865 results about "Auxiliary power unit" patented technology

Several improvements to an aircraft turbine engine and Auxiliary Power Unit (APU) are disclosed, as well as methods of using these improvements in routine and emergency aircraft operations. The improvements comprise the addition of cockpit-controllable clutches that can be used to independently disconnect the engine's integrated drive generator (IDG), engine driven pump (EDP), fuel pump, and oil pump from the engine gearbox. These engine components may then be connected to air turbines by the use of additional clutches and then powered by the turbines. Similar arrangements are provided for the APU components. Cranking pads, attached to various engine and APU components, are disclosed to provide a means for externally powering the components for testing purposes and to assist with engine and APU start. Detailed methods are disclosed to use the new components for routine ground-testing and maintenance and for the enhancement of flight safety, minimization of engine component damage, and extension of engine-out flying range in the case of an emergency in-flight engine shutdown.

A powered nose aircraft wheel system (130) for an aircraft (12) includes landing gear (104) that extends from the aircraft (12). A wheel axel (136) is coupled to the landing gear (104). A wheel (134) is coupled to the wheel axel (136). A wheel motor (106) is coupled to the wheel axel (136) and the wheel (134). A controller (120) is coupled to the wheel motor (106) and rotates the wheel (134). A method of taxiing an aircraft (12) includes permitting the wheel (134) of the aircraft (12) to freely spin during the landing of the aircraft (12). Power is transferred from an auxiliary power unit (73) of the aircraft (12) to the wheel motor (106). The wheel (134) is rotated via the wheel motor (106). The aircraft (12) is steered and the speed of the wheel (134) is controlled via one or more controllers selected from an onboard controller (18, 118, 120) and an offboard controller (45, 58, 59).

A control system is provided for controlling a load powered by an auxiliary power source during an interruption in the utility power source and / or during a power failure. The control system of the present invention provides power to essential loads in a dwelling as predetermined by a user and / or per the user's real-time instructions as the needs of the user may change. Additionally, the control system of the present invention automatically controls non-essential loads in order to maintain the auxiliary power load below the maximum threshold. Furthermore, the control system of the present invention allows the user to manually override all the controlled loads in an emergency or when the needs of the user change. Additionally, the control system of the present invention allows outside triggers to change the priority of the loads in real-time and can automatically change the priority due to predetermined tasks already running.

A system, method, and computer program product assist a technician in troubleshooting an aircraft auxiliary power unit (APU). A portable computer is couplable of download the fault data captured in a memory of the ECU. The fault data corresponds to one or more instances of APU failure. The computer is further programmed to compare the fault data to predetermined fault patterns stored in a database. Each record of the database has one of the fault patterns, a corresponding fault indication, and a corresponding service recommendation indication. The computer is further programmed so that when a record in which the fault pattern matches the fault data is found, the corresponding fault indication and service recommendation are retrieved from the database and provided to the technician via the computer's display or other suitable output mechanism.

Methods, apparatuses, media and signals for supplying energy to an energy bus in communication with an energy generating device and with a regenerative braking system in a hybrid electric vehicle are disclosed. One such method includes controlling power supplied by the energy generating device to the energy bus, in response to a braking signal indicative of user brake actuation. Another such method involves controlling energy contributions onto the energy bus from the energy generating device and from the regenerative braking system respectively, to prevent the contributions from exceeding a desired total energy contribution. The energy generating device may include an auxiliary power unit, such as fuel cell, or a generator coupled to a prime mover such as an internal combustion engine, for example.

Inventive embodiments are directed to components, subassemblies, systems, and / or methods for auxiliary power units (APU). In one embodiment, the APU includes a source of rotational power such as a combustion engine operably coupled to a continuously variable transmission (CVT). The CVT can be coupled to a load. In some embodiments, the load is provided by a generator. In one embodiment, the APU has a control system configured to control the operation of the engine and the operation of the CVT. The control system can facilitate substantially constant speed operation of the generator in the presence of variable operation of the engine. In another embodiment, the APU includes a continuously variable accessory drive (CVAD) operably coupled to an engine. The CVAD can include a continuously variable transmission operably coupled to a generator. In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD.

Several improvements to an aircraft turbine engine and Auxiliary Power Unit (APU) are disclosed, as well as methods of using these improvements in routine and emergency aircraft operations. The improvements comprise the addition of cockpit-controllable clutches that can be used to independently disconnect the engine's integrated drive generator (IDG), engine driven pump (EDP), fuel pump, and oil pump from the engine gearbox. These engine components may then be connected to air turbines by the use of additional clutches and then powered by the turbines. Similar arrangements are provided for the APU components. Cranking pads, attached to various engine and APU components, are disclosed to provide a means for externally powering the components for testing purposes and to assist with engine and APU start. Detailed methods are disclosed to use the new components for routine ground-testing and maintenance and for the enhancement of flight safety, minimization of engine component damage, and extension of engine-out flying range in the case of an emergency in-flight engine shutdown.

