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Anauxiliary power unit(APU) is a device on avehicle that provides energy for functions other thanpropulsion. They are commonly found on largeaircraft, naval ships and on some large land vehicles. Aircraft APUs generally produce 115 VAC voltage at 400 Hz (rather than 50/60 Hz in mains supply), to run the electrical systems of the aircraft; others can produce 28 VDC voltage.[1] APUs can provide power through single orthree-phase systems. Ajet fuel starter (JFS) is a similar device to an APU but directly linked to the main engine and started by an onboard compressed air bottle.[2]
DuringWorld War I, the BritishCoastal class blimps, one of several types of airship operated by theRoyal Navy, carried a 1.75 horsepower (1.30 kW)ABC auxiliary engine. These powered a generator for the craft'sradio transmitter and, in an emergency, could power an auxiliary air blower.[Note 1][3] One of the first military fixed-wing aircraft to use an APU was the British, World War 1,Supermarine Nighthawk, an anti-Zeppelinnight fighter.[4]
DuringWorld War II, a number of large American military aircraft were fitted with APUs. These were typically known asputt–putts, even in official training documents. The putt-putt on theB-29 Superfortress bomber was fitted in the unpressurised section at the rear of the aircraft. Various models of four-stroke,Flat-twin orV-twin engines were used. The 7 horsepower (5.2 kW) engine drove aP2, DC generator, rated 28.5 Volts and 200 Amps (several of the sameP2 generators, driven bythe main engines, were the B-29's DC power source in flight). The putt-putt provided power for starting the main engines and was used after take-off to a height of 10,000 feet (3,000 m). The putt-putt was restarted when theB-29 was descending to land.[5]
Some models of theB-24 Liberator had a putt–putt fitted at the front of the aircraft, inside the nose-wheel compartment.[6] Some models of theDouglas C-47 Skytrain transport aircraft carried a putt-putt under the cockpit floor.[7]
The first Germanjet engines built during theSecond World War used a mechanical APU starting system designed by the German engineerNorbert Riedel. It consisted of a 10 horsepower (7.5 kW)two-strokeflat engine, which for theJunkers Jumo 004 design was hidden in the engine nose cone, essentially functioning as a pioneering example of an auxiliary power unit for starting a jet engine. A hole in the extreme nose of the cone contained a manual pull-handle which started the piston engine, which in turn rotated the compressor. Two spark plug access ports existed in the Jumo 004's nose cone to service the Riedel unit's cylinders in situ, for maintenance purposes. Two small "premix" tanks for the Riedel's petrol/oil fuel were fitted in the annular intake. The engine was considered an extreme short stroke (bore / stroke: 70 mm / 35 mm = 2:1) design so it could fit within the in the nose cone of jet engines like the Jumo 004. For reduction it had an integratedplanetary gear. It was produced byVictoria inNuremberg and served as a mechanical APU-style starter for all three German jet engine designs to have made it to at least the prototype stage before May 1945 – theJunkers Jumo 004, theBMW 003 (which uniquely appears to use an electric starter for the Riedel APU),[8] and the prototypes (19 built) of the more advancedHeinkel HeS 011 engine, which mounted it just above the intake passage in the Heinkel-crafted sheetmetal of the engine nacelle nose.[9]
TheBoeing 727 in 1963 was the first jetliner to feature agas turbine APU, allowing it to operate at smaller airports, independent from ground facilities. The APU can be identified on many modern airliners by an exhaust pipe at the aircraft's tail.[10]
A typical gas-turbine APU for commercial transport aircraft comprises three main sections:
The power section is the gas-generator portion of the engine and produces all the shaft power for the APU.[11] In this section of the engine, air and fuel are mixed, compressed and ignited to create hot and expanding gases. This gas is highly energetic and is used to spin the turbine, which in turn powers other sections of the engine, such as auxiliary gearboxes, pumps, electrical generators, and in the case of a turbo fan engine, the main fan.[12]
The load compressor is generally a shaft-mounted compressor that provides pneumatic power for the aircraft, though some APUs extractbleed air from the power section compressor. There are two actuated devices to help control the flow of air: the inlet guide vanes that regulate airflow to the load compressor and the surge control valve that maintains stable or surge-free operation of the turbo machine.[11]
Thegearbox transfers power from the main shaft of the engine to an oil-cooled generator for electrical power. Within the gearbox, power is also transferred to engine accessories such as the fuel control unit, the lubrication module, and cooling fan. There is also a starter motor connected through the gear train to perform the starting function of the APU. Some APU designs use a combination starter/generator for APU starting and electrical power generation to reduce complexity.
