Low-energy-consumption mechanical ice preventing and removing device and method and aircraft skin structure

Abstract

The invention provides a low-energy-consumption mechanical anti-icing and de-icing device and method and an aircraft skin structure, and the device comprises a passive anti-icing part which comprises an elastic interlayer, and the elastic interlayer is used for being adhered to the first side face of a skin of an aircraft; the elastic interlayer at least comprises a lubricating material capable of reducing the ice adhesion strength; the active deicing part comprises a force applying device, and the force applying device faces the second side face, away from the first side face, of the skin; wherein the aircraft is frozen to form an ice layer-elastic interlayer-skin three-layer structure under the freezing condition, the force application device applies stress load to the second side face of the skin, and the ice layer is actively induced to be broken; through deformation of the elastic interlayer, stress load is concentrated on the ice layer, critical fracture displacement needed for inducing fracture of the ice layer is passively reduced, and meanwhile, through the anti-adhesion effect of the elastic interlayer, the fractured ice layer is promoted to fall off from the elastic interlayer. Through the device provided by the invention, efficient deicing with low energy consumption, repeated use and no damage to the skin structure is realized.

Description

Technical Field

[0001] The present application relates to the technical field of anti-icing, and particularly to a low-energy mechanical anti-icing device, method and aircraft skin structure. Background Art

[0002] In nature, the formation of ice on the surface of materials will significantly affect the operating efficiency and safety of equipment, especially in fields such as aerospace, energy transmission and renewable energy utilization. For example, transmission lines and buildings may be damaged due to excessive ice accumulation or stress caused by freeze-thaw cycles. Freezing also greatly reduces the efficiency and output of renewable energy sources such as wind energy and solar energy. Among various icing problems, icing on the surface of aircraft is the core concern in the field of anti-icing. When an aircraft passes through clouds, key parts such as wings, engine inlets and sensors are prone to icing, resulting in problems such as a decrease in lift and an increase in drag. In severe cases, it may even cause fatal accidents. Therefore, solving the anti-icing problem has become an urgent need to ensure national security and has gradually developed into an important research direction.

[0003] Traditional de-icing methods include electrothermal de-icing, mechanical de-icing, hot gas de-icing and chemical de-icing, etc. Among them, mechanical de-icing is widely used in components such as aircraft wings, and usually causes the skin to deform by means of airbag inflation or pulsed vibration, thereby causing the ice layer to break and detach.

[0004] The airbag de-icing device is generally arranged on the leading edge surface of the wing, and the ice layer is broken by the expansion and contraction of the airbag on the wing surface, and ice layers with a thickness of 3 mm - 8 mm can be removed. This method has relatively high energy consumption (about 100 W of electricity consumption per square meter of de-icing area). Although the equipment is light and easy to repair, its periodic operation will change the aerodynamic shape of the aircraft, limiting its application on high-speed aircraft. In addition, the maintenance period of airbag de-icing is short, and it is difficult to accurately control the de-icing time, affecting its use efficiency.

[0005] The electric pulse de-icing device arranges electric de-icing elements under the skin. Through the discharge of the de-icing elements, eddy currents are generated in the metal skin to form high-frequency and low-amplitude pulsed forces to remove the ice layer, and it can handle relatively thick ice layers (2.5 mm - 25 mm). This technology has little impact on aerodynamic performance, but the technical requirements for the electric pulse structure and circuit design are relatively high, which not only reduces the fatigue life of the structure, but also results in high energy consumption.

[0006] Therefore, the existing active mechanical de-icing devices require large deformations of the ice-covered structure, which not only damage the structural strength, but also have many problems such as high energy consumption and expensive maintenance costs. Summary of the Invention

[0007] In view of the above problems, one of the objectives of the present invention is to provide a low-energy mechanical anti-icing device based on an elastic interlayer to achieve efficient anti-icing with low energy consumption, reusable, and no damage to the skin structure. Another objective of the present invention is to provide a low-energy mechanical anti-icing method based on an elastic interlayer.

[0008] To achieve the first objective, in the first aspect, the present invention provides a low-energy mechanical anti-icing device based on an elastic interlayer, and the technical solution adopted is as follows: A low-energy mechanical anti-icing device based on an elastic interlayer, the device includes: A passive anti-icing part, including an elastic interlayer, the elastic interlayer is used to adhere to the first side of the skin of the aircraft, and the first side is characterized as the icing surface facing the external environment; and the elastic interlayer at least includes a lubricating material that can reduce the ice adhesion strength; An active anti-icing part, including a force application device, the force application device is used to be installed inside the skin and face the second side of the skin opposite to the first side; Wherein, when the aircraft freezes under icing conditions, a three-layer structure of ice layer-elastic interlayer-skin is formed. The force application device applies a stress load to the second side of the skin, actively inducing the ice layer to rupture; through the deformation of the elastic interlayer, the stress load is concentrated on the ice layer, passively reducing the critical fracture displacement required to induce the rupture of the ice layer. At the same time, through the anti-adhesion effect of the elastic interlayer, the ruptured ice layer is promoted to fall off from the elastic interlayer.

