An unmanned aerial vehicle electrothermal deicing system

Abstract

The present application relates to the technical field of unmanned aerial vehicle deicing, and particularly relates to an unmanned aerial vehicle electric heating deicing system, which comprises a control module, a power module and an electric heating module, the electric heating module is arranged in heating zones arranged along the length direction of the leading edge of the wing, the electric heating module comprises an electric heating coating, the control module controls the power module to supply power to the electric heating coating to realize heating, the electric heating coating is sprayed on both sides of the leading edge line of the fuselage, the ratio of the arc length of the electric heating coating above the leading edge line to the arc length of the electric heating coating below the leading edge line is 1-3, and the arc length of the electric heating coating of adjacent heating zones gradually decreases in the direction away from the fuselage. The electric heating deicing system has important significance for reducing the energy consumption of the unmanned aerial vehicle electric heating deicing system, improving the stability of the system and realizing long-endurance stable flight of the unmanned aerial vehicle.

Description

Technical Field

[0001] This invention relates to the field of electrothermal de-icing technology for unmanned aerial vehicles (UAVs), and in particular to an electrothermal de-icing system for UAVs. Background Technology

[0002] When drones fly in cold air, their wings often ice up. Excessive icing can impair flight and endanger safety. Early technologies used resistance wires to heat the wing surface, melting the ice. However, this linear heating method resulted in uneven heating, with higher temperatures near the wires and lower temperatures between them. Therefore, electrothermal coatings have been increasingly used in recent years, transforming linear heating into surface heating for more uniform heat distribution. However, the long wingspan and wide area of ​​the electrothermal coating, coupled with the complex surface structure of wings (often with multiple curved surfaces), make coating application difficult. This often leads to low uniformity and uneven temperature distribution. Prolonged operation can cause cracks and delamination in the electrothermal coating, exacerbating the uneven resistance distribution. This results in uneven current distribution, circuit instability, and abnormally high energy consumption. Especially under drastic temperature changes, the instability of this circuit performance is further amplified, and it may also generate electromagnetic radiation, interfering with the normal operation of other equipment. In addition, the repair cycle of the electric heating coating is long. All of these factors greatly affect the flight endurance and stability of the drone. Summary of the Invention

[0003] The purpose of this invention is to address the problems of high energy consumption and poor uniformity and stability of existing drone electrothermal anti-icing systems, and to provide a drone electrothermal anti-icing system.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An electrothermal anti-icing system for unmanned aerial vehicles (UAVs) includes a control module, a power supply module, and an electric heating module. The electric heating module is located in the heating area segmented along the length of the wing leading edge. The electric heating module includes an electric heating coating and parallel electrodes. The parallel electrodes include a positive electrode and a negative electrode located on both sides of the fuselage leading edge and at both ends of the electric heating coating. The positive electrode and the negative electrode are connected to the positive or negative terminal of the power module respectively. The control module controls the power supply module to supply power to the electrothermal coating according to the working mode to achieve heating, and the control module is configured such that the heating power density of the electrothermal coating in the de-icing mode is 4-7. The heating temperature shall not exceed 60℃; the heating power density of the electrically heated coating in spray mode shall not exceed 2. The heating temperature shall not exceed 50℃; The electro-heating coating is sprayed on both sides of the leading edge line of the wing. The ratio of the arc length of the coating above the leading edge line to the arc length of the coating below the leading edge line is 1-3. The arc length of the electro-heating coating in adjacent heating areas gradually decreases along the direction away from the fuselage.

[0005] Preferably, the projection of the arc length of the electrically heated coating above the leading edge onto the wing chord accounts for 3-6% of the total chord length.

[0006] Preferably, the coating composition of the electrothermal coating includes 8-15% aerospace-grade polyurethane matrix, 2-6% flexible insulating rubber, and 0.5-4% conductive nanofiller, wherein the conductive nanofiller accounts for 7-13% of the mass of the electrothermal coating.

