Titanium Trends and Usage in Commercial Gas Turbine Engines Jim Hansen Materials & Processes Engineering Jack Schirra Advanced Programs David Furrer, Ph.D. Materials & Processes Engineering 2-5 October 2011 This slide contains no technical data
What is the Future of Aerospace Titanium? Fuel represents ~50% Of airline costs Engines provide significant opportunity for fuel burn reduction Composite airframes also contribute to performance improvements Improved efficiency objectives are driving cycle and architecture requirements challenging Ti engine usage Airframe applications driven by composite compatibility promoting Ti usage Ti research focus affordability then performance is it the right balance? 2 This slide contains no technical data
Outline Historic Titanium Usage Trends in Engine Architecture & Cycle Impact to Material Usage The Challenge - Material Requirements for Next Generation Engines 3 This slide contains no technical data
Max Temperature - C Historic Titanium Usage Titanium historically limited by Alpha Case and compressor fire potential (& cost) 700 650 Ti 48-2-2 600 IMI 834 550 IMI 685 IMI 829 Alpha Case (time dependent) 500 450 400 IMI 679 IMI 550 Ti 6-2-4-2-S Ti 6-2-4-2 Ti 8-1-1 Ti 6-2-4-6 PW Alloy C Ti Fire (pressure dependent) 350 Ti 6-4 Ti 17 300 1940 1950 1960 1970 1980 1990 2000 Year of Introduction Adapted from Developments in High Temperature Titanium Alloys Blenkinsop, P.A. Titanium Science & Technology 1984 4
Ti Fire Line Percent of System Weight Titanium Usage Last Century 30 PW 4000 materials of construction Titanium ~25% by weight 25 20 PW4056 PW4084 PW6000 PW2037 15 10 J57 777 5 707 727 737 747 757 & 767 0 1950 1960 1970 1980 1990 2000 2010 Year Fan Low Pressure Compressor High Pressure Compressor 5
Engine Efficiency Drivers Overall efficiency = Propulsive efficiency x Cycle efficiency Conventional Turbofan Propulsive efficiency: Driven by increased bypass ratio Fan Compressor Low High Turbine High Low Higher bypass ratio larger diameter fan To maximize benefits of a large fan: bypass airflow Need hollow titanium or composite fan blades Need light weight composite static structure bypass airflow www.pw.utc.com Bypass Ratio = Bypass Airflow / Core Airflow Cycle efficiency: Driven by higher pressure ratio and higher turbine inlet temperature Higher pressure ratios require higher temperature capability in the high pressure compressor Higher turbine inlet temperatures require higher temperature turbine materials and coatings. 6
Bypass Ratio Drives Efficiency & Noise As bypass ratios increases - Thrust Specific Fuel Consumption (TSFC) and noise decrease EPNdb Expected Perceived Noise Level 2006 Requirement Stage 4 10dB below Stage 3 Gas Turbine Technology Evolution: A Designer s Perspective Bernard L. Koff TurboVision, Inc., Palm Beach Gardens, Florida 33418 JOURNAL OF PROPULSION AND POWER Vol. 20, No. 4, July August 2004 7
Compressor Pressure Ratio Compressor Temperature Trend Engine efficiency increases as compressor pressure ratios increase. Compressor temperature increases with pressure. 45 40 35 30 25 20 15 10 5 0 sea level static, standard day Von Chain Whittle JT8D J57 J52 JT3D CF6-50 J79 F100 TF30 GE90 4084 4168 CF6-80 F100 4060 V2500 JT9D-7R4 4056 2037 F404 Trent 1930 1940 1950 1960 1970 1980 1990 2000 2010 Year Increasing Temperature As the operating temperature of turbine engines increases, titanium will struggle to maintain its foothold in aircraft high pressure compressor disks. - G.Vroman, Sr. VP, ATI- Ladish, from American Metal Market,1998 Gas Turbine Technology Evolution: A Designer s Perspective Bernard L. Koff TurboVision, Inc., Palm Beach Gardens, Florida 33418 JOURNAL OF PROPULSION AND POWER Vol. 20, No. 4, July August 2004 8
