Compound engine assembly with bleed air

• US 10,590,842 B2
• Filed: 06/25/2015
• Issued: 03/17/2020
• Est. Priority Date: 06/25/2015
• Status: Active Grant

• Current Assignee: Pratt & Whitney Canada Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Original Assignee: Pratt & Whitney Canada Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Inventors: Ullyott, Richard, Jones, Anthony, Julien, Andre, Thomassin, Jean
• Primary Examiner(s): Bogue, Jesse S
• Application Number:
  US14/750,157
• Publication Number:
  US 20160376981A1
• Time in Patent Office: 1,727 Days
• CPC Class Codes: B64D 2013/0611 combined with auxiliary power units (APU's)
• CPC Class Codes: B64D 41/00 Power installations for auxiliary purposes
• CPC Class Codes: F01C 1/22 of internal-axis type with equidirectional movement of co-operating members at the points of engagement, or with one of the co-operating members being stationary, the inner member having more teeth or tooth- equivalents than the outer member
• CPC Class Codes: F01C 11/008 and of complementary function, e.g. internal combustion engine with supercharger
• CPC Class Codes: F02B 2053/005 Wankel engines
• CPC Class Codes: F02B 37/013 with exhaust-driven pumps arranged in series
• CPC Class Codes: F02B 53/02 Methods of operating
• CPC Class Codes: F02B 63/04 for electric generators
• CPC Class Codes: F02C 7/36 Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user F02C3/107 - F02C3/13 and F02C7/32 take precedence; couplings for transmitting rotation F16D; gearing in general F16H
• CPC Class Codes: F05B 2220/50 for auxiliary power units (APU's)
• CPC Class Codes: F05B 2260/211 by intercooling, e.g. during a compression cycle
• CPC Class Codes: F05B 2260/40 Transmission of power
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 50/40 Weight reduction
• CPC Class Codes: Y02T 50/50 On board measures aiming to increase energy efficiency
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

A compound engine assembly for use as an auxiliary power unit for an aircraft and including an engine core with internal combustion engine(s), a compressor having an outlet in fluid communication with an engine core inlet, a bleed conduit in fluid communication with the compressor outlet through a bleed air valve, and a turbine section having an inlet in fluid communication with the engine core outlet and configured to compound power with the engine core. The turbine section may include a first stage turbine having an inlet in fluid communication with the engine core outlet and a second stage turbine having an inlet in fluid communication the first stage turbine outlet. A method of providing compressed air and electrical power to an aircraft is also discussed.

Claims

1. An auxiliary power unit for an aircraft, the auxiliary power unit comprising:

at least one internal combustion engine in driving engagement with an engine shaft, the at least one internal combustion engine having at least one combustion chamber of varying volume;

a bleed conduit having an end configured for connection with a pneumatic system of the aircraft;

a compressor having an outlet in fluid communication with both an inlet of the at least one internal combustion engine and the bleed conduit;

a bleed air valve, the bleed conduit in fluid communication with the outlet of the compressor through the bleed air valve, the bleed air valve selectively opening and closing the fluid communication between the outlet of the compressor and the end of the bleed conduit configured for connection to the pneumatic system, the outlet of the compressor in fluid communication with the inlet of the at least one internal combustion engine independently of the bleed air valve; and

a turbine section having an inlet in fluid communication with an outlet of the at least one internal combustion engine, the turbine section having a turbine shaft configured to compound power with the engine shaft.

2. The auxiliary power unit as defined in claim 1, wherein each of the at least one internal combustion engine includes a rotor sealingly and rotationally received within a respective internal cavity to provide rotating chambers of variable volume in the respective internal cavity, the rotor having three apex portions separating the rotating chambers and mounted for eccentric revolutions within the respective internal cavity, the respective internal cavity having an epitrochoid shape with two lobes.

3. The auxiliary power unit as defined in claim 1, wherein the engine shaft is drivingly engaged to rotors of the compressor and of the turbine section.

4. The auxiliary power unit as defined in claim 1, wherein the turbine shaft compounds power with the engine shaft through driving engagement between the engine shaft core and the turbine shaft.

5. The auxiliary power unit as defined in claim 1, wherein the turbine section includes at least one rotor engaged on the turbine shaft rotatable independently of the engine shaft, the auxiliary power unit further comprising a first generator in driving engagement with the engine shaft, a second generator in driving engagement with the turbine shaft, and a power controller connected to the first and second generators and controlling power transfer between the first and second generators.

6. The auxiliary power unit as defined in claim 1, wherein the turbine section includes a first stage turbine having an inlet in fluid communication with the outlet of the at least one internal combustion engine, and a second stage turbine having an inlet in fluid communication with an outlet of the first stage turbine.

7. The auxiliary power unit as defined in claim 6, wherein the first stage turbine is configured as an impulse turbine with a pressure-based reaction ratio having a value of at most 0.25, the second stage turbine having a higher reaction ratio than that of the first stage turbine.

