De-icing and anti-icing systems for aircraft engines

Abstract

We provide an anti-icing and de-icing device for aircraft engines that has a simple structure, low power consumption, excellent durability, and can efficiently perform anti-icing and de-icing. [Solution] The de-icing device for aircraft engines comprises a coil 11 made of a conductive material positioned close to the fan blades of the aircraft engine, and a power supply unit that supplies power to the coil 11. By passing an alternating current through the coil 11, an alternating magnetic field is generated, which causes eddy currents to be generated in the fan blades 8 of the aircraft engine 1, thereby generating heat.

Description

[Technical Field]

[0001] The present invention relates to an anti-icing and deicing device for an aircraft engine that removes or prevents ice accretion on fan blades of the aircraft engine. [Background Art]

[0002] When an aircraft flies in a low-temperature environment at an altitude of 10,000 meters, an icing phenomenon occurs in which water droplets adhere to the aircraft and freeze. Icing on an aircraft causes an increase in weight and drag during flight. Depending on where the ice forms, the fallen ice may collide with the airframe and cause damage, which may have a serious impact on flight.

[0003] In particular, when icing occurs on the fan blades of an aircraft engine (jet engine), the performance of the engine decreases. In the worst case, the ice grows and falls off, causing mechanical damage to the inside of the engine and making flight difficult.

[0004] Various technologies have been developed for the icing phenomenon of aircraft. For example, there is a technology of heating a fan blade body by passing an electric current through the fan blade body (Patent Document 1). Further, for example, there is a technology for deicing by induction heating a moving blade of an aircraft or applying acoustic vibration thereto (Patent Documents 2 and 3). [Prior Art Documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent No. 7500118 [Patent Document 2] Japanese Patent No. 6824114 [Patent Document 3] Japanese Patent No. 7183311 [Summary of the Invention] [Problem to be Solved by the Invention]

[0006] However, the technology described in Patent Document 1 requires the use of slip rings or the like to supply power to the rotating fan blades. This leads to contact failures due to deterioration and the need for periodic parts replacement, which presents challenges in terms of cost and maintenance. The technologies described in Patent Documents 2 and 3 require the installation of a heating element in the ice-accumulating area, which presents challenges in terms of increased cost and size. In particular, processing is difficult for thin materials such as fan blades, and this can have aerodynamic effects.

[0007] This invention was made in consideration of these circumstances, and aims to provide an anti-icing and de-icing device for aircraft engines that has a simple structure, low power consumption, excellent durability, and can efficiently perform anti-icing and de-icing. [Means for solving the problem]

[0008] To solve the aforementioned problems, the present invention proposes the following means. A first embodiment of the anti-icing and de-icing device for aircraft engines according to the present invention comprises a coil made of a conductive material positioned in close proximity to the fan blades of an aircraft engine, and a power supply unit that supplies power to the coil, characterized in that an alternating magnetic field is generated by passing an alternating current through the coil, thereby generating eddy currents in the fan blades of the aircraft engine and causing them to heat up.

[0009] A second embodiment of the anti-icing and de-icing device for aircraft engines according to the present invention is characterized by comprising a coil mounting portion that is positioned at the air intake of an aircraft engine and supports the coil. A third aspect of the de-icing device for aircraft engines according to the present invention is characterized in that the coil is arranged on the inner wall of the engine nacelle. [Effects of the Invention]

[0010] According to the present invention, the anti-icing and de-icing device for aircraft engines has a simple structure, consumes little power, is highly durable, and can efficiently perform anti-icing and de-icing. [Brief explanation of the drawing]

[0011] [Figure 1] It is a perspective view showing a schematic configuration of an anti-icing and deicing device 10 for an aeroengine according to a first embodiment of the present invention. [Figure 2] It is a view showing a coil mounting portion 12. [Figure 3] It is a view showing a coil mounting portion 16. [Figure 4] It is a view showing an arrangement example of coils 11. [Figure 5] It is a view showing an arrangement example of coils 11. [Figure 6] It is a perspective view showing a schematic configuration of an anti-icing and deicing device 20 for an aeroengine according to a second embodiment of the present invention. [Figure 7] It is a cross-sectional view showing the anti-icing and deicing device 20 for an aeroengine. [Figure 8] It is a perspective view showing an anti-icing and deicing device 30 for an aeroengine. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0012] Hereinafter, with reference to the drawings, an anti-icing and deicing device for an aeroengine according to an embodiment of the present invention will be described. The anti-icing and deicing device 10 for an aeroengine according to an embodiment of the present invention is a device that removes ice formed on a fan blade 8 or the like of a jet engine 1 or prevents the formation of ice by using induction heating means.

