WO2005073539A1 - Anti-icing apparatus and method for aero-engine nose cone - Google Patents

Abstract

An aero-engine nose cone anti-icing system (10) using a rotating heat pipe (12) is provided to replace the current method of blowing hot compressor bleed air over the nose cone surface. Heat is transferred from a hot source (36) within the engine (22) to the nose cone (18) through a rotating heat pipe (12) along the central shaft (16). A condenser (20) and evaporator (14) are provided which are adapted to the heat transfer requirements and space constraints in the engine (22).

Description

ANTI-ICING APPARATUS AND METHOD FOR AERO-ENGINE NOSE CONE

FIELD OF THE INVENTION

The present invention relates generally to aero-engines and, more particularly, to an anti-icing scheme for an engine nose cone.

BACKGROUND

Icing occurs when airplanes move through clouds of suspended water droplets that remain liquid at sub-zero temperatures. While smaller droplets follow the flow around the nose cone into the engine, the larger droplets tend to impact on the cone surface and freeze forming an undesirable layer of ice. Icing is typically prevented on small turbofan engines by blowing hot bleed air from the compressor into and over the nose cone to maintain it above the critical icing temperature. Although this method is effective, increased draw of compressor air reduces the thermodynamic performance of the gas turbine engine. It is an object of the present invention to provide an improved anti-icing system.

SUMMARY OF THE INVENTION

In one aspect the present invention provides an anti-icing apparatus for a aero-engine nose cone, the nose cone connected for rotation with a central shaft of the engine, the apparatus comprising: a heat pipe mounted for rotation inside the central shaft with an end of the heat pipe adjacent a central portion of the nose cone, the heat pipe containing a working fluid; a heat input apparatus adapted to provide heat to an opposite end of the heat pipe; and a condenser assembly (20) mounted intermediate the heat pipe and the nose cone, the condenser assembly (20) including a plurality of concentric annular condensing surfaces (44, 44') adapted to condense working fluid thereon. In a second aspect the present invention provides an anti-icing apparatus for a aero-engine nose cone, the nose cone connected for rotation with a central shaft of the engine, the apparatus comprising: a heat pipe mounted for rotation inside the central shaft with an end of the heat pipe adjacent a central portion of the nose cone, the heat pipe containing a working fluid; a heat input apparatus adapted to provide heat to an opposite end of the heat pipe; and a condenser assembly mounted intermediate the heat pipe and the nose cone, the condenser assembly including a transport apparatus adapted to transport condensed working fluid from the heat pipe along a surface of the nose cone to a portion of the nose cone remote from the heat pipe.

In another aspect the present invention provides an anti-icing apparatus for a aero-engine nose cone, the nose cone connected for rotation with a central shaft of the engine, the apparatus comprising: a heat pipe mounted for rotation inside the central shaft with an end of the heat pipe adjacent a central portion of the nose cone, the heat pipe containing a working fluid; a heat input apparatus adapted to provide heat to an opposite end of the heat pipe; and a condenser assembly fluidly communicating with the heat pipe and adapted to condense the working fluid; and an anti-icing assembly in fluid communication with the heat pipe but external to the heat pipe, the anti-icing assembly adapted to direct condensed working fluid away from the heat pipe to at least a portion of the nose cone radially outward of the central shaft.

In another aspect the present invention provides an anti-icing apparatus for a aero-engine nose cone, the nose cone connected for rotation with a central shaft of the engine, the apparatus comprising: a heat pipe mounted for rotation inside the central shaft with an end of the heat pipe adjacent a central portion of the nose cone, the heat pipe containing a working fluid; a condenser assembly intermediate the heat pipe and nose cone for anti-icing the nose cone; and an evaporator adapted to provide heat to an opposite end of the heat pipe, the evaporator including a jacket portion substantially enveloping an opposite end of the heat pipe, the jacket portion in fluid communication with a source of heated fluid in the engine, the jacket portion adapted to direct the heated fluid around the heat pipe to thereby evaporate the working fluid in the heat pipe. In another aspect the present invention provides a method of anti-icing an aero-engine nose cone, the engine including at least a nose cone mounted for rotation with a central shaft of the engine and a rotating heat pipe associated with the central shaft, the heat pipe containing a working fluid, the method comprising the steps of evaporating the working fluid, condensing the working fluid, directing condensed working fluid away from the heat pipe and into contact with the nose cone to providing anti-icing heat to the nose cone, and returning the condensed working fluid to the heat pipe.

Still other aspects of the present invention will be apparent upon inspection of the full disclosure now provided, and the above summary is not therefore exhaustive of the inventive aspects of the subject herein disclosed.

BRIEF DESCRIPTION OF THE FIGURES

Figure 1 : Prior art nose cone anti-icing concepts. Figure 2a and 2b: a typical gas turbine engine incorporating the

• present invention.

Figure 3: The rotating heat pipe nose cone anti-icing concept may be conceptualized as a series of thermal resistances where the difference between the hot engine source and the ambient is the potential. Figure 4: A somewhat schematic cross-sectional view of ah embodiment of the present rotating heat pipe aero-engine nose cone anti- icing concept. Figure 5: A somewhat less schematic cross-sectional view of the concept of Figure 4.

Figures 6 and 7: enlarged cross-sectional views of the condenser of Figure 5. Figure 8: Schematic cross-sectional view of an alternate embodiment of the condenser of Figure 6.

Figure 9: enlarged view of portion of Figure 8.

Figure 10: A₍ somewhat less schematic cross-sectional view of the device of Figure 8. Figure 11a and 11b: Assembled and exploded versions of

Figure 10, showing components of the embodiment.

Figure 12a and 12b: Cross-sectional and end views of an alternate embodiment of the nose cone of Figure 8.

Figure 13: a graph showing sensitivity to number of heating channels.

Figures 14 and 15: Schematic views of embodiments of the evaporator.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to Figures 2a and 2b, a new aero-engine nose cone anti-icing system 10 using a rotating heat pipe 12 is shown. As will be described in more detail below, the rotating heat pipe 12 transports engine heat, provided to the heat pipe 12 through an evaporator 14, interiorly through an aero-engine central shaft 16 to the engine's nose cone 18 to maintain it above a critical icing temperature, and a condenser apparatus 20 is provided to assist in distributing heat from the heat pipe 12 to the nose cone surface. The aero-engine 22 in this embodiment is a gas turbine turbofan engine, having a fan 24 mounted for rotation on the central shaft 16, the central shaft 16 being driven by a low pressure turbine 26, while a high pressure turbine 28 drives a high pressure compressor 30, both turbines 26, 28 being driven as a result of the combustion of a fuel-air mixture in a suitable combustor 32. Referring to Figure 1 , in use as the aero-engine passes through air with suspended water-vapour, in certain conditions the water vapour will undesirably freeze on the nose cone.

Referring now to Figure 4, the invention employs preferably waste engine heat which is transported along the rotating heat pipe 12 through the central fan shaft 16 to the engine nose cone 18 to maintain the outer nose cone surface above the critical icing temperature. In addition, the rotating heat pipe 12 can be used for engine thermal management while , eliminating the use of prior art compressor bleed air for anti-icing, as will be discussed further, below.

