US20130299638A1 - Mechanical vibration deicing system - Google Patents
Mechanical vibration deicing system Download PDFInfo
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- US20130299638A1 US20130299638A1 US13/947,684 US201313947684A US2013299638A1 US 20130299638 A1 US20130299638 A1 US 20130299638A1 US 201313947684 A US201313947684 A US 201313947684A US 2013299638 A1 US2013299638 A1 US 2013299638A1
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- aircraft
- displacer
- eccentric mass
- aircraft surface
- ice
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/16—De-icing or preventing icing on exterior surfaces of aircraft by mechanical means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/20—Means for detecting icing or initiating de-icing
Definitions
- the present invention relates to deicing systems and methodologies particularly suited for aircraft and to aircraft employing such deicing systems and methodologies.
- the present invention seeks to provide a highly efficient deicing system and methodology particularly suitable for aircraft and aircraft employing such deicing systems and methodologies.
- an aircraft deicing system including at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
- an aircraft including an airframe including at least one aircraft surface, at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
- the at least one displacer is operative in a cyclic manner, wherein in each cycle the at least one displacer is operative to displace the at least one aircraft surface in a plurality of directions at each of the at least one location.
- the aircraft deicing system also includes at least one ice thickness sensor for sensing an ice thickness responsive characteristic of the at least one aircraft surface and at least one controller responsive to an output of the at least one ice thickness sensor indicating the ice thickness responsive characteristic of the at least one aircraft surface for selecting a rotational speed of the at least one motor.
- the at least one motor drives the at least one eccentric mass in rotational motion about a first axis and at least a portion of at least one of the at least one eccentric mass is selectably displaceable along a second axis generally perpendicular to the first axis.
- the at least one motor includes a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion
- the at least one displacer includes a plurality of displacers, each of which is coupled to a location on the aircraft surface and coupled to the eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the displacer, causing the displacer to displace the aircraft surface in a plurality of directions at the location.
- each of the plurality of motors and the eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of the plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from the at least one aircraft surface.
- the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression.
- the at least one aircraft surface includes a leading edge of a wing.
- an aircraft deicing system including at least one ice thickness sensor for sensing an ice thickness responsive characteristic of at least one aircraft surface, at least one selectably controllable ice disengager operative to cause ice to disengage from the at least one aircraft surface and at least one controller responsive to an output of the ice thickness sensor indicating the ice thickness responsive characteristic of the at least one aircraft surface for varying at least frequency of the selectably controllable ice disengager.
- the at least one selectably controllable ice disengager includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
- the at least one displacer is operative in a cyclic manner, wherein in each cycle the at least one displacer is operative to displace the at least one aircraft surface in a plurality of directions at each of the at least one location.
- the at least one motor includes a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion
- the at least one displacer includes a plurality of displacers, each of which is coupled to a location on the aircraft surface and coupled to the eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the displacer, causing the displacer to displace the aircraft surface in a plurality of directions at the location.
- each of the plurality of motors and the eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of the plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from the at least one aircraft surface.
- the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression.
- FIG. 1 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with a preferred embodiment of the present invention
- FIG. 2 is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft of FIG. 1 ;
- FIGS. 3A , 3 B, 3 C and 3 D illustrate four typical stages in a rotation cycle which drives a displaces coupled to an aircraft surface in a deicing system of the type shown in FIGS. 1 and 2 ;
- FIGS. 4A , 4 B, 4 C and 4 D illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system of FIGS. 1 & 2 at stages corresponding to those shown in FIGS. 3A , 3 B, 3 C and 3 D, respectively;
- FIG. 5 is a simplified flow chart illustrating one embodiment of control functionality employed in the deicing system of FIGS. 1-4D ;
- FIGS. 6A and 6B taken together, are a simplified flow chart illustrating another embodiment of control functionality employed in the deicing system of FIGS. 1-4D ;
- FIG. 7 is a graphical illustration useful in understanding the control functionalities of FIGS. 5 and 6 A- 6 B;
- FIG. 8 is a simplified flow chart illustrating a further embodiment of control functionality employed in the deicing system of FIGS. 1-4D employing additional acceleration sensors and/or strain gages;
- FIG. 9 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with another preferred embodiment of the present invention.
- FIG. 10 is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft of FIG. 9 ;
- FIGS. 11A , 11 B, 11 C and 11 D illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown in FIGS. 9 and 10 ;
- FIGS. 12A , 12 B, 12 C and 12 D illustrate, in exaggerated form, deformation of an aircraft surface responsive to synchronized operation of multiple separate motor driven displacers of the type illustrated in the deicing system of FIGS. 9-11D in accordance with another preferred embodiment of the present invention.
- FIG. 1 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with a preferred embodiment of the present invention
- FIG. 2 is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft of FIG. 1 .
- an aircraft 100 equipped with a deicing system constructed and operative in accordance with a preferred embodiment of the present invention.
- the deicing system is preferably located within the wings 102 of the aircraft adjacent the leading edges 104 of the wings 102 .
- the deicing system may alternatively or additionally be located within the tail or stabilizers of the aircraft.
- the deicing system includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface, preferably the leading edge 104 of a wing 102 , and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice 106 from the at least one aircraft surface.
- a motor 110 preferably an electric motor and alternatively a fluid driven motor, such as a pneumatic motor, is disposed interiorly of each wing 102 adjacent the leading edge 104 thereof and preferably alongside the aircraft fuselage 112 .
- a drive shaft 114 couples each motor 110 , such as a model 3863012C, manufactured by Faulhaber GmbH of Daimlerstrasse 23, 71101 Schonaich, Germany, to a series of displacer assemblies 116 . It is appreciated that alternatively multiple motors 110 and multiple drive shafts may each be coupled to a series of displacer assemblies 116 at various locations within each wing.
- each displacer assembly 116 includes an elongate drive shaft portion 120 , preferably having flattened portions 122 and 124 at ends thereof and a flattened portion 126 generally central thereof.
- Flattened portions 122 and 124 of elongate drive shaft portion 120 are secured as by respective set screws (not shown) to respective first ends 128 and 130 of flexible couplings 132 and 134 .
- Flexible couplings 132 and 134 may be any suitable flexible couplings, such as model CO76A-5M manufactured by Berg W.M., Inc. of 499 Ocean Avenue, East Rockaway, N.Y. 11518 USA.
- Respective second ends 138 and 140 of flexible couplings 132 and 134 are preferably secured as by respective set screws (not shown) to corresponding flattened ends of drive shaft elements (not shown) which interconnect the various displacer assemblies 116 to each other and to motor 110 .
- a pair of ball bearings 150 and 152 such as Model 34-5, commercially available from Schaeffler Group—FAG GmbH of Industriestrasse 1-3, Herzogenaurach 91074, Germany, are pressure fit mounted onto drive shaft portion 120 between flattened portion 126 and flattened portions 122 and 124 , respectively.
- a leading edge attachment element 160 is mounted onto drive shaft portion 120 via ball bearings 150 and 152 which engage respective bearing receiving apertures 162 and 163 formed in respective arms 164 and 165 and are fixed thereto by respective lock washers 166 and 167 and wave spring washers 168 and 169 .
- Leading edge attachment element 160 includes a leading edge attachment portion 170 , preferably integrally formed with radially extending pairs of arms 164 and 165 each joined by a radially extending generally planar portion 171 and having a curved interior leading edge attachment surface 172 which is fixedly adhered, as by an adhesive, such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leading edge 104 of wing 102 .
- an adhesive such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leading edge 104 of wing 102 .
- An eccentric drive mass 180 is preferably fixedly mounted to elongate drive shaft portion 120 for rotation together with drive shaft portion 120 about an axis 182 .
- the eccentric drive mass 180 is preferably fixedly mounted to elongate drive shaft portion 120 at flattened portion 126 by means of a pair of suitably configured bracket elements 184 and 186 having respective facing recesses 188 and 190 having cross sectional configurations which respectively match the cross sectional configuration of the drive shaft portion 120 at flattened portion 126 .
- Respective ends 192 and 194 of bracket elements 184 and 186 are retained within a suitable socket 196 of eccentric drive mass 180 by means of a retaining pin 198 .
- bracket elements 184 and 186 are held in place by a pair of screws 200 and corresponding nuts 202 , washers 204 and lock washers 206 .
- An acceleration sensor 210 such as a model NMA 1213D commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, is preferably mounted on at least one displacer assembly 116 on each wing of the aircraft in order to serve as an ice thickness sensor, as is described hereinbelow.
- a variable speed motor 212 having a mass 214 eccentrically mounted on an output shaft 216 thereof is mounted on the same displacer assembly 116 .
- the functionality of motor 212 may be provided by motor 110 , when operated at a relatively low frequency, typically 20 Hz.
- a deicer controller 220 preferably receives inputs from acceleration sensors 210 associated with the various displacer assemblies 116 and provides control inputs to motor 110 .
- the control logic preferably employed by deicer controller 220 is described hereinbelow with reference to FIG. 5 .
- some or all of mass 180 may be selectably displaced along an axis 231 , generally perpendicular to axis 182 , such that the effective distance of the mass 180 from axis 182 may be varied.