[0007] Preferably, both the positive and negative electrodes are conductive electrodes, and vertically arranged metal foil leads are connected to the middle of both the positive and negative electrodes. The ends of the metal foil leads are connected to the positive or negative terminals of the power module via power wires.

[0008] Preferably, the electroheating coating is applied in multiple layers, with each layer dried before the next is applied. When the coating coverage reaches 60%, the coating is heated to 45-50°C until completely dry. Then, an infrared thermal imager is used to observe the temperature distribution of the coating and correct its thickness. The corrected coating resistance value is measured, and the next layer is applied, repeating the above process. If the corrected coating resistance value reaches the design value, spraying is stopped. If the corrected coating resistance value is less than the design value, the electroheating coating is sanded until the sanded coating resistance value reaches the design value.

[0009] Preferably, the method for correcting the thickness of the electrothermal coating includes applying additional spray to the low-temperature area or applying additional spray to the high-temperature area near the electrode side of the low-temperature area.

[0010] Preferably, the inner side of the electroheating coating is provided with a bottom insulating coating, and the outer side of the electroheating coating is provided with an anti-corrosion coating, a top insulating coating and a self-lubricating coating in sequence; the thickness of the anti-corrosion coating is 10-15 micrometers, and when the anti-corrosion coating is sprayed, the electroheating coating is powered to heat the anti-corrosion coating until the surface is dry, and the heating temperature is 45-50℃.

[0011] Preferably, the system further includes a monitoring module connected to the control module via a signal. The monitoring module is used to monitor the temperature of the electrothermal coating. The control module is communicatively connected to a ground station system, which is configured to control the voltage of the power supply module via the control module and to control the on / off state of the electrothermal module based on the temperature signal.

[0012] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are: 1. The present invention optimizes the dimensions of the wing leading edge, reducing the area of ​​the region where anti-icing is not required. Furthermore, the segmented arrangement of the electro-heated coating allows for segmented spraying, further reducing the area to be sprayed per application, improving spraying processability, and facilitating uniform coating application, resulting in a uniform and stable coating resistance characteristic. Under limited airborne energy supply, measures such as optimized electro-heated coating dimensions, segmented design, and zoned control effectively reduce energy demand, enabling the melting of ice layers in a shorter time without excessively rapid or high temperatures that could negatively impact coating performance. 2. In addition to meeting the de-icing requirements of UAVs in flight mode, the electric heating de-icing system of the present invention can also serve the spraying process of the fuselage. During the spraying process, a heating program under certain temperature limits is activated, and the heating power density in the spraying mode is less than that in the de-icing mode. This can accelerate the evaporation of the thinner and the curing of the paint, and reduce the unevenness caused by the paint flowing and creating ripples. 3. The positive and negative electrodes of this invention are made of thin conductive electrodes, and the copper foil electrodes are not directly connected to the power supply wires, but are led out vertically with thin metal foil leads, which can ensure the uniformity of the positive and negative electrodes of the electric heating coating. 4. The formulation of the electric heating coating of the present invention can achieve an electric heating coating that meets the power density requirements, takes into account the excellent conductivity, mechanical properties, filler dispersibility and bonding force, and the electric heating coating has strong adhesion to the inner and outer insulating material layers. 5. In the later stage of the electro-heated coating layer spraying in this invention, the coating is heated by electricity, and then an infrared thermal imager is used to observe the uniformity of the heated coating and make timely corrections to ensure the overall coating spraying uniformity and the accuracy of the resistance value. 6. The present invention reserves a 5-10% resistance difference when spraying the electric heating coating to offset the resistance error generated when spraying the top layer of external insulating coating. After the electric heating coating is completed, a thin anti-corrosion coating is also sprayed to fix and protect the resistance of the electric heating coating. The above greatly improves the accuracy of the resistance value of the electric heating coating. Attached Figure Description

