NACELLE ANTI ICE SYSTEM

• US 20180010519A1
• Filed: 07/06/2016
• Published: 01/11/2018
• Est. Priority Date: 07/06/2016
• Status: Active Grant

• Current Assignee: Rtx Corporation
• Original Assignee: United Technologies Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Inventors: Goodman, Robert, Zheng, Zhijun, Greenberg, Michael D.
• Granted Patent: US 10,450,955 B2
• Time in Patent Office: Days
• CPC Class Codes: B64D 15/04 Hot gas application
• CPC Class Codes: B64D 2033/0233 comprising de-icing means
• CPC Class Codes: B64D 2033/0286 for turbofan engines
• CPC Class Codes: B64D 33/02 of combustion air intakes air intakes for gas-turbine plants or jet-propulsion plants per se F02C7/04; air intakes for combustion engines in general F02M35/00
• CPC Class Codes: F01D 11/24 by selectively cooling-heating stator or rotor components
• CPC Class Codes: F01D 25/02 De-icing means for engines having icing phenomena
• CPC Class Codes: F01D 25/08 Cooling of machines or engines in general F01P; Heating; Heat-insulation of blade-carrying members, of blades F01D5/00
• CPC Class Codes: F02C 7/047 Heating to prevent icing
• CPC Class Codes: F02C 9/16 Control of working fluid flow F02C9/48 takes precedence; control of air-intake flow F02C7/057
• CPC Class Codes: F05D 2220/32 in gas turbines

Abstract

An anti-icing system of a nacelle inlet of an engine of an aircraft includes first and second direct acting valves and first and second control valve assemblies fluidly connected to the nacelle inlet. The first direct acting valve includes a first inlet, outlet, valve chamber, and piston. The first piston is positioned in the first direct acting valve. The first control valve assembly is fluidly connected to the first valve. The second direct acting valve includes a second inlet, outlet, valve chamber, and piston. The second piston is positioned in the second direct acting valve. The second direct acting valve is fluidly connected to the first direct acting valve in a series configuration. The second control valve assembly is fluidly connected to the second valve chamber.

Claims

1. An anti-icing system of a nacelle inlet of an engine of an aircraft, wherein the anti-icing system comprises:

a valve assembly fluidly connected to the nacelle inlet, wherein the valve assembly comprises;

a first direct acting valve comprising;

a first inlet;

a first valve chamber fluidly connected to the first inlet;

a first internal valve body circumferentially surrounding the first valve chamber;

a first outlet; and

a first piston for adjusting a rate of flow of air through the first direct acting valve, wherein the first piston is slidably engaged with the first internal valve body;

a first control valve assembly fluidly connected to the first valve chamber of the first direct acting valve;

a second direct acting valve comprising;

a second inlet;

a second valve chamber fluidly connected to the second inlet;

a second internal valve body circumferentially surrounding the second valve chamber;

a second outlet; and

a second piston for adjusting a rate of flow of air through the second direct acting valve, wherein the second piston is slidably engaged with the second internal valve body, and

further wherein the second direct acting valve is fluidly connected to the first direct acting valve in a series configuration such that the second inlet of the second direct acting valve is directly connected to the first outlet of the first direct acting valve; and

a second control valve assembly fluidly connected to the second valve chamber of the second direct acting valve.

2. The anti-icing system of claim 1, wherein the first and second control valve assemblies are electrically connected to a full authority digital engine control of the aircraft.

3. The anti-icing system of claim 1, wherein the first control valve assembly comprises:

a first solenoid valve comprising;

a first ball element;

a first plunger attached to or in contact with the first ball element; and

a first solenoid surrounding the first plunger, the first solenoid for creating a magnetic field to interact with the first plunger; and

a first pintle valve comprising;

a first pintle housing;

a first pintle disposed in the first pintle housing;

a first threadably adjustable biasing element for biasing the first pintle valve, wherein the first pintle valve is directly fluidly connected to the first solenoid valve, and wherein both of the first solenoid valve and the first pintle valve of the first control valve assembly are fluidly connected to the first valve chamber of the first direct acting valve.

4. The anti-icing system of claim 1, wherein the second control valve assembly comprises:

a second solenoid valve comprising;

a second ball element;

a second plunger attached to the second ball element; and

a second solenoid surrounding the second plunger, the second solenoid for creating a magnetic field to interact with the second plunger; and

a second pintle valve comprising;

a second pintle housing;

a second pintle disposed in the second pintle housing;

a second threadably adjustable biasing element for biasing the second pintle valve, wherein the second pintle valve is directly fluidly connected to the second solenoid valve, and wherein both of the second solenoid valve and the second pintle valve of the second control valve assembly are fluidly connected to the second valve chamber of the second direct acting valve.

5. The anti-icing system of claim 1 further comprising:

a first lock mechanism positioned in the first valve chamber of the first direct acting valve, the first locking mechanism for locking the first piston in a fully open position; and

a second lock mechanism positioned in the second valve chamber of the second direct acting valve, the second locking mechanism for locking the second piston in a fully open position.