- This provides an additional degree of freedom in controlling the operation of the deicing system of the present invention.
- the mass 180 is relatively close to axis 182 , it applies relatively little force.
- the rotation thereof produces corresponding greater force.
- the propinquity of mass 180 to axis 182 the amount of force applied to the aircraft surface may be modulated and thus controlled.
- a part 232 of mass 180 is mounted on a screw drive 234 , which may be driven by a motor 236 to adjust the positioning of part 232 of mass 180 along axis 231 .
- flexible couplings 132 and 134 are provided so that the force applied by mass 180 during rotation thereof is applied to leading edge 104 through leading edge attachment element 160 rather than through drive shaft 114 to other displacer assemblies 116 .
- acceleration sensors 310 such as model NMA 1213D acceleration sensors commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA; are preferably mounted on surfaces 171 of at least one displacer assembly 116 on each wing of the aircraft in order to serve as ice presence sensors, as is described hereinbelow. Acceleration sensors 310 are preferably arranged to lie perpendicular to the surface of leading edge 104 .
- strain gages 320 preferably strain gage 062AP commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA, may be mounted onto the curved interior surface of leading edge 104 of wing 102 on either side of curved interior leading edge attachment surface 172 . Attachment of the strain gages 320 to the curved interior surface of leading edge 104 preferably employs an adhesive, such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster. Ave., Malvern Pa. 19355, USA.
- an adhesive such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster. Ave., Malvern Pa. 19355, USA.
- a deicer controller 330 preferably receives inputs from acceleration sensors 310 associated with the various displacer assemblies 116 and strain gages 320 and provides on-off control inputs to motor 110 .
- the control logic preferably employed by deicer controller 330 is described hereinbelow with reference to FIG. 8 .
- controllers 220 and 330 may be integrated into a single controller.
- FIGS. 3A , 3 B, 3 C and 3 D illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown in FIGS. 1 and 2
- FIGS. 4A , 4 B, 4 C and 4 D which illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system of FIGS. 1 & 2 at stages corresponding to those shown in FIGS. 3A , 3 B, 3 C and 3 D respectively.
- an eccentric drive mass 380 of displacer assembly 382 is located along an axis 384 which passes through axis 182 ( FIG. 2 ) and extends generally perpendicular to the plane defined by the tangent 386 to the curved surface 388 of a leading edge 390 to which curved interior leading edge attachment surface 392 of displacer assembly 382 is attached.
- mass 380 lies beyond axis 182 with respect to surface 388 , the displacer assembly 382 is applying a pull force to the leading edge 390 along axis 384 .
- eccentric drive mass 400 of displacer assembly 402 is located along an axis 404 which passes through axis 182 ( FIG. 2 ) and extends generally parallel to the plane defined by the tangent 406 to the curved surface 408 of leading edge 390 to which curved interior leading edge attachment surface 412 of displacer assembly 402 is attached.
- mass 400 lies along an axis which is not perpendicular to surface 408 , the displacer assembly 402 is applying a bending force to the leading edge 390 .
- FIG. 4A shows, in an exaggerated manner the deformation of the leading edge 390 corresponding to the operational state illustrated in FIG. 3A .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 380 and 400 have been rotated from the position seen in FIG. 3A .
- eccentric drive mass 380 of displacer assembly 382 is not located along axis 384 .
- mass 380 lies along an axis which is not perpendicular to surface 388 , the displacer assembly 382 is applying a bending force to the leading edge 390 .
- eccentric drive mass 400 of displacer assembly 402 is not located along an axis 404 but is nearly perpendicular to axis 404 . Inasmuch as mass 400 lies between axis 182 and surface 406 , the displacer assembly 402 is applying a push force to the leading edge 390 .
- FIG. 4B shows, in an exaggerated manner the deformation of the leading edge 390 corresponding to the operational state illustrated in FIG. 3B .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 380 and 400 have been rotated approximately 180° from the position seen in FIG. 3A .
- eccentric drive mass 380 of displacer assembly 382 is located along axis 384 which passes through axis 182 ( FIG. 2 ) and extends generally perpendicular to the plane defined by tangent 386 to curved surface 388 .
- mass 380 lies between axis 182 and surface 388 , the displacer assembly 382 is applying a push force to the leading edge 390 along axis 384 .
- eccentric drive mass 400 of displacer assembly 402 is located along axis 404 which passes through axis 182 ( FIG. 2 ) and extends generally parallel to the plane defined by tangent 406 to curved surface 408 . Inasmuch as mass 400 lies along an axis which is not perpendicular to surface 408 , the displacer assembly 402 is applying a bending force to the leading edge 390 .
- FIG. 4C shows, in an exaggerated manner the deformation of the leading edge 390 corresponding to the operational state illustrated in FIG. 3C .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 380 and 400 have been rotated further counterclockwise, as seen from the perspective of the sectional illustration shown along lines A-A therein, from the position seen in FIG. 3A .
- eccentric drive mass 380 of displacer assembly 382 is not located along axis 384 .
- mass 380 lies along an axis which is not perpendicular to surface 388 , the displacer assembly 382 is applying a bending force to the leading edge 390 .
- eccentric drive mass 400 of displacer assembly 402 is not located along an axis 404 but is nearly perpendicular to axis 404 . Inasmuch as mass 400 lies beyond axis 182 with respect to surface 406 , the displacer assembly 402 is applying a pull force to the leading edge 390 .
- FIG. 4D shows, in an exaggerated manner the deformation of the leading edge 390 corresponding to the operational state illustrated in FIG. 3D .
- the extent of exaggeration is estimated to be a factor of 40.
- FIG. 5 is a simplified flow chart illustrating control functionality employed in the deicing system of FIGS. 1-4D , and to FIG. 7 .
- a control signal is preferably supplied by controller 220 to motors 212 , causing the motors 212 to accelerate from rest to 500 revolutions/second.
- Acceleration sensors 210 measure acceleration and provide corresponding output indications to controller 220 .
- Controller 220 calculates vibration amplitude vs. rate of rotation, which represents the frequency response of the leading edge 104 of wing 102 at which the sensor 210 is located.
- FIG. 7 illustrates examples of empirically derived frequency response curves for various thicknesses of ice on the leading edge 104 of wing 102 . Alongside each frequency response curve of FIG. 7 is an indication, as an example, of the ice thickness represented thereby.
- the controller 220 extracts the frequency at which the leading edge 104 is at resonance and, based on this frequency, calculates the amount of ice 106 present on the leading edge 104 . Additionally, based on prior calibration, the controller 220 makes a determination as to whether the ice 106 present on the leading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so, the controller 220 then employs a look-up table which indicates, for the thickness of ice 106 present on the leading edge 104 , a desired vibration amplitude that should be applied to the leading edge 104 to break the ice 106 .
- the controller 220 Prior to operating motors 110 , the controller 220 calculates the desired frequency of vibration corresponding to the desired vibration amplitude and makes a determination of whether, once the ice 106 is removed, the vibration amplitude will increase or decrease.
- the vibration amplitude will decrease once the ice 106 is removed, are motors 110 operated to drive displacer assemblies 116 to remove the ice 106 from the leading edges 104 of wings 102 . Otherwise, the thickness of the ice 106 will be allowed to increase until, at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once the ice 106 is removed.
- motors 110 operated to drive displacer assemblies 116 to remove the ice 106 from the leading edges 104 of wings 102 .
- the thickness of the ice 106 will be allowed to increase until, at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once the ice 106 is removed.
- other operational techniques for preventing undesired increase in vibration amplitude of the aircraft surface following ice disengagement therefrom may be employed.
- the functionality of FIG. 5 preferably takes place intermittently at predetermined intervals, typically 10 minutes.
- the operation of motors 110 preferably takes place upon each actuation for a predetermined number of revolutions, typically 100 revolutions.
- the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and flying conditions of the aircraft. Additionally or alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of the ice 106 present on the leading edge 104 .
- FIG. 8 If the functionality of FIG. 8 , described hereinbelow, is employed, that part of the functionality of FIG. 5 which calculates the amount of ice present on the leading edge based on frequency is not employed. The remainder of the functionality of FIG. 5 operates when the functionality of FIG. 8 indicates the presence of at least a predetermined thickness of ice 106 on the leading edge 104 .
- FIGS. 6A and 6B are a simplified flow chart illustrating alternative control functionality which may be employed in the alternative embodiment of deicing system of FIGS. 1-4D when some or all of mass 180 may be selectably displaced along axis 231 such that effective distance of the mass 180 from axis 182 may be varied.
- a control signal is preferably supplied by controller 220 to motors 212 , causing the motors 212 to accelerate from rest to 500 revolutions/second.
- Acceleration sensors 210 measure acceleration and provide corresponding output indications to controller 220 .
- Controller 220 calculates vibration amplitude vs. rate of rotation, which represents the frequency response of the leading edge 104 of wing 102 at which the sensor 210 is located.