The rotating heat pipe 12 is preferably a closed hollow cylinder containing a charge of working fluid 34 and is conceptually divided into three sections along its length (see Figure 5), namely an evaporator portion 14 in contact with the heat source 36, an adiabatic transport section (referred to herein as the "heat pipe"), and condenser portion. For analysis and design purposes, the anti-icing system 10 may be modelled as a thermal resistance network as shown in Figure 3, or in any other suitable manner. The temperature difference between the hot source 36 in the engine T_hot source and the ambient air Tint defines the overall heat transfer driving potential. The thermal resistance of each component determines the intermediate temperatures throughout the system 10 and in combination the system heat transfer. One general constraint on the anti-icing system 10 is that the overall heat transfer must be sufficient to prevent ice accumulation over the critical area of the nose cone 18 given feasible heat sources in the aero-engine 22. For the preferred embodiments described herein, the engine heat source is preferably about T_hot sour_ce ~ 100°C and the ambient air may be as low as T_inf ~ -40°C, yielding a system temperature difference on the order of 140°C. Nose cone surface temperatures of 3°C - 10°C are typically required to ensure prevention of icing on a body in all environmental conditions. This temperature range constrains the minimum nose cone surface temperature. Hence, the total system heat transfer required or the heat load can be determined according to known techniques from knowledge of the boundary layer flow over the nose cone 18.

Referring again to Figure 4, in use, during high speed rotation of the aero-engine central shaft 16 and the heat pipe 12, the liquid phase in the heat pipe 12 forms an annular film on the inside wall surface of the heat pipe 12, and travels along the inside wall from the condenser 20 to the evaporator 14 where the latent heat is absorbed and vapour is generated, which vapour is returned centrally through the pipe 12 to the condenser 20 for another cycle, as will be understood by the skilled reader. Rotating heat pipes are typically cylindrical or tapered along their lengths, with respect to the interior wall profile, to direct working fluid flow within the heat pipe, although other geometries have been used. A cylindrical rotating heat pipe has a uniform cross section along the length, while a tapered, rotating heat pipe employs a small taper in the condenser section that provides an additional centrifugal force component in the axial direction to drive the liquid film back to the evaporator. Though either will work, the tapered geometry is preferred in the present device because it significantly increases the heat transfer performance of the device.

As mentioned above, and referring now to Figure 5, the present rotating heat pipe anti-icing system 10 includes at least three sub-systems, namely the rotating heat pipe 12 within the central shaft 16 of the engine 22, a preferably compact-style heat exchanger or evaporator portion 14 for heat transfer from a hot source 36 preferably in the engine to the heat pipe 12, and a condenser portion 20 including a heat distribution system to disperse the energy from the heat pipe 12 to the nose cone 18.

The rotating heat pipe 12 is located in the aero-engine central shaft 16 and as such has constraints on the heat pipe's basic size (see

Figure 2b). For the particular aero-engine 22 considered here, namely a small gas turbine engine, the aero-engine central shaft 16 limits the outer diameter of the rotating heat pipe 12 to about one inch. This geometric constraint imposes limitations on the amount of fluid that can be charged in the heat pipe cavity and the centrifugal forces in the liquid film returning the liquid to the evaporator 14. Moreover, the surface area through which heat transfer occurs at the evaporator 14 and condenser 20 are also limited by this geometric constraint. A summary of typical parameters found in typical small gas turbine aero-applications are shown in Table 1 (the values shown are typical, but not considered to be limiting to the scope of the present invention):

Airplane Speed 300 - 600 KM/H Engine Speed 10000 - 30000 RPM Ambient air temperature (T_inf) 0°C - -40°C Engine waste heat source (T_hot_SOUr_ce) ~ 100°C ~ 3.5" length x 6" base diameter, Nose cone 2 mm thick Aluminum. 1" diameter limited by space in Rotating Heat Pipe engine central shaft. Table 1 : The typical range of parameters in small gas turbine aero-engine applications.

The high speed rotating heat pipe 12 may be designed in any suitable fashion, for example the model developed by Song et al. (F. Song, D. Ewing, C.Y. Ching, "Fluid Flow and Heat Transfer Model for High Speed Rotating Heat Pipes," International Journal of Heat and Mass Transfer, Vol. 46, pp. 4393-4401 , 2003, incorporated herein by reference) may be used to design and characterize the thermal resistance of the rotating heat pipe 12.

Two variables to consider when designing a rotating heat pipe are the fluid loading which is the amount of working fluid charged in the heat pipe and the condenser wall taper angle. In the present design, minimizing the rotating heat pipe total thermal resistance is of interest over the rotation speed range of the application. In the presently described embodiment, a 1" outer diameter rotating heat pipe 12 was provided with 0.125" thick walls, and the condenser 20, heat pipe and evaporator sections 12 and 14 are 4.5", 7.25", and 4" in length respectively. In the case of a taper in the condenser 20, the wall thickness was 0.125" at the heat pipe section 12 and increased through the condenser section 20 to the end cap. ln designing the present system, sufficient heat must not only be delivered to the nose cone 18 but such heat must also be distributed effectively over the desired area of coverage, which impacts the condenser design. Preferably heat is extracted from the rotating heat pipe condenser section 20 and dispersed in the nose cone 18 in such a way that the minimum surface temperature constraint is satisfied with minimal imposed thermal resistance. Referring to Figure 1 , in the prior art the condenser end of the rotating heat pipe was in direct conductive contact with the inside pole region of the nose cone. It has been found, however, that the nose cone temperature decreases to well below freezing immediately outside the contact area indicating that conduction alone is insufficient for anti-icing. The conduction heat transfer has been found .to be insensitive to initial temperature over the contact region. The heat transfer from the heat pipe condensing surface to the ambient air flowing around the nose cone is limited by conductivity. A new condenser with higher heat transfer capability is therefore required. Referring now to Figures 6 and 7, one embodiment of the condenser 20 will now be described. To overcome the prior art problems, the present invention provides in one aspect a heating channel arrangement 38 to distribute heat more effectively to regions removed from the heat pipe 12 and apex region of the nose cone 18. The condensed working fluid is drawn from the heat pipe 12 along the inside nose cone surface through radially spaced heating channels 38, as illustrated in Figure 6 to transfer the fluid along the nose cone inner surface. A return, or "out", channel 40 is also provided to return the working fluid back to the heat pipe 12. In this embodiment, the return or "out" channel 40 is provided on top of the primary or "in" heat channel 42, as shown in Detail A-A of Figure 6. The heating channels 38 in this embodiment are radially-spaced and radially oriented, with the primary heating channel 42 extending radially away from the central area of the nose cone 18 preferably to a peripheral portion of the nose cone 18, where the channel 42 then turns back on itself and the return portion 40 of the channel is disposed on the primary channel 42 as the return channel 40 tracks back towards the direction of the centre of the nose cone 18, where it ultimately communicates preferably with an outer diameter portion of the heat pipe 12, for directing the working fluid back to the inner wall portion of the heat pipe 12.

Referring still to Figure 7, the condenser 20 includes a condensing surface 44 which is provided to facilitate formation of working fluid condensate, and which is preferably slightly outwardly conically-shaped in the direction of the nose cone 18, so as to beneficially employ centrifugal effects due to rotation of the assembly to direct the fluid condensate towards the inlets 46 of the heating channels 42. The condenser entry leading edge 48 preferably has a relatively acute angle, preferably providing a sharp or "knife" edge at the leading edge of the entry portion 50 to provide flow stability by impeding local vortices that could make the vapour flow unstable and increase pressure loss in the condensing area. The same result may be achieved using configurations other than a sharply acute leading edge, such as for example by appropriately rounding the leading edge of the condenser inlet.

