Anti-icing system of aircraft wing, control method of anti-icing system and aircraft

Abstract

The invention discloses an anti-icing system of an aircraft wing, a control method of the anti-icing system and an aircraft, and relates to the related technical field of aircraft wing anti-icing. The anti-icing system of the aircraft wing comprises a flute-shaped pipe, a first sensor, a second sensor and a controller, the wing is divided into a protection area and a non-protection area according to a thermal power coverage area of the flute-shaped pipe, the first sensor comprises a first optical fiber arranged on the outer surface of a skin of the protection area, and the second sensor comprises a second optical fiber arranged on the outer surface of the skin of the protection area. The second optical fiber is arranged on the outer surface of the skin of the non-protection area, after the anti-icing system is started, the first optical receiver receives the first optical signal through the first optical fiber and obtains first current light intensity information corresponding to the first optical signal, and the second optical receiver receives the second optical signal through the second optical fiber and obtains second current light intensity information corresponding to the second optical signal; the controller determines whether the wing is in a first icing meteorological condition or a second icing meteorological condition according to the first current light intensity information and the second current light intensity information.

Description

Technical Field

[0001] The present application relates to the technical field related to aircraft wing anti-icing, and in particular to an aircraft wing anti-icing system, a control method thereof, and an aircraft. Background Art

[0002] The monitoring method of traditional models is usually designed based on the perspective that the system cannot provide sufficient hot air flow, such as monitoring whether the air supply pressure is low, monitoring whether the air supply flow rate decreases, or monitoring whether the system air supply temperature is within a predetermined range.

[0003] For example, the C919 is a temperature monitoring type. A temperature sensor is installed on the anti-icing terminal skin to monitor whether the skin is cold and issue a corresponding alarm. The method is critical to the design of the temperature alarm threshold. If the alarm threshold is too low, the system performance may be insufficient but no alarm may be issued. If the alarm threshold is too high, the system performance may be sufficient but an alarm may still be issued. In addition, the flight environment temperature may be too low, but there is no ice accumulation on the upper surface of the wing, but an alarm of insufficient system performance may still be issued. This is because the low-temperature air will still take away a lot of heat when it hits the skin, which may cause the anti-icing skin temperature to drop until the low-temperature alarm threshold is reached, resulting in it being inconsistent with the actual situation of the system and resulting in low detection accuracy of the anti-icing effect of the anti-icing system. Summary of the invention

[0004] The present application provides an anti-icing system for an aircraft wing, a control method thereof and an aircraft, which can solve the problem of low detection accuracy of the anti-icing effect of the anti-icing system.

[0005] To achieve the above-mentioned purpose, on the one hand, the present application provides an anti-icing system for an aircraft wing, comprising a flute, a first sensor, a second sensor and a controller, wherein the flute is arranged inside the wing and close to the leading edge of the wing, and the wing is divided into a protection zone and a non-protection zone according to the thermal power coverage area of ​​the flute, the first sensor comprises a first optical fiber and a first light transmitter and a first light receiver electrically connected at both ends thereof, the first optical fiber is arranged on the outer surface of the skin of the protection zone, the second sensor comprises a second optical fiber and a second light transmitter and a second light receiver electrically connected at both ends thereof, and the second optical fiber is arranged on the outer surface of the skin of the non-protection zone;

[0006] Wherein, after the anti-icing system is turned on, the controller controls the first optical transmitter and the second optical transmitter to respectively transmit light to the first optical fiber and the second optical fiber, the first optical receiver receives a first optical signal through the first optical fiber and obtains first current light intensity information corresponding thereto, the second optical receiver receives a second optical signal through the second optical fiber and obtains second current light intensity information corresponding thereto, and the controller determines whether the wing is in a first icing meteorological condition or a second icing meteorological condition based on the first current light intensity information and the second current light intensity information.

[0007] On the other hand, the present application also provides a control method for an anti-icing system of an aircraft wing, which is applied to the anti-icing system of the aircraft wing recorded in the above technical solution, and the control method includes:

[0008] Controlling the first optical transmitter, the second optical transmitter, the first optical receiver and the second optical receiver to be turned on, wherein the first optical transmitter transmits light to the first optical fiber, the second optical transmitter transmits light to the second optical fiber, the first optical receiver receives a first optical signal from the first optical fiber and obtains first current light intensity information corresponding thereto, and the second optical receiver receives a second optical signal through the second optical fiber and obtains second current light intensity information corresponding thereto;

[0009] It is determined that the wing is in a first icing meteorological condition or a second icing meteorological condition according to the first current light intensity information and the second current light intensity information.

[0010] In another aspect, the present application further provides an aircraft, comprising:

[0011] Avionics systems;

[0012] an ambient temperature sensor, disposed on the fuselage of the aircraft, to obtain and transmit the ambient temperature of the aircraft to the avionics system; and

[0013] In the anti-icing system for the aircraft wing described in the above technical solution, the controller is electrically connected to the avionics system, and the controller controls the opening and closing of the anti-icing system according to the ambient temperature.