- the controller 220 extracts the frequency at which the leading edge 104 is at resonance and, based on this frequency, calculates the amount of ice 106 present on the leading edge 104 . Additionally, based on prior calibration, the controller 220 makes a determination as to whether the ice 106 present on the leading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so, the controller 220 then employs a look-up table which indicates, for the thickness of ice 106 present on the leading edge 104 , a desired vibration amplitude that should be applied to the leading edge 104 to break the ice 106 .
- the controller 220 Prior to operating motors 110 , the controller 220 calculates the desired frequency of vibration corresponding to the desired vibration amplitude and makes a determination of whether, once the ice 106 is removed, the vibration amplitude will increase or decrease. Only if at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once the ice 106 is removed, are motors 110 operated to drive displacer assemblies 116 to remove the ice 106 from the leading edges 104 of wings 102 .
- the eccentric mass 180 is positioned along axis 231 so as to be close to axis 182 such that the force applied by rotation of mass 180 is minimized until such time as the rotational frequency of motor 110 reached the desired frequency. Once the rotational frequency of motor 110 reaches the desired frequency, the eccentric mass 180 is displaced outwardly along axis 231 so as to increase the force applied by rotation thereof about axis 182 .
- FIGS. 6A and 6B preferably takes place intermittently at predetermined intervals, typically 10 minutes.
- the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and other flying conditions of the aircraft.
- the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of the ice 106 present on the leading edge 104 .
- motors 110 preferably takes place upon each actuation for a predetermined number of revolutions, typically 100 revolutions. Furthermore, once motors 110 are deactuated, the eccentric mass 180 is immediately displaced along axis 231 so as to be close to axis 182 so as to immediately minimize the force applied by rotation thereof as motors 110 decelerate to rest.
- FIG. 8 is a simplified flow chart illustrating control functionality employed in the deicing system of FIGS. 1-4D particularly using acceleration sensors 310 and/or strain gages 320 .
- a control signal is preferably supplied by controller 330 to motors 110 , causing the motors 110 to rotate at 60 revolutions/second.
- Acceleration sensors 310 measure acceleration of the leading edge in a direction perpendicular thereto and/or strain gages 320 measure the strain of the leading edge 390 in the plane illustrated in sections A-A in FIGS. 3A-3D and provide corresponding output indications to controller 330 .
- Controller 330 calculates ratio of the applied radial eccentric force to the displacement of the leading edge 390 and any ice formed thereon, which represents the stiffness of the leading edge 390 of wing 102 adjacent which acceleration sensors 310 and/or strain gages 320 are is located together with any ice 106 formed thereon. This provides an indication of the presence and thickness of ice 106 on the leading edge 104 .
- controller 330 makes a determination as to whether the ice 106 present on the leading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so, controller 220 , as described hereinabove with reference to FIG. 5 , then indicates a desired vibration amplitude that should be applied to the leading edge 104 to remove the ice 106 .
- the functionality of FIG. 8 preferably takes place intermittently at predetermined intervals, typically 1-10 minutes.
- the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and flying conditions of the aircraft.
- the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of the ice 106 present on the leading edge 104 .
- FIG. 9 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with another preferred embodiment of the present invention and to FIG. 10 , which is a simplified exploded view illustration of part of another preferred embodiment of a deicing system suitable for use in the aircraft of FIG. 9 .
- an aircraft 500 equipped with a deicing system constructed and operative in accordance with a preferred embodiment of the present invention.
- the deicing system is preferably located within the wings 502 of the aircraft adjacent the leading edges 504 of the wings 502 .
- the deicing system may alternatively or additionally be located within the tail or stabilizers of the aircraft.
- the deicing system includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface, preferably the leading edge 504 of a wing 502 , and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice 506 from the at least one aircraft surface.
- a motor 510 preferably an electric motor and alternatively a fluid driven motor, such as a pneumatic motor, is disposed interiorly of each wing 502 adjacent the leading edge 504 thereof and preferably alongside the aircraft fuselage 512 .
- a drive shaft 514 couples each motor 510 , such as a model A30-16M motor, commercially available from Hacker Brushless, 2122 West 5 th Place, Tempe, Ariz. 85281, USA, to a corresponding displacer assembly 516 . It is appreciated that multiple motors 510 and multiple drive shafts 514 are preferably each coupled to a corresponding displacer assembly 516 at various locations within each wing.
- each drive shaft 514 includes a flattened portion 522 generally central thereof.
- a pair of ball bearings 550 and 552 such as Model 34-5, commercially available from Schaeffer Group—FAG GmbH of Industriestrasse 1-3, Herzogenaurach 91074, Germany, are pressure fit mounted onto drive shaft 514 on respective opposite sides of flattened portion 522 .
- a leading edge attachment element 560 is mounted onto drive shaft portion 514 via ball bearings 550 and 552 which engage respective bearing receiving apertures 562 and 563 formed in respective arms 564 and 565 and are fixed thereto by respective lock washers 566 and 567 and wave spring washers 568 and 569 .
- Leading edge attachment element 560 includes a leading edge attachment portion 570 , preferably integrally formed with radially extending pairs of arms 564 and 565 each joined by a radially extending generally planar portion 571 and having a curved interior leading edge attachment surface 572 which is fixedly adhered, as by an adhesive, such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leading edge 504 of wing 502 .
- an adhesive such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leading edge 504 of wing 502 .
- An eccentric drive mass 580 is preferably fixedly mounted to drive shaft 514 for rotation together therewith about an axis 582 .
- the eccentric drive mass 580 is preferably fixedly mounted to drive shaft 514 at flattened portion 522 by means of a pair of suitably configured bracket elements 584 and 586 having respective facing recesses 588 and 590 , having cross sectional configurations which respectively match the cross sectional configuration of the drive shaft 514 at flattened portion 522 .
- Respective ends 592 and 594 of bracket elements 584 and 586 are retained within a suitable socket 596 of eccentric drive mass 580 by means of a retaining pin 598 .
- bracket elements 584 and 586 are held in place by a pair of screws 600 and corresponding nuts 602 , washers 604 and lock washers 606 .
- An acceleration sensor 610 such as a model NMA 1213D commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, is preferably mounted on at least one displacer assembly 516 on each wing of the aircraft in order to serve as an ice thickness sensor, as is described hereinbelow.
- a variable speed motor 612 having a mass 614 eccentrically mounted on an output shaft 616 thereof, is mounted on the same displacer assembly 516 .
- the functionality of motor 612 may be provided by motor 510 , when operated at a relatively low frequency, typically 20 Hz.
- a deicer controller 620 preferably receives inputs from acceleration sensors 610 associated with various displacer assemblies 516 and provides control inputs to motors 510 .
- the control logic preferably employed by deicer controller 620 is described hereinabove with reference to FIG. 5 and FIG. 8 as described hereinabove.
- some or all of mass 580 may be selectably displaced along an axis 631 , generally perpendicular to axis 582 , such that the effective distance of the mass 580 from axis 582 may be varied.
- This provides an additional degree of freedom in controlling the operation of the deicing system of the present invention.
- a part 632 of mass 580 is mounted on a screw drive 634 , which may be driven by a motor 636 to adjust the positioning of part 632 of mass 580 along axis 631 .
- acceleration sensors 710 such as model NMA 1213D acceleration sensors commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, are preferably mounted on portions 571 of at least one displacer assembly 516 on each wing of the aircraft in order to serve as ice presence sensors, as is described hereinbelow. Acceleration sensors 710 are preferably arranged to lie perpendicular to the surface of leading edge 504 .
- strain gages 720 preferably strain gage 062AP commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA, may be mounted onto the curved interior surface of leading edge 504 of wing 502 on either side of curved interior leading edge attachment surface 572 . Attachment of the strain gages 720 to the curved interior surface of leading edge 504 preferably employs an adhesive, such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA.
- an adhesive such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA.
- a deicer controller 730 preferably receives inputs from acceleration sensors 710 associated with the various displacer assemblies 516 and strain gages 720 and provides on-off control inputs to motors 510 .
- the control logic preferably employed by deicer controller 730 is described hereinabove with reference to FIG. 8 .
- controllers 620 and 730 may be integrated into a single controller.
- FIGS. 11A , 11 B, 11 C and 11 D illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown in FIGS. 9 and 10
- FIGS. 4A , 4 B, 4 C and 4 D which illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system of FIGS. 9 and 10 at stages corresponding to those shown in FIGS. 11A , 11 B, 11 C and 11 D respectively.
- an eccentric drive mass 780 of displacer assembly 782 is located along an axis 784 which passes through axis 582 ( FIG. 10 ) and extends generally perpendicular to the plane defined by the tangent 786 to the curved surface 788 of a leading edge 790 to which curved interior leading edge attachment surface 792 of displacer assembly 782 is attached.
- mass 780 lies beyond axis 582 with respect to surface 788 , the displacer assembly 782 is applying a pull force to the leading edge 790 along axis 784 .
- eccentric drive mass 800 of displacer assembly 802 is located along an axis 804 which passes through axis 582 ( FIG. 10 ) and extends generally parallel to the plane defined by the tangent 806 to the curved surface 808 of leading edge 790 to which curved interior leading edge attachment surface 812 of displacer assembly 802 is attached.
