CN112373696B - Aircraft anti-icing method and system - Google Patents
Aircraft anti-icing method and system Download PDFInfo
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- CN112373696B CN112373696B CN202011327831.1A CN202011327831A CN112373696B CN 112373696 B CN112373696 B CN 112373696B CN 202011327831 A CN202011327831 A CN 202011327831A CN 112373696 B CN112373696 B CN 112373696B
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- icing
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- temperature
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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
- B64D15/02—De-icing or preventing icing on exterior surfaces of aircraft by ducted hot gas or liquid
- B64D15/04—Hot gas application
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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
- B64D15/20—Means for detecting icing or initiating de-icing
- B64D15/22—Automatic initiation by icing detector
Abstract
The present disclosure relates to an aircraft anti-icing system and method. This aircraft anti-icing system includes: an anti-icing switch for activating anti-icing; an anti-icing duct for conveying bleed air for anti-icing; the anti-icing pressure sensor is used for measuring the actual air-entraining pressure value in the anti-icing pipeline; the anti-icing valve is used for being opened to different degrees so as to adjust the pressure of bleed air in the anti-icing pipeline; an aircraft anti-icing controller configured to: responding to the opening of the anti-icing switch, and determining a target value of bleed air pressure required by aircraft anti-icing; receiving an actual bleed air pressure value from the anti-icing pressure sensor; and adjusting the opening degree of the anti-icing valve based on the difference value between the target bleed air pressure value and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the required target bleed air pressure value.
Description
Technical Field
The present disclosure relates to aircraft anti-icing methods and systems.
Background
Icing of an aircraft in flight (e.g., icing of wings, icing of propellers, etc.) will affect aircraft aerodynamics and flight safety. Anti-icing systems are therefore necessary systems for transport-type aircraft, in particular for preventing the wings, propellers, etc. of the aircraft from icing.
Currently, a wing hot gas anti-icing system of an aircraft generally adopts a wing anti-icing temperature sensor to control and/or monitor the anti-icing temperature. However, the temperature sensor has complicated electrical interface, heavy weight and low reliability, and needs more connecting wires.
The present disclosure improves upon, but is not limited to, the above-mentioned factors.
BRIEF SUMMARY OF THE PRESENT DISCLOSURE
The present disclosure relates to an aircraft anti-icing system and method, particularly adapted for anti-icing of the wings of an aircraft. According to the technical scheme, the air entraining pressure required by the anti-icing system is determined according to different states of the aircraft, and the air entraining quantity and the temperature required by the anti-icing system of the wing are ensured by controlling the switch of the anti-icing pressure valve to adjust the air entraining pressure so as to meet the anti-icing requirement. When the aircraft is on the ground, automatically controlling the anti-icing working time to avoid overheating; the anti-icing system is monitored for low temperature and overheating (i.e., over-temperature) while the aircraft is airborne using a temperature switch/gate. Therefore, the technical scheme of the anti-icing system can reduce the weight of anti-icing system equipment and the weight of aircraft cables, simplify the electrical interface and logic design of the control unit, and simultaneously reduce the cost of the system equipment and improve the reliability of the equipment.
According to a first aspect of the present disclosure, there is provided an aircraft anti-icing system comprising: an anti-icing switch for activating anti-icing; an anti-icing duct for conveying bleed air for anti-icing; the anti-icing pressure sensor is used for measuring the actual air-entraining pressure value in the anti-icing pipeline; the anti-icing valve is used for being opened to different degrees so as to adjust the pressure of bleed air in the anti-icing pipeline; an aircraft anti-icing controller configured to: responding to the opening of the anti-icing switch, and determining a target value of bleed air pressure required by aircraft anti-icing; receiving an actual bleed air pressure value from the anti-icing pressure sensor; and adjusting the opening degree of the anti-icing valve based on the difference value between the target bleed air pressure value and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the required target bleed air pressure value.
According to an embodiment, the aircraft anti-icing controller is further configured to: detecting whether the anti-icing switch is in an automatic state; under the condition that the anti-icing switch is in an automatic state, further detecting an icing signal; and turning on the anti-icing switch if the icing signal indicates that icing has occurred.