[0014] The above technical solution of the present application has at least the following beneficial effects: since the important feature for distinguishing different icing meteorological conditions is the diameter of supercooled water droplets, when encountering different icing meteorological types, the impact range of supercooled water droplets on the wing in the environment is also different. In the first icing meteorological condition, the supercooled water droplets will hit the protection area, and in the second icing meteorological condition, the supercooled water droplets will hit the protection area and the non-protection area. Based on this, the present application sets the first optical fiber in the first sensor in the protection area, responds to whether there is water or ice on the outer surface of the skin of the protection area and generates a corresponding first optical signal, the first optical receiver can convert the changed first optical signal into first light intensity information and transmit it to the controller, and the controller can judge whether there is water or ice on the surface of the first optical fiber according to the first light intensity information. In addition, the present application also sets the second optical fiber in the second sensor in the non-protection area, responds to whether there is water or ice on the outer surface of the skin of the non-protection area and generates a corresponding second optical signal, the second optical receiver can convert the changed second optical signal into second light intensity information and transmit it to the controller, and the controller can judge whether there is water or ice on the surface of the second optical fiber according to the second light intensity information. Specifically, when water or ice exists only on the surface of the first optical fiber, it is determined that the wing is in the first icing meteorological condition. When water or ice exists on the surfaces of both the first optical fiber and the second optical fiber, it is determined that the wing is in the second icing meteorological condition. Thus, the above arrangement can detect and distinguish different icing meteorological conditions, so that the detection result of the anti-icing system is more consistent with the actual situation, improves the detection accuracy of the anti-icing effect of the anti-icing system, thereby ensuring the flight safety of the aircraft, and is conducive to improving the accuracy of the operation instructions issued according to the detection structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 is a schematic structural diagram of an anti-icing system for an aircraft wing in an embodiment of the present application;

[0017] Figure 2 It is a structural schematic diagram of the layout positions of the first sensor, the second sensor and the third sensor in the anti-icing system of the aircraft wing in the embodiment of the present application;

[0018] Figure 3 is a schematic diagram of the optical path when there is no reflux water or ice on the surface of the first optical fiber of the first sensor in the anti-icing system of the aircraft wing in the embodiment of the present application;

[0019] Figure 4It is a schematic diagram of the optical path when there is backflow water or ice on the surface of the first optical fiber of the first sensor in the anti-icing system of the aircraft wing in the embodiment of the present application.

[0020] The main reference numerals in the drawings of this application specification are described as follows:

[0021] 1-Flute;

[0022] 2-first sensor; 21-first optical fiber; 211-base layer; 212-first optical fiber layer; 213-second optical fiber layer; 22-first optical transmitter; 23-first optical receiver;

[0023] 3-second sensor; 31-second optical fiber;

[0024] 4- Controller;

[0025] 5-third sensor; 51-third optical fiber;

[0026] 6- Anti-icing pipeline;

[0027] 7- Telescopic tube;

[0028] 8- Anti-ice valve;

[0029] 9-pressure detection component;

[0030] 100 - wing; 101 - leading edge of wing; 102 - intersection edge. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0032] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0033] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0034] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0035] The present application provides an anti-icing system for an aircraft wing, a control method thereof, and an aircraft, and the three are described in detail below. It should be noted that the description order of the following embodiments is not intended to limit the preferred order of the embodiments of the present application. In the following embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0036] Among them, before introducing the anti-icing system for the aircraft wing provided by this application, the relevant background of the anti-icing system is briefly introduced. According to the requirements of Aviation Clause 25.1419, the aircraft must fly safely in icing weather. Usually, civil aircraft use a hot air wing anti-icing system, that is, the engine's hot air is used as an air source to spray the wing skin for heating to achieve the purpose of anti-icing. In order to ensure that the purpose of anti-icing can be achieved under icing weather conditions, traditional hot air wing anti-icing systems usually analyze various flight conditions and icing weather conditions during design to determine the hot air flow required for the wing anti-icing system under severe conditions. Once the hot air flow is determined, it is used as a fixed flow system for the wing anti-icing system.

[0037] However, with the development of the civil aviation industry, the scope of icing weather for aircraft has also expanded from Appendix C icing weather conditions (i.e., the first icing weather conditions in this application) to Appendix O icing weather conditions describing supercooled large water droplet weather conditions (i.e., the second icing weather conditions in this application). The important feature that distinguishes Appendix O icing weather conditions from Appendix C icing weather conditions is that the diameter of its supercooled water droplets is larger. Specifically, the diameter of supercooled water droplets in Appendix C icing weather conditions is between 20-40 microns, and the diameter of supercooled large water droplets in Appendix O icing weather conditions is above 50 microns, and can even reach 500 microns or even 1000 microns. The intensity of Appendix O icing weather conditions is higher than that of Appendix C icing weather conditions. Current models are usually designed based on Appendix C icing weather conditions. When encountering Appendix O icing weather conditions, the performance of the anti-icing system may be insufficient, and the resulting impact water cannot evaporate and then the phenomenon of afterflow occurs, which destroys the aerodynamic shape of the aircraft and affects flight safety. The strategy usually adopted for Appendix O icing weather conditions is to identify and escape as soon as possible. Therefore, corresponding equipment is required to identify whether the aircraft is in Appendix O icing weather conditions or Appendix C icing weather conditions.

[0038] Based on this, the present application provides an anti-icing system for an aircraft wing, which can detect icing meteorological conditions and distinguish different icing meteorological conditions. Figure 1 and Figure 2 The anti-icing system includes a flute 1, a first sensor 2, a second sensor 3 and a controller 4. The flute 1 is arranged in the wing 100 and close to the wing leading edge 101. The wing 100 is divided into a protection zone and a non-protection zone according to the thermal power coverage area of ​​the flute 1. In other words, the area covered by the thermal power of the flute 1 is the protection zone of the wing 100, and the area not covered by the thermal power of the flute 1 is the non-protection zone of the wing 100. The first sensor 2 includes a first optical fiber 21 and a first light emitter 22 electrically connected to both ends of the first optical fiber 21 (see reference numerals). Figure 3 ) and the first optical receiver 23 (see reference numerals Figure 3 ), the first optical fiber 21 is arranged on the outer surface of the skin of the protection zone. The second sensor 3 includes a second optical fiber 31 and a second optical transmitter and a second optical receiver electrically connected to both ends of the second optical fiber 31, and the second optical fiber 31 is arranged on the outer surface of the skin of the non-protection zone. After the anti-icing system is turned on, the controller 4 controls the first optical transmitter 22 and the second optical transmitter to respectively transmit light to the first optical fiber 21 and the second optical fiber 31, the first optical receiver 23 receives the first optical signal through the first optical fiber 21 and obtains the first current light intensity information corresponding thereto, the second optical receiver receives the second optical signal through the second optical fiber 31 and obtains the second current light intensity information corresponding thereto, and the controller 4 determines whether the wing 100 is in the first icing meteorological condition or the second icing meteorological condition according to the received first current light intensity information and the second current light intensity information.

