Wing hot air de-icing control system and in-flight de-icing pressure control method

Abstract

The present application provides a wing hot air anti-icing control system and an air anti-icing pressure control method. The system comprises a wing anti-icing valve, a wing anti-icing pressure sensor, a wing anti-icing temperature sensor, a wing anti-icing ground temperature monitoring sensor, a wing anti-icing monitoring pressure sensor, a wing anti-icing controller, a bleed air fan valve and a flute type pipe. The wing anti-icing controller comprises independent control channels and monitoring channels, and the wing anti-icing valve comprises independent valve shutdown circuits and valve adjustment circuits. The present application can realize ground and air anti-icing, and the anti-icing is more accurate according to the wing anti-icing pressure sensor than the anti-icing according to the reference upstream bleed air temperature. In the case of single-engine bleed air anti-icing, bleed air failure or performance decline, etc., the anti-icing or maximum anti-icing can still be performed under the condition of ensuring the optimal aircraft. Therefore, the present application can not only effectively reduce energy consumption, improve economy and safety, but also has good anti-icing effect and good universality.

Description

Technical Field

[0001] This invention relates to the field of anti-icing design, and more particularly to a wing hot air anti-icing control system. Additionally, this invention also relates to an in-flight anti-icing pressure control method. Background Technology

[0002] An aircraft anti-icing system is a system used to prevent or eliminate ice buildup on certain parts of an aircraft's surface during flight. It primarily utilizes hot air from the engine or converts electrical energy into heat to warm surfaces prone to icing, thus preventing or melting ice. Icing, especially on the leading edges of wings and tail fins, or on the leading edges of propellers, air intakes, and cockpit windshields, can pose serious flight hazards. For example, icing on the leading edges of wings and tail fins can alter the airfoil shape, reducing lift, increasing drag, and even making flight maneuverability difficult and unstable. Icing on other parts also presents various challenges. Therefore, anti-icing systems should be installed on areas prone to icing.

[0003] The main anti-icing areas on an aircraft include the wings, tail, engine air intakes, propellers, windshield, and temperature and pressure sensors. Different anti-icing methods are used for different areas depending on the location and the amount of energy required. Aircraft anti-icing systems mainly fall into three categories: first, using hot air equipment; second, using a very low-freezing-point anti-icing fluid sprayed onto areas prone to icing to prevent or melt the ice; and third, using electrical energy, where resistance wires are attached to areas prone to icing, such as the propeller leading edge and windshield, and the heat generated when current passes through the resistance wires melts the ice.

[0004] Modern large and medium-sized passenger aircraft use hot air to de-ic the leading edges of their wings and tails. This hot air originates from the compressor of a turbojet engine. The de-icing piping is hidden at the leading edge of the wing; the hot air circulates inside, preventing moisture from icing at the wing's leading edge. Meanwhile, the warmer air flows rearward, forming a protective layer over the wing surface.

[0005] Currently, the main solutions in this technical field are as follows:

[0006] For example, the existing literature CN105059553B proposes an intelligent hot air anti-icing system based on the required anti-icing bleed air volume. It uses an atmospheric liquid water content tester installed on the back of the aircraft, aircraft speed, angle of attack, ambient temperature, and anti-icing temperature installed on the anti-icing bleed air duct to realize the real-time on-demand anti-icing bleed air flow value, and realizes closed-loop control based on the anti-icing bleed air sensor installed on the anti-icing bleed air duct.

[0007] For example, existing documents US20140290749A1 and US8843253B1 control the anti-icing flow rate based on the bleed air pressure, bleed air temperature and flight altitude upstream of the anti-icing valve. This is an open-loop control, and only the anti-icing temperature is monitored.

[0008] For example, the existing literature CN202863770U proposes to adjust the pressure through a pressure regulator based on temperature and pressure sensors; the anti-icing valve is only used to control the opening and closing of the anti-icing system, and the inner and outer anti-icing valves are used to adjust the anti-icing pressure of the inner pipeline, and the pressure is controlled in an open loop; and a ground overheating switch is used to monitor ground overheating.