[0013] Figure 1 A schematic diagram showing the arrangement of the electrically heated coating on the wing; Figure 2 This is a schematic diagram of the coating segmentation; Figure 3 This is a cross-sectional view of the coating section; Figure 4 A schematic diagram of the coating design route; Figure 5 Uneven temperature distribution along the longitudinal direction; Figure 6 This is a case of uneven temperature along the arc length; Figure 7 This indicates a situation of localized temperature unevenness; Figure 8 A schematic diagram showing the arrangement of the inner and outer coatings of the electrically heated coating. Figure 9 This is a schematic diagram of signal transmission in an electric heating anti-icing system; Figure 10 This is a layout diagram of the electric heating anti-icing system; Figure 11 This is a schematic diagram showing the chord length of the wing in the middle of the electrically heated coating.

[0014] The markings in the diagram are: 1-wing, 2-trailing edge line, 3-electric heating module, 301-positive electrode, 302-negative electrode, 303-electric heating coating, 304-power supply wire, 305-metal foil lead, 4-leading edge line, 5-bottom insulating coating, 6-anti-corrosion coating, 7-top insulating coating, 8-self-lubricating coating, 9-monitoring module. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0016] like Figure 1 The image shown is a top-down view of the UAV. One wing (1) is 16 meters long. Based on the segmentation of the wing's internal and external structure (such as the external airfoil transition, external discontinuous surfaces, internal reinforcing ribs, etc.) and considering the isolation provided by the removable cover plate, one wing (1) is divided into four heating zones: I, II, III, and IV. Each heating zone can be further divided into multiple segments, each corresponding to an electrothermal coating 303. Along the wing root to wingtip of wing (1), the segments are sequentially labeled A, B, C, D, E, F, G, H, I, corresponding to the numbers a, b, c, d, e, f, g, h, i on the other wing (1). Figure 2 As shown, this is a schematic diagram of a single segment, on which an electric heating coating 303 is sprayed. The electric heating coating 303 has its extension on one side and its arc length on the other side along the leading edge line 4.

[0017] In this embodiment, the arc lengths of the electro-heating coating 303 in each segment of the same heating zone are the same, but in the direction from the wing root to the wingtip, that is, away from the fuselage, the arc lengths of the electro-heating coating 303 in adjacent heating zones gradually decrease. In other feasible embodiments, the arc lengths of the electro-heating coating 303 in each segment of the same heating zone also gradually decrease, that is, in the direction from the wing root to the wingtip of the entire wing, the arc lengths of all segments of the electro-heating coating 303 gradually decrease.

[0018] For each electrically heated coating 303, such as Figure 3 As shown, the ratio of the arc length L1 of the electro-heated coating 303 above the leading edge line 4 to the arc length L2 of the coating below it is 1-3. The wing 1 has a relatively long wingspan, and changes in the coating arc length can significantly affect the coating area. A larger coating area increases coating unevenness and anti-icing power consumption. The aforementioned optimized design of the size of the electro-heated coating 303 reduces the area of ​​areas requiring no anti-icing. Furthermore, the segmented arrangement of the electro-heated coating 303 allows for segmented spraying, further reducing the area sprayed per application and facilitating uniform coating application, resulting in uniform and stable coating resistance characteristics. Under a given total heating power of the anti-icing and de-icing system, measures such as optimized electro-heated coating size, segmented design, and zoned control can effectively reduce energy demand. In de-icing mode, i.e., when the UAV's fuselage is iced during actual flight, the heating power density of the electro-heated coating 303 in de-icing mode is 4-7. The heating temperature does not exceed 60℃. Using the aforementioned heating power density allows for the melting of the ice layer in a short time without excessively rapid or high temperatures affecting the coating performance. In spraying mode, i.e., during the spraying preparation of the electrically heated coating 303, the coating 303 is heated at a low power density, not exceeding 2... Heating temperatures not exceeding 50℃ can accelerate the evaporation of the thinner and the curing of the coating, reducing unevenness caused by coating flow and ripples. Adopting this approach helps improve the accuracy and stability of the resistance of the 303 electrically heated coating, which is of great significance for reducing the energy consumption of the UAV's electrothermal de-icing system, improving system stability, and achieving stable long-endurance flight of the UAV.

