Wing deicing system and aircraft

Abstract

The application provides a wing deicing system and an aircraft. The wing deicing system comprises a first deicing assembly and a second deicing assembly. The first deicing assembly comprises: a deicing liquid tank for storing deicing liquid; a deicing liquid pipeline connected to the deicing liquid tank and the leading edge of the wing; and a metering pump arranged in the deicing liquid tank, which can extract the deicing liquid in the deicing liquid tank and deliver the deicing liquid to the leading edge of the wing through the deicing liquid pipeline. The second deicing assembly comprises: a heat source; and a gas pipeline connected between the heat source and the trailing edge of the wing, which can deliver the hot gas flow generated by the heat source to the trailing edge of the wing. The wing deicing system of the application can effectively reduce the power requirement of the metering pump of the deicing system and the capacity requirement of the deicing liquid, reduce the power supply and system use cost, and improve the flight performance of the aircraft in a complex environment.

Description

Technical Field

[0001] This application relates to the field of wing antifreeze technology, and in particular to a wing anti-icing and de-icing system and an aircraft. Background Technology

[0002] When an aircraft flies in cloud, fog, rain, or snow weather conditions, water droplets freeze or water vapor condenses and accumulates on the surfaces of the aircraft's wings, tail, and other parts, forming ice layers. This disrupts the aerodynamic shape, reduces maneuverability and stability, and affects flight safety. Therefore, it is necessary to control aircraft icing.

[0003] Liquid anti-icing technology has been widely used in the field of general aviation aircraft / UAVs. The existing anti-icing fluid is mainly ethylene glycol liquid, which achieves anti-icing by lowering the freezing point of water droplets. The capability of the anti-icing system is mainly determined by the anti-icing fluid spray rate and the total volume of anti-icing fluid.

[0004] However, under the design constraints of traditional aircraft weight and size, in order to obtain longer and more efficient anti-icing capabilities, it is necessary to increase the capacity of the anti-icing fluid tank and increase the output power of the pump. This will reduce the aircraft's effective payload and increase manufacturing costs.

[0005] In the background section, the information disclosed above is only used to enhance the understanding of the background of this application, and therefore may include prior art information that does not constitute prior art information known to those skilled in the art. Summary of the Invention

[0006] At least one embodiment of this application provides a wing de-icing system and an aircraft.

[0007] In a first aspect, at least one embodiment of this application provides a wing anti-icing and de-icing system. The wing anti-icing and de-icing system includes a first anti-icing and de-icing component and a second anti-icing and de-icing component.

[0008] The first anti-icing and de-icing assembly includes: a de-icing fluid tank containing de-icing fluid; a de-icing fluid pipeline connecting the de-icing fluid tank and the leading edge of the wing; and a metering pump located in the de-icing fluid tank, which can draw de-icing fluid from the de-icing fluid tank and deliver it to the leading edge of the wing via the de-icing fluid pipeline.

[0009] Volume Number: 230248CI

[0010] The second anti-icing component includes: a heat source; and an air duct connected between the heat source and the trailing edge of the wing, wherein the air duct is capable of delivering the hot airflow generated by the heat source to the trailing edge of the wing.

[0011] Secondly, at least one embodiment of this application provides an aircraft including the wing de-icing system described in any embodiment of the first aspect.

[0012] For example, in some embodiments of the first or second aspect of this application, the first anti-icing component further includes: a filter disposed on the de-icing fluid pipeline, the filter being capable of filtering the de-icing fluid transported via the de-icing fluid pipeline.

[0013] For example, in some embodiments of the first or second aspect of this application, the first anti-icing component further includes: a high-pressure switch disposed on the de-icing fluid pipeline, the high-pressure switch being capable of controlling the opening and closing of the de-icing fluid pipeline.

[0014] For example, in some embodiments of the first or second aspect of this application, the first anti-icing component further includes: an anti-icing panel disposed on the leading edge of the wing, and the de-icing fluid pipeline communicating with the anti-icing panel.

[0015] For example, in some embodiments of the first or second aspect of this application, the anti-icing panel includes a plurality of densely distributed microporous media through which de-icing fluid can seep out of the leading edge of the wing.

[0016] For example, in some embodiments of the first or second aspect of this application, the first anti-icing component further includes: a de-icing fluid filling port, disposed in the de-icing fluid tank, through which de-icing fluid can be added to the de-icing fluid tank.

[0017] For example, in some embodiments of the first or second aspect of this application, the heat source includes: an engine radiator, the air duct being connected to the engine radiator to transfer waste heat from the engine to the trailing edge of the wing; and / or a controllable heat source having a self-heating function, the air duct being connected to the controllable heat source to transfer heat generated by the controllable heat source to the trailing edge of the wing.