- mass 800 lies along an axis which is not perpendicular to surface 808 , the displacer assembly 802 is applying a bending force to the leading edge 790 .
- FIG. 4A shows, in an exaggerated manner, the deformation of the leading edge 790 corresponding to the operational state illustrated in FIG. 11A .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 780 and 800 have been rotated from the position seen in FIG. 11A .
- eccentric drive mass 780 of displacer assembly 782 is not located along axis 784 .
- mass 780 lies along an axis which is not perpendicular to surface 788
- the displacer assembly 782 is applying a bending force to the leading edge 790 .
- eccentric drive mass 800 of displacer assembly 802 is not located along an axis 804 but is nearly perpendicular to axis 804 .
- mass 800 lies between axis 582 and surface 806
- the displacer assembly 802 is applying a push force to the leading edge 790 .
- FIG. 4B shows, in an exaggerated manner the deformation of the leading edge 790 corresponding to the operational state illustrated in FIG. 11B .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 780 and 800 have been rotated approximately 180° from the position seen in FIG. 11A .
- eccentric drive mass 780 of displacer assembly 782 is located along axis 784 which passes through axis 582 ( FIG. 10 ) and extends generally perpendicular to the plane defined by tangent 786 to curved surface 788 .
- mass 780 lies between axis 582 and surface 788 .
- the displacer assembly 782 is applying a push force to the leading edge 790 along axis 784 .
- eccentric drive mass 800 of displacer assembly 802 is located along axis 804 which passes through axis 582 ( FIG. 10 ) and extends generally parallel to the plane defined by tangent 806 to curved surface 808 . Inasmuch as mass 800 lies along an axis which is not perpendicular to surface 808 , the displacer assembly 802 is applying a bending force to the leading edge 790 .
- FIG. 4C shows, in an exaggerated manner the deformation of the leading edge 790 corresponding to the operational state illustrated in FIG. 11C .
- the extent of exaggeration is estimated to be a factor of 40.
- eccentric masses 780 and 800 have been rotated further counterclockwise, as seen from the perspective of the sectional illustration shown along lines A-A therein, from the position seen in FIG. 11A .
- eccentric drive mass 780 of displacer assembly 782 is not located along axis 784 .
- mass 780 lies along an axis which is not perpendicular to surface 788 , the displacer assembly 782 is applying a bending force to the leading edge 790 .
- eccentric drive mass 800 of displacer assembly 802 is not located along an axis 804 but is nearly perpendicular to axis 804 . Inasmuch as mass 800 lies beyond axis 582 with respect to surface 806 , the displacer assembly 802 is applying a pull force to the leading edge 790 .
- FIG. 4D shows, in an exaggerated manner the deformation of the leading edge 790 corresponding to the operational state illustrated in FIG. 11D .
- the extent of exaggeration is estimated to be a factor of 40.
- axis 582 may be oriented at any suitable orientation with respect to an aircraft surface to be deiced and need not be generally parallel thereto as illustrated in the examples.
- FIGS. 12A , 12 B, 12 C and 12 D are simplified illustrations, in exaggerated form, of deformation of an aircraft surface responsive to synchronized operation of multiple separate motor driven displacers of the type illustrated in the deicing system of FIGS. 9-11D in accordance with another preferred embodiment of the present invention.
- multiple motor driven displacers driven by multiple motors may be operated in a predetermined sequence, typically at synchronized time intervals, to provide deformation of an aircraft surface and disengagement of ice from the aircraft surface.
- the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression.
- the operation of the multiple motors may be controlled by a centralized controller to provide the predetermined sequence.
- each of the multiple motors may have an associated controller, where the multiple controllers are in communication with one another or in communication with a centralized controller.
Abstract
An aircraft deicing system including at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
Description
- The present invention relates to deicing systems and methodologies particularly suited for aircraft and to aircraft employing such deicing systems and methodologies.
- The following publications are believed to represent the current state of the art: U.S. Pat. Nos. 2,037,626; 2,135,119; 2,297,951; 2,201,155; 3,549,964; 3,672,610; 3,779,488; 3,809,341; 4,875,644; 4,399,967; 4,458,865; 4,501,398; 5,206,806 and 7,084,553.
- The present invention seeks to provide a highly efficient deicing system and methodology particularly suitable for aircraft and aircraft employing such deicing systems and methodologies. There is thus provided in accordance with a preferred embodiment of the present invention an aircraft deicing system including at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
- There is also provided in accordance with another preferred embodiment of the present invention an aircraft including an airframe including at least one aircraft surface, at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface.
- Preferably, the at least one displacer is operative in a cyclic manner, wherein in each cycle the at least one displacer is operative to displace the at least one aircraft surface in a plurality of directions at each of the at least one location. Additionally or alternatively, the aircraft deicing system also includes at least one ice thickness sensor for sensing an ice thickness responsive characteristic of the at least one aircraft surface and at least one controller responsive to an output of the at least one ice thickness sensor indicating the ice thickness responsive characteristic of the at least one aircraft surface for selecting a rotational speed of the at least one motor.
- Preferably, the at least one motor drives the at least one eccentric mass in rotational motion about a first axis and at least a portion of at least one of the at least one eccentric mass is selectably displaceable along a second axis generally perpendicular to the first axis.
- In accordance with a preferred embodiment of the present invention the at least one motor includes a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion, and the at least one displacer includes a plurality of displacers, each of which is coupled to a location on the aircraft surface and coupled to the eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the displacer, causing the displacer to displace the aircraft surface in a plurality of directions at the location. Preferably, each of the plurality of motors and the eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of the plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from the at least one aircraft surface. Additionally, the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression.
- Preferably the at least one aircraft surface includes a leading edge of a wing. There is further provided in accordance with yet another preferred embodiment of the present invention an aircraft deicing system including at least one ice thickness sensor for sensing an ice thickness responsive characteristic of at least one aircraft surface, at least one selectably controllable ice disengager operative to cause ice to disengage from the at least one aircraft surface and at least one controller responsive to an output of the ice thickness sensor indicating the ice thickness responsive characteristic of the at least one aircraft surface for varying at least frequency of the selectably controllable ice disengager.
- Preferably, the at least one selectably controllable ice disengager includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement of ice from the at least one aircraft surface. Additionally, the at least one displacer is operative in a cyclic manner, wherein in each cycle the at least one displacer is operative to displace the at least one aircraft surface in a plurality of directions at each of the at least one location.
- In accordance with a preferred embodiment of the present invention the at least one motor includes a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion, and the at least one displacer includes a plurality of displacers, each of which is coupled to a location on the aircraft surface and coupled to the eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the displacer, causing the displacer to displace the aircraft surface in a plurality of directions at the location. Preferably, each of the plurality of motors and the eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of the plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from the at least one aircraft surface. Additionally, the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression.