[0009] As mentioned above, existing documents US20140290749A1, US8843253B1, and CN202863770U propose open-loop control based on bleed air temperature and pressure, while existing document CN105059553B proposes to use an atmospheric liquid water content tester installed on the back of the aircraft, and simultaneously calculate the required anti-icing bleed air flow rate in real time based on the aircraft speed, angle of attack, ambient temperature, and anti-icing temperature installed on the anti-icing bleed air duct (pressure and temperature are a set of fixed values) to carry out anti-icing, and achieve closed-loop control.

[0010] However, the current aircraft wing hot air anti-icing system mainly anti-icing flow is based on the maximum requirement within the entire flight envelope, which easily leads to wasted engine bleed air. This not only results in high energy consumption, but also poor safety, anti-icing effect and versatility. Summary of the Invention

[0011] This invention is made to solve the above-mentioned technical problems. Its main purpose is to provide a wing hot air anti-icing control system and an air anti-icing pressure control method, which will not cause engine bleed air waste. Therefore, it can not only effectively reduce energy consumption, improve economy and safety, but also have good anti-icing effect and good versatility.

[0012] Another object of the present invention is to provide an aircraft including the above-described wing thermal anti-icing control system.

[0013] To achieve the aforementioned objectives, according to one aspect of the present invention, a wing hot air anti-icing system is provided, comprising a wing anti-icing valve, a wing anti-icing pressure sensor, a wing anti-icing temperature sensor, a wing anti-icing ground temperature monitoring sensor, a wing anti-icing monitoring pressure sensor, a wing anti-icing controller, an bleed air fan valve, and a whistle-shaped tube.

[0014] The wing anti-icing controller includes independent control and monitoring channels, and the wing anti-icing valve includes independent valve shut-off and valve adjustment circuits.

[0015] The valve adjustment circuit, the wing anti-icing pressure sensor, and the wing anti-icing temperature sensor of the wing anti-icing valve are connected to the control channel of the wing anti-icing controller, and the valve shut-off circuit, the wing anti-icing ground temperature monitoring sensor, and the wing anti-icing monitoring pressure sensor of the wing anti-icing valve are connected to the monitoring channel of the wing anti-icing controller.

[0016] Preferably, the aforementioned wing hot air anti-icing system further includes an inter-flow bleed air valve. The wing hot air anti-icing system is arranged symmetrically on both sides and consists of a left wing hot air anti-icing system and a right wing hot air anti-icing system, wherein the left wing hot air anti-icing system and the right wing hot air anti-icing system are connected by the inter-flow bleed air valve.

[0017] Preferably, in the aforementioned wing hot air anti-icing system, the structure of either the left wing hot air anti-icing system or the right wing hot air anti-icing system is as follows: downstream of the wing anti-icing valve and at the inlet of the anti-icing flute, the wing anti-icing pressure sensor and the wing anti-icing temperature sensor are sequentially installed; then, along the anti-icing flute, the wing anti-icing ground temperature monitoring sensor and the wing anti-icing monitoring pressure sensor are sequentially installed; wherein, the bleed air fan valve bleeds air from the engine to the upstream of the wing anti-icing valve, and the wing anti-icing temperature sensor is connected to the bleed air fan valve.

[0018] Preferably, in the above-mentioned wing hot air anti-icing system, when on the ground, the wing anti-icing controller performs periodic intermittent anti-icing according to the wing anti-icing pressure sensor and the wing anti-icing temperature sensor at a set time, and monitors whether the ground temperature exceeds the limit through the wing anti-icing ground temperature monitoring sensor.

[0019] Preferably, in the aforementioned wing hot air anti-icing system, while in the air, the wing anti-icing controller determines the required anti-icing pressure and temperature target values ​​based on the aircraft's flight status (including altitude, speed, and angle of attack), the adjusted bleed air temperature and pressure, and the inlet temperature of the anti-icing whistle tube. Anti-icing is then performed by adjusting the downstream pressure of the wing anti-icing valve to meet the anti-icing flow requirements.

[0020] Preferably, in the aforementioned wing thermal anti-icing system, the wing anti-icing temperature sensor monitors whether the airborne anti-icing is at a low temperature. When the temperature measured by the wing anti-icing temperature sensor is lower than the set temperature value, it is determined to be a low temperature state, and the pilot is notified in a timely manner.