[0009] As one of the preferred solutions, the force application device includes: An automatic displacement stage, used to connect with the electric control system of the aircraft; A push head, connected to the automatic displacement stage and facing the second side of the skin, so as to drive the push head to approach or move away from the second side of the skin through the automatic displacement stage.

[0010] As one of the preferred solutions, a displacement sensor is arranged on the automatic displacement stage, and a force sensor is arranged between the automatic displacement stage and the push head; wherein both the displacement sensor and the force sensor are used to connect with the electric control system.

[0011] As one of the preferred solutions, the active anti-icing part further includes at least one set of fixing devices composed of at least two fixed heads, and each set of fixing devices is arranged on the elastic interlayer; Wherein, one set of fixing devices corresponds to one force application device, and the contact point of each force application device on the second side of the skin is aligned with the center point of each set of fixing devices relative to the first side of the skin in the installation direction, and the installation direction is defined as the normal direction of the first side.

[0012] As one of the preferred solutions, each group of the fixing devices includes two of the fixing heads, and the two fixing heads are spaced apart on the elastic interlayer.

[0013] As one of the preferred solutions, the elastic interlayer further includes an elastic material and a curing agent; Wherein, the lubricating material includes any one of lubricating oil, ethylene glycol, propylene glycol, methanol, and silicone oil; Wherein, the elastic material includes any one of polydimethylsiloxane methyl silicone, ketone-based silicone, methyl vinyl silicone, fluorosilicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol, and poly(methyl acrylate); Wherein, the curing agent includes methyltriethoxysilane or methyltripropoxysilane.

[0014] As one of the preferred solutions, the elastic modulus of the elastic interlayer is 0.1 MPa - 100 MPa; and / or, The thickness of the elastic interlayer is 0.5 mm - 2 mm; and / or, The distance between the two fixing heads is 300 mm - 500 mm.

[0015] To achieve the second object, in a second aspect, the present invention provides a low-energy mechanical ice removal method based on an elastic interlayer, and the technical solution adopted is: A low-energy mechanical ice removal method based on an elastic interlayer, the method comprising: S1. Using a lubricating material capable of reducing ice adhesion strength as one of the raw materials, an elastic interlayer is prepared; S2. Adhering the elastic interlayer to the first side of the skin of the aircraft; the first side is characterized as the icing surface facing the external environment; S3. Installing a force-applying device inside the skin and facing the second side of the skin opposite to the first side; S4. When the aircraft is under icing conditions, using the force-applying device to apply a stress load to the second side of the skin, and through the deformation and anti-adhesion effect of the elastic interlayer, inducing the ice layer in the three-layer structure of the ice layer - elastic interlayer - skin on the aircraft to crack.

[0016] As one of the preferred solutions, step S1 includes: S11. Selecting the lubricating material, elastic material, and curing agent; Among them, the lubricating material is selected from any one of lubricating oil, ethylene glycol, propylene glycol, methanol, and silicone oil; the elastic material is selected from any one of polydimethylsiloxane methyl silicone, ketone-based silicone, methyl vinyl silicone, fluorosilicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol, and polymethyl acrylate; the curing agent is selected from methyltriethoxysilane or methyltripropoxysilane; S12. Centrifugally mix the lubricating material, the elastic material, and the curing agent according to a certain mass ratio, and then place them in a mold for heat treatment to prepare the elastic interlayer with an elastic modulus of 0.1 MPa - 100 MPa and a thickness of 0.5 mm - 2 mm; Step S3 includes: S31. Install two force application devices inside the wing skin respectively, and the push heads of the two force application devices face the upper side and the lower side of the second side of the wing skin respectively; S32. Fix every two fixed pressure heads with a distance of 300 mm - 500 mm on the upper side and the lower side of the first side of the wing skin, and the midpoint of the connection line of the two fixed pressure heads on the same side is aligned with the position where the corresponding push head is located on the same side.

[0017] To achieve the third objective, in the third aspect, the present invention provides an aircraft skin structure with a self - contained low - energy - consumption mechanical anti - icing device, and the aircraft skin structure is equipped with the low - energy - consumption mechanical anti - icing device based on an elastic interlayer provided in the first aspect of the present invention.

