Auxiliary power unit with variable speed ratio

Patent metadata

Field	Value
Publication number	US-10934930-B2
Application number	US-201916284381-A
Country	US
Kind code	B2
Filing date	Feb 25, 2019
Priority date	Aug 7, 2015
Publication date	Mar 2, 2021
Grant date	Mar 2, 2021

Abstract

An auxiliary power unit for an aircraft includes a rotary intermittent internal combustion engine drivingly engaged to an engine shaft, a turbine section having an inlet in fluid communication with an outlet of the engine(s), the turbine section including at least one turbine compounded with the engine shaft, and a compressor having an inlet in fluid communication with an environment of the aircraft and an outlet in fluid communication with a bleed duct for providing bleed air to the aircraft, the compressor having a compressor rotor connected to a compressor shaft, the compressor shaft drivingly engaged to the engine shaft. The driving engagement between the compressor shaft and the engine shaft is configurable to provide at least two alternate speed ratios between the compressor shaft and the engine shaft.

First claim

The invention claimed is:

1. An auxiliary power unit (APU) for an aircraft, comprising:
an engine core that includes an internal combustion engine having an air intake port and an exhaust port;
an engine shaft connected to the internal combustion engine to be driven by the internal combustion engine;
a variable transmission connected to the engine shaft;
a compressor that is one of selectively connectable to and connected to the variable transmission, the compressor having an air inlet and an air outlet, the air outlet being fluidly connected to the intake port of the internal combustion engine;
a turbine connected to the variable transmission, the turbine having an exhaust gas inlet in fluid communication with the exhaust port of the internal combustion engine and an exhaust gas outlet in fluid communication with the exhaust gas inlet; and
a bleed air conduit fluidly connected to the air outlet of the compressor and being fluidly connectable to the aircraft.

2. The APU of claim 1 , comprising a duct and a heat exchanger in the duct, the air outlet of the compressor being fluidly connected to the intake port of the internal combustion engine via the heat exchanger positioned fluidly between the air outlet and the intake port, and the exhaust gas outlet of the turbine being fluidly connected into the air duct at a point that is fluidly downstream of the heat exchanger in the air duct.

3. The APU of claim 2 , wherein the duct is a first duct, the exhaust gas outlet of the turbine fluidly connects to the point via a second duct, the second duct is angled at the point relative to the first duct such that gas flow entering the first duct from the second duct includes a directional component that is parallel to and in a same direction as a direction of gas flow through the first duct at the point.

4. The APU of claim 2 , comprising a fan disposed in the air duct fluidly between the heat exchanger and the point, the fan being connected to the internal combustion engine.

5. The APU of claim 4 , wherein the fan is connected to the engine shaft.

6. The APU of claim 1 , wherein the turbine is a first turbine, and comprising a second turbine connected to the variable transmission and having an exhaust gas inlet in fluid communication the exhaust port of the internal combustion engine.

7. The APU of claim 6 , wherein:
the APU includes a bleed air conduit fluidly connectable to a pneumatic load of an aircraft;
the compressor is a first compressor;
the APU includes a second compressor that is one of connected to and selectively connectable to the variable transmission, the second compressor having an air inlet and an air outlet; and
the air outlet of the second compressor is fluidly connected to at least one of:
the intake port of the internal combustion engine, and
the bleed air conduit.

8. The APU of claim 7 , wherein the air outlet of the second compressor is fluidly connected to one of the intake port of the internal combustion engine and the bleed air conduit, the one being the bleed air conduit.

9. The APU of claim 8 , wherein the first compressor is defined by one side of a rotor and the second compressor is defined by another side of the rotor.

10. The APU of claim 8 , wherein the first compressor is configured to output a first pressure ratio and the second compressor is configured to output a second pressure ratio that is different from the first pressure ratio.

11. The APU of claim 8 , comprising a clutch system, the first compressor being selectively connectable to the variable transmission via the clutch system, and the second compressor being selectively connectable to the variable transmission via the clutch system.

12. The APU of claim 11 , wherein the first compressor is connectable to the variable transmission via the clutch system while the second compressor is disconnected from the variable transmission via the clutch system.

13. The APU of claim 11 , wherein the second compressor is connectable to the variable transmission via the clutch system while the first compressor is disconnected from the variable transmission via the clutch system.

14. The APU of claim 7 , wherein the first turbine has a different configuration than the second turbine.

15. The APU of claim 7 , wherein the exhaust gas inlet of the second turbine is fluidly downstream of and in fluid communication with the exhaust gas outlet of the first turbine.

16. The APU of claim 1 , wherein the second turbine is coaxial with the first turbine and connected to the variable transmission via the compressor shaft.

17. The APU of claim 1 , wherein the variable transmission includes a first electric motor/generator mechanically connected to the engine core and a second electric motor/generator electrically connected to the first electric motor/generator, the compressor and the turbine being mechanically connected to the second electric motor/generator.

18. An auxiliary power unit (APU) for an aircraft, comprising:
an engine core that includes an internal combustion engine having an air intake port and an exhaust port;
an engine shaft connected to the internal combustion engine to be driven by the internal combustion engine;
a variable transmission connected to the engine shaft;
a compressor that is one of selectively connectable to and connected to the variable transmission, the compressor having an air inlet and an air outlet, the air outlet being fluidly connected to the intake port of the internal combustion engine;
a turbine connected to the variable transmission, the turbine having an exhaust gas inlet in fluid communication with the exhaust port of the internal combustion engine and an exhaust gas outlet in fluid communication with the exhaust gas inlet;
a duct and a heat exchanger in the duct, the air outlet of the compressor being fluidly connected to the intake port of the internal combustion engine via the heat exchanger positioned fluidly between the air outlet and the intake port, and the exhaust gas outlet of the turbine being fluidly connected into the air duct at a point that is fluidly downstream of the heat exchanger in the air duct; and
a fan disposed in the air duct fluidly between the heat exchanger and the point, the fan being connected to the internal combustion engine.

19. An auxiliary power unit (APU) for an aircraft, comprising:
an engine core that includes an internal combustion engine having an air intake port and an exhaust port;
an engine shaft connected to the internal combustion engine to be driven by the internal combustion engine;
a variable transmission connected to the engine shaft;
a compressor that is one of selectively connectable to and connected to the variable transmission, the compressor having an air inlet and an air outlet, the air outlet being fluidly connected to the intake port of the internal combustion engine;
a turbine connected to the variable transmission, the turbine having an exhaust gas inlet in fluid communication with the exhaust port of the internal combustion engine and an exhaust gas outlet in fluid communication with the exhaust gas inlet; and
a duct and a heat exchanger in the duct, the air outlet of the compressor being fluidly connected to the intake port of the internal combustion engine via the heat exchanger positioned fluidly between the air outlet and the intake port, and the exhaust gas outlet of the turbine being fluidly connected into the air duct at a point that is fluidly downstream of the heat exchanger in the air duct, wherein the duct is a first duct, the exhaust gas outlet of

Assignees

• Pratt & Whitney Canada

Inventors

• Jones Anthony
• Julien Andre
• Menheere David
• Thomassin Jean
• Ullyott Richard
• Van Den Ende Daniel

Classifications

• B64D41/00 Primary

  Power installations for auxiliary purposes · CPC title

• F02B33/40

  of non-positive-displacement type · CPC title

• F02C7/32

  Arrangement, mounting, or driving, of auxiliaries · CPC title

• F02B39/12

  Drives characterised by use of couplings or clutches therein (using fluid slip couplings for varying gear ratio F02B39/08) · CPC title

• Y02T10/12

  Improving ICE efficiencies · CPC title