United States Patent [191
`Vershure, Jr.
`
`[11] Patent Number:
`[45] Date of Patent:
`
`4,979,362
`Dec. 25, 1990
`
`[54] AIRCRAFT ENGINE STARTING AND
`ElVIERGENCY POWER GENERATING
`SYSTEM
`[75] Inventor: Roy W. Vershure, Jr., Escondido,
`Calif.
`[73] Assignee: itlmdstrand Corporation, Rockford,
`
`[21] Appl. No.: 353,050
`[22] Filed:
`May 17, 1989
`
`_
`
`[51] Int. GL5 ............................................ .. F02C 7/277
`[52] US Cl ........................ ..'60/39.142; 60/39.33
`[58] Field of Search ....... ..
`60/39.142, 39.15, 39.33,
`60/712, 727; 192/489, 48.91, 87.14, 87.16;
`244/53
`
`[56]
`
`References Cited
`
`U3 PATENT DOCUMENTS
`
`2,611,239 9/1952 Briggs .............................. ,. 60/39.27
`3,145,532 8/ 1964 Moss ............................... .. 60/39.142
`
`3,416,309 12/1968 Elmes et a1. ................... .. 60/39.142
`3,662,544 5/1972 Kahn et a1. ..................... .. 60/39_.l42
`3,965,673 6/1976 Friedrich .
`4,777,793 10/ 1988 Weigand et a1. .................... .. 60/727
`4,815,277 3/ 1989 'Vershure et a]. .............. .. 60/39.142
`
`‘
`Primary Examiner-Louis J. Casaregola
`Attorney, Agent, or Firm-Wood, Phillips, Mason,
`Recktenwald & VanSanten
`[57]
`ABSTRACT
`The problem of excessive weight in an aircraft l0 pow
`ered by at least one turbine engine 12 as a result of the
`incorporation of both a starter for the turbine engine 12
`and a source of emergency power is avoided by utiliz
`ing a turbine wheel 62 to alternatively start the engine
`12 or drive an emergency power generator 102. The
`turbine wheel 62 may be driven either by compressed
`air from a ground source 34 or an engine bleed 32 or, in
`the alternative, by hot gases of combustion from a
`stored energy source 36 in an emergency situation.
`
`10 Claims, 1 Drawing Sheet
`
`565 1'34
`
`78F
`
`2
`24‘
`I
`07 227 ) E
`‘2
`HP up IDG
`(2
`
`I
`ArsM
`
`24
`'
`2 2O 2
`/ 2
`19¢ HP HP
`
`\ AMAD
`/6 )
`2
`/
`
`26/’
`
`AMA 0 s
`;
`L/g
`/
`
`HDC
`
`Dc |_|
`
`E A/G' INE IVOJ 1 K ENG/IVE 170.2
`)
`30 32
`‘
`/z
`-
`/6)
`
`GE-1032.001
`
`

`
`U.S. Patent
`
`Dec. 25, 1990
`
`4,979,362
`
`GE-1032.002
`
`GE-1032.002
`
`

`
`1
`
`AIRCRAFT ENGINE STARTING AND
`EMERGENCY POWER GENERATING SYSTEM
`
`FIELD OF THE INVENTION
`This invention relates to turbine engines, and more
`speci?cally, to a system that may be alternatively em
`ployed to start a turbine engine on an aircraft or to
`provide power aboard such aircraft in an emergency
`situation.
`
`10
`
`BACKGROUND OF THE INVENTION
`In soocalled “?y-by-wire” aircraft, control surfaces
`on the aircraft airfoils are not directly mechanically
`coupled to the controls operated by the pilot. Rather,
`the couplings are via electrical and/or hydraulic cir
`cuits. Needless to say, in order for such couplings to be
`operative, electrical energy and/or hydraulic ?uid
`under pressure must be available at all times. If there is
`a failure in an electrical generating system or in a hy-v
`draulic pump, the link between the controls and the
`control surfaces is lost and the aircraft can no longer be
`controlled.