6. The anti-icing system of claim 1 further comprising:

a first lip element disposed on an upstream end of the first piston, the first lip element for sealing engagement with first internal valve body of the first direct acting valve, wherein a first axial face of the first lip element extends at an angle θ

_LIP between a first plane extending in an axial direction and the first axial face of the first lip element; and

a first axial face of the first internal valve body, wherein the first axial face of the first internal valve body extends at an angle θ

_VB between a second plane extending in an axial direction and the first axial face of the first internal valve body, further wherein an expansion angle θ

_EXP equivalent to the difference between angle θ

_LIP and angle θ

_VB comprises an angle from 15°

to 60°

.

7. The anti-icing system of claim 1 further comprising:

a second lip element disposed on an upstream end of the second piston, the second lip element for sealing engagement with second internal valve body of the second direct acting valve, wherein a second axial face of the second lip element extends at an angle θ

_LIP between a first plane extending in an axial direction and the second axial face of the second lip element; and

a second axial face of the second internal valve body, wherein the second axial face of the second internal valve body extends at an angle θ

_VB between a second plane extending in an axial direction and the second axial face of the second internal valve body, further wherein an expansion angle θ

_EXP equivalent to the difference between angle θ

_LIP and angle θ

_VB comprises an angle from 15°

to 60°

.

8. A method of regulating air pressure in an anti-icing system of a nacelle inlet of an engine of an aircraft, the method comprising:

flowing air into a valve assembly comprising;

a first direct acting valve with a first valve chamber, a first internal valve body, and a first piston slidably engaged with the first internal valve body;

a first control valve assembly with a first solenoid valve and fluidly connected to the first valve chamber of the first direct acting valve;

a second direct acting valve with a second valve chamber, a second internal valve body, and a second piston slidably engaged with the second internal valve body, wherein the second direct acting valve is fluidly connected to the first direct acting valve in a series configuration;

a second control valve assembly with a second solenoid valve and fluidly connected to the second valve chamber of the second direct acting valve; and

controlling a heat flux of the nacelle inlet of the engine of the aircraft, wherein controlling the heat flux of the nacelle inlet of the engine of the aircraft comprises;

adjusting at least one of the first control valve assembly and the second control valve assembly in response to the temperature of the air in the outlet of the second direct acting valve by controlling an amount of electric current fed into at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly;

adjusting a rate of flow of air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly;

moving at least one of the first direct acting valve and the second direct acting valve by adjusting a pressure of air in at least one of the first pressure chamber of the first direct acting valve and the second pressure chamber of the second direct acting valve;

adjusting a rate of flow of the air out of the valve assembly by adjusting a rate of flow of air past the at least one of the first piston and the second piston;

controlling a pressure of air flowing out of an outlet of the second direct acting valve in response to the adjusted rate of flow of air out of the valve assembly; and

transporting the air from the outlet of the valve assembly to the nacelle inlet of the engine of the aircraft.

9. The method of claim 8, further comprising:

energizing the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly by feeding an electric current through the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly;

increasing the rate of flow of the air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly by opening the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly in response to the electric current;

decreasing the pressure of air in at least one of the first pressure chamber of the first direct acting valve and the second pressure chamber of the second direct acting valve by decreasing the pressure of air in the at least one of the first control valve assembly and the second control valve assembly in response to the increased rate of flow of air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly;

moving the at least one of the first piston of the first direct acting valve and the second piston of the second direct acting valve from an open position into a closed position such that the closed position allows a lesser amount of air to flow past the at least one of the first piston and second piston than the open position by decreasing an effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston;

reducing the rate of flow of air past the at least one of the first piston and the second piston in response to decreasing the effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston; and

reducing the pressure of air flowing out of the outlet of the second direct acting valve in response to reducing the rate of flow of air past the at least one of the first piston and the second piston.

10. The method of claim 8, further comprising:

de-energizing the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly by decreasing an electric current through the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly;

decreasing the rate of flow of the air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly by closing the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly in response to the electric current;

increasing the pressure of air in at least one of the first pressure chamber of the first direct acting valve and the second pressure chamber of the second direct acting valve by increasing the pressure of air in the at least one of the first control valve assembly and the second control valve assembly in response to the decreased rate of flow of air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly;

moving the at least one of the first piston of the first direct acting valve and the second piston of the second direct acting valve from an open position into a closed position such that the closed position allows a greater amount of air to flow past the at least one of the first piston and second piston than the open position by increasing an effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston;

increasing the rate of flow of air past the at least one of the first piston and the second piston in response to increasing the effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston; and

increasing the pressure of air flowing out of the outlet of the second direct acting valve in response to increasing the rate of flow of air past the at least one of the first piston and the second piston.

11. The method of claim 8, further comprising:

closing the first direct acting valve and the second direct acting valve in response to a measured temperature of the outlet of the second direct acting valve.

12. The method of claim 8, wherein upon a failure of the first direct acting valve, locking the first piston of the first direct acting valve in an open position.

13. The method of claim 8, wherein upon a failure of the second direct acting valve, locking the second piston of the second direct acting valve in an open position.

