of €4.1 billion (€1.7 billion from the EU, €2.4 billion from private partners) and focuses on technologies that will be integrated into a new generation of short- to medium-range aircraft with a target entry into service by 2035. Key goals include a 30% reduction in CO2 emissions and energy efficiency compared to 2020 standards for new aircraft by 2030, with a long-term objective of climate-neutral aviation by 2050.
Note.
- Only someone like Trump would think that the key goals in the last sentence were not worthwhile.
- €4.1 billion in the right place could be a very good start.
- There is a Clean Aviation web site.
The press release says this about the UNIFIED project.
UNIFIED – Ultra Novel and Innovative Fully Integrated Engine Demonstrations
The UNIFIED consortium is led by Rolls-Royce and contains key industrial, academic and research partners across France, Germany, the Netherlands, Norway, Spain and the United Kingdom. Subject to successful completion of grant preparation, the project will enable ground testing of an UltraFan® technology demonstrator at a short to medium range thrust class for future narrowbody aircraft and also enable the preparation of key activities towards future flight test of the UltraFan architecture.
I am not surprised Ultrafan is mentioned.
The Wikipedia entry for the Rolls-Royce Trent has a section about the UltraFan, which starts with these two paragraphs.
The UltraFan is a geared turbofan with a variable pitch fan system that promises at least 25% efficiency improvement. The UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.
The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. The fan varies pitch to optimise for each flight phase, eliminating the need for a thrust reverser. Rolls-Royce planned to use carbon composite fan blades instead of its usual hollow titanium blades. The combination was expected to reduce weight by 340 kg (750 lb) per engine.
Note.
- 25 % is a very good efficiency improvement.
- No thrust reverser.
- A saving of 340 kg. in weight per engine.
It should also be noted that October 2028, will see the hundredth anniversary of Henry Royce sketching the R-type engine in the sand on the beach in Sussex.
The R-type was the engine that won the Schneider Trophy outright and enabled Rolls-Royce’s engineers to design the unrivalled Merlin engine that powered Hurricanes, Spitfires, Mosquitos, Mustangs and Lancasters in World War Two.
Are Rolls-Royce Converting The World To Sussainable Fuels?
Rolls-Royce are certainly up to something.
- Versions of all their diesel and aero engines appear to be able to or will be able to run on hydrogen, SAF, HVO and other exotic zero or low-carbon fuels.
- They are replacing the engines on the USAF B 52s with new American-built Rolls-Royce engines, that can run on hydrogen.
- They are working with easyJet on zero-carbon engines.
- They are developing the UltraFan, which promises to be the most frugal turbofan engine ever. Will all long-distance wide-bodies end up Rolls-Royce powered?
- They have developed a frugal engine for business jets that can run on any fuel.
- Rolls-Royce have also developed a 2.5 MW electric generator based on the engine of a Super Hercules. This level of power is what you need for a railway locomotive.
- Are they building a retrofit for all the diesel-electric railway locomotives of the world, which runs on hydrogen?
Some of these developments could be moving from diesel, jet-fuel and SAF to hydrogen. Others will just reduce the amount of fuel needed.
I just can’t get the image of an iconic B 52, with RR on the side of the engines out of my mind.
But all of these developments seem to have one aim in mind. – To reduce the amount of aircraft and other large vehicles that have to run on standard jet fuel, diesel, SAF or HVO.
This will mean that long-distance air travel, which will be the most difficult to decarbonise will be able to use SAF and other exotic fuels made from renewable sources.
Would You Buy A Battery Energy Storage System From Rolls-Royce?
I don’t often click on adverts that appear in web pages.
But I had to click on one from Rolls-Royce mtu, which advertised Battery Energy Storage Systems.
I wonder what the Honourable Charles Rolls would have thought of adverts on the Internet for the company he jointly founded?
I suspect he would have liked the idea, as Rolls was very much a promoter of motoring and aviation and opened one of the first car dealerships in the UK, according to his Wikipedia entry.
The Wikipedia entry for his business partner; Sir Henry Royce starts with this sentence.
Sir Frederick Henry Royce, 1st Baronet, OBE (27 March 1863 – 22 April 1933) was an English engineer famous for his designs of car and aeroplane engines with a reputation for reliability and longevity.