[0021] Preferably, in the aforementioned wing hot air anti-icing system, when the pressure difference measured by the wing anti-icing pressure sensor and the wing anti-icing monitoring pressure sensor is greater than or equal to a set value, it is determined to be an anti-icing leak and the pilot is notified in a timely manner.

[0022] Preferably, in the aforementioned wing thermal anti-icing system, when the pressure value measured by the wing anti-icing pressure sensor is less than the set pressure value or the pressure value measured by the wing anti-icing monitoring pressure sensor is less than the set pressure value, it is determined to be a low-pressure state, and the pilot is notified in a timely manner.

[0023] Preferably, in the above-mentioned wing hot air anti-icing system, the relay may be included in the wing anti-icing controller or independent of the wing anti-icing controller.

[0024] According to another aspect of the present invention, an airborne anti-icing pressure control method is provided, comprising the following steps:

[0025] The first step is to adjust the angle of the wing anti-icing valve, and then measure the adjusted anti-icing pressure value using the wing anti-icing pressure sensor. This will determine whether the adjusted anti-icing pressure value matches the target anti-icing pressure value.

[0026] The second step involves measuring the adjusted anti-icing temperature using the wing anti-icing temperature sensor, and then determining whether the adjusted anti-icing temperature measurement matches the target anti-icing temperature value.

[0027] Third, if there is a discrepancy, readjust the pressure according to the different pressure and temperature groups set to meet the anti-icing flow requirements.

[0028] Fourth step: If the final adjustment still cannot meet the requirements, then make appropriate adjustments to the upstream bleed air temperature.

[0029] According to another aspect of the invention, an aircraft is provided that includes the wing thermal anti-icing control system of the invention.

[0030] In view of the above, compared with the prior art, the core technology of the wing hot air anti-icing control system and air anti-icing pressure control method of the present invention is that it can perform closed-loop control of anti-icing pressure in segments according to the aircraft flight status, different bleed air temperatures, bleed air pressures and downstream temperatures of the anti-icing valve, so as to carry out anti-icing control and monitoring. At the same time, it can also perform independent monitoring of anti-icing pressure and ground anti-icing temperature, and when the temperature or pressure exceeds the limit, the anti-icing valve can be bypassed and shut off.

[0031] Due to the aforementioned technical solutions, compared to existing technologies, the wing hot air anti-icing control system and airborne anti-icing pressure control method of this invention can achieve both ground and airborne anti-icing. During airborne anti-icing, calculating anti-icing based on the wing anti-icing pressure sensor is more accurate than referencing upstream bleed air temperature. Simultaneously, for the same anti-icing flow rate value at a given moment, multiple anti-icing pressure and temperature groups are used for anti-icing control, making anti-icing more economical and beneficial to upstream bleed air design. This ensures that in situations such as single-engine bleed air anti-icing, bleed air failure, or performance degradation, anti-icing can still be performed or maximized while maintaining optimal aircraft performance. Furthermore, ground-based anti-icing employs intermittent anti-icing and monitors overheating. During anti-icing, anti-icing temperature, pressure, and leak detection are monitored, and the pilot is notified. Anti-icing can be shut down as needed through independent monitoring functions. This eliminates the need for anti-icing based on the maximum requirements across the entire flight envelope, thus preventing wasted engine bleed air. This not only effectively reduces energy consumption, improves economy and safety, but also provides excellent anti-icing performance and good versatility.

[0032] Based on common knowledge in the field, the above-mentioned preferred embodiments can be combined arbitrarily to obtain various preferred examples of the present invention. Attached Figure Description

[0033] To better understand the above and other objects, features, advantages, and functions of the present invention, reference can be made to the preferred embodiments shown in the accompanying drawings. The same reference numerals in the drawings refer to the same parts. Those skilled in the art should understand that the drawings are intended to schematically illustrate preferred embodiments of the invention and do not limit the scope of the invention in any way; the parts in the drawings are not drawn to scale.