In use, hot vapour inside the heat pipe 12 enters the annular region of the condenser 20 shown in Figure 7, where condensation occurs due to cooler temperatures as the liquid condensate flow approaches the inside pole region of the nose cone 18. The pressure due to rotation on the condensate formed towards the inner portions of the condenser 20 is higher than the pressure of the condensate towards the outer diameter portions of the condenser 20, which thereby creates a pumping effect which directs condensate outwardly. This action and centrifugal action drives the condensate outwardly through the heating channel inlets 46 into the heating channels 42, where the condensate is directed outwardly along the inside surface of the nose cone 18. Sub-cooling of the working fluid provides heat to the nose cone material. Passage of the condensate through the heating channels 42 therefore brings the fluid-borne heat close to the surface of the nose cone 18 to provide anti-icing heat. The channels 42 then discharge the sub-cooled condensate via the return portion 40 of the channels to the inside wall of the heat pipe 12 for return to the evaporator 14 (described below). The engine (i.e. shaft) rotation speed ω and height difference z₀ - Zj between the channel outlet (z₀) and free surface of the liquid film at the channel inlet (Zj) are parameters which may be varied to affect circulation through the channels 38.

In the presence of the heating channels 42, the nose cone 18 is essentially an enhanced fin and the thermal resistance may be characterized by the temperature difference T_COn_d - Tj_nf and the total heat transfer. Using the resistance model shown in Figure 3, one could describe the resistance of the condenser 20 and the resistance on the nose cone exterior in combination as the enhanced fin resistance because the condenser 20 is preferably an integral part of the nose cone 18 itself in this design. The effect of the number of channels 42 on the total thermal resistance for the nominal case of 10000 rpm engine speed and 300 km/h airplane speed is shown in Figure 13. In the embodiment described here, the use of twelve (12) radial heating channels 42 is preferred.

The channels 42 are disclosed herein as an anti-icing system of the present invention. However, the anti-icing system of course need not be a channel or channels at all, but any suitable mechanism for directing cool working fluid away from the heat pipe 12 and along the nose cone 18. For example intrinsic conduits (not shown) may be provided in the nose cone 18, or a jacket-type fluid direction system, wherein working fluid is directed over a larger surface area of the nose cone 18. In respect of the channelled anti- icing system 10 described specifically above, the channel arrangement 38 need not be radially spaced channels, but any channel geometry and/or distribution which provides a suitable heat distribution to the nose cone 18 may be employed. For example, channels in a spiral geometry or serpentine geometry or other suitable geometry may be employed around the nose cone surface from the apex to the base may be used. Preferably the spacing between adjacent channels 42 is provided to also maintain the nose cone surface above the critical icing temperature in the regions between adjacent channels 42. Multiple channels may not be provided, but rather a single channel. As mentioned, channels are preferred, but need not be provided at all, but rather replaced with any suitable apparatus for transporting working fluid along a nose cone surface. The ideal fluid loading for a rotating heat pipe is the amount of working fluid needed such that the film thickness at the evaporator end cap is zero; preferably the entire inner wall surface is wetted. In the described embodiments, the rotating heat pipe 12 operates over a range of speeds, and, thus the ideal fluid loading at the lowest speed (e.g. 10000 rpm) is preferably the limiting case in order to avoid dry-out, thus a fluid loading of 150% for example, is relative to the ideal loading at 10000 rpm. The condenser taper angle is preferably 1.5° at 10000 rpm and 2° at 15000 rpm and remain at approximately 2° over the remaining majority of the range. As with all practical designs however, safety factors are standard and in this case non-ideal fluid loading would likely be necessary in order to avoid dry- out in the real application. The preferred condenser taper angle occurs at approximately 2° for the case of 150% fluid loading over the rotation speed range.

The heat load required to prevent ice accumulation on a body, particularly on fixed wings, may be estimated using computational fluid dynamic techniques or determined experimentally, as is known in the art. See, for example, G. Croce, H. Beaugendre, W.G. Habashi, "CHT3D: Fenspar-lce Conjugate Heat Transfer Computations With Droplet Impingement and Runback Effects", AAIA paper 02-0386, 2002, and R. Connell, D. Ewing, C.Y. Ching, "Estimation of the Anti-Icing Heat Load for the Nosecone of an Aeroengine," Canadian Society of Mechanical Engineers (CSME) Forum, 2002, both incorporated herein by reference.

Heat must, of course, be provided to the heat pipe input end, and thus an appropriate evaporator 14 is provided, as will now be described. Referring to Figures 14 and 15, the general evaporator concept presented in this application includes a stationary "jacket" 50 that surrounds the evaporator section of the rotating heat pipe 12, separated by a thin gap through which a fluid heated by the engine is circulated. As is apparent from Figures 14 and 15, several modes of providing and withdrawing the fluid are available. The heated input fluid is preferably provided by the engine 22 (e.g. directly, through hot engine air or a hot engine liquid such as oil or fuel, or indirectly though an engine heat exchanger, etc.) and preferably waste heat is used, although a dedicated heater, such as an electric heater (not shown) may also be provided around or adjacent the heat pipe 12 to heat a fluid for contacting the heat pipe 12 (direct contact between the hot fluid and the heat pipe 12 is preferred to provide optimal heat transfer). The skilled reader will recognize that still other sources of engine heat are available for use wit the present invention. In the presently-described aero-engine embodiment, with a range of rotation speeds is 10000 rpm - 30000 rpm, a gap size (δ) is about 0.1" due largely to space limitations inside the central shaft area of the aeroengine. Gap size, fluid temperature and fluid flow rates, are among the variable the designer may adjust to provide the desired heat input into the heat pipe 12. The flow regime in the evaporator 14 is preferably of the turbulent plus vortices type. Referring to Figures 8-11 , another embodiment of a condenser 20' according to the present invention includes one or more condensing surfaces 44' inside the heat pipe 12 (i.e. preferably at a smaller diameter than the heat pipe inside diameter) and preferably these surfaces are annular and slightly outwardly conical in shape. The condensing surface(s) 44' are also provided with a plurality of holes 45 therethrough which permit condensed fluid to pass therethrough. The condensing surfaces 44' are inclined in the direction of the draining holes 45 to assist in directing the working fluid condensate forward to the area of the holes 45. Each condensing surface 44' preferably has a knife-edge or other shaped leading edge, as described in respect of the embodiment above, to help minimize the inlet pressure losses, as previously discussed.

Referring particularly now to Figure 9, in use, in this embodiment, as with the previous embodiment, fluid condenses as it comes in contact with the cool nose cone 18, as before and pressure due to rotation on the condensate creates a pumping effect which directs condensate outwardly (see arrows "a") towards the heating channels 42 in the nose cone 18, and then into (see arrow "c") through the channels 42 to the channel outlet 40 (see arrow "d"). Any fluid condensing on the condensing surfaces (see arrows "b") is thus directed outwardly (i.e. and thus forwardly) along the conical condensing surface 44' of the condenser 20 towards the holes 45, and then through the holes 45, and ultimately to a heating channel inlet. The fluid is then circulated through the heating channels 42 and returned to the heat pipe 12, as before. The number and position of holes 45 around the circumference of a condensing surface 44' may be as desired, and need not necessarily be the same as the number or position of the heating channels 42.

