Anti-icing device, anti-icing method and aircraft

Abstract

The embodiments of the present application disclose an anti-icing device, an anti-icing method and an aircraft. The anti-icing device is configured by arranging a middle skin in a chamber defined by an outer skin and an inner skin to divide the chamber into a first compartment and a second compartment, a through hole is opened in the middle skin to connect the first compartment and the second compartment, a first air source pipeline is arranged in the first compartment to supply anti-icing hot air to the first compartment, a second air source pipeline is arranged in the second compartment to supply anti-icing hot air to the second compartment, and the anti-icing hot air supplied by the second air source pipeline enters the first compartment through the through hole and mixes with the anti-icing hot air in the first compartment, so that the convective heat transfer coefficient of the inner surface of the outer skin is increased, thereby increasing the heat exchange effect of the outer skin, making the inner surface of the outer skin heated evenly, and solving the problem of low heat exchange efficiency of traditional wing anti-icing.

Description

Technical Field

[0001] The present invention relates to the field of aircraft wing design, and in particular to an anti-icing device, an anti-icing method and an aircraft. Background Art

[0002] Modern commercial aircraft need to have anti-icing capabilities to prevent ice from accumulating on the wings, nacelles and other surfaces of the aircraft, which may endanger flight safety. At present, hot gas anti-icing, mechanical anti-icing, chemical anti-icing and other systems have been formed. The hot gas anti-icing technology currently used in mainstream commercial aircraft is based on the principle of bleed air from the medium-pressure or high-pressure compressor, cooling it in the precooler, and then introducing the hot air into the area that needs to be anti-iced through a piccolo tube.

[0003] The wing anti-icing area is the outer surface of the leading edge of the slat, specifically the outer surface of the outer skin of the slat. The protection area of ​​the outer surface of the outer skin is divided into an upper surface and a lower surface. There are differences in the protection requirements of the upper and lower surfaces. The upper surface requires dry evaporation, that is, water must completely evaporate before the boundary of the protection zone after hitting the skin. The lower surface requires wet evaporation, that is, liquid water is allowed to flow out of the protection zone on the lower surface. In comparison, the heat required for the upper surface of the outer skin is much greater than that for the lower surface.

[0004] However, the traditional anti-icing cavity structure that uses a flute-shaped tube to spray high-temperature gas causes uneven heating of the outer skin of the slat and low heat exchange efficiency, which can lead to local overheating of the outer skin, excessive exhaust temperature and insufficient local anti-icing capability. Summary of the invention

[0005] The embodiment of the present application provides an anti-icing device to solve the problem of uneven heating of the outer skin of the slat by the existing anti-icing structure of the flute-shaped tube spraying high-temperature gas.

[0006] In order to solve the above technical problems, the embodiments of the present application disclose the following technical solutions:

[0007] On the one hand, an anti-icing device is provided, comprising: a slat, comprising an outer skin and an inner skin arranged at intervals, the outer skin comprising a top section, a leading edge and a bottom section connected in sequence, a chamber defined between the outer skin and the inner skin, and an air outlet provided at one end of the chamber near the bottom section; further comprising: a middle skin arranged in the chamber and dividing the chamber into a first compartment and a second compartment, the first compartment being connected to the air outlet, the middle skin being arranged at least opposite to the top section, and a through hole for connecting the first compartment and the second compartment being provided on the middle skin; a first air source pipeline arranged in the first compartment, the first air source pipeline being configured to supply anti-icing hot air to the first compartment; a second air source pipeline arranged in the second compartment, the second air source pipeline being configured to supply anti-icing hot air to the second compartment; wherein the anti-icing hot air supplied by the second air source pipeline enters the first compartment through the through hole and is mixed with the anti-icing hot air supplied by the first air source pipeline.

[0008] In addition to or as an alternative to one or more of the features disclosed above, the pressure of the anti-icing hot air supplied by the second air source pipeline is greater than the pressure of the anti-icing hot air supplied by the first air source pipeline.

[0009] In addition to or as an alternative to one or more of the features disclosed above, an inner diameter of the through hole gradually decreases from an end close to the second compartment to an end close to the first compartment.

[0010] In addition to or as an alternative to one or more features disclosed above, the inner skin is provided with a protrusion protruding toward the outer skin, the protrusion is arranged opposite to the leading edge, and the middle skin is connected to the protrusion on a side close to the air outlet.

