GB2355243A - Pneumatic de-icing system - Google Patents
Pneumatic de-icing system Download PDFInfo
- Publication number
- GB2355243A GB2355243A GB9924146A GB9924146A GB2355243A GB 2355243 A GB2355243 A GB 2355243A GB 9924146 A GB9924146 A GB 9924146A GB 9924146 A GB9924146 A GB 9924146A GB 2355243 A GB2355243 A GB 2355243A
- Authority
- GB
- United Kingdom
- Prior art keywords
- icer
- pneumatic
- air
- reservoir
- icing system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000007906 compression Methods 0.000 claims description 2
- 230000008878 coupling Effects 0.000 claims description 2
- 238000010168 coupling process Methods 0.000 claims description 2
- 238000005859 coupling reaction Methods 0.000 claims description 2
- 230000006835 compression Effects 0.000 claims 1
- 239000003570 air Substances 0.000 description 45
- 230000008901 benefit Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 5
- LYCAIKOWRPUZTN-UHFFFAOYSA-N Ethylene glycol Chemical compound OCCO LYCAIKOWRPUZTN-UHFFFAOYSA-N 0.000 description 2
- 230000002411 adverse Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000007710 freezing Methods 0.000 description 2
- 230000008014 freezing Effects 0.000 description 2
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 239000012080 ambient air Substances 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 239000004744 fabric Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- WGCNASOHLSPBMP-UHFFFAOYSA-N hydroxyacetaldehyde Natural products OCC=O WGCNASOHLSPBMP-UHFFFAOYSA-N 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000010409 thin film Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/16—De-icing or preventing icing on exterior surfaces of aircraft by mechanical means
- B64D15/166—De-icing or preventing icing on exterior surfaces of aircraft by mechanical means using pneumatic boots
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Footwear And Its Accessory, Manufacturing Method And Apparatuses (AREA)
Abstract
A pneumatic de-icing system utilises an electrically powered air compressor 1, supplying air to an air storage reservoir 2, in order to generate the pneumatic supply required to inflate de-icer boots in a de-icer boot circuit 6. The system is closed, so that the air supplied by the reservoir is returned to the inlet of the compressor. A control valve 5, determines whether the air from the reservoir is supplied to the de-icer boot circuit and is controlled by an electronic controller 7. Non-return valves 3, 11, pressure switches 4, 10, and a vacuum regulator valve 12, are also provided. In an alternative arrangement, the reservoir is formed by a housing within which other system components 1,3,4,5,10,11, 12, are contained (fig. 2). There may be more than one compressor and more than one reservoir.
Description
1 2355243
DESCRIPTION
Title: An Electrically Powered Pneumatic System.
Technical Field
This invention relates to an aircraft pneumatic boot type de-icing system used to protect aerofoil leading edges from ice accretions during flight.
It is a requirement for most modem aircraft to operate in adverse weather conditions. Supercooled water droplets may exist in clouds at ambient temperatures far below freezing point. When the droplets are disturbed by an aircraft flying through them, the droplets will impinge and may freeze upon the aerofoil surfaces. Ice accretions on the aerofoils can affect flight safety by increasing drag and weight and thus adversely affecting stability. Some means therefore must be provided to prevent large ice build-ups on critical areas.
Various methods have been developed for ice protection of aerofoil surfaces. Fluid systems have been used, this method uses glycol or alcohol pumped in a thin film over the surface to be protected, thus lowering the freezing point and either preventing the formation of ice ( anti-icing) or removing ice which has already accreted ( de-icing). Thermal Ice Protection ( anti-icing or de-icing) systems are available using hot air or electrical heating elements to heat the aerofoil surfaces to be protected. Also available are Electro-Impulse De'-icing Systems and Pneumatic Impulse Ice Protection Systems. These two mechanical de-icing methods use electrically induced magnetic fields and high pressure air pulses respectively, to cause specially adapted aerofoil structures to deflect at a very fast rate, thus imparting a high acceleration and hence a de-icing force to any accreted ice.
One other method is Aircraft Pneumatic De-icing. This is a method of airframe de-icing which utilizes inflatable pneumatic de-icer boots, made from fabric reinforced elastomer materials, which are stuck to the leading edge surfaces of the aerofoils which require protection.When inflated they break the bond between the ice and the surface, thus allowing aerodynamic forces to blow the ice away. The duration of a de- icer boot inflation normally lasts between five and ten seconds and takes place on a cyclic basis, for example at three minute intervals. Between inflations, a partial vacuum is applied to the de-icer boots in order to maintain them in a deflated and streamlined form over the aerofoil surface.