[0019] In this embodiment, the total heating power of the anti-icing and de-icing system is 35. The dimensions and materials of the electric heating coating 303 are designed based on the heating power density under de-icing conditions. Preferably, the heating power density of the electric heating coating 303 on the wing 1 is 5. .like Figure 11The diagram shows a cross-sectional view of the wing along its length. The intersection of the cross-section with the leading edge line 4 and the trailing edge line 2 represents the leading edge point and the trailing edge point, respectively. The line connecting the leading edge point and the trailing edge point forms the chord L3. The projection of the arc length L1 of the electrothermal coating 303 above the leading edge line 4 onto the chord L3 accounts for 3-6% of the entire chord length. Considering the aforementioned ratio of the arc length L1 of the electrothermal coating 303 above the leading edge line 4 to the arc length L2 below it is 1-3, the wing 1 is divided into four heating zones: I, II, III, and IV. Each heating zone can be further divided into multiple segments, each corresponding to one electrothermal coating 303. The arc lengths of the electrothermal coating 303 in each segment within the same heating zone are the same. However, in the direction from the wing root to the wingtip, i.e., away from the fuselage, the arc lengths of the electrothermal coating 303 in adjacent heating zones gradually decrease. The span and arc length values ​​corresponding to each segment of the electrothermal coating 303 in this embodiment are shown in Table 1 below.

[0020] Table 1. Statistics on the coating conditions of each segment of electric heating Coating extension (mm) 1000 2200 2200 1600 1400 1400 1600 1800 2400 Coating arc length (mm) 225 225 225 180 180 180 90 90 60 upper coating arc length (mm) 150 150 150 120 120 120 60 60 40 Lower coating arc length (mm) 75 75 75 60 60 60 30 30 20 Area (square meters) 0.225 0.495 0.495 0.288 0.252 0.252 0.144 0.162 0.144 Current A 9.4 20.6 20.6 12.0 10.5 10.5 6.0 6.8 6.0 Power W 1125 2475 2475 1440 1260 1260 720 810 720 Target resistance Ω 12.8 5.8 5.8 10.0 11.4 11.4 20.0 17.8 20.0 Material quantity (g) 1506 3314 3314 1928 1687 1687 964 1085 964 like Figure 8 As shown, the electrothermal coating 303 has a bottom insulating coating 5 on its inner side and a top insulating coating 7 on its outer side. The bottom insulating coating 5 and the top insulating coating 7 can transfer most of the heat outwards while ensuring the insulation of the fuselage. The conductive nanofillers in the electrothermal coating 303 are optimized and selected based on the aforementioned heating power density; the mechanical strength requirements of the coating material are determined based on the flight environment and installation requirements; and the insulation protection requirements between the coating interface and the outside are determined based on the requirements of the onboard substrate, wiring, and electrical systems. Figure 4 As shown, the selection and optimization of the above coatings are not carried out individually, but are interconnected and matched with each other. The selection of the electric heating coating and the insulating coating specifically includes: S1. Calculate the sheet resistance of the electric heating coating 303 based on the heating power density, and select the conductive nanofiller based on the sheet resistance.

[0021] In this embodiment, the power module voltage of the de-icing system is 120V, and the area and target resistance of each coating segment are shown in Table 1.

[0022] S2. Select the polymer matrix for the electrically heated coating 303 according to the required mechanical performance. For example, one or more combinations of aerospace polyurethane and flexible insulating rubber may be used as the polymer matrix.

[0023] S3. Plot the relationship curve between the mass percentage of the conductive nanofiller in the polymer matrix and the conductivity of the mixture. Based on the relationship curve and in combination with the mechanical properties, dispersibility and binding force of the mixture, determine the mass percentage of the conductive nanofiller that meets the requirements.

[0024] In this embodiment, a conductive nanofiller with a mass ratio of 7-13% was selected as the formulation of the electrothermal coating 303 system.