[0011] In addition to one or more of the features disclosed above, or as an alternative, it also includes a first rib, one side of the first rib is connected to the side of the middle skin away from the air outlet, and the other side of the first rib is connected to the top section; the first rib is recessed in a direction away from the top section to form a first concave cavity, and the first air source pipeline is arranged in the first concave cavity.

[0012] In addition to one or more of the features disclosed above, or as an alternative, it also includes a second rib, one side of the second rib is connected to the side of the inner skin away from the air outlet, and the other side of the second rib is connected to the top section; the second rib is recessed in a direction away from the top section to form a second concave cavity, and the second air source pipeline is arranged in the second concave cavity.

[0013] In addition to or as an alternative to one or more of the features disclosed above, the invention further comprises a thermal insulation layer, wherein the thermal insulation layer is arranged on a side of the inner skin facing away from the outer skin.

[0014] In addition to or as an alternative to one or more of the features disclosed above, valves are respectively arranged on the first gas source pipeline and the second gas source pipeline.

[0015] In addition to or as an alternative to one or more of the features disclosed above, pressure sensors are respectively arranged on the first gas source pipeline and the second gas source pipeline.

[0016] In addition to or as an alternative to one or more of the features disclosed above, temperature sensors are respectively arranged on the first gas source pipeline and the second gas source pipeline.

[0017] In addition to or as an alternative to one or more of the features disclosed above, flow meters are respectively arranged on the first gas source pipeline and the second gas source pipeline.

[0018] On the other hand, an anti-icing method for an anti-icing device as described above is also provided, when the external environment temperature is ≤-25°C, and / or the visibility of the aircraft during cloud penetration is greater than 1600m, the first air source pipeline introduces anti-icing hot air into the first compartment to heat the inner surface of the outer skin, and the anti-icing hot air is discharged through the air outlet; when the external environment temperature is -15°C to -5°C, and / or the visibility of the aircraft during cloud penetration is less than 1600m, the first air source pipeline and the second air source pipeline are opened at the same time, the first air source pipeline introduces anti-icing hot air into the first compartment to heat the inner surface of the outer skin, the second air source pipeline introduces anti-icing hot air into the second compartment, the anti-icing hot air supplied by the second air source pipeline enters the first compartment through the through hole opened on the middle skin, and is mixed with the anti-icing hot air supplied by the first air source pipeline to heat the inner surface of the outer skin, and the mixed anti-icing hot air is discharged through the air outlet.

[0019] On the other hand, an aircraft is also provided, comprising: a wing; and the anti-icing device as described above, wherein the anti-icing device is arranged on the wing.

[0020] One of the above technical solutions has the following advantages or beneficial effects: in order to solve the problem of uneven heating of the outer skin by the existing anti-icing structure of the flute-shaped tube spraying high-temperature gas, a middle skin is arranged in the chamber defined by the outer skin and the inner skin to divide the chamber into a first compartment and a second compartment, a through hole is opened in the middle skin to connect the first compartment and the second compartment, a first air source pipeline is arranged in the first compartment to supply anti-icing hot air to the first compartment, and a second air source pipeline is arranged in the second compartment to supply anti-icing hot air to the second compartment, and the anti-icing hot air supplied by the second air source pipeline enters the first compartment through the through hole and mixes with the anti-icing hot air in the first compartment, so that the convective heat transfer coefficient of the inner surface of the outer skin is increased, thereby increasing the heat exchange effect of the outer skin, making the inner surface of the outer skin heated evenly, and solving the problem of low heat exchange efficiency of traditional wing anti-icing. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The technical solution and other beneficial effects of the present application will be made apparent by describing in detail the specific implementation methods of the present application in conjunction with the accompanying drawings.

[0022] Figure 1 A schematic structural diagram of the anti-icing device provided in an embodiment of the present application from a first angle;

[0023] Figure 2 A schematic diagram of the structure of the anti-icing device provided in an embodiment of the present application from a second angle;

[0024] Figure 3 for Figure 1 AA section view;

[0025] Figure 4 A schematic diagram of the structure of the middle skin in the anti-icing device provided in an embodiment of the present application;

[0026] Figure 5 A schematic diagram of the assembly structure of the anti-icing device and the wing of an aircraft provided in an embodiment of the present application.

