Patent Application
20060180111
The present invention relates generally to ignition leads used with reciprocating and gas turbine engines and, more particularly, to air-cooled ignition leads used in such engines.
An ignition lead is a high voltage cable (typically 2-25 kV) used to deliver high voltage ignition pulses from an ignition system to some type of ignition device, which in turn uses the ignition pulses to generate sparks for igniting a fuel/air mixture. Most ignition leads include elastomeric components, such as grommet seals or wire insulation, for electrical isolation and improving the performance and/or durability of the ignition lead under high voltage conditions. Though helpful for these purposes, the ignition leads are typically subjected to high temperatures that can degrade and even damage the elastomeric components. If exposed to excessive temperatures for prolonged periods of time, it is possible for the elastomeric components to experience thermal degradation and breakdown of their dielectric strength. Thus, it is known in the art to provide cooling passages in the ignition leads for lowering operating temperatures, and more particularly, for reducing the heat to which the elastomeric components are exposed.
An example of a prior art air-cooled ignition lead 10 is shown in
According to one aspect of the present invention, there is provided a fluid-cooled ignition lead having a center conductor, an insulation jacket, a fluid passage, a non-collapsible conduit, a return path conductor, and an outerbraid, wherein the return path conductor is located radially outwardly of the conduit between the conduit and the outerbraid.
In accordance with another aspect of the invention, there is provided a fluid-cooled ignition lead having an insulated center conductor, a conduit radially spaced outwardly from the insulated center conductor to thereby define a fluid passage between an outer surface of the insulated center conductor and an inner surface of the conduit. The ignition lead includes a return path conductor located outside of the conduit between the conduit and an outerbraid or other protective covering.
A preferred exemplary embodiment of the invention will hereinafter be described in conjunction with the appended drawings, wherein like designations denote like elements, and wherein:
Referring now to
Center conductor 102 conducts the high voltage ignition pulse provided by the ignition system, and can be comprised of either a solid core or stranded wire. In the case of a stranded wire, center conductor 102 is formed from a number of smaller gauge wires wrapped in a compact pattern such that a series of small spaces or voids are formed therebetween. Preferably, there are anywhere between 10 and 50 strands of 10 to 20 gauge wire which comprise center conductor 102. In the case of a solid core embodiment, center conductor 102 preferably includes a single wire having a uniform circular cross-section.
Insulation jacket 104 is a non-conductive sleeve or tubular sheath-like covering that coaxially surrounds center conductor 102 such that it prevents the center conductor from being inadvertently contacted and electrically shorted. In a preferred embodiment, the insulation jacket 104 has an outer diameter in the range of 3 mm to 7 mm and is comprised of an elastomeric or PTFE-based material that preferably allows any moisture trapped therein to escape.
Airflow passage 106 coaxially surrounds insulation jacket 104 and provides a cooling channel for air to flow around the jacket and acts as a heat sink for removing unwanted heat imparted to it from the aircraft engine or other nearby sources. In the particular embodiment shown here, airflow passage 106 is an elongated tubular passageway or channel having an annular cross-sectional shape, however, the cross-sectional shape could be generally oval, elliptical, rectangular, triangular, etc. The enveloping nature of airflow passage 106, with respect to insulation jacket 104, improves the thermal dynamics between these two components, as the entire outer surface of the insulation jacket is in direct thermal contact with the airflow passage. According to a preferred embodiment, airflow passage 106 has a radial dimension X, which=[(inner diameter of conduit 108−outer diameter of jacket 104)/2], and is preferably between 2 mm and 111 mm.