Referring now to Figures 11a and 11 b, a preferred manner of providing a condenser assembly is depicted. The condenser assembly 20' includes a nose cone portion 18, an intermediate insert portion 60, and end cap portion 62 which is preferably mating or joined with the heat pipe 12. Condensing surfaces are preferably provided on both the nose cone portion 18 and the insert portion 60. The heating channels 42 are preferably provided in the insert 60, and the end cap 62 and the nose cone 18 mate to protect the interior insert 60. Alternately, though not shown, when assembled the nose cone portion 18, the insert portion 60 and the end cap portion 62 may instead co-operate to form the channels 40, 42. The skilled reader will, of course, also recognize that the condenser embodiments disclosed herein may be constructed in a variety of ways, and the above design is just one of many possibilities.

Referring now to Figures 12a and 12b, in a further embodiment, the holes may be provided as slots 45' in the condensing surfaces, instead of holes per se, and thus the slots 45' permit the condensate forming on condensing surfaces 44' to ultimately travel to a heating channel inlet.

The approach of the present invention is a considerably more efficient transfer of heat than the prior art. This approach also achieves sub cooling of the condensate which leads to higher temperature difference for the heat pipe 12, resulting in better heat pipe operation. The transfer of heat of the present invention provides not only the required anti-icing but also cooling air the engine - air which may be used for turbine or combustor cooling, or other cooling within the engine. The result is an improvement of the engine performance over prior art systems. Further description of the design, modelling and analysis of the structure of the present invention is provided in Appendix A hereto, and is incorporated into this description by reference.

Although described with respect to a turbofan engine, the present invention may be applied with advantage to any aero-engine having a nose cone requiring anti-icing measures. Moreover, the size and configuration of the exemplary aero-engine are for description purposes only, and the invention may be employed, with such modification as will be apparent to the skilled reader, to any suitable engine size and/or configuration. Furthermore, the embodiments described are intended to be exemplary of a broader concept which may be implemented in a variety of different ways to achieve the same result. Some possible modifications are described above, but such description is not intended to be exhaustive, and therefore there are of course numerous other modifications which will be apparent to the skilled reader which do not depart from the general scope of the invention disclosed herein. As such, the appended claims are intended to encompass such modifications as are apparent to the skilled reader.

APPENDIX A TO THE DETAILED DESCRIPTION

SAE Paper No. 2004-01-1817 (Not Yet Published) "Thermal Modeling of a Rotating Heat Pipe Aero-engine Nose Cone Anti- icing System", by Scott Gilchrist, Daniel Ewing, Chan Ching, Joseph Brand and Michael Dowhan

Thermal Modeling of a Rotating Heat Pipe Aero-engine Nose Cone Anti-icing System Scott Gilchrist, Daniel Ewing and Chan Ching Department of Mechanical Engineering, McMaster University, Canada Joseph Brand and Michael Dowhan Pratt £ htt ey Canada Copyright © 20Q SAE International

ABSTRACT clouds of suspended water droplets that remain liquid at sub-zero temperatures. While smaller droplets follow

A new aero-engine nose cone anti-icing system using a the flow around the nose cone into the engine, the larger rotating heat pipe has been proposed to replace the droplets tend to impact on the cone surface and freeze current method of blowing hot compressor bleed air over forming an undesirable layer of ice [8]. Icing is typically the nose cone surface. Here, the heat is transferred prevented on small turbofaπ engines by blowing hot from a hot source within the engine to the nose cone bleed air from the compressor into and over the nose through a rotating heat pipe along the central fan shaft. cone to maintain it above the critical icing temperature. A compact evaporator is used at the evaporator end due Although this method is effective, increased draw of to space constraints in the engine. The system is compressor air reduces the thermodynamic performance modeled as a thermal resistance network where the of the gas turbine engine [5]. A new nose cone anti-icing thermo-fluid dynamics of each component determine the system, illustrated in figure 1, that uses a rotating heat resistors. This paper reviews each of the component pipe is proposed and modeled in the present work. In models and results, which show that the evaporator this case, waste engine heat is transported along the thermal resistance is one of the limiting factors for central fan shaft to the nose cone via the rotating heat adequate transfer of heat for anti-icing. pipe to maintain the outer nose cone surface above the critical icing temperature. In addition, the rotating heat

INTRODUCTION pipe can be used for engine thermal management while eliminating the use of compressor bleed air for anti-icing.

There is increased interest in using rotating heat pipes for thermal management in many high speed rotating Rotating heat pipes are effective two-phase heat transfer systems such as cooling electric motors, generators, devices capable of transferring large quantities of heat drills and various components in turbomachines. over small cross-sectional areas and small temperature Ponnappan et al. investigated the use of rotating heat differences [9]. The rotating heat pipe concept was pipes for cooling the rotors of high-speed switched conceived by Gray [10], and like all two-phase heat reluctance generators used in military aircraft where transfer devices, is similar in principle to a speeds up to 60000 φm are typical [1 - 4]. Experiments thermosyphon. The traditional thermosyphαπ is a two- were performed in the range of 5000 - 30000 φm using phase device that transports the latent heat of a working 1 inch diameter stainless steel heat pipes charged with fluid. An evaporator section is In contact with a heat water or methanol and the results showed that about 1 source where the vapour phase is generated and the kW of heat was transferred through the heat pipe [3]. buoyancy forces transport the vapour to a condenser at Several studies considered using radially rotating a higher elevation. Condensation occurs releasing the miniature heat pipes for aero-engine turbine blade tip latent heat to a colder environment and the liquid phase cooling [5 - 7]. In these cases, the focus was on is brought back to the evaporator by the gravitational modeling the condensing region within the blade tip force completing the thermodynamic cycle. In the rather than the heat pipe in its entirety but the results rotating heat pipe, the mechanism used to return the also suggested the rotating heat pipe as an attractive condensate to the evaporator is the centrifugal force due passive thermal management device. to system rotation.

