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China Instrument Network Instrument R&D Recently, an ultrasonic ice accretion sensor has been approved by the National Research Council of Canada (NRC) for transfer to industrial applications. The sensor is mainly used to solve the problem of aircraft altitude ice detection.
According to reports, Canada’s special climate and reliance on aviation have made this country the center of icing research. Its latest achievements are the development of two kinds of ice particle detection technologies, and are recognized by the National Research Council of Canada (NRC) for transference. Industrial applications.
One is an ultrasonic ice accretion sensor that can cope with the recent accumulation of high altitude ice particles that rapidly accumulate ice in the engine and may cause threats such as thrust loss or even flameout. This sensor does not need to be placed in the monitored environment, avoiding the risk of damage. Another type of ice probe can be installed flush on the surface of an aircraft or an engine. When the aircraft is flying in an over-ice ice environment, ice particles are detected by measuring the electrical characteristics of the surrounding atmosphere. According to the NRC, both sensors have reached the level of technological maturity level 6, and can be transferred to industrial applications.
Aircraft icing caused by liquid water in the clouds has plagued aviation for decades, and recent research has focused on the dangers of ice crystals in clouds that aviation weather radars cannot detect. Highly-agglomerated ice crystals can affect engine work and block Pitot tube (piston tube). The NRC said that there is currently no reliable sensor capable of providing early warning of ice accretion, and ultrasonic devices can compensate for this lack. The sensor is mounted in a non-destructive chip format, featuring small size, light weight, and low power consumption. The ultrasonic form can be used as a speaker and a microphone at the same time. The sound waves can be transmitted through the surface of the structure or the wall surface, and can be reflected back by the accumulated ice to reflect the ice accretion data on the other side.
NRC stated that this ultrasonic device is different from other types of sensors and does not need to be installed in the monitored environment. It can be used on any non-exposed surface of engine or aircraft components, eliminating the risk of sensor damage due to ice, disassembly or penetration of the engine. Dan Fuleki, Project Manager for the Icing Group, said: "Knowing that those locations on the engine are prone to freezing can narrow the monitoring range so that when the sensor is installed in the appropriate location on the other side wall of the airflow path, it can be detected whether ice accumulates."
In November 2015, under the icing research collaboration agreement between NRC and NASA, ultrasonic sensors were tested with the assistance of Honeywell and the Ice Crystal Enterprise Alliance to reduce a test engine to idle conditions with icing conditions. . The sensor was tested at a height of 10,000 meters that simulates a true icing environment. A total of 12 sensors were installed at multiple engine locations of interest, and the tests were conducted at the NASA Green Research Center's Propulsion Systems Laboratory. Fuleki said: "The preliminary results are very worthy of recognition. We can detect the accumulation of ice particles in a real engine ice environment, and the sensor has enough sensitivity to distinguish the degree of accumulation, which can effectively measure the accumulation strength." Single ultrasonic sensor It is sufficient to detect whether there is ice, but because of its small size, weight, and power consumption, NRC believes that an array of multiple detectors can be installed like an engine in a high altitude simulation experiment, thus providing ice coverage. detailed data.
Another ice particle detector also completed R&D and testing in the EU's high altitude ice crystal project led by Airbus. The probe is one of the two types of detectors that can be selected for flight testing from six candidate ice detection technologies. It can be installed flush with the surface, featuring small size and light weight, unit power consumption and resistance. It's very low. The probe has been subjected to more than 750 hours of simulated ice-crystal height wind tunnel testing and completed four rounds of more than 140 hours of flight testing on the NRC and Airbus aircraft. NRC stated that the performance of this probe has been confirmed in the presence of natural ice crystals and liquid water. Geographical coverage includes the mid-latitudes of Ottawa and the vicinity of the equator, with a height of more than 12,000 meters.
This probe performs the detection function by measuring the charge carried by particles, ice, and liquid water in air at different heights. Fuleki said: “The data obtained in the wind tunnel and flight tests are both excellent in quantity and quality. The performance of the probes left a deep impression on Airbus. They therefore requested to retain such probes on the A340 aircraft. The supercooled liquid water content was detected and measured in the next round of flight tests."