[0027] The components of the attached drawings are identified as follows:

[0028] 100, anti-icing device, 110, slat, 111, outer skin, 111a, top section, 111b, leading edge, 111c, bottom section, 112, inner skin, 1121, stiffener, 113, chamber, 1131, first compartment, 1132, second compartment, 114, air outlet, 115, raised portion, 120, middle skin, 121, through hole, 130, first air source pipeline, 131, first exhaust port, 140, second air source pipeline, 141, second exhaust port, 150, first rib, 151, first concave cavity, 160, second rib, 161, second concave cavity, 170, thermal insulation layer;

[0029] 200, aircraft, 210, wing;

[0030] X, the direction of the aircraft's movement, Y, the thickness direction of the wing, and Z, the wingspan direction. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. In the description of the present application, it is necessary to understand that the orientation or position relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. is based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present application. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0032] The anti-icing device provided in the embodiment of the present application is provided with a middle skin in the chamber defined by the outer skin and the inner skin, so as to divide the chamber into a first compartment and a second compartment, and a through hole is provided in the middle skin to connect the first compartment and the second compartment, and a first air source pipeline is provided in the first compartment to supply anti-icing hot air to the first compartment, and a second air source pipeline is provided in the second compartment to supply anti-icing hot air to the second compartment, and the anti-icing hot air supplied by the second air source pipeline enters the first compartment through the through hole and mixes with the anti-icing hot air in the first compartment, so that the convective heat transfer coefficient of the inner surface of the outer skin is increased, thereby increasing the heat transfer effect of the outer skin, so that the inner surface of the outer skin is heated evenly, and the problem of low heat transfer efficiency of traditional wing anti-icing is solved. As a typical application, the anti-icing device can be installed on the leading edge of the wing of an aircraft to prevent ice on the leading edge of the wing of the aircraft.

[0033] In one embodiment of the present application, refer to Figure 1 to Figure 4 The anti-icing device 100 includes: a slat 110, a middle skin 120, a first air source pipeline 130 and a second air source pipeline 140.

[0034] The slat 110 includes an outer skin 111 and an inner skin 112. The slat 110 is fixedly mounted on the leading edge of the wing 210 of the aircraft 200 through the inner skin 112. The outer skin 111 is the portion of the slat 110 facing the airflow during flight of the aircraft 200. The two sides of the outer skin 111 that are relatively arranged along the thickness direction Y of the wing 210 of the aircraft 200 are respectively bent toward the rear of the traveling direction X of the aircraft 200, so that the cross-section of the outer skin 111 is formed into a roughly U-shape that is open toward the rear of the traveling direction X of the aircraft 200. The outer skin 111 includes a top section 111a, a leading edge 111b and a bottom section 111c that are connected in sequence. The top section 111a and the bottom section 111c respectively constitute two side walls of the U-shape, and the leading edge 111b is arranged near the area with the largest curvature between the bottom section 111c and the top section 111a. In this embodiment, the length of the top section 111 a is greater than the length of the bottom section 111 c .

[0035] The inner skin 112 and the outer skin 111 are spaced apart along the travel direction X of the aircraft 200, that is, the outer skin 111 is the windward side of the slat 110, and the inner skin 112 is the leeward side of the slat 110. The outer skin 111 and the inner skin 112 extend along the span direction Z of the slat 110, respectively, and the span direction Z of the slat 110 is the span direction Z of the wing 210 of the aircraft 200. The two sides of the inner skin 112 that are relatively arranged along the thickness direction Y of the wing 210 of the aircraft 200 are bent toward the rear of the travel direction X of the aircraft 200, and the cross-section of the inner skin 112 is formed into a roughly U-shape that is open toward the rear of the travel direction X of the aircraft 200. Among them, Figure 1 In order to show the relative relationship between the slat 110 and the middle skin 120 , the outer skin 111 is set to be transparent. In actual applications, the outer skin 111 is not transparent.

[0036] A chamber 113 is defined between the inner skin 112 and the outer skin 111. The chamber 113 has two opening ends spaced apart along the thickness direction Y of the wing 210. One opening end is close to the top section 111a of the outer skin 111, and the other opening end is close to the bottom section 111c of the outer skin 111. The opening end close to the top section 111a is closed, and the opening end close to the bottom section 111c constitutes an air outlet 114 of the chamber 113. Figure 1 A reinforcing rib 1121 is provided on the side of the inner skin 112 facing away from the middle skin 120 to enhance the overall strength of the slat 110 .

