Patent Application
20110179764
The invention relates to a turbo-engine compressor tip equipped with de-icing means.
Ice may accumulate on aircraft, particularly at the front, in an atmosphere subject to icing. The ice formed at the inlet of the engines enters therein when it is detached during flight and may cause severe damage to the rotating members and to the rotor blades in particular.
Ice formation is usually combated on aircraft structures by spraying same with de-icing products before flight, or by applying heating, vibrations thereto or by coating said structures with Teflon-based anti-adhesive paint. These methods may be effective but are however unsuccessful when the aircraft needs to fly under conditions subject to icing for a long time, possibly up to several hours. In this case, the formation of large quantities of ice is inevitable.
The aim of the invention is to enable the de-icing of the tip of a turbo-engine compressor at the front for a long period and in flight, when the compressor is moving. Furthermore, the device must be completely autonomous and inert, i.e. devoid of active means, with feed pump, engine or other, which would operate during the flight of the aircraft to replenish the tip with de-icing fluid or to create a positive pressure favoring the outlet of the fluid.
The prior art (GB-A-724 019; 1 094 372; 1 102 958 and U.S. Pat. No. 4,437,201) describes in-flight de-icing devices designed for wings or other fixed aircraft structures, and consist of porous walls through which the de-icing fluid is injected from inside the aircraft so that it spreads over the entire outer face of the wall. The source of the fluid is not described, but pumps are apparently used; the invention offers, with respect to these documents, the important advantage of ensuring a regular and continuous fluid distribution by making use of the rotation of the tip so as not to need pumping means. Therefore, the device is both simpler and more reliable.
It is characterized in that the tip contains a de-icing fluid container provided with a filling valve, the container being further provided with at least one distribution orifice of the de-icing fluid having a calibrated opening. The centrifugal forces applied to the container are used to help ensure the progressive emptying thereof during flight. It is only important for the container to be located in the tip itself, but this does not pose a problem as only the valve needs to be accessible. The calibration of the orifice or orifices means that said orifices have a small radius ensuring that the fluid distribution is regular and preventing sudden emptying. The container is formed by a flexible bladder so that the volume thereof varies as it is emptied and the continued emptying thereof is favored. To this end, the bladder comprises a concavity toward the rear (opposite the tip), which has the property of widening as draining continues.
The de-icing orifice is advantageously positioned at the front of the container, i.e. at the end of the tip, to enable the de-icing fluid to flow to the rear over the entire surface of the tip by benefiting from the forces induced by the rotational movement of the aircraft engine.
The check valve is advantageously passive, the opening thereof being performed according to the temperature, for example if it comprises an active member made of shape memory alloy.
The valve may be located at the end of the tip, extending from the check valve.
In another design, the container comprises a perforated peripheral face opening onto a spongy wall of the tip, said peripheral face thus comprising calibrated opening fluid distribution orifices.
Another aspect relates to the structure of the tip per se. Various means may be reworked or designed to favor the fluid distribution and flow. In this way, the distribution orifice may open into a gap between two skins comprising the walls of the tip, including one external skin permeable to the de-icing fluid; or, as mentioned above, the tip may comprise a layer of spongy material.
Particularly in the case where the bladder comprises a concavity directed toward the rear, the bladder may be made of a fiber-reinforced polymer, so as to give only a moderate flexibility but enable the bladder to retain the overall shape thereof irrespective of the content thereof.
The invention will now be described by means of the following figures:
With reference to
The container 5 is filled via the valve 8 during a maintenance operation when the aircraft is stopped; the container 5 is not supplied by a system included in the aircraft and operating during flight, unlike other designs; it must have sufficient capacity so that the content thereof is not exhausted before the next maintenance, and it must also be designed so as to allow progressive automatic emptying of the de-icing fluid, in the absence of a positive pressure produced by a supply system, at all stages of operation. The satisfaction of these conditions is due to the production of the container 5 as a flexible bladder wherein the shape enables a reduction of the internal volume as it is emptied, which maintains the necessary pressure for progressive emptying. When the tip 1 rotates, the centrifugal forces spread the container 5 against the inner skin 2. When the check valve 7 is open, as the icing conditions are met, the pressure applied by these centrifugal forces on the fluid results in said fluid being discharged via the check valve 7. The concavity 11 is progressively enlarged, which assists emptying. The de-icing fluid is dispersed in the gap 4 due to the centrifugal forces. If the outer skin 3 is made of spongy, fibrous, porous material, etc., it passes through same and helps melt or detach the ice deposited thereon in time. The gap 4 may also be replaced by a spongy or similar material; or may not exist, and the fluid in this case would be poured into the outer skin 3.
A slightly different embodiment will be described using
| Number | Date | Country | Kind |
|---|---|---|---|
| 08 54486 | Jul 2008 | FR | national |