[0018] Compared with the prior art, the present application has the following advantages: Compared with the traditional methods such as de - icing with airbags that require large - deformation driving to break ice, the device provided in the embodiments of the present application uses an elastic interlayer with low ice adhesion strength and low elastic modulus. While reducing the ice adhesion force, it makes the critical fracture displacement required for ice breaking smaller, reduces the large deformation of the skin, avoids damage to the skin structure, and improves the structural life. Through the dual ice - breaking mechanisms of stress concentration and low - adhesion interface, under the same stress load, the required critical fracture displacement is reduced, fundamentally reducing the energy consumption during the mechanical de - icing process. At the same time, it makes it easier for the ice layer to break away after rupture, making ice breaking more efficient and reducing the de - icing time. Thus, this solution uses the elastic interlayer combined with the force application device to achieve both anti - icing and de - icing at the same time, and the synergistic effect of active and passive de - icing makes de - icing more thorough. It not only reduces energy consumption, improves the de - icing speed, but also enhances the structural durability and adaptability, and is especially suitable for the de - icing requirements of aircraft that frequently fly in high - altitude icing environments.

[0019] The advantages of the method and the aircraft skin structure over the prior art are the same as those of the above - mentioned device, and will not be elaborated here. Description of the Drawings

[0020] To more clearly illustrate the technical solutions of this application, the accompanying drawings required for the description of this application will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0021] Figure 1 is a schematic diagram of a typical wing structure in existing aircraft; Figure 2 is a diagram of the usage state when the low-energy mechanical anti-icing device based on an elastic interlayer provided by an embodiment of this application is assembled onto the wing skin; Figure 3 is a working principle diagram of the low-energy mechanical anti-icing device based on an elastic interlayer provided by an embodiment of this application; Figure 4 is a microscopic structure diagram of the elastic interlayer provided by an embodiment of this application; Figure 5 is a measurement result diagram of the critical fracture displacement of the ice layer corresponding to the wing skin with elastic interlayers configured with different shear moduli provided by an embodiment of this application; Figure 6 is a performance comparison diagram of the force-displacement curves of the wing skin with elastic interlayers configured with different shear moduli and the wing skin without an elastic interlayer under stress loads provided by an embodiment of this application; Figure 7 is a measurement result diagram of the critical fracture displacement of the ice layer corresponding to the wing skin with elastic interlayers configured with different thicknesses provided by an embodiment of this application; Figure 8 is a measurement result diagram of the critical fracture displacement of the ice layer corresponding to the wing skin with fixed indenters configured with different spans provided by an embodiment of this application; Figure 9 is a step flow chart of the low-energy mechanical anti-icing method based on an elastic interlayer provided by an embodiment of this application.

[0022] Explanation of reference numerals: 1. Ice layer; 2. Elastic interlayer; 3. Wing skin; 4. Pusher; 5. Force sensor; 6. Automatic displacement stage; 7. Fixed indenter; 8. Wing skin rib. Detailed implementation manners

[0023] Next, the technical solutions in the embodiments of this application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are some, rather than all, of the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of this application.

[0024] To address the deficiencies in the existing technologies, the objective of the present invention is to provide a novel anti-icing device, method, and aircraft skin structure that combine active and passive technologies, so as to achieve efficient de-icing of aircraft with low energy consumption, reusability, and no damage to the skin structure, and solve the problems of high de-icing energy consumption and damage to the structural strength existing in the existing de-icing devices. Referring to Figure 2 and Figure 3 shown, Figure 2 Figure 6 shows the usage state diagram when the low-energy mechanical anti-icing device based on an elastic interlayer of the present invention is assembled onto the wing skin; Figure 3 Figure 7 shows the working principle diagram of the low-energy mechanical anti-icing device based on an elastic interlayer of the present invention.

[0025] As Figure 2 and Figure 3 shown, the present invention provides a low-energy mechanical anti-icing device based on an elastic interlayer 2. The device includes: a passive anti-icing part, including the elastic interlayer 2, which is used to adhere to the first side of the aircraft skin 3, and the first side is characterized as the icing surface facing the external environment; and the elastic interlayer 2 is at least uniformly doped with a lubricating material that can reduce the ice adhesion strength; an active de-icing part, including a force-applying device, which is used to be installed inside the skin 3 and face the second side of the skin 3 opposite to the first side; wherein, when the aircraft freezes under icing conditions, an ice layer-elastic interlayer-skin three-layer structure is formed. The force-applying device applies a stress load to the second side of the skin 3 to actively induce the ice layer 1 to rupture; through the deformation of the elastic interlayer 2, the stress load is concentrated on the ice layer 1, passively reducing the critical fracture displacement required to induce the rupture of the ice layer 1. At the same time, through the anti-adhesion effect of the elastic interlayer 2, the ruptured ice layer 1 is promoted to fall off from the elastic interlayer 2.

