A wing jet deicing system and method for severe icing conditions

Abstract

This invention relates to the field of aircraft wing de-icing, specifically to a jet-type wing de-icing system and method for severe icing conditions. The system includes a loop heat pipe system, an aircraft fuel tank, a water pump, a shut-off valve, a water tank, a spray device, and a flow control valve. The loop heat pipe system absorbs residual heat from the fuel in the aircraft fuel tank and heats the water tank; the loop heat pipe system consists of an evaporation section, a compensation chamber, and a condensation section, connected by pipelines; the water tank, water pump, and shut-off valve are connected via a water supply main, which is connected to branch pipes on the left and right wings, and also to the flow control valve and the spray device. This invention, by combining the loop heat pipe system with the residual heat from the aircraft fuel tank to heat water in the water tank, utilizes a medium-to-high temperature water jet to remove ice from the wing surface, solving the urgent need for rapid de-icing of aircraft wing surfaces in severe icing emergencies, while also achieving low-energy de-icing.

Description

Technical Field

[0001] This invention relates to a jet de-icing system and method for aircraft wings under severe icing conditions, belonging to the field of aircraft wing anti-icing and de-icing. Background Technology

[0002] When an aircraft flies at a speed below the critical Mach number, its wings, engine air intakes, and other components collide with supercooled liquid droplets in the atmosphere, causing icing. As the primary lift-generating component, the wings undergo changes in smoothness and shape after icing, altering aerodynamic parameters. This leads to a decrease in the aircraft's lift-to-drag ratio and lift coefficient, deterioration in takeoff and landing performance, and other serious jeopardies to flight safety. Therefore, there is an urgent need for an efficient and rapid de-icing method for aircraft wings in emergency situations to ensure flight safety.

[0003] Several patents have already proposed aircraft anti-icing and de-icing technologies and their applications. Patent CN115924085A designs a heating component for an anti-icing and de-icing system. Its main feature is the integrated curing of an electrically heated component with a composite material, improving heat transfer efficiency. However, the electric heating requires high energy consumption and has a certain delay, lacking the ability to remove ice buildup quickly under severe icing conditions. Patent CN104129504B designs an adjustable-angle flute-shaped tube structure for hot gas anti-icing. Its main feature is the use of a motor with controllable rotation angle to ensure that engine bleed air is sprayed onto the icing area at a specific angle and attitude, allowing for flexible anti-icing and de-icing of severely iced areas. However, using engine bleed air reduces the aircraft's effective payload.

[0004] This invention proposes a jet-type de-icing system and method for aircraft under severe icing conditions. Fuel replaces ram air as a heat sink, and a loop heat pipe system absorbs waste heat from the aircraft fuel tank. This waste heat is then used to heat water in the water tank. Simultaneously, thanks to the highly efficient heat exchange method of the jet, ice on the wing surface is removed efficiently and quickly. This invention utilizes aircraft waste heat to heat the water tank and uses a jet method for de-icing, resulting in energy savings, high efficiency, and a significant reduction in de-icing time, providing a method for achieving efficient de-icing under severe icing conditions. Summary of the Invention

[0005] The purpose of this invention is to design a jet de-icing system and method for airfoils under severe icing conditions. This invention helps to promote the integration of jet heat exchange technology and de-icing technology and accelerate the application of jet de-icing technology.

[0006] This application provides a jet de-icing system and method for airfoils under severe icing conditions, comprising a loop heat pipe system, an aircraft fuel tank 1, a water pump 2, a shut-off valve 3, a water storage tank 6, a jet device 8, and a flow control valve 10.