He is also described as a perfectionist.
This sentence from the Wikipedia entry, describes how he started the design of the legendary “R” engine.
In October 1928, he began design of the “R” engine while walking with some of his leading engineers on the beach at West Wittering, sketching ideas in the sand. Less than a year later, the “R” engine, designed in his studio in the village, set a new world air speed record of 357.7 miles per hour and won the Schneider Trophy of 1929.
Later with help from the maddest person my father ever met (his words, not mine!) ; Lady Houston, the Supermarine S.6B won the trophy in 1931 and then broke the world speed record at over 400 mph. Not bad for a seaplane. Take the floats off an S.6B and you almost have a Spitfire.
The Wikipedia entry also describes how the “R” engine was developed into what many engineers believe was the finest internal combustion engine of all time; the Rolls-Royce Merlin.
Following the success of the “R” engine, it was clear that they had an engine that would be of use to the Royal Air Force. As no Government assistance was forthcoming at first, in the national interest they went ahead with development of what was called the “PV-12” engine (standing for Private Venture, 12-cylinder). The idea was to produce an engine of about the same performance as the “R”, albeit with a much longer life. Rolls-Royce launched the PV-12 in October 1933 and the engine completed its first test in 1934, the year after Royce died. The PV-12 became the Rolls-Royce Merlin engine.
Where would we have been in the Battle of Britain without the Merlin engine?
Since 1969, the engineers at Rolls-Royce have followed Sir Henry’s example of perfection and developed the revolutionary RB-211 into the modern day Trent, which is now about to take a big leap into a low-carbon future with the UltraFan.
If the quality of Rolls-Royce mtu’s Battery Energy Storage System matches the levels of perfection Rolls-Royce achieved with the Merlin and the Trent, then I suspect that Sir Henry would have given his approval.
This picture is shown on the web page for the Battery Energy Storage System.
These two paragraphs introduce, what Rolls-Royce mtu are calling the mtuEnergyPack.
In today’s world of economic growth and increasing populations, the demand for electricity is soaring. Governments and industries globally shift to distributed renewable energy, challenging centralized grids. To adapt to this changing energy landscape, the mtuEnergyPack offers an ideal solution.
It integrates renewable sources like solar and wind power, paving the way for future-ready sustainable power systems. The mtu EnergyPack is a scalable, all-in-one solution for autonomous off-grid facilities. It ensures reliable power through peak shaving, load-shifting, and grid stabilization, making it suitable for various applications.
These are my thoughts.
What Is The Output And The Storage Capacity?
This paragraph on this page gives this answer.
It efficiently stores electricity from distributed sources and delivers on demand. The mtu EnergyPack is available in different sizes: The QS and the QL, ranging from 200 kVA to 2,000 kVA, and from 312 kWh to 2,084 kWh, and the QG for grid scale storage needs, ranging from 4,400 kVA and 4,470 kWh to virtually any size.
It seems that you specify your requirements and Rolls-Royce mtu should be able to satisfy it.
What Devices Can Be Connected?
This paragraph on this page gives this answer.
The mtu EnergyPack serves as a key component in enhancing the reliability and profitability of microgrids and energy systems. It stores electricity generated by distributed power sources, including gensets, wind turbines, or solar panels, and delivers it when needed.
In the 1970s, when I was working at ICI, others in the section were working on a system called MEDIA, where every sensor on a chemical plant was connected to the central computer, through its own analog-to-digital computer. It would now be called plug-and-play by some.
I believe that Rolls-Royce mtu are using similar ideas to connect equipment to the control computer.
These are my thoughts about connecting various equipment.
- Hydrogen-powered generators and electrolysers as Rolls-Royce mtu are using at Duisburg, which I wrote about in Rolls-Royce Makes Duisburg Container Terminal Climate Neutral With MTU Hydrogen Technology.
- Could Rolls-Royce’s beer keg-sized 2.5 MW electrical generator based on a Super Hercules engine, be connected?
- Could a Rolls-Royce Trent be connected?
- Could one of Rolls-Royce’s small modular nuclear reactors be connected?