The particular application that is of interest in this study is the prevention of ice accumulation on aero-engine nose cones. Icing occurs when aiφlanes move through method to extract waste engine heat and an efficient system to distribute the heat throughout the nose cone for the proposed anti-icing system present significant challenges. In this paper, a system model is established to predict the performance of the rotating heat pipe anti-icing system. Preliminary designs are also proposed for an evaporator and condenser for heat transfer with the engine heat source and the nose cone respectively and

the thermal resistances are estimated. Results from individual component models within the system are then Figure 1: The rotating heat pipe nose cone anti-icing concept. used to obtain an initial estimate of the overall heat transfer and anti-icing performance. ROTATING HEAT PIPE ANTI-ICING SYSTEM DESIGN AND MODELING A rotating heat pipe is a closed hollow cylinder containing a charge of working fluid and is typically The rotating heat pipe anti-icing system proposed here divided into three sections along its length; an consists of three sub-systems; the rotating heat pipe in evaporator and condenser in contact with the heat the central shaft, a compact heat exchanger (evaporator) source and heat sink respectively, and an adiabatic for heat transfer with a hot source in the engine and a transport section between [10]. The liquid phase forms a heat distribution system at the condenser end to fully annular film on the inside wall surface for centrifugal disperse the energy from the heat pipe to the nose cone. accelerations greater than 20g [11], and travels along The anti-icing system can be modeled as a thermal the inside wall from the condenser to the evaporator resistance network as shown in figure 2. The where the latent heat is absorbed and vapour is temperature difference between the hot source in the generated. Rotating heat pipes are typically cylindrical engine T_hot „_Ureβ and the ambient air Tι_nf defines the or tapered with respect to the interior wall profile overall heat transfer driving potential. The thermal although other geometries have been used [9].. The resistance of each component determines the cylindrical rotating heat pipe has a uniform cross section intermediate temperatures throughout the system and along the length, while a tapered rotating heat pipe the system heat transfer. employs a small taper in the condenser section that provides an additional centrifugal force component in the One constraint on the system performance is that the axial direction to drive the liquid film back to the overall heat transfer must be sufficient to prevent ice evaporator. The tapered geometry significantly accumulation over the critical area of the nose cone increases the heat transfer performance of the device [9, given feasible heat sources in the aero-engine. In this 12, 13]. study, the engine heat source is known to be on the order of ^.₀₁₁,₀, - 100°C minimum and the ambient air

Early models for rotating heat pipes focused on lower may be as low as T_inf - -40°C. It is clear that the total speeds (less than 3000 φm or 200 g's), employing a thermal resistance of the components must allow modified Nusselt film condensation model for the sufficient heat transfer over a minimum system condenser. The thermal resistance of the evaporator temperature difference on the order of 140 minimum. was typically not considered [10]. These models were The surface temperature required to prevent icing on a unable to predict the heat transfer performance in the body in the presence of mixed phase clouds is 3°C - high-speed range [3]. Song et al. [12] recently proposed 10°C [14], and this temperature range constrains the a new complete high speed rotating heat pipe model minimum nose cone surface temperature. where the predictions are in relatively good agreement with available high-speed data [12]. In this case, natural Sufficient heat must not only be delivered to the nose convection due to the centrifugal acceleration was found cone but be distributed effectively over the desired area to be important in modeling the heat transfer of coverage. It is clear that a second constraint resides performance of the evaporator. with the condenser design such that heat is extracted from the rotating heat pipe condenser section and

One of the major challenges using rotating heat pipes in dispersed in the nose cone in such a way that the many applications is to develop effective methods of minimum surface temperature constraint is satisfied with delivering and extracting heat from the evaporator and minimal imposed thermal resistance. condenser, as noted by Ponnappan et al., [3, 4]. in their high-speed experiments, the heat transfer rate was The rotating heat pipe is located In the central fan shaft found to increase nearly an order in magnitude when oil and as such has constraints on its basic size. For the spray jets were used to cool the condenser instead of air aero-engine in this particular application, the fan shaft jets, illustrating that the overall heat transfer was not limited by the heat pipe. It is clear that a compact Further details of the rotating heat pipe model are available in [12]. Airplane speed 200 -600 m/h Engine speed 5000 - 30000 rpm Ambient air temperature (Tω) 0⁰C - -40°C Engine waste heat source (Tnooβωc.) ~ 100°C minimum - 3.5" length x 6" base Nose cone diameter, 2 mm thick Aluminum.

Rotating Heat Pipe 1" diameter limited by space in engine fan shaft. Table 1 : The basic range of parameters in the aero-engine application. Figure '2: The rotating heat pipe nose cone anti-icing concept is modeled as a series of thermal resistances where the difference between the hot engine source and the ambient is the potential.

Two important variables to consider when designing a rotating heat pipe are the fluid loading which is the amount of working fluid charged in the heat pipe and the limits the outer diameter of the rotating heat pipe to one- condenser wall taper angle. In the present work, inch. This geometric constraint will clearly impose minimizing the rotating heat pipe total thermal resistance limitations on the amount of fluid that can be charged in is of interest over the rotation speed range. Here a 1" the heat pipe cavity and the centrifugal forces in the outer diameter copper rotating heat pipe was modeled liquid film returning the liquid to the evaporator. with 0.125" thick walls. A copper rotating heat pipe was Moreover, the surface area through which heat transfer chosen due to its high conductivity. The condenser, occurs at the evaporator and condenser are also limited adiabatic and evaporator sections were 4.5", 7.25", and by this geometric constraint. The constraints and other 4" in length respectively. In the case of a taper in the typical parameters found in this application outline the condenser, the wall thickness was 0.125" at the range of the parametric studies presented in this paper adiabatic section and increased through the condenser and are shown in table 1. The modeling for the section to the end cap. components of the anti-icing system is now discussed beginning with the rotating heat pipe. The ideal fluid loading for a rotating heat pipe is the minimum amount of working fluid needed to wet the

THE ROTATING HEAT PIPE inside surface. The model results showed that the ideal fluid loading decreases slightly with the rotational speed

The high speed rotating heat pipe model developed by due to the increased centrifugal forces driving the liquid Song et al. [12] is used here to design and characterize back to the evaporator. In this application, the rotating the thermal resistance of a rotating heat pipe for this heat pipe operates over a speed range and the ideal application. The rotating heat pipe is treated as a one- loading at the lowest speed (5000 φm) is the limiting domain problem where thermo-fluid models for the case thus a fluid loading of 150% for example, is relative condenser, adiabatic transport and evaporator sections to the ideal loading at 5000 rpm. For the ideal loading are coupled together to complete the model. The case, the effect of condenser taper angle on the total pressure gradient term caused by changes in film heat pipe thermal resistance is shown in figure 3. The thickness is retained here so that the model can also be advantage of using a condenser taper is clear from the applied to the cylindrical heat pipe. At high centrifugal dramatic decrease in thermal resistance from 0° - 0.5°. accelerations (> 1000 g's) found in aero-engines, boiling Conduction is the dominant heat transfer mechanism is suppressed in the evaporator and natural convection across the film in the condenser and the shaφ reduction in the liquid film is important. A mixed convection model in thermal resistance occurs because the additional was used characterize the heat transfer in the force driving the liquid to the evaporator reduces the film evaporator. The velocity profile in the liquid film was thickness [12]. The minimum thermal resistance was modeled with a power law profile and heat transfer was modeled with correlations for forced flat plate boundary 0.036 K/W - 0.015 K/W and occurred at a 2° taper angle layers with transverse buoyancy. The rotating heat pipe from 5000 rpm - 20000 rpm and 1.5° up to 30000 rpm. was discretized into finite control volumes along the axial direction and the mass, momentum and thermal energy balance were calculated from a finite difference scheme.

0.5 1 1.5 2 2.5 3 3.5 5000 10000 15000 20000 25000 30000 Condenser taper (deg) Rotation speed (rpm)

Figure 3: Effect of condenser taper angle on the total thermal Figure 4a: Effect of fluid loading on the total thermal resistance for the resistance for ideal loading conditions; 0 5000 rpm, - 10000 φm, Δ 1.5° tapered heat pipe; 0 ideal, + 150%, Δ 200%. 5000 rpm, x 20000 rpm, o 25000 rpm, + 30000 φm.