- The present invention will be understood and appreciated more fully from the following detailed description, taken in conjunction with the drawings in which:
-
FIG. 1 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with a preferred embodiment of the present invention; -
FIG. 2 is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft ofFIG. 1 ; -
FIGS. 3A , 3B, 3C and 3D illustrate four typical stages in a rotation cycle which drives a displaces coupled to an aircraft surface in a deicing system of the type shown inFIGS. 1 and 2 ; -
FIGS. 4A , 4B, 4C and 4D illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system ofFIGS. 1 & 2 at stages corresponding to those shown inFIGS. 3A , 3B, 3C and 3D, respectively; -
FIG. 5 is a simplified flow chart illustrating one embodiment of control functionality employed in the deicing system ofFIGS. 1-4D ; -
FIGS. 6A and 6B , taken together, are a simplified flow chart illustrating another embodiment of control functionality employed in the deicing system ofFIGS. 1-4D ; -
FIG. 7 is a graphical illustration useful in understanding the control functionalities of FIGS. 5 and 6A-6B; -
FIG. 8 is a simplified flow chart illustrating a further embodiment of control functionality employed in the deicing system ofFIGS. 1-4D employing additional acceleration sensors and/or strain gages; -
FIG. 9 is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with another preferred embodiment of the present invention; -
FIG. 10 is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft ofFIG. 9 ; -
FIGS. 11A , 11B, 11C and 11D illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown inFIGS. 9 and 10 ; and -
FIGS. 12A , 12B, 12C and 12D illustrate, in exaggerated form, deformation of an aircraft surface responsive to synchronized operation of multiple separate motor driven displacers of the type illustrated in the deicing system ofFIGS. 9-11D in accordance with another preferred embodiment of the present invention. - Reference is now made to
FIG. 1 , which is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with a preferred embodiment of the present invention and toFIG. 2 , which is a simplified exploded view illustration of part of a preferred embodiment of a deicing system suitable for use in the aircraft ofFIG. 1 . - As seen in
FIG. 1 , there is provided anaircraft 100 equipped with a deicing system constructed and operative in accordance with a preferred embodiment of the present invention. The deicing system is preferably located within thewings 102 of the aircraft adjacent the leadingedges 104 of thewings 102. The deicing system may alternatively or additionally be located within the tail or stabilizers of the aircraft. - It is a particular feature of the present invention that the deicing system includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface, preferably the leading
edge 104 of awing 102, and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement ofice 106 from the at least one aircraft surface. - In the illustrated embodiment, a
motor 110, preferably an electric motor and alternatively a fluid driven motor, such as a pneumatic motor, is disposed interiorly of eachwing 102 adjacent the leadingedge 104 thereof and preferably alongside theaircraft fuselage 112. Adrive shaft 114 couples eachmotor 110, such as a model 3863012C, manufactured by Faulhaber GmbH of Daimlerstrasse 23, 71101 Schonaich, Germany, to a series ofdisplacer assemblies 116. It is appreciated that alternativelymultiple motors 110 and multiple drive shafts may each be coupled to a series ofdisplacer assemblies 116 at various locations within each wing. - Turning now particularly to
FIG. 2 , it is seen that eachdisplacer assembly 116 includes an elongatedrive shaft portion 120, preferably having flattenedportions flattened portion 126 generally central thereof.Flattened portions drive shaft portion 120 are secured as by respective set screws (not shown) to respectivefirst ends flexible couplings Flexible couplings second ends flexible couplings various displacer assemblies 116 to each other and tomotor 110. - A pair of
ball bearings drive shaft portion 120 betweenflattened portion 126 andflattened portions edge attachment element 160 is mounted ontodrive shaft portion 120 viaball bearings apertures respective arms respective lock washers wave spring washers edge attachment element 160 includes a leadingedge attachment portion 170, preferably integrally formed with radially extending pairs ofarms planar portion 171 and having a curved interior leadingedge attachment surface 172 which is fixedly adhered, as by an adhesive, such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leadingedge 104 ofwing 102. - An
eccentric drive mass 180 is preferably fixedly mounted to elongatedrive shaft portion 120 for rotation together withdrive shaft portion 120 about anaxis 182. Theeccentric drive mass 180 is preferably fixedly mounted to elongatedrive shaft portion 120 atflattened portion 126 by means of a pair of suitably configuredbracket elements recesses drive shaft portion 120 atflattened portion 126.Respective ends bracket elements suitable socket 196 ofeccentric drive mass 180 by means of a retainingpin 198. - Preferably
bracket elements screws 200 andcorresponding nuts 202,washers 204 andlock washers 206. - An
acceleration sensor 210, such as a model NMA 1213D commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, is preferably mounted on at least onedisplacer assembly 116 on each wing of the aircraft in order to serve as an ice thickness sensor, as is described hereinbelow. Avariable speed motor 212 having a mass 214 eccentrically mounted on anoutput shaft 216 thereof is mounted on thesame displacer assembly 116. Alternatively, the functionality ofmotor 212 may be provided bymotor 110, when operated at a relatively low frequency, typically 20 Hz. - A
deicer controller 220 preferably receives inputs fromacceleration sensors 210 associated with thevarious displacer assemblies 116 and provides control inputs tomotor 110. The control logic preferably employed bydeicer controller 220 is described hereinbelow with reference toFIG. 5 . - According to an alternative embodiment of the present invention, an example of which is illustrated in an
enlargement 230 inFIG. 2 , some or all ofmass 180 may be selectably displaced along anaxis 231, generally perpendicular toaxis 182, such that the effective distance of the mass 180 fromaxis 182 may be varied. This provides an additional degree of freedom in controlling the operation of the deicing system of the present invention. When themass 180 is relatively close toaxis 182, it applies relatively little force. As themass 180 is positioned further fromaxis 182, the rotation thereof produces corresponding greater force. Thus by controlling the propinquity ofmass 180 toaxis 182, the amount of force applied to the aircraft surface may be modulated and thus controlled. - In the illustrated embodiment shown in
enlargement 230, apart 232 ofmass 180 is mounted on ascrew drive 234, which may be driven by amotor 236 to adjust the positioning ofpart 232 ofmass 180 alongaxis 231. - It is appreciated that
flexible couplings mass 180 during rotation thereof is applied to leadingedge 104 through leadingedge attachment element 160 rather than throughdrive shaft 114 toother displacer assemblies 116. - Preferably,
additional acceleration sensors 310, such as model NMA 1213D acceleration sensors commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA; are preferably mounted onsurfaces 171 of at least onedisplacer assembly 116 on each wing of the aircraft in order to serve as ice presence sensors, as is described hereinbelow.Acceleration sensors 310 are preferably arranged to lie perpendicular to the surface of leadingedge 104. - Additionally or alternatively to
acceleration sensors 310,strain gages 320, preferably strain gage 062AP commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA, may be mounted onto the curved interior surface of leadingedge 104 ofwing 102 on either side of curved interior leadingedge attachment surface 172. Attachment of thestrain gages 320 to the curved interior surface of leadingedge 104 preferably employs an adhesive, such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster. Ave., Malvern Pa. 19355, USA. - A
deicer controller 330 preferably receives inputs fromacceleration sensors 310 associated with thevarious displacer assemblies 116 andstrain gages 320 and provides on-off control inputs tomotor 110. The control logic preferably employed bydeicer controller 330 is described hereinbelow with reference toFIG. 8 . - It is appreciated that
controllers FIGS. 3A , 3B, 3C and 3D, which illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown inFIGS. 1 and 2 , and toFIGS. 4A , 4B, 4C and 4D, which illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system ofFIGS. 1 & 2 at stages corresponding to those shown inFIGS. 3A , 3B, 3C and 3D respectively. - As seen in
FIG. 3A , aneccentric drive mass 380 ofdisplacer assembly 382 is located along anaxis 384 which passes through axis 182 (FIG. 2 ) and extends generally perpendicular to the plane defined by the tangent 386 to thecurved surface 388 of aleading edge 390 to which curved interior leadingedge attachment surface 392 ofdisplacer assembly 382 is attached. Inasmuch asmass 380 lies beyondaxis 182 with respect tosurface 388, thedisplacer assembly 382 is applying a pull force to theleading edge 390 alongaxis 384. - As also seen in
FIG. 3A ,eccentric drive mass 400 ofdisplacer assembly 402 is located along anaxis 404 which passes through axis 182 (FIG. 2 ) and extends generally parallel to the plane defined by the tangent 406 to thecurved surface 408 of leadingedge 390 to which curved interior leadingedge attachment surface 412 ofdisplacer assembly 402 is attached. Inasmuch asmass 400 lies along an axis which is not perpendicular to surface 408, thedisplacer assembly 402 is applying a bending force to theleading edge 390. -
FIG. 4A shows, in an exaggerated manner the deformation of theleading edge 390 corresponding to the operational state illustrated inFIG. 3A . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 3B ,eccentric masses FIG. 3A . As seen inFIG. 3B ,eccentric drive mass 380 ofdisplacer assembly 382 is not located alongaxis 384. Inasmuch asmass 380 lies along an axis which is not perpendicular to surface 388, thedisplacer assembly 382 is applying a bending force to theleading edge 390. - As also seen in
FIG. 3B ,eccentric drive mass 400 ofdisplacer assembly 402 is not located along anaxis 404 but is nearly perpendicular toaxis 404. Inasmuch asmass 400 lies betweenaxis 182 andsurface 406, thedisplacer assembly 402 is applying a push force to theleading edge 390. -
FIG. 4B shows, in an exaggerated manner the deformation of theleading edge 390 corresponding to the operational state illustrated inFIG. 3B . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 3C ,eccentric masses FIG. 3A . As seen inFIG. 3C ,eccentric drive mass 380 ofdisplacer assembly 382 is located alongaxis 384 which passes through axis 182 (FIG. 2 ) and extends generally perpendicular to the plane defined by tangent 386 tocurved surface 388. Inasmuch asmass 380 lies betweenaxis 182 andsurface 388, thedisplacer assembly 382 is applying a push force to theleading edge 390 alongaxis 384. - As also seen in
