Note: Descriptions are shown in the official language in which they were submitted.
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A DELIVERY HEAD SYSTEM FOR OPTIMIZING HEAT
TRANSFER TO A CONTAMINATED SURFACE
FIELD OF THE INVENTION
The invention relates to systems and methods for delivering gaseous heat
carriers for de-
icing, melting, and thawing surfaces, and more particularly to a Delivery Head
System
for optimizing heat transfer to a contaminated surface.
BACKGROUND
The removal of contaminant such as snow, frost, slush and ice on a surface is
desirable
in many industries. In the airline industry, the presence of contaminants is
particularly
considered a serious threat since it can affect an aircraft's aerodynamic
integrity. A
contaminated surface of an aircraft's wings may interfere with the smooth flow
of air,
thereby greatly degrading the ability of the wing to generate lift and cause
catastrophic
consequences. For these reasons, the airline industry regulations dictate that
aircrafts are
restricted from taking off if any form of contamination is adhering to the
critical surfaces
of an aircraft.
Conventional methods of de-icing aircrafts have typically consisted of spaying
large
quantities of hot glycol based de-icing fluids onto snow or ice covered wings,
fuselage,
and blades. The most common method of spaying these fluids is the use of spray
nozzles
similar to those used by firefighters. This de-icing process thermally removes
the ice,
snow, and/or frost by the melting action of the de-icing fluid and by the
hydrodynamic
sweeping action of the de-icing fluid jet. During this type of de-icing
process, a great
deal of the heat content of the hot de-icing fluid is lost between the time it
leave the
spray nozzle and the time the fluid enters in contact with the targeted
surface. As well,
the distance between the nozzle and the targeted surface is often several
meters. This
factor, combined with winds and sub-zero temperatures results in significant
heat losses
and it inevitably contributes to a loss of the de-icing fluid to the
surrounding
atmosphere. This adds significantly to the heat energy required to remove the
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contaminating ice or snow. Where ice or snow contamination is significant
large
quantities of glycol are required. Since glycol-based fluids are expensive and
environmentally hazardous, conventional methods of de-icing aircrafts create
significant
economic and waste management issues.
The conventional method of de-icing aircrafts using hot liquid, such as the
heated glycol
based fluids, is not the only method to transfer heat to a surface. Heat can
also be
transferred by radiation (normally infrared), by the application of a hot gas
(most
commonly air) and by the application of a gas that will experience a phase
change in
cooling.
More recently, moisture-laden air has been introduced as a heat carrying
medium for the
purposes of de-icing, snow melting, and thawing surfaces such as aircrafts,
helicopter
blades, walkways, driveways and constructions sites. Moisture-laden air
transmits its
heat energy, in part through phase change of its water content and in part by
the cooling
of the air and water vapour. The use of hot air, moisture-laden air and steam
for de-
icing, melting, and thawing surfaces eliminates the use of these expensive and
environmentally hazardous glycol based de-icing fluids.
Canadian Patent Application No. 2,487,890 discloses inflatable delivery heads
as a
means of delivering moisture-laden air to a surface. These delivery heads
placed in
proximity to a surface transfers heat from the moisture-laden air to the
surface, however,
a portion of the heat is lost to the surrounding environment using current
delivery heads.
There is a need for systems and methods for optimizing the transfer of heat
from a
gaseous heat carrier to a surface.
There is also a need for a Retraction-Deployment System in order to facilitate
the
storage and transport of a delivery head's inflatable chamber.
This background information is provided to reveal information believed by the
applicant
to be of possible relevance to the invention. No admission is necessarily
intended, nor
should be construed, that any of the preceding information constitutes prior
art against
the invention.
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SUMMARY OF THE INVENTION
The invention provides a Delivery Head System designed to optimize the heat
transfer
from a heat carrier, especially a Gaseous Heat Carrier, to a contaminated
surface. The
Delivery Head System comprises: a Delivery Head designed for containing the
Gaseous
Heat in proximity to a surface to be de-contaminated. The Delivery Head
comprises an
inflatable chamber designed to efficiently receive and deliver an effective
amount of
Gaseous Heat to a surface. In order to retain the Gaseous Heat in proximity to
the
surface, the Delivery Head is operatively coupled with a Containment Boundary
or
functional engages the surface to act as a Containment Boundary. The Delivery
Head
System further comprises an Inflatable Chamber Support System and Coupling
Means
for coupling the inflatable chamber to a conduit in communication with a
source of
gaseous heat. The Delivery Head System optionally comprises a
Retraction/Deployment
System with means for selectively retracting and deploying a Delivery Head's
inflatable
chamber in addition to a storage compartment for the inflatable chamber. The
Delivery
Head System may further comprise a Control System to manage the processes
entailed
in delivering a Gaseous Heat carrier to a surface.
One object of the invention is to provide a Delivery Head System for
optimizing heat
transfer to a contaminated surface.
In accordance with an aspect of the invention, there is provided a Delivery
Head System
adapted to deliver a gaseous heat carrier to a surface comprising a delivery
head, the
delivery head comprising an inflatable chamber adapted to receive a gaseous
heat carrier
and disperse the gaseous heat carrier to a surface; a support structure
operatively
connected to the inflatable chamber; means of coupling the inflatable chamber
to a
source of gaseous heat carrier; and a Containment Boundary operatively coupled
to the
said inflatable chamber.
In accordance with another aspect of the invention, there is provided a
delivery head for
delivering a gaseous heat carrier to a surface, the delivery head comprising:
an inflatable
chamber adapted to receive a gaseous heat carrier and disperse said gaseous
heat carrier
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to a surface, the outer perimeter of said inflatable chamber extending
downwardly; a
delivery head support structure; and means of coupling a duct adapted to
provide the
forced gaseous heat carrier to said support structure and inflatable chamber.
In accordance with another aspect of the invention, there is provided a
retraction/deployment system for selectively retracting and deploying a
deliver head's
inflatable chamber, the retraction/deployment system comprising a storage
compartment
and retraction/deployment means.
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 is a perspective view of a delivery head, in accordance with one
embodiment of
the invention;
Figure 2 is a perspective view of a delivery head, in accordance with one
embodiment of
the invention;
Figure 3A is a perspective view of a delivery system fixed to a mobile unit,
in
accordance with one embodiment of the invention;
figure 3B is a perspective view of a delivery system fixed to a mobile unit
for use with
an airplane wing, in accordance with one embodiment of the invention;
Figure 4 is a front view of a "roll-through" facility delivery system, in
accordance with
one embodiment of the invention;
Figure 5A is a top perspective view of a retraction/deployment system with the
inflatable
chamber is stowed in the storage compartment, in accordance with one
embodiment of
the invention;
Figure 5B is a top perspective view of a retraction/deployment system with the
inflatable
chamber in a partially deployed position as it exists the storage compartment,
in
accordance with one embodiment of the invention;
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Figure 5C is a top perspective view of a retraction/deployment system the
inflatable
chamber in a fully deployed position approaching the target surface, in
accordance with
one embodiment of the invention;
Figure 5D is a top perspective view of a retraction/deployment system with the
inflatable
chamber in a fully deployed position in proximity to the target surface, in
accordance
with one embodiment of the invention;
Figure 5E is a top perspective view of a delivery head with a deployment-
retraction
apparatus wherein the inflatable chamber in a fully deployed position leaving
the target
surface, in accordance with one embodiment of the invention;
Figure 5F is a top perspective view of a retraction/deployment system with the
inflatable
chamber in a partially deployed position as it begins to enter its storage
compartment, in
accordance with one embodiment of the invention;
Figure 5G is a top perspective view of a retraction/deployment system with the
inflatable
chamber stowed in the storage compartment, in accordance with one embodiment
of the
invention;
Figure 6 is a graph comparing the heat retention properties of different
levels of
moisture saturated gaseous heat carrier with a temperature range.
Figure 7A is a side perspective view of a delivery head for delivering a
gaseous heat
carrier to a leading edge surface, in accordance with one embodiment of the
invention;
Figure 7B is a perspective view of a delivery head for delivering a gaseous
heat carrier
to a leading edge surface, in accordance with one embodiment of the invention;
Figure 8A is a side view of a delivery head for deicing airplane engines, in
accordance
with an embodiment of the invention;
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Figure 8B is a side view of another method of deicing airplane engines
involving
bringing the delivery head flush with the intake of the engine, in accordance
with an
embodiment of the invention;
Figure 9A is a side cross sectional view of a delivery head with sub-chambers,
in
accordance with one embodiment of the invention;
Figure 9B is a top view of the delivery head of Figure 9A, in accordance with
one
embodiment of the invention.
Figure 10A is a perspective view of the bottom surface of a delivery head, in
accordance
with one embodiment of the invention;
Figure IOB is a side cross sectional view of an inflatable chamber with
internal tethers,
in accordance with one embodiment of the invention;
Figure 11 is an isometric view of a positioning system, in accordance with one
embodiment of the invention;
Figure 12 is a side perspective view of a delivery head in a deployed position
with a
suction retraction/deployment system, in accordance with one embodiment of the
invention;
Figure 13 is a side perspective view of a delivery head in a stowed position
with a
suction retraction/deployment system, in accordance with one embodiment of the
invention;
Figure 14 is a top view of a delivery head with a mechanical
retraction/deployment
system, in accordance with one embodiment of the invention;
Figure 15 is a front view of a delivery head with a mechanical
retraction/deployment
system, in accordance with one embodiment of the invention;
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Figure 16 is a top view of an elastically deployable-retractable delivery
head, in
accordance with one embodiment of the invention;
Figure 17 is a partial perspective view of the delivery head with a
retraction/deployment
system, in accordance with one embodiment of the invention;
DETAILED DESCRIPTION OF THE INVENTION
Definitions
The term "contaminant" is used to define a deposit such as, for example,
water, slush,
snow, ice, hail, onto a surface.
The term "contaminated surface" is used to define any surface that comprises
deposits of
contaminant.
The term "gaseous heat carrier" is used to define any heat carriers that are
in gaseous
form, such as plain air, moisture-laden air, steam and the like.
The term "leading edge" is used to define the portion of a surface which
functions to
meet and break an air stream impinging thereon. Examples of leading edges
would be
forward edge portions of wings, stabilizers, struts, and other structural
elements of
marine vessels, towers and buildings.
The term "delivery head" is used generally to define the entire mechanism
connected to
the heat source that delivers the gaseous heat carrier to a surface.
As used herein, the term "about" refers to a +/-10% variation from the nominal
value. It
is to be understood that such a variation is always included in any given
value provided
herein, whether or not it is specifically referred to.
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Unless defined otherwise, all technical and scientific terms used herein have
the same
meaning as commonly understood by one of ordinary skill in the art to which
this
invention belongs.
Overview
The Delivery Head System is designed to optimize the heat transfer from a
Gaseous
Heat Carrier to a contaminated surface. The Delivery Head System comprises: a
Delivery Head designed for containing the Gaseous Heat in proximity to the
surface to
be de-contaminated. The Delivery Head comprises an inflatable chamber designed
to
efficiently receive and deliver an effective amount of Gaseous Heat to a
surface. In
order to retain the Gaseous Heat in proximity to the surface, the Delivery
Head is
operatively coupled with a Containment Boundary or functional engages the
surface to
at as a Containment Boundary. The Delivery Head System further comprises an
inflatable chamber support and coupling means for coupling the inflatable head
to a
source of gaseous heat. The Delivery Head System optionally comprises a
Retraction/Deployment System with means for selectively retracting and
deploying an
inflatable chamber of a Delivery Head. The Delivery Head System may further
comprise a Control System to manage the processes entailed in delivering a
Gaseous
Heat carrier to a contaminated surface.
