Aircraft wing anti-icing system, control method thereof and aircraft

Abstract

The invention discloses an aircraft wing anti-icing system, a control method thereof and an aircraft, relates to the related technical field of aircraft wing deicing, and aims to solve the problem of air entraining energy waste of an existing aircraft wing anti-icing system. The aircraft wing anti-icing system comprises an anti-icing pipeline, a regulating valve, a pressure sensor and a first temperature sensor, wherein the regulating valve is arranged on the anti-icing pipeline and is electrically connected with a controller; the controller is configured to calculate a first target bleed pressure value according to the current flight height of the aircraft; when the opening duration of the adjusting valve exceeds a first time threshold value, a target pipeline temperature value is calculated according to the current flight height of the aircraft; correcting the first target bleed pressure value based on a difference value between the target pipeline temperature value and the actual pipeline temperature value to obtain a second target bleed pressure value; and the opening degree of the adjusting valve is adjusted based on the difference value between the second target bleed air pressure value and the current actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the second target bleed air pressure value.

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] Currently, civil aircraft mainly use hot air for wing anti-icing. That is, the hot air provided by the engine is regulated by the bleed air system and sprayed into the wing anti-icing cavity at a certain temperature and pressure to heat the wing skin to prevent the wing from icing, so as to achieve the purpose of wing anti-icing.

[0003] The wing anti-icing hot air heats the skin to prevent supercooled water droplets in the atmosphere from freezing on the wing skin surface, or melts and falls off the ice that has already formed on the skin surface by heating the skin. The energy that the wing anti-icing hot air can provide to heat the skin is mainly related to its flow rate and temperature. The flow rate is mainly regulated by controlling the pressure of the hot air through the wing anti-icing valve. The ideal control goal of the wing anti-icing system is to limit the wing skin temperature to an appropriate range so that it will neither cause over-temperature problems nor lose the anti-icing function.

[0004] However, the main design indicator of the current wing anti-icing system is to ensure that the skin can be dried and evaporated to achieve the purpose of wing anti-icing when the wing anti-icing is turned on under the most severe icing weather conditions. However, according to actual test flights, most icing weather is less than the most severe icing weather at the corresponding altitude. Therefore, in most cases, the actual required hot air flow rate will be less than the design flow rate at that altitude. If the same flow rate system is used, it will waste energy and may also cause overheating of the skin, posing a safety hazard. Summary of the invention

[0005] The present application provides an aircraft wing anti-icing system, a control method thereof and an aircraft, which can solve the problems of waste of bleed air energy and overheating of the skin and potential safety hazards in existing aircraft wing anti-icing systems.

[0006] To achieve the above objectives, in a first aspect, the present application provides an aircraft wing anti-icing system, comprising:

[0007] An anti-icing pipeline, whose air inlet is used to communicate with the bleed air system and whose air outlet is used to guide the bleed air to the wing;

[0008] The regulating valve is opened at different opening degrees so that the pressure of the bleed air in the anti-icing pipeline can be adjusted;

[0009] A pressure sensor is provided downstream of the regulating valve to detect an actual bleed air pressure value of the anti-icing pipeline;

[0010] A first temperature sensor is disposed downstream of the pressure sensor to detect an actual pipeline temperature value of bleed air in the anti-icing pipeline;

[0011] a controller, electrically connected to the regulating valve, the pressure sensor and the first temperature sensor;

[0012] Wherein, the controller is configured as:

[0013] Calculating a first target bleed air pressure value according to the current flight altitude of the aircraft;

[0014] When the opening time of the regulating valve exceeds a first time threshold, a target pipeline temperature value is calculated according to the current flight altitude of the aircraft; the first target bleed air pressure value is corrected based on the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain a second target bleed air pressure value; and the opening of the regulating valve is adjusted based on the difference between the second target bleed air pressure value and the current actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the second target bleed air pressure value.