`In the usual case, electrical energy and/or pressur
`ized hydraulic ?uid is supplied by one or more pumps or
`generators driven by the turbine engines used for pro
`pulsion of the aircraft, either by thrust or by rotating
`airfoils. Such turbine engines are equipped with a so
`called “AMAD” which is an airframe mounted acces
`sory drive unit. Should the engine, or engines in the
`case of multiple'engine aircraft, ?ame out, accessories
`such as the hydraulic pumps and/or electrical genera
`tors driven through the AMAD are no longer driven
`and control of the aircraft will be lost for the reasons
`stated.
`To avoid this problem, various sorts of emergency
`power unit systems have been proposed. The purpose of
`such systems is to provide electrical and/or hydraulic
`power in the event of an emergency wherein power is
`40
`not available from the principal power source. The
`emergency power then provides a link between the
`control surfaces and the controls allowing the pilot of
`the aircraft to recover control. Having once recovered
`control of the aircraft, the pilot may then go about
`restarting the main propulsion engine or engines.
`At the same time, weight in airborne systems is al
`ways a concern with every effort being made to mini
`mize weight so as to maximize range and/or payload of
`the aircraft. Turbine engines used for propulsion, like
`other engines, require some means of starting them. Not
`infrequently, a so-called ATSM is connected to each
`AMAD. An ATSM is an air turbine starter motor and
`typically includes a turbine wheel connected to the
`AMAD through which it may drive the main propul
`sion turbine up to a suf?cient speed where it may main?
`tain its own operation. In the usual case, the ATSM is
`driven by compressed air from any suitable source.
`Typically, a ground based compressor system such as a
`so-called ground cart may provide the compressed air.
`Alternatively, where multiple engines are utilized, the
`compressed air may be supplied by cross bleed from an
`already operating engine.
`SUMMARY OF THE INVENTION
`It is the principal object of the invention to provide a
`‘new and improved aircraft engine starting and emer
`gency power generating system wherein a single tur
`
`60
`
`50
`
`55
`
`4,979,362
`2
`bine may be alternatively employed for turbine engine
`starting purposes or for emergency power generation.
`An exemplary embodiment of the invention achieves
`the foregoing object in a system that is intended for use
`with an airframe mounted accessory drive unit or
`AMAD associated with a turbine engine. The system
`includes a rotary turbine wheel. A clutch is connected
`to the turbine wheel and has selectively operable ?rst
`and second rotary outputs, one adapted to be connected
`as an input to an AMAD and the other adapted to be
`connected as an input to a power generating apparatus.
`A nozzle structure is provided for the turbine wheel and
`is adapted to direct compressed air from a source as a
`bleed air outlet of a turbine engine or a ground based
`compressor system, or hot gases of combustion at the
`turbine wheel. A combustor is connected to the nozzle
`and a fuel supply is connected to the combustor to
`provide fuel thereto for combustion therein. A storage
`tank is also provided for containing an oxidant for the
`fuel and is connected to the combustor to provide oxi
`dant thereto to support combustion of the fuel therein.
`As a consequence of the system, the turbine wheel
`may be driven by compressed air or by hot gases of
`combustion with the turbine wheel coupled to the
`AMAD by the clutch to act as a conventional or emer
`gency starter for a turbine engine associated therewith
`or, in the alternative, the turbine wheel may be driven
`by hot gases of combustion with the turbine wheel
`coupled to a power generating apparatus by the clutch
`to act as an emergency power unit.
`In one embodiment of the invention, the clutch is
`connected to the turbine by a transmission. Preferably,
`the transmission is a planetary transmission.
`The invention contemplates that the clutch be a two
`way clutch. In a highly preferred embodiment of the
`invention, the two-way clutch is a dump and ?ll ?uid
`coupling.
`The invention contemplates the power generating
`apparatus be either an electrical generator or a hydrau
`lic pump or both:
`In a highly preferred embodiment of the invention,
`the nozzle structure is a dual nozzle structure having a
`?rst nozzle for directing compressed air and a second
`nozzle for directing gases of combustion. The invention
`contemplates that the turbine wheel be a radial in?ow
`turbine wheel and that the ?rst and second nozzles be
`annular and in side by side relation along the axis of
`rotation of the turbine wheel.