An auxiliary power system for a motor vehicle primary engine used to drive primary engine accessories when the primary engine is not operating. The system comprises a secondary engine that drives a hydraulic pump. The hydraulic pump is connected to a hydraulic motor. The hydraulic motor is integrated with an accessory belt drive system on a primary engine. The secondary engine drives the ABDS system through the hydraulic pump and hydraulic motor when the primary engine is not operating, thus allowing various primary engine accessories such as air conditioning to be operated while the primary engine is off. A one-way clutch on the primary engine crankshaft prevents the primary engine crankshaft from being turned when the hydraulic motor is driving the belt. A one-way clutch on the hydraulic motor prevents it from being driven when the primary engine is in operation.

A truck includes an auxiliary power unit having components specifically selected such that they form a stand-alone unit that can fit within an auxiliary compartment of a vehicle and deliver heating, cooling, and additional electric power to the vehicle. Included is an auxiliary engine, an auxiliary alternator, and an auxiliary condenser to provide coolant for a personnel compartment mounted evaporator. An auxiliary voltage regulator provides a ramp-up feature to minimize excessive start-up loads, limits maximum available current from the auxiliary alternator when the auxiliary compressor is engaged, and selectively disables power to electrical components in the event of low vehicle battery voltage. The auxiliary engine includes a radiator system to provide heated fluid for a personnel compartment mounted heat exchanger.

A passive cooling system for an auxiliary power unit (APU) installation on an aircraft is provided. The system is for an auxiliary power unit having at least a compressor portion of a gas turbine engine and an oil cooler contained separately within a nacelle. The system includes the auxiliary power unit housed within the nacelle of the aircraft, an engine exhaust opening defined in the aft portion of the nacelle and communicating with the gas turbine engine, at least a first air inlet duct communicating with a second opening defined in said nacelle and with said compressor portion and the oil cooler is located within a second duct communicating with an opening other than the engine exhaust opening of said nacelle and with the engine exhaust opening. Exterior cooling air and engine exhaust ejected through said engine exhaust opening entrain cooling air through said second duct to said oil cooler, and thus provide engine oil cooling. An exhaust eductor is also provided.

Combined aircraft hybrid fuel cell auxiliary power unit and environmental control system and methods are disclosed. In one embodiment, an auxiliary power unit includes a fuel cell component which chemically converts combustible fuel into electrical energy. Unutizlied fuel emitted by the fuel cell component is combusted by a burner to generate heated gas. The heated gas is received by and drives a turbine, which in turn drives a drive shaft. A compressor, coupled to the drive shaft, compresses a source of oxidizing gas for supplying compressed oxidizing gas to the fuel cell component and to an environmental control system. A heat exchanger controls the temperature of the pressurized air leaving the environmental control system to provide the cabin air supply. Finally, a generator is coupled to the drive shaft to be driven by the turbines to generate additional electrical energy.

A distributed charging system for electric and hybrid electric vehicles includes multiple battery packs of different voltages including high voltage battery packs and one or more low voltage battery packs, each having separate and independent charging systems and multiple sources of electric power. Electric power is distributed from the sources of electric power separately to each of the independent charging systems. A drive system for the electric or hybrid electric vehicle includes a stored energy system made up of these multiple battery packs and a master events controller controlling at least one of a) a traction drive system including a motor and controller for receiving driving electric energy from a stored energy system for propulsion of the vehicle, b), an auxiliary power system for recharging the battery packs and c) a vehicle monitoring and control network for controlling the operation of, and monitoring all bus systems in the vehicle.

A hybrid prolusion system comprising a first energy storage unit operable to supply power to a traction drive motor. A second energy storage unit is coupled with the first energy storage unit to provide additional power on demand to the traction drive motor. An auxiliary power unit (APU) is used to charge the first battery to maintain a desired voltage across the first energy storage unit.

The invention relates to a vehicle control method based on multi-information integration. The method comprises the following steps that: a vehicle controller unit reads vehicle state parameters in real time and correspondingly sends the vehicle state parameters to modules of the vehicle controller unit; a road slope angle calculation module, a vehicle quality calculation module, a vehicle auxiliary power calculation module and a future path forecasting module of the vehicle controller unit calculate the parameters and correspondingly sends the calculated parameters to the modules; a power battery state of charge (SOC) forecasting module determines the optimal target SOC trace curve of a power battery in certain time; a motor target torque calculation module calculates a motor target torque; a power distribution module distributes output power of an auxiliary power unit (APU) system and the power battery according to vehicle accessory power and the motor target torque; the motor target torque calculation module sends the motor target torque to a motor controller unit for controlling the motor to be driven; the power distribution module sends APU target power to an APU controller unit so as to control an auxiliary power source to work; the vehicle controller unit sets a sampling interval and reads the vehicle parameters; and the steps are performed repeatedly until the vehicle is power off. The vehicle control method is applied to pure electric vehicles and hybrid electric vehicles.