[0039] Since the important feature for distinguishing different icing meteorological conditions is the diameter of supercooled water droplets, when encountering different icing meteorological types, the impact range of supercooled water droplets in the environment on the wing 100 is also different. In the first icing meteorological condition, the supercooled water droplets will hit the protection area, and in the second icing meteorological condition, the supercooled water droplets will hit the protection area and the non-protection area. Based on this, the present application sets the first optical fiber 21 in the first sensor 2 in the protection area, responds to whether there is water or ice on the outer surface of the skin of the protection area and generates a corresponding first optical signal, and the first optical receiver 23 can convert the changed first optical signal into first light intensity information and transmit it to the controller 4, and the controller 4 can judge whether there is water or ice on the surface of the first optical fiber 21 according to the first light intensity information. In addition, the present application also sets the second optical fiber 31 in the second sensor 3 in the non-protection area, responds to whether there is water or ice on the outer surface of the skin of the non-protection area and generates a corresponding second optical signal, and the second optical receiver can convert the changed second optical signal into second light intensity information and transmit it to the controller 4, and the controller 4 can judge whether there is water or ice on the surface of the second optical fiber 31 according to the second light intensity information. Specifically, when water or ice exists only on the surface of the first optical fiber 21, it is determined that the wing 100 is in the first icing meteorological condition. When water or ice exists on the surfaces of both the first optical fiber 21 and the second optical fiber 31, it is determined that the wing 100 is in the second icing meteorological condition. Thus, the above-mentioned configuration can realize the detection and distinction of different icing meteorological conditions, so that the detection result of the anti-icing system is more consistent with the actual situation, improves the detection accuracy of the anti-icing effect of the anti-icing system, thereby ensuring the flight safety of the aircraft, and is conducive to improving the accuracy of the operation instructions issued according to the detection structure.

[0040] Since the supercooled water droplets may hit the protection zone in the first icing meteorological condition, only the first optical fiber 21 will trigger an alarm at this time. In the second icing meteorological condition, the supercooled water droplets will hit the protection zone and the non-protection zone. At this time, both the first optical fiber 21 and the second optical fiber 31 will trigger an alarm. Therefore, the controller 4 determines whether the wing 100 is in the first icing meteorological condition or the second icing meteorological condition by performing the following steps: judging whether to generate the first alarm information based on the first current light intensity information, and judging whether to generate the second alarm information based on the second current light intensity information; when only the first alarm information is generated, it is determined that the wing 100 is in the first icing meteorological condition; when the first alarm information and the second alarm information are generated at the same time, it is determined that the wing 100 is currently in the second icing meteorological condition, so as to ensure that the controller 4 can judge the type of icing meteorological conditions more accurately.

[0041] For example, the controller 4 includes a judgment unit and an alarm unit. The judgment unit judges whether to send the first alarm information and send it to the alarm unit based on the first current light intensity information. The judgment unit judges whether to generate the second alarm information and send it to the alarm unit based on the second current light intensity information. When the alarm unit only receives the first alarm information, it is determined that the wing 100 is in the first icing meteorological condition. When the alarm unit receives the first alarm information and the second alarm information at the same time, it is determined that the wing 100 is currently in the second icing meteorological condition. Wherein, based on the first current light intensity information, it is judged whether to send the first alarm information and send it to the alarm unit. If the first current light intensity information is lower than the first preset threshold value (when there is no ice or water on the optical fiber surface obtained through the preliminary test, the parameter value of the light intensity information output by the optical receiver is the preset threshold value), the first alarm information is sent, and if the second current light intensity information is lower than the second preset threshold value, the second alarm information is sent.

[0042] That is, the controller 4 determines that there is a loss in the intensity of the light in the first optical fiber 21 according to the first current light intensity information, which indicates that there is water or ice on the surface of the first optical fiber 21, and further proves that there is water or ice on the outer surface of the skin of the protection zone of the wing 100, and the wing 100 is in the first icing weather condition. The controller 4 determines that there is a loss in the intensity of the light in the first optical fiber 21 according to the first current light intensity information, and determines that there is a loss in the intensity of the light in the second optical fiber 31 according to the second current light intensity information, which indicates that there is water or ice on the surfaces of both the first optical fiber 21 and the second optical fiber 31, and further proves that there is water or ice on the outer surface of the skin of both the protection zone and the non-protection zone of the wing 100, and the wing 100 is in the second icing weather condition.