`Other objects and advantages will become apparent
`from the‘ following speci?cation taken in connection
`with the accompanying drawings.
`DESCRIPTION OF THE DRAWINGS
`FIG. 1 is a block diagram of certain systems of a
`multiple turbine engine propelled aircraft and embody
`ing the invention; and
`FIG. 2 is a somewhat schematic view of an aircraft
`engine starting and emergency power generating sys
`tem made according to the invention.
`
`DESCRIPTION OF THE PREFERRED
`EMBODIMENTS
`An exemplary embodiment of an aircraft engine start
`ing and emergency power generating system is intended
`for use in a so-called “?y-by-wire” aircraft and may be
`advantageously employed in one having multiple tur
`bine engines for propulsion as schematically illustrated '
`in FIG. 1. However, it is to be understood that the
`
`65
`
`GE-1032.003
`
`

`
`, 4,979,362
`
`25
`
`30
`
`3
`invention may be advantageously employed in a single
`turbine engine powered aircraft as well.
`Referring to FIG. 1, the aircraft is shown schemati
`cally at 10 and includes ?rst and second turbine engines
`12 and 14 respectively for propulsion purposes. Gener
`ally, the engines 12 and 14 will propel the aircraft 10 by
`means of thrust but the invention contemplates that
`they may be coupled to airfoils such as propellers or
`unducted fans for propulsion purposes as well.
`Each of the engines 12 and 14 is coupled to a respec
`tive AMAD 16, 18 or airframe mounted accessory drive
`unit. As is well known, the AMADs 16 and 18 are gear
`boxes ultimately connected to a turbine driven shaft
`associated with the respective engines 12 and 14. Each
`AMAD 16, 18, mounts several accessories. For exam
`ple, and as illustrated in FIG. 1, each AMAD 16, 18,
`mounts and drives a pair of hydraulic pumps 20, 22 as
`well as an integrated drive generating system 24 of
`known construction for providing electrical power to
`other aircraft systems. As illustrated in the drawing, an
`emergency starting and ' power generating system
`shown at 26 is associated with AMAD 16 while a con
`ventional ATSM or air turbine starter motor 28 is asso
`ciated with the AMAD 18.
`Each of the engines 12, 14, has provision for the
`supply of bleed air on lines 30, 32 and provision is also
`made for possible hook-up to a ground based supply of
`compressed air 34 such as a ground cart or the like.
`Through suitable valving of a conventional nature,
`bleed air, which will be under compression, may be
`taken from either of the engines 12 and 14 and supplied
`to either the engine starting and emergency power gen
`erating system 26 or the ATSM 28 to start the other
`engine. Alternatively, compressed air may be taken
`from the ground source 34 for the same purpose.
`Turning to FIG. 2, the engine starting and emergency
`power generating system 26 of the invention will be
`described in greater detail. The same includes a stored
`energy system, generally designated 36, which in turn
`includes a tank or storage vessel 38 for a combustible
`fuel such as J P4 fuel‘ that may be also used to power the
`engines 12 and 14. Also included is a two-stage combus
`tor 40 which may be in the form of a vessel that can (a)
`house the reaction whereby fuel from the tank 38 is
`oxidized and (b) the vaporization of additional fuel from
`45
`the tank 38 as a result of exposure to the hot gases of
`combustion resulting from oxidation of the fuel. The
`resulting hot gases of combustion and vaporized fuel
`may exit the combustor 40 via a duct 42.
`The two stage combustor 40 may be of the type dis
`closed in the commonly assigned application of Shekle
`ton, Ser. No. 123,303, ?led Nov. 20, 1987 and entitled
`Hot Gas Generator of the construction disclosed in the
`commonly assigned application of Shekleton, Brower
`and Vershure (attorneys docket no. B02902-AT6) for
`warded Nov. 15, 1988, and entitled Staged, Co-Axial,
`Multi-Point Fuel Injection in a hot gas generator”, the
`details of both of which are herein incorporated by
`reference.
