FI88486C - Anordning Foer att uppvaerma en flygmaskinsavisningsvaetska - Google Patents

Description

1 88486

Device for heating an aircraft de-icing fluid. -Anordning för att uppvärma en flygmaskinsavisningsvätska.

The present invention relates to a device according to the preamble of claim 1 for heating an aircraft de-icing fluid.

Conventional devices of the above type have utilized one or more combustion type heaters to heat aircraft de-icing fluid (ADF), which requires the ADF to be pumped from the tank through exhaust gas heat exchangers connected to the heaters. A combustion-type heater has a relatively low heat efficiency, is often difficult to start in cold weather, especially when burning diesel fuel, requires constant maintenance of the burner as well as the heat exchanger, and inherently poses a potential fire hazard from both the burner flue and heat exchanger. In addition, thixotropic and / or pseudoplastic fluids, such as those classified as Type II ADF by the Association of European Airlines, do not normally tolerate the high temperatures present in the exhaust gas heat exchanger of a combustion type heating device. spaces and not the pumping required to recycle the ADF through the exhaust gas heat exchanger.

:. * V The present invention utilizes a conventional internal combustion engine to provide all of the heat required to raise the temperature of the ADF to a suitable level, thereby eliminating the need for combustion-type heating devices in conjunction with the associated .1. problems and limitations. The system of this invention recovers engine exhaust heat by transferring heat from engine coolant and exhaust to the ADF without pumping the ADF while making adjustments to ensure that the engine quickly reaches its proper operating temperature at start-up and will maintain this temperature repeatedly. with cold de-icing fluid during filling. The system also utilizes engine power, at least insofar as it is not utilized to perform other work, for heating by pumping hydraulic fluid against resistance and thereby transferring the heat generated in the hydraulic fluid to the deicing fluid. The system is also arranged to utilize the pressure of the hydraulic fluid to convey the de-icing fluid forward.

According to the present invention, there is provided a system for heating aircraft de-icing fluid with heat generated by an internal combustion engine without combustion type heaters, a system having a relatively high thermal efficiency and compatible with thixotropic and / or pseudoplastic fluids that can be reliably used in close connection with airplanes. AOF heating and which system has a relatively simple structure, which guarantees its reliability and ease of use, which allows a long service life of the device and which system is relatively easy to start and use. The device implementing this object is characterized by the things set forth in the characterizing part of claim 1.

These and other features of the present invention, as well as many advantages associated with the invention, will become more apparent from the following description, taken in conjunction with the accompanying drawing, which schematically illustrates a system according to the present invention.

The drawing shows a conventional engine, generally indicated at 10, which may be either a diesel 3 88486 or an intake combustion rotor, comprising a coolant pump 12 for circulating coolant through the engine. The combustion of the fuel together with the air, which takes place in the cylinders during the operation of the engine 10, generates heat, part of which is transferred to the coolant 14, whereby the products of this combustion, i. exhaust gases are removed through a standard pipeline to the exhaust pipe 16. During engine 10 start-up and initial cooling operation, coolant is drawn through the intake pipe 18 by the coolant pump 12, recirculated through the engine 10 and forced through line 20, valves 22 and 24 and line 26 to form closed loop by connecting with a suction pipe 18. This allows the engine to heat up quickly because the coolant bypasses a conventional radiator 28 connected to the engine 10 and its driven fan 30, which draws or blows ambient air through the radiator 28 to transfer heat from the coolant to the air. When the coolant temperature reaches its minimum acceptable operating temperature, valve 24, which has a thermostatic control valve, begins to rotate downward to direct some coolant to conduit 28 to radiator 28. The thermostat valve 24 will continuously direct more coolant to line 32 when , when the maximum acceptable operating temperature of the engine has been reached.