According to another embodiment, the aircraft anti-icing controller is further configured to: in the event that the icing signal indicates icing, determining whether an engine bleed air status of the aircraft allows for initiation of anti-icing; and turning on the anti-icing switch under the condition that the engine bleed air state allows starting the anti-icing.
According to yet another embodiment, the aircraft anti-icing controller is further configured to: further detecting whether the aircraft is airborne or on the ground, in case the engine bleed air state allows for starting anti-icing; and turning on the anti-icing switch when the aircraft is airborne.
According to yet another embodiment, the aircraft anti-icing controller is further configured to detect whether the aircraft is airborne or terrestrial based on the aircraft hub and/or aircraft speed and altitude.
According to yet another embodiment, the aircraft anti-icing system further comprises a temperature switch in the anti-icing duct, and the aircraft anti-icing controller is further configured to: detecting the state of the temperature switch; and issuing an alert notification to a pilot of the aircraft when the state of the temperature switch indicates that the bleed air temperature in the anti-icing duct is too low or too high.
According to a further embodiment, the temperature switches comprise a low temperature switch for indicating that the bleed air temperature is too low and an over temperature switch for indicating that the bleed air temperature is too high, and wherein the low temperature switch is open for indicating that the bleed air temperature in the anti-icing duct is too low when the bleed air temperature is below a first temperature threshold for a first duration; and when the bleed air temperature is higher than a second temperature threshold for a second duration, the over-temperature switch is turned off and is used for indicating that the bleed air temperature in the anti-icing duct is too high.
According to a further embodiment, the low temperature switch is closed when the bleed air temperature is above a third temperature threshold for a third duration, the third temperature threshold being above the first temperature threshold; and closing the over-temperature switch when the bleed air temperature is below a fourth temperature threshold for a fourth duration, wherein the fourth temperature threshold is below the second temperature threshold.
According to a further embodiment, the third temperature threshold is lower than the fourth temperature threshold, the first duration, the second duration, the third duration and the fourth duration being predetermined same or different durations.
According to yet another embodiment, the aircraft anti-icing controller is further configured to: calculating an anti-icing duration in the event that the aircraft is determined to be on the ground; and automatically closing the anti-icing shutter when the anti-icing duration exceeds a predetermined threshold.
According to yet another embodiment, the aircraft anti-icing controller is further configured to: detecting an altitude of the aircraft; and determining a bleed air pressure target value required for aircraft anti-icing based on the altitude of the aircraft.
According to a further embodiment the bleed air pressure target value is predetermined in an aircraft test and stored in a table, and wherein said determining comprises querying the table using the altitude of the aircraft as a query key.
According to a further embodiment, the aircraft anti-icing system is an aircraft wing anti-icing system.
According to a second aspect of the present disclosure, there is provided an aircraft anti-icing method comprising: determining a bleed air pressure target value required by aircraft anti-icing; measuring the actual air entraining pressure value in the anti-icing pipeline; and adjusting the opening degree of the anti-icing valve based on the difference value between the target value of the bleed air pressure and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the required target value of the bleed air pressure.
According to an embodiment, turning on the anti-icing switch comprises: detecting whether the anti-icing switch is in an automatic state; under the condition that the anti-icing switch is in an automatic state, further detecting an icing signal; and turning on the anti-icing switch if the icing signal indicates that icing has occurred.
According to another embodiment, the method further comprises: in the event that the icing signal indicates icing, determining whether an engine bleed air status of the aircraft allows for initiation of anti-icing; and turning on the anti-icing switch under the condition that the engine bleed air state allows starting the anti-icing.
According to a further embodiment, the method further comprises: further detecting whether the aircraft is airborne or on the ground, in case the engine bleed air state allows for starting anti-icing; and turning on the anti-icing switch when the aircraft is airborne.
According to a further embodiment, the method further comprises: whether the aircraft is airborne or ground is detected based on the aircraft hub and/or aircraft speed and altitude.