[0025] S4. Select materials for the bottom insulating coating 5 and the top insulating coating 7 according to the insulation protection requirements. They must have good durability, including resistance to high and low temperatures, wear resistance, corrosion resistance, oil environment resistance, salt spray resistance, and humid heat environment resistance, so as to adapt to complex working environments. They must also have good impact resistance to cope with the damage to the coating caused by foreign object impacts during high-speed flight.

[0026] S5. Conduct an adhesion test between the selected insulation material and the fuselage substrate and the electric heating coating 303 to determine the selected polymer matrix and insulation coating that meet the requirements.

[0027] S6. Design the preparation process for the selected conductive nanofillers, polymer matrix and insulating coating as determined above, prepare coating samples, carry out various performance and functional tests, and provide feedback to guide the optimization of coating design.

[0028] Based on the above design and optimization of the coating, in this embodiment, the coating composition of the electrothermal coating 303 includes 8-15% aerospace polyurethane matrix, 2-6% flexible insulating rubber, 0.5-4% conductive nanofiller, and diluent.

[0029] The above-mentioned coating design method and coating composition can obtain an electrothermal coating 303 that meets the power density requirements, takes into account the excellent conductivity, mechanical properties, filler dispersibility and bonding force, and the electrothermal coating 303 has strong adhesion to the inner and outer insulating material layers.

[0030] In this embodiment, as Figure 2 and Figure 10As shown, the electric heating module 3 includes a positive electrode 301 and a negative electrode 302 located on both sides of the front edge line 4 of the fuselage and at both ends of the electric heating coating 303. That is, the positive electrode 301 and the negative electrode 302 are located at the two extended sides of the electric heating coating 303, and are correspondingly connected to the positive and negative terminals of the power module. In other feasible embodiments, the positive electrode 301 and the negative electrode 302 are located at the arc-shaped side of the electric heating coating 303. Further, both the positive electrode 301 and the negative electrode 302 are conductive electrodes, such as copper foil electrodes. Vertically arranged metal foil leads 305, such as copper foil leads or aluminum foil leads, are connected to the middle of both the positive electrode 301 and the negative electrode 302. The ends of the metal foil leads 305 are correspondingly connected to the positive or negative terminals of the power module via power wires 304. The positive and negative electrodes of this invention are made of thin copper foil electrodes. The copper foil electrodes are not directly connected to the power supply wires. Instead, thin metal foil leads 305 are vertically led out. The ends of the metal foil leads 305 are then connected to the positive or negative terminals of the power supply module through the power supply wires 304. This ensures the uniformity of the positive and negative electrodes of the electric heating coating.

[0031] To ensure that the resistance value of the electric heating coating on wing 1 is within the target resistance range, the coating is applied in layers. That is, the next layer is applied only after the surface of the previous layer has basically dried, so as to ensure that the organic solvent inside the coating can be effectively evaporated.

[0032] Furthermore, in this embodiment, when the spraying amount of the electro-heated coating 303 reaches a preset 60%, the electro-heated coating 303 is heated by electricity at a temperature of 45-50℃ for at least 30 minutes until the surface is completely dry. The temperature distribution of the coating is observed using an infrared thermal imager, and the thickness of the electro-heated coating 303 is corrected based on the temperature distribution, such as by sanding thick areas or re-spraying thin areas. The temperature difference of the corrected coating does not exceed 5℃. The resistance value of the corrected coating is measured, and the next layer is sprayed, repeating the above operation. If the corrected coating resistance value reaches the design value, spraying is stopped; if the corrected coating resistance value is less than the design value, the electro-heated coating is sanded until the resistance value of the sanded electro-heated coating reaches the design value. The aforementioned design value is a reserved resistance value, which is 90-95% of the target resistance value, to avoid interference of the top insulating coating 7 on the resistance value of the electro-heated coating. The reserved resistance values ​​for each segment of the electro-heated coating are shown in the table below.