[0026] Specifically, the passive anti-icing part is the elastic interlayer 2, and this interlayer material adheres to the first side of the aircraft skin 3, which is the outer surface of the aircraft skin 3 facing the external environment and most prone to icing. The elastic interlayer 2 itself has elastic characteristics and a low elastic modulus. Therefore, it can undergo shear deformation when stressed, so as to concentrate the external force at the bottom of the ice layer 1 during active de-icing, and achieve efficient de-icing under the conditions of low deformation and low energy consumption. At the same time, the elastic interlayer 2 is also prepared by doping with a lubricating material, so that the elastic interlayer 2 has both a low elastic modulus and a low ice adhesion strength, not only delaying the icing speed, but also promoting the rapid detachment of the ice layer 1 after fracture due to reducing the ice adhesion strength on the surface of the elastic interlayer 2 during the ice-breaking process.

[0027] In this embodiment, the elastic interlayer 2 is cut into a shape matching the area of the skin 3 to be adhered, and the elastic interlayer 2 is integrated into the aircraft skin structure by means of an adhesive bonding process using a weather-resistant structural adhesive, forming an elastic interlayer 2-skin structure, and a three-layer structure of ice layer-elastic interlayer-skin is formed under icing conditions.

[0028] The active de-icing part is a mechanical device that directly breaks the already condensed ice layer 1 by applying an external force. In this embodiment, it includes a force-applying device, which is installed on the second side of the aircraft skin 3. The second side is the inside of the skin 3, the side opposite to the icing surface, and is used to apply a mechanical load to the skin 3 to induce the ice layer 1 to break. Among them, the force-applying device can apply a normal force perpendicular to the skin 3 or a shear force along the tangent of the skin 3 to induce tensile, shear or bending stresses in the ice layer 1.

[0029] Preferably, the output end (push head 4) of the force-applying device faces the skin 3 directly to apply a stress load vertically.

[0030] In this embodiment, the force-applying device includes any one of a vibration driver, a magnetostrictive driver, an ultrasonic driver and an electric push head. Different stress can be applied in different ways through different force-applying devices to induce the ice layer to break. Among them, the vibration driver is usually composed of electromagnetic elements, and generates an inertial force through periodic vibration, so that the ice layer breaks under the action of cyclic stress. The magnetostrictive driver uses magnetostrictive materials to generate minute deformations under the action of a magnetic field, so as to apply high-frequency mechanical vibrations to deform the ice layer and break it. The ultrasonic driver converts an electrical signal into high-frequency mechanical vibrations through a piezoelectric transducer to form a local high-stress area, prompting the ice layer to break and realizing removal after failure occurs at the ice layer interface. Among them, the input ends of the respective force-applying devices can be electrically connected to the electronic control unit of the aircraft and powered by the aircraft.

[0031] It can be understood that the inner side of the skin 3 is the fuselage structural member of the aircraft. The fuselage structural members are crisscrossed to form an installation space. Therefore, the force-applying device can be installed inside the fuselage structural member and supported by the front beam or cross beam of the fuselage structural member, etc.

[0032] Exemplarily, taking the typical wing structure of an aircraft as an example, as Figure 1 The schematic diagram of a typical wing structure of an existing aircraft shown. Inside the wing skin, there are usually: a wing beam for bearing bending moment and shear force; a stiffener for bearing loads; a joint for connecting the wing and the fuselage; a stringer for supporting the skin 3 and playing a role in aerodynamic force transfer between the skin 3 and the wing rib; a wing rib for connecting the longitudinal skeleton and the skin 3 and playing a role in aerodynamic force transfer between the skin 3, the stringer and the wing beam; and components such as a front wall and a rear wall. The above components are crisscrossed and combined to form a wing skeleton. There are different installation spaces inside the wing skeleton, and the wing skeleton is covered by the wing skin. Therefore, the force-applying device can be installed at a suitable position inside the wing skin.

[0033] More preferably, please continue to refer to Figure 2 , assemble this device onto the wing skin, and install a force application device at the leading edge of the wing where icing is most likely to occur, such as the area near the leading edge on the upper surface of the wing and / or the area near the leading edge on the lower surface of the wing.