Typical of all practical designs are safety factors to 0.04 ensure reliable operation. It is expected that the actual 0.035 ' ' fluid loading used in a real application would be larger than ideal in order to avoid dry-out. Dry-out is 0.03 • undesirable and occurs in the evaporator section when 0.025 the film thickness becomes zero before the end cap 0.02 leaving a portion of the inside heat pipe wall un-wetted. 0.015 The effect of increased fluid loading on the thermal resistance was considered for 150% and 200% ideal 0.01 loading for the 1.5° and 2° tapered heat pipes in figure 0.005 4a and 4b respectively. The thermal resistance does 0 increase with fluid loading however the effect is not 5000 10000 15000 20000 25000 30000 significant up to twice the ideal loading for both 1.5° and Rotation speed (rpm) 2° tapered heat pipes. Over the rotation speed range, the rotating heat pipe thermal resistance decreased by 63% from 0.04 K W to 0.015 K W indicating the order in magnitude expected in the real application. The heat Figure 4b: Effect of fluid loading on the total thermal resistance for the 2° tapered heat pipe; 0 ideal, + 150%, 200% Δ. required to prevent ice accumulation on the nose cone is now considered to determine the system heat transfer constraint.

ANTI-ICING HEAT LOAD Connell et al., [16] initially modeled the nose cone heat

The heat load required to prevent ice accumulation on a load for this application using a modified Nusselt laminar condensation method. The suspended water droplets in body, particularly on fixed wings, is typically estimated using complex computational fluid dynamic techniques the atmosphere were assumed to be unaffected by the or determined experimentally [15]. For the scope of the flow field around the nose cone and impact directly on present investigation, the objective was to develop an the surface forming a thin film driven back by the centrifugal acceleration. A thermal energy balance over approximation of the heat load for the nose cone and to the film was taken where the convection heat transfer at predict the trend with engine rotation speed, airplane speed and atmospheric conditions and also to determine the film surface was modeled with flat plate turbulent boundary layer correlations modified to include the if the rotating heat pipe is capable of transporting the required heat. roughness effect of the impacting droplets. It was noted in the analysis that in reality, the impacting water droplets do not form a film but rather bead into drops that run back along the nose cone [17]. Under these conditions, the anti-icing heat load estimation is analyzed here where the nose cone co-ordinate system and variables used to define the problem are outlined in There are currently no reliable correlations for turbulent figure 5. flow over rotating blunt nose cone shapes for the speeds and conditions found in this application. Moreover, the The convection heat transfer from the nose cone surface presence of the beading water drops on the surface Q_convβ_cti_cn and the power required to heat the water complicate the boundary layer dynamics because they droplets impacting on the surface Qβdvβαion were act as surface roughness elements. Axcell et al. [18] estimated to determine the heat load. Assuming that the studied laminar and turbulent convection heat transfer to water particles are unaffected by the flow field, the heat rotating disks with small roughness elements in the load for a portion of nose cone indicated by the control presence of axial flow. For the case of 1mm cubic surface is given by protruding elements spaced 12 mm apart the heat transfer correlation for the turbulent regime was found to

Figure 5: Nose cone geometry and water droplet field with heat The cross flow instability is a dominant feature transfer modes. generating co-rotating vortices near the surface for disks, spheres and for cones with total angles at 60° - 180° [19]. When axial flow is present, the cone angle can actually be smaller and still maintain the similar vortex structure [19]. The fact that similar flow dynamics and structure exists in these different geometries suggests that the heat transfer correlation for the rough disk provides a reasonable approximation of the convection heat transfer from the nose cone. The anti- icing heat load model was applied to typical conditions in the aero-engine application outlined in table 1. The variation in heat load with airplane and engine rotation speed is shown in figures 7 and 8 and the results show that the heat load is more sensitive to

airplane speed than rotation speed. The results here show that the rotating heat pipe alone should be capable of transferring adequate heat under the system Air temperature T (K) temperature constraints.

Figure 6: Variation in liquid water content with air temperature.

Figure 9: Heating channels emanating from the rotating heat pipe condenser circulate the working fluid over the nose cone interior to effectively distribute heat for anti-icing.

The key is that the heat must also be distributed effectively throughout the nose cone with a condenser without imposing a large thermal resistance. The challenge in accomplishing this is discussed in the The engine rotation ω and height difference Zo - z-, condenser design. between the channel outlet and free surface of the liquid film at the channel inlet provides circulation. The

CONDENSER DESIGN condensate flow in each channel was modeled with the mechanical energy equation between the condensate

Initially, conduction heat transfer along the nose cone free surface and the channel outlet. The flow was was considered by Connell et al. [16] to distribute the assumed steady, incompressible, fully developed and in heat from the heat pipe condenser. In this design, the solid body rotation with average properties over the condenser end of the rotating heat pipe was in direct channel cross section. The leading order mechanical contact with the inside pole region of the nose cone. energy balance is given by Over the 2.5" diameter contact area, the nose cone temperature was assumed constant. The nose cone The convection from the nose cone surface is given by (6) w„ 1 1 . w& i j conveclloit = Λ/tanh m\ w — -(r -7\) (10) The head loss was modeled using [20] where * -v(&) ^M = ^ho^kJnc .max ~ ^inf )& where the friction factor f is [20] I h. I") m - , nc^nc (8) Re₀ and the heat transfer coefficient h₀ is given in (2). The heat advected by the impacting water droplets from the for laminar flow and [20] atmosphere is given by 0.3164 Qmhec_lion ~ bnJJC_pθA_p \ _{ι mgχ} T-_m{ ) (12) / = (9) Re where δAp is the area of the nose cone section (δs)L for turbulent flow where D is the channel hydraulic projected in the horizontal direction as seen by the incoming water droplets. The heat transfer from the diameter and L_c is the total length of the channel. condensate flow to the nose cone is

The concept performance was evaluated from the energy balance between the sub-cooling condensate h„w„δs flow in the channels and the total heat transfer at the ^channel (T ~ _s,_m (13) nose cone surface. The nose cone was discretized along the length as shown in figure 10 with front view The heat transfer coefficient h_c was modeled with pipe detail shown in 10 (A) between two adjacent channels. flow correlations and for laminar flow (Rep < 2300) is The temperature profile of the nose cone around the given by [21] periphery has adiabatic conditions between and at the centers of adjacent channels due to symmetry indicated by the width w. Over this width, the heat transfer from h * __ (14) the nose cone was modeled as a fin neglecting D conduction in the s direction and assuming constant surface temperature T,,m_ax over the channel width w₀. and for turbulent flow (1000 < Re < 10⁵) by [21]

in combination as the enhanced fin resistance because the condenser is an integral part of the nose cone itself in this design. The effect of the number of channels on provide a turbulent flow that would decrease the channel

Figure 11 : Effect of the number of channels on the total thermal resistance; 10000 φm engine speed, 300 km h airplane speed, T = - 40°C.