[0015] In a second aspect, the present application also provides a control method for an aircraft wing anti-icing system, the control method comprising:

[0016] Calculating a first target bleed air pressure value according to the current flight altitude of the aircraft;

[0017] Obtaining an actual bleed air pressure value and an actual pipeline temperature value of the anti-icing pipeline;

[0018] When the opening time of the regulating valve exceeds the first time threshold, a target pipeline temperature value is calculated according to the current flight altitude of the aircraft;

[0019] Correcting the first target bleed air pressure value based on the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain a second target bleed air pressure value;

[0020] The opening of the regulating valve is adjusted based on the difference between the second target bleed air pressure value and the current actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the second target bleed air pressure value.

[0021] In a third aspect, the present application also provides an aircraft, which includes an aircraft wing anti-icing system as recorded in any of the above technical solutions.

[0022] The present application can at least achieve the following beneficial effects: The present application provides an aircraft wing anti-icing system, a control method thereof, and an aircraft, wherein the regulating valve, the pressure sensor, and the first temperature sensor in the aircraft wing anti-icing system are all electrically connected to the controller, and the controller is configured as follows: when the opening time of the regulating valve exceeds the first time threshold, the first target bleed air pressure value is corrected by the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain the second target bleed air pressure value, the above-mentioned first time threshold can reflect the time delay of the actuation of the regulating valve affecting the pipeline temperature, when the opening time of the regulating valve exceeds the first time threshold, the first target bleed air pressure value is corrected by the pipeline temperature (actual pipeline temperature and target pipeline temperature), so that the first target bleed air pressure value can be more adapted to the target bleed air pressure value required for deicing, and the two remain relatively stable to avoid the problem of bleed air energy. In addition, the first target bleed air pressure value is corrected by the actual bleed air temperature detected by the first temperature sensor, so that the skin temperature can be accurately controlled to avoid skin overheating and overheating, which has safety hazards. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] 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.

[0024] Figure 1 is a schematic diagram of the architecture of an aircraft wing anti-icing system in an embodiment of the present application;

[0025] Figure 2 is a control circuit diagram of an aircraft wing anti-icing system in an embodiment of the present application;

[0026] Figure 3 This is the control process of the aircraft wing anti-icing system in the embodiment of the present application Figure 1 ;

[0027] Figure 4 This is the control process of the aircraft wing anti-icing system in the embodiment of the present application Figure 2 .

[0028] The main reference numerals in the drawings of this application specification are described as follows:

[0029] 1-anti-icing pipeline; 11-flute-shaped pipe section; 2-adjusting valve; 3-pressure sensor; 4-first temperature sensor; 5-controller; 6-second temperature sensor. DETAILED DESCRIPTION

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] The present application provides an aircraft wing anti-icing system, a control method and an aircraft, which are described in detail below. It should be noted that the description order of the following embodiments does not 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.

[0035] On an aircraft, a large amount of exhaust gas and heat are generated due to the combustion process of the engine. The bleed air system uses the exhaust gas to recover heat energy and convert it into pressure and air to supply the needs of other systems of the aircraft. For example, the aircraft wing anti-icing system of the present application introduces exhaust gas and heat through the bleed air system to perform anti-icing operations on the aircraft wings.

[0036] Reference Figure 1 and Figure 2 The aircraft wing anti-icing system provided in the present application includes an anti-icing pipeline 1, an adjusting valve 2, a pressure sensor 3, a first temperature sensor 4 and a controller 5. The air inlet of the anti-icing pipeline 1 is used to communicate with the bleed air system, and the air outlet is used to guide the bleed air to the wing. The adjusting valve 2 can be opened at different openings to adjust the pressure of the bleed air in the anti-icing pipeline 1. The pressure sensor 3 is arranged downstream of the adjusting valve 2, and is used to detect the actual bleed air pressure value P of the anti-icing pipeline 1 in real time. measure The first temperature sensor 4 is arranged downstream of the pressure sensor 3 and is used to detect the actual pipeline temperature value T of the bleed air in the anti-icing pipeline 1 in real time. tube-measure The controller 5 is electrically connected to the regulating valve 2, the pressure sensor 3 and the first temperature sensor 4. The controller 5 is configured to: calculate the first target bleed air pressure value according to the current flight altitude of the aircraft; when the opening time of the regulating valve 2 exceeds the first time threshold, calculate the target pipeline temperature value T according to the current flight altitude of the aircraft. tube-target ; Based on the target pipeline temperature value T tube-target and the actual pipe temperature T tube-measure The difference between tube-error The first target induction air pressure value is corrected to obtain a second target induction air pressure value; and based on the second target induction air pressure value and the current actual induction air pressure value P measure The difference between error2 To control the opening of the regulating valve 2 so that the bleed air pressure in the anti-icing pipeline 1 reaches the second target bleed air pressure value.