`The stored energy system 36 also includes a pressure
`vessel 44 for housing an oxidant for fuel contained in the
`tank 38. The oxidant may be compressed air, oxygen
`enriched air, or even pure oxygen. When the aircraft 10
`is equipped with a so-called OBIGGS or on board inert
`gas generating system, the stream of oxygen enriched
`air that is usually dumped overboard may be passed
`from the OBIGGS along a line 46 to the vessel 44 for
`storage therein as more fully explained in my commonly
`
`4
`assigned co-pending application Ser. No. 133,492, ?led
`Dec. 14, 1987, and entitled Dual Function Gas Genera
`tion System for an onboard installation on turbine pow
`ered aircraft, the details of which are herein incorpo
`rated by reference.
`The vessel 44 includes an outlet line 48 which extends
`to a tubular heat exchanger 50 that surrounds the com
`bustor 40 and which is in good heat transfer relation
`thereto. Oxidant leaving the vessel 44 thus serves to
`cool the combustor 40. After so doing, the same is com
`bined with fuel at a junction 52 connected to an inlet 54
`for the combustor 40. Thus, a mixture of fuel from the
`tank 38 and oxidant from the vessel 44 is introduced into
`the combustor 40 so that the fuel may be oxidized
`therein. Control of the fuel ?ow from the tank 38 is
`exercised by a controller 56 of known type. A certain
`amount of the fuel ?owing toward the junction 52 from
`the controller 56 may be diverted along a line 58 to be
`injected into the combustor 40 at a relatively down
`stream location 60 just upstream of the outlet 42 so as to
`be vaporized by the hot gases of combustion resulting
`from the injection of oxidant and fuel at the inlet 54.
`Such vaporized fuel increases the volume of gas leaving
`the combustor 40 through the outlet 42 for purposes to
`be seen.
`A radial in?ow turbine wheel 62 includes an output
`shaft 64 which is journaled by bearings 66. An annular
`nozzle structure, generally designated 68, surrounds the
`radially outer periphery of the turbine wheel 62 and is a
`dual nozzle structure. Speci?cally, in side by side rela
`tion along the rotational axis 70 of the turbine wheel 62
`there is a ?rst nozzle 72 and a second nozzle 74. Both of
`the nozzles are intended to direct gas at the turbine
`wheel 62 to drive the same. More particularly, the noz
`zle 72 is in ?uid communication with a plenum 76 into
`which compressed air may be introduced on a line 78.
`The line 78 is illustrated in FIG. 1 and it will be appreci
`ated that compressed air from the bleed air line 32 of the
`engine 14 or from the ground source 34 may be directed
`to the line 78.
`A second plenum 80 is connected to the second noz
`zle 74 and is in ?uid communication with the outlet 42
`of the combustor 40. Thus, hot gases of combustion
`from the combustor 40, along with such vaporized fuel
`as may be introduced at the point 60, may be directed
`via the second nozzle 74 against the turbine wheel 62 to
`drive the same.
`The shaft 64 mounting the turbine wheel 62 mounts
`the sun gear 82 of a reduction planetary gear transmis
`sion, generally designated 84. The planetary gear trans
`mission is connected via an output shaft 86 to a two-way
`clutch 90 which preferably is a dump and fill ?uid cou
`pling as schematically illustrated at 92 and which has a
`clutch input housing 93.
`In any event, the two-way clutch 90 includes a ?rst
`output shaft 94 within the AMAD 16 and in driving
`relation thereto. By means of this connection, rotational
`power conveyed to the shaft 94 through appropriate
`selective engagement of the clutch 90 can be employed
`to drive the engine 12 for start up purposes.
`A second output 96 from the clutch input housing 93
`extends directly to a gear train shown somewhat sche
`matically at 98 and ultimately to a drive gear 100 for a
`power generator 102. The power generator 102 may be
`an electrical generator, a hydraulic pump, or both. Con
`sequently, whenever the clutch input housing 93 is
`engaged it will provide power to the second output 96,
`and the power generator 102 will be driven.