[0037] Reference Figure 1 to Figure 4The middle skin 120 is arranged in the cavity 113. Specifically, the inner skin 112, the middle skin 120 and the outer skin 111 are arranged at intervals along the travel direction X of the aircraft 200. The middle skin 120 divides the cavity 113 into a first compartment 1131 and a second compartment 1132. The first compartment 1131 is defined between the middle skin 120 and the outer skin 111, and the second compartment 1132 is defined between the middle skin 120 and the inner skin 112.

[0038] The middle skin 120 is provided with a plurality of through holes 121 to connect the first compartment 1131 with the second compartment 1132. The first compartment 1131 is connected to the air outlet 114 to form a hot air passage. The second compartment 1132 is connected to the air outlet 114 through the first compartment 1131. Figure 4 , a plurality of through holes 121 are concentratedly distributed on a portion of the surface of the middle skin 120 .

[0039] The middle skin 120 extends along the wingspan direction Z of the slat 110, and the middle skin 120 is at least arranged opposite to the top section 111a of the outer skin 111, that is, the middle skin 120 is at least parallel to the top section 111a, that is, the middle skin 120 extends at least to the junction of the top section 111a and the leading edge 111b along the length direction of the top section 111a. In this embodiment, a part of the middle skin 120 is arranged opposite to the top section 111a, and another part of the middle skin 120 is arranged opposite to the leading edge 111b, that is, the middle skin 120 extends along the length direction of the top section 111a to the vicinity of the area where the curvature of the leading edge 111b is the largest. The inner skin 112 is provided with a protruding portion 115 on one side facing the outer skin 111, and the protruding portion 115 is arranged opposite to the leading edge 111b, and the side of the middle skin 120 close to the air outlet 114 is connected to the protruding portion 115.

[0040] The first air source pipeline 130 is disposed in the first compartment 1131. Specifically, the first air source pipeline 130 is arranged at one end of the first compartment 1131 away from the air outlet 114. The first air source pipeline 130 is used to supply anti-icing hot air to the first compartment 1131. The anti-icing hot air is used to heat the inner surface of the outer skin 111 to remove ice attached to the outer surface of the outer skin 111. The first air source pipeline 130 extends along the wingspan direction Z of the slat 110. The first air source pipeline 130 is provided with a first exhaust port 131. The anti-icing hot air enters the first compartment 1131 from the first exhaust port 131.

[0041] The second air source pipeline 140 is disposed in the second compartment 1132. Specifically, the second air source pipeline 140 is arranged at one end of the second compartment 1132 away from the air outlet 114. The second air source pipeline 140 is used to supply anti-icing hot air to the second compartment 1132. The anti-icing hot air supplied by the second air source pipeline 140 enters the first compartment 1131 through the through hole 121, and mixes with the anti-icing hot air in the first compartment 1131 to heat the inner surface of the outer skin 111, thereby improving the anti-icing and de-icing effects. The second air source pipeline 140 extends along the wingspan direction Z of the slat 110. The second air source pipeline 140 is provided with a second exhaust port 141, and the anti-icing hot air enters the second compartment 1132 from the second exhaust port 141.

[0042] Among them, the air pressure of the anti-icing hot air supplied by the second air source pipeline 140 is greater than the air pressure of the anti-icing hot air supplied by the first air source pipeline 130, so that the anti-icing hot air supplied by the second air source pipeline 140 forms a small hole jet at the through hole 121, and the speed of the anti-icing hot air passing through the through hole 121 is increased to be sprayed into the first compartment 1131, so that the convective heat transfer coefficient of the inner surface of the outer skin 111 is increased, thereby increasing the heat exchange effect of the outer skin 111 and improving the anti-icing and de-icing effects.

[0043] As a preferred embodiment, the inner diameter of the through hole 121 gradually decreases from the end close to the second compartment 1132 to the end close to the first compartment 1131, thereby further increasing the speed of the anti-icing hot air supplied by the second air source pipeline 140 passing through the through hole 121, increasing the intensity of the small hole jet, increasing the impact force of the airflow on the inner surface of the outer skin 111, and increasing the convective heat transfer coefficient.