[0037] In this technical solution, when the opening time of the regulating valve 2 exceeds the first time threshold, the target pipeline temperature value T tube-target and the actual pipe temperature T tube-measure The difference between tube-error The first target bleed air pressure value is corrected to obtain the second target bleed air pressure value. The above-mentioned first time threshold can reflect the time delay of the actuation of the regulating valve 2 affecting the pipeline temperature. When the opening time of the regulating valve 2 exceeds the first time threshold, the first target bleed air pressure value is corrected by the pipeline temperature (actual pipeline temperature and target pipeline temperature), so that the first target bleed air pressure value and the target bleed air pressure value required for deicing are more compatible, and the two remain relatively stable to avoid the problem of bleed air energy. In addition, the first temperature sensor 4 is installed on the bleed air pipeline 1 located downstream of the pressure sensor 3. The actual bleed air temperature detected by it can better reflect the bleed air temperature injected into the skin. Therefore, the skin temperature can be accurately controlled by the actual pipeline temperature to avoid overheating of the skin and the problem of safety hazards.

[0038] Based on the above embodiment, the aircraft wing anti-icing system further includes a second temperature sensor 6, which is installed on the wing skin and is used to detect the actual wing skin temperature value T in real time. skin-measure The controller 5 is configured to: when the activation time of the regulating valve 2 exceeds the second time threshold, calculate the target wing skin temperature value T according to the current flight altitude of the aircraft. skin-target ; Based on the target wing skin temperature value T skin-target and the actual wing skin temperature T skin-measure The difference between skin-error The second target induction air pressure value is corrected to obtain a third target induction air pressure value; and based on the difference P between the third target induction air pressure value and the current actual induction air pressure value error3 The opening of the regulating valve 2 is controlled so that the bleed air pressure in the anti-icing pipeline 1 reaches a third target bleed air pressure value, and the second time threshold is greater than the first time threshold.

[0039] Therefore, when the activation time of the regulating valve 2 exceeds the second time threshold, the wing skin temperature value (target wing skin temperature value T skin-target and the actual wing skin temperature T skin-measure ) is used to correct the previous second target bleed air pressure value to obtain the third target bleed air pressure value, which can achieve precise regulation of the wing skin temperature and avoid overheating or energy waste.

[0040] In some embodiments of the present application, the controller 5 is further configured to: in response to the activation of the regulating valve 2, monitor the activation time of the regulating valve 2; when the activation time of the regulating valve 2 does not exceed the first time threshold, based on the first target bleed air pressure value and the current actual bleed air pressure value P measure The difference between error1 To control the opening of the regulating valve 2 so that the bleed air pressure in the anti-icing pipeline 1 reaches the first target bleed air pressure value.

[0041] In summary, the present application uses a time-sequential control method to achieve the effect of quickly establishing the system response pressure by only using pressure control in the initial stage of anti-icing (i.e., the start-up time of the regulating valve 2 does not exceed the first time threshold). In the middle stage (i.e., the start-up time of the regulating valve 2 exceeds the first time threshold, but does not exceed the second time threshold), the pipeline temperature pressure can be kept relatively stable based on the pipeline temperature adjustment to avoid the effect of overshoot shock. In the later stage (i.e., the start-up time of the regulating valve 2 exceeds the second time threshold), the target temperature of the skin can be accurately adjusted based on the wing skin temperature, avoiding overheating or energy waste. Reasonable definition of the participation time of the start-up time in the control loop can reduce disturbances to a greater extent, improve the response speed of the entire control loop, and help to adjust the wing skin temperature to the ideal range as soon as possible.