[0018] For example, in some embodiments of the first or second aspect of this application, the output power of the controllable heat source is controllable, and the heat received by the trailing edge of the wing can be adjusted by adjusting the magnitude of the output power of the controllable heat source.

[0019] For example, in some embodiments of the first or second aspect of this application, the air duct includes: a heat receiving end, close to the heat source; and a heat output end, located on the wing. (Section number: 230248CI)

[0020] At the rear edge, the diameter of the air duct gradually narrows from the heat receiving end to the heat output end.

[0021] The wing de-icing system of this application utilizes the velocity and pressure of free-flowing airflow and the residual heat from the engine radiator. On the one hand, it forms an effective protective film on the wing surface with relatively little anti-icing fluid required. Due to the action of the blowing airflow, the water film is also moved away from the rear half of the wing. On the other hand, the gas discharged from the vents heats the wing as it flows rearward, making the rear half less prone to icing, further preventing the formation of overflow ice.

[0022] The wing anti-icing and de-icing system of this application can effectively reduce the power requirements of the metering pump and the capacity requirements of the anti-icing and de-icing system, reduce the system power supply and system operating costs, and improve the flight performance of the aircraft in complex environments.

[0023] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A schematic diagram of the structure of a wing de-icing system according to an example embodiment of this application is shown.

[0026] Figure 2 A schematic diagram of the structure of a wing de-icing system according to some embodiments of this application is shown. Detailed Implementation

[0027] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this application will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted.

[0028] The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application (volume number 230248CI) can be practiced without one or more of these specific details, or other methods, components, materials, devices, or the like. In these cases, well-known structures, methods, devices, implementations, materials, or operations will not be shown or described in detail.

[0029] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0030] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0031] The wing de-icing system according to an embodiment of this application will now be described in detail with reference to the accompanying drawings.

[0032] Figure 1 A schematic diagram of the structure of a wing de-icing system according to an example embodiment of this application is shown.

[0033] See Figure 1 The wing de-icing system in the example embodiment includes a first de-icing component 100 and a second de-icing component 200.

[0034] The first anti-icing component 100 includes an anti-icing fluid tank 110, an anti-icing fluid pipeline 120, and a metering pump 130.

[0035] The de-icing fluid tank 110 contains de-icing fluid, which can be used to reduce the adhesion of ice to the aircraft surface or to lower the freezing temperature of water on the aircraft's anti-icing surface.

[0036] De-icing fluid has the characteristics of low freezing temperature, good water mixing performance, strong adhesion to anti-icing surfaces, no chemical corrosion to anti-icing surfaces, non-toxicity, and good fire resistance.

[0037] According to an optional embodiment of this application, the de-icing fluid stored inside the de-icing fluid tank 110 may be methanol, ethanol (alcohol), ethylene glycol, etc.

[0038] The de-icing fluid line 120 is connected between the de-icing fluid tank 110 and the leading edge 300 of the wing.

[0039] A metering pump 130 is installed in the de-icing fluid tank 110. The de-icing fluid in the de-icing fluid tank 110 can be drawn out by the metering pump 130 and delivered to the leading edge 300 of the wing via the de-icing fluid pipeline 120.

[0040] According to an optional embodiment of this application, the metering pump 130 has a metering function, capable of [volume number: 230248CI]

[0041] A fixed amount of de-icing fluid is extracted and delivered, enabling precise control of the amount of de-icing fluid added to the leading edge of the wing. By using a metering pump 130, the anti-icing and de-icing effect of the wing's anti-icing system can be controlled, and waste of de-icing fluid can be effectively avoided.

[0042] The second anti-icing assembly 200 includes a heat source 210 and an air duct 220. The air duct 220 is connected between the heat source 210 and the trailing edge 400 of the wing. The air duct 220 can deliver the hot airflow generated by the heat source 210 to the trailing edge 400 of the wing.

[0043] According to an optional embodiment of this application, the heat source 210 can be an engine radiator. During normal flight, the aircraft's engine outputs a large amount of heat, which is dissipated by the engine radiator. If the heat generated by the engine is not recovered in time, this heat will be rapidly consumed during pre-cooling at high altitudes, becoming an ineffective heat source. By providing an air duct 220, the high-temperature, high-pressure gas, heated by the engine radiator, flows through the air duct 220 and is then discharged from the air vents on the wing surface. The high-temperature, high-pressure gas alters the original trajectory of the water film, moving it away from the trailing edge 400 of the wing. Furthermore, the high-temperature, high-pressure gas also heats the air at the trailing edge 400 of the wing, further preventing the formation of overflow ice and improving the wing's aerodynamic and safety performance.