[0044] In addition, the anti-icing device 100 further includes a first rib 150, which extends along the span direction Z of the slat 110, one side of the first rib 150 is connected to the side of the middle skin 120 away from the air outlet 114, and the other side of the first rib 150 is connected to the top section 111a of the outer skin 111, so as to close the end of the first compartment 1131 away from the air outlet 114. The first rib 150 is concave in the direction away from the top section 111a in the width direction of the end close to the middle skin 120 to form a first concave cavity 151, and the first air source pipeline 130 is arranged in the first concave cavity 151. The arrangement of the first rib 150 can prevent thermal fatigue caused by the temperature increase of the slat 110 due to leakage of the first air source pipeline 130.

[0045] In addition, the anti-icing device 100 further includes a second rib 160, which extends along the span direction Z of the slat 110, one side of the second rib 160 is connected to the side of the inner skin 112 away from the air outlet 114, and the other side of the second rib 160 is connected to the top section 111a of the outer skin 111 to close the end of the second compartment 1132 away from the air outlet 114. The width direction of the second rib 160 is concave in a direction away from the top section 111a near the end of the inner skin 112 to form a second concave cavity 161, and the second air source pipeline 140 is arranged in the second concave cavity 161. The arrangement of the second rib 160 can prevent thermal fatigue caused by the temperature increase of the slat 110 due to leakage of the second air source pipeline 140.

[0046] In another preferred implementation, referring to Figure 1 The anti-icing device 100 also includes a thermal insulation layer 170, which is arranged on the side of the inner skin 112 away from the outer skin 111. The laying of the thermal insulation layer 170 increases the heat exchange efficiency of the outer skin 111 of the slat 110 while preventing the non-hot air area (inner skin 112 area) inside the slat 110 from overheating.

[0047] The air outlet 114 is arranged at one end of the chamber 113 close to the bottom section 111c to form a lower exhaust structure. This form of lower exhaust and the method of laying the thermal insulation layer 170 on the inner skin 112 can prevent the current rear exhaust from causing structural damage to the composite material of the slat 110, thereby improving the utilization rate of the composite material of the aircraft 200.

[0048] In addition, valves (not shown in the figure), pressure sensors (not shown in the figure), temperature sensors (not shown in the figure) and flow meters (not shown in the figure) are respectively provided on the first gas source pipeline 130 and the second gas source pipeline 140, and the valves, pressure sensors, temperature sensors and flow meters are respectively communicated with a controller (not shown in the figure) in the cockpit of the aircraft 200. Among them, the valve is equivalent to a valve, and the controller can control the flow rate of the anti-icing hot air entering the first air source pipeline 130 and the second air source pipeline 140 respectively through the valve. The flow meter is used to statistically monitor the flow rate of the anti-icing hot air in the first air source pipeline 130 and the second air source pipeline 140. The pressure sensor is used to monitor the air pressure of the anti-icing hot air in the first air source pipeline 130 and the second air source pipeline 140. The temperature sensor is used to monitor the temperature of the anti-icing hot air in the first air source pipeline 130 and the second air source pipeline 140. Therefore, through the real-time control of the controller, the bleed air flow rate of the anti-icing hot air in the first air source pipeline 130 and the second air source pipeline 140 is adjusted according to the severity of icing in the external environment, the temperature of the slat 110, etc.

[0049] Specifically, the anti-icing method of the anti-icing device 100 provided in the embodiment of the present application is as follows:

[0050] When the icing conditions in the external environment are not severe, the controller only opens the valve on the first air source pipeline 130, and the first air source pipeline 130 passes the anti-icing hot air into the first compartment 1131 to heat the inner surface of the outer skin 111 to perform anti-icing and de-icing, and the anti-icing hot air is discharged through the air outlet 114;

[0051] When the external environment is in severe icing conditions, the controller simultaneously opens the valve on the first air source pipeline 130 and the valve on the second air source pipeline 140, and the first air source pipeline 130 introduces anti-icing hot air into the first compartment 1131 to heat the inner surface of the outer skin 111, and the second air source pipeline 140 introduces anti-icing hot air into the second compartment 1132. The anti-icing hot air supplied by the second air source pipeline 140 enters the first compartment 1131 through the through hole 121 opened on the middle skin 120, and is mixed with the anti-icing hot air supplied by the first air source pipeline 130 to heat the inner surface of the outer skin, and the mixed anti-icing hot air is discharged through the air outlet 114.