[0033] Table 2. Statistics of reserved resistance values ​​for each section of the electric heating coating, in Ω. Target resistance Ω 12.8 5.8 5.8 10.0 11.4 11.4 20.0 17.8 20.0 Reserved resistor Ω 11.8 5.5 5.4 9.3 10.6 10.6 18.0 16.5 18.8 Reserved resistance / target resistance % 92.15 94.63 92.91 93.08 92.87 92.98 90.13 92.99 93.76 like Figure 5-7The diagram shown is a schematic representation of the electrically heated coating 303. Taking a low-temperature region as an example, the methods for correcting the uniformity of the electrically heated coating 303 include the following: exist Figure 5 In the diagram, some areas along the longitudinal direction have lower temperatures, indicating a thinner coating in these regions. Therefore, more coating should be applied to these lower-temperature areas. This is because the coating elements are connected in parallel along the longitudinal direction. It can be seen that when the coating voltage is constant, if the coating power needs to be increased, that is, the temperature needs to be increased, the resistance at that temperature should be reduced, and therefore the thickness needs to be increased. Thus, the amount of coating in that area should be increased.

[0034] exist Figure 6 In the arc length direction, some areas have lower temperatures, indicating a thicker coating in these regions. Therefore, the coating thickness in other areas with higher temperatures should be increased. This is because the coating micro-elements are connected in series along the arc length direction. It can be seen that when the coating current is constant, the resistance of the low-temperature area is smaller, indicating that the coating thickness in the low-temperature area is relatively thick. Therefore, the high-temperature areas on both sides near the electrode should be sprayed.

[0035] exist Figure 7 If the local temperature is low, according to the above principle, it is necessary to spray the high-temperature area near the electrode side within the corresponding width where the temperature is low.

[0036] like Figure 8 As shown, the fuselage substrate is sequentially coated from the inside out with a bottom insulating coating 5, an electric heating coating 303, an anti-corrosion coating 6, a top insulating coating 7, and a self-lubricating coating 8. The self-lubricating coating 8 has hydrophilic properties, forming a water-lubricating layer on the surface, effectively reducing the adhesion of ice layers, and can be easily blown away by airflow under certain heat conditions. The top insulating coating 7 is such as commonly used aviation insulating paint. After the electric heating coating 303 is sprayed, a thin layer of anti-corrosion coating 6 is sprayed. The anti-corrosion coating 6 is such as a nano-silica coating, to achieve the effect of fixing and protecting the resistance of the electric heating coating 303. Specifically, after the electric heating coating is sprayed, wait for more than 12 hours for complete curing before spraying the anti-corrosion coating 6. The anti-corrosion coating 6 is relatively thin, about 10-15 micrometers thick, and each spray is an extremely thin layer. The electric heating coating 303 is turned on and heated to 45-50°C to accelerate the curing process of the anti-corrosion coating 6. This layer prepares for the subsequent spraying of the thick top insulating coating 7 and prevents it from interfering with the resistance of the electric heating coating 303.

[0037] like Figure 9The diagram shown is a schematic of the signal transmission of the electrothermal anti-icing system in this embodiment. The UAV electrothermal anti-icing system also includes a monitoring module 9 that is signal-connected to the control module. The monitoring module 9 is used to monitor the temperature of the electrothermal coating 303. The control module is communicatively connected to the ground station system. The ground station system is configured to control the voltage of the power module through the control module and control the on / off state of the electrothermal module 3 according to the temperature signal.

[0038] In this embodiment, a platinum resistance thermometer is used to collect the coating temperature, with one temperature signal collected for each coating segment. The system communicates with the ground station system, allowing the operator to remotely monitor and control the on / off state of each electric heating module 3 from the ground. This means that not only can the on / off state of the electric heating module 3 be controlled through the temperature negative feedback system on the electric heating anti-icing system, but the operator can also control the voltage of the power module and set the heating temperature threshold according to actual needs in different operating modes.