According to a further embodiment, the method further comprises: detecting a state of a temperature switch in the anti-icing duct; and issuing an alert notification to a pilot of the aircraft when the state of the temperature switch indicates that the bleed air temperature in the anti-icing duct is too low or too high.
According to a further embodiment, the temperature switches comprise a low temperature switch for indicating that the bleed air temperature is too low and an over temperature switch for indicating that the bleed air temperature is too high, and wherein the low temperature switch is open for indicating that the bleed air temperature in the anti-icing duct is too low when the bleed air temperature is below a first temperature threshold for a first duration; and when the bleed air temperature is higher than a second temperature threshold for a second duration, the over-temperature switch is turned off and is used for indicating that the bleed air temperature in the anti-icing duct is too high.
According to a further embodiment, the low temperature switch is closed when the bleed air temperature is above a third temperature threshold for a third duration, the third temperature threshold being above the first temperature threshold; and closing the over-temperature switch when the bleed air temperature is below a fourth temperature threshold for a fourth duration, wherein the fourth temperature threshold is below the second temperature threshold.
According to a further embodiment, the third temperature threshold is lower than the fourth temperature threshold, the first duration, the second duration, the third duration and the fourth duration being predetermined same or different durations.
According to a further embodiment, the method further comprises: calculating an anti-icing duration in the event that the aircraft is determined to be on the ground; and automatically closing the anti-icing shutter when the anti-icing duration exceeds a predetermined threshold.
According to a further embodiment, the method further comprises: detecting an altitude of the aircraft; and determining a bleed air pressure target value required for aircraft anti-icing based on the altitude of the aircraft.
According to a further embodiment the bleed air pressure target value is predetermined in an aircraft test and stored in a table, and wherein said determining comprises querying the table using the altitude of the aircraft as a query key.
According to a further embodiment, the method is applied to wing anti-icing of an aircraft.
Aspects generally include methods, apparatus, systems, computer program products, and processing systems substantially as described herein with reference to and as illustrated by the accompanying drawings.
The foregoing has outlined rather broadly the features and technical advantages of an example in accordance with the present disclosure in order that the detailed description that follows may be better understood. Additional features and advantages will be described hereinafter. The conception and specific examples disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The features of the concepts disclosed herein, both as to their organization and method of operation, together with associated advantages, will be better understood from the following description when considered in connection with the accompanying figures. Each of the figures is provided for the purposes of illustration and description and does not define the limits of the claims.
Drawings
So that the manner in which the above recited features of the present disclosure can be understood in detail, a more particular description of the disclosure, briefly summarized above, may be had by reference to aspects, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only certain typical aspects of this disclosure and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects. The same reference numbers in different drawings may identify the same or similar elements.
FIG. 1 is a schematic illustration of an example aircraft anti-icing system according to an embodiment of the present disclosure; and
FIG. 2 is a flow chart of an example aircraft anti-icing method according to an embodiment of the present disclosure.
Detailed Description
The detailed description set forth below in connection with the appended drawings is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. The detailed description includes specific details to provide a thorough understanding of the various concepts. It will be apparent, however, to one skilled in the art that these concepts may be practiced without these specific details.
Referring now to FIG. 1, a schematic diagram of an example aircraft anti-icing system 100 of an embodiment of the present disclosure is shown.
As shown in fig. 1, an aircraft anti-icing system 100 may include an anti-icing switch 101 for activating anti-icing; an anti-icing duct 107 for conveying bleed air for anti-icing; an anti-icing pressure sensor 103 for measuring an actual bleed air pressure value in the anti-icing duct 107; an anti-icing shutter 105 for opening to different degrees to adjust the pressure of bleed air in the anti-icing duct 107; and an aircraft anti-icing controller 113. In this embodiment, aircraft anti-icing controller 113 may be configured to: in response to the opening of the anti-icing switch 101, determining a target value of bleed air pressure required by aircraft anti-icing; receiving an actual bleed air pressure value from the anti-icing pressure sensor 103; and adjusting the opening degree of the anti-icing valve 105 based on the difference value between the target bleed air pressure value and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing duct 107 reaches the required target bleed air pressure value, thereby achieving the purpose of aircraft anti-icing.