[0052] Generally speaking, when the total temperature of the environment in which the aircraft 200 is located during flight is lower than -25°C, the water vapor content in the air is relatively low, and it can be determined that the icing conditions in the external environment are not severe; and when the visibility is good (greater than 1600m) during the process of the aircraft 200 passing through clouds, it can be considered that the icing weather is weak. The pilot can control the controller to only open the valve on the first air source pipeline 130. The first air source pipeline 130 introduces anti-icing hot air into the first compartment 1131 to heat the inner surface of the outer skin 111 for anti-icing and de-icing. The anti-icing hot air is discharged through the air outlet 114.

[0053] When the total temperature of the environment in which the aircraft 200 is located during flight is around -10°C, for example -15°C to -5°C, and when the visibility is very low (much less than 1,600 meters) during the process of the aircraft 200 flying through clouds, it can be considered that the icing weather is the most severe. The pilot can judge the severity of the external icing weather by observing the icing conditions of the windshield or window frame. The faster the icing rate, the more severe the icing weather. Some aircraft are equipped with a surface temperature sensor for the outer skin 111 of the slat 110. When the monitored surface temperature of the outer skin 111 is significantly lower than the normal design value, it also indicates that the icing weather is relatively severe. At this time, the pilot opens the valve on the first air source pipeline 130 and the valve on the second air source pipeline 140 simultaneously through the controller. The first air source pipeline 130 introduces anti-icing hot air into the first compartment 1131 to heat the inner surface of the outer skin 111, and the second air source pipeline 140 introduces anti-icing hot air into the second compartment 1132. The anti-icing hot air supplied by the second air source pipeline 140 enters the first compartment 1131 through the through hole 121 opened on the middle skin 120, and is mixed with the anti-icing hot air supplied by the first air source pipeline 130 to heat the inner surface of the outer skin. The mixed anti-icing hot air is discharged through the air outlet 114.

[0054] Among them, the outer surface of the outer skin 111 faces the airflow during the flight of the aircraft 200. In addition, the flight altitude of the aircraft 200 is relatively high, which causes the outer surface of the outer skin 111 to be easily iced. Since the surface area of ​​the top section 111a of the outer skin 111 is relatively larger than that of the bottom section 111c, and the top section 111a directly faces the airflow, there are differences in the anti-icing requirements of the top section 111a and the bottom section 111c of the outer skin 111. The top section 111a requires dry evaporation, that is, water must be completely evaporated before reaching the boundary of the top section 111a after hitting the top section 111a of the outer skin 111, and the bottom section 111c requires wet evaporation, that is, the bottom section 111c of the outer skin 111 allows liquid water to flow out of the bottom section 111c. Therefore, the heat required by the top section 111a is much greater than that of the bottom section 111c.

[0055] To this end, in the embodiment of the present application, the middle skin 120 is arranged opposite to the top section 111a, so that the anti-icing hot air supplied by the second air source pipeline 140 passes through the through hole 121 and is directly sprayed to the inner surface of the outer skin 111 corresponding to the top section 111a. Combined with the anti-icing hot air supplied by the first air source pipeline 130, the convective heat transfer coefficient of the inner surface of the outer skin 111 corresponding to the top section 111a can be effectively increased, so that the outer surface of the outer skin 111 corresponding to the top section 111a can achieve the effect required by dry evaporation, and can ensure that the inner surface of the outer skin 111 corresponding to the top section 111a is heated evenly. After the anti-icing hot air heat exchange is completed, it can be discharged into the atmosphere through the air outlet 114. Figure 1 The direction of the arrow in the chamber 113 shows the flow direction of the anti-icing hot air.

[0056] The above is a detailed introduction to an anti-icing device, an anti-icing method and an aircraft provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the technical solutions and core ideas of the present application. Ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some of the technical features therein with equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An anti-icing device, comprising: A slat (110) comprises an outer skin (111) and an inner skin (112) arranged at intervals, wherein the outer skin (111) comprises a top section (111a), a leading edge (111b) and a bottom section (111c) connected in sequence, a chamber (113) is defined between the outer skin (111) and the inner skin (112), and an air outlet (114) is provided at one end of the chamber (113) close to the bottom section (111c); It is characterized by further comprising: a middle skin (120) disposed in the chamber (113) and dividing the chamber (113) into a first compartment (1131) and a second compartment (1132); the first compartment (1131) is connected to the air outlet (114); the middle skin (120) is at least arranged opposite to the top section (111a); and a through hole (121) for connecting the first compartment (1131) and the second compartment (1132) is provided on the middle skin (120); A first gas source pipeline (130) is disposed in the first compartment (1131), wherein the first gas source pipeline (130) is configured to supply anti-icing hot air to the first compartment (1131); A second gas source pipeline (140) is disposed in the second compartment (1132), wherein the second gas source pipeline (140) is configured to supply anti-icing hot air to the second compartment (1132); The anti-icing hot air supplied by the second gas source pipeline (140) enters the first compartment (1131) through the through hole (121) and mixes with the anti-icing hot air supplied by the first gas source pipeline (130).