FIG. 3C ,eccentric drive mass 400 ofdisplacer assembly 402 is located alongaxis 404 which passes through axis 182 (FIG. 2 ) and extends generally parallel to the plane defined by tangent 406 tocurved surface 408. Inasmuch asmass 400 lies along an axis which is not perpendicular to surface 408, thedisplacer assembly 402 is applying a bending force to theleading edge 390. -
FIG. 4C shows, in an exaggerated manner the deformation of theleading edge 390 corresponding to the operational state illustrated inFIG. 3C . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 3D ,eccentric masses FIG. 3A . As seen inFIG. 3D ,eccentric drive mass 380 ofdisplacer assembly 382 is not located alongaxis 384. Inasmuch asmass 380 lies along an axis which is not perpendicular to surface 388, thedisplacer assembly 382 is applying a bending force to theleading edge 390. - As also seen in
FIG. 3D ,eccentric drive mass 400 ofdisplacer assembly 402 is not located along anaxis 404 but is nearly perpendicular toaxis 404. Inasmuch asmass 400 lies beyondaxis 182 with respect tosurface 406, thedisplacer assembly 402 is applying a pull force to theleading edge 390. -
FIG. 4D shows, in an exaggerated manner the deformation of theleading edge 390 corresponding to the operational state illustrated inFIG. 3D . The extent of exaggeration is estimated to be a factor of 40. - Reference is now made to
FIG. 5 , which is a simplified flow chart illustrating control functionality employed in the deicing system ofFIGS. 1-4D , and toFIG. 7 . As seen inFIG. 5 , a control signal is preferably supplied bycontroller 220 tomotors 212, causing themotors 212 to accelerate from rest to 500 revolutions/second.Acceleration sensors 210 measure acceleration and provide corresponding output indications tocontroller 220.Controller 220 calculates vibration amplitude vs. rate of rotation, which represents the frequency response of theleading edge 104 ofwing 102 at which thesensor 210 is located.FIG. 7 illustrates examples of empirically derived frequency response curves for various thicknesses of ice on theleading edge 104 ofwing 102. Alongside each frequency response curve ofFIG. 7 is an indication, as an example, of the ice thickness represented thereby. - The
controller 220 extracts the frequency at which theleading edge 104 is at resonance and, based on this frequency, calculates the amount ofice 106 present on theleading edge 104. Additionally, based on prior calibration, thecontroller 220 makes a determination as to whether theice 106 present on theleading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so, thecontroller 220 then employs a look-up table which indicates, for the thickness ofice 106 present on theleading edge 104, a desired vibration amplitude that should be applied to theleading edge 104 to break theice 106. - Prior to operating
motors 110, thecontroller 220 calculates the desired frequency of vibration corresponding to the desired vibration amplitude and makes a determination of whether, once theice 106 is removed, the vibration amplitude will increase or decrease. - In accordance with one embodiment of the invention, only if at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once the
ice 106 is removed, aremotors 110 operated to drivedisplacer assemblies 116 to remove theice 106 from the leadingedges 104 ofwings 102. Otherwise, the thickness of theice 106 will be allowed to increase until, at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once theice 106 is removed. Alternatively other operational techniques for preventing undesired increase in vibration amplitude of the aircraft surface following ice disengagement therefrom may be employed. - The functionality of
FIG. 5 preferably takes place intermittently at predetermined intervals, typically 10 minutes. The operation ofmotors 110 preferably takes place upon each actuation for a predetermined number of revolutions, typically 100 revolutions. Alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and flying conditions of the aircraft. Additionally or alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of theice 106 present on theleading edge 104. - If the functionality of
FIG. 8 , described hereinbelow, is employed, that part of the functionality ofFIG. 5 which calculates the amount of ice present on the leading edge based on frequency is not employed. The remainder of the functionality ofFIG. 5 operates when the functionality ofFIG. 8 indicates the presence of at least a predetermined thickness ofice 106 on theleading edge 104. - Reference is now made to
FIGS. 6A and 6B , which, taken together, are a simplified flow chart illustrating alternative control functionality which may be employed in the alternative embodiment of deicing system ofFIGS. 1-4D when some or all ofmass 180 may be selectably displaced alongaxis 231 such that effective distance of the mass 180 fromaxis 182 may be varied. - As seen in
FIGS. 6A and 6B , and similarly to the functionality ofFIG. 5 , a control signal is preferably supplied bycontroller 220 tomotors 212, causing themotors 212 to accelerate from rest to 500 revolutions/second.Acceleration sensors 210 measure acceleration and provide corresponding output indications tocontroller 220.Controller 220 calculates vibration amplitude vs. rate of rotation, which represents the frequency response of theleading edge 104 ofwing 102 at which thesensor 210 is located. - The
controller 220 extracts the frequency at which theleading edge 104 is at resonance and, based on this frequency, calculates the amount ofice 106 present on theleading edge 104. Additionally, based on prior calibration, thecontroller 220 makes a determination as to whether theice 106 present on theleading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so, thecontroller 220 then employs a look-up table which indicates, for the thickness ofice 106 present on theleading edge 104, a desired vibration amplitude that should be applied to theleading edge 104 to break theice 106. - Prior to operating
motors 110, thecontroller 220 calculates the desired frequency of vibration corresponding to the desired vibration amplitude and makes a determination of whether, once theice 106 is removed, the vibration amplitude will increase or decrease. Only if at the desired frequency of vibration corresponding to the desired vibration amplitude, the vibration amplitude will decrease once theice 106 is removed, aremotors 110 operated to drivedisplacer assemblies 116 to remove theice 106 from the leadingedges 104 ofwings 102. - At this stage, as distinguished from the functionality of
FIG. 5 , theeccentric mass 180 is positioned alongaxis 231 so as to be close toaxis 182 such that the force applied by rotation ofmass 180 is minimized until such time as the rotational frequency ofmotor 110 reached the desired frequency. Once the rotational frequency ofmotor 110 reaches the desired frequency, theeccentric mass 180 is displaced outwardly alongaxis 231 so as to increase the force applied by rotation thereof aboutaxis 182. - The functionality of
FIGS. 6A and 6B preferably takes place intermittently at predetermined intervals, typically 10 minutes. Alternatively the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and other flying conditions of the aircraft. Additionally or alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of theice 106 present on theleading edge 104. - The operation of
motors 110 preferably takes place upon each actuation for a predetermined number of revolutions, typically 100 revolutions. Furthermore, oncemotors 110 are deactuated, theeccentric mass 180 is immediately displaced alongaxis 231 so as to be close toaxis 182 so as to immediately minimize the force applied by rotation thereof asmotors 110 decelerate to rest. - Reference is now made to
FIG. 8 , which is a simplified flow chart illustrating control functionality employed in the deicing system ofFIGS. 1-4D particularly usingacceleration sensors 310 and/orstrain gages 320. As seen inFIG. 8 , a control signal is preferably supplied bycontroller 330 tomotors 110, causing themotors 110 to rotate at 60 revolutions/second.Acceleration sensors 310 measure acceleration of the leading edge in a direction perpendicular thereto and/orstrain gages 320 measure the strain of theleading edge 390 in the plane illustrated in sections A-A inFIGS. 3A-3D and provide corresponding output indications tocontroller 330.Controller 330 calculates ratio of the applied radial eccentric force to the displacement of theleading edge 390 and any ice formed thereon, which represents the stiffness of theleading edge 390 ofwing 102 adjacent whichacceleration sensors 310 and/orstrain gages 320 are is located together with anyice 106 formed thereon. This provides an indication of the presence and thickness ofice 106 on theleading edge 104. - Additionally, based on prior calibration, the
controller 330 makes a determination as to whether theice 106 present on theleading edge 104 has at least a predetermined minimum thickness, typically 2 mm. If so,controller 220, as described hereinabove with reference toFIG. 5 , then indicates a desired vibration amplitude that should be applied to theleading edge 104 to remove theice 106. - The functionality of
FIG. 8 preferably takes place intermittently at predetermined intervals, typically 1-10 minutes. Alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the altitude and flying conditions of the aircraft. Additionally or alternatively, the cycle of operation described hereinabove is repeated intermittently at intervals which depend on the thickness of theice 106 present on theleading edge 104. - Reference is now made to
FIG. 9 , which is a simplified illustration of an aircraft including a deicing system constructed and operative in accordance with another preferred embodiment of the present invention and toFIG. 10 , which is a simplified exploded view illustration of part of another preferred embodiment of a deicing system suitable for use in the aircraft ofFIG. 9 . - As seen in
FIG. 9 , there is provided anaircraft 500 equipped with a deicing system constructed and operative in accordance with a preferred embodiment of the present invention. The deicing system is preferably located within thewings 502 of the aircraft adjacent the leadingedges 504 of thewings 502. The deicing system may alternatively or additionally be located within the tail or stabilizers of the aircraft. - It is a particular feature of the present invention that the deicing system includes at least one motor operative to drive at least one eccentric mass in rotational motion and at least one displacer coupled to at least one location on at least one aircraft surface, preferably the
leading edge 504 of awing 502, and coupled to the at least one eccentric mass such that forces produced by the rotational motion of the eccentric mass are applied to the at least one displacer, causing the at least one displacer to displace the at least one aircraft surface in a plurality of directions at each of the at least one location, thereby causing disengagement ofice 506 from the at least one aircraft surface. - In the illustrated embodiment, a
