Helicopter rotor de-icing system based on 270v dc power supply and control method

Abstract

The application belongs to the technical field of rotor deicing system, and discloses a helicopter rotor deicing system based on 270V DC power supply and a control method, which comprises two icing detection sensors for detecting icing signals; an icing signal processor connected with a flight tube computer, which judges whether icing occurs according to the detected icing signals and transmits the result to the flight tube computer; the flight tube computer is connected with an atmospheric static temperature system and a man-machine interaction system, the man-machine interaction system is used for displaying whether icing occurs and receiving the control instructions of the pilot, and the atmospheric static temperature and the control instructions are transmitted to a deicing distribution box; the deicing distribution box is connected with an atmospheric temperature sensor, a 270V DC power supply and main and tail rotor current collecting rings, the current temperature is determined according to the atmospheric temperature sensor and the atmospheric static temperature, and the deicing time is calculated according to the current temperature; and main and tail rotor heating assemblies are connected with the main and tail rotor current collecting rings respectively, and the power from the main and tail rotor current collecting rings is used for heating deicing.

Description

Technical Field

[0001] This invention belongs to the technical field of rotor de-icing systems, and specifically relates to a helicopter rotor de-icing system and control method based on a 270V DC power supply. Background Technology

[0002] When helicopters fly in environments ranging from -20°C to 0°C, moisture or ice crystals in the air condense into ice on the fuselage surface or rotor. If this ice is not removed in time, the helicopter's vibration increases, threatening flight safety. Currently, the mainstream rotor de-icing systems in China are powered by AC 400Hz / 115V. However, this power supply type makes the control logic and power switching logic of the rotor de-icing system extremely complex, and the system's weight remains high. Adopting DC 270V power supply would simplify the power supply logic of the rotor de-icing system and reduce its weight. Summary of the Invention

[0003] Purpose of the invention: To propose a helicopter rotor anti-icing and de-icing system and control method based on a 270V DC power supply. The biggest difference between this system and other helicopter rotor anti-icing and de-icing system configurations is that it is powered by a DC 270V power supply system. This configuration simplifies the power supply logic of the rotor anti-icing and de-icing system and the power distribution logic of the blade heating components. It also reduces the system weight and simplifies the rotor anti-icing and de-icing system architecture.

[0004] Technical solution

[0005] A helicopter rotor anti-icing and de-icing system based on a 270V DC power supply includes: two icing detection sensors, both connected to an icing signal processor, for detecting icing signals;

[0006] The icing signal processor is connected to the flight control computer. It determines whether icing has occurred based on the detected icing signal and transmits the result to the flight control computer.

[0007] The flight control computer is connected to the atmospheric static temperature system and the human-machine interface system. The human-machine interface system is used to display whether icing has occurred and to receive control commands from the pilot, transmitting the atmospheric static temperature and control commands to the anti-icing and de-icing power distribution box.

[0008] The anti-icing and de-icing power distribution box is connected to the atmospheric temperature sensor, the 270 DC power supply and the main and tail rotor collector rings. It determines the current temperature based on the atmospheric temperature sensor and the static atmospheric temperature, and calculates the de-icing time based on the current temperature.

[0009] The main and tail rotor heating assemblies are connected to the main and tail rotor collector rings, respectively, and use the power from the main and tail rotor collector rings to heat and de-ice.

[0010] Furthermore, the icing signal processor determines that the helicopter is in an icing environment when either of the two icing detection sensors detects an icing signal.

[0011] Furthermore, the flight control computer receives two independent atmospheric static temperature data streams from the atmospheric static temperature system;

[0012] The anti-icing distribution box determines the current temperature data based on two independent atmospheric static temperature data and data from an atmospheric temperature sensor.

[0013] Furthermore, the main propeller collector ring includes a conductive ring and brushes, which convert static 270V high voltage into 270V high voltage in a rotating state. The tail propeller collector ring is similar to the main propeller collector ring.

[0014] Furthermore, the main propeller heating assembly includes six heating units;

[0015] The main propeller collector ring includes seven brushes. Each of the six heating units has a brush connected to one end, which is then connected to the conductive ring. The other ends of the six heating units are connected to a common brush, which is then connected to the conductive ring.