[0042] Please continue to refer to Figure 1 and Figure 2 The anti-icing pipeline 1 includes a flute-shaped pipe section 11 with a spray hole, a first temperature sensor 4 is installed on the downstream side of the flute-shaped pipe section 11, and the regulating valve 2 and the pressure sensor 3 are both installed on the upstream side of the flute-shaped pipe section. The bleed air is sprayed toward the wing through the spray hole of the flute-shaped pipe section 11, and there may be heat loss in the flow of the bleed air in the flute-shaped pipe section 11. Therefore, the first temperature sensor 4 is installed on the downstream side of the flute-shaped pipe section 11, so that the minimum temperature of the bleed air in the flute-shaped pipe section 11 can be obtained, ensuring that the second target bleed air pressure obtained by the pipe temperature intervention interference can reliably de-ice the wing. For example, the above-mentioned first temperature sensor 4 can be installed at the outlet of the flute-shaped pipe section 11, or, installed on the pipe section of the anti-icing pipeline 1 on the downstream side of the flute-shaped pipe section 11.

[0043] In this application, for the sake of convenience, the target induction air pressure value of the first control stage is defined as the first target induction air pressure value, the target induction air pressure value of the second control stage is defined as the second target induction air pressure value, and the target induction air pressure value of the third control stage is defined as the third target induction air pressure value. In other words, the target induction air pressure value is updated in real time according to the current working conditions, and the target induction air pressure value calculated the next time will overwrite the previous target induction air pressure value.

[0044] In some embodiments of the present application, the controller 5 is further configured to determine the actual pipeline temperature value T tube-measure Is it greater than the first temperature threshold. When the opening time of the regulating valve 2 exceeds the first time threshold and the actual pipeline temperature value T tube-measure When the temperature is greater than the first temperature threshold, the target pipeline temperature value T is calculated according to the current flight altitude of the aircraft. tube-target Then, based on the target pipeline temperature value T tube-target and the actual pipe temperature T tube-measure The difference between tube-error The first target induction air pressure value is corrected to obtain the second target induction air pressure value. tube-measure Whether it is greater than the first temperature threshold, more precise temperature control can be provided to further improve the accuracy of the anti-icing operation. In addition, if the "when the opening time of the regulating valve 2 exceeds the first time threshold and the actual pipeline temperature value T tube-measure When the temperature is greater than the first temperature threshold, there is no need to calculate the target pipeline temperature value T tube-target , which can ensure that the above actions are performed at the appropriate time and avoid unnecessary operations, thereby optimizing the controller's workflow and results.

[0045] Similarly, the controller 5 is also configured to: determine the actual wing skin temperature value T skin-measureIs it greater than the second temperature threshold? When the activation time of the regulating valve 2 exceeds the second time threshold, and the actual wing skin temperature value T skin-measure When the temperature is greater than the second temperature threshold, the target wing skin temperature value T is calculated according to the current flight altitude of the aircraft. skin-target Then, based on the target wing skin temperature value T skin-target and the actual wing skin temperature T skin-measure The difference between skin--error The second target induction air pressure value is corrected to obtain a third target induction air pressure value.

[0046] In summary, this application has at least the following beneficial effects:

[0047] The present application can accurately control the anti-icing temperature of the anti-icing system by selecting the pipeline temperature or the wing skin temperature in different time periods to intervene in the target bleed air pressure, ensure that the current actual bleed air pressure value of the system is more closely matched with the actual target bleed air pressure value required, ensure the accuracy and efficiency of the anti-icing operation, help reduce energy consumption, and improve the fuel efficiency of the aircraft.