Referring to Figure 1, there is provided a Delivery Head System for optimizing
heat
transfer to a contaminated surface. The Delivery Head System comprises a
Delivery
Head for delivering a gaseous heat carrier to a contaminated surface when
operatively
connected to a source of gaseous heat carrier. Appropriate gaseous heat
carriers include
plain air, moisture-laden air, steam or other heat carriers in a gaseous form.
Appropriate
gaseous heat carriers include those containing anti-freeze or anti-icing
chemicals. The
choice of appropriate heat carrier will depend on, among other things, the
level of
contamination on the surface and ambient temperature.
In one embodiment, the gaseous heat carrier is plain air. In one embodiment,
the
gaseous heat carrier is moisture-laden air. In one embodiment, the gaseous
heat carrier
is moisture-laden air and plain air. In such embodiments, the moisture-laden
air and
plain air may be used in distinct regions of the contaminated surface
depending on the
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level of contamination in these regions or the moisture-laden air and plain
air may be
used at different times during the decontamination process.
In one embodiment, moisture-laden air and plain air are used sequentially such
that the
moisture-laden air removes the majority of contamination while the plain air
dries the
treated surface.
In one embodiment, the delivery head further comprises a means for delivery
anti-freeze
or anti-icing chemicals.
The Delivery Head System comprises at least one inflatable chamber adapted to
receive
and disperse the gaseous heat carrier to the contaminated surface, a
Containment
Boundary or Containment Boundary in effective proximity to the surface to be
treated
operatively connected to or integral with the at least one inflatable chamber
and a
support structure for supporting the inflatable chamber and optionally for
connecting the
Delivery Head to a delivery arm or the like. In some embodiments, the
inflatable
chamber being of appropriate size and shape functions as the Containment
Boundary
when appropriately positioned. Optionally, the delivery system may further
comprise a
Retraction/Deployment System for selectively retracting and deploying the
delivery
head's inflatable chamber and/or Control System.
The Delivery Head System may be designed for a specific application. For
example, the
Delivery Head System may be specifically adapted for the de-icing of both
aircraft
critical and non-critical surfaces. As such, the Delivery Head System may
comprise a
Delivery Head having an inflatable chamber specifically contoured to the shape
of an
aircraft wing, specifically shaped to de-ice helicopter rotor blades, aircraft
propellers or
aircraft engines, engine inlets, a helicopter "hell hole" (the open area below
the
transmission) or other open spaces. Alternatively, the inflatable chamber may
be
specifically contoured to the shape of an aircraft tail or the horizonal
stabilizers of an
aircraft.
Other applications in which the Delivery Head System may be specifically
adapted
include marine de-icing. For example, the Delivery Head System may be
specifically
adapted for the de-icing of marine vessel structures including the deck,
handrails,
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ladders, etc. The system may be adapted to de-ice rail tracks. In addition,
the Delivery
Head System may be adapted for the de-icing of structures that are sensitive
to
traditional de-icing chemicals or structures in environments sensitive to
traditional de-
icing chemicals.
To facilititate the removal of contaminants from a surface, the Delivery Head
further
comprises a containment boundary. In some embodiments, for example in
embodiments
specifically designed to de-ice aircraft engines or helicopter "hell holes",
the inflatable
chamber being of appropriate size and shape functions as the Containment
Boundary
when appropriately positioned. In addition to facilitating the removal of
contaminants,
the Containment Boundary reduces the amount of gaseous heat carrier necessary
to
decontaminate a surface and/or reduces the requisite decontamination time
and/or
reduces or eliminates the requirement to use moisture laden air.
DELIVER YHEAD SYSTEM
Referring now to Figure 1, the Delivery Head System comprises a Delivery Head
5
operatively connected to a source of gaseous heat carrier 80 for delivering a
gaseous heat
carrier to a surface. The Delivery Head 5 comprises at least one inflatable
chamber 10
adapted to receive the gaseous heat carrier and disperse the gaseous heat
carrier to a
surface operatively connected to or integral with a Containment Boundary 30 in
close
proximity to the surface to be treated. In some embodiments, the inflatable
chamber
being of appropriate size and shape functions as the Containment Boundary. The
Delivery Head further comprises a support structure 20 and a means of coupling
25 the
source of gaseous heat carrier to the inflatable chamber.
The Delivery Head System may further comprise a Retraction/Deployment System
for
selectively retracting and deploying the inflatable chamber of the Delivery
Head. The
Delivery Head System may further comprise a Control System and may be designed
for
integration into a larger de-icing system that comprises various positioning,
sensing
and/or control components.
Delivery Head
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The Delivery Head 5 of the system is designed to deliver heat to a
contaminated surface
and contain the heat in proximity to the surface. Accordingly, the Delivery
Head is
adapted to receive a gaseous heat carrier 80 that is generated and pressurized
in a heat
source. During operation, the gaseous heat carrier 80 flows through one or
more ducts
or conduits 50 to the delivery head, which is positioned in proximity to the
contaminated
surface. The Delivery Head 5 is coupled to the source of gaseous heat carrier
by
coupling means 25. To facilitate decontamination of a surface, the Delivery
Head
further comprises a Containment Boundary8O in close proximity to the surface
to be
treated or containment boundary. In some embodiments, the inflatable chamber
being of
appropriate size and shape functions as the Containment Boundary when
appropriately
positioned.
Inflatable Chamber
The Delivery Head 5 comprises an inflatable chamber 10 having an interior
space
defined by an enclosing surface or walls. The enclosing surface or walls can
be
configured in any three-dimensional shape including spheres, boxes, cones,
pyramids,
cubes, etc. The enclosing surface or walls have at least one region with one
or more
holes to allow the gaseous heat carrier to enter the inflatable chamber and a
plurality of
perforations, and/or microperforations and/or pores and/or gas permeable area
that
directs the pressurized gaseous heat carrier onto the contaminated surface.
The inflatable structure can be fabricated to the specific requirements of one
or more
surface(s) and/or structures to be decontaminated. The inflatable chamber can
be
constructed in a variety of shapes, sizes, and configurations to conform to
different types
of contaminated surfaces and thereby promote heat transfer from the stream of
gaseous
heat carrier to the surface in question. A worker skilled in the art would
appreciate that a
wide variety of different shapes and configurations of inflatable chambers are
possible
without departing from the scope of the invention.
In one embodiment, a flat, generally mattress-shaped inflatable chamber is
provided to
increase the surface area being treated. Such a design would be appropriate
for treating
flat surfaces such as, for example, pavement or the decks of marine vessels
and the like.
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In one embodiment of the invention, to better accommodate the form of an
aircraft wing,
for example, the Delivery Head can shaped so as to more closely fit the curved
shape of
an aircraft wing. In one embodiment, the inflatable chamber is the same size
and shape
of an airplane wing. In one embodiment, the inflatable chamber is round or
circular
shaped so as to be able to cover the intake of an airplane engine. In one
embodiment,
the inflatable chamber is L-shaped or C-shaped so as to be able to cover the
leading edge
of an air craft wing.
Referring to Figure 1, in one embodiment, the inflatable chamber 10 comprises
a top
surface 13 and a bottom surface 14, connected by a side wall 15, which can
define one
or more chambers for gas insertion therein. All of the walls 13, 14, and 15
are of
flexible, substantially inelastic and substantially gas impermeable material,
whereby the
inflatable chamber 10 may be folded to a compact condition when deflated. The
top
surface 13 comprises one or more holes to allow the gaseous heat carrier 80 to
enter the
inflatable chamber 10. The bottom surface 14 comprises a plurality of
perforations 70
for allowing the gaseous heat carrier 80 to escape the chamber and come into
contact
with the contaminated surface 90. The gaseous heat carrier is contained by a
containment means 30.
Referring to Figure 8A, in one embodiment in which the Delivery Head is
specifically
adapted for delivering a gaseous heat carrier to an airplane engine 91, the
Delivery Head
405 is a disk shaped chamber that comprises a bottom surface and a top
surface,
connected by a side wall and has a diameter similar to that of the intake of
an airplane
engine. A worker skilled in the art will appreciate that the size and shape of
the Delivery
Head is important to ensure that the entire surface of the engine is treated
with the
gaseous heat carrier while at the same time minimising wasted gaseous heat
carrier,
which would occur for example if the diameter of the Delivery Head is in
excess of that
of the engine intake. According to one embodiment of the invention, the
diameter of the
inflatable chamber will be between 3 and 13 feet. According to one embodiment,
the
diameter of the inflatable chamber will be between 3 and 8 feet. According to
one
embodiment, the diameter of the inflatable chamber will be between 6 and 12
feet.
According to one embodiment, a system of different sized and interchangeable
delivery
heads are be provided to enable the use of the Delivery Head System on a
variety of
different sizes of airplane engines. According to one embodiment, the
inflatable
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chamber comprises two or more circular concentric sub-chambers. In this case
different
rings of sub-chambers could be inflated depending on the diameter of the
engine intake
to be treated.
In one embodiment, the inflatable chamber comprises internal walls that divide
the
chamber into one or more sub-chambers or the Delivery Head may comprise two or
more operatively connected inflatable chambers. Such embodiments may be
specifically
adapted to decontaminate multi-surface structures such as aircraft tail
sections or wing
surface and leading edge. Optionally, such systems may be designed such that
only the
chambers that are required for a specific treatment are deployed. For example,
for
removal of frost contamination of the wing it may only be necessary to deploy
the
section which covers the leading edge of the wing while for heavier
contamination it
may be necessary to deploy the sections that cover both the leading edge of
the wing and
the surface of the wing. Optionally, the portion that is not deployed during
specific
applications may be retracted or contained.
With reference to Figures 9A and 9B, in one embodiment, there is provided an
inflatable
chamber 10 comprising multiple sub-chambers 110. Each sub-chamber 110
comprises a
plurality of perforations 70 to allow the gaseous heat carrier (not shown) to
escape. As
depicted in Figure 9A and 9B, the sub-chambers 110 are physically distinct but
connected by means of the bottom surface 14.
In one embodiment, the sub-chambers are defined by internal walls and are not
visible
from outside the inflatable chamber.
In one embodiment, each sub-chamber 110 can have a separate coupling means 25
that
connects it to the air duct 50. In one embodiment, the flow of gaseous heat
carrier into
each sub-chamber 110 can be controlled separately. A worker skilled in the art
will be
aware of the necessary control mechanisms necessary to exercise controls over
the flow
of gaseous heat carrier into each sub-chamber. In one embodiment, the sub-
chambers
110 are interconnected and the inflatable chamber has a single coupling means.
Optionally, the sub-chambers are interconnected by a pressure valve.