[0043] In some embodiments of the present application, the anti-icing system also includes a third sensor 5, which includes a third optical fiber 51 and a third light transmitter and a third light receiver electrically connected to both ends of the third optical fiber 51. The third optical fiber 51 is arranged on the outer surface of the skin in the non-protected area and is arranged close to the first optical fiber 21 relative to the second optical fiber 31. After the anti-icing system is turned on, the controller 4 also controls the third light transmitter to emit light to the third optical fiber 51. The third light receiver receives the third light signal through the third optical fiber 51 and obtains the corresponding third current light intensity information. The controller 4 determines whether the wing 100 is in the first icing meteorological condition or the second icing meteorological condition based on the first current light intensity information, the second current light intensity information and the third current light intensity information, and determines whether there is an abnormality in the anti-icing system.

[0044] In specific use, the third optical fiber 51 determines the protective effect of the anti-icing system by detecting whether there is backflow on the outer surface of the skin. Specifically, if there is no backflow water on the third optical fiber 51, it proves that the current impact water can be completely evaporated in the protection area without affecting the protective effect. If there is backflow water on the third optical fiber 51, even if the air supply is sufficient, it means that the current hot air energy is insufficient to completely evaporate the impact water. The generated backflow water will still affect the aerodynamic force on the upper surface of the wing 100, which will affect flight safety.

[0045] In other words, the amount of air supply energy is not necessarily related to the insufficient performance of the anti-icing system, and factors of external icing weather conditions must also be considered. Therefore, the present application changes the judgment standard of whether the anti-icing system of the wing 100 is abnormal (insufficient performance) from the perspective of whether the air supply energy is sufficient to directly monitoring whether there is backflow water or ice on the outer surface of the skin through the third optical fiber 51, that is, directly monitoring the protective effect of the anti-icing system. This judgment standard combines the air supply of the anti-icing system and the external icing weather conditions, and its monitoring result is more accurate and direct.

[0046] It should be noted that the second sensor 3 and the third sensor 5 adopt a similar structure and the same detection principle as the first sensor 2. Figure 3 As shown, when there is no water or ice on the surface of the first optical fiber 21, based on the principle of total reflection of light, all light will be transmitted in the first optical fiber 21, and the first optical receiver 23 obtains the first current light intensity information corresponding to the first optical signal of the first optical fiber 21, and transmits the first current light intensity information to the controller 4. Since there will be transmission loss of light in the transmission process, when the controller 4 determines that there is no abnormal loss in the light intensity of the light emitted by the first optical transmitter 22 based on the first current light intensity information, it indicates that there is no water or ice on the surface of the first optical fiber 21.

[0047] like Figure 4 As shown, when there is water or ice on the surface of the first optical fiber 21, part of the light emitted by the first optical transmitter 22 will enter the backflow water or ice, resulting in light energy loss, which in turn causes the energy of the light entering the first optical receiver 23 to decrease. The first optical receiver 23 obtains the first current light intensity information corresponding to the reduced light signal. The controller 4 determines that there is abnormal loss in the light intensity of the light emitted by the first optical transmitter 22 by judging the first current light intensity information, so as to determine that there is backflow water or ice on the first optical fiber 21. For example, when the light intensity loss does not exceed 3db, it is a normal transmission loss, and when the light intensity loss exceeds 3db, there is an abnormal loss.

[0048] Based on the above embodiment, controller 4 determines whether wing 100 is in the first icing meteorological condition or the second icing meteorological condition, and determines whether an abnormality occurs in the anti-icing system by executing the following steps: determining whether to generate a first warning message based on the first current light intensity information, determining whether to generate a second warning message based on the second current light intensity information, and determining whether to generate a third warning message based on the third current light intensity information; when only the first warning message is generated, it is determined that wing 100 is in the first icing meteorological condition, and it is determined that there is no abnormality in the anti-icing system; when the first warning message and the third warning message are generated, and the second warning message is not generated, it is determined that wing 100 is in the first icing meteorological condition, and it is determined that there is an abnormality in the anti-icing system; when the first warning message, the second warning message and the third warning message are generated at the same time, it is determined that wing 100 is in the second icing meteorological condition. It can be understood that the generation of the first warning information is mainly used to measure whether the wing 100 is in the first icing meteorological condition, the generation of the second warning information is mainly used to measure whether the wing 100 is in the second icing meteorological condition, and the generation of the third warning information is mainly used to measure whether the anti-icing system is abnormal, for example, the performance of the anti-icing system is insufficient and the water or ice on the outer surface of the skin of the protection zone cannot be completely evaporated. In the specific application process, the corresponding crew instructions can be sent to the avionics system according to the generated different warning information to execute different crew operations to improve the safety of aircraft flight.

[0049] For example, as shown in Table 1, when the ambient temperature is below 0°C, the anti-icing system and the above-mentioned first sensor 2, second sensor 3 and third sensor 5 are all turned on, and can send corresponding detection information to the controller. The controller selects whether to generate corresponding warning information according to the above detection information, and then confirms the specific icing meteorological conditions of the aircraft wing and whether the anti-icing system is abnormal, and sends different crew instructions to the avionics system according to the above two detection results, and then performs different crew operations. And, when the ambient temperature is above 0°C, it indicates that the aircraft wing is currently in a non-icing meteorological condition. At this time, the anti-icing system, the first sensor 2, the second sensor 3 and the third sensor 5 do not need to be turned on or responded. For example, when the aircraft encounters rainfall weather, the rainfall will hit the leading edge of the wing, but it will not cause icing due to the high ambient temperature. At this time, it is not necessary to turn on the anti-icing system, the first sensor 2, the second sensor 3 and the third sensor 5, that is, whether to turn on the anti-icing system, the first sensor 2, the second sensor 3 and the third sensor 5 is selected according to the ambient temperature.