motor 510, preferably an electric motor and alternatively a fluid driven motor, such as a pneumatic motor, is disposed interiorly of eachwing 502 adjacent theleading edge 504 thereof and preferably alongside theaircraft fuselage 512. Adrive shaft 514 couples eachmotor 510, such as a model A30-16M motor, commercially available from Hacker Brushless, 2122 West 5th Place, Tempe, Ariz. 85281, USA, to acorresponding displacer assembly 516. It is appreciated thatmultiple motors 510 andmultiple drive shafts 514 are preferably each coupled to acorresponding displacer assembly 516 at various locations within each wing. - Turning now particularly to
FIG. 10 , it is seen that eachdrive shaft 514 includes a flattenedportion 522 generally central thereof. - A pair of
ball bearings drive shaft 514 on respective opposite sides of flattenedportion 522. A leadingedge attachment element 560 is mounted ontodrive shaft portion 514 viaball bearings bearing receiving apertures respective arms respective lock washers wave spring washers - Leading
edge attachment element 560 includes a leadingedge attachment portion 570, preferably integrally formed with radially extending pairs ofarms planar portion 571 and having a curved interior leadingedge attachment surface 572 which is fixedly adhered, as by an adhesive, such as product no. 4132 Structural Adhesive Kit, commercially available from 3M, St. Paul, Minn. 55144, USA, to a correspondingly curved interior surface of leadingedge 504 ofwing 502. - An
eccentric drive mass 580 is preferably fixedly mounted to driveshaft 514 for rotation together therewith about anaxis 582. Theeccentric drive mass 580 is preferably fixedly mounted to driveshaft 514 at flattenedportion 522 by means of a pair of suitably configuredbracket elements recesses drive shaft 514 at flattenedportion 522. Respective ends 592 and 594 ofbracket elements suitable socket 596 ofeccentric drive mass 580 by means of a retainingpin 598. - Preferably
bracket elements screws 600 andcorresponding nuts 602,washers 604 and lockwashers 606. - An
acceleration sensor 610, such as a model NMA 1213D commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, is preferably mounted on at least onedisplacer assembly 516 on each wing of the aircraft in order to serve as an ice thickness sensor, as is described hereinbelow. Avariable speed motor 612, having a mass 614 eccentrically mounted on anoutput shaft 616 thereof, is mounted on thesame displacer assembly 516. Alternatively, the functionality ofmotor 612 may be provided bymotor 510, when operated at a relatively low frequency, typically 20 Hz. - A
deicer controller 620 preferably receives inputs fromacceleration sensors 610 associated withvarious displacer assemblies 516 and provides control inputs tomotors 510. The control logic preferably employed bydeicer controller 620 is described hereinabove with reference toFIG. 5 andFIG. 8 as described hereinabove. - According to an alternative embodiment of the present invention, an example of which is illustrated in an
enlargement 630 inFIG. 10 , some or all ofmass 580 may be selectably displaced along anaxis 631, generally perpendicular toaxis 582, such that the effective distance of the mass 580 fromaxis 582 may be varied. This provides an additional degree of freedom in controlling the operation of the deicing system of the present invention. In the illustrated embodiment shown inenlargement 630, apart 632 ofmass 580 is mounted on ascrew drive 634, which may be driven by amotor 636 to adjust the positioning ofpart 632 ofmass 580 alongaxis 631. - Preferably
additional acceleration sensors 710, such as model NMA 1213D acceleration sensors commercially available from Freescale Semiconductors Inc., 6501 William Cannon Drive West, Austin, Tex. 78735, USA, are preferably mounted onportions 571 of at least onedisplacer assembly 516 on each wing of the aircraft in order to serve as ice presence sensors, as is described hereinbelow.Acceleration sensors 710 are preferably arranged to lie perpendicular to the surface of leadingedge 504. - Additionally or alternatively to
acceleration sensors 710,strain gages 720, preferably strain gage 062AP commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA, may be mounted onto the curved interior surface of leadingedge 504 ofwing 502 on either side of curved interior leadingedge attachment surface 572. Attachment of thestrain gages 720 to the curved interior surface of leadingedge 504 preferably employs an adhesive, such as M-Bond 200 Adhesive commercially available from Vishay Intertechnology Inc., 63 Lancaster Ave., Malvern Pa. 19355, USA. - A
deicer controller 730 preferably receives inputs fromacceleration sensors 710 associated with thevarious displacer assemblies 516 andstrain gages 720 and provides on-off control inputs tomotors 510. The control logic preferably employed bydeicer controller 730 is described hereinabove with reference toFIG. 8 . - It is appreciated that
controllers FIGS. 11A , 11B, 11C and 11D, which illustrate four typical stages in a rotation cycle which drives a displacer coupled to an aircraft surface in a deicing system of the type shown inFIGS. 9 and 10 , and toFIGS. 4A , 4B, 4C and 4D, which illustrate, in exaggerated form, deformation of an aircraft surface responsive to operation of the deicing system ofFIGS. 9 and 10 at stages corresponding to those shown inFIGS. 11A , 11B, 11C and 11D respectively. - As seen in
FIG. 11A , aneccentric drive mass 780 ofdisplacer assembly 782 is located along anaxis 784 which passes through axis 582 (FIG. 10 ) and extends generally perpendicular to the plane defined by the tangent 786 to thecurved surface 788 of aleading edge 790 to which curved interior leadingedge attachment surface 792 ofdisplacer assembly 782 is attached. Inasmuch asmass 780 lies beyondaxis 582 with respect tosurface 788, thedisplacer assembly 782 is applying a pull force to theleading edge 790 alongaxis 784. - As also seen in
FIG. 11A ,eccentric drive mass 800 ofdisplacer assembly 802 is located along anaxis 804 which passes through axis 582 (FIG. 10 ) and extends generally parallel to the plane defined by the tangent 806 to thecurved surface 808 of leadingedge 790 to which curved interior leadingedge attachment surface 812 ofdisplacer assembly 802 is attached. Inasmuch asmass 800 lies along an axis which is not perpendicular to surface 808, thedisplacer assembly 802 is applying a bending force to theleading edge 790. -
FIG. 4A shows, in an exaggerated manner, the deformation of theleading edge 790 corresponding to the operational state illustrated inFIG. 11A . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 11B ,eccentric masses FIG. 11A . As seen inFIG. 11B ,eccentric drive mass 780 ofdisplacer assembly 782 is not located alongaxis 784. Inasmuch asmass 780 lies along an axis which is not perpendicular to surface 788, thedisplacer assembly 782 is applying a bending force to theleading edge 790. As also seen inFIG. 11B ,eccentric drive mass 800 ofdisplacer assembly 802 is not located along anaxis 804 but is nearly perpendicular toaxis 804. Inasmuch asmass 800 lies betweenaxis 582 andsurface 806, thedisplacer assembly 802 is applying a push force to theleading edge 790. -
FIG. 4B shows, in an exaggerated manner the deformation of theleading edge 790 corresponding to the operational state illustrated inFIG. 11B . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 11C ,eccentric masses FIG. 11A . As seen inFIG. 11C ,eccentric drive mass 780 ofdisplacer assembly 782 is located alongaxis 784 which passes through axis 582 (FIG. 10 ) and extends generally perpendicular to the plane defined by tangent 786 tocurved surface 788. Inasmuch asmass 780 lies betweenaxis 582 andsurface 788, thedisplacer assembly 782 is applying a push force to theleading edge 790 alongaxis 784. - As also seen in
FIG. 11C ,eccentric drive mass 800 ofdisplacer assembly 802 is located alongaxis 804 which passes through axis 582 (FIG. 10 ) and extends generally parallel to the plane defined by tangent 806 tocurved surface 808. Inasmuch asmass 800 lies along an axis which is not perpendicular to surface 808, thedisplacer assembly 802 is applying a bending force to theleading edge 790. -
FIG. 4C shows, in an exaggerated manner the deformation of theleading edge 790 corresponding to the operational state illustrated inFIG. 11C . The extent of exaggeration is estimated to be a factor of 40. - In
FIG. 11D ,eccentric masses FIG. 11A . As seen inFIG. 11D ,eccentric drive mass 780 ofdisplacer assembly 782 is not located alongaxis 784. Inasmuch asmass 780 lies along an axis which is not perpendicular to surface 788, thedisplacer assembly 782 is applying a bending force to theleading edge 790. - As also seen in
FIG. 11D ,eccentric drive mass 800 ofdisplacer assembly 802 is not located along anaxis 804 but is nearly perpendicular toaxis 804. Inasmuch asmass 800 lies beyondaxis 582 with respect tosurface 806, thedisplacer assembly 802 is applying a pull force to theleading edge 790. -
FIG. 4D shows, in an exaggerated manner the deformation of theleading edge 790 corresponding to the operational state illustrated inFIG. 11D . The extent of exaggeration is estimated to be a factor of 40. - It is appreciated that
axis 582 may be oriented at any suitable orientation with respect to an aircraft surface to be deiced and need not be generally parallel thereto as illustrated in the examples. - Reference is now made to
FIGS. 12A , 12B, 12C and 12D, which are simplified illustrations, in exaggerated form, of deformation of an aircraft surface responsive to synchronized operation of multiple separate motor driven displacers of the type illustrated in the deicing system ofFIGS. 9-11D in accordance with another preferred embodiment of the present invention. - As seen in
FIGS. 12A-12D , multiple motor driven displacers driven by multiple motors may be operated in a predetermined sequence, typically at synchronized time intervals, to provide deformation of an aircraft surface and disengagement of ice from the aircraft surface. In the illustrated embodiment seen inFIGS. 12A-12D , the predetermined sequence produces displacement of the aircraft surface which proceeds therealong in a wavelike progression. It is appreciated that the operation of the multiple motors may be controlled by a centralized controller to provide the predetermined sequence. Additionally or alternatively, each of the multiple motors may have an associated controller, where the multiple controllers are in communication with one another or in communication with a centralized controller. - It will be appreciated by persons skilled in the art that the present invention is not limited by what has been particularly shown and described hereinabove. Rather the present invention includes both combinations and subcombinations of various features described herein and improvements and variations which would occur to persons skilled in the art upon reading the foregoing description and which are not in the prior art.