To determine how effective the channels were at distributing heat throughout the nose cone, the surface temperature profiles were examined. For the case of 12 heating channels the minimum nose cone surface temperature and the condensate, flow temperature distributions are shown in figure 12a and 12b respectively for various rotating heat pipe-condensing

temperatures. The minimum nose cone temperature decreases rapidly as the distance from the nose cone s (surface position) (m) apex increases and approaches the ambient temperature. It is clear that the inlet temperature to the heating channels has negligible effect on the nose cone surface temperature. An interesting result is noted Figure 12b: Effect of rotating heat pipe condensing temperature on the condensate temperature In the channels; Tcon = + 10°C, « 20"C, Δ however from figure 14b. The same dramatic decrease 30"C, x40°C. in condensate flow temperature is not observed and illustrates an imbalance in thermal resistance between the condensate flow and the nose cone exterior. This imbalance is caused by the increase in area exposed to the ambient on the nose cone exterior as the channels In this case, the channels are in a spiral geometry spread farther apart. The resistance in the channel flow is relatively high and does not change over the length around the inside nose cone surface from the apex to the base where the normal spacing between adjacent due to constant channel geometry and causes the channels would be designed to maintain the nose cone channel fluid to retain its thermal energy. The Reynolds surface above the critical icing temperature. number of the channel flow here was on the order of 400 illustrating that conduction is the main heat transfer mechanism in this particular design. It is important to note that secondary flow effects in the channel flow were not accounted for in this analysis and may actually

and the axial Reynolds number Figure 14: Flow regime diagram for the spiral Taylor-Couette flow. 2Uδ [26], + [27], 0 [28], x [20, 29] , Δ [30]. Re, = (17)

where U is the average axial velocity of the fluid pumped

Figure 13: The stationary jacket evaporator concept. A thin gap δ surrounds the heat pipe through which fluid heated by the engine is pumped.

Figure 1 Sa: The rotating heat pipe test facility used to determine the where L_β is the evaporator length and η is the heat pipe heat transfer associated with fluid jacket evaporators. outer radius. The Nusselt number was calculated from 2hδ Nu = (20)

Figure 15b: Schematic of the facility used to estimate heat transfer to Re. > 1200 the rotating heat pipe with a water jacket evaporator

Fig fac

The thermal resistance imposed by the flow in the gap It was anticipated that delivering heat to the rotating heat was estimated at 0.1 K/W - 0.9 K W over the aeropipe evaporator and extracting it at the condenser would engine rotation speed range. This result is similar to that be challenging and the magnitude of the resistances found with the heating channel condenser in that the relative to the heat pipe illustrate this. The evaporator resistance is significantly larger than the rotating heat and condenser resistances are clearly impeding the pipe. Having modeled each component and estimated performance and must be decreased significantly in the associated thermal resistance, the overall system order to allow enough heat transfer for anti-icing performance is now discussed. purposes. It is recommended that further research into effective evaporator and condenser designs is SYSTEM PERFORMANCE AND DISCUSSION necessary. Particularly with the condenser, effective heat distribution to regions of the nose cone removed A new aero-engine nose cone anti-icing system using a from the apex is critical. rotating heat pipe has been proposed to eliminate the current method of anti-icing which uses compressor ACKNOWLEDGMENTS bleed air. The rotating heat pipe transports waste engine heat along the central fan shaft to the nose cone The support of the Natural Sciences and Engineering to maintain it above the critical icing temperature. A Council (NSERC) of Canada and Pratt & Whitney stationary "jacket" surrounding the rotating heat pipe Canada is gratefully acknowledged. evaporator section by a thin gap through which a fluid heated by the engine is pumped has been proposed and REFERENCES modeled for heat exchange with a hot source in the engine. At the condenser end of the rotating heat pipe a 1. R. Poπnappan, J.E. Leland, "Rotating Heat Pipe for pure conduction and heating channel design were High Speed Motor/Generator Cooling," SAE 981287, considered as heat distribution systems to the nose 1998, pp. 257-262. cone. The system was modeled as a network of thermal 2. R. Ponnappan, J.E. Leland, "High Speed Rotating resistances where the temperature difference between Heat Pipe for Aircraft Applications," SAE 951437, the hot source in the engine and the ambient air is the 1995. overall driving potential. Each component was modeled 3. R. Poπnappan, Q. He, "Test Results of Water and and the thermal resistance was estimated to determine the system performance. Methanol High-Speed Rotating Heat Pipes", Journal of Thermophysics and Heat Transfer, vol. 12, No. 3,

7. S. Maezawa, Y. Suzuki, A. Tsuchida, "Heat Transfer Characteristics of Disk-Shaped Rotating Wickless Heat Pipes," Proceedings of the 4^th International

Heat Pipe Conference, pp. 725-733. 8. M.B. Bragg, "A Similarity Analysis of the Droplet Trajectory Equation," AIAA paper 82-4285, 1982. 9. A. Faghri, Heat Pipe Science and Technology.

Figure 7: Rotating heat pipe aero-engine nose cone anti-icing Taylor and Francis, 1995. concept with thermal resistances characteristic of current component 10. V.H. Gray, "The Rotating Heat Pipe," ASME Paper designs. No. 69-HT-19, 1969. 11. G.P. Peterson, An Introduction to Heat Pipes. John Wiley & Sons, Inc., New York, 1994. 12. F. Song, D. Ewing, C.Y. Ching, "Fluid Flow and Heat Transfer Model for High Speed Rotating Heat

The system heat transfer range is 95 W - 207 W which Pipes," International Journal of Heat and Mass is clearly inadequate to match the anti-icing requirement. Transfer, Vol.46, pp. 4393-4401, 2003. 13. T.C. Daniels, F.K. Al-Jumaily, "Investigation of the Advances in Heat Transfer, vol. 21, pp. 141 - 183, factors affecting the performance of a rotating heat 1991. pipe," International Journal of Heat and Mass 23. J. Kaye, E.G. Elgar, Transactions of the ASME, vol. Transfer, vol. 18 pp. 961 - 973, 1975. 80, pg. 753, 1958.

14. J. Hallet, G. Isaac, "Aircraft Icing in Glaciated and 24. E.R. Krueger, R.C. Di. Prima, "Journal of Fluid Mixed Phase Clouds," AIAA paper, 02-0677, 2002. Mechanics," vol. 19, pg. 528, 1964.

15. G..Croce, H. Beaugendre, W.G. Habashi, CHT3D: 25. F.M. Krieth, "Convection Heat Transfer in Rotating Fenspar-lce Conjugate Heat Transfer Computations Systems," Advances in Heat Transfer, vol. 5, pp. 129 With Droplet Impingement and Runback Effects, - 246, 1968. AAIA paper 02-0386, 2002. 26. J. W. Polkowski, "Turbulent Flow Between Coaxial

16. R. Connell, D. Ewing, C.Y. Ching, "Estimation of the Cylinders With the Inner Cylinder Rotating," Anti-Icing Heat Load for the Nosecone of an Transactions of the ASME, Journal of Engineering Aeroengine," CSME forum, 2002. for Gas Turbines and Power, vol. 106, pp. 129 -

17. R.J. Kind, M.G. Potapczuk, A. Feo, C. Golia, A.D. 135. Shah, "Experimental and Computational Simulation 27. K. M. Becker, J. Kaye, "Measurements of Diabatic of In-Flight Icing Phenomena," Progress in Flow in an Annulus With an Inner Rotating Cylinder," Aerospace Science, vol. 34, pp. 257-345, 1998. Journal of Heat Transfer! vol. 84, pp. 97 - 105,

18. B.P. Axcell, C. Thianpong, "Convection to rotating 1962. disks with rough surfaces in the presence of an axial 28. K. W. Schwarz, B. E. Sprihgett, R.J., Donnelly, flow," Experimental Thermal and Fluid Science, vol. "Modes of instability in Spiral Flow Between Rotating 25, pp. 3 - 11, 2001. Cylinders," Journal of Fluid Mechanics, vol. 20, pp.