[0039] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An electrothermal anti-icing and de-icing system for unmanned aerial vehicles (UAVs), characterized in that, Includes a control module, a power supply module, and an electric heating module (3); The electric heating module (3) is located in the heating area segmented along the length of the leading edge of the wing (1). The electric heating module (3) includes an electric heating coating (303) and parallel electrodes. The parallel electrodes include a positive electrode (301) and a negative electrode (302) located on both sides of the leading edge line (4) of the fuselage and located at both ends of the electric heating coating (303). The positive electrode (301) and the negative electrode (302) are connected to the positive or negative pole of the power supply module respectively. The control module controls the power supply module to supply power to the electrothermal coating (303) according to the working mode to achieve heating, and the control module is configured such that the heating power density of the electrothermal coating (303) in the de-icing mode is 4-7. The heating temperature shall not exceed 60°C; the heating power density of the electrically heated coating (303) in spray mode shall not exceed 2. The heating temperature shall not exceed 50℃; The electric heating coating (303) is sprayed on both sides of the leading edge line (4) of the wing (1). The ratio of the arc length of the coating above the leading edge line (4) to the arc length of the coating below is 1-3. The arc length of the electric heating coating (303) in the adjacent heating area gradually decreases along the direction away from the fuselage. The electrothermal coating (303) is sprayed in multiple layers. The next layer is sprayed only after the surface of the previous layer of electrothermal coating (303) has dried. When the amount of electrothermal coating (303) sprayed reaches 60%, the electrothermal coating (303) is heated to 45-50°C until the surface is completely dry. Then, the temperature distribution of the coating is observed using an infrared thermal imager and the thickness of the electrothermal coating (303) is corrected. The resistance value of the corrected coating is measured, and the next layer is sprayed. The above operation is repeated. If the resistance value of the corrected coating reaches the design value, the spraying is stopped. If the resistance value of the corrected coating is less than the design value, the electrothermal coating (303) is polished until the resistance value of the polished electrothermal coating (303) reaches the design value.

2. The UAV electrothermal anti-icing system according to claim 1, characterized in that, The projection of the arc length of the electrically heated coating (303) above the leading edge line (4) onto the wing chord accounts for 3-6% of the total chord length.

3. The UAV electrothermal anti-icing system according to claim 1, characterized in that, The coating composition of the electrothermal coating (303) includes 8-15% aerospace polyurethane matrix, 2-6% flexible insulating rubber, and 0.5-4% conductive nanofiller. The conductive nanofiller accounts for 7-13% of the mass of the electrothermal coating (303).

4. The UAV electrothermal anti-icing system according to claim 1, characterized in that, Both the positive electrode (301) and the negative electrode (302) are conductive electrodes. The middle of both the positive electrode (301) and the negative electrode (302) is connected to a vertically arranged metal foil lead (305). The end of the metal foil lead (305) is connected to the positive or negative terminal of the power module through a power supply wire (304).

5. The UAV electrothermal anti-icing system according to claim 1, characterized in that, The method of correcting the thickness of the electrothermal coating (303) includes spraying additional coating on the low-temperature area or spraying additional coating on the high-temperature area near the electrode side of the low-temperature area.

6. A UAV electrothermal anti-icing and de-icing system according to any one of claims 1-5, characterized in that, The inner side of the electric heating coating (303) is provided with a bottom insulating coating (5), and the outer side of the electric heating coating (303) is provided with an anti-corrosion coating (6), a top insulating coating (7) and a self-lubricating coating (8) in sequence; the thickness of the anti-corrosion coating (6) is 10-15 micrometers. When spraying the anti-corrosion coating (6), the electric heating coating (303) is powered to heat the anti-corrosion coating (6) until the surface is dry, and the heating temperature is 45-50℃.

7. A UAV electrothermal anti-icing and de-icing system according to any one of claims 1-5, characterized in that, It also includes a monitoring module (9) that is signal-connected to the control module. The monitoring module (9) is used to monitor the temperature of the electric heating coating (303). The control module is communicatively connected to the ground station system, which is configured to control the voltage of the power supply module through the control module and control the on / off state of the electric heating module (3) according to the temperature signal.

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