Alternatively, airflow passage 106 could be a fluid passage that allows a fluid, either a liquid or a gas, to flow therethrough. In either case, the liquid or gas is in fluid contact with both an inlet and outlet (neither of which are shown) such that new fluid may enter the fluid passage via the inlet, flow around and gather heat emanating through insulation jacket 104, and then exit the outlet as hotter fluid. Examples of inlets and outlets include, but are certainly not limited to, tapered sleeves, openings, bosses, valves, manifolds, etc., and could include those terminal connections conforming to SAE/ARP standard 670, types 1-4. Because the ignition lead of this invention can be utilized with one of a number of inlets and outlets and is not linked to any one particular design, and because such inlets and outlets are known in the art, a further explanation of them has been omitted.
Flexible conduit 108 provides air-cooled ignition lead 10 with some structural integrity such that it is flexible, yet non-collapsible. By “non-collapsible”, it is meant that conduit 108 will not collapse inwardly except under an applied force that is substantially in excess of that normally encountered by the ignition lead when used in its intended environment. According to a preferred embodiment, flexible conduit 108 is a tubular structure that defines the outer extent of airflow passage 106 and prevents the air flowing through the ignition lead from escaping outwardly through the conduit. Preferably, the flexible conduit 108 is formed from a Nickel-iron (Ni—Fe) material which can include other constituent elements and which can be in the form of an alloy or as nickel-cladded iron. Other metals and compounds can be used as long as they provide sufficient structural integrity to render the conduit non-collapsible. The airflow passage 106 terminates radially outwardly at an inner cylindrical surface of flexible conduit 108 which according to a preferred embodiment has an inner diameter that is between 10 mm-30 mm.
Innerbraid 110 is a low resistance, sleeve-like component that provides a low resistance return path for the ignition lead. This braided return path conductor is useful for providing EMI shielding and/or as a return path for ignition pulse current supplied via the center conductor, as will be appreciated by those skilled in the art. In a preferred embodiment, innerbraid 110 is a braid of nickel-plated copper wire that coaxially surrounds flexible conduit 108 in tight contact therewith. Outerbraid or overbraid 112, while potentially useful also as a ground path, is a protective covering made from nickel wire that surrounds the other components of ignition lead 100 and that is used primarily to provide external protection of the innerbraid and other components from damage such as abrasion. Experience has shown that without an outerbraid, engine vibration and other operating conditions can cause rubbing or abrasion by clamps or other fastening devices that hold the ignition lead in place.
In use, air-cooled ignition lead 100 is connected between an ignition system such as an exciter (not shown) and a sparking device such as an igniter (not shown), such that the exciter provides the igniter with high voltage ignition pulses via the ignition lead. As the temperature of the ignition lead rises due to heat from the engine and/or other nearby sources, air flowing through airflow passage 106 acts as a heat sink and removes the heat, thereby helping to protect the insulation jacket 104. The heated airflow is then transported to some type of outlet which vents the hot air to the atmosphere, such that the overall temperature of ignition lead 100 can be kept to an acceptable level. Of course, in the case of a fluid flow passage carrying a liquid coolant, the imparted heat would be removed from the liquid coolant in a manner similar to that used by a radiator, and the cooled liquid would then be recirculated through the fluid passage.
It is to be understood that the foregoing description is not a description of the invention itself, but of one or more preferred exemplary embodiments of the invention. The invention is not limited to the particular embodiment(s) disclosed herein, but rather is defined solely by the claims below. Furthermore, the statements contained in the foregoing description relate to particular embodiments and are not to be construed as limitations on the scope of the invention or on the definition of terms used in the claims, except where a term or phrase is expressly defined above or where the statement specifically refers to “the invention.” Various other embodiments and various changes and modifications to the disclosed embodiment(s) will become apparent to those skilled in the art. All such other embodiments, changes, and modifications are intended to come within the scope of the appended claims.
As used in this specification and claims, the terms “for example” and “such as,” and the verbs “comprising,” “having,” “including,” and their other verb forms, when used in conjunction with a listing of one or more components or other items, are each to be construed as open-ended, meaning that that the listing is not to be considered as excluding other, additional components or items. Other terms are to be construed using their broadest reasonable meaning unless they are used in a context that requires a different interpretation.