Combined aircraft hybrid fuel cell auxiliary power unit and environmental control system and methods are disclosed. In one embodiment, an auxiliary power unit includes a fuel cell component which chemically converts combustible fuel into electrical energy. Unutilized fuel emitted by the fuel cell component is combusted by a burner to generate heated gas. The heated gas is received by and drives a turbine, which in turn drives a drive shaft. A compressor, coupled to the drive shaft, compresses a source of oxidizing gas for supplying compressed oxidizing gas to the fuel cell component and to an environmental control system. A heat exchanger controls the temperature of the pressurized air leaving the environmental control system to provide the cabin air supply. Finally, a generator is coupled to the drive shaft to be driven by the turbines to generate additional electrical energy.

The fuel cell vehicle mixed power system using super capacitor as auxiliary power device belongs to the field of fuel cell vehicle technology. The galvanic pile of fuel cell system is connected with motor controller by means of forward direction of power diode: the super capacitor is connected with cathode of power diode by means of bidirectional main DC / DC converter; the low-voltage end of bidirectional 24V DC / DC converter is connected with 24V battery, its high-voltage end is connected with cathode of power diode; the motor controller, bidirectional main DC / DC converter, super capacitor management system, bidirectional 24V DC / DC converter, fuel cell controller and whole vehicle controller are electrically connected; and the fuel cell controller, bidirectional main DC / DC converter, bidirectional 24V DC / DC converter, motor controller and super capacitor management system are connected with whole vehicle controller by means of CAN network.

Methods, apparatuses, media and signals for supplying energy to an energy bus in communication with an energy generating device and with a regenerative braking system in a hybrid electric vehicle are disclosed. One such method includes controlling power supplied by the energy generating device to the energy bus, in response to a braking signal indicative of user brake actuation. Another such method involves controlling energy contributions onto the energy bus from the energy generating device and from the regenerative braking system respectively, to prevent the contributions from exceeding a desired total energy contribution. The energy generating device may include an auxiliary power unit, such as fuel cell, or a generator coupled to a prime mover such as an internal combustion engine, for example.

An auxiliary power unit (APU) includes a compressor, a turbine, a combustor, and a starter-generator unit all integrated within a single containment housing. The turbine has an output shaft on which the compressor is mounted, and the starter-generator unit is coupled to the turbine output shaft without any intervening gears. The rotating components are all rotationally supported within the containment housing using bearings that do not receive a flow of lubricating fluid.

An adjustment method and system for an auxiliary power unit (APU) allows the APU speed to vary based on the inlet air temperature to the APU compressor. The APU is controlled by a control law that allows the APU speed to float within a selected range based on speed and electric power generators phase matching criteria that provides smooth power transfer between the APU and a main engine generator. The specific APU mechanical speed for a given temperature may be determined from a compressor map that identifies the optimum combination of pressure ratio, flow rate and efficiency for a given inlet temperature, and avoids running the APU near mechanical resonant vibration conditions.

A first-stage turbine that is adapted for receiving high energy air directly from a combustion chamber in a gas turbine engine auxiliary power unit includes a disk formed from a first alloy and having an outer surface, and a unitary blade wheel formed from a second alloy that is different than the first alloy. The unitary blade wheel includes an annular member having an inner surface that is joined to the disk, and blades that are integrally formed with the annular member.

An integrated power and pressurization management system supplies electrical power and cabin pressurization and cooling air during both airborne and ground operations. The system includes an integral auxiliary power unit (APU) that has a compressor, a motor-generator, and a power turbine all mounted on one shaft. The integral APU can supply compressed air for cabin pressurization and environmental cooling functions, and can generate electrical power for various electrical loads. The system further includes one or more electrically driven compressors.

An auxiliary power unit for providing power and HVAC to a vehicle. The auxiliary power unit is mounted to the vehicle in a variety of ways, but such that it can be readily moved away from the vehicle for service and maintenance. The power unit has a removable condenser and fan assembly that can be mounted to the power unit or remote from the human occupied portion of the vehicle. The power unit also including a programmable engine control unit for controlling and monitoring various aspects of the operation of the power unit and the vehicle. The power unit having a user interface that enables in-vehicle control of the engine control unit and remote control the engine control unit. The engine control unit monitoring when excessive power requirements of the power unit exists and limiting the air conditioning services of the power unit until the excessive power requirements no longer exists.