[0007] The loop heat pipe system includes a condenser section 7-1, a main condenser line 7-2, a first condenser line 7-2-1, a second condenser line 7-2-2, a third condenser line 7-2-3, a first compensation chamber 7-3-1, a second compensation chamber 7-3-2, a third compensation chamber 7-3-3, a first evaporator section 7-4-1, a second evaporator section 7-4-2, a third evaporator section 7-4-3, a main steam line 7-5, a first steam line 7-5-1, a second steam line 7-5-2, and a third steam line 7-5-3. The main condenser line 7-2 has four interfaces. The lower inlet of the main condenser line 7-2 is connected to the upper outlet of the condenser section 7-1, and the upper outlet of the main condenser line 7-2 is connected to the first condenser line. The inlets of the first condenser line 7-2-1, the second condenser line 7-2-2, and the third condenser line 7-2-3 are connected. Each of these lines has two interfaces. The lower interfaces of each line are connected to the upper outlet of the main condenser line 7-2. The upper interfaces of each line are connected to the lower inlets of the first compensation chamber 7-3-1, the second compensation chamber 7-3-2, and the third compensation chamber 7-3, respectively. The first compensation chamber 7-3-1 and the second compensation chamber 7-3-2... The third compensation chamber 7-3-3 has two interfaces. The upper outlets of the first compensation chamber 7-3-1, second compensation chamber 7-3-2, and third compensation chamber 7-3-3 are connected to the lower inlets of the first evaporation section 7-4-1, second evaporation section 7-4-2, and third evaporation section 7-4-3, respectively. The lower inlets of the first compensation chamber 7-3-1, second compensation chamber 7-3-2, and third compensation chamber 7-3-3 are connected to the upper outlets of the first condensing pipeline 7-2-1, second condensing pipeline 7-2-2, and third condensing pipeline 7-2-3, respectively. The first evaporation section 7-4-1, second evaporation section 7-4-2, and third evaporation section 7-4-3 have two interfaces. The first evaporation section 7-4-1 and second evaporation section 7-4-3 have two interfaces. 2. The upper outlet of the third evaporation section 7-4-3 is connected to the lower inlet of the first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3, respectively. The lower inlets of the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3 are connected to the upper outlet of the first compensation chamber 7-3-1, the second compensation chamber 7-3-2, and the third compensation chamber 7-3-3, respectively. The first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3 have two interfaces, and the upper outlets of the first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3 are all connected to the lower inlet of the main steam pipeline 7-5.The lower inlets of the first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3 are connected to the upper outlets of the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3, respectively. The main steam pipeline 7-5 has four interfaces, with its lower inlets all connected to the upper outlets of the first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3. The outlet of the main steam pipeline 7-5 is connected to the upper inlet of the condensing section 7-1. The condensing section 7-1 has two interfaces: its upper inlet is connected to the outlet of the main steam pipeline 7-5, and its lower outlet is connected to the inlet of the main condensing pipeline 7-2.

[0008] The aircraft fuel tank 1 consists of a left wing fuel tank 1-1, a right wing fuel tank 1-2, a central fuel tank 1-3, a fuel line 14, a left wing fuel pump 12-1, a right wing fuel pump 12-2, and a transfer valve 13. The three fuel tanks are connected by the fuel line 14. The left wing fuel pump 12-1 and the right wing fuel pump 12-2 are respectively installed on the fuel lines 14 of the left wing fuel tank 1-1 and the right wing fuel tank 1-2, and the transfer valve 13 is installed on the fuel line 14 of the central fuel tank 1-3, which can transfer fuel between the fuel pumps.

[0009] The lower outlet of the water storage tank 6 is connected to the inlet of the water pump 2 via the water supply main pipe 4. The outlet of the water pump 2 is connected to the inlet of the shut-off valve 3 via the water supply main pipe 4. After the water supply main pipe 4 is connected to the outlet of the shut-off valve 3, it is connected to the inlet of the left wing water supply branch pipe 5-1 and the right wing water supply branch pipe 5-2 to form a tee. The first left wing jet device 8-1-1, the second left wing jet device 8-1-2, the third left wing jet device 8-1-3, the fourth left wing jet device 8-1-4, the fifth left wing jet device 8-1-5, the sixth left wing jet device 8-1-6, the seventh left wing jet device 8-1-7, the eighth left wing jet device 8-1-8, the ninth left wing jet device 8-1-9, and the tenth left wing jet device 8- 1-10, the eleventh left-wing jet device 8-1-11, the twelfth left-wing jet device 8-1-12, the thirteenth left-wing jet device 8-1-13, the fourteenth left-wing jet device 8-1-14, the fifteenth left-wing jet device 8-1-15, and the sixteenth left-wing jet device 8-1-16 have their inlets connected to the inlets of the first left-wing flow control valve 10-1-1, the second left-wing flow control valve 10-1-2, the third left-wing flow control valve 10-1-3, the fourth left-wing flow control valve 10-1-4, the fifth left-wing flow control valve 10-1-5, the sixth left-wing flow control valve 10-1-6, the seventh left-wing flow control valve 10-1-7, and the eighth left-wing flow control valve 10-1, respectively. -8, the outlets of the ninth left-wing flow control valve 10-1-9, the tenth left-wing flow control valve 10-1-10, the eleventh left-wing flow control valve 10-1-11, the twelfth left-wing flow control valve 10-1-12, the thirteenth left-wing flow control valve 10-1-13, the fourteenth left-wing flow control valve 10-1-14, the fifteenth left-wing flow control valve 10-1-15, and the sixteenth left-wing flow control valve 10-1-16 are connected to the outlets of the first left-wing flow control valve 10-1-1, the second left-wing flow control valve 10-1-2, the third left-wing flow control valve 10-1-3, the fourth left-wing flow control valve 10-1-4, and the fifth left-wing flow control valve 10-1-5. The six left-wing flow control valves 10-1-6, 10-1-7, 10-1-8, 10-1-9, 10-1-10, 10-1-11, 10-1-12, 10-1-13, 10-1-14, 10-1-15, and 10-1-16 are connected to the outlet of the left-wing water pipe 5-1 in sequence from left to right; the connection structure of the right wing 11-2 is the same as that of the left wing 11-1.