[0034] Figure 1 A schematic diagram illustrating a preferred embodiment of the wing thermal anti-icing control system of the present invention is shown.

[0035] Figure 2 A flowchart illustrating an in-flight anti-icing pressure control method is shown schematically.

[0036] Figure 3 A schematic diagram illustrating the principle of independent monitoring valve shut-off is shown.

[0037] The reference numerals in the figures are listed in the technical solutions and embodiments:

[0038] 1. Wing anti-icing valve

[0039] 11. Valve shut-off circuit

[0040] 12. Valve adjustment circuit

[0041] 2. Wing anti-icing pressure sensor

[0042] 3. Wing anti-icing temperature sensor

[0043] 4. Wing anti-icing ground temperature monitoring sensor

[0044] 5. Wing anti-icing monitoring pressure sensor

[0045] 6. Wing anti-icing controller

[0046] 61 Control Channel

[0047] 62 monitoring channels

[0048] 7. Exhaust fan valve

[0049] 8. Anti-icing whistle type tube

[0050] 9. Air supply valve

[0051] A. Aircraft flight status Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions in the embodiments of this invention will be described in more detail below with reference to the accompanying drawings.

[0053] First, it should be noted that, in the detailed description of these embodiments, for the sake of brevity, this specification cannot provide a detailed description of all features of the actual embodiments. It should be understood that, in the actual implementation of any embodiment, just as in any engineering or design project, various specific decisions are often made to achieve the developer's specific goals and to meet system-related or business-related constraints, and these decisions can change from one embodiment to another. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, some design, manufacturing, or production modifications based on the technical content disclosed herein are merely conventional technical means and should not be construed as insufficient content of this disclosure.

[0054] Furthermore, it should be noted that, unless otherwise defined, the technical or scientific terms used in the claims and description should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The words "an" or "a" do not indicate a quantity limitation, but rather indicate the presence of at least one. The words "comprising" or "including" mean that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The words "connected" or "linked" are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections.

[0055] The following will combine Figure 1 A preferred embodiment of the wing hot air anti-icing system of the present invention will be described in detail so that the advantages and features of the present invention can be easily understood by those skilled in the art, thereby providing a clearer definition of the scope of the present invention.

[0056] In general, such as Figure 1 As shown in the figure, a schematic diagram of the structure of the wing hot air anti-icing system of the present invention is illustrated.

[0057] As shown in the figure, the wing hot air anti-icing system of the present invention mainly includes: wing anti-icing valve 1, wing anti-icing pressure sensor 2, wing anti-icing temperature sensor 3, wing anti-icing ground temperature monitoring sensor 4, wing anti-icing monitoring pressure sensor 5, wing anti-icing controller 6, bleed air fan valve 7, and anti-icing whistle tube 8.

[0058] Specifically, such as Figure 1 As shown, the wing anti-icing controller 6 includes an independent control channel 61 and a monitoring channel 62, and the wing anti-icing valve 1 includes an independent valve shut-off circuit 11 and a valve adjustment circuit 12. The valve adjustment circuit 12, the wing anti-icing pressure sensor 2, and the wing anti-icing temperature sensor 3 of the wing anti-icing valve 1 are connected to the control channel 61 of the wing anti-icing controller 6, and the valve shut-off circuit 11, the wing anti-icing ground temperature monitoring sensor 4, and the wing anti-icing monitoring pressure sensor 5 of the wing anti-icing controller 6 are connected to the monitoring channel 62 of the wing anti-icing controller 6.

[0059] Furthermore, as shown in the figure, the wing thermal anti-icing system of the present invention also includes an interleaved bleed air valve 9. This wing thermal anti-icing system is arranged symmetrically on both sides and consists of a left wing thermal anti-icing system and a right wing thermal anti-icing system. The left wing thermal anti-icing system and the right wing thermal anti-icing system are connected by the interleaved bleed air valve 9. In the event of a malfunction in the bleed air fan valve 7 or the wing anti-icing valve 1 on one side, the interleaved bleed air valve 9 opens, allowing engine bleed air from the other side to ensure the normal operation of the entire wing thermal anti-icing system.