[0016] Furthermore, the heating time T of each of the six heating units in the main propeller heating assembly is... on The formula is as follows:

[0017]

[0018] Where a and b are constants determined from ice tunnel test data, and OAT is the current temperature;

[0019] Calculate the switching time T of each of the six heating units in the main propeller heating assembly. OFF The formula is as follows:

[0020] T OFF =c+OAT seconds

[0021] Where c is a constant determined from ice tunnel test data, and OAT is the current temperature.

[0022] Furthermore, the tail rotor heating assembly includes two heating units;

[0023] The main propeller collector ring includes two brushes. One end of each of the two heating units is connected to a brush and then to the conductive ring. The other end of the two heating units is connected to a common brush and then to the conductive ring.

[0024] Furthermore, the heating time T of each of the six heating units in the main propeller heating assembly is... on1 The formula is as follows:

[0025]

[0026] Where A and B are constants determined from ice tunnel test data, and OAT is the current ambient temperature;

[0027] Calculate the switching time T of each of the six heating units in the main propeller heating assembly. OFF1 The formula is as follows:

[0028] T OFF1 =C+OAT seconds

[0029] Where C is a constant determined from ice tunnel test data, and OAT is the current ambient temperature.

[0030] A control method for a helicopter rotor anti-icing and de-icing system based on a 270V DC power supply is as follows:

[0031] Step 1: The pilot selects the rotor anti-icing and de-icing mode as automatic;

[0032] Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer are operational;

[0033] Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view, while simultaneously sending the icing warning signal to the flight control computer;

[0034] Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working.

[0035] Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current temperature.

[0036] Step 6: The anti-icing power distribution box distributes the 270V power supply 1 to the main propeller current collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller current collector ring supplies 270V to the main propeller heating assembly.

[0037] Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly.

[0038] Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system.

[0039] Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

[0040] A control method for a helicopter rotor anti-icing and de-icing system based on a 270V DC power supply is as follows:

[0041] Step 1: The pilot selects the rotor anti-icing and de-icing mode as manual;

[0042] Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer are operational;

[0043] Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view. The pilot then sends the control command to activate the rotor anti-icing system to the flight control computer through the human-machine interface system.

[0044] Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working.

[0045] Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current ambient temperature.

[0046] Step 6: The anti-icing and de-icing distribution box distributes the 270V power supply 1 to the main propeller collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller collector ring supplies 270V to the main propeller heating assembly.

[0047] Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly.

[0048] Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system.

[0049] Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

[0050] In summary, the beneficial effects of the present invention are as follows:

[0051] a) Compared to conventional rotor de-icing systems powered by AC 115V power, this configuration is planned to reduce system weight by 10kg;

[0052] b) Compared to the rotor anti-icing system powered by the traditional AC 115V power supply system, the power distribution control of the blade heating assembly in this configuration is simple and reliable, and the control rate does not need to be monitored in real time.

[0053] c) This architecture achieves a high degree of integration between the rotor anti-icing and de-icing system and the overall aircraft system;

[0054] d) It can disconnect the blade heating power supply within 0.1ms, thereby realizing the short-circuit protection function of the blade heating assembly;

[0055] e) Implement double margin function for icing alarm. Attached Figure Description

[0056] Figure 1 This is a schematic diagram of a helicopter rotor de-icing system based on a 270V DC power supply.

[0057] Figure 2 Internal schematic diagram of the de-icing distribution box;

[0058] Figure 4 This is a schematic diagram of a short-circuit protection circuit.

[0059] Figure 3 This is a schematic diagram of the current collector ring wiring. Detailed Implementation

[0060] A helicopter rotor anti-icing and de-icing system based on a 270V DC power supply includes an "icing detection sensor A", an "icing detection sensor B", an "icing signal processor", an "atmospheric temperature sensor", a "flight control computer", an "anti-icing and de-icing power distribution box", a "main rotor sump ring", a "main rotor heating assembly", a "tail rotor sump ring", and a "tail rotor heating assembly". This configuration enables the rotor anti-icing and de-icing system to operate reliably and stably under a DC 270V power supply. The principle block diagram of this configuration is shown below. Figure 1 As shown.