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As delivery heads and, in particular, the inflatable chamber, may be built in
a wide
variety of shapes and sizes, the range of possible forms that may be used to
deliver the
gaseous heat carrier is almost unlimited. The gaseous heat carrier output from
the
Delivery Head may vary over a wide range, from a few hundreds of cubic feet
per
minute, (CFM), to many thousands of CFM, depending on the type of application
and
desired capacity of the system. The internal pressure of in the inflatable
chamber may
likewise vary widely from 0.2 inch water column, (0.2" we), to more than one
pound per
square inch, (i.e. 27"wc). Designing for higher internal pressure provides for
a more firm
and more easily managed Delivery Head but extracts a penalty in terms of power
requirements of the blower system.
In one embodiment of the delivery head, pressures ranging from 0.5 to 10
inches water
column can be used, but a higher or a lower pressure could be used to suit a
particular
requirement.
Neat Containment
In order to facilitate decontamination of the surface, the Delivery Head is
designed to
promote the retention of a gaseous heat carrier proximate to the contaminated
surface.
The Delivery Head includes a Containment Boundary in close proximity to the
surface
to be treated operatively connected to or integral to the at least one
inflatable chamber
and a support structure for supporting the inflatable chamber and optionally
for
connecting the Delivery Head to a delivery arm or the like. In some
embodiments, the
inflatable chamber being of appropriate size and shape functions as the
Containment
Boundary when appropriately positioned. Containment Boundary can include
flaps,
skirts, curtains, fringe, sealing elements and the like.
Such Containment Boundary can be integral to the inflatable chamber or
reversibly
coupled to the inflatable chamber such that Containment Boundary can be
interchanged
or replaced. The Containment Boundary can optionally be made in sections with
individually sections being removable and/or replaceable. The Containment
Boundary
can be manufactured of similar material as the inflatable chamber and
optionally may be
inflatable and/or insulated. In some embodiments, the Containment Boundary is
an
extension of the inflatable chamber. In some embodiments, the Containment
Boundary
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contains support elements or stiffeners. Optionally, the Containment Boundary
is
weighted. Accordingly, one or more weights may be provided and at any desired
location but preferably near or at the bottom of the .means for containing the
gaseous
heat carrier.
Alternatively, the inflatable chamber may be the means for containing the
gaseous heat
carrier. For example, the inflatable chamber may be sized and shaped to
function as a
cap for open spaces or engines.
In one embodiment, a skirt extends peripherally around the inflatable chamber
in order
to reduce heat losses that occur in the presence of wind and extremely cold
weather. It
can be made of insulated material to increase the heat retention from the
gaseous heat
carrier travelling between the target surface and the bottom surface of the
inflatable
structure. The skirt is operatively coupled to the inflatable chamber and
extends
downwardly perpendicular to the target surface. The skirt creates a partial
enclosure
shielding the area between the inflatable chamber and the target surface from
wind and
helps retain heat within the partial enclosure.
Having further regard to Figure 1, in order to increase the heat transferred
from the
gaseous heat carrier to the contaminants on a surface, the bottom surface 14
of the
Delivery Head is placed proximate to the surface. When the gaseous heat
carrier exits
the inflatable chamber 10 and strikes the target surface 90, a portion of the
heat from the
gaseous heat carrier 80 would be transferred before the gaseous heat carrier
80 bounces
off the target surface and creates active circulation of the gaseous heat
carrier between
the target surface and the inflatable chamber 10. Active circulation of the
gaseous heat
carrier 80 in proximity to the target surface 90 creates a gaseous film over
the surface
transferring additional heat to the surface as it moves along the surface.
After circulating
along the target surface 90, the cooled gaseous heat carrier 80 exits the
distal edges of
the target surface.
In order to reduce heat losses that occur in the presence of wind and
extremely cold
weather, containing means 30 extend peripherally around the inflatable chamber
10. The
containing means can be formed from a flexible and resilient material, cloth,
rubber,
plastic, nylon, or other materials known to one of ordinary skill in the art.
It can be made
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of insulated material to increase the heat retention from the gaseous heat
carrier 80
travelling between the target surface and the bottom surface of the inflatable
structure.
The containment means 30 is operatively coupled to the inflatable chamber 10
and
extends downwardly and perpendicular to the target surface. The containment
means 30
shields the area between the inflatable chamber 10 and the target surface from
the wind
and to help retain heat within the temporary enclosure.
In one embodiment of the invention, in order to reduce heat losses that occurs
to the
surrounding environment, the outer perimeter of the inflatable chamber extends
downwardly towards and substantially perpendicular to the target surface. This
creates a
partial enclosure between the inflatable chamber and the target surface
shielding the area
from wind. This would also help retain the heat within the partial enclosure.
Referring now to Figure 2, there is shown a perspective view of a Delivery
Head 105 for
delivering a gaseous heat carrier in accordance with one embodiment of the
invention.
The Delivery Head 105 comprises an inflatable chamber 110, a support structure
20 and
coupling means 25.
A duct 50 adapted to provide a forced gaseous heat carrier 80 to the
inflatable chamber
110 is operatively coupled to the support structure 20 by coupling means 25.
The
inflatable chamber 110 being operatively coupled to the support structure 20
forming a
substantially air tight seal between the duct 50 the inflatable chamber 110.
The inflatable chamber 110 comprises a bottom surface 14 and a top surface 13
sealed
together at the periphery defining a chamber. The inflatable chamber can be
made of
flexible material whereby the inflatable chamber 110 may be folded to a
compact
condition when deflated. The top surface 14 comprises one or more perforations
75 to
allow the gaseous heat carrier 80 to enter the inflatable chamber 110 where
the top
surface meets the inflatable chamber 110. The bottom surface 14 comprises a
plurality
of perforations 70 for allowing the gaseous heat carrier 80 to escape the
chamber and
come into contact with the contaminated surface 90.
The forced gaseous heat carrier 80 enters through holes 75 of the top surface
13, such
that there minimal variation in the pressure at the duct 50 and the inflatable
chamber
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110. The air supply blower (not shown) and the size of the perforations 70 of
the bottom
surface 14 of the inflatable chamber 110 are selected such that the internal
pressure
inside the inflatable chamber 110 gives the inflatable chamber 110 its
substantive form
and firmness. The size and number of perforations 70 can be selected to
achieve a
desired pressure within the inflatable chamber 110. Pressure will also
determine the
velocity at which the gaseous heat carrier 80 exits the perforations 70 of the
bottom
surface 14 and the rate of gaseous heat carrier circulation over the
contaminated target
surface 90.
In order to increase the heat transferred from the gaseous heat carrier to the
contaminants on a surface, the perimeter edge of the inflatable chamber 110
extends
downwardly towards the target surface creating a partial enclosure between
bottom
surface 14 of the inflatable chamber 110 and the target surface 90. The
partial enclosure
created allows the gaseous heat carrier 80 exciting the perforations 70 to be
contained
and protected from the surrounding environment. In this embodiment, the shape
of the
inflatable chamber creates the gaseous heat carrier containment means. A great
amount
of heat from the gaseous heat carrier 80 can therefore be transferred to the
contaminated
surface.
In one embodiment of the invention, in order to reduce heat loss that occurs
to the
surrounding environment, the inflatable chamber is shaped to form the target
surface
increasing the length of time the gaseous heat carrier is in contact with the
target surface.
In one embodiment of the invention, the outer perimeter of the inflatable
chamber
extends downwardly towards the target surface forming a box-like structure. In
one
embodiment of the invention, the outer perimeter of the inflatable chamber
extends
curves downwardly towards the target surface.
Referring now to Figure 7A there is shown a side view of a Delivery Head 205
for
delivering a gaseous heat carrier to a leading edge surface in accordance with
one
embodiment of the invention. In one embodiment, the support structure includes
a frame
structure to maintain the specified form of the inflatable chamber 210. The
inflatable
chamber 210 as depicted in Figure 7A extends substantially along and parallel
to a
leading edge profile such as a wing or a strut. The tubular structure
increasing the length
of time the gaseous heat carrier is in contact with the leading edge. The
Delivery Head
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205 also reduced the time to decontaminate a wing by applying the gaseous heat
carrier
simultaneously to the upper surface portion of the wing, the lower surface of
the wing
and the leading edge.
Figure 7B is a peripheral view of a Delivery Head 305 for delivering a gaseous
heat
carrier simultaneously to multiple surfaces, such as the upper surface of a
wing, the
leading edge surface and the underside of a wing, in accordance with one
embodiment of
the invention. In one embodiment, the support structure includes a frame
structure to
maintain the specified form of the inflatable chamber 310. The inflatable
chamber 310
as depicted in Figure 7B extends substantially over the top of a strut or wing
and extends
downwardly past the leading edge profile of a strut or wing. The "L-shape"
structure
reducing the time to decontaminate a wing by applying the gaseous heat carrier
simultaneously to the upper surface portion of the wing, the leading edge and
the
underside of the wing. Allowing a certain quantity of the gaseous heat carrier
to come in
contact with the underside of the wing will also prevent water runoff from the
upper
surface or the leading edge surface from refreezing on the underside of the
wing.
The Delivery Head may be built in a wide variety of shapes in order to
increase the heat
transferred from the gaseous heat carrier to the contaminants on a surface. In
one
embodiment of the invention, the inflatable chamber has a ball shape. In
another
embodiment of the invention, the inflatable chamber has a cylindrical shape.
Materials
The material for the wall(s) of the inflatable chamber and/or the containment
boundary
can be formed from flexible, resilient materials, such as polyvinyl chloride
sheeting
(PVC), cloth, rubber, plastic, nylon, or other materials known to one of
ordinary skill in
the art or combination thereof. In embodiments in which more rigidity to the
inflatable
chamber is desired, the inflatable structure can be constructed in part or
wholly from
drop-stitch fabric. The material in one or more regions of the inflatable
chamber has a
plurality of perforations and/or microperforations and/or pores and/or is gas
permeable.
The edges of mating surfaces and walls can be fused using such process as
radio
frequency (RF) welding, ultrasonic welding, heat welding, or other process
known to
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one of ordinary skill in the art. In addition, the connection of the network
of tethers to
the desired locations of the inflatable chamber in order to define locations
of indentation
formation can be performed in a similar manner. Alternately, depending on the
material
used for fabrication of the delivery head, a mechanical coupling technique,
for example,
sewing can be used for connection of one or more of the surfaces, walls, or
ends to one
another, and in addition to the coupling of the tethers to the device. It
would be
understood, that as the act of sewing can result in punctures within the
material, a further
sealing compound can be required in order to seal this connection to inhibit
pressure loss
at these connection sites.
In one embodiment, in order to avoid loss of heat of the gaseous heat carrier
in the
inflatable chamber to the cold surrounding environment the inflatable chamber
can be
fully or partially lined with insulating material or fully or partially
fabricated there from.
The forced gaseous heat carrier enters through one or more inputs, such that
there
minimal pressure variation between the air duct and the inflatable chamber.
The air
supply blower and the size of the perforations in the lower surface of the
inflatable
chamber are selected such that the internal pressure inside the Delivery Head
gives the
inflatable chamber substantive form and firmness. The size and number of
perforations
can be selected to achieve a desired pressure of gaseous heat carrier.
Pressure will also
determine the velocity at which the gaseous heat carrier exits the
perforations and the
rate of gaseous heat carrier circulation over the contaminated surface.
The material used for the top and bottom surfaces, and side walls can be a
substantially
inelastic material, which is substantially impervious to air penetration.
While the
material is substantially inelastic, the material is configured to be capable
of a
predetermined amount of elastic deformation during use and operation of the
delivery
head.