The motor 10 also drives a fixed displacement hydraulic pump 34 and a control displacement hydraulic pump 36. This pump 34 draws hydraulic fluid through line 38 from reservoir 40 and removes fluid under pressure to line 42 connected to a solenoid-operated, vented relief valve assembly 44. This valve assembly 44 comprises a solenoid valve 46 and a vented relief valve 48. When the solenoid 50 in the valve 46 is not magnetized, 4 88486 low flow occurs in the discharge line of the valve 48 through the valve 46 which causes the valve 48 to open allowing free flow of hydraulic fluid therethrough 52 , which conducts hydraulic fluid to an ADF heat exchanger 54 located at the bottom of the de-icing fluid reservoir 56 of the de-icer. Pipeline 58 allows hydraulic fluid to return to reservoir 40 through filter assembly 60. The heat generated in the hydraulic fluid transferred by the pump 34 is the result of pressure losses in the lines, fittings and valves between the pump and the tank, which are relatively small. The ADF heating system is activated by closing a switch (not shown) which electrically magnetizes the solenoid 50 as well as the solenoids 62, 64 and 66. When magnetized, the solenoid 50 turns the valve 46 to the left, closing the outlet from the valve 48, which causes pressure to approximate 19.3 MPa. This pressure is transmitted through line 68 connected to line 42 and through two-way valve 70, which is also turned to the left by magnetizing the solenoid 62 connected thereto, to dual control valve 72. Control line 74 connected to double control valve 72 transfers this pressure to a flow and pressure balanced control device 76, such as that provided by Texroth Woldwide Hydraulic Company Model A10V63DFR. At the pressure in the control line 74 by setting the relief valve 48, the control device 76 turns the control transfer pump 36 to maximum flow and flow and the maximum flow is directed from the pump 36 to the pressure valve 80 opened via line 78. According to the drawing, the two-way valve 82 is turned down 80 opens to pressure relief valve 84. When this relief valve 84 opens, the flow to the discharge line will open valve 80, releasing flow from pump 36 to line 52. To ensure that pump 36 is maintained at full stroke, the pressure setting of relief valve 84 5 88486 is set slightly lower than relief pressure. The pre-pressure setting is set slightly lower than the pressure in the relief valve 48. For example, when the equalization control device 76 is set to maintain a pressure difference of at least about 1.38 MPa, the equalization control device 76 will receive a pressure of about 19.3 MPa via control line 74, provided by control of relief valve 48, and pump equalization control device 76 adjusts stroke for full displacement. about 20.7 MPa, namely about 19.3 MPa plus 1.38 MPa. If the relief valve 84 is set to a lower value, e.g., 17.9 MPa, than the 48 setting, it is guaranteed that the pump 36 will always operate at full stroke mode of operation because the outlet of the pump 36 is discharged to the heat exchanger 54 through the valve 84 at a pressure of about 17.9 PAa. Ts. the equalization control device 76 will adjust the full stroke of the pump to reach a pressure of about 20.7 MPa, which cannot be achieved if the valve.80 opens at a pressure of about 17.9 MPa. Thus, the maximum flow from the pump 36 is removed through the valve 80 in the pressure setting of the valve 84 by heating the hydraulic fluid, the heat of which is then transferred to the ADF through a heat exchanger 54 embedded in the ADF tank 56.

The solenoid 66 of the four-way valve 86 is also magnetized in a heating manner, which turns the valve 86 to the left, as shown in the drawing. The hydraulic fluid leaving the pump 36, which has been reduced to a low pressure, e.g., about 1.03 MPa, by a pressure relief valve 88, is supplied to the valve 86 via a line 90. In the above-mentioned pivoting position, the valve 86 connects the pipeline 90 with the pipeline 92 and the pipeline 94 with the tank 40. Therefore, the pressure acts on the piston rod ends of both hydraulic actuators 96 and 98, causing the ends of these piston rods to enter the reservoir, causing the actuator to collapse. Connected to the actuator 96 is an exhaust flap valve 100 which is turned to the left in the drawing by pulling the actuator 96 to size 88886, which directs the exhaust gases along the exhaust pipe 16 to the exhaust gas-coolant heat exchanger 102 through the pipe 104. After flowing through the heat exchanger 102, the gases are removed to the atmosphere through the exhaust pipe 106. The tortuous path of the exhaust gases inside the heat exchanger 102 attenuates the engine exhaust gases sufficiently so that no passage through a special muffler is required. However, the muffler 108 is arranged and connected to the flap valve 100 by an outlet pipe 110. When the valve 100 is positioned according to the drawing, i. when the actuator 96 is extended, the exhaust gases flowing through the exhaust pipe 16 are directed to the pipe 110 and the muffler 108 before being removed to the atmosphere. A valve 22 having a three-way valve, for example a three-way ball valve, is turned down according to the drawing to direct coolant to line 20, which coolant will otherwise flow into valve 23 inlet and line 112 communicating with control thermostat valve 114. When coolant temperature is lower than acceptable to supply the engine by adjusting the amount of heat in the coolant in the heat exchanger 102, the valve 114 will be in the state shown in the drawing, where the entire coolant flow is directed from the line 112 to the line 116 leading to the heat exchanger 102. When the coolant temperature reaches the thermostat valve 114; acceptable minimum temperature, this thermostatic valve 114 begins to direct a portion of the coolant flow through line 118 connected to an ADF heat exchanger 120 located at the bottom of the de-icing tank 56. The amount of coolant flow to line 118 will increase continuously until, at an acceptable maximum temperature, the entire amount of coolant will flow through line 118. Pipeline 122 connects the heat exchanger 120 to the coolant outlet pipe 116 and the coolant inlet pipe to the heat exchanger 102. Pipeline 124 connects the heat exchanger of the heat exchanger 102 to the pipeline 18 and 7 88486 to the inlet pipe to the coolant pump 12 of the engine 10. When the temperature of the ADF is very low when the tank 56 is initially filled, the temperature difference between the coolant and the cold ADF can drop the coolant temperature so low, even after the heat added by the heat exchanger 102, that the engine 10 is cooled by the incoming cold coolant. causes severe engine wear and possibly uneven operation. The thermostat valve 114 ensures that the coolant temperature in the inlet line to the pump 12 will remain at or above an acceptable minimum temperature after the initial heating period.

