Heat and Mass Transfer in the Case of Anti-Icing System Simulation

Morency, François; Tezok, F.; Paraschivoiu, Ion

doi:10.2514/2.2613

Cited by 42 publications

(26 citation statements)

References 11 publications

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“…differences of the ice shapes obtained by the two methods were small, except when ΔT=1 K. Near the ends of the icing area, the ice thicknesses were relatively large with a high ice accretion rate, which was also found by Morency [33]. As shown in Figure 11, the temperature differences in the transverse direction were quite large near the ends of the icing area, so that extra heat flow was taken away to the downstream region by the heat conduction of the solid skin, and more water froze there to form peaks.…”

Section: Results Of Case 22bsupporting

confidence: 74%

Study on Loose-Coupling Methods for Aircraft Thermal Anti-Icing System

et al. 2020

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To simulate aircraft thermal anti-icing systems and solve the conjugate heat transfer of air-droplet flow and solid skin, the heat and mass transfer model of the runback water on the anti-icing surface was combined with the heat conduction equation of the skin by loosely coupled methods. According to the boundary conditions used for the runback water conservation equations, two loose-coupling methods for the heat exchange between the runback water and the solid skin were developed based on surface heat flow and surface temperature, respectively. The anti-icing and ice accretion results of a NACA 0012 electro-thermal anti-icing system were obtained by the two loose-coupling methods. The heat flow-based method directly solves the thermodynamic model of the runback water without any extra assumptions, but the convergence rate is relatively slow. On the other hand, the temperature-based method achieves higher calculation speed, but the freezing point is extended to an artificial temperature range between water and ice phases. When the value of the artificial temperature range is small, the results obtained by the temperature-based method are consistent with those of the heat flow-based method, indicating that the effect of freezing point extension can be ignored for thermal anti-icing simulation. Furthermore, the solutions of the two methods are in acceptable and comparable agreement with the experimental and simulative results in the literature, confirming their feasibility and effectiveness. In addition, it is found that the ice thicknesses and ice shapes rise obviously near the runback water limits as a result of the transverse heat conduction of the solid skin.

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Section: Results Of Case 22bsupporting

confidence: 74%

Study on Loose-Coupling Methods for Aircraft Thermal Anti-Icing System

et al. 2020

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“…The initial freezing rate in both upper and lower surfaces was approximately 0:4 g=s m. Figure 11 shows the present model predictions, the experimental data, and the numerical results of ANTICE [16] solid surface temperature distribution for case 67A. The same predictions, experimental data, and CANICE A results [19] are presented in Fig. 12.…”

Section: Simulation Resultsmentioning

confidence: 62%

“…The second source of uncertainty affects the evaluation of deviation between numerical results and experimental data at locations with strong streamwise solid surface temperature gradients (dT wall =ds) such as the end of the liquid water film. Figure 9 shows the comparison between the present code predictions, Al-Khalil et al [16] experimental data, and CANICE A and CANICE B numerical results [19] for the airfoil solid surface temperatures of case 22A. In Fig.…”

Section: Simulation Resultsmentioning

confidence: 84%

Numerical Simulation of Airfoil Thermal Anti-ice Operation, Part 2:Implementation and Results

Silva

Silvares

Zerbini

2007

Journal of Aircraft

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“…Morency et al [24] implemented a numerical code for anti-ice simulation and validated its results with experimental data from Al-Khalil et al [21]. The authors published results of two versions of the main code: 1) CANICE A, which uses an experimental overall heat transfer coefficient; and 2) CANICE B, which uses an estimated by momentum and heat transfer analogy [11], a transition position arbitrarily imposed or estimated by Michel's classic correlation [25], and for fully the turbulent boundary layer, uses the turbulent expression developed by Ambrok [26].…”

Section: Previous Workmentioning

confidence: 99%

Numerical Simulation of Airfoil Thermal Anti-ice Operation, Part 1: Mathematical Modelling

Silva

Silvares

Zerbini

2007

Journal of Aircraft

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A mathematical model was developed to both describe an airfoil electrothermal anti-ice system operation and enable prediction of its main parameters. A reference case was chosen to define the mathematical model and support the results validation. The first law of thermodynamics is applied to airfoil solid surface and runback water flow. In addition, liquid water is subjected to mass and momentum conservation principles. The overall heat transfer coefficient, between gaseous flow and airfoil, is very sensitive to solid surface temperature gradients and runback water evaporation, requiring an adequate solution of the thermal boundary layer. Therefore, the mathematical model included dynamic and thermal boundary layer equations in integral form, which considers variable properties, pressure, and temperature gradients on the surface, coupled heat and mass transfer effects, and laminar to turbulent transition region modeling.

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Heat and Mass Transfer in the Case of Anti-Icing System Simulation

Cited by 42 publications

References 11 publications

Study on Loose-Coupling Methods for Aircraft Thermal Anti-Icing System

Study on Loose-Coupling Methods for Aircraft Thermal Anti-Icing System

Numerical Simulation of Airfoil Thermal Anti-ice Operation, Part 2:Implementation and Results

Numerical Simulation of Airfoil Thermal Anti-ice Operation, Part 1: Mathematical Modelling

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