14. The method of claim 8, further comprising:

passing air through a first throat formed between a first lip element on the first piston and the first internal valve body of the first direct acting valve, the first lip element including a first axial face extending at an angle θ

_LIP between a first plane extending in an axial direction and the first axial face of the first lip element, the first internal valve body including a first axial face of the first internal valve body extending at an angle θ

_VB between a second plane extending in an axial direction and the first axial face of the first internal valve body, wherein an expansion angle θ

_EXP equivalent to the difference between angle θ

_LIP and angle θ

_VB comprises an angle from 15°

to 60°

.

15. The method of claim 8, further comprising:

passing air through a second throat formed between a second lip element on the second piston and the second internal valve body of the second direct acting valve, the second lip element including a second axial face extending at an angle θ

_LIP between a first plane extending in an axial direction and the second axial face of the second lip element, the second internal valve body including a second axial face of the second internal valve body extending at an angle θ

_VB between a second plane extending in an axial direction and the second axial face of the second internal valve body, wherein an expansion angle θ

_EXP equivalent to the difference between angle θ

_LIP and angle θ

_VB comprises an angle from 15°

to 60°

.

16. A method of regulating air pressure in an anti-icing system of a nacelle inlet of an engine of an aircraft, the method comprising:

flowing air into a valve assembly comprising;

a first direct acting valve comprising;

a first valve chamber;

a first internal valve body surrounding the first valve chamber; and

a first piston slidably engaged with the first internal valve body;

a first control valve assembly fluidly connected to the first valve chamber of the first direct acting valve, the first control valve assembly with a first solenoid valve comprising;

a first ball element;

a first plunger attached to the first ball element; and

a first solenoid surrounding the first plunger, the first solenoid for creating a magnetic field to interact with the first plunger; and

;

a second direct acting valve fluidly connected to the first direct acting valve in a series configuration, the second direct acting valve comprising;

a second valve chamber;

a second internal valve body surrounding the second valve chamber; and

a second piston slidably engaged with the second internal valve body;

a second control valve assembly fluidly connected to the second valve chamber of the second direct acting valve, the second control valve assembly with a second solenoid valve comprising;

a second ball element;

a second plunger attached to the second ball element; and

a second solenoid surrounding the second plunger, the second solenoid for creating a magnetic field to interact with the second plunger;

controlling a heat flux of the nacelle inlet of the engine of the aircraft;

wherein controlling a heat flux of the nacelle inlet of the engine of the aircraft comprises;

energizing the at least one of the first solenoid in the first control valve assembly and the second solenoid in the second control valve assembly by feeding an electric current through the at least one of the first solenoid in the first control valve assembly and the second solenoid in the second control valve assembly;

increasing a rate of flow of air released into an ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly by opening the at least one of the first solenoid valve in the first control valve assembly and the second solenoid valve in the second control valve assembly in response to the electric current;

decreasing a pressure of air in at least one of the first pressure chamber of the first direct acting valve and the second pressure chamber of the second direct acting valve by decreasing a pressure of the air in the at least one of the first control valve assembly and the second control valve assembly in response to the increased rate of flow of air released into the ambient environment external to the valve assembly out of the at least one of the first control valve assembly and the second control valve assembly;

moving the at least one of the first piston of the first direct acting valve and the second piston of the second direct acting valve from an open position into a closed position such that the closed position allows a lesser amount of air to flow past the at least one of the first piston and second piston than the open position by decreasing an effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston;

reducing the rate of flow of air past the at least one of the first piston and the second piston in response to decreasing the effective area between the first internal valve body and the first piston or between the second internal valve body and the second piston;

reducing the pressure of air flowing out of the outlet of the second direct acting valve in response to reducing the rate of flow of air past the at least one of the first piston and the second piston; and

transporting the air from the outlet of the valve assembly to the nacelle inlet of an engine of the aircraft.

17. The method of claim 16, further comprising:

maintaining a temperature of the nacelle inlet surface from 40°

to 400°

F. (4.44°

to 204°

C.).

18. The method of claim 16, further comprising:

preventing a temperature of the nacelle inlet surface from exceeding 400°

F. (204°

C.).

19. The method of claim 16, further comprising:

passing air through a first throat formed between a first lip element on the first piston and the first internal valve body of the first direct acting valve, the first lip element including a first axial face extending at a first angle θ

_LIP between a first plane extending in an axial direction and the first axial face of the first lip element, the first internal valve body including a first axial face of the first internal valve body extending at a first angle θ

_VB between a second plane extending in an axial direction and the first axial face of the first internal valve body, wherein a first expansion angle θ

_EXP equivalent to the difference between first angle θ

_LIP and first angle θ

_VB comprises an angle from 15°

to 60°

; and

passing air through a second throat formed between a second lip element on the second piston and the second internal valve body of the second direct acting valve, the second lip element including a second axial face extending at a second angle θ

_LIP between a third plane extending in an axial direction and the second axial face of the second lip element, the second internal valve body including a second axial face of the second internal valve body extending at a second angle θ

_VB between a fourth plane extending in an axial direction and the second axial face of the second internal valve body, wherein a second expansion angle θ

_EXP equivalent to the difference between second angle θ

_LIP and second angle θ

_VB comprises an angle from 15°

to 60°

.