[0013] [First Embodiment: Anti-icing and Deicing Device 10 for Aeroengine] Figure 1 is a perspective view showing a schematic configuration of an anti-icing and deicing device 10 for an aeroengine according to a first embodiment of the present invention. A jet engine (aeroengine) 1 has a low-pressure rotating shaft and a high-pressure rotating shaft disposed at its center. A spinner 5, a fan disk, a low-pressure compressor, and a low-pressure turbine are attached to the low-pressure rotating shaft from an intake port 4 side. A plurality of fan blades 8 are attached to an outer circumference of the fan disk via dovetails. Downstream of the fan blade 8, a low-pressure compressor, a high-pressure compressor, a combustor, a high-pressure turbine, a low-pressure turbine, struts, and a core nozzle are arranged. Fan outlet guide vanes and a bypass nozzle are arranged in a separate flow path between the outer periphery of these components and the engine nacelle 9. A high-pressure compressor and a high-pressure turbine are attached to the high-pressure rotating shaft.

[0014] The fan blade 8 is arranged on the intake port 4 side of the jet engine 1. The fan blade 8 is made of CFRP, and is typically a plate-shaped solid molded product. The CFRP is, for example, obtained by laminating carbon fibers as reinforcing fibers in a quasi-isotropic manner and using an epoxy resin as a matrix.

[0015] In the jet engine 1, icing caused by supercooled water droplets occurs on the spinner 5 near the intake port 4 and the fan blade 8. For the fan blade 8, the hub side of the leading edge has the largest amount of ice deposition due to the low rotation speed, while the tip side tends to have ice that is easily peeled off by centrifugal force and other factors and is less likely to accumulate because the rotation speed is high. For this reason, anti-icing and de-icing measures near the hub side are important.

[0016] The anti-icing and de-icing apparatus 10 for an aeroengine is attached to the intake port 4 side of the jet engine 1. The anti-icing and de-icing apparatus 10 for an aeroengine is arranged close to the front side of the spinner 5 and the fan blade 8, and removes ice that has formed on the fan blade 8 and the like, and prevents the formation of ice.

[0017] The anti-icing and de-icing apparatus 10 for an aeroengine comprises a coil 11 made of a conductive material, a power supply unit that supplies electric power to the coil 11, and a coil mounting portion 12 that supports the coil 11. The anti-icing and de-icing apparatus 10 for an aeroengine generates eddy currents in the CFRP itself, which is the material of the fan blade 8, to generate heat by means of an alternating magnetic field generated by passing an alternating current through the coil 11, without providing a separate heating element.

[0018] The coil mounting section 12 is positioned at the air intake 4, bringing the coil 11 close to the front of the fan blade 8. The coil 11 is positioned with a small gap between it and the fan blade 8. The power supply unit (not shown) is connected to the coil 11 and supplies an alternating current to the coil 11. Coil 11 is an induction heating means that generates an alternating magnetic field when an alternating current is passed through it. In other words, the alternating magnetic field generates eddy currents in the fan blade 8, causing it to heat up (induction heating). Coil 11 is made of a conductive material, and its material, thickness, number of turns, etc., can be set arbitrarily.

[0019] Figure 2 shows the coil mounting section 12. The coil mounting section 12 includes a support beam 14 that is attached to the air intake port 4. The support beam 14 is located at the point where two beams 15, which are stretched across the inside of the intake port 4 of the jet engine 1, intersect in a cross shape, and supports the coil 11. The coil mounting section 12 is made of various metals or engineering plastics. In particular, the support beam 14 is preferably made of an insulating material. The number and shape (thickness) of the beams 15 of the support beam 14 are arbitrary, but a number and shape (thickness) that do not affect the aerodynamic characteristics are selected.

[0020] Figure 3 shows the coil mounting section 16. A coil mounting portion 16 may be used instead of the coil mounting portion 12. The coil mounting portion 16 includes a mesh portion 17. The mesh section 17 is a mesh member consisting of multiple wires that spans the entire inside of the intake port 4 of the jet engine 1. Like the support beam 14, the mesh section 17 is preferably made of an insulating material. The mesh size and wire thickness of the mesh section 17 are arbitrary, but the number and thickness of wires are selected so as not to affect the aerodynamic characteristics.