[0034] Based on the solution of this embodiment, the working principle of the device is as follows: In a low-temperature and high-humidity environment, an ice layer 1 will form on the surface of the aircraft. Due to the low adhesion characteristics of the elastic interlayer 2, the bonding force between the ice layer 1 and the skin 3 is relatively low, delaying the formation time of the ice layer 1 and playing a role in preventing the formation of the ice layer 1. However, ultimately, a three-layer structure of ice layer - elastic interlayer - skin will slowly form. Therefore, external force still needs to be applied to complete de-icing. Continue to use the force application device to apply a stress load to the second side of the skin 3. After applying the external force, the skin 3 will undergo slight local deformation. Due to the low elastic modulus characteristics of the elastic interlayer 2, the stress is concentrated at the bottom interface of the ice layer 1, and the ice layer 1 rapidly cracks due to stress concentration. Therefore, even under the condition of very small deformation of the skin 3, the stress at the bottom of the ice layer 1 can reach the critical value required for cracking, thereby achieving more efficient de-icing with lower energy consumption. At this time, the low adhesion and lubrication effect of the elastic interlayer 2 further reduces the adhesion between the ice layer 1 after crack propagation and the skin 3 during the cracking process of the ice layer 1, prompting the ice layer 1 to quickly detach from the surface of the aircraft after fracture and preventing the re-adhesion of the remaining ice layer 1 and the formation of a new ice layer 1.

[0035] In this way, traditional bleed air heating and electric heating systems usually require high power consumption. This device uses an elastic interlayer 2 with low ice adhesion strength and low elastic modulus. While reducing the ice adhesion force, it makes the critical fracture displacement required for ice breaking smaller, reduces the large deformation of the skin 3, avoids damage to the skin structure, and improves the structural life. Through the dual de-icing mechanisms of stress concentration and low adhesion interface, the critical fracture displacement required under the same stress load is reduced, fundamentally reducing the energy consumption during the mechanical de-icing process. At the same time, it makes it easier for the ice layer 1 to detach after cracking, the ice breaking is more efficient, and the de-icing time is reduced. Thus, this solution uses the elastic interlayer 2 in combination with the force application device to simultaneously achieve anti-icing and de-icing, and the active de-icing synergy makes the de-icing more thorough. It not only reduces energy consumption, improves the de-icing speed, but also enhances the structural durability and adaptability, and is particularly suitable for the de-icing requirements of aircraft that frequently fly in high-altitude icing environments.

[0036] It can be understood that the critical fracture displacement is the displacement of the force application device (such as a push head) corresponding to when the ice layer just cracks.

[0037] Preferably, the elastic interlayer 2 further comprises an elastic material and a curing agent. Among them, the lubricating material includes any one of lubricating oil, ethylene glycol, propylene glycol, methanol, and silicone oil. Among them, the elastic material includes any one of polydimethylsiloxane methyl silicone, ketone-based silicone, methyl vinyl silicone, fluorosilicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol, and polymethyl acrylate. Among them, the curing agent includes methyltriethoxysilane or methyltripropoxysilane.

[0038] More preferably, the lubricant is Kunlun 15# aviation lubricating oil; the elastic material is polydimethylsiloxane; the curing agent for the elastic material is methyltriethoxysilane; the mass percentages of the lubricating material, the elastic material, and the curing agent are 15%, 80%, and 5% respectively.

[0039] In this embodiment, polydimethylsiloxane (PDMS) containing a lubricant (Kunlun 15# aviation hydraulic oil) is selected as the preparation material for the elastic interlayer 2. The lubricant is used to reduce the ice adhesion strength on the surface of the elastic interlayer 2, so that the ice layer 1 can quickly detach after fracture. In addition, the lubricant can also be used to adjust the shear modulus of the elastic interlayer 2 to make it easier to deform, thereby enhancing the stress transfer effect. The lubricant, the PDMS matrix, and the curing agent are uniformly mixed in a certain mass ratio, poured into a mold, and then placed in a vacuum degassing device to remove the bubbles in the mixed liquid; cured at 80 °C for 2 h to form an elastic interlayer 2 with a certain thickness; according to the experimental requirements, it is cut into a shape matching the aluminum skin 3.

[0040] Among them, by changing the proportion of the mixture, controlling the heat treatment process (temperature and curing time), and using molds with different thicknesses, the shear modulus and thickness of the elastic interlayer 2 can be adjusted.

[0041] This embodiment is used to illustrate the preferred structural form of the force application device. The force application device includes: an automatic displacement stage 6 for connecting to the electronic control system of the aircraft; a push head 4 connected to the automatic displacement stage 6 and facing the second side of the skin 3, so as to drive the push head 4 to approach or move away from the second side of the skin 3 through the automatic displacement stage 6.

[0042] In this embodiment, the automatic displacement stage 6 is connected to the electronic control system of the aircraft, can receive control signals, and according to the thickness of the ice layer 1 and the ice-breaking requirements, realizes the controllable movement of the automatic displacement stage 6, thereby adjusting the movement stroke of the push head 4. Among them, the push head 4 can be a conical head, with its conical head end facing the skin 3 directly, and the conical tail away from the sharp cone is fixedly connected to the output end of the automatic displacement stage 6 by means of threaded connection or the like.