19. H.L Reed, W. S. Saric, "Stability of Three 281 -289, 1964. Dimensional Boundary Layers," Annual Review of 29. CD. Andereck, S.S. Liu, H.L. Swinney, "Flow Fluid Mechanics, vol. 21, pp. 235-284, 1989. Regimes in a Circular Couette System with

20. R. W. Fox, A.T. McDonald, Introduction to Fluid Independently Rotating Cylinders", Journal of Fluid Mechanics. John Wiley & Sons, 1992. Mechanics, vol. 164, pp. 155 - 183, 1986.

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22. D. M. Maron, S. Cohen, "Hydrodynamics and with Rotating Inner Cylinder," ASME paper 98-GT- Heat/Mass Transfer near Rotating Surfaces," 97, 1998.

Claims

CLAIMS:

1. An anti-icing apparatus (10) for an aero-engine nose cone (18), the nose cone (18) connected for rotation with a central shaft (16) of the engine (22), the apparatus (10) comprising: a heat pipe (12) mounted for rotation inside the central shaft (16) with an end of the heat pipe (12) adjacent a central portion of the nose cone (18), the heat pipe (12) containing a working fluid; a heat input apparatus (14, 36) adapted to provide heat to an opposite end of the heat pipe (12); and a condenser assembly (20) mounted intermediate the heat pipe (12) and the nose cone (18), the condenser assembly (20) including a plurality of concentric annular condensing surfaces (44, 44') adapted to condense working fluid thereon.

2. The anti-icing apparatus (10) of claim 1 , wherein the condenser assembly (20) further comprises a transport apparatus (38) in fluid communication with the condensing surfaces (44, 44') and adapted to direct working fluid away from the heat pipe (12) along a surface of the nose cone (18) to a portion of the nose cone (18) remote from the heat pipe (12).

3. The anti-icing apparatus (10) of claim 1 , wherein the annular condensing surfaces (44, 44') are circumferentially discontinuous and thereby permit working fluid to pass from a radially inner portion of the annular condensing surfaces (44, 44') through the annular condensing surfaces (44, 44').

4. The anti-icing apparatus (10) of claim 1 , wherein the annular condensing surfaces (44, 44') are frustoconical, and oriented so as to open in the direction of the nose cone (18).

5. The anti-icing apparatus (10) of claim 4, wherein the annular condensing surfaces (44, 44') have a cone angle of less than 5 degrees.

6. An anti-icing apparatus (10) for an aero-engine nose cone (18), the nose cone (18) connected for rotation with a central shaft (16) of the engine (22), the apparatus (10) comprising: a heat pipe (12) mounted for rotation inside the central shaft (16) with an end of the heat pipe (12) adjacent a central portion of the nose cone (18), the heat pipe (12) containing a working fluid; a heat input apparatus (14, 36) adapted to provide heat to an opposite end of the heat pipe (12); and a condenser assembly (20) mounted intermediate the heat pipe (12) and the nose cone (18), the condenser assembly (20) including a transport apparatus (38) adapted to transport condensed working fluid from the heat pipe (12) along a surface of the nose cone (18) to a portion of the nose cone (18) remote from the heat pipe (12).

7. The anti-icing apparatus (10) of claim 6, wherein the transport apparatus (38) includes at least one conduit (42) adapted to permit working fluid to pass therethrough.

8. The anti-icing apparatus (10) of claim 6, wherein the transport apparatus (38) is further adapted to return the working fluid to the heat pipe (12).

9. The anti-icing apparatus of claim 6, wherein the transport apparatus (38) comprises a plurality of generally radially-extending conduits (40, 42).

10. The anti-icing apparatus (10) of claim 6, wherein the portion of the nose cone (18) is radially outward of the heat pipe (12) relative to a heat pipe central axis.

11. The anti-icing apparatus (10) of claim 6, wherein the portion of the nose cone (18) includes a peripheral portion of the nose cone (18).

12. The anti-icing apparatus (10) of claim 6, wherein the condenser assembly (20) includes a portion of the nose cone (18).

13. An anti-icing apparatus (10) for an aero-engine nose cone (18), the nose cone (18) connected for rotation with a central shaft (16) of the engine (22), the apparatus (10) comprising: a heat pipe (12) mounted for rotation inside the central shaft (16) with an end of the heat pipe (12) adjacent a central portion of the nose cone (18), the heat pipe (12) containing a working fluid; a heat input apparatus (14, 36) adapted to provide heat to an opposite end of the heat pipe (12); and a condenser assembly (20) fluidly communicating with the heat pipe (12) and adapted to condense the working fluid; and an anti-icing assembly in fluid communication with the heat pipe (12) but external to the heat pipe (12), the anti-icing assembly adapted to direct condensed working fluid away from the heat pipe (12) to at least a portion of the nose cone (18) radially outward of the central shaft (16).

14. The anti-icing apparatus (10) of claim 13, wherein the anti-icing assembly directs condensed working fluid away from the heat pipe (12) to a peripheral portion of the nose cone (18).

15. The anti-icing apparatus (10) of claim 13, wherein the anti-icing assembly includes at least one conduit in contact with a surface of the nose cone (18).

16. The anti-icing apparatus (10) of claim 13, wherein the anti-icing assembly includes at least a plurality of conduits (42) disposed along an interior surface of the nose cone (18), the conduits (42) extending from the heat pipe (12) to a perhiperal portion of the nose cone (18).

17. An anti-icing apparatus (10) for an aero-engine nose cone (18), the nose cone (18) connected for rotation with a central shaft (16) of the engine (22), the apparatus (10) comprising: a heat pipe (12) mounted for rotation inside the central shaft (16) with an end of the heat pipe (12) adjacent a central portion of the nose cone (18), the heat pipe (12) containing a working fluid; a condenser assembly (20) intermediate the heat pipe (12) and nose cone (18) for anti-icing the nose cone (18); and an evaporator (14) adapted to provide heat to an opposite end of the heat pipe (12), the evaporator (14) including a jacket portion (50) substantially enveloping an opposite end of the heat pipe (12), the jacket portion (50) in fluid communication with a source (36) of heated fluid in the engine (22), the jacket portion (50) adapted to direct the heated fluid around the heat pipe (12) to thereby evaporate the working fluid in the heat pipe (12).

A method of anti-icing an aero-engine nose cone (18), the engine (22) including at least a nose cone (18) mounted for rotation with a central shaft (16) of the engine (22) and a rotating heat pipe (12) associated with the central shaft (16), the heat pipe (12) containing a working fluid, the method comprising the steps of: evaporating the working fluid; condensing the working fluid; directing condensed working fluid away from the heat pipe (12) and into contact with the nose cone (18) to provide anti-icing heat to the nose cone (18); and returning the condensed working fluid to the heat pipe (12).

18. The method of claim 18 wherein the step of directing includes directing the working fluid to a portion of the nose cone (18) radially outward of the heat pipe (12).