[0061] Under normal circumstances, when a helicopter enters an icing environment, the icing detection sensor first detects the icing signal. The icing detection sensor sends the icing information to the icing signal processor, which confirms the icing information. After confirmation, the icing result is sent to the flight control computer and the human-machine interface system. The pilot, based on the icing status displayed on the human-machine interface system, manipulates the human-machine interface system to send a control command to activate the rotor anti-icing and de-icing system. When the flight control computer receives the control command from the human-machine interface system to activate the rotor anti-icing and de-icing system, it controls the anti-icing power distribution box to supply DC 270V power to the main and tail rotor collector rings. The main and tail rotor collector rings then transmit the power to the main and tail rotor heating components to achieve the function of blade heating.

[0062] Icing Detection Subsystem

[0063] Icing detection sensors A and B work together with an icing signal processor to achieve icing detection. When the icing signal processor detects an icing signal from either icing detection sensor, it considers the helicopter to be in an icing environment. When neither icing detection sensor detects an icing signal, it considers the helicopter to be in an icing environment. The two icing detectors serve as backups for each other.

[0064] Atmospheric temperature subsystem

[0065] The rotor anti-icing system includes an atmospheric temperature sensor to detect the ambient temperature of the helicopter's environment. The rotor anti-icing system also receives two independent static temperature data streams from the flight control computer. The anti-icing power distribution box determines an accurate atmospheric temperature through a voting process, which serves as the input to the rotor anti-icing control rate.

[0066] Blade heating component subsystem

[0067] The propeller heating assembly subsystem includes a main propeller heating assembly and a tail propeller heating assembly. The main propeller heating assembly is divided into 6 heating zones, and the tail propeller heating assembly is divided into 2 heating zones.

[0068] Power transmission subsystem

[0069] The power transmission subsystem includes the main propeller collector ring assembly and the tail propeller collector ring assembly. The collector ring assembly mainly consists of conductive rings and brushes, converting static 270V high-voltage electricity into 270V high-voltage electricity during rotation. For details on the connection relationships between the main propeller collector ring assembly, the tail propeller collector ring assembly, and the blade heating assembly, please refer to [link to details]. Figure 3 The positive terminal of the DC270V power supply is connected to the positive terminals of the six heating components, and the negative terminals of the six heating components are connected together. The tail rotor heating component is connected to the main rotor blade heating component in a similar way.

[0070] Electronic distribution system

[0071] The electronic control system consists of an anti-icing and de-icing distribution box. This box has the function of receiving commands to activate the rotor anti-icing and de-icing system. When the pilot sends a control command to activate the rotor anti-icing and de-icing system through the human-machine interface system, the system sends the command to the flight control computer. The flight control computer, based on the icing alarm information sent by the icing signal processor, sends the command to the anti-icing and de-icing distribution box to activate the system. Simultaneously, after receiving the command, the distribution box generates a control law based on the received atmospheric temperature data and the two atmospheric temperature data sent by the flight control computer. This law controls the IGBT's activation and deactivation to achieve cyclic heating of the blades, thereby enabling blade anti-icing and de-icing.

[0072] The anti-icing and de-icing distribution box sends the parameters and fault information of the rotor anti-icing and de-icing system to the flight control computer in real time. The flight control computer processes the received data from the rotor anti-icing and de-icing system and then sends the system faults and system operation suggestions to the human-machine interface system.

[0073] The internal principle block diagram of the anti-icing and de-icing distribution box is as follows: Figure 2 As shown. To achieve the functions of this configuration, the anti-icing and de-icing distribution box should have communication functions, heating component short-circuit protection functions, IGBT module, data processing functions, drive functions, and control command receiving functions. The functions of each are as follows:

[0074] a) Communication function: Used for communication between the anti-icing and de-icing distribution box and the flight control computer;

[0075] b) Heating component short circuit protection function: When a short circuit occurs in the blade heating component, it is used to protect the heating component from short circuit.

[0076] c) Data processing function: Acquiring and processing parameters of the drive function and IGBT module;

[0077] d) Control command receiving function: Receives control commands from the flight control computer;

[0078] e) Drive function: Convert the control law generated by the data processing function into drive instructions, and then drive the IGBT module;

[0079] f) I GBT module: transmits the DC 270V on the machine to the blade heating assembly according to the command sent by the drive function.