2 Background Art
Existing aircraft pneumatic de-icing systems receive a pneumatic supply either directly from the engine compressor in the case of turbo7prop, turbofan or turbojet powered aircraft, or from an engine driven air pump in the case of aircraft powered by reciprocating or rotary type internal combustion engines.
The existing aircraft pneumatic de-icing systems have many disadvantages when compared to the design of a pneumatic de-icing system of this invention. The main disadvantages of existing pneumatic de-icing systems are as follows.
There is the disadvantage that they require long pipe runs to be installed throughout the aircraft in order that each of the de-icer boots can receive a pneumatic supply from the engines, these long pipe runs increase the overall system weight, present installation difficulties and if they are prone to blockages, will cause the system to fail.
There is the disadvantage that existing pneumatic de-icing systems require a constant supply of air to run a jet pump (vacuum generator) in order to maintain a partial vacuum in the boots when they are in the deflated condition, this means that there is a constant power demand on the system.
There is the disadvantage that existing pneumatic de-icing systems have an uneven flow demand, requiring a high air flow to the de-icer boots for a short duration during de-icer inflation and a low air flow to the jet pump for the relatively long duration whilst the de-icer boot is in the deflated condition. This disadvantage is most obvious for the case of a de-icing system having an engine driven air pump. This is because the air pump must be sized to provide the high flow necessary to inflate the deicer boots during the short inflation period, although most of the air pump's operational life is spent with the much lower flow demand of the deflated de-icer boots.
There is also the disadvantage that as the aircraft climbs in altitude, the ambient pressure at the inlet to the engine compressor or air pump will decrease, therefore the outlet pressure and hence the pneumatic supply to de-icing system is also reduced. To overcome this problem in the case of turbo-prop, turbofan or turbojet powered aircraft, the pneumatic supply has to be taken from a higher pressure stage of the engine compressor and this causes a reduction in the operational efficiency of the engine and introduces problems associated with the cooling of the higher temperature compressed air. In the case of aircraft powered by reciprocating or 3 rotary type internal combustion engines, the reduced air pump outlet pressure can limit the performance and hence the operational ceiling of the de-icing system.
Disclosure of the Invention
One of the essential features of a pneumatic de-icing system of this invention is that unlike the existing pneumatic de-icing systems, which obtain a pneumatic supply either directly from an engine compressor or from an engine driven air pump, a pneumatic de-icing system of this invention utilizes one or more electrically powered air compressors combined with one or more air storage reservoirs in order to generate the pneumatic supply required to inflate the de-icer boots.
Another essential feature of a pneumatic de-icing system of this invention is that it can be configured in such a way that the electrically powered air compressor is in a closed and sealed pneumatic de-icing circuit, whereby the outlet port of the compressor is configured to supply air to a reservoir unit necessary for de-icer boot inflation and the inlet port of the compressor is configured to receive air returning from a de-icer boot during the deflation period..
A pneumatic de-icing system of the invention has allowed distinct deicing system improvements to be achieved when compared to the conventional pneumatic de-icing systems which depend on an engine generated pneumatic supply. These improvements are described in the following text.
There is the advantage that the electrically powered air compressor units may be installed close to the de-icer boots, for example within the wing or tailplane structures, and therefore avoid the disadvantage of long pipe runs throughout the aircraft which conventional systems have.
There is the advantage of removing the requirement for a jet pump (vacuum generator). This is because in a pneumatic de-icing system of the invention the partial vacuum required to maintain the de-icer boots in the deflated condition can be generated by connecting the de-icer boots directly to the inlet port of the electrical compressor unit. There is also the added advantage of removing the requirement for a constant supply of air to maintain the vacuum.
There is the advantage that the combination of the electrically powered air compressor and the air storage reservoir, allows the system to accumulate the air required for the inflation of the de-icer boots during the relatively long duration when the de-icer boots are deflated. Therefore the compressor for a de-icing system of the 4 invention can be smaller and lighter in weight than the air pumps of conventional deicing systems which have been sized to provide the high air flow necessary to inflate the de-icer boots during the relatively short inflation period.
There is the advantage that because a de-icing system of the invention can be configured as a closed and sealed pneumatic de-icing circuit, as the aircraft climbs in altitude the pressure at the inlet to the electrical compressor unit will be maintained at a constant absolute pressure value. This means that the system pressure will increase relative to the ambient conditions and therefore the compressor outlet pressure and hence the pneumatic supply to the de-icing system will increase and provide improved system operation with increasing altitude.
There is the advantage that because a de-icing system of the invention can be configured as a closed and sealed pneumatic de-icing circuit, the pressure energy of the air in the de-icer boots is re-used by the system when the air is returned to the inlet of the compressor. This advantage makes a de-icing system of the invention more energy efficient than a conventional de-icing system in which the pressure energy is lost when the de-icer boots are vented to atmosphere during the de-icer boot deflation.