The placement of the heat exchanger 102 outside the heat exchanger 120 provides optimal heat transfer from the exhaust gases to the coolant because the temperature difference between them is greatest. However, the design and operating characteristics of a particular engine cannot tolerate high inlet water temperatures. Relocating the heat exchanger 102 so that it is in the coolant line 112 provides a common way to ensure that the inlet water temperature is not too high. Thus, when the heat exchanger 102 is repositioned, the thermostatic valve 114 will sense the hotter coolant more quickly and direct the coolant flow to the heat exchanger 120 more rapidly and in greater amounts. Therefore, motors that tend to rotate hot will receive a lower temperature coolant in the inlet pipe. .

The hydraulic supply provided to the engine by pumps 34 and 36 allows the engine to run at maximum or near maximum power, resulting in the maximum heat available in both the engine coolant and the exhaust. The engine power transferred to the hydraulic pumps 34 and 36 is converted to heat in the hydraulic fluid. The heat exchanger 54 β 38486 transfers the heat in the hydraulic fluid to the de-icing fluid in the tank 56 while the heat exchanger 120 transfers the heat in the engine coolant to the de-icing fluid and the heat in the exhaust gases is transferred by the heat exchanger 102 to the engine coolant in the de-icing tank. The heating system is simultaneously deactivated by demagnetizing solenoids 50, 62, 64 and 66 by opening the above-mentioned switch or thermostat with a power switch in series with the above switch, which thermostat switches the temperature of the de-icing liquid in tank 56 and opens when the de-icing temperature reaches the above maximum temperature.

The output of the variable displacement pump 36 can also be utilized to perform other functions in the de-icing device, such as raising, lengthening or shortening and turning the boom, operating the de-icing fluid pump for spraying the aircraft, and / or transporting excipients. Use or basic operation of the de-icer. the implementation is connected to the system shown in the drawing and it is shown how the control of the boom and / or the operation of the de-icing liquid pump can also be arranged.

Considering the type of operation with a deactivated heating system, solenoids 50, 62, 64 and 66 will be non-magnetized. Under these conditions, the engine exhaust flows through the butterfly valve 100 and muffler 108 into the atmosphere and the engine coolant is recirculated by the coolant pump 12 through valves 22 and 24 and back to the engine until the coolant temperature reaches a predetermined minimum operating temperature. allows 9 88486 coolant heat to flow into the ambient air, which heat flow is increased by a fan 30 by providing an air flow through the radiator. The thermostatic valve 24 directs more coolant to the radiator as the coolant temperature rises until the heat transferred from the engine to the coolant is equal to the heat removed by the radiator to the atmosphere. The outlet of the pump 34 flows through the relief valve 48 of the valve assembly 44 and the hydraulic fluid-de-icer heat exchanger 54 back to the tank 40. The pressure against which the pump 34 operates is only flow resistance in the fluid lines, fittings and valves and is low and generates only a small amount of heat. By means of a valve 70 which closes the connection between the pump 34 and the double control valve 72, the pressure in the control line 74 will be low and the control device 76 will cause the pump 36 to move to a small displacement large enough to fill the fluid leak and maintain the pressure difference.

The variable speed rotary fluid motor 130 has a output shaft 132 connected to drive one or more ground contacting wheels of the de-icing device via a conventional path. An automatic, remote controlled high pressure control unit 134, such as that sold by Rexroth Worldwide Hydraulics Company, is connected to control the transmission of the engine 130. The outlet of the pump 36 communicates via a line 136 connected to a pipeline 78 to an electro-hydraulic relative control valve assembly 138 having corrosion resistant control valves, such as those sold by Vickers Company, model CMX 100. are of the dosing type and are inverted by an amount proportional to the current of the electrical signal transmitted from the machine operator control device in the cabin of the de-icer. Only one solenoid valve 140 or 142 10 88486 is magnetized at a time because one determines the flow in the forward direction and the other in the opposite direction. The electrical signal to the second valve 140 or 142 will direct the liquid pressure to the adjacent end of the metering valve 144, turning this metering valve to direct a relative amount of pressurized fluid through the second line 146 or 148 to an adjustable transfer motor 130, causing the motor 130 and its shaft 132 to rotate and thus defrost. The pressure in the second pressurized line 146 or 148 is directed to the stem end of the transfer control device 150 in the assembly 134 to match the engine transfer torque required to operate the de-icer. The operating pressure is also transferred through the dual control valve 152, control line 154 and dual control valve 72 to the control line 74 and then to the control device 76 so that the transfer of pump 36 is controlled to maintain a predetermined pressure difference, e.g., pump pressure exceeding about 1.38 MPa. . Therefore, the power supplied to the drive wheels is adjusted as a function of the current of the electrical signal sent to the solenoid of the second valve 140 or 142.