`
`60
`
`GE-1032.004
`
`

`
`5
`I When it is desired to start the engine 12 in a normal
`starting procedure, the clutch 90 is actuated so that
`power will be conveyed to the ?rst output 94. Com
`pressed air from the ground source 34 or from the bleed
`air line 32 for the engine 14 if the engine 14 is operating
`is directed to the line 78 and applied via the ?rst nozzle
`72 to drive the turbine wheel 62. As a consequence,
`rotation of the turbine wheel 62 will cause rotation of
`the output 94 with the result that the turbine of the
`engine 12 will be driven by reason of its connection to
`the AMAD 16. The entire system will accelerate to the
`point where operation of the engine 12 becomes self
`sustaining at which time, ?ow of compressed air to the
`nozzle 72 may be halted and the output shaft 94 disen
`gaged from the transmission 84.
`'
`In a typical emergency situation, electrical and/or
`hydraulic power will be unavailable from the pumps 20,
`22 or the integrated drive generators 24. This in turn
`means that where the aircraft 10 is a single engine air
`craft, the sole engine will be inoperative at that point.
`Similarly, if the aircraft 10 is a multiple engine aircraft,
`it will mean that all engines are inoperative.
`In order to provide hydraulic and/or electrical
`power to complete the link between the controls and
`the control surfaces of the aircraft so as to enable the
`' pilot to recover control of the aircraft, the stored en
`ergy system 36 is ?red. In particular, fuel from the tank
`38 and oxidant from the vessel 44 are directed to the
`combustor 40 and combusted therein. The hot gases of
`combustion will vaporize additional fuel admitted into
`the combustor 40 at the point 60 and the resulting hot
`gases will be directed via the second nozzle 74 against
`the turbine wheel 62 to drive the same and rapidly bring
`the same up to speed. At this time, the clutch 90 will be
`selectively engaged so that the second output 96 will
`provide rotational power to the power generator 102 to
`drive the same. Upon being driven, the power generator
`102 will provide power to enable the controls and the
`control surfaces to be linked and the pilot to again ac
`quire control over the aircraft. Preferably, the system is
`designed with minimum rotor inertia so that power will
`be available from the power generator 102 in about two
`seconds or less from the time the stored energy system
`36 is ?red.
`Once control of the aircraft 10 has been regained,
`consumption of power being provided by the power
`generator 102 is minimized and the clutch 90 engaged so
`that the ?rst output 94 is driven. This will, through the
`AMAD 16, drive the turbine of the engine 12 and bring
`the same up to a speed whereat it may be started. For
`the type of system illustrated in FIG. 1, once the engine
`12 has been restarted, bleed air from the bleed air line 30
`may then be directed to the ATSM 28 so as to allow
`initiation of the starting procedure for the engine 14.
`However, it should be understood that if desired in a
`two engine aircraft, the ATSM 28 could be replaced
`with a turbine wheel, transmission and clutch assembly
`much like that illustrated in FIG. 2 and driven off the
`same or different stored energy system 36 as desired. .
`From the foregoing, it will be appreciated that the
`invention provide an on-board emergency main engine
`starting capability through the use of the stored energy
`system and without resorting to the use of an on'board
`auxillary power unit. In aeronautical applications, the
`resulting weight saving is considerable. In addition, the
`emergency power unit feature of the invention is uti
`lized to allow the establishment of stable ?ight prior to
`
`4,979,362
`6
`any attempted restart of the main engine or engines,
`minimizing workload.
`The invention is also susceptible to use in aircraft
`having electric motor driven hydraulic actuators in
`close proximity to the aircraft control surfaces. In such
`a case, initial electric power following a ?ame out of the
`main engine or engines could be provided to such elec
`tric motor driven hydraulic actuators from the aircraft
`battery system to provide stabilization of the various
`control surfaces. The generator employed in the inven
`tion could therefore be downsized to the‘point to pro
`vide for only recharging of the battery systems and
`provide a further reduction in inertia, physical volume
`and weight of the total system.