[0048] Based on pressure control, the present application establishes a closed-loop control circuit for temperature control by introducing pipeline temperature and skin temperature data, and designs the anti-icing skin temperature as a closed-loop control, providing an architectural basis for directly controlling and adjusting the anti-icing skin temperature.

[0049] This application uses a segmented control method to quickly establish the system response pressure by using pressure control in the early stage of anti-icing. In the mid-term, the pipeline temperature adjustment can keep the pipeline temperature pressure relatively stable to avoid the effect of overshoot shock. In the later stage, the adjustment based on the skin temperature can achieve accurate adjustment of the skin target temperature to avoid overheating or energy waste. Reasonable definition of the participation time of temperature feedback in the control loop can reduce disturbances to a greater extent, improve the response speed of the entire control loop, and help adjust the skin temperature to the ideal range as soon as possible.

[0050] The above-mentioned aircraft wing anti-icing system will be described in more detail below in conjunction with specific embodiments.

[0051] For example, taking the flight altitude of the aircraft as 31000ft, the first target bleed air pressure value calculated based on the flight altitude is 2.4 bara, the target pipe temperature value is 100°C, and the target wing skin temperature value is 40°C.

[0052] At the initial stage of wing anti-icing, the first target bleed air pressure value is determined by the flight altitude of the aircraft. At this time, the first target bleed air pressure value is 2.4 bara. The opening of the regulating valve 2 is adjusted by the difference between the first target bleed air pressure value and the actual bleed air pressure value.

[0053] In the middle stage of the aircraft wing anti-icing, that is, when the opening time of the regulating valve 2 exceeds 40s and the actual pipeline temperature value is greater than 130°C, the first target bleed air pressure value is corrected based on the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain the second target bleed air pressure value, and the second target bleed air pressure value is 2.0 bara.

[0054] At the end of the aircraft wing anti-icing, that is, when the opening time of the regulating valve 2 exceeds 90s and the actual wing skin temperature is greater than 60°C, the second target bleed air pressure is corrected based on the difference between the target wing skin temperature and the actual wing skin temperature to obtain a third target bleed air pressure value, and the third target bleed air pressure value is 1.8 bara.

[0055] Reference Figure 3 The present application also provides a control method for an aircraft wing anti-icing system, the control method comprising: calculating a first target bleed air pressure value according to the current flight altitude of the aircraft; obtaining an actual bleed air pressure value P of the anti-icing pipeline 1; measure and the actual pipe temperature T tube-measure ; When the opening time of the regulating valve 2 exceeds the first time threshold, the target pipe temperature value Ttube-target is calculated according to the current flight altitude of the aircraft; based on the target pipe temperature value T tube-target and the actual pipe temperature T tube-measure The difference between tube-error The first target induction air pressure value is corrected to obtain a second target induction air pressure value; based on the second target induction air pressure value and the current actual induction air pressure value P measure The difference between the two is used to control the opening of the regulating valve 2 so that the bleed air pressure in the anti-icing pipeline 1 reaches the second target bleed air pressure value.

[0056] In this technical solution, when the controller confirms that the opening time of the regulating valve 2 exceeds the first time threshold, it will calculate the target pipeline temperature value T according to the current flight altitude of the aircraft. tube-target , it can also be understood that when the controller confirms that the opening time of the regulating valve 2 does not exceed the first time threshold, it will not calculate the target pipeline temperature value according to the current flight altitude of the aircraft. tube-target and the actual pipe temperature T tube-measure The difference between tube-errorThe first target bleed air pressure value is corrected to obtain the second target bleed air pressure value. The above-mentioned first time threshold can reflect the time delay of the actuation of the regulating valve 2 affecting the pipeline temperature. When the opening time of the regulating valve 2 exceeds the first time threshold, the first target bleed air pressure value is corrected by the pipeline temperature (actual pipeline temperature and target pipeline temperature), so that the first target bleed air pressure value and the target bleed air pressure value required for deicing are more compatible, and the two remain relatively stable to avoid the problem of bleed air energy. In addition, the first target bleed air pressure value is corrected by the actual bleed air temperature detected by the first temperature sensor, which can accurately control the skin temperature and avoid the problem of skin overheating and over-temperature, which poses a safety hazard.