To improve low speed control and maximum ascent, an electrical signal is sent to solenoid 156 of the two-way valve 158. Pump pressure is directed through line 160 to reverse the low speed valve in assembly 134. The pressure is then directed through the valve 162 to the end of the actuator 150, which causes the motor 130 to move to full stroke, i.e., to the maximum displacement, which provides its maximum torque power, but the lowest speed. To protect components in the path of the de-icer and the engine 130 from overload, the maximum torque the engine 130 can generate is limited by the pressure setting of the relief valve 80.

n 88486

The combined use of means and heating of the de-icing fluid is possible simply by magnetizing the solenoids 50, 62, 64 and 66 while simultaneously sending an electrical signal to the solenoid of the second valve 140 or 142. Both the de-icing fluid heating system and the drive system will operate differently as described herein except that the lower setting of the relief valve 84 will control the maximum pressure in the operating system as the relief valve 80 will open at the pressure set by the valve 84 pressure setting when the solenoid 64 is magnetized. As a result, the maximum scalability of the de-icer will decrease. Any heat generated in the drive circuit due to inefficiency in this circuit is also transferred to the de-icing fluid in the tank 56 as the hydraulic fluid utilized in the drive system is returned through lines 170 and 52 to the heat exchanger 54.

Although a preferred embodiment of the present invention has been illustrated and described above, various changes may be made within the scope of the appended claims:. without departing from the nature of the invention.

Claims (2)

12 88486 1. Apparatus for heating an aircraft de-icing fluid in a tank (56) to a suitable temperature, the apparatus being arranged to be transported by a vehicle comprising an internal combustion engine (10), a radiator (28) for cooling the engine, a hydraulic system (76, 134, 138) and a vehicle; exhaust system (16, 108) for engine exhaust, characterized in that a heat exchanger (120) for the cooling medium and a heat exchanger (54) for the hydraulic fluid is arranged in the tank (56) for heating the de-icing fluid, the means (112, 114, 118) leading the coolant directly past the radiator to the heat exchanger (120) in the tank (56), that the means (116, 124) conduct the coolant from the heat exchanger to the engine, that the heat exchanger (102) for the exhaust gases is arranged in a bypass path for rapid heating of the coolant by the exhaust gases, that the drain pump transfers pressurized hydraulic fluid to the heat exchanger (54) through the first pressure relief valve (48) in the first position that the motor driven hydraulic pump (36) with variable throttle transfers the pressurized hydraulic fluid through the second pressure relief valve (80) to the heat exchanger (54), that the control line (74) transfers fluid to the compensator (76) for adjusting the throttle of the second pump (36). Device according to Claim 1, characterized in that the coolant is passed by means of a thermostatically controlled control valve (24) past the heat exchanger directly to the engine until the temperature of the coolant reaches the operating temperature of the engine. 13 88486 1. Anordning for upstream of a flywheel in a low-temperature (56) account at a certain temperature, preferably anchored to a conveyor on a turntable, in the case of a drive motor (10), a radiator (28) for a motor, (76, 134, 138) for hydraulically adjusting the drive and the rotating system (16, 108) for a motor-driven gasifier, pivoting, for a color-bearing (120) for a seed-like and a color-changing (54) for a hydraulic system anordnats i behallaren (56) för att uppvärma av-isningsvätskan, att organ (112, 114, 118) leder kylvätska förbi radiatorn direkt account värmeväxlaren (120) i behallaren (56), org organ (116, 124) for üv kylvätskan frän värmeväxlaren account motorn, att en värmeväxlare (102) anordnats att leda avgaser via en förbigangsrutt och snabbt upphetta kylvätskan Medels av-gaserna, att en hydraulpump överför tryck underkastad hydraul-vätska account värmeväxlaren (54) Yes or a trickreduction valve (48) and a motorized hydraulic pump (36), with a variety of straps, or a trick undercurrent hydraulic valve (80) with a pressure reducer (54), and (see) 74) for hydraulic hydraulics account with a compensating compensator (76) for adjusting the pressure pump (36). *: · *: '2. Anordning enligt patentkravet 1, kännetecknad av, att sowing Medels en thermostatstyrd regullerventil (24) led to the use of a colorless direct current to the engine at the same temperature as the engine up to the engine temperature.