- In Rolls-Royce To Play Key Role In US Department Of Defense Nuclear Microreactor Program, I talk about developing a 1-5 MW nuclear reactor for US Department of Defense. Could these be connected?
I don’t see why every device can’t work to the same protocol.
What Is The Power Density Like?
This paragraph on this page gives this answer.
The mtu EnergyPack’s compact battery system designs suit projects with limited space and logistical restrictions.
In ‘Spirit of Innovation’ Stakes Claim To Be The World’s Fastest All-Electric Vehicle, I talked about Rolls-Royce’s record-breaking electric plane called Spirit of Innovation.
Has what has been learned about energy storage in the confined spaces of an aeroplane been applied to a Battery Energy Storage System?
What Do Rolls-Royce mtu Consider To Be Important Features?
On this page, they list these features.
- Power Density
- Digitally Connected
- Multilevel Safety
- Black Start Capability
- Scalability
- Ultra-Fast Response
- Flexible Use
- Plug-And-Play Installation
The design seems to have everything covered.
Can Similar Systems Be Designed By Others?
I would expect that similar systems can be designed, as technology like batteries is available to all and the operation is only as good as the software controlling the various components of the system.
But similar systems will be without the famous Rolls-Royce logo.
Could One Of These Systems Decarbonise A Village?
I once lived in a village with about fifty houses and perhaps a hundred inhabitants.
- There was an old World War Two airfield, that could probably accommodate a small wind farm of perhaps 20 MW.
- There were a couple of barns and large sheds, that could have solar panels similar to those I described in Bedford Depot’s Massive Solar Roof Helps Thameslink On Way To Net Zero.
I suspect an mtuEnergyPack could control all these inputs and provide the village with the following.
- Enough electricity to power all the needs of the inhabitants, businesses and their vehicles.
- If an electrolyser were to be provided, it could probably produce enough hydrogen to power every boiler and hydrogen-powered vehicle.
Note.
- Farmers would like the local availability of hydrogen, as it will be ideal for tractors and agricultural machinery.
- I actually believe that if a village had a reliable and affordable hydrogen supply, that a large proportion of the inhabitants would switch to hydrogen-powered vehicles.
There would still be the National Grid there for backup.
Conclusion
If I needed an mtuEnergyPack, I’d certainly give one a close look.
Rolls-Royce Announces Successful Run Of UltraFan Technology Demonstrator To Maximum Power
The title of this post, is the same as that of this press release from Rolls-Royce.
This is the sub-heading.
Rolls-Royce today announces it has successfully run its UltraFan® technology demonstrator to maximum power at its facility in Derby, UK. The initial stage of the test was conducted using 100% Sustainable Aviation Fuel (SAF).
These are the first four paragraphs.
This is an important milestone for the UltraFan demonstrator, which was successfully tested for the first time earlier this year. Since then, the UltraFan team has been gradually increasing the power as part of the rigorous testing regime and the demonstrator has performed in line with our expectations. The results of the test will provide us with valuable learning and data, which our teams will now take away and continue to analyse.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme. Confirming this capability is a big step towards improving the efficiency of current and future aero-engines as UltraFan delivers a 10% efficiency improvement over our Trent XWB, which is already the world’s most efficient large aero-engine in service. In total that’s a 25% efficiency gain since the launch of the first Trent engine.
UltraFan’s scalable technology from ~25,000-110,000lb thrust also offers the potential to power the new narrowbody and widebody aircraft anticipated in the 2030s.
As part of the UltraFan development programme we have identified a number of technologies that are potentially transferable to our current Trent engines, which will provide our customers with even greater availability, reliability and efficiency.
These are my thoughts.
What Is UltraFan?
UltraFan has a section in the Wikipedia entry for the Rolls-Royce Trent engine, where these are the two opening paragraphs.
After the Advance comes the UltraFan, initially aimed to be ready for service from 2025. A geared turbofan with a variable pitch fan system that promises at least 25% improvement in fuel burn, the UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.
The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. As the fan will vary pitch to be optimised for each flight phase, it won’t need a thrust reverser. Rolls-Royce will use carbon composite fan blades instead of its usual hollow titanium blades, and along with new material adoption will save 340 kg (750 lb) per engine.