[0044] According to an optional embodiment of this application, the heat source 210 can also be a controllable heat source with self-heating function. The air duct 220 is connected to the controllable heat source to transfer the heat generated by the controllable heat source to the trailing edge 400 of the wing. The output power of the controllable heat source is controllable, and the amount of heat received by the trailing edge 400 of the wing can be adjusted by adjusting the output power of the controllable heat source.

[0045] When the operating environment of an aircraft has high humidity and the wings are at high risk of freezing, the output power of the controllable heat source can be increased to improve the anti-icing effect of the wing's trailing edge 400. Conversely, when the operating environment has low humidity, the output power of the controllable heat source can be appropriately reduced, or the engine radiator can be used solely to provide the necessary heat for anti-icing.

[0046] Figure 2 A schematic diagram of the structure of a wing de-icing system according to some embodiments of this application is shown.

[0047] See Figure 2Some embodiments of the wing de-icing system include a first de-icing component 100 and a second de-icing component 200.

[0048] The first anti-icing and de-icing assembly 100 includes a de-icing fluid tank 110, a de-icing fluid pipeline 120, a metering pump 130, a filter 140, a high-pressure switch 150, an anti-icing and de-icing panel 160, and a de-icing fluid filling port 170.

[0049] The de-icing fluid tank 110 contains de-icing fluid.

[0050] The de-icing fluid line 120 is connected between the de-icing fluid tank 110 and the leading edge 300 of the wing.

[0051] Volume Number: 230248CI

[0052] A metering pump 130 is installed in the de-icing fluid tank 110. The de-icing fluid in the de-icing fluid tank 110 can be drawn out by the metering pump 130 and delivered to the leading edge 300 of the wing via the de-icing fluid pipeline 120.

[0053] A filter 140 is installed on the de-icing fluid line 120. The filter 140 filters the de-icing fluid transported through the de-icing fluid line 120 to remove impurities from the de-icing fluid. This configuration ensures that the de-icing fluid ultimately transported to the leading edge 300 of the wing has a high purity, resulting in better de-icing performance at the leading edge 300 of the wing.

[0054] A high-pressure switch 150 is installed on the de-icing fluid line 120, and the high-pressure switch 150 can control the opening and closing of the de-icing fluid line 120. When de-icing of the leading edge 300 of the wing is not required, the de-icing fluid line 120 can be closed by the high-pressure switch 150.

[0055] An anti-icing panel 160 is disposed on the leading edge 300 of the wing, and a de-icing fluid line 120 is connected to the anti-icing panel 160. The anti-icing panel 160 includes a plurality of densely distributed microporous media 161, through which de-icing fluid can seep out of the leading edge 300 of the wing.

[0056] The metering pump 130 draws high-pressure anti-icing fluid to the anti-icing and de-icing panel 160. Under high pressure, the anti-icing fluid seeps out from multiple microporous media 161 and is evenly distributed on the leading edge 300 of the wing, thereby achieving uniform protection for components such as the wing and tail, and thus providing a certain guarantee for flight safety.

[0057] The de-icing fluid filling port 170 is located in the de-icing fluid tank 110, through which de-icing fluid can be added to the de-icing fluid tank 110. In addition, when it is necessary to clean the inside of the de-icing fluid tank 110, maintenance personnel can also complete the cleaning work through the de-icing fluid filling port 170.

[0058] The second anti-icing assembly 200 includes a heat source 210 and an air duct 220. The air duct 220 is connected between the heat source 210 and the trailing edge 400 of the wing. The air duct 220 can deliver the hot airflow generated by the heat source 210 to the trailing edge 400 of the wing.

[0059] The air duct 220 includes a heat receiving end 221 and a heat output end 222. The heat receiving end 221 can be configured to include an air intake assembly 2211 and an air duct assembly 2212. The air intake assembly 2211 is positioned close to the heat source 210 and is used to absorb the heat released by the heat source 210. The air duct assembly 2212 is connected between the air intake assembly 2211 and the heat output end 222, and is used to transfer the heat absorbed by the air intake assembly 2211 to the heat output end 222.

[0060] When supercooled water droplets impact the leading edge 300 of the wing, due to the lower freezing point of the droplets, they will not freeze at the leading edge 300, but will instead form a water film that flows towards the rear of the wing. Volume No.: 230248CI

[0061] The wing de-icing system has air vents positioned at the point on the wing surface just before overflow ice forms (i.e., the trailing edge 400 of the wing). High-temperature, high-pressure gas, heated by heat source 210, flows through air bleed assembly 2211 and is discharged from the air vents (heat output end 222) on the wing surface. The high-temperature, high-pressure gas alters the original trajectory of the water film, causing it to move away from the trailing edge 400 of the wing. Furthermore, heating the air at the trailing edge 400 of the wing further prevents the formation of overflow ice, improving the wing's aerodynamic and safety performance.