2. The anti-icing device according to claim 1, characterized in that: The air pressure of the anti-icing hot air supplied by the second air source pipeline (140) is greater than the air pressure of the anti-icing hot air supplied by the first air source pipeline (130).

3. The anti-icing device according to claim 2, characterized in that: The inner diameter of the through hole (121) gradually decreases from an end close to the second compartment (1132) to an end close to the first compartment (1131).

4. The anti-icing device according to claim 1, characterized in that: The inner skin (112) is provided with a protruding portion (115) on one side facing the outer skin (111), the protruding portion (115) is arranged opposite to the leading edge (111b), and the middle skin (120) is connected to the protruding portion (115) on a side close to the air outlet (114).

5. The anti-icing device according to claim 1, characterized in that: It also includes a first rib plate (150), one side of the first rib plate (150) is connected to a side of the middle skin (120) away from the air outlet (114), and the other side of the first rib plate (150) is connected to the top section (111a); The first rib (150) is recessed in a direction away from the top section (111a) to form a first concave cavity (151), and the first gas source pipeline (130) is arranged in the first concave cavity (151).

6. The anti-icing device according to claim 1, characterized in that: It also includes a second rib plate (160), one side of the second rib plate (160) is connected to a side of the inner skin (112) away from the air outlet (114), and the other side of the second rib plate (160) is connected to the top section (111a); The second rib (160) is recessed in a direction away from the top section (111a) to form a second concave cavity (161), and the second gas source pipeline (140) is disposed in the second concave cavity (161).

7. The anti-icing device according to claim 6, characterized in that: It also includes a thermal insulation layer (170), wherein the thermal insulation layer (170) is arranged on a side of the inner skin (112) facing away from the outer skin (111).

8. The anti-icing device according to claim 1, characterized in that: The first gas source pipeline (130) and the second gas source pipeline (140) are respectively provided with valves.

9. The anti-icing device according to claim 1, characterized in that: Pressure sensors are arranged on the first gas source pipeline (130) and the second gas source pipeline (140), respectively.

10. The anti-icing device according to claim 1, characterized in that: Temperature sensors are arranged on the first gas source pipeline (130) and the second gas source pipeline (140), respectively.

11. The anti-icing device according to claim 1, characterized in that: Flow meters are respectively arranged on the first gas source pipeline (130) and the second gas source pipeline (140).

12. An anti-icing method for an anti-icing device according to any one of claims 1 to 11, characterized in that: When the external environment temperature is ≤-25°C, and / or the visibility of the aircraft during cloud penetration is greater than 1600m, the first air source pipeline (130) introduces anti-icing hot air into the first compartment (1131) to heat the inner surface of the outer skin (111), and the anti-icing hot air is discharged through the air outlet (114); When the external environment temperature is between -15°C and -5°C, and / or the visibility of the aircraft during cloud penetration is less than 1600m, the first air source pipeline (130) and the second air source pipeline (140) are opened simultaneously, the first air source pipeline (130) introduces anti-icing hot air into the first compartment (1131) to heat the inner surface of the outer skin (111), and the second air source pipeline (140) introduces anti-icing hot air into the second compartment (1132), the anti-icing hot air supplied by the second air source pipeline (140) enters the first compartment (1131) through the through hole (121) provided on the middle skin (120), and is mixed with the anti-icing hot air supplied by the first air source pipeline (130) to heat the inner surface of the outer skin (111), and the mixed anti-icing hot air is discharged through the air outlet (114).

13. An aircraft (200), characterized in that: include: Wing (210); as well as The anti-icing device according to any one of claims 1 to 11, wherein the anti-icing device is arranged on the wing (210).

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