[0080] The logical relationships between the various modules of the anti-icing and de-icing distribution box are as follows:

[0081] The CAN bus communication module enables communication between the flight control computer and the anti-icing / de-icing controller. The flight control computer sends rotor anti-icing / de-icing control commands and atmospheric static temperature data to the anti-icing / de-icing power distribution box via this bus. The anti-icing / de-icing power distribution box sends current information for each heating component and fault information for internal components to the flight control computer via the CAN bus. The communication module transmits control commands to the processor. The processor activates the IGBT module according to the control commands. Simultaneously, the processor calculates the control rate at the current temperature based on the received atmospheric static temperature data and data collected by the temperature sensor. It then activates or deactivates the IGBT of the corresponding heating component according to the control rate.

[0082] The atmospheric temperature sensor uses a Pt100 platinum resistance temperature sensor. The differential sampling and AD conversion circuit inside the anti-icing power distribution box converts the temperature signal into a digital signal and transmits it to the processor. The processor compares this temperature with the two static atmospheric temperatures sent by the flight control computer. The average of the two temperatures with the smallest difference is taken as the current ambient temperature.

[0083] Under normal circumstances, the anti-icing and de-icing power distribution box primarily uses CAN bus data for control commands. When CAN bus communication fails, the anti-icing and de-icing power distribution box uses the ground switch signal (discrete quantity) sent by the flight control computer as the control command, implementing a double-margin design for the anti-icing and de-icing control commands. This ensures the reliability of the rotor anti-icing and de-icing system. The discrete control command is converted into a low-level voltage signal that the processor can recognize through an optocoupler module. Based on this signal, the processor sends a high-level signal, which is used as the input to the drive circuit. The drive circuit uses a Darlington module drive circuit, which amplifies the high-level signal power. The amplified high level can drive the enable terminal of the IGBT, turning on the IGBT and transmitting 270V+ to the conductive ring (see...). Figure 3 Finally, the signal reaches the positive end of the blade heating assembly. When the processor initiates a low-level signal, the IGBT disconnects, stopping the transmission of 270V+ to the conductive ring, and the blade heating assembly stops working.

[0084] Short-circuit protection circuit design: Since IGBTs have the function of measuring current, different currents correspond to different voltages, and the larger the current, the higher the voltage. The short-circuit protection circuit mainly consists of comparators (see details). Figure 4 The voltage value output by the IGBT, which represents the current value, is compared with the voltage value of the comparator "-". The voltage value corresponding to the maximum current when the blade heating assembly is working is used as the "-" of the comparator circuit. When the current output by the IGBT is greater than the maximum value of the heating assembly's working current, the short-circuit protection circuit outputs a low level to the enable terminal of the IGBT, thereby disconnecting the IGBT and ultimately achieving short-circuit protection for the heating assembly.

[0085] The tail rotor heating operation, short circuit protection, and control rate generation are similar to those of the main rotor heating assembly. Once the anti-icing and de-icing distribution box receives a control command, it simultaneously connects the main rotor heating circuit and the tail rotor instant heating circuit. However, the control rates of the main rotor de-icing and the tail rotor anti-icing are inconsistent, resulting in inconsistent IGBT switching cycles.

[0086] Rotor anti-icing control rate

[0087] The heating components are controlled using a cyclic heating method. For helicopters with multiple main rotor blades, the heating components are partitioned, with each main rotor blade containing six partitions. Each partition is arranged along the blade chord length, numbered 1-2-3-4-5-6 from the upper edge to the lower edge. The negative ends of all heating components are connected by negative wires embedded inside the blade. For helicopters with multiple tail rotor blades, the heating components are also partitioned, similar to the main rotor blades, with partitions distributed along the blade chord length, with partition 1 at the top and partition 2 at the bottom. Based on historical experience and experimental data, the heating sequence for one cycle of the main rotor blade heating components is determined to be 3→2→4→1→5→6, meaning the leading edge of the blade is heated first. The tail rotor blade heating cycle uses a sequence of 2→1→2, ensuring a longer heating time for the lower part of the blade. Heating must be stopped when switching between heating partitions. The blade heating algorithm is as follows:

[0088] Main propeller heating algorithm: Heating time T for each zone on

[0089]

[0090] Where a and b are constants determined from ice tunnel test data, and OAT is the current ambient temperature.