In one embodiment of the invention, as the bottom surface of the inflatable
chamber will
be in close proximity to the fans of an airplane engine, this bottom surface
can be
configured to have a predetermined resistance to tearing or other failure of
the material.
For example, the bottom surface can be designed having a thickness greater
than other
portions of the delivery head, in order to account for the potential of
additional wear and
abrasion on the bottom surface.
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In one embodiment of the invention, it will be desirable to minimize the risk
of damage
to the contaminated surface from contact of the delivery head. As a result the
bottom
surface of the Delivery Head can be made of fabric material to prevent the
risk of
scratching.
Having further regard to Figure 1 although the inflatable chamber 10 of the
Delivery
Head 5 is illustrated as having discrete side walls 15, the Delivery Head 5
can be
configured wherein the top surface 13 and the bottom surface 14 are joined
directly to
one another at peripheral seams about the sides and ends.
When the gaseous heat carrier exits the inflatable chamber and strikes the
target surface,
a portion of the gaseous heat carrier's heat content would be transferred
before the
gaseous heat carrier bounces off the contaminated surface and creates active
circulation
of the gaseous heat carrier between the contaminated surface and the bottom
surface of
the inflatable chamber. The active circulation of the gaseous heat carrier in
proximity to
the contaminated surface creates a gaseous film over the surface transferring
additional
heat to the surface. After circulating along the contaminated surface, the
cooled gaseous
heat carrier exits along the distal edges of the surface.
In order for an efficient transfer heat to occur between the gaseous heat
carrier and the
cooler contaminated surface there must be intimate contact between the two.
The extent
of the contact can be improved by extending the retention time, or the length
of time that
the gaseous heat carrier is placed in close proximity to the contaminated
surface, and by
ensuring circulation of the gaseous heat carrier over the surface. A worker
skilled in the
art will appreciate that maximising this retention time will be a factor in
the design of
the delivery head. This extended retention time is more easily achieved when a
relative
large area of contaminated surface can be treated at a one time. This also
reduces the
need for repeated re-positioning of the delivery head. For example, in
relation to aircraft,
treating a large area of an aircraft wing at one time, or even the entire wing
of a small
aircraft in one operation, is more efficient in terms of heat transfer than
doing smaller
areas with more heat intensity.
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The size and distribution of the egress holes will vary depending upon
application. The
size and distribution of the egress holes may be uniform over the entire
surface or region
or may vary. The position and size of egress holes may be specifically adapted
to apply
large quantity of gaseous heat carrier to areas which generally have higher
levels of
contamination. For vertical surfaces, for example engines inlets and aircraft
tail
sections; it is desirable to have more heat supplied in the lower region to
compensate for
the rapid rise of the gaseous heat carrier. Heat egress holes may be located
at side as
well as bottom to reach edges or the like.
In one embodiment of the invention, the surface of the Delivery Head that is
in
proximity to the contaminated surface is made wholly or partly of a gas
permeable
material.
Internal Support System
The inflatable chamber may optionally comprise an internal support system.
Internal
support systems for inflatable structures are known in the art include
tethers, baffles,
bulkhead, internal support beams or an endoskeleton. The inflatable chambers
may
optionally be of I-beam or drop-stitch construction.
With reference to Figure I OA, in accordance with one embodiment of the
invention, the
inflatable chamber 10 comprises a system of indentations 40 formed on the
bottom
surface 14. In one embodiment of the invention, each of the indentations of
the
inflatable chamber 10 comprise a series of perforations 70 for enabling the
gaseous heat
source within the chamber 10 to escape and thus come into contact with the
surface to
be heated (not shown).
With reference to Figure 10B, according to one embodiment of the invention,
the
inflatable chamber 10 comprises a network of tethers 41 oriented and connected
between
the interior surface of the bottom and top surfaces 14 and 13 (respectively)
of the
inflatable chamber 10, which cause a system of indentations 40 to become
formed
within the bottom exterior surface 14 of the chamber 10 when inflated.
Perforations 70
in the bottom surface 14 enable the gaseous heat carrier to be applied
directly to the
contaminated surface. The size, shape, depth, bottom surface
tension/stiffness, gas flow
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through, quantity and location of the indentations 40 can be varied in order
to optimize
performance and efficiency.
The term, tether, refers to a means of connection between the top and bottom
walls
within the defined perimeter. The effect of a network of tethers on the
chamber causes
the two surfaces to form an array of uniform or non-uniform indentations upon
inflation.
This system of indentations provides additional stability to the Delivery Head
when
inflated. In one embodiment, a tether is formed from a substantially inelastic
but
flexible material which enables the generation of a tensile force therein with
minimal
elongation. In one embodiment, a tether is formed from a flexible,
substantially elastic
material.
Indentation configuration can be controlled by the tether location relative to
other
indentations as indentation geometry and boundaries are affected by the local
topography and surface tension of the bottom surface which can be created by
adjacent
indentations.
In addition, indentation configuration can be controlled by tether length,
which can
affect the depth of an indentation as well as the interrelation of adjacent
indentations.
For example, when a short tether is positioned relatively close to a longer
tether, the
indentation generated by the short tether can be deeper than that created by
the longer
tether. This difference in depth of an indentation can result in a difference
in the volume
defined by an indentation and a difference in the area of the support surface
in contact
with the indentation, which can result in differing pressure in escaping gas
from
different indentations.
The geometry of a tether upon attachment to the top surface and bottom surface
of the
inflatable chamber can take a number of geometric shapes. In one embodiment a
tether
is configured as closed geometric shapes which form hollow structures having
cross
sectional shapes including round, oval, diamond, square, rectangular or any
other desired
cross sectional shape. These hollow shaped tethers can further have varying
cross
sections over their height, for example they can be configured as cones,
pyramids,
frustums or other shapes as would be known to a worker skilled in the art. In
addition,
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the tethers may be sized and placed to form curved structures, C-shaped
structures or the
like as is known in the art.
In one embodiment of the invention, a tether is configured as an open
geometric shape,
for example a strip, loop, or other open geometric shape as would be readily
understood.
Inflatable Chamber Support
In order to perform its function efficiently, the Delivery Head must be able
to maintain a
consistent shape. It is also necessary to provide a platform on which to
connect the
Delivery Head to the heat source and positioning and transport means which
will
prevent the Delivery Head from being detached. This is especially the case
when the
Delivery Head is being used during periods of inclement weather where high
wind
speeds could cause the Delivery Head to deform or separate from the air duct
and
positioning and transport means. While the indentation and tether system
discussed
above contributes to the stability of the delivery head, additional support
means can be
desirable.
According to one embodiment, the support means comprises a backing material
attached
to the top surface of the inflatable chamber. The material for the backing
material can be
constructed of a rigid material sufficient to provide the necessary stability
to the
Delivery Head such as wood, metal, plastic, synthetic board and others.
Disposed
towards the center of the backing material is located one or more holes that
correspond
with the holes in the top surface to allow gaseous heat carrier to flow from
the heat
source into the inflatable chamber. According to one embodiment, the holes in
the
backing material and upper surface each correspond to a separate chamber
within the
delivery head.
Coupling means
In order to facilitate the connection of the Delivery Head to a positioning
and transport
system as well as the heat source, a coupling means is provided for removably
attaching
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the air duct to the delivery head. The air duct can be attached at any
appropriate position.
Appropriate position can, in part, be determined by the specific application.
According
to one embodiment, the coupling means comprises a mounting plate capable of
being
removably attached to the backing material such that, when attached it forms a
seat that
is generally air resistant. Various methods of attachment of the mounting
plate to the
backing material would be well known to a worker skilled in the art and could
include
for example, a slot and tab system, latches, or magnets. According to one
embodiment,
the mounting plate comprises a rubber or latex coating to assist in generating
a seal
against the backing material. The mounting plate comprises one or more holes
that
generally correspond with the holes in the top surface and the backing
material to allow
gaseous heat carrier to flow from the heat source into the chamber of the
delivery head.
The mounting plate also comprises one or more generally conical ducts wherein
the
wider end of the cone is located over one or more of the holes in the mounting
plate and
sealingly affixed to the surface of the mounting plate such that it forms a
generally air
tight seal. The conical duct is designed such that the narrower end of the
cone can be
sealingly attached to an air duct leading to the heat source. The various
means by which
the narrow end of the cone could be sealingly attached to the air duct would
be well
known to a worker skilled in the art and could include for example, a gasket
system,
elastic or compressible cuffs, or the like. According to one embodiment, the
narrower
end of the cone is permanently sealed to the end of the air duct. The material
for the
conical duct can be constructed of a flexible or semi-rigid resilient material
such as
polyvinyl chloride sheeting (PVC), thermoplastic impregnated cloth, plastic,
nylon,
rubber or other materials known to one of ordinary skill in the art.
According to one embodiment, the backing material is formed of interconnected
tubing
such as aluminium or rigid plastic tubing and the mounting plate is removably
connected
directly to the top surface of the delivery head.
In one embodiment, the Delivery Bead frame (support) may be coupled separately
from
the inflatable chamber.
Retraction/Deployment System
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Using large delivery heads may decrease the time to decontaminate a target
surface. For
example, in the airline industry, it may be favourable for the Delivery Head
to be the
size and/or shape of the wing in order to de-ice the surface in one pass. The
potential
disadvantage of using large delivery heads is that more difficult to handle
particularly in
windy condition. In the case of aircraft de-icing, mobile de-icing units must
travel to
different areas over the air field on order to decontaminate an aircraft.
Large inflatable
delivery heads for aircrafts measuring several meters in length and width
could
potentially be difficult to handle.
To mitigate the susceptibility to wind conditions, according to one embodiment
of the
invention, Retraction/Deployment System is used to more readily manage the
transportation of delivery heads.
Three different approaches are described for deploying and retracting delivery
heads,
including the use of suction, mechanical retraction and elasticity. A worker
skilled in the
art will be aware of the Retraction/Deployment Systems can be used to retract
and
deploy the inflatable chamber without departing from the scope of the
invention.
Referring now to Figure 12 and 13, there is shown a Delivery I-Iead with a
suction
Retraction/Deployment System in accordance with one embodiment of the
invention.
The Retraction/Deployment System comprises a storage compartment 600, a duct
610,
dampers 620 and sources of negative air pressure 630, and positive air
pressure 640 and
activation means. The storage compartment 600 is operatively coupled to the
duct 610
and an inflatable chamber 10. The storage compartment 600 is adapted to house
the
inflatable chamber 10 depleted of air. It may be made of metal, plastic or
other material
to contain the inflatable chamber 10. A source of negative air pressure 630
(i.e., suction)
such as a retraction blower is coupled to the duct 610. The source of negative
air
pressure 630 should be capable of delivering suction of an order comparable to
the
pressure capability of the source of positive air pressure 640. The negative
pressure
suction force should also be sufficient to retract the inflatable chamber 10.
The duct 610
provides a gaseous heat carrier from a heat source to the inflatable chamber
10. The duct
610 will also provide the negative air pressure to the inflatable chamber 10.
Dampers
620 are coupled to the duct 610 in proximity to the sources of negative air
pressure 630
and positive air pressure 640 in order to stop or regulate the flow of air.