[0050] Table 1

[0051]

[0052] Please continue to refer to Figure 2In some embodiments, the first optical fiber 21 and the second optical fiber 31 both extend along the span direction of the wing 100, the third optical fiber 51 extends perpendicularly to the span direction and is located between the first optical fiber 21 and the second optical fiber 31, and the third optical fiber 51 extends perpendicularly to the span direction, ensuring that the third optical fiber 51 covers a larger area of ​​the outer surface of the skin in its extension direction to expand its detection range, thereby improving the accuracy of detecting whether an abnormality occurs in the anti-icing system.

[0053] Typically, the first optical fiber 21, the second optical fiber 31, and the third optical fiber 51 are all in the shape of long strips, and their width is about 1 cm to 2 cm, so as to control their manufacturing costs while ensuring the detection effect. For example, the length of the first optical fiber 21 (its dimension in the wingspan direction) is between one-third and one-quarter of the chord length of the leading edge slat. The size of the second optical fiber 31 is equal to the size of the first optical fiber 21. The length of the third optical fiber 51 (its dimension in the direction perpendicular to the wingspan direction) is between one-tenth and one-twentieth of the wingspan length of the leading edge slat.

[0054] Since there is no hot air supply in the non-protected area, the reflux water or ice will freeze on the outer surface of the skin in the non-protected area, causing adverse effects on the aerodynamic force on the upper surface of the wing 100. Therefore, the intersection of the protected area and the non-protected area of ​​the wing 100 of the present application has a hypothetical intersection edge 102, and the edge of the third optical fiber 51 facing away from the second optical fiber 31 is aligned with and overlaps with the intersection edge 102. Therefore, as long as there is reflux water or ice that refluxes and flows to the non-protected area, it can be immediately detected and identified by the third optical fiber 51, thereby effectively preventing the reflux water or ice from flowing back to the non-protected area, which is conducive to improving the detection accuracy of the third optical fiber 51.

[0055] In some embodiments of the present application, the first optical fiber 21, the second optical fiber 31 and the third optical fiber 51 have the same structural structure, and all of them include a base layer and a first optical fiber layer stacked. The structure of the optical fiber is described in detail by taking the first optical fiber 21 as an example. The base layer 211 of the first optical fiber 21 is fixedly connected to the outer surface of the skin at a corresponding position to achieve a fixed connection between the first optical fiber 21 and the outer surface of the skin. The first optical fiber layer 212 has a first refractive index R 1 , where R 1 ≥1.4, to ensure that the first refractive index R of the first optical fiber layer 212 in each optical fiber 1 The higher the optical fiber layer 212 is, the faster the light propagates in the first optical fiber layer 212 , thereby improving the response speed of the first sensor 2 .

[0056] Based on the above embodiment, the first optical fiber 21, the second optical fiber 31 and the third optical fiber 51 all include a second optical fiber layer disposed between the substrate layer and the first optical fiber 21 layer. The structure of the optical fiber is described in detail by taking the first optical fiber 21 as an example. The second optical fiber layer 213 has a second refractive index R 2 , where 1.0≤R 2 ≤1.2. Thus, by providing the second optical fiber layer 213, the thickness of the first optical fiber 21 can be increased, the structural strength of the first optical fiber 21 can be ensured, the possibility of its breakage can be reduced, and the stability of the first optical fiber 21 can be improved. In addition, the second refractive index R of the second optical fiber layer 213 is 2 is smaller than the first refractive index R of the first optical fiber 21 1 , so that the light is refracted between the first optical fiber layer 212 and the second optical fiber layer 213 , and the light is effectively guided into the first optical fiber layer 212 , thereby realizing the transmission of the light in the first optical fiber layer 212 .

[0057] In some embodiments, Figure 3 and Figure 4 As shown, when the light enters the first optical fiber layer 212, it has an incident angle θ, and the reflection angle α of the light is greater than the total reflection angle of the first optical fiber layer 212 and the second optical fiber layer 213, and greater than the total reflection angle of the first optical fiber layer 212 and the attachment (reflux water or ice), and the attachment is ice or water. Among them, the light has a refraction angle δ, and the reflection angle α of the light is greater than the total reflection angle of the first optical fiber layer 212 and the second optical fiber layer 213, which ensures that the light is effectively transmitted in the first optical fiber layer 212, helps to maintain the stability and reliability of the optical signal, and reduces the loss and attenuation of the signal. The reflection angle α of the light is greater than the total reflection angle of the first optical fiber layer 212 and the attachment. When the light contacts the attachment, if the reflection angle is greater than the total reflection angle of the first optical fiber layer 212 and the attachment, part of the light will enter the attachment, thereby indicating that there is ice or water on the first optical fiber layer 212. For example, the refractive index of ice or water is about 1.3.

[0058] Please continue to refer to Figure 1The anti-icing system also includes an anti-icing pipeline 6, a telescopic tube 7, an anti-icing valve 8 and a pressure detection assembly 9. The telescopic tube 7 connects the anti-icing pipeline 6 and the flute 1. The end of the anti-icing pipeline 6 facing away from the telescopic tube 7 is used to connect the gas source to guide the hot gas from the gas source into the flute 1 and spray it onto the skin through the spray hole on the flute 1. Among them, since the telescopic tube 7 can be deformed according to a certain length or angle, when the flute 1 and the anti-icing pipeline 6 are connected through the telescopic tube 7, the relative position relationship between the flute 1 and the anti-icing pipeline 6 is less required, which facilitates the fluid conduction between the two. The anti-icing valve 8 is arranged on the anti-icing pipeline 6, and is used to open or close the anti-icing system. The pressure detection assembly 9 is arranged on the anti-icing pipeline 6, and is located on the side of the anti-icing valve 8 away from the gas source, and is used to detect the bleed air pressure in the anti-icing pipeline 6. The controller 4 is electrically connected to the anti-icing valve 8 and the pressure detection assembly 9. When the anti-icing system needs to perform de-icing operation, the controller 4 controls the anti-icing valve 8 to open and controls the pressure detection assembly 9 to open, so as to start the anti-icing system and perform the anti-icing operation. After determining that the wing 100 is in the second icing weather condition or the anti-icing system is abnormal, the controller 4 controls the anti-icing valve 8 to open and controls the pressure detection assembly 9 to close. For example, the pressure detection assembly 9 includes two pressure sensors arranged at intervals.