[0010] Furthermore, the jet device 8 is equipped with a telescopic device 9. When the telescopic device 9 is energized, the telescopic rod extends or shortens, thereby driving the nozzle to extend or retract. The nozzle is made of 316L stainless steel.

[0011] Furthermore, the core material of the loop heat pipe system is sintered copper powder, the working fluid is ethane, and the materials of the loop heat pipe condensing section 7-1, main condensing line 7-2, first condensing line 7-2-1, second condensing line 7-2-2, third condensing line 7-2-3, first compensation chamber 7-3-1, second compensation chamber 7-3-2, third compensation chamber 7-3-3, first evaporation section 7-4-1, second evaporation section 7-4-2, third evaporation section 7-4-3, main steam line 7-5, first steam line 7-5-1, second steam line 7-5-2, and third steam line 7-5-3 are copper.

[0012] Furthermore, the condensing section 8 of the loop heat pipe system is submerged in water in the water storage tank 6, and the condensation releases heat to heat the water in the water storage tank 6;

[0013] The first compensation chamber 7-3-1 and the first evaporation section 7-4-1, the second compensation chamber 7-3-2 and the second evaporation section 7-4-2, and the third compensation chamber 7-3-3 and the third evaporation section 7-4-3 of the circuit heat pipe are respectively placed in the left wing oil tank 1-1, the central oil tank 1-3, and the right wing oil tank 1-2.

[0014] The loop heat pipe system uses three evaporation sections in parallel: the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3, to achieve heat transfer from three heat sources: the left wing oil tank 1-1, the central oil tank 1-3, and the right wing oil tank 1-2.

[0015] The first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3 of the loop heat pipe system are respectively equipped with a first compensation chamber 7-3-1, a second compensation chamber 7-3-2, and a third compensation chamber 7-3-3 to prevent the heat pipe core from drying out under high overload conditions.

[0016] Furthermore, flow control valves 10 are installed on each of the left wing water supply branch pipe 5-1 and the right wing water supply branch pipe 5-2 to control the flow rate of each jet device 8.

[0017] Furthermore, the inner and outer layers of the water storage tank 6 are made of stainless steel, the core layer is made of polyurethane foam, and the upper part of the water storage tank 6 has a water inlet 6-1.

[0018] Furthermore, the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3 of the loop heat pipes installed in the left wing fuel tank 1-1, the central fuel tank 1-3, and the right wing fuel tank 1-2 respectively absorb the heat of the fuel. The working fluid vaporizes and absorbs heat to form steam. Driven by the capillary force of the heat pipe core, the working fluid leaves the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3 and enters the first steam pipeline 7-5-1, the second steam pipeline 7-5-2, and the third steam pipeline 7-5-3 respectively before flowing into the main steam pipeline 7-5. The steam then enters the main steam pipeline 7-5. In condensing section 7-1, steam releases heat, heating the water in storage tank 6. The steam then liquefies into subcooled liquid, leaving condensing section 7-1 and entering main condensing line 7-2. The subcooled liquid is then branched through main condensing line 7-2 into first condensing line 7-2-1, second condensing line 7-2-2, and third condensing line 7-2-3. Finally, it returns to first compensation chamber 7-3-1, second compensation chamber 7-3-2, and third compensation chamber 7-3-3 respectively, mixing with the residual working liquid in each compensation chamber, and then returning to first evaporation section 7-4-1, second evaporation section 7-4-2, and third evaporation section 7-4-3 respectively, completing one cycle.