[0060] In addition, the structure of the wing hot air anti-icing system on either side of the left wing hot air anti-icing system and the right wing hot air anti-icing system is as follows: downstream of the wing anti-icing valve 1 and at the inlet of the anti-icing flute 8, a wing anti-icing pressure sensor 2 and a wing anti-icing temperature sensor 3 are installed in sequence. Then, along the anti-icing flute 8, a wing anti-icing ground temperature monitoring sensor 4 and a wing anti-icing monitoring pressure sensor 5 are installed in sequence. The bleed air fan valve 7 bleeds air from the engine to the upstream of the wing anti-icing valve 1, and the wing anti-icing temperature sensor 3 is connected to the bleed air fan valve 7.

[0061] The wing hot air anti-icing system of this invention measures the temperature at the wing anti-icing whistle inlet based on the aircraft's flight status and the temperature. In the air, while controlling the anti-icing pressure, it performs anti-icing according to different preset pressure and temperature groups to ensure the required flow rate. During the anti-icing process, it monitors anti-icing over-temperature, over-temperature, over-pressure, and under-pressure, and independently shuts down the anti-icing system as needed. On the ground, it performs anti-icing according to a predetermined pressure value, and independently shuts down the anti-icing system when over-temperature is detected. Furthermore, it detects wing anti-icing leaks using two pressure sensors. The specific working principle of this invention is as follows:

[0062] (1) Ground anti-icing and over-temperature monitoring

[0063] When on the ground, the wing anti-icing controller 6 performs periodic intermittent anti-icing according to the wing anti-icing pressure sensor 2 and the wing anti-icing temperature sensor 3 at set intervals, and monitors whether the ground temperature exceeds the set temperature through the wing anti-icing ground temperature monitoring sensor.

[0064] When ground anti-icing or testing is being conducted, the control channel 61 of the wing anti-icing controller 6 automatically and intermittently activates anti-icing according to logic (limiting working and non-working times) to ensure that overheating does not occur during ground anti-icing or testing.

[0065] When ground anti-icing or testing is performed, the monitoring channel 62 of the wing anti-icing controller 6 independently monitors over-temperature through the wing anti-icing ground temperature monitoring sensor 4. When over-temperature occurs, the monitoring channel 62 of the wing anti-icing controller 6 will bypass the shut-off circuit 11 of the wing anti-icing valve 1 to shut down the wing anti-icing valve 1.

[0066] (2) Relatively economical air-to-air anti-icing

[0067] In the air, the wing anti-icing controller 6 determines the required anti-icing pressure and temperature target values ​​based on the aircraft's flight state A (including altitude, speed, and angle of attack), the adjusted bleed air temperature and pressure (upstream bleed air), and the inlet temperature of the anti-icing whistle 8. It then performs anti-icing by adjusting the downstream pressure of the wing anti-icing valve 1 to meet the anti-icing flow requirements.

[0068] Specifically, Figure 2 A flowchart illustrating the in-flight anti-icing pressure control method is shown, and Table 1 presents the in-flight anti-icing temperature and pressure combination table. As shown in the figure, when the aircraft encounters icing weather conditions during flight, the wing thermal anti-icing system is activated:

[0069] The first step is to adjust the angle of the wing anti-icing valve 1, and then measure the adjusted anti-icing pressure value using the wing anti-icing pressure sensor 2. This will determine whether the adjusted anti-icing pressure value Pa matches the target anti-icing pressure value Px.

[0070] The second step involves measuring the adjusted anti-icing temperature value Ta using the wing anti-icing temperature sensor, and then determining whether the adjusted anti-icing temperature value Ta matches the target anti-icing temperature value Tx.

[0071] Third, if there is a discrepancy, readjust the pressure according to the different pressure and temperature groups set to meet the anti-icing flow rate Q requirement.

[0072] Fourth step: If the final adjustment still cannot meet the requirements, then make appropriate adjustments to the upstream bleed air temperature.

[0073] Table 1. In-flight anti-icing temperature and pressure combination table

[0074]

[0075] (3) Airborne anti-icing low temperature

[0076] The wing anti-icing temperature sensor 3 is used to monitor whether the air anti-icing is at a low temperature. When the temperature measured by the wing anti-icing temperature sensor 3 is lower than the set temperature value, it is determined to be a low temperature state and the pilot is notified in time.