[0043] In some embodiments, the conical head can be in the shape of a sphere, a cone, a flat head cylinder, etc., and the conical tail is in the shape of a sleeve and is sleeved on the output shaft of the servo motor. For example, the push head 4 is integrally in the shape of a mushroom or an arrow.

[0044] In some embodiments, the automatic translation platform 6 can be a common driving electric cylinder, which includes a servo motor, a ball screw structure and a power shaft. The ball screw structure includes a screw and a nut connected in a transmission connection. The screw is connected in a transmission connection with the output shaft of the servo motor. The nut is threadedly sleeved on the outer periphery of the screw and fixedly connected to the power shaft. The power shaft can be a piston rod or a push rod, which is fixedly connected to the conical tail of the push head. The output shaft of the servo motor rotates, driving the screw to rotate, and transmitting force to the nut through the ball. The nut moves along the axial direction of the screw, and the power shaft reciprocates linearly with the nut, thereby driving the push head 4 to move linearly. Thereby, the rotational motion of the servo motor is converted into the linear reciprocating motion of the push head 4, and the load is applied to the skin structure through the push head 4.

[0045] Alternatively, the automatic displacement platform 6 is an electromagnetic push rod, which is powered to drive the push rod to move forward and backward, thereby driving the push head 4 connected to the push rod to move forward and backward.

[0046] The structure of the automatic displacement platform 6 may be selected according to the weight of the aircraft, the installation space formed by the frame in the skin 3, the deicing requirements, and the like.

[0047] The automatic displacement platform 6 can be embedded in the wing frame and fixed on the bracket, which can be a wing long stringer or rib constituting the frame, and / or an additional fixed frame. The push head 4 is connected to the automatic displacement platform 6 by power and is directly opposite to the wing skin. When the aircraft is not iced, the force application device is in a standby state, and the push head 4 is in an initial position. At the initial position, it should have a certain distance from the skin 3 so as not to affect the aerodynamic characteristics of the surface of the skin 3. When the aircraft is iced, the electric control system controls the output shaft of the automatic displacement platform 6 to extend, driving the push head 4 to move in the direction of the skin 3, gradually contacting and applying force to the second side (inside) of the skin 3. Since the skin 3 forms a three-layer structure of ice layer-elastic interlayer-skin, the skin 3 is slightly deformed locally, and the elastic interlayer 2 undergoes elastic deformation, further transmitting concentrated stress to the ice layer 1, and the ice layer 1 is broken by the stress and peeled off from the surface of the skin 3. After the ice layer 1 breaks, the push head 4 is driven to retract and gradually move away from the skin 3 to the initial position.

[0048] It can be known that the electronic control system of the aircraft is usually integrated with various environmental parameter sensors, such as temperature and humidity sensors, and the temperature and humidity sensors or the ice layer 1 detection system can be used to detect whether an ice layer 1 is formed. If ice is detected, the electronic control system of the aircraft sends a signal to the automatic displacement platform 6 to automatically start the force application device. The electrical signal control of the computer and the sensor is a very mature technology, and this embodiment will not be described in detail.

[0049] In this way, the force-applying device drives the push head 4 to apply force to the inside of the skin 3 through the automatic displacement platform 6, thereby inducing the ice layer 1 to break, thereby achieving low-energy, high-efficiency and safe active de-icing, and combined with the passive anti-icing function of the elastic interlayer 2, it is suitable for the anti-icing and de-icing needs of different skin parts of various aircraft.

[0050] Combined with the above embodiments, the force application device may include one or more. If one force application device is assembled, a single-point force application mode is adopted to achieve local ice breaking, which is suitable for parts such as the leading edge of the wing. If at least two force application devices are assembled at different parts of the skin 3, a multi-point synchronous force application mode is adopted, and multiple push heads 4 act simultaneously, which is applicable to large-area anti-icing.

[0051] Exemplarily: The leading edge of the wing and the area near the leading edge of the wing are the areas where icing is the most serious. Multiple force application devices can be respectively arranged inside the leading edge of the wing. For example, multiple force application devices can be dispersedly arranged along the chord direction inside the leading edge of the wing. Please continue to refer to Figure 2 Multiple force application devices can be respectively arranged inside the inner surface of the upper side of the wing near the leading edge and inside the inner surface of the lower side of the wing. For example, multiple force application devices can be evenly arranged along the span direction inside the inner surface of the upper side / lower side of the wing.