[0019] When the shut-off valve 3 is opened, the water in the water storage tank 6 is heated and powered by the water pump 2. It flows from the water supply main pipe 4 through the shut-off valve 3 and then flows to the left wing water supply branch pipe 5-1 and the right wing water supply branch pipe 5-2 respectively. Finally, it flows into the flow control valve 10. After the flow rate is regulated by the flow control valve 10, the jet device 8 sprays out droplets first to prevent the cabin where the jet device 8 is placed from freezing and being unable to open. After the ice in the cabin melts, the cabin opens, and the telescopic device 9 extends the nozzle to spray left and right to remove the ice on the surface of the wing. It performs de-icing operations on the leading edge of the wing and the surface of the wing. After the de-icing is completed, the telescopic device 9 is powered on and controls the telescopic rod to retract the nozzle into the cabin. Attached Figure Description

[0020] Appendix Figure 1 Plan view of the jet de-icing system;

[0021] Appendix Figure 1The labels in the diagram are as follows: 1-1. Left Wing Oil Tank, 1-2. Right Wing Oil Tank, 1-3. Central Oil Tank, 2. Water Pump, 3. Shut-off Valve, 4. Water Supply Main Pipe, 5-1. Left Wing Water Supply Branch Pipe, 5-2. Right Wing Water Supply Branch Pipe, 6. Water Storage Tank, 6-1. Water Storage Tank Inlet, 7-1. Condensation Section, 7-2. Main Condensation Pipeline, 7-2-1. First Condensation Pipeline, 7-2-2. Second Condensation Pipeline, 7-2-3. Third Condensation Pipeline, 7-3-1. First Compensation Chamber, 7-3-2. Second Compensation Chamber, 7-3-3. Third Compensation Chamber, 7-4-1. First Evaporation Section, 7-4-2. Second Evaporation Section, 7-4-3. Third Evaporation Section, 7-5. Main Steam Pipeline, 7-5-1. First Steam Pipeline, 7-5-2. Second... Steam pipeline, 7-5-3. Third steam pipeline, 8-1-1. First left-wing jet device, 8-1-2. Second left-wing jet device, 8-1-3. Third left-wing jet device, 8-1-4. Fourth left-wing jet device, 8-1-5. Fifth left-wing jet device, 8-1-6. Sixth left-wing jet device, 8-1-7. Seventh left-wing jet device, 8-1-8. Eighth left-wing jet device, 8-1-9. Ninth left-wing jet device, 8-1-10. Tenth left-wing jet device, 8-1-11. Eleventh left-wing jet device, 8-1-12. Twelfth left-wing jet device, 8-1-31. Thirteenth left-wing jet device, 8-1-14. Fourteenth left-wing jet device, 8-1-15. Fifteenth left-wing jet device. Jet devices, 8-1-16. Sixteenth left-wing jet device, 8-2-1. First right-wing jet device, 8-2-2. Second right-wing jet device, 8-2-3. Third right-wing jet device, 8-2-4. Fourth right-wing jet device, 8-2-5. Fifth right-wing jet device, 8-2-6. Sixth right-wing jet device, 8-2-7. Seventh right-wing jet device, 8-2-8. Eighth right-wing jet device, 8-2-9. Ninth right-wing jet device, 8-2-10. Tenth right-wing jet device, 8-2-11. Eleventh right-wing jet device, 8-2-12. Twelfth right-wing jet device, 8-2-13. Thirteenth right-wing jet device, 8-2-14. Fourteenth right-wing jet device, 8-2-15. 15. Right-wing jet device, 8-2-16. 16. Right-wing jet device, 9. Telescopic device, 10-1-1. First left-wing flow control valve, 10-1-2. Second left-wing flow control valve, 10-1-3. Third left-wing flow control valve, 10-1-4. Fourth left-wing flow control valve, 10-1-5. Fifth left-wing flow control valve, 10-1-6. Sixth left-wing flow control valve, 10-1-7. Seventh left-wing flow control valve, 10-1-8. Eighth left-wing flow control valve, 10-1-9. Ninth left-wing flow control valve, 10-1-10. Tenth left-wing flow control valve, 10-1-11. Eleventh left-wing flow control valve, 10-1-12. Twelfth left-wing flow control valve, 10-1-13.Thirteenth left-wing flow control valve, 10-1-14. Fourteenth left-wing flow control valve, 10-1-15. Fifteenth left-wing flow control valve, 10-1-16. Sixteenth left-wing flow control valve, 10-2-1. First right-wing flow control valve, 10-2-2. Second right-wing flow control valve, 10-2-3. Third right-wing flow control valve, 10-2-4. Fourth right-wing flow control valve, 10-2-5. Fifth right-wing flow control valve, 10-2-6. Sixth right-wing flow control valve, 10-2-7. Seventh right-wing flow control valve, 10-2-8. Eighth right-wing flow control valve, 1 0-2-9. Ninth right wing flow control valve; 10-2-10. Tenth right wing flow control valve; 10-2-11. Eleventh right wing flow control valve; 10-2-12. Twelfth right wing flow control valve; 10-2-13. Thirteenth right wing flow control valve; 10-2-14. Fourteenth right wing flow control valve; 10-2-15. Fifteenth right wing flow control valve; 10-2-16. Sixteenth right wing flow control valve; 11-1. Left wing; 11-2. Right wing; 12-1. Left wing fuel pump; 12-2. Right wing fuel pump; 13. Transfer valve; 14. Fuel line.