[0077] (4) Anti-icing leak detection

[0078] Based on the aircraft's flight status A and temperature control value, when the pressure difference measured by the wing anti-icing pressure sensor 2 and the wing anti-icing monitoring pressure sensor 5 is greater than or equal to the set value A, it is determined to be an anti-icing leak. At this time, the pilot is promptly notified to take action and guide subsequent system fault location and maintenance.

[0079] (5) Anti-icing overpressure detection

[0080] Based on the aircraft's flight status A and temperature control values, if the pressure value measured by the wing anti-icing pressure sensor 2 is greater than the set pressure value B or the pressure value measured by the wing anti-icing monitoring pressure sensor 5 is greater than the set pressure value C (where B>C), it is determined to be an overpressure state and the pilot is notified in a timely manner.

[0081] (6) Anti-icing low-pressure detection

[0082] Based on the aircraft's flight status A and temperature control values, if the pressure value measured by the wing anti-icing pressure sensor 2 is less than the set pressure value D or the pressure value measured by the wing anti-icing monitoring pressure sensor 5 is less than the set pressure value E (where D>E), it is determined to be a low-pressure state, and the pilot is notified in a timely manner.

[0083] (7) Independent and prioritized monitoring shutdown function

[0084] Figure 3 The diagram illustrates the principle of independent monitoring valve shut-off. (For example...) Figure 3 As shown, the wing anti-icing controller 6 internally employs independent control channels 61 and monitoring channels 62, and the wing anti-icing valve 1 includes independent valve shut-off circuit 11 and valve adjustment circuit 12, and has a shut-off overrun adjustment function. It is worth mentioning that the relay function can be included within the wing anti-icing controller 6 or independent of it.

[0085] In summary, the wing hot air anti-icing control system and in-flight anti-icing pressure control method of this invention can achieve anti-icing on the ground and in the air. During in-flight anti-icing, based on the upstream bleed air temperature and pressure adjustment, the anti-icing pressure is adjusted through the anti-icing valve according to the required anti-icing flow rate Q. Simultaneously, it is determined whether the anti-icing temperature and pressure are consistent with the target values. If not, readjustment is performed based on the set temperature and pressure groups to ultimately meet the anti-icing flow rate Q requirement. During in-flight anti-icing, calculating anti-icing based on the wing anti-icing pressure sensor 2 is more accurate than referring to the upstream bleed air temperature. Furthermore, for the same anti-icing flow rate value at a given moment, multiple anti-icing pressure and temperature groups are used for anti-icing control, making anti-icing more economical and beneficial to upstream bleed air design. This ensures that even in situations such as single-engine bleed air anti-icing, bleed air failure, or performance degradation, anti-icing can still be performed or maximized while maintaining optimal aircraft performance. In addition, intermittent anti-icing is used during ground-based anti-icing, and overheating is monitored. During anti-icing, anti-icing temperature, pressure, and leak detection are monitored and reported to the pilot. Anti-icing can be shut down as needed via an independent monitoring function. This eliminates the need for anti-icing based on the maximum requirements across the entire flight envelope, thus preventing wasted engine bleed air. This not only effectively reduces energy consumption, improves economy and safety, but also provides good anti-icing performance and good versatility.

[0086] The preferred embodiments of the present invention have been described in detail above. However, it should be understood that, after reading the above teachings, those skilled in the art will readily conceive of other advantages and modifications. Therefore, in its broader aspects, the present invention is not limited to the specific details and representative embodiments shown and described herein. Consequently, those skilled in the art can reasonably combine or modify the elements of the above embodiments to make various modifications without departing from the spirit or scope of the overall inventive concept as defined by the appended claims and their equivalents.