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In order to retract a deployed inflatable chamber 210 the following actions
are taken: the
positive air pressure is shut off and the damper associated with the positive
air pressure
is closed, the damper associated with the negative air pressure is opened, and
the
negative air pressure is turned on. Retraction of the inflatable chamber can
be
accomplished manually or automatically.
In one embodiment, the sensor system could detect the stability of the
inflatable
chamber 210. The sensor system could also detect changing wind conditions and
alert
the system to retract prior to a set of predetermined conditions.
The negative air pressure 630 passes through said duct 610 and storage
compartment
600, removes the air in inflatable chamber 10 and retracts the inflatable
chamber 10
depleted of air into the storage compartment. The stowed inflatable chamber 10
can
easily be transported from one location to another.
Referring now to Figure 14 and 15, there is shown a Delivery Head with a
mechanical
Retraction/Deployment System in accordance with one embodiment of the
invention.
The Retraction/Deployment System comprises a storage compartment 650 with an
aperture 611 for an air supply duct, coupling means 230, webbing 660, and
roller
assembly 670. The storage compartment 650 is operatively coupled to the duct
610 and
the inflatable structure 10. The storage compartment 650 is adapted to house
the
compressed air depleted inflatable structure 10. It may be made of metal,
plastic, fabric
or other material to contain the delivery head.
The webbing 660 is preferably made of a material with a low friction
coefficient. In one
embodiment, the webbing is made of low friction straps. The webbing could also
be
cable, ropes, bungee cord or the like, whether or not such line has a low
friction
coefficient or is stretchable. In one embodiment, the webbing 660 comprises a
plurality
of straps coupled to the inflatable chamber 10. In one embodiment, the webbing
660
comprises a wire or cable netting surrounding the inflatable chamber 10. In
one
embodiment, the webbing 660 is comprised of a plurality of straps coupled to
the
inflatable chamber 10.
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Pluralities of roller assembly 670, which carry and enable the movement of the
low
friction webbing, are coupled to the storage compartment 650. The roller
assembly 670
provide a means for deploying or retracting the webbing 660. In one emodiment,
the
roller assembly is spring loaded so as to retract the inflatable chamber when
the air
pressure is released. In one embodiment, the roller assembly is motorized.
In one embodiment, the roller assembly 670 are cylindrical in shape and are
capable of
rotation about their central axis. A worker skilled in the art will be aware
of the variety
of roller assembly can be used without departing from the scope of the
invention. In one
embodiment, a pull cable system is used instead of the roller assembly. In one
embodiment, associated with the roller assembly is a tensioning means, in
order to
ensure the webbing remains taut and in adequate contact with the roller
assembly.
In one embodiment, guiding means 680 are strategically coupled to the storage
compartment 650. The guiding means can be used to guide the movement of the
webbing 660 along its path of travel. The guide means may assist the reduction
of the
binding of the webbing during retraction or deployment of the inflatable
chamber 10.
In order to retract a deployed inflatable chamber 10 the roller assembly 670
is engaged
forcing the webbing 660 to be wound onto the spool of the roller assembly 670,
until the
inflatable chamber is stowed in the storage compartment 650. The storage
containment
650 containing the inflatable chamber 10 may be detached for storage. It may
be
replaced with another storage containment with an inflatable chamber of a
different
purpose. Retraction of the inflatable chamber can be accomplished manually or
automatically. Automatic activation may be accomplished using a sensor system
to
detect the position of the delivery head.
Referring now to Figure 16, there is shown an elastically retractable-
deployable
inflatable chamber in accordance with one embodiment of the invention. In this
embodiment, an elastic web 700 under tension is coupled to the inflatable
chamber 210.
The strength and number of the elastic bands are selected such that they will
fully
elongate in response to an internal pressure that is lower than the desired
operating
pressure of system. Using such a means of retraction the inflated length and
width of the
blanket can be reduced by a factor of 2 to 3, in this way reducing its cross
section area
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by a factor of 4 to 9. A worker skilled in the art would appreciate that a
wide variety of
materials that could be used for the elastic web and the means to couple the
elastic web
to the inflatable chamber to provide elasticity to the inflatable chamber
without
departing from the scope of the invention.
In order to retract a deployed inflatable chamber 10 the positive air pressure
being
applied in a Delivery Head is shut off causing the elastic web 700 under
tension to
retract compressing the inflatable chamber 10 onto itself to a fraction of its
inflated
dimension.
Referring now to Figure 17, there is shown a retractable-deployable system
combining
mechanical and elastic retraction. The Retraction/Deployment System comprises
a
storage compartment 650 with an aperture 611 for an air supply duct, coupling
means
230, webbing 660, roller assembly 670 and an elastic web 700 under tension
coupled to
the inflatable chamber 10. In this embodiment, the mechanical retraction
system and the
elastic retraction system mentioned above work together to retract the
inflatable
chamber.
Referring to Figure 5A to 5G, there is shown a sequence of diagrams
illustrating the
deployment and retraction of the inflatable chamber with its
Retraction/Deployment
System.
Control System
The Delivery Head comprises an optional Control System that monitors and
adjusts the
various conditions and or parameters within the inflatable chamber of the
Delivery Head
and/or monitors and/or deployment and retraction of the inflatable chamber.
The Control
System comprises one or more sensing elements for monitoring and obtaining
data
regarding operating parameters within the system, and one or more response
elements
for adjusting operating conditions within the system. The sensing elements and
the
response elements are integrated within the system, and the response elements
adjust the
operating conditions within the system according to data obtained from the
sensing
elements. The Control System provides for active control of the Delivery Head
internal
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pressure, temperature, egress rate, relative humidity, inflation level and
condensation
within the delivery head.
In one embodiment of the invention, the system comprises sensing means to
receive and
interpret information regarding the functioning of the system and adjust
accordingly.
The components of the system will be described in greater detail below.
Source of Gaseous Heat Carrier
A variety of systems are known in the art for generating and/or containing
gaseous heat
carrier.
Systems for producing moisture-laden air include systems which utilize hot
water spray;
a hot water wet-coil; a method wherein water is sprayed into high temperature
blown air;
or a steam-based method, among other systems. Detailed descriptions of these
systems
for generating moisture-laden air is found in Canadian Patent Application
2,487,890.
Systems for producing hot air are known in the art and include heater and
blower
systems. Appriopriate are known in the air and can include combustion heaters
or
instant heaters that rapidly transfer heat to the air. In one embodiment, hot
air is
produced by passing ambient air thru one or more heated coils.
In order to enable the Delivery Head to be positioned in relation to a number
of different
contaminated surfaces, the heat source is operatively connected to the
Delivery Head by
means of one or more air ducts adapted to provide a forced gaseous heat
carrier to the
delivery head. According to one embodiment, the air duct can be insulated to
avoid heat
loss from the gaseous heat carrier travelling along the duct to the surface of
the duct.
According to one embodiment, the ducts are flexible. According to one
embodiment, the
one or more flexible air ducts comprise one or more insulated tubes similar to
those
commonly found in heating and ventilation systems. The construction and
composition
of such flexible insulated tubes will be well known to one of ordinary skill
in the art.
Process
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The delivery system provides for the efficient decontamination of a surface by
directing
and containing heat in proximity to the surface. Prior to commencing the
decontamination an assessment of contamination levels on the surface may be
made
manually (including by visual inspection) or in an automatic or automated
manner, for
example, by using appropriate sensors. Sensing of contamination levels may be
remote
or other. Following a determination of contamination levels and/or an
assessment of
environmental conditions, an appropriate gaseous heat carrier may be chosen.
The
Delivery Head is positioned in proximity to the surface to be treated and
gaseous heat
carrier is delivered to the surface thereby melting the contaminating frost,
ice and/or
snow, If moisture-laden air is used as the gaseous heat carrier, and if
necessary, the
surface may be dried by the directed application of heated air through the
delivery head.
Optionally, the decontaminated surface may be treated with a light spray of de-
icing or
anti-icing chemicals to provide enhanced residual protection.
Positioning of the Delivery Head may be facilitated by a positioning system
that
determines the position and/or orientation of the delivery head. The position
may be
determined relative to the surface to be decontaminated by the use of
proximity and/or
position sensors.
Optionally, the inflatable Delivery Head may be deployed after the Delivery
Head is
substantially in position. After deployment, the positioning may further be
refined.
Figure 5A to 5G illustrate the in situ deployment of an exemplary Delivery
Head
adapted to de-ice engines.
The choice of gaseous heat carrier, in part, depends on the contamination
level present
on the surface to be decontaminated. Frost, light ice and light snow
contamination can
be effectively removed using heated air if the heat is retained in proximity
to the surface.
Using an appropriately designed delivery heads and heated air flow, the
Delivery Head
affects a heat transfer rate from dry air sufficient to remove frost or light
accumulation
of ice or snow at a rate that is acceptable for aircraft de-icing.
In one embodiment of the invention, a Delivery Head measuring 14 ft by 8 feet
is used
to remove frost or light ice cover over an aircraft surface. In this
embodiment, an air
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temperature of 175 F is used in conjunction with airflow of 6000 cfm. If
outside
temperature is at or near 0 F, the heat energy required to heat this air is
about 1250,000
BTU/hr. Of this about 800,000 BTU is available for transfer to the surface (if
the
transfer was to be essentially complete, that is if the air was cooled to the
temperature of
melting ice or snow. This is of course not possible in practice but
efficiencies of 50%,
corresponding to the air being cooled from 175 F to 100 F, are achievable. The
result is
approximately 400,000 BTU/hr delivered to melt the contaminating frost, ice
and/or
snow. This is sufficient to melt 40 lbs of ice per minute. Such output is more
than
adequate to remove frost from the aircraft surface and leave the surface at a
temperature
well above the freezing point.
To effect the timely removal of more significant levels of contamination,
moisture laden
air or the like or a combination of moisture laden air and dry air may be
used. The rate
of contaminant removal that can be achieved by a stream of air is proportional
to the
amount of heat that is carried by that air stream. This in turn depends in
part upon the
temperature of the air, but more importantly, it depends upon the water vapour
content
of the air. Air with a higher degree of humidity contains more heat than dry
air (referring
to Figure 6). For example, cooling one pound of live steam (100% water vapour,
which
must be at 100 C in order to exist at atmospheric pressure), by approximately
22 C, to
convert it into liquid water at approximately 78 C, releases approximately
1000 BTUs
of heat. Increasing flow rate, in part, compensates for reduced efficiencies.
Lower concentrations of water vapour in air carry lower amounts of energy, but
the
amounts are still sufficient to efficiently melt ice and/or snow in a timely
manner. In
addition, by using moisture laden air with a lower relative humidity reduces
water
condensation in the system. Moisture laden air may be considered for in the
context of
this delivery system to be a mix of air and water vapor in which the air
component is
greater in mass then the water vapor component, but in which the available
heat energy
from the water vapor component, for purposes of de-icing surfaces or melting
snow and
ice, is greater by a factor of 2 or more than the available heat energy of the
air
component.
If the surface has significant accumulation of snow or ice moisture-laden air
will melt it
quickly and the water from the condensing moisture-laden air will run off the
surface
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with the much larger volume of melt water. The surface will then be dried by a
combination of the heat imparted to the surface from the moisture-laden air
and in part
by continuing to heat the surface with warm dry air.