[0022] Appendix Figure 2 This is a plan view of the loop heat pipe system;

[0023] Appendix Figure 2 The labels in the diagram are as follows: 1-1. Left Wing Oil Tank, 1-2. Right Wing Oil Tank, 1-3. Central Oil Tank, 6. Water Storage Tank, 6-1. Water Storage Tank Inlet, 7-1. Condensation Section, 7-2. Main Condensation Pipeline, 7-2-1. First Condensation Pipeline, 7-2-2. Second Condensation Pipeline, 7-2-3. Third Condensation Pipeline, 7-3-1. First Compensation Chamber, 7-3-2. Second Compensation Chamber, 7-3-3. Third Compensation Chamber, 7-4-1. First Evaporation Section, 7-4-2. Second Evaporation Section, 7-4-3. Third Evaporation Section, 7-5. Main Steam Pipeline, 7-5-1. First Steam Pipeline, 7-5-2. Second Steam Pipeline, 7-5-3. Third Steam Pipeline.

[0024] Appendix Figure 3 This is a partial view of the wing;

[0025] Appendix Figure 3The labels in the diagram are as follows: 1-1. Left wing fuel tank, 8-1-1. First left wing jet device, 8-1-2. Second left wing jet device, 8-1-3. Third left wing jet device, 8-1-4. Fourth left wing jet device, 8-1-5. Fifth left wing jet device, 8-1-6. Sixth left wing jet device, 8-1-7. Seventh left wing jet device, 8-1-8. Eighth left wing jet device, 8-1-9. Ninth left-wing jet device, 8-1-10. Tenth left-wing jet device, 8-1-11. Eleventh left-wing jet device, 8-1-12. Twelfth left-wing jet device, 8-1-31. Thirteenth left-wing jet device, 8-1-14. Fourteenth left-wing jet device, 8-1-15. Fifteenth left-wing jet device, 8-1-16. Sixteenth left-wing jet device, 9. Telescopic device, 10-1-1. First Left wing flow control valve, 10-1-2. Second left wing flow control valve, 10-1-3. Third left wing flow control valve, 10-1-4. Fourth left wing flow control valve, 10-1-5. Fifth left wing flow control valve, 10-1-6. Sixth left wing flow control valve, 10-1-7. Seventh left wing flow control valve, 10-1-8. Eighth left wing flow control valve, 10-1-9. Ninth left wing flow control valve, 10-1-10. Tenth left wing flow control valve, 10-1-11. Eleventh left wing flow control valve, 10-1-12. Twelfth left wing flow control valve, 10-1-13. Thirteenth left wing flow control valve, 10-1-14. Fourteenth left wing flow control valve, 10-1-15. Fifteenth left wing flow control valve, 10-1-16. Sixteenth left wing flow control valve, 11-1. Left wing of the aircraft.

[0026] Appendix Figure 4 Diagram of the jet device;

[0027] Appendix Figure 4 Names of the winning bids: 8. Jet device, 9. Telescopic device. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0029] When ice crystals form on the wing surface, the loop heat pipe system is activated. The working fluid absorbs heat from the fuel in the left wing fuel tank 1-1, the central fuel tank 1-3, and the right wing fuel tank 1-2 in the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3, respectively, to form steam. The steam flows from the first steam line 7-5-1, the second steam line 7-5-2, and the third steam line 7-5-3 to the main steam line. After passing through the main steam line 7-5 to the condensation section 7-1, it liquefies and releases heat to form a subcooled liquid. The subcooled liquid passes through the main condensation line 7-2 and then through the first condensation line 7-2-1, the second condensation line 7-2-2, and the third condensation line 7-2-3, mixing with the remaining working fluid in the first compensation chamber 7-3-1, the second compensation chamber 7-3-2, and the third compensation chamber 7-3-3 before re-entering the first evaporation section 7-4-1, the second evaporation section 7-4-2, and the third evaporation section 7-4-3 to complete one cycle.