[0062] According to an optional embodiment of this application, the diameter of the air duct 220 gradually narrows from the heat receiving end 221 to the heat output end 222. The air duct assembly 2211 located at the heat source 210 absorbs as much heat as possible from the heat source 210, therefore it needs to be set to a large diameter and a large coverage.

[0063] During the heat transfer process, as the diameter of the air duct 220 gradually decreases, the flow rate of the high-pressure, high-temperature airflow will rapidly increase. When it is blown out through the air outlet (heat output end 222), the airflow speed can reach its peak, thus achieving a better anti-icing effect.

[0064] This application also discloses an aircraft including the wing de-icing system of any of the above embodiments.

[0065] The wing de-icing system of this application utilizes the velocity and pressure of free-flowing airflow and the residual heat from the engine radiator. On the one hand, it forms an effective protective film on the wing surface with relatively little anti-icing fluid required. Due to the action of the blowing airflow, the water film is also moved away from the rear half of the wing. On the other hand, the gas discharged from the vents heats the wing as it flows rearward, making the rear half less prone to icing, further preventing the formation of overflow ice.

[0066] The wing anti-icing and de-icing system of this application can effectively reduce the power requirements of the metering pump and the capacity requirements of the anti-icing and de-icing system, reduce the system power supply and system operating costs, and improve the flight performance of the aircraft in complex environments.

[0067] Exemplary embodiments of this application have been specifically shown and described above. It should be understood that this application is not limited to the detailed structures, arrangements, or implementation methods described herein; rather, this application is intended to cover various modifications and equivalent arrangements contained within the spirit and scope of the appended claims.

Claims

1. A wing de-icing system, characterized by The wing anti-icing system comprises: a first anti-icing assembly, comprising: an anti-icing liquid tank, which internally stores anti-icing liquid; an anti-icing liquid pipeline, which is connected to the anti-icing liquid tank and the leading edge of the wing; a quantitative pump, which is arranged in the anti-icing liquid tank, and through which the anti-icing liquid in the anti-icing liquid tank can be extracted and delivered to the leading edge of the wing through the anti-icing liquid pipeline; a second anti-icing assembly, comprising: a heat source; a gas guide pipeline, which is connected between the heat source and the trailing edge of the wing, and through which the hot gas generated by the heat source can be delivered to the trailing edge of the wing, the gas guide pipeline comprising: a heat receiving end, which is close to the heat source and is used to absorb the heat released by the heat source; 2. The wing de-icing system of claim 1, wherein, a heat output end, which is located at the trailing edge of the wing, and the diameter of the gas guide pipeline gradually narrows from the heat receiving end to the heat output end. The first anti-icing assembly further comprises:

3. The wing de-icing system of claim 1, wherein, a filter, which is arranged on the anti-icing liquid pipeline and can filter the anti-icing liquid delivered through the anti-icing liquid pipeline. The first anti-icing assembly further comprises:

4. The wing de-icing system of claim 1, wherein, a high-pressure switch, which is arranged on the anti-icing liquid pipeline and can control the opening and closing of the anti-icing liquid pipeline. The first anti-icing assembly further comprises:

5. The wing de-icing system of claim 4, wherein, an anti-icing panel, which is arranged at the leading edge of the wing and is connected to the anti-icing liquid pipeline.

6. The wing de-icing system of claim 1, wherein, The anti-icing panel comprises a plurality of microporous media densely distributed therein, and the anti-icing liquid can seep out of the leading edge of the wing through the plurality of microporous media. The first anti-icing assembly further comprises:

7. The wing de-icing system of claim 1, wherein, an anti-icing liquid filling port, which is arranged on the anti-icing liquid tank and through which anti-icing liquid can be filled into the anti-icing liquid tank. The heat source comprises: an engine radiator, to which the gas guide pipeline is connected, so that the waste heat of the engine can be transferred to the trailing edge of the wing; and / or a controllable heat source, which has a self-heating function, and to which the gas guide pipeline is connected, so that the heat generated by the controllable heat source can be transferred to the trailing edge of the wing.

8. The wing anti-icing system according to claim 7, wherein 9. An aircraft, characterized in that the output power of the controllable heat source is controllable, and the amount of heat received by the trailing edge of the wing can be adjusted by adjusting the output power of the controllable heat source. The wing anti-icing system according to any one of claims 1-8.

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