In one embodiment, anti-icing switch 101 is a button or rotary switch located in the cockpit of the aircraft that is operated by the pilot. In this embodiment, the anti-icing switch 101 may have automatic, on, off, etc. positions. In this embodiment, aircraft anti-icing controller 113 may be configured to detect whether anti-icing switch 101 is in an automatic state, i.e., in an "automatic" position. With anti-icing switch 101 in the "auto" position, aircraft anti-icing controller 113 may be further configured to detect an icing signal. In this embodiment, in the event that the icing signal indicates that icing has occurred, anti-icing switch 101 is turned on. For example, aircraft anti-icing system 100 may also include an icing sensor (not shown in FIG. 1) for emitting an icing signal indicative of whether icing is occurring.
In yet another embodiment, aircraft anti-icing controller 113 is further configured to determine whether an engine bleed air state of the aircraft allows for initiation of anti-icing if the icing signal indicates icing; and turning on anti-icing switch 101 in the event that the engine bleed air condition allows for anti-icing to be initiated. For example, when the aircraft is starting the engines on a runway, the engine bleed air is not suitable for anti-icing at this time because sufficient bleed air is required to start the engines, i.e. the engine bleed air conditions do not allow anti-icing to be started; as another example, after the aircraft reaches cruise altitude and speed, there will be sufficient engine bleed air for anti-icing. It will be appreciated by those skilled in the art that there may also be situations where the engine bleed air conditions do not allow anti-icing to be initiated, such as when the engine is flying off a runway and climbing a height, etc.
When the aircraft is on the ground, there is typically no need for anti-icing or to allow the anti-icing system to operate briefly, since de-icing vehicles are primarily used to de-ice the aircraft. If the anti-icing system is opened on the ground for a long time, damage to the aircraft structure and/or accidental injury to ground personnel may occur. Thus, in a preferred embodiment, aircraft anti-icing controller 113 is further configured to further detect whether the aircraft is airborne or on the ground if the engine bleed air condition allows for anti-icing to be initiated, and to open anti-icing switch 101 if the aircraft is airborne. In this embodiment, aircraft anti-icing controller 113 is also configured to detect whether the aircraft is airborne or ground based on the aircraft hub and/or the aircraft speed and altitude. In a further embodiment, the aircraft anti-icing controller 113 is further configured to calculate the duration of anti-icing if it is determined that the aircraft is on the ground, and to automatically close the anti-icing shutter 101 if the duration of anti-icing exceeds a predetermined threshold value in case the structure of the aircraft is too hot due to the operation of the anti-icing system.
In yet another embodiment, aircraft anti-icing system 100 further includes a temperature switch in anti-icing duct 107. As in the embodiment shown in fig. 1, the temperature switches comprise a low temperature switch 111 for indicating that the bleed air temperature is too low and an over temperature switch 109 for indicating that the bleed air temperature is too high. In this embodiment, the aircraft anti-icing controller 113 may also be configured to detect the state of the temperature switch and issue an alert notification to the pilot of the aircraft when the state of the temperature switch indicates that the bleed air temperature in the anti-icing duct 107 is too low or too high.
For example, with reference to fig. 1, when the temperature of the bleed air in anti-icing duct 107 is below a first temperature threshold for a first duration, low temperature switch 111 is open to indicate that the temperature of the bleed air in anti-icing duct 107 is too low; and when the bleed air temperature is above the second temperature threshold for a second duration, the over-temperature switch 109 is opened for indicating that the bleed air temperature in the anti-icing duct 107 is too high.
In this embodiment, when the bleed air temperature in anti-icing duct 107 is above the third temperature threshold for a third duration, low temperature switch 111 is closed; and the over-temperature switch 109 is closed when the bleed air temperature is below the fourth temperature threshold for a fourth duration. In this embodiment, the third temperature threshold is higher than the above-mentioned first temperature threshold, and the fourth temperature threshold is lower than the above-mentioned second temperature threshold.
In further embodiments, the third temperature threshold may be lower than the fourth temperature threshold, and the first duration, the second duration, the third duration, and the fourth duration may be predetermined same or different durations.
In yet another embodiment of the present disclosure, aircraft anti-icing controller 113 may also be configured to detect an altitude of the aircraft; and determining a bleed air pressure target value required for anti-icing of the aircraft based on the altitude of the aircraft. In this embodiment, the bleed air pressure target values are predetermined in aircraft testing and stored in a table, and the aircraft anti-icing controller 113 may be configured to query the table using the altitude of the aircraft as a query key to obtain the bleed air pressure target values required for aircraft anti-icing.
In yet another embodiment of the present disclosure, aircraft anti-icing system 100 is an aircraft wing anti-icing system for anti-icing of a wing of an aircraft.
Referring to FIG. 2, a flowchart illustrating FIG. 2 is an example aircraft anti-icing method 200 according to an embodiment of the present disclosure.
As shown in fig. 2, method 200 may include, at block 210, turning on an anti-icing switch. Referring to fig. 1, the pilot may place anti-icing switch 101 in the "on" position to turn on anti-icing switch 101.
In another embodiment, when anti-icing switch 101 is in an automatic state (i.e., placed in an "automatic" gear position), method 200 may include detecting an icing signal; and turning on the anti-icing switch if the icing signal indicates that icing has occurred.
The inventors have realized that when an aircraft is starting the engines on a runway, the engine bleed air is not suitable for anti-icing at this point, i.e. the engine bleed air conditions do not allow anti-icing to be started, as sufficient bleed air is required to start the engines; as another example, after the aircraft reaches cruise altitude and speed, there will be sufficient engine bleed air for anti-icing. It will be appreciated by those skilled in the art that there may also be situations where the engine bleed air conditions do not allow anti-icing to be initiated, such as when the engine is flying off a runway and climbing a height, etc.
Thus, in a further preferred embodiment, the method 200 may include, in the event that the icing signal indicates icing, not immediately activating the anti-icing switch, but still further determining whether the engine bleed air status of the aircraft allows for anti-icing to be activated. The method 200 only turns on the anti-icing switch if the engine bleed air condition allows for anti-icing to be initiated.
It is considered that when the aircraft is on the ground, ice protection is generally not required since ice removal vehicles are primarily used to de-ice the aircraft. Thus, in a yet further preferred embodiment, the method 200 may further comprise further detecting whether the aircraft is airborne or on the ground, in case the engine bleed air status allows for starting the anti-icing; and turning on the anti-icing switch in the case of the aircraft being airborne. In this embodiment, detecting whether the aircraft is airborne or on the ground is based on the aircraft hub and/or the aircraft speed and altitude. For example, in the case of an aircraft hub, the aircraft hub can have a pressure detector thereon that will detect the pressure of the aircraft weight against the ground when the aircraft is at ground, thereby determining that the aircraft is at ground.
In yet another embodiment, the anti-icing system may also be allowed to operate briefly when the aircraft is on the ground. Since if the anti-icing system is opened for a long time, damage may be caused to the aircraft structure and/or ground personnel may be accidentally injured (e.g. scalded). In this embodiment, the method 200 may include detecting a state of a temperature switch in the anti-icing duct and issuing an alert notification to a pilot of the aircraft when the state of the temperature switch indicates that the bleed air temperature in the anti-icing duct is too low or too high. For example, the pilot or any other management may be notified in any suitable manner, such as by popping up an alarm message on a display in the cabin, by short message or telephone call, etc.
In this embodiment, the temperature switches comprise a low temperature switch for indicating that the bleed air temperature is too low and an over temperature switch for indicating that the bleed air temperature is too high, and wherein the low temperature switch is open for indicating that the bleed air temperature in the anti-icing duct is too low when the bleed air temperature is below a first temperature threshold for a first duration; and when the bleed air temperature is higher than the second temperature threshold for a second duration, the over-temperature switch is turned off for indicating that the bleed air temperature in the anti-icing duct is too high.
In this embodiment, the low temperature switch is closed when the bleed air temperature is above the third temperature threshold for a third duration. It will be appreciated by those skilled in the art that the third temperature threshold is higher than the first temperature threshold.
In this embodiment, the over-temperature switch is closed when the bleed air temperature is below the fourth temperature threshold for a fourth duration. It will also be apparent to those skilled in the art that the fourth temperature threshold is lower than the second temperature threshold.
In yet another embodiment, the third temperature threshold is lower than the fourth temperature threshold, and the first duration, the second duration, the third duration, and the fourth duration are predetermined same or different durations.
In yet another embodiment of the present disclosure, where the aircraft is on the ground and the anti-icing system is allowed to operate, method 200 may further include calculating an anti-icing duration and automatically closing the anti-icing shutter in the event that the anti-icing duration exceeds a predetermined threshold to prevent damage to aircraft structures or accidental injury to ground personnel.
With continued reference to fig. 2, the method 200 may further include determining a bleed air pressure target value required for aircraft anti-icing at block 220. In an embodiment, the bleed air pressure target value required for anti-icing of the aircraft is determined on the basis of the altitude of the aircraft. As such, the method 200 may also include detecting an altitude of the aircraft, and determining a bleed air pressure target value required for aircraft anti-icing based on the altitude of the aircraft.
In this embodiment, the bleed air pressure target values may be predetermined in aircraft testing and stored in a table, and wherein the method 200 may include querying the table using the altitude of the aircraft as a query key to obtain the bleed air pressure target values required for aircraft anti-icing. For example only, the bleed air pressure target value may be formulated as: the altitude of the aircraft is 0-15000 feet and is A atmospheric pressure, the altitude is 21000-40000 feet and is B atmospheric pressure, and the altitude is 15000-21000 and is linearly changed according to the atmospheric pressures from A to B, wherein A > B.
With continued reference to fig. 2, the method 200 may include measuring an actual bleed air pressure value in the anti-icing duct at block 230. For example, in connection with fig. 1, the actual bleed air pressure value in anti-icing duct 107 may be measured by anti-icing pressure sensor 103.
The method 200 may include adjusting an opening degree of the anti-icing shutter based on a difference between the bleed air pressure target value and the actual bleed air pressure value to bring the bleed air pressure in the anti-icing duct to a desired bleed air pressure target value at block 240. For example, the greater the difference, the greater the degree of opening of the anti-icing shutter in order to be able to replenish the bleed air at a sufficiently fast speed so that the bleed air pressure in the anti-icing duct reaches the required bleed air pressure target value sufficiently fast.
In a preferred embodiment of the present disclosure, method 200 is applied to wing anti-icing of an aircraft.
Of course, as aircraft are more made of composite materials, if the anti-icing temperature is too high due to the anti-icing system, damage may be caused to the structure (e.g., wings, propellers, etc.) of the aircraft, thereby affecting the safety of the aircraft. Thus, the over-temperature and under-temperature control of ground anti-icing described above in connection with FIG. 2 is also applicable to situations where the aircraft is airborne.
The foregoing detailed description includes references to the accompanying drawings, which form a part hereof. The drawings illustrate by way of illustration specific embodiments that can be practiced. These embodiments are also referred to herein as "examples". Such examples may include elements other than those illustrated or described. However, examples including the elements shown or described are also contemplated. Moreover, it is contemplated to use the examples shown or described with any combination or permutation of those elements, or with reference to a particular example (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.
In the appended claims, the terms "comprises," "comprising," and "includes" are open-ended, that is, a system, device, article, or process that includes elements in the claims other than those elements recited after such terms is considered to be within the scope of that claim. Furthermore, in the appended claims, the terms "first," "second," and "third," etc. are used merely as labels, and are not intended to indicate a numerical order of their objects.
In addition, the order of operations illustrated in this specification is exemplary. In alternative embodiments, the operations may be performed in a different order than illustrated in the figures, and the operations may be combined into a single operation or split into additional operations.
The above description is intended to be illustrative, and not restrictive. For example, the above-described examples (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used, such as by one of ordinary skill in the art, after reviewing the above description. The abstract allows the reader to quickly ascertain the nature of the technical disclosure. This Abstract is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Furthermore, in the foregoing detailed description, various features may be grouped together to streamline the disclosure. However, the claims may not recite every feature disclosed herein because embodiments may characterize a subset of the features. Moreover, embodiments may include fewer features than are disclosed in a particular example. Thus the following claims are hereby incorporated into the detailed description, with one claim standing on its own as a separate embodiment. The scope of the embodiments disclosed herein should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.
Claims (12)
1. An aircraft wing anti-icing system comprising:
an anti-icing switch for activating anti-icing;
an anti-icing duct for conveying bleed air for anti-icing;
the anti-icing pressure sensor is used for measuring the actual air-entraining pressure value in the anti-icing pipeline;
the anti-icing valve is used for being opened to different degrees so as to adjust the pressure of bleed air in the anti-icing pipeline;
an aircraft anti-icing controller configured to:
detecting whether the anti-icing switch is in an automatic state;
under the condition that the anti-icing switch is in an automatic state, further detecting an icing signal;
in the event that the icing signal indicates icing, determining whether an engine bleed air condition of the aircraft allows for initiation of anti-icing; and
the method comprises the following steps that under the condition that the anti-icing state of an engine is allowed to be started, an anti-icing switch is turned on;
wherein the aircraft anti-icing controller is further configured to:
responding to the opening of the anti-icing switch, and determining a target value of bleed air pressure required by aircraft anti-icing;
receiving an actual bleed air pressure value from the anti-icing pressure sensor; and
adjusting the opening degree of the anti-icing valve based on the difference value between the target bleed air pressure value and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the required target bleed air pressure value.
2. The system of claim 1, wherein the aircraft anti-icing controller is further configured to:
detecting whether the aircraft is airborne or grounded further based on aircraft hub and/or aircraft speed and altitude, if engine bleed air conditions allow for ice protection to be initiated; and
turning on the anti-icing switch while the aircraft is airborne.
3. The system of claim 2, further comprising a temperature switch in the anti-icing duct, and the aircraft anti-icing controller is further configured to:
detecting the state of the temperature switch; and
and when the state of the temperature switch indicates that the temperature of the bleed air in the anti-icing duct is too low or too high, an alarm notification is sent to a pilot of the aircraft.
4. The system of claim 3 wherein the temperature switches comprise a low temperature switch for indicating that the bleed air temperature is too low and an over temperature switch for indicating that the bleed air temperature is too high, and wherein
When the bleed air temperature is lower than a first temperature threshold value for a first duration, the low-temperature switch is turned off and is used for indicating that the bleed air temperature in the anti-icing duct is too low;
when the bleed air temperature is higher than a second temperature threshold value for a second duration, the over-temperature switch is switched off and is used for indicating that the bleed air temperature in the anti-icing pipeline is too high;
the low temperature switch is closed when the bleed air temperature is above a third temperature threshold for a third duration, the third temperature threshold being above the first temperature threshold; and
the over-temperature switch is closed when the bleed air temperature is below a fourth temperature threshold for a fourth duration, wherein the fourth temperature threshold is below the second temperature threshold,
wherein the third temperature threshold is lower than the fourth temperature threshold, the first duration, the second duration, the third duration, and the fourth duration being predetermined same or different durations.
5. The system of claim 2, wherein the aircraft anti-icing controller is further configured to:
calculating an anti-icing duration in the event that the aircraft is determined to be on the ground; and
and automatically closing the anti-icing shutter when the anti-icing duration exceeds a preset threshold value.
6. The system of claim 1, wherein the aircraft anti-icing controller is further configured to:
detecting an altitude of the aircraft; and
determining a bleed air pressure target value required for aircraft anti-icing based on the altitude of the aircraft, the bleed air pressure target value being predetermined in an aircraft test and stored in a table, and wherein the determining comprises querying the table using the altitude of the aircraft as a query key.
7. An aircraft wing anti-icing method comprising:
opening an anti-icing switch comprising:
detecting whether the anti-icing switch is in an automatic state;
under the condition that the anti-icing switch is in an automatic state, further detecting an icing signal;
in the event that the icing signal indicates icing, determining whether an engine bleed air condition of the aircraft allows for initiation of anti-icing; and
the method comprises the following steps that under the condition that the anti-icing state of an engine is allowed to be started, an anti-icing switch is turned on;
determining a bleed air pressure target value required by aircraft anti-icing;
measuring the actual air entraining pressure value in the anti-icing pipeline;
and adjusting the opening degree of the anti-icing valve based on the difference value between the target value of the bleed air pressure and the actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the required target value of the bleed air pressure.
8. The method of claim 7, further comprising:
detecting whether the aircraft is airborne or grounded further based on aircraft hub and/or aircraft speed and altitude, if engine bleed air conditions allow for ice protection to be initiated; and
turning on the anti-icing switch while the aircraft is airborne.
9. The method of claim 8, further comprising:
detecting a state of a temperature switch in the anti-icing duct; and
and when the state of the temperature switch indicates that the temperature of the bleed air in the anti-icing duct is too low or too high, an alarm notification is sent to a pilot of the aircraft.
10. The method of claim 9 wherein the temperature switches comprise a low temperature switch for indicating that the bleed air temperature is too low and an over temperature switch for indicating that the bleed air temperature is too high, and wherein
When the bleed air temperature is lower than a first temperature threshold value for a first duration, the low-temperature switch is turned off and is used for indicating that the bleed air temperature in the anti-icing duct is too low;
when the bleed air temperature is higher than a second temperature threshold value for a second duration, the over-temperature switch is switched off and is used for indicating that the bleed air temperature in the anti-icing pipeline is too high;
the low temperature switch is closed when the bleed air temperature is above a third temperature threshold for a third duration, the third temperature threshold being above the first temperature threshold; and
the over-temperature switch is closed when the bleed air temperature is below a fourth temperature threshold for a fourth duration, wherein the fourth temperature threshold is below the second temperature threshold,
wherein the third temperature threshold is lower than the fourth temperature threshold, the first duration, the second duration, the third duration, and the fourth duration being predetermined same or different durations.
11. The method of claim 8, further comprising:
calculating an anti-icing duration in the event that the aircraft is determined to be on the ground; and
and automatically closing the anti-icing shutter when the anti-icing duration exceeds a preset threshold value.
12. The method of claim 7, further comprising:
detecting an altitude of the aircraft; and
determining a bleed air pressure target value required for aircraft anti-icing based on the altitude of the aircraft, the bleed air pressure target value being predetermined in an aircraft test and stored in a table, and wherein the determining comprises querying the table using the altitude of the aircraft as a query key.
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| CN102897324B (en) * | 2012-07-13 | 2015-06-10 | 中国商用飞机有限责任公司 | Anti-icing device for aircraft |
| CN202923890U (en) * | 2012-11-09 | 2013-05-08 | 北京航空航天大学 | Wing ice preventing and removing periodical entraining system for civil aircraft |
| CN103963980A (en) * | 2013-02-01 | 2014-08-06 | 中国航空工业集团公司西安飞机设计研究所 | Intelligent anti-icing valve design method based on required anti-icing bleed flow |
| US8843253B1 (en) * | 2013-04-02 | 2014-09-23 | Honeywell International Inc. | Aircraft ice protection control system and method for mitigating engine over-bleed |
| CN105059553B (en) * | 2015-08-13 | 2017-03-08 | 中国航空工业集团公司西安飞机设计研究所 | A kind of based on need to be with the intelligent hot gas anti-icing system of anti-icing bleed flow |
| CN105443246B (en) * | 2015-12-11 | 2017-11-03 | 中国航空工业集团公司西安飞机设计研究所 | A kind of engine inlets anti-icing system |
| CN105691620B (en) * | 2016-01-20 | 2018-04-24 | 南京师范大学 | Utilize the ultrasonic combined anti-icing and de-icing device of the heat pipe of aircraft engine waste heat and method |
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