[0059] In some embodiments of the present application, the control method of the anti-icing system of the aircraft wing provided in the present application is applied to the anti-icing system of the aircraft wing recorded in any of the above-mentioned technical solutions, and the control method includes: controlling the first light emitter 22, the second light emitter, the first light receiver 23 and the second light receiver to be turned on, wherein the first light emitter 22 emits light to the first optical fiber 21, the second light emitter emits light to the second optical fiber 31, the first light receiver 23 receives the first light signal emitted from the first optical fiber 21 and obtains the first current light intensity information corresponding thereto, and the second light receiver receives the second light signal through the second optical fiber 31 and obtains the second current light intensity information corresponding thereto; and determining whether the wing 100 is in the first icing meteorological condition or the second icing meteorological condition according to the first current light intensity information and the second current light intensity information.

[0060] In this technical solution, the present application associates the installation positions of the first optical fiber 21 and the second optical fiber 31 with the protection area and the non-protection area. At the same time, the first optical fiber 21 is associated with whether there is ice or water on the outer surface of the skin in the protection area, and the second optical fiber 31 is associated with whether there is ice or water on the outer surface of the skin in the non-protection area. At the same time, the first optical fiber 21 and the second optical fiber 31 are both installed on the outer surface of the skin, and when there is ice or water on them, it can indicate the presence of ice or water on the outer surface of the skin. Therefore, the first optical fiber 21 and the second optical fiber 31 respond to whether there is water or ice on their surfaces and generate corresponding optical signals (such as the first optical signal and the second optical signal). The first optical receiver 23 can convert the changing first optical signal into first light intensity information and transmit it to the controller 4. The controller 4 can judge whether there is water or ice on the surface of the first optical fiber 21 according to the first light intensity information. The second optical receiver can convert the changing second optical signal into second light intensity information and transmit it to the controller 4. The controller 4 can judge whether there is water or ice on the surface of the second optical fiber 31 according to the second light intensity information, thereby realizing the detection and distinction of different icing meteorological conditions, making the detection results of the anti-icing system more consistent with the actual situation, improving the detection accuracy of the anti-icing effect of the anti-icing system, thereby ensuring the flight safety of the aircraft, and is conducive to improving the accuracy of the operating instructions issued according to the detection structure.

[0061] Specifically, the step of determining whether wing 100 is in the first icing meteorological condition or the second icing meteorological condition based on the first current light intensity information and the second current light intensity information includes: judging whether to generate the first warning information based on the first current light intensity information, and judging whether to generate the second warning information based on the second current light intensity information; when only the first warning information is generated, it is determined that wing 100 is in the first icing meteorological condition; when the first warning information and the second warning information are generated at the same time, it is determined that wing 100 is currently in the second icing meteorological condition.

[0062] Wherein, judging whether to generate the first warning information based on the first current light intensity information may be performed by comparing the first current light intensity information with the first preset light intensity information. Similarly, judging whether to generate the second warning information based on the second current light intensity information may be performed by comparing the first current light intensity information with the second preset light intensity information. The first preset light intensity information and the second preset light intensity information may be obtained through experiments before the flight of the aircraft.

[0063] In some embodiments of the present application, the anti-icing system also includes a third sensor 5, which includes a third optical fiber 51 and a third light transmitter and a third light receiver electrically connected to both ends thereof, the third optical fiber 51 is arranged on the outer surface of the skin in the non-protected area, and is arranged close to the first optical fiber 21 relative to the second optical fiber 31, and the control method includes: controlling the third light transmitter and the third light receiver to turn on, the third light transmitter emits light to the third optical fiber 51, the third light receiver receives the third light signal emitted by the third optical fiber 51 and obtains the corresponding third current light intensity information; based on the first current light intensity information, the second current light intensity information and the third current light intensity information, it is judged that the wing 100 is in the first icing meteorological condition or the second icing meteorological condition, and it is judged whether the anti-icing system has an abnormality, and the anti-icing system is monitored for abnormal performance by setting the third optical fiber 51.

[0064] Among them, the steps of judging whether wing 100 is in the first icing meteorological condition or the second icing meteorological condition based on the first current light intensity information, the second current light intensity information and the third current light intensity information, and judging whether an abnormality occurs in the anti-icing system include: judging whether to generate the first warning information based on the first current light intensity information, judging whether to generate the second warning information based on the second current light intensity information, and judging whether to generate the third warning information based on the third current light intensity information; when only the first warning information is generated, it is determined that wing 100 is in the first icing meteorological condition, and it is determined that the anti-icing system is not abnormal; when the first warning information and the third warning information are generated and the second warning information is not generated, it is determined that wing 100 is in the first icing meteorological condition, and it is determined that an abnormality occurs in the anti-icing system; when the first warning information, the second warning information and the third warning information are generated at the same time, it is determined that wing 100 is in the second icing meteorological condition.