[0091] The switching time for each heating zone is T. OFF

[0092] T OFF =c+OAT secondsT OFF =c+OAT seconds

[0093] Where c is a constant determined from ice tunnel test data, and OAT is the current ambient temperature.

[0094] Tail rotor heating algorithm, heating time T for each heating zone on1

[0095]

[0096] Where A and B are constants determined from ice tunnel test data, and OAT is the current ambient temperature. Assuming the current ambient temperature is -10℃, coefficient A is 3, and coefficient B is 10, then T... ON1 =10 + 3 × 0.5 = 11.5 seconds.

[0097] The switching time for each heating zone is T. OFF1

[0098] T OFF1 =C+OAT seconds

[0099] Where C is a constant determined from ice tunnel test data, and OAT is the current ambient temperature. Assuming the current ambient temperature is -10℃ and the coefficient C is 20, then T... OFF1 =50-10=40S.

[0100] Therefore, the main propeller heating cycle is as follows: Zone 3 heating for 11.5 seconds, then disconnecting for 40 seconds → Zone 2 heating for 11.5 seconds, then disconnecting for 40 seconds → Zone 4 heating for 11.5 seconds, then disconnecting for 40 seconds → Zone 1 heating for 11.5 seconds, then disconnecting for 40 seconds → Zone 5 heating for 11.5 seconds, then disconnecting for 40 seconds → Zone 6 heating for 11.5 seconds, then disconnecting for 40 seconds.

[0101] System control methods:

[0102] 1) Automatic control of the system under normal operating conditions

[0103] Step 1: The pilot selects the rotor anti-icing and de-icing mode as automatic;

[0104] Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer, and other electrical equipment are put into operation;

[0105] Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view, while simultaneously sending the icing warning signal to the flight control computer;

[0106] Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working.

[0107] Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current ambient temperature.

[0108] Step 6: The anti-icing and de-icing distribution box distributes the 270V power supply 1 to the main propeller collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller collector ring supplies 270V to the main propeller heating assembly.

[0109] Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly.

[0110] Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system.

[0111] Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

[0112] 2) Manual control of the system under normal operating conditions

[0113] Step 1: The pilot selects the rotor anti-icing and de-icing mode as manual;

[0114] Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer, and other electrical equipment are put into operation;

[0115] Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view. The pilot then sends the control command to activate the rotor anti-icing system to the flight control computer through the human-machine interface system.

[0116] Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working.

[0117] Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current ambient temperature.

[0118] Step 6: The anti-icing and de-icing distribution box distributes the 270V power supply 1 to the main propeller collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller collector ring supplies 270V to the main propeller heating assembly.

[0119] Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly.

[0120] Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system.

[0121] Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

[0122] 3) Rotor anti-icing system maintenance self-inspection

[0123] Step 1: The pilot selects the rotor anti-icing and de-icing mode as self-test;

[0124] Step 2: The icing signal processor sends a self-test command to the two icing detectors and waits for the self-test results of the icing detector system;

[0125] Step 3: The flight control computer verifies whether the two channels of atmospheric static temperature data are between -55 and 70°C. At the same time, it reports the two channels of atmospheric static temperature data to the human-machine interface system for maintenance personnel to check whether they are similar to the actual perceived temperature, and thus determine whether the two channels of atmospheric temperature signals are accurate.

[0126] Step 4: Verify the temperature of the atmospheric temperature sensor in the anti-icing and de-icing distribution box to ensure it is between -55 and 70°C. Simultaneously, report the temperature data of the atmospheric temperature sensor to the human-machine interface system for maintenance personnel to check whether it is similar to the actual perceived temperature, thereby determining whether the atmospheric temperature sensor measurement is accurate.

[0127] Step 5: Perform a maintenance BIT on the anti-icing and de-icing power distribution box to check if the internal components are working properly; at the same time, the anti-icing and de-icing power distribution box distributes 270V power supply 1 to the main propeller slip ring 6 conductive rings and brushes through 6 IGBTs. The main propeller slip rings supply 270V to the main propeller heating assembly. The anti-icing and de-icing power distribution box also distributes 270V power supply 2 to the tail propeller slip ring 2 conductive rings and brushes through 2 IGBTs. The tail propeller slip rings supply 270V to the tail propeller heating assembly.