[0030] The heat released by the liquefaction of steam gradually heats the water in the water storage tank 6. The water is pumped from the water supply main pipe 4 to the left wing water supply branch pipe 5-1 and the right wing water supply branch pipe 5-2 by the water pump 2. After the water flow is controlled by the flow control valve 10, the water droplets are sprayed to the left and right sides through the jet device 8. This is to prevent the cabin where the jet device 8 is placed from freezing and being unable to open. After the ice in the cabin melts, the cabin opens, and the telescopic device 9 extends the nozzle to sweep away the ice on the surface of the wing for de-icing. When the de-icing of the wing surface is completed, the telescopic device 9 retracts the nozzle into the cabin.

[0031] This invention relates to a jet-type de-icing system and method for aircraft wings under severe icing conditions. It utilizes the efficient heat exchange of jets and a loop heat pipe system combined with the waste heat from the aircraft fuel tank to maximize the use of waste heat resources, thereby achieving efficient and low-energy de-icing. At the same time, this invention addresses the urgent need for rapid de-icing of aircraft in emergency situations of severe icing.

Claims

1. A jet-type wing de-icing system for severely icing conditions, characterized in that: It consists of a loop heat pipe system, an aircraft fuel tank (1), a water pump (2), a shut-off valve (3), a water storage tank (6), a jet device (8), and a flow control valve (10); The loop heat pipe system includes a condenser section (7-1), a main condenser line (7-2), a first condenser line (7-2-1), a second condenser line (7-2-2), a third condenser line (7-2-3), a first compensation chamber (7-3-1), a second compensation chamber (7-3-2), a third compensation chamber (7-3-3), a first evaporator section (7-4-1), a second evaporator section (7-4-2), a third evaporator section (7-4-3), a main steam line (7-5), a first steam line (7-5-1), a second steam line (7-5-2), and a third steam line (7-5-3). The main condenser line (7-2) has four inlets, with the lower inlet of the main condenser line (7-2) connecting to the condenser section (7-1). The upper outlet of the main condenser line (7-2) is connected to the inlets of the first condenser line (7-2-1), the second condenser line (7-2-2), and the third condenser line (7-2-3), respectively. Each of the first, second, and third condenser lines (7-2-1, 7-2-2, and 7-2-3) has two interfaces. The lower interfaces of the first, second, and third condenser lines (7-2-1, 7-2-2, and 7-2-3) are connected to the upper outlet of the main condenser line (7-2). The upper interfaces of the first, second, and third condenser lines (7-2-1, 7-2-2, and 7-2-3) are connected to the first compensation chamber (7-3-1). The lower inlets of the second compensation chamber (7-3-2) and the third compensation chamber (7-3-3) are connected. The first compensation chamber (7-3-1), the second compensation chamber (7-3-2), and the third compensation chamber (7-3-3) each have two interfaces. The upper outlets of the first compensation chamber (7-3-1), the second compensation chamber (7-3-2), and the third compensation chamber (7-3-3) are connected to the lower inlets of the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3), respectively. The lower inlets of the first compensation chamber (7-3-1), the second compensation chamber (7-3-2), and the third compensation chamber (7-3-3) are connected to the first condenser line (7-2-1), the second condenser line (7-2-2), and the third condenser line (7-3-3), respectively. The upper outlet of the condensate line (7-2-3) is connected. The first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) have two interfaces. The upper outlets of the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) are connected to the lower inlets of the first steam line (7-5-1), the second steam line (7-5-2), and the third steam line (7-5-3), respectively. The lower inlets of the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) are connected to the upper outlets of the first compensation chamber (7-3-1), the second compensation chamber (7-3-2), and the third compensation chamber (7-3-3), respectively.The first steam pipeline (7-5-1), the second steam pipeline (7-5-2), and the third steam pipeline (7-5-3) each have two inlets. The upper outlets of the first steam pipeline (7-5-1), the second steam pipeline (7-5-2), and the third steam pipeline (7-5-3) are all connected to the lower inlet of the main steam pipeline (7-5). The lower inlets of the first steam pipeline (7-5-1), the second steam pipeline (7-5-2), and the third steam pipeline (7-5-3) are respectively connected to