Engine Changes Material Impacts Engine architecture and cycles driving material changes away from titanium: Bypass Ratios Increasing = Larger Diameter Fans Organic matrix composites (OMCs) replacing Ti in fan blades and containment cases Compressor pressure ratios increasing = Hotter compressors and turbines Transition to integrally bladed rotors results in material selected by gas path requirements Nickel replacing titanium in earlier stages of the high pressure compressor (HPC) High temperature turbines reduce stages where gamma alloys work Core diameters are decreasing The volume (size) of Ti & Ni components is decreasing 9
Bypass Ratio & Fan Blade Materials Materials play a key role in enabling higher bypass ratios by enabling larger diameter light weight fans. 1960-1980s Solid Ti 1990s Hollow Ti 2000s Composite 2010s Composite / Hybrid Metallic JT3D BPR = 1.3 PW 4084 BPR = 6.4 GE 90 BPR = 9 PW 1524G BPR = 12 10
Bypass Ratio & Fan Case Materials Solid steel and titanium fan containment cases being replaced by Kevlar composite and all composite designs to reduce weight. 2000s 2010s 1980s 1990s GP7200 BPR = 8.8 Kevlar/Aluminum PW1524G BPR = 12 Composite PW 4056 BPR = 4.8 Solid Steel V2500 BPR = 4.5-5.4 Solid Titanium 11
Larger Diameter Fans Engine Changes Engine architecture/cycle drives material changes Fan Blades Ti to Composite/Hybrid Metallic (Ti leading edge sheaths) SGV Ti to Composite/Aluminum HPC Rotors & Stators Ti to Nickel LPC Rotors & Stators Ti to Composite/Aluminum Smaller Diameter, Higher Pressure & Hotter Cores LPT Blades Ni to Gamma Ti HPC Rotors & Stators Gamma potential 12
Percent of System Weight Titanium Usage This Century Temperature limitations Ceiling for utilization in engines New engines - Higher bypass ratios, smaller cores, increased temperature / larger Fans reduced Ti content 30 25 PW4056 PW4084 PW6000 20 PW GTF PW2037 15 787 10 J57 777 747 5 737 757 & 767 707 727 0 1950 1960 1970 1980 1990 2000 2010 2020 Year Commercial aircraft and engines 13
Ti Development Challenges From an Engine Perspective Cost (always of great interest) Compete with Al & steel High specific capability (propulsive efficiency) Compete with composites Environmental resistance (thermal efficiency) Compete with superalloys Max use temperature Nickel / Cobalt 1100 1000 900 800 Gamma Ti 700 600 $ Alpha Case Burn Resistance Titanium 500 400 OMC - Polyimides 300 200 Structural Composite Materials, Chapter 1 F.C. Campbell, 2010, ASM International OMC - BMI Aluminum 100 C 14
Airframe Technology Examples Aluminum industry s response to composites: increase performance High strength corrosion resistant alloys Increased strength & design compatible 3 rd Generation Al-Li alloys Increased specific strength & stiffness Novel manufacturing methods (FSW) Hybrid materials (GLARE) GLARE (GLAss fiber REinforced aluminum) Similar advances/approach required for Titanium 15 This slide contains no technical data
Next Generation Engine Opportunities Fan & LPC - Specific strength vs. OMCs Cost Effective MMCs, Ti + B (P/M), Hybrid Ti / OMCs HPC - Temperature capability and burn resistance Higher Temperature Capable & Burn Resistant Alloys and Coatings, Expanded Use of Gamma Ti LPT - Creep and oxidation (Gamma Ti) Higher Temperature Capable Alloys / Coatings Low cost material and manufacturing processes Low Cost Raw Materials Ti Reduction, Melting, Conversion Additive Manufacturing to Enable Hybrid & Low Cost Solutions 16 This slide contains no technical data
Summary Titanium usage decreasing in engine applications Driven by cycle and architecture changes Displaced by organic matrix composites and super alloys Aluminum industry response to composite threat is increased performance / advanced fabrication technologies Technology opportunities for Titanium Increased specific capability Advanced manufacturing for high performance structures Improved temperature capability systems (coatings) Continued work on cost reduction 17 This slide contains no technical data
Percent of System Weight Thank You 30 25 PW4056 PW4084 PW6000 20 PW GTF PW2037 15 787 10 J57 777 747 5 737 757 & 767 707 727 0 1950 1960 1970 1980 1990 2000 2010 2020 Year QUESTIONS? 18