In situations where there is insufficient frozen contaminant to produce run-
off when
melted, as in light frost conditions, it is often best to go directly to the
dry air even
though it is a less efficient heat transfer medium. Using moisture-laden air,
will raise the
surface temperature of the surface faster and that regard contribute the
drying process,
but on the other hand it will add to the water to be evaporated. The amount of
frozen
material on the surface, and the temperature of the surface itself will
determine whether
moisture-laden air or plain warm air with a Delivery Head is the most
efficient and
effective means to defrost.
INTEGRA TED DE-ICING SYSTEM
The Delivery Head System may be integrated into a larger do-icing system which
may
include a positioning system for positioning and/or maintaining the position
of the
Delivery Head in proximity to the surface to be decontaminated. Such larger
integrated
de-icing systems may optionally further comprise a system for sensing and
monitoring
contamination levels. The sensing system may further comprise a display or
indicator
for indicating the contamination levels. Such an indicator may further
comprise an
indicator for indicating the appropriate choice of gaseous heat carrier based
on the
sensed characteristics.
In one embodiment, the sensing system assesses contamination levels prior to
commencement of the decontamination process. In one embodiment, the sensing
system
assesses contamination levels during the decontamination process. Concurrent
monitoring of contamination levels may be intermittent or continuous. In one
embodiment, the system assesses contamination levels in real-time. Optionally,
the
sensing of contamination levels may be remote sensing. The sensing system
optionally
may be interactive with the Control System thereby facilitating the adaptive
de-icing of
the surface.
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The larger integrated de-icing systems may be integrated with traditional
chemical de-
icing facilities and thereby result in a reduction in the total glycol used.
In one embodiment, the decontamination of a surface is accomplished using the
delivery system of the invention and the anti-icing of a surface is done using
traditional
chemical techniques.
The integrated de-icing systems may either be a mobile or fixed system.
Accordingly, in
one embodiment, the delivery system is a mobile unit. As a mobile unit, the
delivery
system may be manually propelled or motor driven or combination thereof.
Referring to
Figures 3A and 3B, in one embodiment, the Delivery Head is mounted on a boom
arm 2,
which is rotatably mounted on a vehicle 3 which houses the source of gaseous
heat
carrier to which the Delivery Head is operatively connected to. The boom arm
may be
hydraulically controlled as is known in the art. Appropriate vehicles and boom
arms are
known in the art. A contaminant detecting camera or other sensors may
optionally be
mounted on the boom arm to generate an image of the surface to be
decontaminated. In
the illustrated embodiment, the operator 4 views the surface to be treated
through a
monitor (not shown) that receives signals from a camera 18. A manual remote
control
device 19 allows the operator to aim the camera, position and control the
delivery head.
Optionally, positioning of the Delivery Head may be automated. The de-icing
truck may
optionally be further equipped with a system for applying de-icing or anti-
icing
chemicals.
Referring to Figure 4, in one embodiment, the delivery system is a "roll-
through"
facility. In such a facility, multiple delivery heads 5 are mounted on
individually
controllable boom arms 2. In such embodiment, the aircraft enters the roll-
through de-
icing facility. The aircraft may optionally pass through an air curtain to
remove any loss
contamination prior to advancing to the decontamination station. The delivery
heads are
deployed and positioned and the decontamination process commences. Following
decontamination, de-icing or anti-icing chemicals may optionally be applied to
the
aircraft. The aircraft then exits the de-icing facility, taxis to the runway,
and is ready for
take-off.
Integrated Control
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The integrated de-icing system may also comprise a Control System that
monitors and
adjusts the various operating parameters within the system. The Control System
comprises one or more sensing elements for monitoring and obtaining data
regarding
operating parameters within the system, and one or more response elements for
adjusting operating conditions within the system. The sensing elements and the
response
elements are integrated within the system, and the response elements adjust
the
operating conditions within the system according to data obtained from the
sensing
elements. The Control System provides for active control of the Delivery Head
positioning means to ensure that the Delivery Head is positioned in close
proximity to a
surface without coming into contact with the surface. The Control System also
provides
for the monitoring of contamination levels on a surface, characteristics of
the gaseous
heat carrier and ambient conditions including temperature, pressure and
releative
humidity.
Positioning Means
In one embodiment, the positioning of the Delivery Head in proximity to a
surface is via
a positioning means.
As the Delivery Head will need to be applied to a variety of contaminated
surfaces, a
positioning and transport means is necessary to bring the Delivery Head into
engagement with and to maintain engagement with the surface to be treated.
According
to one embodiment, the positioning means is attached to the support means of
the
delivery head. According to one embodiment, the positioning means is attached
to the
coupling means.
With reference to Figure 11, there is provided a positioning is a perspective
view of a
manual positioning means 400. This positioning means would be well suited, for
example, for treating contaminated wings and fuselage of small aircraft. The
positioning
means comprises a frame 410, supported by wheels 420, and cross members 430.
At the
top of the frame 410 are support members 440 which attach to support means 220
of the
Delivery Head 200. Hydraulic cylinders 450 move support members 440 up and
down to
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adjust the height of Delivery Head 5 relative to a surface to be melted. The
methods by
which the hydraulic cylinders can be powered and controlled will be well known
to a
worker skilled in the art.
With reference to Figure 3A and 3B there is provided a Delivery Head and
positioning
means system mounted on a vehicle. The vehicle 3 has an articulated support
beam 2 on
which is mounted a flexible air duct 80. At the remote end of the beam is
attached a
Delivery Head 5. According to one embodiment, the support beam 2 comprises a
control
box 540 for an operator to stand in. The mechanics of construction and control
of such
an articulated support beam would be well understood by one of ordinary skill
in the art.
According to one embodiment, the positioning system is attached to a vehicle
such as an
automobile, which also houses the heat source. This would enable the entire
system to
be mobile and thus more flexible. According to another embodiment, the heat
source is
attached to an interconnected series of pipes. When in use, the air duct is
connected to
an outlet of the series of pipes to provide gaseous heat carrier to the
delivery head. Such
a configuration would allow for a more lightweight Delivery Head system.
According to
one embodiment the heat source is stationary and the air duct is long and
flexible
enough to be transported with the delivery head.
In one embodiment of the invention, the positioning means are dynamically
controlled,
optionally in conjunction with a Control System that is designed to position
the Delivery
Head in close proximity to the surface to treated in order to maximize the
transfer of
heat from the gaseous heat carrier to the surface with the contaminants.
According to
one embodiment, the Control System is configured to adjust the position of the
Delivery
Head to keep it in close proximity to a surface without coming into contact
with the
surface.
Sensing Elements
The delivery optionally comprises a variety of sensing elements or sensors for
monitoring contamination levels on the surface to be treated, position or
orientation of
the delivery head, characteristics of the gaseous heat carrier and / or
ambient conditions
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include temperature, pressure and relative humidity. Sensing elements
contemplated
within the invention, as defined and described above, can include, but are not
limited to,
temperature sensing elements, position sensors, proximity sensors, orientation
sensors
and means for monitoring the gaseous heat carrier.
The term "sensing element" is used to describe any element of the system
configured to
sense a characteristic of a gaseous heat carrier production process and the
target surface,
wherein such characteristic may be represented by a characteristic value
useable in
monitoring, regulating and/or controlling one or more processes of the system.
Sensing
elements considered within the context of the process of making a gaseous heat
carrier,
delivering a gaseous heat carrier, determining the proximity of the target
surface,
determining the characteristics of the contaminants, monitoring the
temperature of the
target surface and the decontamination may include, but are not limited to,
sensors,
detectors, monitors, analyzers or any combination thereof for the sensing of
process,
weather, fluid and/or material temperature, pressure, flow, composition and/or
other
such characteristics, as well as material position and/or disposition at any
given point
within the system and any operating characteristic of any process device used
within the
system. It will be appreciated by the person of ordinary skill in the art that
the above
examples of sensing elements, though each relevant within the context of a de-
icing
system, may not be specifically relevant within the context of the present
disclosure, and
as such, elements identified herein as sensing elements should not be limited
and/or
inappropriately construed in light of these examples. In another context
"sensing
element" may mean a means of sensing the distance of the Delivery Head to the
surface
and provide feedback information that is used automatically or manually to
position the
Delivery Head in an optimum position and/or facilitate maintaining the
Delivery Head in
an optimum position.
Sensors for detecting and monitoring contamination levels are known in the art
and
include infra-red and near infra-red sensing technologies, reflective object
sensors or
switches; electro-optical sensors, acoustic sensors, radar sensors ultrasound
sensors or
laser detector systems or other system known to the worker skilled in the art.
Commercially available ice detection systems include MDA's Ice Camera and
Goodrich
IceHawk . The sensors may further measure the presence, composition,
consistency and
thickness of contaminants on a surface.
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In one embodiment, the system or sensors for detecting contamination including
frost,
ice or snow is disposed on the distal end of the boom. Optionally, the
delivery end may
be automatically positioned to areas of contamination by the Control System in
response
to singles from these sensors.
In one embodiment, the sensor for detecting and monitoring contamination
levels is an
infrared camera mount on the boon arm of the delivery system.
The delivery system may further comprise one or more position and/or proximity
sensors for monitoring the position of the delivery system and its position
relative to the
surface to be treated. Appropriate proximity sensors are known in the art and
include
but is not limited to infrared proximity sensors, electromagnetic radiation
proximity
sensors, sonar, ultrasonic proximity sensors and laser proximity sensors. The
proximity
sensors may be place at various locations on the delivery system including but
not
limited to on the boom on inflatable chamber. The delivery system may further
in a
variety of probes which detect contact with the surface to be decontaminated.
In one
embodiment, the one or more probes extend from the surface of the inflatable
bed
proximal to the surface to be treated and signal when the probes contact the
surface.
The position of the delivery system relative to the surface to be
decontaminated can be
further monitored using GPS or radar or other means known in the art. The
proximity
and position sensors and probes may be used in conjunction with the Control
System to
optimize positioning of the delivery head. The position of the delivery system
and, in
particular, the position of the Delivery Head relative to the surface to be
treated may be
monitored visually using a camera mounted on the delivery system.
The Delivery Head may be equipped with a system of determine orientation of
the
delivery head. For example, the Delivery Head may be equipped with a gyroscope
or
other means of detecting orientation of the delivery head. In addition, the
Delivery Head
may be equipped with a system for maintaining orientation and positioning
relative to
the surface being treated.
The delivery system may be equipped with an array or system for detecting
ambient
conditions conducive to ice or frost formation. This array or system may
include sensors
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for detecting or measuring static pressure, a total pressure, a total
temperature, a dew
point temperature, and liquid water content, and output a risk assessment for
ice or frost
formation based on the measured parameter.
The delivery system may further comprise sensors for monitoring the
characteristics of
the gaseous heat carrier. According to one embodiment, there is provided means
to
monitor the temperature and/or relative humidity of the gaseous heat carrier
at various
positions within the system.
In one embodiment, the means for monitoring the temperature is provided by
thermocouples installed at locations in the system as required. In one
embodiment, the
system further comprises a temperature sensor array comprising one or more
removable
thermocouples. Appropriate thermocouples are known in the art and include,
surface
probes, thermocouple probes including grounded thermocouples, ungrounded
thermocouples and exposed thermocouples or combinations thereof.
According to one embodiment, the system comprises devices for monitoring the
exit of
gaseous heat carrier. According to one embodiment, this can include, for
example a
composition monitor and flow meter.