This is a bit different from previous engines.
Variable-Pitch Fan Blades
Variable Pitch Fan has its own Wikipedia entry, where these are the two opening paragraphs.
A variable pitch fan is similar in concept to that of a variable-pitch propeller and involves progressively reducing the pitch (or blade angle) of the fan on a turbofan as the engine is throttled. Although variable pitch fans are used in some industrial applications, the focus of this article is on their use in turbofan engines. No production engine uses such a feature; however, it will likely be required on at least some of the next generation of high bypass ratio turbofans.
One of the methods used to reduce Thrust-specific fuel consumption is to improve Propulsive Efficiency. This involves reducing the effective jet velocity of the engine by reducing specific thrust. This, in turn, reduces the optimum fan pressure ratio required and consequently the cold nozzle pressure ratio. At cruise flight speeds the nozzle is choked and the fan working line is fairly steep and linear. However, at low flight speeds the ram pressure rise in the air intake is so low the nozzle is well un-choked. Consequently, the fan working line is highly curved and well to the left of the cruise flight speed working line, potentially reducing the fan surge margin to a dangerous level, particularly at lower throttle settings. Readers unfamiliar with surge lines, working lines, etc. should read the Wikipedia article on Compressor map.
The extract says that no production engine uses this feature. So will UltraFan be the first?
Variable pitch fan blades seem to offer two advantages; better efficiency and lower weight. If the reliability is acceptable, then that must be a winner.
No Thrust Reverser
This sentence is also in the Wikipedia entry for Variable Pitch Fan.
One advantage of the variable fan option is that varying the fan pitch offers the possibility of reversing engine thrust without the need for heavy blocker doors, cascades, etc.
It does look like the UltraFan will be a lighter engine, than its predecessor.
Composite Fan Blades
Composite Fan Blades were tried in the 1960s for the Rolls-Royce RB211 engine.
But they failed and were replaced by titanium blades.
At the time, I was at Liverpool University and John Wilkinson was a fellow student.
John’s father was the manager of a Tesco store in Derby.
That Tesco store had a nice line in selling out-of-date chickens and turkeys to Rolls-Royce to test the engines for bird strikes.
Improving The Engine’s Efficiency
This is the second paragraph of the press release.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme. Confirming this capability is a big step towards improving the efficiency of current and future aero-engines as UltraFan delivers a 10% efficiency improvement over our Trent XWB, which is already the world’s most efficient large aero-engine in service. In total that’s a 25% efficiency gain since the launch of the first Trent engine.
Note.
- The Trent engine was first run in 1990 and has improved 25 % since.
- The Trent XWB engine was first run in 2010 and has improved 10 % since.
The increase in efficiency appears to be linear.
A Saleable Design
This is the third paragraph of the press release.
UltraFan’s scalable technology from ~25,000-110,000lb thrust also offers the potential to power the new narrowbody and widebody aircraft anticipated in the 2030s.
If that means that an UltraFan can power an aircraft as small as an A320, then that is sensational, as it will give Rolls-Royce access to the A320/Boeing 737 market, where they have virtually no sales.
UltraFan Is About A Suite Of Technologies
This is from the second paragraph of the extract.
This achievement reinforces our confidence in the suite of technologies that has been developed as part of the UltraFan programme.
And this is the fourth paragraph.
As part of the UltraFan development programme we have identified a number of technologies that are potentially transferable to our current Trent engines, which will provide our customers with even greater availability, reliability and efficiency.
As you learn more about your future project, why not apply that knowledge to current projects.
Running On SAF Is Part Of The Testing
I’m reassured that testing of the technology using Sustainable Aviation Fuel has started early in the program.
This is surely going to be the fuel, that aircraft will use until hydrogen becomes available.
Conclusion
It looks like Rolls-Royce are redefining, what a standard aero engine looks like.
- It will give a 10 % fuel saving over their latest engines launched thirteen years ago.
- The UltraFan engines will save weight and hopefully more fuel.
- It will allow Rolls-Royce to compete in the A320/737 market, where they have no engine at present.
I would watch the share price
The Anonymous Widower 