Unsteady simulation of aircraft electro-thermal deicing process with temperature-based method

Shen, Xiaobin; Wang, Huanfa; Lin, Guiping; Bu, Xueqin; Wen, Dongsheng

doi:10.1177/0954410019866066

Cited by 19 publications

(10 citation statements)

References 23 publications

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“…External air convective heat transfer is the only heat dissipating term when there is no water in the CV, and the heat flow can be calculated by the convective heat transfer coefficient h s and the temperature difference between skin surface and air [29]:…”

Section: Heat and Mass Transfer Modelmentioning

confidence: 99%

“…LEWICE [16] assumes that water solidification occurs over a small artificial temperature range instead of at the freezing point, and then defines a freezing coefficient related with the temperature range between water and ice phases to calculate the heat load. Using the temperature-based method with this assumption, Domingos [28] simulated a hot-air anti-icing system, and Shen [29] calculated the temperature variations of an electro-thermal de-icing system. However, the influence of the freezing point extension on thermal anti-icing simulations has not been analyzed, and the value of the artificial temperature range has not been given in those articles, either.…”

Section: Introductionmentioning

confidence: 99%

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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: Heat and Mass Transfer Modelmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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

et al. 2020

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“…DFW Airport wanted to customize their aircraft-pad assignments under the current conditions of the system (i.e., state of the system), so our discrete-event simulation model employs a state transition model that enables the airport to directly control this assignment. An alternative to applying ADFs is the electro-thermal deicing process, 16 which does not contribute glycol to airport waterways. Other deicing-related literature includes managing delays or disruptions due to deicing activities, 17 the structural impact of ADF on the aircraft and the airport environment, 18 and various analyses of the impact of airport operations, like deicing on the natural waters.…”

Section: Introductionmentioning

confidence: 99%

A discrete-event simulation tool for airport deicing activities: Dallas-Fort Worth International Airport

et al. 2022

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Aircraft deicing/anti-icing fluids (ADFs) are applied to remove and prevent icing on aircraft during taxi and takeoff. The Dallas-Fort Worth (DFW) International Airport uses deicing pads for deicing activities that collect and contain the spent deicing fluids for proper treatment or disposal. Local waterways receive ADF as “drip and shear” during the aircraft taxi on the runway and then takeoff. The glycol-based ADF serves as a nutrient for bacteria that grow exponentially, deplete dissolved oxygen (DO) from receiving waterways, and subsequently kill aquatic life. In this paper, we present a data-driven discrete-event simulation modeling process developed in collaboration with DFW Airport to assess aircraft assignment strategies to deicing pad locations by monitoring impact on DO. Our process consists of the following phases: (1) Data Collection, (2) Probability Distribution Modeling, and (3) State Transition Modeling. Both Phases (2) and (3) utilized data mining approaches, including treed regression and variable selection via false discovery rate. Detailed implementation of these phases is described for the DFW Airport case study, and the DFW Airport deicing activities simulation tool framework is presented. The actual data and simulation results were compared in terms of the DO levels in airport receiving waterways to verify the model validity after implementing the proposed model for DFW. Thus, the proposed model can be implemented by airports to control and minimize the adverse environmental effects resulting from deicing activities by optimizing the aircraft assignment to the pad locations.

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“…It might also affect the engine performance and even cause the engine surge. In addition, ice accretion on windshields and sensors would affect the view and judgement of the pilots 3 . Therefore, flight accidents caused by ice accretion often occur, making up about 9 percent of all flight accidents according to the statistics from NASA 4 .…”

Section: Introductionmentioning

confidence: 99%

“…In addition, ice accretion on windshields and sensors would affect the view and judgement of the pilots. 3 Therefore, flight accidents caused by ice accretion often occur, making up about 9 percent of all flight accidents according to the statistics from NASA 4 . In view of the serious threats that ice accretion would impose on flight safety, it is an urgent need to analyze the icing mechanism and consider the characteristics and factors of aircraft ice accretion comprehensively.…”

Section: Introductionmentioning

confidence: 99%

Effects of skin heat conduction on aircraft icing process

Shen

Zeng

Lin

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part G:

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During the aircraft icing process caused by super-cooled droplet impingement, the surface temperature and heat flux distributions of the skin would vary due to the solid substrate heat conduction. An unsteady thermodynamic model of the phase transition was established with a time-implicit solution algorithm, in which the solid heat conduction and the water freezing were analyzed simultaneously. The icing process on a rectangular skin segment was numerically simulated, and the variations of skin temperature distribution, thicknesses of ice layer and water film were obtained. Results show that the presented model could predict the icing process more accurately, and is not sensitive to the selection of time step. The latent heat released by water freezing affects the skin temperature, which in turn changes the icing characteristics. The skin temperature distribution would be affected notably by the boundary condition of the inner skin surface, the lateral heat conduction and thermal property of the skin. It was found that the ice accretion rate of the case that the inner surface boundary is in natural convection at ambient temperature is much smaller than that with constant ambient temperature there; due to the skin lateral heat conduction, the outer skin surface temperature increases first and then decreases with uneven distribution, leading to an unsteady ice accretion rate and uneven ice thickness distribution; a smaller heat conductivity would lead to a more uneven temperature distribution and a lower ice accretion rate in most regions, but the maximum ice thickness could be larger than that of higher heat conductivity skin. Therefore, in order to predict the aircraft icing phenomenon more accurately, it is necessary to consider the solid heat conduction and the boundary conditions of the skin substrate, instead of applying a simple boundary condition of adiabatic or a fixed temperature for the outer skin surface.

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Unsteady simulation of aircraft electro-thermal deicing process with temperature-based method

Cited by 19 publications

References 23 publications

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

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

A discrete-event simulation tool for airport deicing activities: Dallas-Fort Worth International Airport

Effects of skin heat conduction on aircraft icing process

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