[0057] It can be understood that the above operation of obtaining the actual bleed air pressure value of the anti-icing pipeline can be detected and obtained by the pressure sensor installed on the downstream side of the regulating valve 2. The above operation of obtaining the actual pipeline temperature value of the anti-icing pipeline can be detected and obtained by the first temperature sensor installed on the downstream side of the flute-shaped pipe section 11 of the anti-icing pipeline 1. The controller can receive the actual bleed air pressure value fed back from the pressure sensor and the actual pipeline temperature value fed back from the first temperature sensor. It can also be understood that the controller has a data concentration unit, which is used to store the actual bleed air pressure value and the actual pipeline temperature value by zone.

[0058] Among them, combined Figure 3 and Figure 4 The above control method also includes: obtaining the actual wing skin temperature value of the wing skin; when the activation time of the regulating valve 2 exceeds the second time threshold, calculating the target wing skin temperature value according to the current flight altitude of the aircraft; based on the difference between the target wing skin temperature value and the actual wing skin temperature value, correcting the second target bleed air pressure value to obtain a third target bleed air pressure value; based on the difference between the third target bleed air pressure value and the current actual bleed air pressure value, controlling the opening of the regulating valve 2 so that the bleed air pressure in the anti-icing pipeline 1 reaches the third target bleed air pressure value; wherein the second time threshold is greater than the first time threshold. Thus, when the activation time of the regulating valve 2 exceeds the second time threshold, the wing skin temperature value (target wing skin temperature value T skin-target and the actual wing skin temperature T skin-measure ) is used to correct the previous second target bleed air pressure value to obtain the third target bleed air pressure value, which can achieve precise regulation of the wing skin temperature and avoid overheating or energy waste.

[0059] It can be understood that the above operation of obtaining the actual wing skin temperature value of the wing skin can be performed by a second temperature sensor installed on the wing skin. The actual controller of the wing skin of the second temperature sensor can receive the actual wing skin temperature value fed back from the second temperature sensor. It can also be understood that the controller has a data concentration unit, which is used to store the actual bleed air pressure value, the actual pipeline temperature value and the actual wing skin temperature value by zone.

[0060] The above two steps of obtaining the actual bleed air pressure value and the actual pipeline temperature value of the anti-icing pipeline, and obtaining the actual wing skin temperature value of the wing skin, are both in response to the activation of the regulating valve on the anti-icing pipeline. In other words, the controller responds to the activation of the regulating valve, and then controls the pressure sensor, the first temperature sensor, and the second temperature sensor to be activated, so as to obtain the actual bleed air pressure value and the actual pipeline temperature value of the anti-icing pipeline, and obtain the actual wing skin temperature value of the wing skin. In addition, the steps of obtaining the actual bleed air pressure value and the actual pipeline temperature value of the anti-icing pipeline, and obtaining the actual wing skin temperature value of the wing skin can be performed simultaneously.

[0061] Based on any of the above embodiments, the control method further includes: when the activation time of the regulating valve 2 does not exceed the first time threshold, based on the first target bleed air pressure value and the current actual bleed air pressure value P measure The difference between the values ​​of the control valve 2 and the control valve 2 is used to control the opening of the regulating valve 2 so that the bleed air pressure in the anti-icing pipeline 1 reaches the first target bleed air pressure value. Before the step of calculating the first target bleed air pressure value according to the current flight altitude of the aircraft, the method further includes: responding to the activation of the regulating valve 2 on the anti-icing pipeline 1 and monitoring the activation time of the regulating valve 2.

[0062] When the aircraft enters icing weather and the pilot observes that the aircraft is in icing weather, the wing anti-icing system is turned on by placing the wing regulating valve 2 in the ON position.