`I claim:
`>
`1. An aircraft engine starting and power generating
`system for use with an airframe mounted accessory
`drive unit (AMAD) associated with a turbine engine
`comprising:
`a rotary turbine wheel;
`a clutch connected to said turbine wheel and having
`selectively operable ?rst and second rotary out
`puts, one adapted to be connected as an input to an
`AMAD and the other connected as an input to a
`power generating apparatus;
`a nozzle structure for said turbine wheel and adapted
`to direct compressed air from a source such as a
`bleed air outlet of a turbine engine or a ground
`based compressor system, or hot gases of combus
`tion at said turbine wheel;
`a combustor connected to said nozzle;
`a fuel supply connected to said combustor to provide
`fuel thereto for combustion therein; and
`a storage tank for containing an oxidant and con
`nected to said combustor to provide oxidant
`thereto to support combustion of the fuel therein;, _
`whereby said turbine wheel may be driven by com
`pressed air or by hot gases of combustion and said -
`turbine wheel coupled to an AMAD by said
`clutch, to act as a conventional or emergency
`starter for a turbine engine associated therewith, or
`said turbine wheel may be driven by hot gases of
`combustion and said turbine wheel coupled to a
`power generating apparatus by said clutch to act as
`an emergency power unit.
`2. The aircraft engine starting and power generating
`system of claim 1 wherein said clutch is connected to
`said turbine wheel by a planetary transmission.
`3. The aircraft engine starting and power system of
`claim 1 wherein said clutch is a two-way clutch. _
`4. The aircraft engine starting and power generating
`system of claim 3 wherein said clutch is a dump and ?ll
`?uid coupling.
`5. The aircraft engine starting and power generating
`system of claim 1 wherein said power generating appa
`ratus is an electrical generator.
`6. The aircraft engine starting and power generating
`system of claim 1 wherein said power generating appa
`ratus is a hydraulic pump.
`7. The aircraft engine starting and power generating
`system of claim 1 wherein said nozzle structure is a dual
`nozzle structure having a ?rst nozzle for directing com
`pressed air and a second nozzle for directing gases of
`combustion.
`'
`
`15
`
`go
`
`35
`
`45
`
`55
`
`60
`
`65
`
`8. The aircraft engine starting and power generating
`system of claim 7 wherein said turbine wheel is a radial
`in?ow turbine wheel and said ?rst and second nozzles
`
`GE-1032.005
`
`

`
`5
`
`4,979,362
`7
`a fuel supply connected to said hot gas generator to
`are annular and in side by side relation along the axis of
`provide fuel thereto for combustion therein; and
`rotation of said turbine wheel.
`9. An aircraft engine starting and power generating
`a storage tank for containing an oxidant and con
`nected to said hot gas generator to provide oxidant
`system for use with an airframe mounted accessory
`thereto to support combustion therein;
`drive unit (AMAD) associated with a turbine engine
`comprising
`whereby said turbine wheel may be driven by com
`pressed air or by hot gases of combustion and said
`a rotary turbine wheel;
`transmission coupled to an AMAD by said clutch
`a transmission connected to said turbine wheel;
`a two-way clutch connected to said transmission and
`to act as a conventional or emergency starter for a
`turbine engine associated therewith, or said turbine
`having ?rst and second rotary outputs, one adapted
`wheel may be driven by hot gases of combustion
`to be connected as an input to an AMAD and, the
`and said transmission coupled to a power generat
`other connected as an input to a power generating
`ing device by said clutch to act as an emergency
`apparatus such as an electrical generator and/ or a
`power unit,
`hydraulic pump;
`.
`10. The aircraft engine starting and power generating
`a dual nozzle for said turbine wheel and having a ?rst
`system of claim 9 in combination with a turbine engine
`nozzle adapted to direct compressed air from a
`having an AMAD coupled to a turbine of said turbine
`source such as a bleed air outlet of a turbine engine
`engine, said one rotary output being connected to said
`or a ground based compressor system at said tur
`AMAD and being selectively drivable by operation of
`bine wheel and a second nozzle for directing hot
`said clutch to drive said turbine of said turbine engine.
`gases of combustion at said turbine wheel;
`a hot gas generator connected to said second nozzle;
`
`15
`
`25
`
`30
`
`35
`
`45
`
`50
`
`55
`
`65
`
`GE-1032.006