[0065] In some embodiments of the present application, the present application further provides an aircraft, which includes an avionics system, an ambient temperature sensor, and an anti-icing system for an aircraft wing as described in any of the above technical solutions. The ambient temperature sensor is disposed on the fuselage of the aircraft to obtain and transmit the ambient temperature of the aircraft to the avionics system. The controller 4 in the anti-icing system for the aircraft wing is electrically connected to the avionics system to obtain the ambient temperature through the avionics system, and to control the opening and closing of the anti-icing system according to the ambient temperature to avoid generating additional energy consumption.

[0066] In summary, the above technical solution of the present application has at least the following functions: first, it can detect icing meteorological conditions and distinguish between the first icing meteorological condition and the second icing meteorological condition. Second, it can detect whether the anti-icing system of the aircraft wing has insufficient performance. Thus, the aircraft safety is ensured.

[0067] The first optical fiber 21 is perpendicular to the rear edge of the anti-icing zone and extends to the front of the fuselage, the third optical fiber 51 is parallel to the rear edge of the anti-icing protection zone and is located in the non-protection zone, and the second optical fiber 31 is perpendicular to the rear edge of the protection zone and extends to the rear of the fuselage. The first optical fiber 21 is used to detect whether it is a first icing meteorological condition, the second optical fiber 31 is used to detect whether it is a second icing meteorological condition, and the third optical fiber 51 is used to detect whether the anti-icing system of the wing 100 has backflow water or ice due to insufficient performance.

[0068] When the aircraft is flying in icing weather, if only the first sensor 2 issues an alarm, it means that the icing weather encountered is C icing weather and the anti-icing system is working normally. At this time, the crew does not need to perform any operation. If the first sensor 2 and the third sensor 5 issue an alarm at the same time, it means that the icing weather encountered is C icing weather and the anti-icing system performance is insufficient. At this time, the crew needs to turn off the anti-icing system and escape from the icing weather. If the first sensor 2, the second sensor 3 and the third sensor 5 issue an alarm at the same time, it means that the icing weather encountered is Appendix O icing weather. At this time, the crew needs to turn off the anti-icing system and escape from the icing weather.

[0069] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0070] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims. In addition, the specification uses specific examples to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and its core idea of ​​the present application. The content of this specification should not be understood as a limitation on the present application.

Claims

1. An anti-icing system for an aircraft wing, characterized in that: The invention comprises a flute, a first sensor, a second sensor and a controller, wherein the flute is arranged inside a wing and close to a leading edge of the wing, and the wing is divided into a protection zone and a non-protection zone according to a thermal power coverage area of ​​the flute, the first sensor comprises a first optical fiber and a first light transmitter and a first light receiver electrically connected at two ends thereof, the first optical fiber is arranged on an outer surface of a skin of the protection zone, the second sensor comprises a second optical fiber and a second light transmitter and a second light receiver electrically connected at two ends thereof, and the second optical fiber is arranged on an outer surface of a skin of the non-protection zone; Wherein, after the anti-icing system is turned on, the controller controls the first optical transmitter and the second optical transmitter to respectively transmit light to the first optical fiber and the second optical fiber, the first optical receiver receives a first optical signal through the first optical fiber and obtains first current light intensity information corresponding thereto, the second optical receiver receives a second optical signal through the second optical fiber and obtains second current light intensity information corresponding thereto, and the controller determines whether the wing is in a first icing meteorological condition or a second icing meteorological condition based on the first current light intensity information and the second current light intensity information.

2. The anti-icing system for an aircraft wing according to claim 1, characterized in that: The controller determines whether the wing is in the first icing meteorological condition or the second icing meteorological condition by executing the following steps: Determining whether to generate first warning information based on the first current light intensity information, and determining whether to generate second warning information based on the second current light intensity information; When only the first warning information is generated, it is determined that the wing is in the first icing meteorological condition; When the first warning information and the second warning information are generated simultaneously, it is determined that the wing is currently in the second icing meteorological condition.

3. The anti-icing system for an aircraft wing according to claim 1, characterized in that: The invention also includes a third sensor, which includes a third optical fiber and a third light transmitter and a third light receiver electrically connected to both ends of the third optical fiber. The third optical fiber is arranged on the outer surface of the skin of the non-protected area and is arranged close to the first optical fiber relative to the second optical fiber. After the anti-icing system is turned on, the controller also controls the third light transmitter to emit light to the third optical fiber. The third light receiver receives a third optical signal through the third optical fiber and obtains third current light intensity information corresponding to the third optical signal. The controller determines whether the wing is in the first icing meteorological condition or the second icing meteorological condition based on the first current light intensity information, the second current light intensity information and the third current light intensity information, and determines whether the anti-icing system is abnormal.

4. The anti-icing system for an aircraft wing according to claim 3, characterized in that: The controller determines whether the wing is in the first icing meteorological condition or the second icing meteorological condition, and determines whether the anti-icing system is abnormal by executing the following steps: Determining whether to generate first warning information based on the first current light intensity information, determining whether to generate second warning information based on the second current light intensity information, and determining whether to generate third warning information based on the third current light intensity information; When only the first warning information is generated, it is determined that the wing is in the first icing meteorological condition, and it is determined that there is no abnormality in the anti-icing system; When the first warning information and the third warning information are generated and the second warning information is not generated, it is determined that the wing is in the first icing meteorological condition and that an abnormality occurs in the anti-icing system; When the first warning information, the second warning information and the third warning information are generated simultaneously, it is determined that the wing is in a second icing meteorological condition.

5. The anti-icing system for an aircraft wing according to claim 3, characterized in that: The first optical fiber and the second optical fiber both extend along the wingspan direction of the wing, and the third optical fiber extends perpendicular to the wingspan direction and is located between the first optical fiber and the second optical fiber.