[0063] In some embodiments of the present application, the target pipeline temperature value T is calculated according to the current flight altitude of the aircraft. tube-target The step also includes: determining the actual pipeline temperature value T tube-measure Is it greater than the first temperature threshold; when the opening time of the regulating valve 2 exceeds the first time threshold, and the actual pipeline temperature value T tube-measure When the temperature is greater than the first temperature threshold, the target pipeline temperature value T is calculated based on the current flight altitude of the aircraft. tube-targetThe controller can provide more accurate temperature control by judging the opening time of the regulating valve 2 and the actual pipeline temperature value, thereby further improving the accuracy of the anti-icing operation. That is, when the opening time of the regulating valve 2 or the actual pipeline temperature value does not meet the corresponding judgment conditions, it is not necessary to calculate the target pipeline temperature value T tube-target To avoid calculating the target pipe temperature value T based on the current flight altitude of the aircraft when it is not necessary tube-target operation, thus optimizing the controller workflow and results.

[0064] Similarly, before the step of calculating the target wing skin temperature value according to the current flight altitude of the aircraft, it also includes: judging whether the actual wing skin temperature value is greater than the second temperature threshold; when the start-up time of the adjusting valve 2 exceeds the second time threshold and the actual wing skin temperature value is greater than the second temperature threshold, returning to the step of calculating the target wing skin temperature value according to the current flight altitude of the aircraft.

[0065] In some embodiments of the present application, the present application further provides an aircraft, which includes an aircraft wing anti-icing system recorded in any of the above technical solutions. Since the aircraft wing anti-icing system in the aircraft provided by the present application has the same structure as the aircraft wing anti-icing system recorded in any of the above solutions, the two can solve the same technical problems and achieve the same technical effects.

[0066] 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.

[0067] 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 aircraft wing anti-icing system, characterized in that: include: An anti-icing pipeline, whose air inlet is used to communicate with the bleed air system and whose air outlet is used to guide the bleed air to the wing; The regulating valve is opened at different opening degrees so that the pressure of the bleed air in the anti-icing pipeline can be adjusted; A pressure sensor is provided downstream of the regulating valve to detect an actual bleed air pressure value of the anti-icing pipeline; A first temperature sensor is disposed downstream of the pressure sensor to detect an actual pipeline temperature value of bleed air in the anti-icing pipeline; a controller, electrically connected to the regulating valve, the pressure sensor and the first temperature sensor; Wherein, the controller is configured as: Calculating a first target bleed air pressure value according to the current flight altitude of the aircraft; When the opening time of the regulating valve exceeds the first time threshold, a target pipeline temperature value is calculated according to the current flight altitude of the aircraft; The first target bleed air pressure value is corrected based on the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain a second target bleed air pressure value; and the opening of the regulating valve is adjusted based on the difference between the second target bleed air pressure value and the current actual bleed air pressure value so that the bleed air pressure in the anti-icing pipeline reaches the second target bleed air pressure value.

2. The aircraft wing anti-icing system according to claim 1, characterized in that: Also includes: A second temperature sensor detects an actual wing skin temperature value of the wing skin; Wherein, the controller is configured as: When the activation time of the regulating valve exceeds a second time threshold, a target wing skin temperature value is calculated according to the current flight altitude of the aircraft; The second target bleed air pressure value is corrected based on the difference between the target wing skin temperature value and the actual wing skin temperature value to obtain a third target bleed air pressure value; and the opening of the regulating valve is adjusted based on the difference between the third target bleed air pressure value and the current actual bleed air pressure value so that the bleed air pressure in the anti-icing pipeline reaches the third target bleed air pressure value, and the second time threshold is greater than the first time threshold.

3. The aircraft wing anti-icing system according to claim 1 or 2, characterized in that: The controller is also configured to: In response to the activation of the regulating valve, monitoring the activation time of the regulating valve; When the activation duration of the regulating valve does not exceed the first time threshold, the opening of the regulating valve is adjusted based on the difference between the first target bleed air pressure value and the current actual bleed air pressure value so that the bleed air pressure in the anti-icing pipeline reaches the first target bleed air pressure value.