According to the present invention there is provided an aircraft pneumatic deicing system wherein the compressed air required to inflate the de-icer boots is generated by an electrically powered air compressor unit.
Preferably a de-icing system of the invention will have a reservoir in which the compressed air required to inflate the de-icer boots is stored at a pressure greater than the required de-icer boot inflation pressure. A preferred arrangement of a deicing system of the invention can be configured so that the air storage reservoir forms the housing for other components of the system such as the electrical compressor unit, pipes, valves, couplings and the pressure switches.
Preferably a de-icing system of the invention is configured in such a manner that the air supplied to the de-icer boots is contained within a closed circuit and on deflation of the de-icer boot the air is returned to the inlet port of the compressor for re-compression and storage within a reservoir. In this configuration the air in the system is re-circulated and re-used to inflate the de-icer boots.
Preferably a de-icing system of the invention can be configured in such a manner that the de-icer boot circuit is sealed by means of a one way flow device which prevents air from returning to the de-icer boot after the deicer boot has been evacuated.
Preferably a de-icing system of the invention can be configured in such a manner that all of the components comprising the pneumatic circuit are contained within a single housing such as a box or streamlined pod so as to comprise a de-icer module. A preferred de-icing system of the invention may be configured in such a manner that the box or streamlined pod is easily installed and removed from the aircraft structure and may even be mounted externally to the aircraft structure such as under a wing or attached to the fuselage.
This invention will now be further described, by way of example only, with reference to the accompanying drawings, in which:
Figure I shows a schematic diagram of a pneumatic de-icing system of the invention whereby most of the system components are contained in a single box or housing which is vented to atmosphere.
Figure 2 shows a schematic diagram of a pneumatic de-icing system of the invention whereby most of the system components are contained in a single box or housing which is sealed from the atmosphere and is used to form the air reservoir for the system.
Figure 3 shows a de-icer module configured with a sealed reservoir housing having one pneumatic de-icer circuit connection and an electrical connector.
Referring to the accompanying drawings Figures 1, 2 and 3, a pneumatic deicing system of the invention has an electrically powered air compressor unit (1) which is configured to supply compressed air to a reservoir (2) via a non-return flow valve (3). In order to control the reservoir pressure, a positive gauge pressure switch (4) is provided.
Downstream of the reservoir there is an electrically controlled or actuated directional control valve (5) and in the normal de-energised condition this valve is closed and prevents the air from the reservoir from entering the de-icer boot circuit (6) by means of one or more pneumatic connectors (13). The directional control valve is electrically connected to the electronic system controller unit (7) by means of cables and an electrical connector unit (8). The electronic system controller unit, controls the activation of the directional control valve (5) in accordance with a pre-determined timing cycle or when a pre-determine thickness of ice has been detected on the aerofoil surfaces to be protected.
In the event that the directional control valve (5) is energised by the electronic system controller (7), compressed air from the reservoir (2) is allowed to flow into the 6 de-icer boot circuit (6) and cause the de-icer boots to inflate. The air in the reservoir is stored at a high pressure in order to minimise the reservoir volume. However because the volume of the de-icer boot circuit is much larger than the reservoir volume, the overall system pressure is reduced to a level suitable to the strength of the de-icer boots and their inflation pressure requirements.
Connected between the outlet of the directional control valve (5) and the deicer boot circuit (6) is the compressor return line (9). The compressor return line connects the de-icer boot circuit to the inlet of the electrical compressor unit (1) and is configured so that on deenergisation of the directional control valve, air is routed from the deicer boot circuit via a negative gauge pressure switch (10), a non-return flow valve (11) and a vacuum regulator valve (12), to the inlet port of the compressor.
The system can be electrically configured so that when the directional control valve (5) is de-energised, the electrically powered air compressor unit (1) will operate until the pressure in the reservoir is high enough to actuate the positive gauge pressure switch (4) and the pressure in the de-icer circuit is low enough to actuate the negative gauge pressure switch (10).
In order to overcome the effects of air leakage from the system, a vacuum regulator valve (12) is provided. The vacuum regulator valve is set to automatically open and allow ambient air into the system in the event that the partial vacuum in the de-icer boot circuit falls below the negative gauge pressure switch setting whilst insufficient air is in the system for the pressure in the reservoir to become high enough to actuate the positive gauge pressure switch (4).
7
Claims (7)
1. An aircraft pneumatic de-icing system wherein the compressed air required to inflate the de-icer boots is generated by an electrically powered air compressor unit.