[0052] As a further preference of this embodiment, the active de-icing part further includes at least one set of fixing devices composed of at least two fixed heads 7, and each set of fixing devices is arranged on the elastic interlayer 2; wherein, one set of fixing devices corresponds to one force application device, and the contact point of each force application device on the second side of the skin 3 is aligned with the center point of each set of fixing devices relative to the first side of the skin 3 in the installation direction, and the installation direction is defined as the normal direction of the first side.

[0053] In this embodiment, multiple force application devices can be provided, so multiple sets of fixing devices can be provided. And each set of fixing devices can include at least two fixed heads 7, and the fixed heads 7 are installed on the elastic interlayer 2. Therefore, when the force application device applies force to the skin 3, the fixing device can provide a reverse force, enabling the elastic interlayer 2 to be effectively stressed, and then breaking the ice. Specifically, the force application device is located within the area covered by the enclosure of multiple fixed heads 7, and the fixing device is located on the first side (outer side), and the force application device is located on the second side (inner side), jointly forming a de-icing area, so that the de-icing force is concentrated in a specific area, improving the de-icing efficiency.

[0054] In some embodiments, multiple fixed heads 7 can be dispersedly arranged on the first side of the skin 3. In the case of multiple fixed heads 7, the multiple fixed heads 7 can be symmetrically distributed or asymmetrically distributed.

[0055] In a preferred embodiment, a combined arrangement mode of multiple fixed heads 7 is adopted, such as honeycomb-shaped, annular or matrix arrangement, to further optimize the ice-breaking effect.

[0056] Since the contact point of the force application device is aligned with the center point of the fixing device in the installation direction, the guiding stress load mainly acts perpendicularly on the skin 3 along the normal direction of the skin 3, and makes the stress distribution of the skin 3 and the elastic interlayer 2 around the force application point more balanced, which helps to induce the ice layer 1 to break uniformly along the thrust center. It can be understood that the contact point is the contact point when the pusher 4 is driven close to squeeze the inner side of the skin 3, and the center point is the center point of the structure formed by enclosing a plurality of fixed heads 7, that is, the center points of the pusher 4 and the fixing device are on the same straight line.

[0057] Exemplarily, if a set of fixing devices consists of two fixed heads 7, the midpoint of the line connecting the two fixed heads 7 is aligned with the position of the pusher 4. As Figure 2 shown, the pusher 4 is located inside the middle of the two fixed heads 7. As Figure 3 shown, the pusher 4 is located below the middle of the two fixed heads 7.

[0058] Exemplarily, if a set of fixing devices consists of three fixed heads 7, the normal midpoint of the triangular plane formed by the line connecting the three fixed heads 7 is aligned with the position of the pusher 4.

[0059] Exemplarily, if a set of fixing devices consists of four fixed heads 7, the intersection point of the diagonals of the rectangular plane formed by the line connecting the four fixed heads 7 is aligned with the position of the pusher 4.

[0060] In some embodiments, the fixed head 7 is a metal sphere, and can be riveted to the outer side of the wing skin through the skin 3 with fixing rivets.

[0061] Please continue to refer to Figure 2 , preferably, in this embodiment, taking the wing skin structure as an example, the situation of preferably arranging two sets of fixing devices and two force application devices is described.

[0062] The first force application device is arranged inside the wing skin, and its pusher 4 faces the upper side of the second side (inner surface) of the wing skin, that is, inside the inner surface of the upper side of the wing near the leading edge of the wing. The first fixing device is arranged on the elastic interlayer 2 on the first side (outer side) of the wing skin, that is, on the outer surface of the upper side of the wing near the leading edge of the wing, and the two fixed heads 7 are arranged at intervals in the direction perpendicular to the wingspan on the elastic interlayer 2, and the midpoint of the line connecting the two fixed heads 7 on the upper side of the wing is aligned with the pusher 4 on the upper side of the wing.

[0063] The second force-applying device is arranged inside the wing skin, and its push head 4 faces the lower side of the second side surface (inner surface) of the wing skin, that is, inside the inner surface of the lower side of the wing near the leading edge of the wing. The second fixing device is arranged on the elastic interlayer 2 located on the first side surface (outer side) of the wing skin, that is, on the outer surface of the lower side of the wing near the leading edge of the wing, and the two fixing heads 7 are arranged at intervals in a direction perpendicular to the wingspan on the elastic interlayer 2, and the midpoint of the connection line of the two fixing heads 7 located on the lower side of the wing is aligned with the push head 4 located on the lower side of the wing.