4. The aircraft wing anti-icing system according to claim 1, characterized in that: The anti-icing pipeline includes a flute-shaped pipe section with an injection hole, the first temperature sensor is installed on the downstream side of the flute-shaped pipe section, and the regulating valve and the pressure sensor are both installed on the upstream side of the flute-shaped pipe section.

5. The aircraft wing anti-icing system according to claim 1, characterized in that: The controller is also configured to: Determining whether the actual pipeline temperature value is greater than a first temperature threshold; When the opening time of the regulating valve exceeds the first time threshold and the actual pipeline temperature value is greater than the first temperature threshold, the target pipeline temperature value is calculated according to the current flight altitude of the aircraft.

6. The aircraft wing anti-icing system according to claim 2, characterized in that: The controller is also configured to: Determining whether the actual wing skin temperature value is greater than a second temperature threshold; When the activation time of the regulating valve exceeds a second time threshold and the actual wing skin temperature value is greater than the second temperature threshold, a target wing skin temperature value is calculated according to a current flight altitude of the aircraft.

7. A control method for an aircraft wing anti-icing system, characterized in that: The control method comprises: Calculating a first target bleed air pressure value according to the current flight altitude of the aircraft; Obtaining an actual bleed air pressure value and an actual pipeline temperature value of the anti-icing pipeline; When the opening time of the regulating valve exceeds the first time threshold, a target pipeline temperature value is calculated according to the current flight altitude of the aircraft; Correcting the first target bleed air pressure value based on the difference between the target pipeline temperature value and the actual pipeline temperature value to obtain a second target bleed air pressure value; The opening of the regulating valve is adjusted based on the difference between the second target bleed air pressure value and the current actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the second target bleed air pressure value.

8. The control method according to claim 7, characterized in that: Also includes: Get the actual wing skin temperature value of the wing skin; When the activation time of the regulating valve exceeds a second time threshold, a target wing skin temperature value is calculated according to the current flight altitude of the aircraft; Correcting the second target bleed air pressure value based on the difference between the target wing skin temperature value and the actual wing skin temperature value to obtain a third target bleed air pressure value; adjusting the opening of the regulating valve based on the difference between the third target bleed air pressure value and the current actual bleed air pressure value so that the bleed air pressure in the anti-icing pipeline reaches the third target bleed air pressure value; The second time threshold is greater than the first time threshold.

9. The control method according to claim 7 or 8, characterized in that: Also includes: When the activation time of the regulating valve does not exceed the first time threshold, adjusting the opening of the regulating valve based on the difference between the first target bleed air pressure value and the current actual bleed air pressure value, so that the bleed air pressure in the anti-icing pipeline reaches the first target bleed air pressure value; Wherein, before the step of calculating the first target bleed air pressure value according to the current flight altitude of the aircraft, the method further includes: The method responds to activation of a regulating valve on the anti-icing line and monitors the activation time of the regulating valve.

10. The control method according to claim 7, characterized in that: Before the step of calculating the target pipeline temperature value according to the current flight altitude of the aircraft, the method further includes: Determining whether the actual pipeline temperature value is greater than a first temperature threshold; When the opening time of the regulating valve exceeds the first time threshold and the actual pipeline temperature value is greater than the first temperature threshold, return to the step of calculating the target pipeline temperature value according to the current flight altitude of the aircraft.

11. The control method according to claim 8, characterized in that: Before the step of calculating the target wing skin temperature value according to the current flight altitude of the aircraft, the method further includes: Determining whether the actual wing skin temperature value is greater than a second temperature threshold; When the activation time of the regulating valve exceeds the second time threshold and the actual wing skin temperature value is greater than the second temperature threshold, return to the step of calculating the target wing skin temperature value according to the current flight altitude of the aircraft.

12. An aircraft, characterized in that: The invention comprises the aircraft wing anti-icing system according to any one of claims 1 to 6.

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