the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-5-3). -4-3) The upper outlet is connected to the main steam pipeline (7-5). The main steam pipeline (7-5) has four ports. The lower inlet of the main steam pipeline (7-5) is connected to the upper outlets of the first steam pipeline (7-5-1), the second steam pipeline (7-5-2), and the third steam pipeline (7-5-3). The outlet of the main steam pipeline (7-5) is connected to the upper inlet of the condensing section (7-1). The condensing section (7-1) has two ports. The upper inlet of the condensing section (7-1) is connected to the outlet of the main steam pipeline (7-5), and the lower outlet of the condensing section (7-1) is connected to the inlet of the main condensing pipeline (7-2). The aircraft fuel tank (1) consists of a left wing fuel tank (1-1), a right wing fuel tank (1-2), a central fuel tank (1-3), a fuel line (14), a left wing fuel pump (12-1), a right wing fuel pump (12-2), and a transfer valve (13). The three fuel tanks are connected by fuel lines (14). A left wing fuel pump (12-1) and a right wing fuel pump (12-2) are installed on the fuel lines (14) of the left wing fuel tank (1-1) and the right wing fuel tank (1-2), respectively. A transfer valve (13) is installed on the fuel line (14) of the central fuel tank (1-3), which allows fuel to be transferred between the fuel tanks. The lower outlet of the water storage tank (6) is connected to the inlet of the water pump (2) through the water supply main pipe (4). The outlet of the water pump (2) is connected to the inlet of the stop valve (3) through the water supply main pipe (4). After the water supply main pipe (4) is connected to the outlet of the stop valve (3), it is connected to the inlet of the left wing water supply branch pipe (5-1) and the right wing water supply branch pipe (5-2) to form a tee. The first left wing jet device (8-1-1), the second left wing jet device (8-1-2), the third left wing jet device (8-1-3), and the fourth left wing jet device (8-1-2) are connected to the inlet of the stop valve (3). 1-4), Fifth left-wing jet device (8-1-5), Sixth left-wing jet device (8-1-6), Seventh left-wing jet device (8-1-7), Eighth left-wing jet device (8-1-8), Ninth left-wing jet device (8-1-9), Tenth left-wing jet device (8-1-10), Eleventh left-wing jet device (8-1-11), Twelfth left-wing jet device (8-1-12), Thirteenth left-wing jet device (8-1-13), Fourteenth left-wing jet device (8-1-14) The inlets of the fifteenth left-wing jet device (8-1-15) and the sixteenth left-wing jet device (8-1-16) are respectively connected to the first left-wing flow control valve (10-1-1), the second left-wing flow control valve (10-1-2), the third left-wing flow control valve (10-1-3), the fourth left-wing flow control valve (10-1-4), the fifth left-wing flow control valve (10-1-5), the sixth left-wing flow control valve (10-1-6), the seventh left-wing flow control valve (10-1-7), and the eighth left-wing flow control valve. The outlets of the control valves (10-1-8), the ninth left-wing flow control valve (10-1-9), the tenth left-wing flow control valve (10-1-10), the eleventh left-wing flow control valve (10-1-11), the twelfth left-wing flow control valve (10-1-12), the thirteenth left-wing flow control valve (10-1-13), the fourteenth left-wing flow control valve (10-1-14), the fifteenth left-wing flow control valve (10-1-15), and the sixteenth left-wing flow control valve (10-1-16) are connected.First left-wing flow control valve (10-1-1), second left-wing flow control valve (10-1-2), third left-wing flow control valve (10-1-3), fourth left-wing flow control valve (10-1-4), fifth left-wing flow control valve (10-1-5), sixth left-wing flow control valve (10-1-6), seventh left-wing flow control valve (10-1-7), eighth left-wing flow control valve (10-1-8), ninth left-wing flow control valve (10-1-9), tenth left-wing flow control valve (10-1-9). The eleventh left-wing flow control valve (10-1-10), the twelfth left-wing flow control valve (10-1-12), the thirteenth left-wing flow control valve (10-1-13), the fourteenth left-wing flow control valve (10-1-14), the fifteenth left-wing flow control valve (10-1-15), and the sixteenth left-wing flow control valve (10-1-16) are connected sequentially from left to right to the outlet of the left-wing water pipe (5-1); the connection structure of the right wing (11-2) is the same as that of the left wing (11-1).

2. The jet-type wing de-icing system for severely icing conditions according to claim 1, characterized in that: The jet device (8) is equipped with a telescopic device (9). When the telescopic device (9) is powered on, the telescopic rod extends or shortens to drive the nozzle to extend or retract. The nozzle is made of 316L stainless steel.

