Auxiliary power unit

An auxiliary power unit (APU) is a device on a vehicle that provides energy for functions other than propulsion. They are commonly found on large aircraft, naval ships, as well as some large land vehicles. Aircraft APUs generally produce 115V alternating current (AC) at 400 Hz (rather than 50/60 Hz in mains supply), to run the electrical systems of the aircraft; others can produce 28V direct current (DC).
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APUs can provide power through single or three-phase systems.

Transport aircraft[edit]
The primary purpose of an aircraft APU is to provide power to start the main engines. Turbine engines must be accelerated to a high rotational speed in order to provide sufficient air compression for self-sustaining operation. Smaller jet engines are usually started by an electric motor, while larger engines are usually started by an air turbine motor. Before engines are to be turned, the APU is started, generally by a battery or hydraulic accumulator. Once the APU is running, it provides power (electric, pneumatic, or hydraulic, depending on the design) to start the aircraft's main engines. APUs are also used to run accessories while the engines are shut down. This allows the cabin to be comfortable while the passengers are boarding before the aircraft's engines are started. Electrical power is used to run systems for preflight checks. Some APUs are also connected to a hydraulic pump, allowing crews to operate hydraulic equipment (such asflight controls or flaps) prior to engine start. This function can also be used, on some aircraft, as a backup in flight in case of engine or hydraulic failure. Aircraft with APUs can also accept electrical and pneumatic power from ground equipment when an APU has failed or is not to be used. Some airports reduce the use of APUs due to noise and pollution, and ground power is to be used when possible. [3][4] APUs fitted to extended-range twin-engine operations (ETOPS) aircraft are a critical safety device, as they supply backup electricity and compressed air in place of the dead engine or failed main engine generator. While some APUs may not be startable in flight, ETOPS-compliant APUs must be flight-startable at altitudes up to the aircraft service ceiling. Recent applications have specified starting up to 43,000 ft (13,000 m) from a complete cold-soak condition such as the Hamilton Sundstrand APS5000 for the Boeing 787 Dreamliner. If the APU or its electrical generator is not available, the aircraft cannot be released for ETOPS flight and is forced to take a longer non-ETOPS route. APUs providing electricity at 400 Hz are smaller and lighter than their 50/60 Hz counterparts, but are costlier; the drawback being that such high frequency systems suffer from voltage drops.[1] During World War I, the British Coastal class blimps, one of several types of airship operated by the Royal Navy, carried a 1.75 horsepower (1.30 kW) ABC auxiliary engine. These powered a generator for the craft's radio transmitter and, in an emergency, could power an auxiliary air blower (a continuous supply of pressurized air was needed to keep the airship's Ballonets inflated, and so maintain the structure of the gasbag. In normal flight, this was collected from the propeller slipstream by air scoop).[5] One of the first military fixed-wing aircraft to use an APU was the British, World War 1,Supermarine Nighthawk, anti-Zeppelin fighter.[6] This also used a small ABC engine, which powered a generator for an on-board searchlight. During World War 2, a number of large, American military aircraft were fitted with APUs. These were typically known as puttputts, even in official training documents. The putt-putt on the B-29 Superfortress bomber was fitted in the unpressurised section at the rear of the aircraft. Various models of four-stroke, Flattwin or V-twin engines were used. The 7 horsepower (5.2 kW) engine drove a P2, DC generator, rated 28.5 Volts and 200 Amps (several of the same P2 generators, driven by the 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 the B-29 was descending to land.[7] Some models of the B-24 Liberator had a puttputt fitted at the front of the aircraft, inside the nose-wheel compartment.[8] Some models of the Douglas C-47 Skytrain transport aircraft carried a putt-putt under the cockpit floor.[9] The Boeing 727 in 1963 was the first jetliner to feature a gas 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.

Sections[edit]
A typical gas turbine APU for commercial transport aircraft comprises three main sections: Power section The power section is the gas generator portion of the engine and produces all the shaft power for the APU. Load compressor section The load compressor is generally a shaft-mounted compressor that provides pneumatic power for the aircraft, though some APUs extract bleed air from the power section compressor. There are two actuated devices: 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. The third section of the engine is the gearbox. Gearbox section The gearbox 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. In addition, 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 the Boeing 787 more-electric aircraft, 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.[10][11] Onboard solid oxide fuel cell (SOFC) APUs are being researched.[12]