Claims

1. A wing hot air anti-icing system, comprising a wing anti-icing valve, a wing anti-icing pressure sensor, a wing anti-icing temperature sensor, a wing anti-icing ground temperature monitoring sensor, a wing anti-icing monitoring pressure sensor, a wing anti-icing controller, an bleed air fan valve, and an anti-icing whistle tube. in, The wing anti-icing controller includes independent control and monitoring channels, and the wing anti-icing valve includes independent valve shut-off and valve adjustment circuits. The valve adjustment circuit, the wing anti-icing pressure sensor, and the wing anti-icing temperature sensor of the wing anti-icing valve are connected to the control channel of the wing anti-icing controller, and the valve shut-off circuit, the wing anti-icing ground temperature monitoring sensor, and the wing anti-icing monitoring pressure sensor of the wing anti-icing valve are connected to the monitoring channel of the wing anti-icing controller.

2. The wing thermal anti-icing system as described in claim 1, characterized in that, It also includes an air transfer valve. The wing hot air anti-icing system is arranged symmetrically on the left and right and consists of a left wing hot air anti-icing system and a right wing hot air anti-icing system. The left wing hot air anti-icing system and the right wing hot air anti-icing system are connected by the air transfer valve.

3. The wing thermal anti-icing system as described in claim 2, characterized in that, The structure of either the left wing thermal anti-icing system or the right wing thermal anti-icing system is as follows: downstream of the wing anti-icing valve and at the inlet of the anti-icing flute, the wing anti-icing pressure sensor and the wing anti-icing temperature sensor are installed sequentially; then, along the anti-icing flute, the wing anti-icing ground temperature monitoring sensor and the wing anti-icing monitoring pressure sensor are installed sequentially. The bleed air fan valve bleeds air from the engine to the upstream of the wing anti-icing valve, and the wing anti-icing temperature sensor is connected to the bleed air fan valve.

4. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, When on the ground, the wing anti-icing controller performs periodic intermittent anti-icing according to the wing anti-icing pressure sensor and the wing anti-icing temperature sensor at set times, and monitors whether the ground temperature exceeds the limit through the wing anti-icing ground temperature monitoring sensor.

5. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, In the air, the wing anti-icing controller determines the required anti-icing pressure and temperature target values ​​based on the aircraft's flight status, the adjusted bleed air temperature and pressure, and the inlet temperature of the anti-icing horn tube. It then performs anti-icing by adjusting the downstream pressure of the wing anti-icing valve to meet the anti-icing flow requirements.

6. The wing thermal anti-icing system as described in claim 5, characterized in that, The aircraft's flight status includes altitude, speed, and angle of attack.

7. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, The system monitors whether the airborne anti-icing is at a low temperature based on the wing anti-icing temperature sensor. When the temperature measured by the wing anti-icing temperature sensor is lower than the set temperature value, it is determined to be a low temperature state and the pilot is notified in a timely manner.

8. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, When the pressure difference measured by the wing anti-icing pressure sensor and the wing anti-icing monitoring pressure sensor is greater than or equal to the set value, it is determined to be an anti-icing leak and the pilot is notified in a timely manner.

9. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, If the pressure value measured by the wing anti-icing pressure sensor is less than the set pressure value or the pressure value measured by the wing anti-icing monitoring pressure sensor is less than the set pressure value, it is determined to be a low-pressure state and the pilot is notified in a timely manner.

10. The wing thermal anti-icing system as described in any one of claims 1-3, characterized in that, The relay may be included within the wing anti-icing controller or may be separate from the wing anti-icing controller.

11. A method for controlling airborne anti-icing pressure using the wing thermal anti-icing system according to any one of claims 1-10, comprising the following steps: The first step is to adjust the angle of the wing anti-icing valve, and then measure the adjusted anti-icing pressure value using the wing anti-icing pressure sensor. This will determine whether the adjusted anti-icing pressure value matches the target anti-icing pressure value. The second step involves measuring the adjusted anti-icing temperature using the wing anti-icing temperature sensor, and then determining whether the adjusted anti-icing temperature measurement matches the target anti-icing temperature value. Third, if there is a discrepancy, readjust the pressure according to the different pressure and temperature groups set to meet the anti-icing flow requirements. Fourth step: If the final adjustment still cannot meet the requirements, then make appropriate adjustments to the upstream bleed air temperature.

12. An aircraft, characterized in that, The aircraft includes a wing thermal de-icing system as described in any one of claims 1-8.

Images