[0021] Figures 4 and 5 show examples of coil arrangements for coil 11. Figure 4(A) shows an example in which one coil 11 is placed in the coil mounting section 12. In the coil mounting section 12, the coil 11 is wound around the intersection of the support beam 14 and beam 15.

[0022] Figure 4(B) shows an example in which multiple coils 11 are arranged in the coil mounting section 12. In the coil mounting section 12, the coil 11 is wound around each of the four openings, excluding the support beam 14 (beam 15).

[0023] Figure 5(A) shows an example in which one coil 11 is placed in the coil mounting section 16. In the coil mounting section 16, the coil 11 is wound around the center of the mesh section 17.

[0024] Figure 5(B) shows an example in which six coils 11 are arranged in the coil mounting section 16. In the coil mounting section 16, the coil 11 is arranged by being wound around multiple locations in the mesh section 17.

[0025] In Figure 4, the number of turns, the distance between wires, and the shape of each coil 11 can be set arbitrarily. The magnitude of the magnetic field generated by coil 11 can be adjusted by changing the number of turns and the distance between the wires. For example, in Figures 4(A) and 5(A), the number of turns on the central side of the coil 11 is increased, and the number of turns on the outer side is decreased. That is, the spacing between the wires on the central side of the coil 11 is made smaller (closer), and the spacing between the wires on the outer side is made larger (looser). As a result, the coil 11 can efficiently heat the base end of the spinner 5 and fan blade 8 in the areas where the wires are densely packed.

[0026] For example, in Figures 4(B) and 5(B), the number of turns on the central side of the coil 11 may be reduced, and the number of turns on the outer side may be increased. Furthermore, it is not necessary to wind each coil 11 in a circular shape; for example, each coil 11 may be wound in a triangular or fan shape to match the opening shape of the coil mounting portion 12.

[0027] In general, the power supply unit uses a frequency ranging from 50 / 60Hz to 450kHz of the commercial frequency, depending on the size and physical properties of the workpiece, for induction heating. Compared to materials that heat easily at lower frequencies, such as iron, CFRP is difficult to heat at lower frequencies, so the coil 11 is supplied with power in the range of 450kHz to 50MHz, for example. For example, 100 to 1000W of power is supplied to the coil 11. This ensures that the fan blades 8 and other components are reliably induction heated.

[0028] As mentioned above, the CFRP of the fan blade 8 contains conductive carbon fibers. Therefore, when eddy currents are generated by the coil 11, the surface of the fan blade 8 heats up due to the electrical resistance of the fan blade 8. Furthermore, even when a metal guard is attached to the fan blade 8 to protect against bird strikes, this metal is a conductor and, like CFRP, can generate eddy currents and heat up. Generally, titanium alloy is used for the guard, and since titanium has an electrical resistivity approximately 30 times that of copper, induction heating is possible.

[0029] Ice adhering to the surface of the fan blade 8 melts when the surface of the fan blade 8 is inductively heated. In addition, inductive heating of the surface of the fan blade 8 can also prevent ice formation. In induction heating, only the surface of the fan blade 8 is heated, and the inside of the fan blade 8 is not heated. To melt the ice adhering to the fan blade 8, it is sufficient to heat only the surface of the fan blade 8, and it is not necessary to heat the inside of the fan blade 8. Therefore, induction heating of the fan blade 8 using the coil 11 is highly efficient because it does not waste energy.

[0030] Furthermore, since the coil 11 is positioned away from the fan blades 8, its durability is significantly increased. Furthermore, since the coil 11 does not need to be directly attached to the fan blade 8, it does not have an aerodynamic impact. The coil 11 is arranged in a spiral (vortex) or solenoid (helix) shape relative to the fan blade 8, so that the alternating magnetic field is efficiently absorbed by the part of the fan blade 8 that you want to heat.

[0031] In the aircraft engine de-icing device 10, the arrangement, shape, number of turns, and distance between coils 11, as well as the amount of current flowing through the coils 11, can be adjusted. This makes it easy to adjust the position and magnitude of the alternating magnetic field generated by the coils 11. Therefore, in the aircraft engine de-icing device 10, it is also possible to adjust the heating temperature and the rate of heating for each part to be heated, such as the fan blades 8.