3. The jet-type wing de-icing system for severely icing conditions according to claim 1, characterized in that: The core material of the loop heat pipe system is sintered copper powder, the working fluid is ethane, and the materials of the loop heat pipe condensing section (7-1), main condensing line (7-2), first condensing line (7-2-1), second condensing line (7-2-2), third condensing line (7-2-3), first compensation chamber (7-3-1), second compensation chamber (7-3-2), third compensation chamber (7-3-3), first evaporation section (7-4-1), second evaporation section (7-4-2), third evaporation section (7-4-3), main steam line (7-5), first steam line (7-5-1), second steam line (7-5-2), and third steam line (7-5-3) are copper.

4. The jet-type wing de-icing system for severely icing conditions according to claim 1, characterized in that: The condensing section (8) of the loop heat pipe system is submerged in water in the water storage tank (6), and the condensation releases heat to heat the water in the water storage tank (6); The first compensation chamber (7-3-1) and the first evaporation section (7-4-1), the second compensation chamber (7-3-2) and the second evaporation section (7-4-2), and the third compensation chamber (7-3-3) and the third evaporation section (7-4-3) of the circuit heat pipe are respectively placed in the left wing oil tank (1-1), the central oil tank (1-3), and the right wing oil tank (1-2); The loop heat pipe system uses three evaporation sections in parallel: the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3), to achieve heat transfer from three heat sources: the left wing oil tank (1-1), the central oil tank (1-3), and the right wing oil tank (1-2). The first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) of the loop heat pipe system are respectively equipped with a first compensation chamber (7-3-1), a second compensation chamber (7-3-2), and a third compensation chamber (7-3-3) to prevent the heat pipe core from drying out under high overload conditions.

5. The jet-type wing de-icing system for severely icing conditions according to claim 1, characterized in that: Flow control valves (10) are installed on each of the left wing water supply branch pipe (5-1) and the right wing water supply branch pipe (5-2) to control the flow of each jet device (8).

6. The jet-type wing de-icing system for severely icing conditions according to claim 1, characterized in that: The water storage tank (6) has stainless steel inner and outer layers and polyurethane foam core layer, and the water storage tank (6) has a water inlet (6-1) at the top.

7. The method for a jet-type wing de-icing system under severe icing conditions according to claim 1, characterized in that: The heat pipes installed in the left wing fuel tank (1-1), the central fuel tank (1-3), and the right wing fuel tank (1-2) respectively in the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) absorb heat from the fuel. The working fluid vaporizes and absorbs heat to form steam. Driven by the capillary force of the heat pipe core, the working fluid leaves the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) and enters the first steam pipeline (7-5-1), the second steam pipeline (7-5-2), and the third steam pipeline (7-5-3) respectively, before converging into the main steam pipeline (7-5). After passing through the main steam pipeline (7-5), the steam enters the condensation section. (7-1) Steam releases heat in the condensing section (7-1), heating the water in the water storage tank (6). The steam then liquefies into subcooled liquid and leaves the condensing section (7-1) to enter the main condensing pipeline (7-2). The subcooled liquid is then diverted through the main condensing pipeline (7-2) into the first condensing pipeline (7-2-1), the second condensing pipeline (7-2-2), and the third condensing pipeline (7-2-3). Finally, it returns to the first compensation chamber (7-3-1), the second compensation chamber (7-3-2), and the third compensation chamber (7-3-3) respectively, and mixes with the residual working liquid in each compensation chamber. It then returns to the first evaporation section (7-4-1), the second evaporation section (7-4-2), and the third evaporation section (7-4-3) respectively, completing one cycle. When the shut-off valve (3) is opened, the water in the water tank (6) is heated and powered by the water pump (2). The water flows from the water supply main pipe (4) through the shut-off valve (3) to the left wing water supply branch pipe (5-1) and the right wing water supply branch pipe (5-2), and finally flows into the flow control valve (10). After the flow rate is regulated by the flow control valve (10), the jet device (8) sprays out droplets to prevent the cabin where the jet device 8 is stored from freezing and being unable to open. After the ice in the cabin melts, the cabin opens and the telescopic device (9) extends the nozzle to spray left and right to remove the ice on the surface of the wing and perform de-icing operation on the leading edge of the wing and the surface of the wing. After the de-icing is completed, the telescopic device (9) is powered on and the telescopic rod is controlled to retract the nozzle into the cabin.

Images