On theBoeing 787, an aircraft which has greater reliance on its electrical systems, the APU delivers only electricity to the aircraft. The absence of a pneumatic system simplifies the design, but high demand for electricity requires heavier generators.[13][14]
Onboard solid oxide fuel cell (SOFC) APUs are being researched.[15]
The market of Auxiliary power units is dominated byHoneywell, followed byPratt & Whitney (a subsidiary ofRTX Corporation),Motorsich and other manufacturers such asPBS Velká Bíteš,Safran Power Units,Aerosila andKlimov. Local manufacturers includeBet Shemesh Engines andHanwha Aerospace. The 2018 market share varied according to the application platforms:[16]
On June 4, 2018,Boeing andSafran announced their 50–50 partnership to design, build and service APUs after regulatory andantitrust clearance in the second half of 2018.[17]Boeing produced several hundredT50/T60 smallturboshafts and their derivatives in the early 1960s. Safran produceshelicopters andbusiness jets APUs but stopped the large APUs sinceLabinal exited theAPIC joint venture withSundstrand in 1996.[18]
A journalist from the online news websiteFlightGlobal, Stephen Trimble, has stated that Boeing and Safran's advances in the market for APUs pose a threat for the duopoly betweenHoneywell and Pratt & Whitney.[19] Honeywell has a 65% share of themainliner APU market and is the sole supplier for theAirbus A350, theBoeing 777 and allsingle-aisles: theBoeing 737 MAX,Airbus A220 (formerly Bombardier CSeries),Comac C919,Irkut MC-21 andAirbus A320neo since Airbus eliminated the P&WCAPS3200 option.P&WC claims the remaining 35% with theAirbus A380,Boeing 787 andBoeing 747-8.[18]
It should take at least a decade for the Boeing/Safran JV to reach $100 million in service revenue. The 2017 market for production was worth $800 million (88% civil and 12% military), while theMRO market was worth $2.4 billion, spread equally between civil and military.[20]
TheSpace Shuttle APUs providedhydraulic pressure. The Space Shuttle had threeredundant APUs, powered byhydrazine fuel. They were only powered up for ascent,re-entry, and landing. During ascent, the APUs provided hydraulic power forgimballing of the Shuttle's threeengines and control of their large valves, and for movement of thecontrol surfaces. During landing, they moved the control surfaces, lowered the wheels, and powered thebrakes and nose-wheel steering. Landing could be accomplished with only one APU working.[21] In the early years of the Shuttle there were problems with APU reliability, with malfunctions on three of the first nine Shuttle missions.[Note 2]
 | This sectionis missing information about modern MBTs, especially on the M1 Abrams which additionally needs help with fuel consumption on idle. Please expand the section to include this information. Further details may exist on thetalk page.(October 2021) |
APUs are fitted to sometanks to provide electrical power without the high fuel consumption and largeinfrared signature of the main engine. As early as World War II, the AmericanM4 Sherman had a small, piston-engine powered APU for charging the tank's batteries, a feature the Soviet-producedT-34 tank did not have.[26]The United States Army Tank Automotive Research, Development and Engineering Center (TARDEC) developed a 100 kg auxiliary power unit (APU) for theM1 Abrams tank to replace a 230 kg battery. The new APU will also be more fuel-efficient than the tank's main engine.[27]
A refrigerated or frozen food semi trailer or train car may be equipped with an independent APU and fuel tank to maintain low temperatures while in transit, without the need for an external transport-supplied power source.[citation needed][28]
On some older diesel engined-equipment, a small gasoline engine (often called a "pony engine") was used instead of an electric motor to start the main engine. The exhaust path of the pony engine was typically arranged so as to warm the intake manifold of the diesel, to ease starting in colder weather. These were primarily used on large pieces of construction equipment.[29][30]
In recent years, truck and fuel cell manufacturers have teamed up to create, test and demonstrate a fuel cell APU that eliminates nearly all emissions[31] and uses diesel fuel more efficiently.[32] In 2008, a DOE sponsored partnership between Delphi Electronics and Peterbilt demonstrated that a fuel cell could provide power to the electronics and air conditioning of a Peterbilt Model 386 under simulated "idling" conditions for ten hours.[33] Delphi has said the 5 kW system for Class 8 trucks will be released in 2012,[needs update] at an $8000–9000 price tag that would be competitive with other "midrange" two-cylinder diesel APUs, should they be able to meet those deadlines and cost estimates.[32]
Starting procedure is as follows: Starting engine is primed by closing electric primer switch, then ignition of turbojet and ignitionand electric starting motor ofRiedel engine are turned on (this engine can also be started manually by pulling a cable). After the Riedel unit has reached a speed of about 300 rpm, it automatically engages the compressor shaft of the turbojet. At about 800 rpm of the starting engine, starting fuel pump is turned on, and at 1,200 rpm the main (J-2) fuel is turned on. The starter engine is kept engaged until the turbojet attains 2,000 rpm, at which the starter engine and starting fuel are turned off, the turbojet rapidly accelerating to rated speed of 9,500 rpm on the J-2 fuel
Still one great plus of the Sherman was in the charging of its batteries. On our T-34 it was necessary to run the engine, all 500 horsepower of it, in order to charge batteries. In the crew compartment of the Sherman was an auxiliary gasoline engine, small like a motorcycle's one. Start it up and it charged the batteries. This was a big deal to us!
and Delphi says it will have a 5-kW APU on the market in 2012.