[0032] [Second Embodiment: De-icing and de-icing device 20 for aircraft engines] Figure 6 is a perspective view showing a schematic configuration of the de-icing and anti-icing device 20 for an aircraft engine according to the second embodiment. Figure 7 is a cross-sectional view showing an anti-icing and de-icing device 20 for an aircraft engine. In the second embodiment, the same reference numerals are used for parts that are the same as those in the first embodiment, and their descriptions are omitted. Only the differences will be described.

[0033] The aircraft engine de-icing device 20 includes a coil 21 made of a conductive material and a power supply unit that supplies power to the coil 21.

[0034] Coil 21, like coil 11, is an induction heating means. Coil 21 is made of a conductive material, and its material and thickness can be set arbitrarily. The coil 21 is positioned on the inner wall of the engine nacelle (fan case) 9. The coil 21 is wound in a cylindrical shape (solenoid winding) along the inner wall of the engine nacelle 9, covering the tip side of the fan blade 8. As shown in Figure 7, the coil 21 is covered with an insulator 22 such as resin. Alternatively, the coil 21 may be placed exposed on the inner wall of the engine nacelle 9.

[0035] [Third Embodiment: De-icing and de-icing device 30 for aircraft engines] Figure 8 is a perspective view showing a schematic configuration of the de-icing and anti-icing device 30 for an aircraft engine according to the second embodiment. In the third embodiment, the same reference numerals are used for parts that are the same as those in the first and second embodiments, and their descriptions are omitted. Only the differences will be described.

[0036] The de-icing device 30 for aircraft engines includes a coil 31 made of a conductive material and a power supply unit that supplies power to the coil 31.

[0037] Coil 31, like coils 11 and 21, is an induction heating means. Coil 31 is made of a conductive material, and its material and thickness can be arbitrarily set. The coils 31 are positioned on the inner wall of the engine nacelle (fan case) 9. The coils 21 are arranged in multiple spiral (vortex) patterns along the inner wall of the engine nacelle 9, covering the tip side of the fan blades 8. For example, six coils 31 are positioned on the inner wall of the engine nacelle 9. The coil 31 may be covered with an insulator such as resin, or it may be left exposed.

[0038] As described above, the anti-icing and de-icing devices 10, 20, and 30 for aircraft engines according to this embodiment have a simple structure, consume little power, have excellent durability, and can efficiently perform anti-icing and de-icing.

[0039] It should be noted that the technical scope of the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the spirit of the invention. In other words, the specific shapes and configurations given in the embodiments are merely examples and can be modified as appropriate.

[0040] The coil 11 may be placed directly in front of the fan blade 8 without using the coil mounting portions 12 and 16.

[0041] The aircraft engine de-icing devices 10, 20, and 30 can be applied not only to fan blades but also to engines, aircraft engine nacelles, compressor stator vanes, fuselage wings, and wind turbine blades, provided that conductive materials are used.

[0042] The aircraft engine de-icing devices 10, 20, and 30 can also be applied to fan blades made of materials other than CFRP. Titanium alloys are one such material, and induction heating is effective even for these titanium alloys. [Explanation of Symbols]

[0043] 1. Jet engine (aircraft engine) 4. Air intake 5 Spinner 8 Fan Blades 9 Engine nacelles 10. De-icing and anti-icing devices for aircraft engines 11 coils 12 Coil mounting section 14 Support beam 15 Beam 16 Coil mounting section 17 Amibe 20. De-icing and anti-icing systems for aircraft engines 21 coils 30. De-icing and anti-icing devices for aircraft engines 31 coils

Claims

1. A coil made of a conductive material positioned in close proximity to the fan blades of an aircraft engine, A power supply unit that supplies power to the aforementioned coil, Equipped with, An anti-de-icing device for an aircraft engine, characterized by generating eddy currents in the fan blades of the aircraft engine and causing heat generation by an alternating magnetic field generated by passing an alternating current through the coil.

2. The de-icing device for an aircraft engine according to claim 1, characterized in that it is positioned at the air intake of an aircraft engine and includes a coil mounting portion that supports the coil.

3. The de-icing device for an aircraft engine according to claim 1, characterized in that the coil is arranged on the inner wall of the engine nacelle.

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