In one embodiment, if the sensors detect excess air or water in the heated
gaseous
carrier, the incoming air, live steam and/or aqueous liquid being brought into
the system
is decreased.
In one embodiment of the invention, the sensing elements for monitoring
contamination
levels on a surface are dynamically controlled, optionally in conjunction with
a Control
System that is designed to maximize energy production/recovery, for enhanced
efficiency.
EXAMPLES:
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Example 1: Frost Decontamination Test of Wing
13 frost tests were conducted with the moisture-laden air or plain air. Table
1 below
summarizes the results of the 13 frost tests, and includes an assessment of
the wing
condition at the end of each test.
Table 1:
ID# OAT(C) Delivery Contamination Total TS Total Total Wing
Head Range (mm) Time Hot Air Elapsed Condition
(min) Time Time at End of
(min) (min) Test
1 -1.5 White <0.1 to <0.2 N/A 9.7 9.7 Dry
2 -1.5 White <0.1 to <0.2 N/A 9.8 9.8 Dry
3 3.6 White <0.1 N/A 3.4 3.4 Dry
4 3.9 White <0.1 N/A 5.6 5.6 Dry
5 2.2 White <0.1 1.5 4.8 6.3 Dry
6 -2.2 Orange <0.1 to <0.2 2 10 12 Little RW
7 -2.1 Orange <0.1 N/A 5 5 Dry
1.0 Orange <0.1 to <0.2 N/A 3.5 3.5 Dry
16 -10.5 Orange <0.1 N/A 4.3 4.3 Dry
28 -18.6 Orange 0.1 N/A 4.8 4.8 Little RW
29 -20 Orange 0.1 2.2 2.8 5 Dry
30 -20.6 White 0.1 to <0.2 N/A 5.6 5.6 Dry
33 -23.5 White 0.1 1.3 4.9 6.3 Little RW
RW= Residual Water
In all tests performed in frost conditions, the frost accumulation did not
exceed 0.2 mm
on the wing test bed; this is considered typical accumulation for a naturally
occurring
frost event. Outside ambient temperatures ranged from 3.9 to -23.5 C in the 13
tests.
The de-icing procedures employed during frost testing consisted of one-step
(hot air
only) and two-step (moisture-laden air followed by hot air) operations.
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Due to the small amounts of contamination present on the surface of the wing
in the
frost tests performed, hot air alone was employed in all but four of the
tests. Each of the
tests will be further discussed below:
= Tests ID#1 and ID#2: The de-icing times were long in comparison to other
tests in this condition; this was the first day of testing with the system,
and it
was discovered after the night of testing that moisture-laden air outputs were
not optimal;
= Test ID#3: Means for containing gaseous heat carrier in the form of heat
retention flaps were added to the Delivery Head for this test, and the de-
icing
and drying results improved greatly;
= Tests ID#4 and ID#5: Both tests were performed in similar conditions. Test
ID#4 employed only hot air, and Test ID#5 a short burst of moisture-laden air
followed by hot air. At this temperature, the hot air application alone
provided a more rapid de-icing and drying time;
= Test ID#6: The position of the Delivery Head in this test was not optimal,
and therefore the moisture-laden air application did not produce the desired
increase in wing temperature. It was also later discovered that the system
outputs for this test were not optimal. This was the first test with the
Orange
delivery head;
= Tests ID#7, ID#10 and ID#16: Excellent de-icing and drying results were
achieved in all three tests with hot air only;
= Test ID#28: A very small patch of residual water remained after the hot air
application, which re-froze after the Delivery Head was removed;
= Tests ID#29 and ID#30: Both tests were performed in similar conditions at
cold temperatures (-20 C). At this temperature, a slight benefit was achieved
by applying a burst of moisture-laden air in advance of the hot air
application
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to increase the wing temperatures. The de-icing and drying time of the
moisture-laden air and hot air application was approximately 10 percent
shorter than the hot air application alone; and
= Test ID#33: The Delivery Head was not well positioned in this test,
resulting
in poor heat transfer.
When Tests ID#1, ID#2 and ID#6 are removed from the analysis, due to
deficiencies in
the system outputs in all three tests, the average frost de-icing and drying
time produced
by the delivery system was 4.9 minutes.
In general, no residual water was created on the wing or in quiet areas due to
the melting
of frost contamination with the delivery system. Due to the thin layer of
contamination
present in natural frost tests, the frost was rapidly vaporized, resulting in
dry wings at the
end of testing.
The hot air application alone was capable of de-icing and drying the wing in
most tests
performed, especially those performed at warmer temperatures. Moisture-laden
air
applications did produce an increase in wing temperatures in the frost tests
performed
with moisture-laden air, however the moisture-laden air application also
produced more
water that needed to be dried. At colder temperatures, a benefit could be
achieved by
employing a short exposure to moisture-laden air before Hot air. More testing
in
natural frost conditions may pinpoint the threshold for use of moisture-laden
air for frost
applications.
An additional four frost tests (see Table 2) support the frost test results
presented in
Table 1.
Table 2:
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ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Elapsed Condition
Time Air Time at End of
(min) Time (min) Test
(min)
TC3 -3.7 Orange <0.1 0.5 4.3 4.8 Dry
TC4 -1.6 Orange <0.2 to <0.4 N/A 2.5 2.5 Dry
TC5 -3.2 Orange <0.1 to <0.2 0.5 4.0 4.5 Dry
TC6 -4.4 Orange <0.1 to <0.2 N/A 2.1 2.1 Dry
The average de-icing and drying times of the frost tests presented in the
Table 2 was 3.5
minutes. At the warmer temperatures experienced during these tests, no benefit
was
gained by employing moisture-laden air prior to Hot air.
Example 2: Ice Decontamination Test of Wing
11 tests were performed with the delivery system in ice conditions on the wing
test bed.
Table 3 summarizes the results of the ice tests, and includes an assessment of
the wing
condition at the end of each test.
20
Table 3:
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ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Air Elapsed Condition
Time Time Time at End of
(min) (min) (min) Test
11 1.0 Orange 0.1 to 0.5 N/A 7.2 7.2 Dry
12 0 Orange 0.4 to 1.2 N/A 8.6 8.6 Dry
13 0 Orange 0.3 to 1.6 1.5 5.2 6.7 Dry
18 -12.3 Orange 15 to 30 4.5 3.3 7.8 RW
23 -19.3 White 15 16.2 N/A 16.2* RW
25 -19.8 Orange 15 to 20 8 N/A 8 RW
31 -21.1 White 10 8.6 6.9 15.5* RW
34 -16.2 Orange 13 4 5 9 RW
35 -13.6 Orange 10 4.5 5 9.5 RW
36 -14.1 Orange 15 5 5 10 RW
39 -8.1 Blue 5 3.9 4.3 8.2 Little RW
*Deicing was performed over two locations on the wing test bed
RW= Residual Water
Tests performed with lower levels of ice contamination (0.1 to 1.6 mm of ice)
indicated
that the delivery system was capable of de-icing and drying this level of ice,
with little or
no residual water created by the de-icing process. Tests 1D# 12 and ID# 13
demonstrated
that moisture-laden air, followed by a switch Hot air to dry, was a more
effective
procedure for quantities of ice in this range in comparison to Hot air alone.
At 0 C and
with low levels of ice, the moisture-laden air and Hot air procedure de-iced
and dried the
wing in nearly two minutes fewer than the test that employed Hot air alone,
even though
the levels of contamination were slightly higher in the moisture-laden air
test. For this
reason, all subsequent tests in ice conditions employed moisture-laden air.
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During subsequent tests, a strong emphasis was placed on examining the de-
icing and
drying capabilities of moisture-laden air and Hot air in extreme cases of ice
accumulation (as high as 3 cm of ice). Outside ambient temperatures ranged
from -
8.1 C to -21.1 C in the 8 tests performed.
The results of tests with the delivery system in ice conditions were extremely
impressive, especially considering the high quantities of ice employed in
testing and the
extreme cold temperatures under which some of the tests were performed. Each
of the
tests shown in Table 3 will be further discussed below:
= Test 1D#1 1: The test was performed with Hot air alone and the de-icing and
drying time of 7.2 minutes was deemed to be adequate, given the low levels
(0.1 to 0.5 mm) of ice present on the wing;
= Tests ID#12 and ID#13: These tests were performed in similar conditions.
Test ID#12 employed only Hot air and Test ID#13 employed moisture-laden
air and Hot air. The results demonstrated that, even at these levels of ice
contamination (0.3 to 1.6 mm), moisture-laden air and Hot air were more
effective than Hot air alone;
= Test ID#18: The test was performed with up to 3 cm of ice on the wing, and
the total de-icing and drying time was under 8 minutes;
= Tests ID#23 and ID#31: Both tests were performed with the White Delivery
Head over two wing sections; this required a re-positioning of the Delivery
Head in each test. For this reason, the total de-icing and drying times for
each test, should be halved for comparison with the other tests performed;
= Test ID#25: This test was performed to demonstrate the capabilities of the
delivery system as an aircraft pre-de-icing tool. In this test, no Hot air was
applied to the wing test bed following the de-icing process with moisture-
laden air. The test focused solely on the de-icing capabilities of TS in
severe
conditions (1.5 to 2 cm of ice at -19.8 C). The wing test bed was clear of ice
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following 8 minutes of moisture-laden air exposure, strongly indicating the
potential of moisture-laden air to address the industry needs for all-weather
pre-de-icing tools;
= Tests ID#34, ID#35, ID#36 and ID#39: Each of these tests produced
comparable results using moisture-laden air and Hot air.
When the total de-icing times for Tests ID#23 and ID#31 were halved, as
testing was
performed over two wing sections, the average de-icing and drying time in the
11 tests
performed in ice conditions with the delivery system was 8.2 minutes.
Residual water created by the melting of frozen contaminants was observed to
drip in
wing quiet areas and/or under the wing. The amount of residual water appeared
to be
directly related to the amount of frozen contaminant present on the wing at
the start of
the de-icing process. The presence of residual water would require that
aircraft surfaces
be treated with a light spray of de-icing fluid following a de-icing process
with moisture-
laden air and Hot air in these conditions.
In addition to the 11 ice tests presented in table, an additional two ice
tests with the
delivery system are described Table 4.
Table 4:
ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Air Elapsed Condition
Time Time Time at End of
(min) (min) (min) Test
TC1 -1.9 Orange 1.2 to 1.6 1.7 2.9 4.6 Little RW
TC2 -1.5 Orange 1.6 to 2.0 0.5 4.9 5.4 Little RW
RW= Residual Water
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The average de-icing and drying times of these ice tests was 5 minutes. The
average de-
icing time presented in Table 4 is lower than that observed in the tests
described in
Table 3, but the ambient temperatures of the two tests were warm and the
levels of ice
contamination were low in comparison to the majority of the other ice tests.
Example 3: Snow Decontamination Test of Wing
snow tests were conducted using moisture-laden air and Hot air. Table 5
summarizes
the results of the snow tests, and includes an assessment of the wing
condition at the end
10 of each test.