[0128] Step 6: Measure the operating current of the main rotor heating assembly and tail rotor heating assembly in the anti-icing and de-icing distribution box, and determine whether the current is within the normal range;

[0129] Step 7: If all the above self-tests are within the normal range, the flight control computer will report the system self-test results to the pilot through the human-machine interaction system.

[0130] 4) Maintenance and troubleshooting of the rotor anti-icing system

[0131] ① If a certain icing detector malfunctions, the rotor anti-icing and de-icing system will automatically isolate the fault: the icing signal processor will no longer collect data from that icing detector and will report the icing detector malfunction. The operation of the rotor anti-icing and de-icing system will not be affected.

[0132] ② If both icing detectors malfunction, the rotor anti-icing system will automatically isolate. The icing signal processor will no longer collect data from the icing detector and will report the icing detection failure. The rotor anti-icing system will not work automatically and the pilot needs to send a forced connection command to the rotor anti-icing system through the human-machine interface system.

[0133] ③ The flight control computer determines that one of the two atmospheric static temperature signals is not within the normal range (between -55 and 70°C). The flight control computer automatically isolates the fault signal and sends an atmospheric temperature fault signal to the anti-icing and de-icing distribution box. At this time, the anti-icing and de-icing distribution box changes the electrical temperature criterion and prioritizes the temperature signal measured by the atmospheric temperature sensor. When the temperature signal of the atmospheric temperature sensor is not within the normal range, the anti-icing and de-icing distribution box uses the intact atmospheric static temperature data.

[0134] ④ If two of the two atmospheric temperature and one temperature sensor measurements are abnormal, the anti-icing power distribution box will use the intact atmospheric temperature signal.

[0135] ⑤ If the atmospheric temperature of all three channels is outside the normal range, the anti-icing and de-icing distribution box will send the rotor anti-icing and de-icing failure information to the pilot through the flight control computer and human-machine interaction system, indicating that the rotor anti-icing and de-icing system cannot work, and automatically complete the fault isolation and the system stops working.

[0136] ⑥ If the anti-icing and de-icing power distribution box malfunctions, the flight control computer will send a rotor anti-icing and de-icing failure message to the pilot through the human-machine interface system, indicating that the rotor anti-icing and de-icing system cannot work, and will automatically complete the fault isolation and stop the rotor anti-icing and de-icing system from working.

[0137] ⑦ If the main rotor collector ring and tail rotor collector ring fail, the anti-icing power distribution box will send the rotor anti-icing failure information to the pilot through the flight control computer and human-machine interface system, indicating that the rotor anti-icing system cannot work, and automatically complete the fault isolation, and the rotor anti-icing system will stop working.

[0138] ⑧ If the rotor heating assembly fails, the anti-icing power distribution box will send a rotor anti-icing failure message to the pilot through the flight control computer and human-machine interface system, indicating that the rotor anti-icing system cannot work, and automatically complete the fault isolation, and the rotor anti-icing system will stop working.

[0139] ⑨ If 270V power supply 1 fails, the anti-icing distribution box will supply 270V power supply 3 to the main propeller collector ring;

[0140] ⑩ If 270V power supply 2 fails, the anti-icing distribution box will supply 270V power supply 1 to the tail rotor collector ring and 270V power supply 3 to the main rotor collector ring.