2. An aircraft pneumatic de-icing system as claimed in claim I wherein the compressed air required to inflate the de-icer boots is stored in a reservoir at a pressure greater than the inflated de-icer boot pressure.
3. An aircraft pneumatic de-icing system as claimed in claims I and 2 wherein the air storage reservoir contains other components of the system such as the electrical compressor unit, pipes, couplings and pressure switches.
4. Am aircraft pneumatic de-icing system as claimed in claim 1, wherein the air supplied to the de-icer boots is contained within a closed circuit and is returned to the inlet port of the compressor for re- compression and then storage within a reservoir after it has been used to inflate a de-icer boot circuit.
5. An aircraft pneumatic de-icing system as claimed in claim 1, wherein the boots are sealed by means of a one way flow device which prevents air from returning to the de-icer boot via the vacuum line after the de-icer boot has been evacuated.
6. An aircraft pneumatic de-icing system as claimed in claims 1, 2, 3 and 4 wherein all of the components comprising the pneumatic circuit are contained within a single housing such as a reservoir, vented box or streamlined pod in order to form a de-icer module.
7. An aircraft pneumatic de-icing system as claimed in claim 6 whereby the de-icer module is configured to be easily installed and removed ftom the aircraft structure and may even be mounted externally to the aircraft structure such as under a wing or attached to the fuselage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9924146A GB2355243A (en) | 1999-10-13 | 1999-10-13 | Pneumatic de-icing system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9924146A GB2355243A (en) | 1999-10-13 | 1999-10-13 | Pneumatic de-icing system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9924146D0 GB9924146D0 (en) | 1999-12-15 |
| GB2355243A true GB2355243A (en) | 2001-04-18 |
Family
ID=10862604
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9924146A Withdrawn GB2355243A (en) | 1999-10-13 | 1999-10-13 | Pneumatic de-icing system |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2355243A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2003053781A1 (en) * | 2001-12-06 | 2003-07-03 | Goodrich Corporation | Aircraft deicing system |
| GB2461385A (en) * | 2008-07-02 | 2010-01-06 | Boeing Co | Thermal anti-ice system for an aircraft engine |
| CN106647471A (en) * | 2016-12-02 | 2017-05-10 | 武汉航空仪表有限责任公司 | Time sequence control circuit for air bag deicing |
| EP4163208A1 (en) * | 2021-10-06 | 2023-04-12 | Goodrich Corporation | Control of electric pump-driven deicer |
| US12097963B2 (en) | 2021-10-06 | 2024-09-24 | Goodrich Corporation | Control of electric pump-driven deicer |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113148182A (en) * | 2021-05-31 | 2021-07-23 | 中航(成都)无人机系统股份有限公司 | Unmanned aerial vehicle and wing defroster thereof |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB584804A (en) * | 1944-07-17 | 1947-01-23 | Bendix Westinghouse Automotive | Fluid pressure control mechanism |
| GB605990A (en) * | 1945-01-09 | 1948-08-04 | Bendix Aviation Corporation | |
| US5890677A (en) * | 1996-06-11 | 1999-04-06 | Eurocopter France | Device for de-icing an external wall of a vehicle |
-
1999
- 1999-10-13 GB GB9924146A patent/GB2355243A/en not_active Withdrawn
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB584804A (en) * | 1944-07-17 | 1947-01-23 | Bendix Westinghouse Automotive | Fluid pressure control mechanism |
| GB605990A (en) * | 1945-01-09 | 1948-08-04 | Bendix Aviation Corporation | |
| US5890677A (en) * | 1996-06-11 | 1999-04-06 | Eurocopter France | Device for de-icing an external wall of a vehicle |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2003053781A1 (en) * | 2001-12-06 | 2003-07-03 | Goodrich Corporation | Aircraft deicing system |
| GB2461385A (en) * | 2008-07-02 | 2010-01-06 | Boeing Co | Thermal anti-ice system for an aircraft engine |
| GB2461385B (en) * | 2008-07-02 | 2011-03-02 | Boeing Co | Dual valve apparatus for aircraft engine ice protection and related methods |
| US7959109B2 (en) | 2008-07-02 | 2011-06-14 | The Boeing Company | Dual valve apparatus for aircraft engine ice protection and related methods |
| CN106647471A (en) * | 2016-12-02 | 2017-05-10 | 武汉航空仪表有限责任公司 | Time sequence control circuit for air bag deicing |
| EP4163208A1 (en) * | 2021-10-06 | 2023-04-12 | Goodrich Corporation | Control of electric pump-driven deicer |
| US12097963B2 (en) | 2021-10-06 | 2024-09-24 | Goodrich Corporation | Control of electric pump-driven deicer |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9924146D0 (en) | 1999-12-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |