The icing status of an aircraft is detected by analyzing current consumption.

Abstract

This invention relates to detecting the icing condition of an aircraft by analyzing current consumption. A method and system for detecting the icing condition of an aircraft, the aircraft including probes (5) mounted on its skin and a computer (7), the computer being configured to acquire measurements of current flowing through the probes in order to manage their power consumption, the computer (7) being further configured to compare currents flowing through at least two probes (5) and to infer the icing condition from the comparison.

Description

Technical Field

[0001] This invention generally relates to estimating the weather conditions in which an aircraft is located, and more specifically to detecting icing conditions. Background Technology

[0002] Icing conditions that occur during flight can affect aircraft performance. Therefore, when aircraft have been proven to fly in icing conditions, they are equipped with protective systems integrated into the components to be protected (wings, engine air intakes, pitot tube probes, etc.). These protective systems often take the form of heating systems that prevent the formation or accumulation of ice.

[0003] The activation of at least some of these protection systems is typically based on the pilot's judgment after he has determined that icing is present. Mechanical and / or optical detection systems are usually used to assist the pilot in making this judgment. It should be noted that some components (such as pitot tube probe sensors) are continuously protected by heating systems and therefore do not require pilot action to protect them from icing. In contrast, other components (such as wings and engine air intakes) require a one-time pilot action to protect them after the detection system has detected icing.

[0004] Therefore, aircraft are typically equipped with sensors specifically designed to detect icing conditions. These sensors are mounted on the aircraft skin and use the measurements obtained to determine the presence of ice. Pilots still need to assess the measurements by considering the phase of flight, the degree of danger of the functions performed by icy components, and the associated safety margins, in order to avoid any unintended triggering of protection systems.

[0005] These specific detection sensors are mounted on the fuselage skin or surface of the aircraft. This first requires penetrating the fuselage or surface in question, providing mechanical reinforcement near the opening, using electrical wiring systems, and installing additional acquisition systems within the electrical enclosure, thus increasing weight and cost. Furthermore, these sensors often protrude beyond the fuselage skin, thus generating drag, which can affect the aircraft's performance.

[0006] Currently, certain sensors perform their function of overall detection of icing conditions well, but are not suitable for providing more accurate diagnostics. Specifically, these particular sensors are not suitable for identifying the formation of large water droplets or ice crystals.

[0007] One object of the present invention is to provide a system for detecting icing conditions of an aircraft, which at least corrects some of the disadvantages mentioned above. In particular, the system does not require additional penetration or wiring operations, does not increase the weight of the aircraft or its aerodynamic drag, and enables the detection of a wide range of icing conditions and provides more accurate diagnoses than the prior art. Summary of the Invention

[0008] The present invention relates to a system for detecting icing conditions of an aircraft, the aircraft including probes mounted on its skin and a computer configured to acquire measurements of current flowing through the probes in order to manage their power consumption, and the computer is further configured to compare currents flowing through at least two probes and to infer icing conditions from the comparison.

[0009] Therefore, the current intensity compared to existing probes allows for the detection of cloud presence, icing conditions, and cloud water concentration. The need for a specific ice detector is eliminated, thus reducing weight, cost, maintenance, and power consumption.

[0010] Advantageously, the computer is configured to calculate the ratio between a first current intensity and a second current intensity flowing through a first probe and a second probe installed at different locations on the aircraft, the ratio indicating icing conditions.

[0011] Therefore, simply calculating the already measured current ratio unexpectedly makes it possible to have a reliable indication of icing conditions.

[0012] Advantageously, the computer is configured to determine parameters indicating icing conditions by dividing the current ratio by the ratio between a first water collection coefficient and a second water collection coefficient, which are respectively associated with the first probe and the second probe, and by a cloud-free constant.

[0013] The freezing condition parameter allows the presence and type of freezing conditions to be indicated by distinguishing between liquid and solid particles.

[0014] Advantageously, the water collection coefficient is predetermined based on flight conditions, the probe's position, and atmospheric conditions using aerodynamic laws, and the value of the collection coefficient is input into a lookup table stored in a storage unit.

[0015] Advantageously, the cloud-free constant is predetermined by measuring the ratio of the currents of the first probe and the second probe under dry atmospheric conditions.

[0016] According to one embodiment of the invention, the computer is further configured to infer icing conditions using pre-recorded learning data. This allows for a wider detection range and improved interpretation of icing conditions.

[0017] Advantageously, the computer is configured to monitor the evolution of parameters indicating icing conditions over time during multiple different flight periods of the aircraft. This allows for the monitoring of icing conditions and the evolution of cloud water concentration.

[0018] Advantageously, the icing condition data is displayed in real time on the interface of the aircraft's cockpit.

[0019] This data can therefore help pilots make decisions about activating the protection system.

[0020] Advantageously, the computer is configured to compare in pairs the currents flowing through multiple probes installed at multiple different locations on the aircraft.

[0021] This makes it possible to detect the water concentration in clouds.

[0022] Advantageously, the icing condition data determined by the computer is transmitted from the aircraft to a ground weather station.

[0023] Ground stations are therefore able to collect weather data from sources at multiple altitudes.

[0024] The present invention also relates to an aircraft having a system for detecting icing conditions according to any one of the above features.

[0025] The present invention also relates to a method for detecting icing conditions of an aircraft, the aircraft including probes mounted on its skin and a computer configured to acquire measurements of current flowing through the probes in order to manage their power consumption, the method comprising comparing currents flowing through at least two probes and inferring icing conditions from the comparison. Attached Figure Description

[0026] Other features and advantages of the invention will become apparent after reading the preferred embodiment of the invention as shown in the accompanying drawings:

[0027] Figure 1 An aircraft having a system for detecting icing conditions according to an embodiment of the present invention is schematically shown;

[0028] Figure 2 A system for detecting icing conditions according to a preferred embodiment of the present invention is illustrated schematically;

[0029] Figure 3 The curves of the water collection coefficient according to the invention, which vary with distance from the aircraft skin, and are shown under several different flight conditions of the aircraft;

[0030] Figure 4 This is an illustration of parameters indicating icing conditions according to an embodiment of the present invention; and

[0031] Figure 5 A method for detecting icing conditions according to an embodiment of the present invention is illustrated schematically. Detailed Implementation

[0032] The fundamental concept of this invention is to use already available current intensity measurements without developing and installing specific external sensors, and therefore without needing to implant devices on the aircraft skin to detect the presence of icing. In this context, a specific sensor is understood to be a sensor whose measurements are designed to exclusively detect the presence of ice (e.g., an ice crystal detector).

[0033] Figure 1 An aircraft having a system 1 for detecting icing conditions according to an embodiment of the present invention is shown schematically.

[0034] Generally, the aircraft 3 has various types of probes 5 for monitoring flight conditions. Specifically, pitot tube-type fluid velocity measurement probes, angle-of-attack measurement probes, temperature measurement probes, pressure probes, etc., are typically mounted on the skin of the aircraft 3. Furthermore, heating elements, and more specifically, electric heating circuits 51, are integrated into these probes to protect them from icing conditions. The aircraft 3's power generation system (not shown) continuously applies voltage to multiple different electric heating circuits 51 integrated into the various probes 5. Additionally, the aircraft's monitoring system, equipped with a computer 7, is configured to acquire measurements of the current flowing through the various probes 5 (more precisely, the heating circuits 51) to manage their power consumption and check that their electric heating circuits 51 are operating correctly. The current flowing through the probes 5 depends on the physical characteristics of the probes and on flight and atmospheric conditions.

[0035] According to the invention, a computer 7 is further configured to compare the currents flowing simultaneously through at least two probes 5 mounted on the aircraft. The computer 7 is configured to infer the icing condition based on this comparison.

[0036] The power consumption of probe 5 depends on the heat dissipation from the electric heating circuit 51 into the atmosphere. This heat dissipation is related to atmospheric conditions (temperature, pressure, water concentration in clouds, etc.) and the air flowing around the probe. Furthermore, the heat dissipation is therefore related to the position of probe 5 on the device. By analyzing the differences in current between multiple different probes 5, computer 7 is configured to infer the icing condition.

[0037] Figure 2 A system for detecting icing conditions according to a preferred embodiment of the present invention is illustrated schematically.

[0038] According to this embodiment, the computer 7 is configured to acquire the first current intensity i flowing through the first probe 5A and the second probe 5B, which are respectively installed at multiple different locations on the aircraft. A Second current intensity i B Furthermore, computer 7 is configured to calculate the first current intensity i. A With the second current intensity i B The ratio of current between them.

[0039] It has been established that, in a cloudless sky (i.e., without ice), for a given flight condition (altitude, temperature, angle of attack, Mach number), the current ratio of two given probes is always equal to a constant C (hereinafter referred to as the cloudless constant C):

[0040]

[0041] This provides the first indication that if this ratio is not equal to the cloudless constant C, then computer 7 can directly infer that the aircraft is in a cloudy area.

[0042] More generally, in any atmospheric environment, and considering that probe 5 may be subjected to various local airflows and multiple different local water concentrations, the ratio of the current intensity of the first probe 5A and the second probe 5B can be expressed as follows:

[0043]

[0044] Where C is the cloud-free constant under given flight conditions, k is a parameter indicating icing conditions, and the proportion is... It is the ratio between the first water collection coefficient and the second water collection coefficient, which are respectively associated with the first probe 5A and the second probe 5B.

[0045] Water collection coefficient β A and β BThe parameters are predetermined based on aerodynamic laws, flight conditions, the positions of probes 5A and 5B, and the type of icing atmosphere (liquid water or crystals). These coefficients have been calculated in the context of aircraft certification, and their values ​​are entered into pre-constructed lookup tables after the aerodynamic calculations. These lookup tables are recorded in storage units 9 associated with computer 7.

[0046] Figure 3 The curves of the water collection coefficient according to the invention, which vary with distance from the aircraft skin and are under various different flight conditions of the aircraft, are illustrated by way of example.

[0047] The curves shown were created for water droplets a few millimeters in diameter, and each curve represents the speed of the aircraft or a given flight condition. It should be noted that the general trend of the curve for coefficient β is that it increases as it moves away from the aircraft's skin until it reaches a value dependent on the aircraft's speed, and then decreases asymptotically towards the value "1". The curve for coefficient β provides an accurate indication of the probe's position and, most importantly, its distance from the aircraft's skin.

[0048] Then, the coefficient β can be advantageously considered as a probe mounting parameter. Furthermore, given that the position of each probe 5 on the aircraft 3 is known, the ratio of the first probe 5A to the second probe 5B... Therefore, the computer 7 can easily calculate the value by inputting the value recorded in the lookup table in the storage unit 9.

[0049] In addition, computer 7 has acquired the first current intensity i flowing through the first probe 5A and the second probe 5B, respectively. A Second current intensity i B And therefore their proportions can be easily calculated.

[0050] Similarly, the cloud-free constant C is predetermined by simply calculating the ratio of the currents of the first probe 5A and the second probe 5B under dry air atmospheric conditions. Advantageously, the values ​​of the cloud-free constant C for the respective probes are also pre-recorded in the storage unit 9.

[0051] Computer 7 therefore uses current ratio Divide by the ratio between the first water collection coefficient and the second water collection coefficient, which are respectively associated with the first probe 5A and the second probe 5B. The parameter k, which indicates the icing condition, is determined by dividing by the cloud-free constant C.

[0052] Figure 4 This is an illustration of parameters indicating icing conditions according to an embodiment of the present invention.

[0053] More specifically, this diagram illustrates three parameters that vary over flight time. The first parameter (curve C1) represents the ratio of the current intensity flowing through the first probe 5A and the second probe 5B. The second parameter (curve C2) represents the ratio of the water collection coefficient with respect to the positions of the first probe 5A and the second probe 5B. Finally, the third parameter (curve C3) represents the current ratio. Water collection ratio And the parameter k, which indicates icing conditions, is determined by the cloudlessness constant C. It should be noted that the simultaneous jumps S1, S2, and S3 shown on the curves C1, C2, and C3 for the three parameters respectively indicate the presence of icing conditions during the flight times of these jumps S1, S2, and S3. The computer can perform additional post-processing by performing a more thorough comparison of the value of parameter k with a lookup table recorded in storage unit 9.

[0054] Advantageously, to interpret the icing condition parameter k with higher accuracy, a test aircraft (not shown) was used, equipped with the detection system 1 according to the invention and a specific system comprising test sensors dedicated to directly and accurately detecting water concentration, ice, and water content (crystals and supercooled water) in clouds. Specifically, during test flights of the test aircraft, the value of parameter k is determined by the detection system 1 according to the invention while the specific system dedicated to direct detection acquires accurate data. This accurate data is analyzed and correlated with the value of parameter k to form supervised learning data.

[0055] Therefore, during the operational flight of aircraft 3 (usually the same type as the aircraft used for test flights, except that this time it does not have specific test sensors), computer 7 determines the value of parameter k and compares it with supervised learning data recorded in advance in storage unit 9 in order to perceive a wide range of icing conditions by interpreting the value of parameter k with higher accuracy.

[0056] In addition, computer 7 is configured to transmit icing condition data in real time to interface 11 of the cockpit of aircraft 3 (see...). Figure 1 and Figure 2 This data can therefore be displayed on the cockpit screen 111 and may generate an alarm. The pilot will then have the option to activate the anti-icing system. Alternatively, icing conditions can automatically trigger the anti-icing system.

[0057] Advantageously, the computer 7 is configured to monitor the evolution of parameters indicating icing conditions over time during multiple different flights of the aircraft 3, in order to monitor the evolution of water concentration in the clouds.

[0058] Furthermore, the icing condition data determined by computer 7 can be transmitted by aircraft 3 to a ground weather station. The ground station can then analyze this data in more detail and has advantageous access to weather data from sources at multiple altitudes.

[0059] Figure 5 A method for detecting icing conditions according to an embodiment of the present invention is illustrated schematically.

[0060] In step E1, for example, during flight, measurements of the current flowing through probes 5A-5C mounted on the aircraft are collected at regular intervals.

[0061] In steps E2-E4, the current i flowing through at least two probes 5A and 5B installed at different locations on the aircraft is compared. A and i B The icing condition can then be inferred from these measurements. If current measurements are collected from multiple probes, these probes can be grouped together in pairs, which is achieved by selecting two probes installed at different locations on the aircraft in each pair. For simplicity, this paper only refers to the two current intensities collected from two probes (probe 5A and probe 5B).

[0062] More specifically, in step E2, the first current intensity i flowing through the first probe 5A and the second probe 5B is calculated respectively. A With the second current intensity i B Current ratio between

[0063] In step E3, the water collection coefficient values ​​for the first probe 5A and the second probe 5B are retrieved from a pre-established lookup table. The obtained values ​​correspond to the positions of the first and second probes and to the current flight conditions. Then, the ratio between the first and second water collection coefficients is calculated.

[0064] In step E4, based on the current ratio The ratio between the first water collection coefficient and the second water collection coefficient And the cloudless constant C, which is pre-recorded in the storage unit, is used to calculate the parameter k that indicates the icing condition.

[0065] In step E5, the icing condition is determined with potentially high accuracy by taking into account pre-recorded supervised learning data.

[0066] In step E6, the icing condition is displayed on cockpit screen 111, and an alarm 112 may be generated when ice is detected. The pilot will then have the opportunity to activate the anti-icing system. Alternatively, the icing condition can automatically trigger the anti-icing system.

Claims

1. A system for detecting icing conditions of an aircraft, the aircraft including probes (5) mounted on its skin and a computer (7), the computer being configured to acquire measurements of current flowing through the probes in order to manage their power consumption, characterized in that, The computer (7) is also configured to compare the current flowing through at least two probes (5) and to infer the icing condition based on the comparison. The computer (7) is configured to calculate the current ratio between a first current intensity flowing through the first probe (5A) and a second current intensity flowing through the second probe (5B), the current ratio indicating icing conditions, wherein the first probe (5A) and the second probe (5B) are installed at different locations on the aircraft.

2. The system according to claim 1, characterized in that, The computer (7) is configured to determine parameters indicating icing conditions by dividing the current ratio by the ratio between a first water collection coefficient and a second water collection coefficient, which are respectively associated with the first probe (5A) and the second probe (5B), and by a cloud-free constant.

3. The system according to claim 2, characterized in that, The water collection coefficient is predetermined based on the flight conditions, the position of the probe, and the atmospheric conditions according to the laws of aerodynamics. The value of the water collection coefficient is input into a lookup table stored in the storage unit (9).

4. The system according to claim 2, characterized in that, The cloud-free constant is predetermined by measuring the ratio of the currents of the first probe (5A) and the second probe (5B) under dry atmospheric conditions.

5. The system according to any one of the preceding claims, characterized in that, The computer is also configured to infer icing conditions using pre-recorded learning data.

6. The system according to any one of claims 1 to 4, characterized in that, Icing data is displayed in real time on the interface of the aircraft's cockpit.

7. The system according to any one of claims 1 to 4, characterized in that, The computer (7) is configured to compare in pairs the current flowing through multiple probes installed at multiple different locations on the aircraft.

8. The system according to any one of claims 1 to 4, characterized in that, The icing condition data determined by the computer (7) is transmitted from the aircraft to the ground weather station.

9. An aircraft having a system for detecting icing conditions of the aircraft according to any one of the preceding claims.

10. A method for detecting icing conditions of an aircraft, the aircraft including probes mounted on its skin and a computer configured to acquire measurements of current flowing through the probes in order to manage their power consumption, characterized in that... The method involves comparing the current flowing through at least two probes and inferring the icing condition based on the comparison. The method further includes calculating a current ratio between a first current intensity flowing through a first probe (5A) and a second current intensity flowing through a second probe (5B), the current ratio indicating icing conditions, wherein the first probe (5A) and the second probe (5B) are installed at different locations on the aircraft.

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