(Original Title: Canada Develops Two New Types of Sensors to Solve High-Speed ​​Ice Detection Problems in Aircraft)
One is an ultrasonic ice accretion sensor that can cope with the recent accumulation of high altitude ice particles that rapidly accumulate ice in the engine and may cause threats such as thrust loss or even flameout. This sensor does not need to be placed in the monitored environment, avoiding the risk of damage. Another type of ice probe can be installed flush on the surface of an aircraft or an engine. When the aircraft is flying in an over-ice ice environment, ice particles are detected by measuring the electrical characteristics of the surrounding atmosphere. According to the NRC, both sensors have reached the level of technological maturity level 6, and can be transferred to industrial applications.
Aircraft icing caused by liquid water in the clouds has plagued aviation for decades, and recent research has focused on the dangers of ice crystals in clouds that aviation weather radars cannot detect. Highly-agglomerated ice crystals can affect engine work and block Pitot tube (piston tube). The NRC said that there is currently no reliable sensor capable of providing early warning of ice accretion, and ultrasonic devices can compensate for this lack. The sensor is mounted in a non-destructive chip format, featuring small size, light weight, and low power consumption. The ultrasonic form can be used as a speaker and a microphone at the same time. The sound waves can be transmitted through the surface of the structure or the wall surface, and can be reflected back by the accumulated ice to reflect the ice accretion data on the other side.
NRC stated that this ultrasonic device is different from other types of sensors and does not need to be installed in the monitored environment. It can be used on any non-exposed surface of engine or aircraft components, eliminating the risk of sensor damage due to ice, disassembly or penetration of the engine. Dan Fuleki, Project Manager for the Icing Group, said: "Knowing that those locations on the engine are prone to freezing can narrow the monitoring range so that when the sensor is installed in the appropriate location on the other side wall of the airflow path, it can be detected whether ice accumulates."
In November 2015, under the icing research collaboration agreement between NRC and NASA, ultrasonic sensors were tested with the assistance of Honeywell and the Ice Crystal Enterprise Alliance to reduce a test engine to idle conditions with icing conditions. . The sensor was tested at a height of 10,000 meters that simulates a true icing environment. A total of 12 sensors were installed at multiple engine locations of interest, and the tests were conducted at the NASA Green Research Center's Propulsion Systems Laboratory. Fuleki said: "The preliminary results are very worthy of recognition. We can detect the accumulation of ice particles in a real engine ice environment, and the sensor has enough sensitivity to distinguish the degree of accumulation, which can effectively measure the accumulation strength." Single ultrasonic sensor It is sufficient to detect whether there is ice, but because of its small size, weight, and power consumption, NRC believes that an array of multiple detectors can be installed like an engine in a high altitude simulation experiment, thus providing ice coverage. detailed data.
Another ice particle detector also completed R&D and testing in the EU's high altitude ice crystal project led by Airbus. The probe is one of the two types of detectors that can be selected for flight testing from six candidate ice detection technologies. It can be installed flush with the surface, featuring small size and light weight, unit power consumption and resistance. It's very low. The probe has been subjected to more than 750 hours of simulated ice-crystal height wind tunnel testing and completed four rounds of more than 140 hours of flight testing on the NRC and Airbus aircraft. NRC stated that the performance of this probe has been confirmed in the presence of natural ice crystals and liquid water. Geographical coverage includes the mid-latitudes of Ottawa and the vicinity of the equator, with a height of more than 12,000 meters.
This probe performs the detection function by measuring the charge carried by particles, ice, and liquid water in air at different heights. Fuleki said: “The data obtained in the wind tunnel and flight tests are both excellent in quantity and quality. The performance of the probes left a deep impression on Airbus. They therefore requested to retain such probes on the A340 aircraft. The supercooled liquid water content was detected and measured in the next round of flight tests."
(Original Title: Canada Develops Two New Types of Sensors to Solve High-Speed ​​Ice Detection Problems in Aircraft)
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