Claims (20)
1. An aircraft deicing system comprising:
at least one motor operative to drive at least one eccentric mass in rotational motion; and
at least one displacer coupled to at least one location on at least one aircraft surface and coupled to said at least one eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said at least one displacer, causing said at least one displacer to displace said at least one aircraft surface in a plurality of directions at each of said at least one location, thereby causing disengagement of ice from said at least one aircraft surface.
2. An aircraft deicing system according to claim 1 and wherein said at least one displacer is operative in a cyclic manner, wherein in each cycle said at least one displacer is operative to displace said at least one aircraft surface in a plurality of directions at each of said at least one location.
3. An aircraft deicing system according to claim 1 and also comprising:
at least one ice thickness sensor for sensing an ice thickness responsive characteristic of said at least one aircraft surface; and
at least one controller responsive to an output of said at least one ice thickness sensor indicating said ice thickness responsive characteristic of said at least one aircraft surface for governing the operation of said at least one motor.
4. An aircraft deicing system according to claim 1 and wherein said at least one motor drives said at least one eccentric mass in rotational motion about a first axis and at least a portion of at least one of said at least one eccentric mass is selectably displaceable along a second axis generally perpendicular to said first axis.
5. An aircraft deicing system according to claim 1 and wherein
said at least one motor comprises a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion; and
said at least one displacer comprises a plurality of displacers, each of which is coupled to a location on said aircraft surface and coupled to said eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said displacer, causing said displacer to displace said aircraft surface in a plurality of directions at said location.
6. An aircraft deicing system according to claim 5 and wherein each of said plurality of motors and said eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of said plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from said at least one aircraft surface.
7. An aircraft deicing system according to claim 6 and wherein said predetermined sequence produces displacement of said aircraft surface which proceeds therealong in a wavelike progression.
8. An aircraft deicing system according to claim 1 and wherein said at least one aircraft surface comprises a leading edge of a wing.
9. An aircraft comprising:
an airframe including at least one aircraft surface;
at least one motor operative to drive at least one eccentric mass in rotational motion; and
at least one displacer coupled to at least one location on at least one aircraft surface and coupled to said at least one eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said at least one displacer, causing said at least one displacer to displace said at least one aircraft surface in a plurality of directions at each of said at least one location, thereby causing disengagement of ice from said at least one aircraft surface.
10. An aircraft according to claim 9 and wherein said at least one displacer is operative in a cyclic manner, wherein in each cycle said at least one displacer is operative to displace said at least one aircraft surface in a plurality of directions at each of said at least one location.
11. An aircraft according to claim 9 and also comprising:
at least one ice thickness sensor for sensing an ice thickness responsive characteristic of said at least one aircraft surface; and
at least one controller responsive to an output of said at least one ice thickness sensor indicating said ice thickness responsive characteristic of said at least one aircraft surface for governing the operation of said at least one motor.
12. An aircraft according to claim 9 and wherein said at least one motor drives said at least one eccentric mass in rotational motion about a first axis and at least a portion of at least one of said at least one eccentric mass is selectably displaceable along a second axis generally perpendicular to said first axis.
13. An aircraft according to claim 9 and wherein
said at least one motor comprises a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion; and
said at least one displacer comprises a plurality of displacers, each of which is coupled to a location on said aircraft surface and coupled to said eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said displacer, causing said displacer to displace said aircraft surface in a plurality of directions at said location.
14. An aircraft according to claim 13 and wherein each of said plurality of motors and said eccentric mass and displacer associated therewith is operated in a predetermined sequence with respect to others of said plurality of motors, eccentric masses and displacers associated therewith, thereby causing disengagement of ice from said at least one aircraft surface.
15. An aircraft according to claim 14 and wherein said predetermined sequence produces displacement of said aircraft surface which proceeds therealong in a wavelike progression.
16. An aircraft according to claim 9 and wherein said at least one aircraft surface comprises a leading edge of a wing.
17. An aircraft deicing system comprising:
at least one ice thickness sensor for sensing an ice thickness responsive characteristic of at least one aircraft surface;
at least one selectably controllable ice disengager operative to cause ice to disengage from said at least one aircraft surface; and
at least one controller responsive to an output of said ice thickness sensor indicating said ice thickness responsive characteristic of said at least one aircraft surface for varying at least frequency of said selectably controllable ice disengager.
18. An aircraft deicing system according to claim 17 and also wherein said at least one selectably controllable ice disengager comprises:
at least one motor operative to drive at least one eccentric mass in rotational motion; and
at least one displacer coupled to at least one location on at least one aircraft surface and coupled to said at least one eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said at least one displacer, causing said at least one displacer to displace said at least one aircraft surface in a plurality of directions at each of said at least one location, thereby causing disengagement of ice from said at least one aircraft surface.
19. An aircraft deicing system according to claim 18 and wherein said at least one displacer is operative in a cyclic manner, wherein in each cycle said at least one displacer is operative to displace said at least one aircraft surface in a plurality of directions at each of said at least one location.
20. An aircraft deicing system according to claim 18 and wherein
said at least one motor comprises a plurality of motors, each of which is operative to drive an eccentric mass in rotational motion; and
said at least one displacer comprises a plurality of displacers, each of which is coupled to a location on said aircraft surface and coupled to said eccentric mass such that forces produced by said rotational motion of said eccentric mass are applied to said displacer, causing said displacer to displace said aircraft surface in a plurality of directions at said location.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US13/947,684 US20130299638A1 (en) | 2007-08-08 | 2013-07-22 | Mechanical vibration deicing system |
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
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ILIL185134 | 2007-08-08 | ||
IL185134A IL185134A (en) | 2007-08-08 | 2007-08-08 | Mechanical vibration deicing system |
PCT/IL2008/001086 WO2009019696A2 (en) | 2007-08-08 | 2008-08-07 | Mechanical vibration deicing system |
US67245911A | 2011-05-17 | 2011-05-17 | |
US13/947,684 US20130299638A1 (en) | 2007-08-08 | 2013-07-22 | Mechanical vibration deicing system |
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PCT/IL2008/001086 Continuation WO2009019696A2 (en) | 2007-08-08 | 2008-08-07 | Mechanical vibration deicing system |
US67245911A Continuation | 2007-08-08 | 2011-05-17 |
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US20130299638A1 true US20130299638A1 (en) | 2013-11-14 |
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US13/947,684 Abandoned US20130299638A1 (en) | 2007-08-08 | 2013-07-22 | Mechanical vibration deicing system |
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US12/672,459 Active 2029-05-29 US8517313B2 (en) | 2007-08-08 | 2008-08-07 | Mechanical vibration deicing system |
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US (2) | US8517313B2 (en) |
IL (1) | IL185134A (en) |
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US20140263838A1 (en) * | 2013-03-15 | 2014-09-18 | Amir Snir | Methods and system for deicing a surface |
US9737916B2 (en) | 2015-08-24 | 2017-08-22 | Lockheed Martin Corporation | Dynamic resonance system and method for the anti-icing and de-icing of inlet grids |
WO2021096138A1 (en) * | 2019-11-15 | 2021-05-20 | 주식회사 에그 (Egg) | Freezing detection device |
US11794908B2 (en) | 2019-08-30 | 2023-10-24 | Airbus Operations Gmbh | Flow body for an aircraft having an integrated de-icing system |
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US9327839B2 (en) * | 2011-08-05 | 2016-05-03 | General Atomics | Method and apparatus for inhibiting formation of and/or removing ice from aircraft components |
US9067685B2 (en) * | 2012-04-18 | 2015-06-30 | Zodiac Aerotechnics | De-icing systems and methods |
FR2998921A1 (en) * | 2012-12-03 | 2014-06-06 | Safran | Propulsion system for propelling e.g. propeller's blade, of e.g. turbojet engine, in aeronautical field, has element partially covered with ice phobic coating, and vibration generation unit provided within center of element and/or coating |
US9512662B1 (en) * | 2015-05-15 | 2016-12-06 | Ford Global Technologies, Llc | Ice breaking strategy for vehicle side windows |
US9932076B2 (en) | 2015-11-05 | 2018-04-03 | Kim Conover | Track cleaning system |
US10766624B2 (en) * | 2016-01-20 | 2020-09-08 | Honeywell International Inc. | Algorithm for efficiently breaking a material |
US10273012B2 (en) * | 2016-09-08 | 2019-04-30 | Ge Aviation Systems Llc | Deicing module for an aircraft and method for deicing |
US10308224B2 (en) * | 2017-06-02 | 2019-06-04 | Ford Global Technologies, Llc | Device to break ice accumulation around convertible windows by using vibrations |
US10752367B2 (en) * | 2018-05-02 | 2020-08-25 | Bell Helicopter Textron Inc. | Scavenged-power ice-management system and method for an aircraft |
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Also Published As
Publication number | Publication date |
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US20110210207A1 (en) | 2011-09-01 |
IL185134A (en) | 2013-10-31 |
IL185134A0 (en) | 2008-01-06 |
WO2009019696A3 (en) | 2010-03-04 |
US8517313B2 (en) | 2013-08-27 |
WO2009019696A2 (en) | 2009-02-12 |
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