6. The anti-icing system for an aircraft wing according to claim 5, characterized in that: The intersection of the protection area and the non-protection area has a hypothetical intersection edge, and the edge of the third optical fiber facing away from the second optical fiber is aligned with and coincides with the intersection edge.

7. The anti-icing system for an aircraft wing according to claim 3, characterized in that: The first optical fiber, the second optical fiber and the third optical fiber each include a stacked base layer and a first optical fiber layer, wherein the base layer is fixedly connected to the outer surface of the skin at a corresponding position, and the first optical fiber layer has a first refractive index R1, wherein R1≥1.

4.

8. The anti-icing system for an aircraft wing according to claim 7, characterized in that: The first optical fiber, the second optical fiber and the third optical fiber each include a second optical fiber layer disposed between the substrate layer and the first optical fiber layer, wherein the second optical fiber layer has a second refractive index R2, wherein 1.0≤R2≤1.

2.

9. The anti-icing system for an aircraft wing according to claim 8, characterized in that: When the light enters the corresponding first optical fiber layer, the reflection angle of the light is greater than the total reflection angle of the first optical fiber layer and the second optical fiber layer, and greater than the total reflection angle of the first optical fiber layer and the attachment, which is ice or water.

10. The anti-icing system for an aircraft wing according to claim 1, characterized in that: Also includes: An anti-icing pipeline and a telescopic pipe, wherein the telescopic pipe is connected to the anti-icing pipeline and the flute pipe, and an end of the anti-icing pipeline facing away from the telescopic pipe is used for connecting to an air source; An anti-icing valve, provided on the anti-icing pipeline, for opening or closing the anti-icing system; A pressure detection assembly is provided on the anti-icing pipeline and is located on a side of the anti-icing valve away from the air source; Wherein, the controller is electrically connected to the anti-icing valve and the pressure detection assembly. When the anti-icing system needs to perform a de-icing operation, the controller controls the anti-icing valve to open and controls the pressure detection assembly to open, so as to start the anti-icing system; After determining that the wing is in the first icing meteorological condition or the second icing meteorological condition, the controller controls the anti-icing valve to be disconnected and controls the pressure detection assembly to be closed.

11. A method for controlling an anti-icing system of an aircraft wing, characterized in that: The anti-icing system for an aircraft wing applied to any one of claims 1 to 10, wherein the control method comprises: Controlling the first optical transmitter, the second optical transmitter, the first optical receiver and the second optical receiver to be turned on, wherein the first optical transmitter transmits light to the first optical fiber, the second optical transmitter transmits light to the second optical fiber, the first optical receiver receives a first optical signal from the first optical fiber and obtains first current light intensity information corresponding thereto, and the second optical receiver receives a second optical signal through the second optical fiber and obtains second current light intensity information corresponding thereto; It is determined that the wing is in a first icing meteorological condition or a second icing meteorological condition according to the first current light intensity information and the second current light intensity information.

12. The control method of the aircraft wing anti-icing system according to claim 11, characterized in that: The step of determining whether the wing is in a first icing meteorological condition or a second icing meteorological condition according to the first current light intensity information and the second current light intensity information comprises: Determining whether to generate first warning information based on the first current light intensity information, and determining whether to generate second warning information based on the second current light intensity information; When only the first warning information is generated, it is determined that the wing is in the first icing meteorological condition; When the first warning information and the second warning information are generated simultaneously, it is determined that the wing is currently in the second icing meteorological condition.

13. The control method of the anti-icing system of the aircraft wing according to claim 11, characterized in that: The anti-icing system further includes a third sensor, the third sensor including a third optical fiber and a third optical transmitter and a third optical receiver electrically connected to both ends thereof, the third optical fiber being arranged on the outer surface of the skin of the non-protected area and being arranged close to the first optical fiber relative to the second optical fiber, and the control method including: Controlling the third optical transmitter and the third optical receiver to turn on, the third optical transmitter transmits light to the third optical fiber, and the third optical receiver receives a third optical signal from the third optical fiber and obtains third current light intensity information corresponding thereto; Based on the first current light intensity information, the second current light intensity information and the third current light intensity information, it is determined whether the wing is in a first icing meteorological condition or a second icing meteorological condition, and whether an abnormality occurs in the anti-icing system.

14. The control method of the anti-icing system of the aircraft wing according to claim 13, characterized in that: The step of judging whether the wing is in a first icing meteorological condition or a second icing meteorological condition based on the first current light intensity information, the second current light intensity information and the third current light intensity information, and judging whether an abnormality occurs in the anti-icing system comprises: Determining whether to generate first warning information based on the first current light intensity information, determining whether to generate second warning information based on the second current light intensity information, and determining whether to generate third warning information based on the third current light intensity information; When only the first warning information is generated, it is determined that the wing is in the first icing meteorological condition, and it is determined that there is no abnormality in the anti-icing system; When the first warning information and the third warning information are generated and the second warning information is not generated, it is determined that the wing is in the first icing meteorological condition and that an abnormality occurs in the anti-icing system; When the first warning information, the second warning information and the third warning information are generated simultaneously, it is determined that the wing is in a second icing meteorological condition.

15. An aircraft, characterized in that: include: Avionics systems; an ambient temperature sensor, disposed on the fuselage of the aircraft, to obtain and transmit the ambient temperature of the aircraft to the avionics system; as well as, According to the anti-icing system for an aircraft wing as described in any one of claims 1 to 10, the controller is electrically connected to the avionics system to obtain the ambient temperature through the avionics system and control the opening and closing of the anti-icing system according to the ambient temperature.

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