8. The auxiliary power unit as defined in claim 1, further comprising an inlet conduit in fluid communication with the inlet of the at least one internal combustion engine and an outlet conduit in fluid communication with the outlet of the compressor, the inlet conduit and bleed conduit being both in fluid communication with the outlet conduit.

9. The auxiliary power unit as defined in claim 1, wherein the bleed conduit is in fluid communication with the outlet of the compressor at least in part through an intercooler configured to reduce a temperature of compressed air circulating from the compressor to the bleed conduit.

10. The auxiliary power unit as defined in claim 1, further comprising variable inlet guide vanes, a variable diffuser or a combination thereof at an inlet of the compressor.

11. The auxiliary power unit as defined in claim 1, further comprising a diverter valve communicating with the outlet of the compressor, the diverter valve being closed when the pneumatic system has a first pneumatic demand and being open when the pneumatic system has a second pneumatic demand lower than the first pneumatic demand.

12. An auxiliary power unit for an aircraft, the auxiliary power unit comprising:

at least one internal combustion engine in driving engagement with a common shaft, the at least one internal combustion engine having at least one combustion chamber of varying volume;

a generator in driving engagement with the common shaft to provide electrical power for the aircraft;

a bleed conduit having an end configured for connection to a pneumatic system of the aircraft;

a compressor having a same outlet in fluid communication with both an inlet of the at least one internal combustion engine and the bleed conduit;

a bleed air valve, the bleed air valve selectively opening and closing the fluid communication between the end of the bleed conduit and the outlet of the compressor, the outlet of the compressor in fluid communication with the inlet of the at least one internal combustion engine independently of the bleed air valve;

a first stage turbine having an inlet in fluid communication with an outlet of the at least one internal combustion engine; and

a second stage turbine having an inlet in fluid communication with an outlet of the first stage turbine;

wherein at least one of the first and second stage turbines has a turbine shaft configured to compound power with the common shaft.

13. The auxiliary power unit as defined in claim 12, further comprising a diverter valve communicating with the outlet of the compressor, the diverter valve being closed when the pneumatic system has a first pneumatic demand and being open when the pneumatic system has a second pneumatic demand lower than the first pneumatic demand.

14. The auxiliary power unit as defined in claim 12, wherein each of the at least one internal combustion engine includes a rotor sealingly and rotationally received within a respective internal cavity to provide rotating chambers of variable volume in the respective internal cavity, the rotor having three apex portions separating the rotating chambers and mounted for eccentric revolutions within the respective internal cavity, the respective internal cavity having an epitrochoid shape with two lobes.

15. The auxiliary power unit as defined in claim 12, wherein the common shaft of the engine core is drivingly engaged to rotors of the compressor and of the first and second stage turbines.

16. The auxiliary power unit as defined in claim 12, wherein the first and second stage turbines are both configured to compound power with the common shaft and both in driving engagement with the compressor.

17. The auxiliary power unit as defined in claim 12, wherein rotors of the first and second stage turbines and of the compressor are engaged on the turbine shaft rotatable independently of the common shaft of the at least one internal combustion engine, and the generator is a first generator, the auxiliary power unit further comprising a second generator in driving engagement with the turbine shaft, and a power controller connected to the first and second generators and controlling power transfer between the first and second generators.

18. The auxiliary power unit as defined in claim 12, wherein the first stage turbine is configured as an impulse turbine with a pressure-based reaction ratio having a value of at most 0.25, the second stage turbine having a reaction ratio higher than that of the first stage turbine.

19. The auxiliary power unit as defined in claim 12, further comprising an inlet conduit in fluid communication with the inlet of the at least one internal combustion engine and an outlet conduit communicating with the outlet of the compressor, the inlet conduit and bleed conduit being both in fluid communication with the outlet conduit.

20. The auxiliary power unit as defined in claim 12, wherein the bleed conduit is in fluid communication with the outlet of the compressor at least in part through an intercooler configured to reduce a temperature of compressed air circulating from the compressor to the bleed conduit.

21. A method of providing compressed air and electrical power to an aircraft, the method comprising:

flowing compressed air from an outlet of a compressor simultaneously to both an inlet of at least one internal combustion engine of an auxiliary power unit and to a bleed conduit in communication with a pneumatic system of the aircraft, the at least one internal combustion engine having at least one combustion chamber of varying volume;

driving at least one generator providing electrical power to the aircraft with an engine shaft of the at least one internal combustion engine; and

providing electrical power to the aircraft with at least one turbine of the auxiliary power unit including compounding power from a turbine shaft of the at least one turbine with power from the engine shaft.

22. The method as defined in claim 21, further comprising actuating a diverter valve connected to an outlet of the compressor based on a pneumatic demand of the aircraft, the diverter valve being closed when the pneumatic system has a first pneumatic demand and being open when the pneumatic system has a second pneumatic demand lower than the first pneumatic demand.

23. The method as defined in claim 21, further comprising regulating a flow of the compressed air through the bleed conduit with a bleed air valve.