Table 5:
ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Air Elapsed Condition
Time Time Time at End of
(min) (min) (min) Test
-9.4 Orange 10 2.6 3.3 5.9 Little RW
17 -11.4 Orange 25 to 45 8.9 3.6 12.5 RW
19 -2.2 Orange 15 to 30 5.7 2.8 8.5 RW
-1.6 White 14 to 23 9.3 N/A 9.3 * Little RW
21 -1.5 White 14 to 30 9 N/A 9* Little RW
26 -19.8 Orange 20 to 40 5 9 14 RW
32 -23.5 White 20 to 30 4 5.4 9.4 Little RW
41 -7.7 White 10 to 25 2.6 2.9 5.5 Little RW
42 -7.8 White 50 to 90 5.9 4.1 10 RW
43 -7.8 White 10 2.5 3.3 5.8 Little RW
*Deicing was performed over two locations on the wing test bed
RW= Residual Water
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As was the case with the ice tests performed with moisture-laden air and Hot
air, a
strong emphasis was placed on examining the de-icing and drying capabilities
of
delivery system in extreme cases of snow accumulation (as high as 9 cm of
snow).
Outside ambient temperatures ranged from -1.5 C to -23.5 C in the 10 tests
performed.
The results of tests with the delivery system in snow conditions were
extremely
impressive, especially considering the large quantities of snow employed in
testing and
some of the cold temperatures under which testing was performed. Each of the
tests
shown in Table 5 will be further discussed below:
= Test ID#15: The total de-icing and drying time for this test was under 6
minutes. The level of snow on the wing was low (1 cm) and the density of
the snow (168 g/L) was the lowest of all snow tests with delivery system;
= Test ID#17 and ID#19: The density of the snow in each test was identical
(292 g/L) and the total de-icing and drying times were comparable when the
amount of show present on the wing in the two tests were considered. The
wing in Test ID#17 contained snow in the range of 2.5 to 4.5 cm, while the
wing in Test # 19 contained snow in the range of 1.5 to 3.0 cm;
= Tests ID#20 and ID#21: Both tests were performed with the White Delivery
Head over two wing sections; this required a re-positioning of the Delivery
Head in each test. For this reason, the total de-icing times for each test,
shown in Table 5, were halved for comparison with the other tests performed
in snow conditions. No Hot air was employed in either test, and the density
of the snow in each test was identical (292 g/L);
= Tests ID#26 and ID#32: These tests were performed in similar conditions.
Test ID#26 was performed at -19.8 C with up to 4 cm of snow present on
the wing. Test ID#32 was performed at -23.5 C with up to 3 cm of snow
present on the wing. The density of the snow was higher in Test ID#26.
When these factors are considered, the de-icing and drying times of the two
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tests are comparable. In Test ID#26, the total de-icing and drying time of the
test was 14 minutes. Of this total test time, 9 minutes consisted of drying
the
residual water created by the melting of the snow contaminants. The
moisture-laden air application melted the snow present on the wing test bed
in 5 minutes, again demonstrating the potential capabilities of delivery
system as an aircraft pre-de-icing tool.
= Tests ID#41, ID#42 and ID#43: All three tests were performed in similar
active snow conditions, and the results were comparable when the thickness
of the snow on the wing was considered. A higher quantity of snow was de-
iced in Test ID#42 than in Tests ID#41 and ID#43.
When the total de-icing times for Tests ID#20 and ID#21 were halved, as the
tests were
performed over two wing locations, the average de-icing and drying time of the
delivery
system in snow conditions was 7.5 minutes.
Residual water created by the melting of snow contamination was observed to
drip in
wing quiet areas or under the wing. The amount of residual water appeared to
be
directly related to the amount of frozen contaminant present on the wing at
the start of
the de-icing process. The presence of residual water would require that
aircraft surfaces
be treated with a light spray of de-icing fluid following a de-icing process
with moisture-
laden air and Hot air in these conditions.
In addition to the 10 snow tests presented in Table 5, additional two snow
tests are
described in Table 6.
Table 6:
ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Air Elapsed Condition
Time Time Time at End of
(min) (min) (min) Test
TC7 3.0 Orange 20 to 90 9.2 2.7 11.9 Little RW
TC8 2.8 Orange 25 to 90 9.3 N/A 9.3 Little RW
RW= Residual Water
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The average de-icing and drying times of the snow tests presented in Table 6
was 10.6
minutes. The average de-icing time presented in the Table 6 is higher than
that observed
in Table 5, but it is noteworthy that the density of the snow employed in the
Table 6
tests was 579 g/L, which was nearly the double of any snow density measured in
the
Table 5 tests. In addition, the contamination range in the Table 6 tests was
very high,
and the snow was heavily compacted on the wing.
Example 4: Mixed Decontamination Test of Wing
In addition to the tests performed in frost, ice and snow conditions, two
tests were
performed with the wing contaminated with various combinations of snow, ice
and frost.
Table 7 summarizes the two tests performed in conditions of mixed
contamination.
Table 7:
ID# OAT(C) Delivery Contamination Total Total Total Wing
Head Range (mm) TS Hot Air Elapsed Condition
Time Time Time at End of
(min) (min) (min) Test
27 -18.2 Orange 0.1 to 2 4.3 3.8 8.1 Little RW
40 -8.0 Blue 5 to 30 3.8 3 6.8 Little RW
RW= Residual Water
The results of tests with the delivery system in mixed contamination
conditions were as
equally impressive as in the other conditions. tested. The two tests shown in
Table 7 will
be further discussed below:
= Test ID#27: The wing test bed was covered with mixed contaminants
(residual snow on the leading edge, ice on the mid chord sections, and frost
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on the trailing edge). The total de-icing and drying time for this test was
slightly over 8 minutes at -19.8 C, which is entirely comparable to other
tests of similar nature;
= Test ID#40: In addition to the snow on the wing test bed, up to 5 mm of ice
was present on the wing under the snow. The moisture-laden air and Hot air
applications completely de-iced and dried the wing in approximately 6.8
minutes. The density of the snow on top of the ice on the JetStar wing was
169 g/L.
Residual water created by the melting of mixed contamination in these tests
was
observed to drip in wing quiet areas or under the wing. The amount of residual
water
appeared to be directly related to the amount of frozen contaminant present on
the wing
at the start of the de-icing process. If conditions are such that the deicing
is to be
followed by anti-icing, the presence of small amounts of residual water is of
no
consequence. If anti-icing is not required, the water can be eliminated by
providing for a
longer drying time or treating the aircraft surfaces with a light spray of de-
icing fluid
following a de-icing process with moisture-laden air and hot air in these
conditions.
It is obvious that the foregoing embodiments of the invention are exemplary
and can be
varied in many ways. Such present or future variations are not to be regarded
as a
departure from the spirit and scope of the invention, and all such
modifications as would
be obvious to one skilled in the art are intended to be included within the
scope of the
following claims.
Example 5: De-contamination of Engines
Delivery Head for Engine De-icing
According to one embodiment of the invention, there is provided a Delivery
Head
System for removing contaminants from airplane engines. Contaminants such as
snow
and ice can clog engine fans, damaging the fan blades, hampering fan rotation
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restricting the flow of air into the engine. The current methods of removing
contaminants from airplane engines involve directing streams of hot dry air
and/or
glycol mixtures into the engine intake. The use of glycol, again as discussed
above, is
problematic due to environmental, as well as cost, factors. Furthermore, there
is industry
resistance to the use of glycol as a contaminant removal agent for engines.
For the purposes of engine de-icing, engine manufacturers need to limit the
temperatures
to which their products are exposed. These temperature limits can be in the
range of
50 C - 60 C. These limits prevent the use of steam at normal pressures. By
using a
gaseous heat carrier additional heat energy can be transmitted through the
phase change
of the water vapour, or moisture content while respecting the temperature
limitations
required by individual manufacturers on specific engines.
The Delivery Head System for removing contaminants from an airplane engine,
according to one embodiment of the invention, comprises a Delivery Head with a
generally circular inflatable chamber. With reference to Figure 8A and 8B,
according to
one embodiment, when in use, the positioning means (not shown) is used to move
the
Delivery Head 405 into position such that the Delivery Head is substantially
parallel
with and generally covering the intake 92 of the engine 91 and substantially
perpendicular to the ground surface (not shown). The inflatable chamber of the
Delivery
Head Delivery Head 405 is inflated with gaseous heat carrier, which escapes
through the
plurality of perforations (not shown) so as to flow into the intake 92 of the
engine 91.
With reference to Figure 8B, according to one embodiment, the inflatable
chamber of
the Delivery Head 405 is placed directly into contact with the engine 91 such
that it
covers the engine intake 92. This increases the effect of the gaseous heat
carrier by
channelling it directly onto the fans of the engine (not shown) and minimizing
the
escape of any gaseous heat carrier as it leaves the Delivery Head 405. This
configuration
could also have the effect of stabilizing the Delivery Head in case of high
winds.
The Delivery Head for delivering a gaseous heat carrier to an airplane engine
according
to one embodiment of the invention comprising a generally inflatable chamber
having a
diameter similar to that of the intake of an airplane engine. A worker skilled
in the art
will appreciate that the size of the Delivery Head is important to ensure that
the entire
surface of the engine is treated with the gaseous heat carrier while at the
same time
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minimising the wasted gaseous heat carrier, which would occur for example if
the
diameter of the Delivery Head is in excess of that of the engine intake.
According to one
embodiment of the invention, the diameter of the inflatable chamber will be
between 3
and 13 feet. According to one embodiment, the diameter of the inflatable
chamber will
be between 3 and 8 feet. According to one embodiment, the diameter of the
inflatable
chamber will be between 6 and 12 feet.
According to one embodiment, a system of different sized and interchangeable
delivery
heads are be provided to enable the use of the Delivery Head System on a
variety of
different sizes of airplane engines. According to one embodiment, the
inflatable
chamber comprises two or more circular concentric sub-chambers. In this case
different
rings of sub-chambers could be inflated depending on the diameter of the
engine intake
to be treated.
With reference to Figure 5A, 5B, 5C, 5D, and 5E, there is provided a sequence
of
diagrams illustrating the inflation of the inflatable chamber of the delivery
head,
application of the inflated inflatable chamber to the intake of an engine, and
the removal
and deflation of the Delivery Head all according to one embodiment of the
invention.
With reference to Figure 5A, there is provided a side view of a Delivery Head
prior to
use. The positioning means 400 has brought the deployable Delivery Head in its
storage
containment 88 in alignment with the engine intake 92 of an airplane engine
91. At this
point, the inflatable chamber of the Delivery Head is uninflated. According to
one
embodiment, the Delivery Head is transported to and from the surface to be
treated in an
uninflated state to reduce the effects of the wind on the delivery head. With
reference to
Figure 5B, gaseous heat source is then pumped into the inflatable chamber 410,
inflating, and expanding it. With reference to Figure 5C, the positioning
means 400 then
moves the inflated Delivery Head 405 into contact with the engine intake 92 of
the
engine 91. At this point, the gaseous heat carrier (not shown) is flowing
through the
perforations (not shown) in the inflatable chamber 410 and into the engine 91,
melting
contaminants as a result. With reference to Figure 5D, after the contaminants
have been
cleared away, the positioning means 400 withdraws the Delivery Head 405 from
the
intake of the engine 92. Finally, with reference to Figure 5E, the flow of
gaseous heat
carrier into the inflatable chamber 410 of the Delivery Head 200 is cut off
and the
inflatable chamber 210 deflates.
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