Claims

1. A helicopter rotor anti-icing and de-icing system based on a 270V DC power supply, characterized in that: The system includes: Both icing detection sensors are connected to the icing signal processor and are used to detect icing signals; The icing signal processor is connected to the flight control computer. It determines whether icing has occurred based on the detected icing signal and transmits the result to the flight control computer. The flight control computer is connected to the atmospheric static temperature system and the human-machine interface system. The human-machine interface system is used to display whether icing has occurred and to receive control commands from the pilot, transmitting the atmospheric static temperature and control commands to the anti-icing and de-icing power distribution box. The anti-icing and de-icing power distribution box is connected to the atmospheric temperature sensor, 270V DC power supply and main and tail rotor collector rings. It determines the current temperature based on the atmospheric temperature sensor and the atmospheric static temperature, and calculates the de-icing time based on the current temperature. The main and tail rotor heating assemblies are connected to the main and tail rotor collector rings respectively, and use the power from the main and tail rotor collector rings to heat and de-ice. The main propeller heating assembly includes six heating units; the main propeller collector ring includes seven brushes, one end of each of the six heating units is connected to a brush and then to the conductive ring, and the other end of the six heating units is connected to a brush and then to the conductive ring. The heating time T of each of the six heating units in the main propeller heating assembly on The formula is as follows: Where a and b are constants determined from ice tunnel test data, and OAT is the current temperature; Calculate the switching time T of each of the six heating units in the main propeller heating assembly. OFF The formula is as follows: Where c is a constant determined from ice tunnel test data, and OAT is the current temperature; The tail rotor heating assembly includes two heating units; the tail rotor collector ring includes two brushes, one end of each of the two heating units is connected to a brush and then to a conductive ring, and the other end of the two heating units is connected to a common brush and then to the conductive ring; The heating time T of each of the two heating units in the tail rotor heating assembly on1 The formula is as follows: Where A and B are constants determined from ice tunnel test data, and OAT is the current ambient temperature; Calculate the switching time T of each of the two heating units in the tail rotor heating assembly. OFF1 The formula is as follows: Where C is a constant determined from ice tunnel test data, and OAT is the current ambient temperature.

2. The system according to claim 1, characterized in that: When either of the two icing detection sensors detects an icing signal, the military determines that the helicopter is in an icing environment.

3. The system according to claim 2, characterized in that: The flight control computer receives two independent atmospheric static temperature data streams from the atmospheric static temperature system. The anti-icing distribution box determines the current temperature data based on two independent atmospheric static temperature data and data from an atmospheric temperature sensor.

4. The system according to claim 3, characterized in that: The main propeller collector ring includes a conductive ring and brushes, which convert static 270V high voltage into 270V high voltage in a rotating state. The tail propeller collector ring is similar to the main propeller collector ring.

5. A control method for a helicopter rotor anti-icing and de-icing system based on a 270V DC power supply, used to control the system according to any one of claims 1-4, characterized in that: The process is as follows: Step 1: The pilot selects the rotor anti-icing and de-icing mode as automatic; Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer are operational; Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view, while simultaneously sending the icing warning signal to the flight control computer; Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working. Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current temperature. Step 6: The anti-icing power distribution box distributes the 270V power supply 1 to the main propeller current collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller current collector ring supplies 270V to the main propeller heating assembly. Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly. Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system. Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

6. The method according to claim 5, characterized in that: Step 1: The pilot selects the rotor anti-icing and de-icing mode as manual; Step 2: The icing detection subsystem, atmospheric static temperature system, atmospheric temperature sensor, and flight control computer are operational; Step 3: The icing detection subsystem detects the icing signal and sends it to the human-machine interface system for the pilot to view. The pilot then sends the control command to activate the rotor anti-icing system to the flight control computer through the human-machine interface system. Step 4: The flight control computer sends the control command to activate the rotor anti-icing and de-icing system and two channels of atmospheric static temperature data to the anti-icing and de-icing power distribution box, and the anti-icing and de-icing power distribution box starts working. Step 5: The anti-icing and de-icing distribution box collects data from the atmospheric temperature sensor and simultaneously votes on the atmospheric temperature sensor and the two channels of static atmospheric temperature to determine the current ambient temperature. Step 6: The anti-icing power distribution box distributes the 270V power supply 1 to the main propeller current collector ring 6 conductive rings and brushes through 6 IGBTs. The main propeller current collector ring supplies 270V to the main propeller heating assembly. Step 7: The anti-icing and de-icing distribution box distributes the 270V power supply 2 to the tail rotor collector ring 2 conductive ring and brush through 2 IGBTs. The tail rotor collector ring supplies 270V to the tail rotor heating assembly. Step 8: When the main and tail rotor heating assemblies are working, the anti-icing and de-icing distribution box measures the current of the main rotor heating assembly and the tail rotor heating assembly in real time and determines whether the current is within the normal range. If it is within the normal range, the anti-icing and de-icing distribution box sends the anti-icing and de-icing working signal to the flight control computer, which then sends it to the human-machine interface system. Step 9: The pilot observes that the rotor anti-icing system is working through the human-machine interface system.

Images