[0064] Therefore, the arrangement is similar to a three-point bending device with both ends fixed and displacement applied in the middle. The push head 4 applies force at the midpoint, and the skin 3 and the elastic interlayer 2 generate uniform stress on the stress-bearing surface, and the entire structure will undergo bending deformation. During the bending deformation process, the deformation of the elastic interlayer 2 will cause the stress at the bottom of the ice layer 1 to increase rapidly, efficiently break the ice, and require less energy, thereby reducing the energy consumption of de-icing. This structure can be applied to the anti-icing and de-icing of key parts such as aircraft wings and tails, improving flight safety and reliability.

[0065] Of course, based on a similar principle, in addition to the aviation field, this technology can also be applied to other equipment and structures that require anti-icing, such as wind turbine blades, transmission lines, etc.

[0066] Preferably, a displacement sensor is arranged on the automatic displacement table 6, and a force sensor 5 is arranged between the automatic displacement table 6 and the push head 4; wherein both the displacement sensor and the force sensor 5 are used to be connected to the electronic control system. In this embodiment, the force-displacement curve during the deformation and rupture of the ice layer 1 can be recorded by using the displacement and pressure transmitted by the displacement sensor and the force sensor 5 to the electronic control unit, and the fracture behavior of the ice layer 1 under different icing conditions (low temperature, high humidity, atmospheric turbulence, etc.) can be observed and recorded during flight.

[0067] Preferably, the elastic modulus of the elastic interlayer 2 is 0.1 MPa - 100 MPa; and / or, the thickness of the elastic interlayer 2 is 0.5 mm - 2 mm (such as Figure 3 t in Figure 3 ); and / or, the distance between the two fixing heads 7 is 300 mm - 500 mm (such as Figure 3 L in

[0068] As a further application of this embodiment, the elastic modulus of the elastic interlayer 2 is selected to be 0.1 MPa - 100 MPa; the thickness of the elastic interlayer 2 is selected to be 0.5 mm - 2 mm; and the distance between the two fixed indenter heads 7 is selected to be 300 mm - 500 mm, which can be used as a preferred structural form of the present invention to implement the anti-icing method for aircraft during actual use, so as to improve the anti-icing effect with low energy consumption.

[0069] Correspondingly, in a second aspect, please refer to Figure 9 as shown in Figure 9 FIG. is a flowchart of the steps of a low-energy mechanical anti-icing method based on the elastic interlayer 2. The present invention also provides a low-energy mechanical anti-icing method based on the elastic interlayer 2, which utilizes the low-energy mechanical anti-icing device based on the elastic interlayer 2 provided in the first aspect of the present invention. The method includes the following steps: S1. Prepare the elastic interlayer 2 by using a lubricating material that can reduce the ice adhesion strength as one of the raw materials.

[0070] S2. Adhere the elastic interlayer 2 to the first side of the aircraft skin 3; the first side is characterized as the icing surface facing the external environment.

[0071] S3. Install the force-applying device inside the skin 3 and face the second side of the skin 3 that is opposite to the first side.

[0072] S4. When the aircraft is under icing conditions, use the force-applying device to apply a stress load to the second side of the skin 3, and through the deformation and anti-adhesion effect of the elastic interlayer 2, induce the ice layer 1 in the three-layer structure of ice layer - elastic interlayer - skin on the aircraft to break; Further, step S1 includes: S11. Select a lubricating material, an elastic material, and a curing agent; Among them, the lubricating material is selected from any one of lubricating oil, ethylene glycol, propylene glycol, methanol, and silicone oil; the elastic material is selected from any one of polydimethylsiloxane methyl silicone, ketone-based silicone, methyl vinyl silicone, fluorosilicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol, and poly(methyl acrylate); the curing agent is selected from methyltriethoxysilane or methyltripropoxysilane; S12. Centrifugally mix the lubricating material, the elastic material, and the curing agent according to a certain mass ratio, and then place them in a mold for heat treatment to prepare the elastic interlayer 2 with an elastic modulus of 0.1 MPa - 100 MPa and a thickness of 0.5 mm - 2 mm.

[0073] Further, step S3 includes: S31. Install two force-applying devices inside the wing skin respectively, and the push heads 4 of the two force-applying devices face the upper side and the lower side of the second side of the wing skin respectively; S32. Fix every two fixed punches 7 with a distance of 300 mm - 500 mm on the upper and lower sides of the first side of the wing skin, and align the midpoint of the connection line of the two fixed punches 7 on the same side with the position where the push head 4 is located on the corresponding same side.

[0074] Another remarkable feature of this device is that it has an integrated structure for laboratory performance testing and aircraft anti-icing applications. This device can be directly applied to the laboratory for ice-breaking performance testing experiments. Specifically, connect the displacement sensor and the force sensor 5 to the laboratory test mainframe (connected to the electronic control unit of the aircraft during actual application). By testing the displacement-stress curve in the laboratory, the most suitable thickness of the elastic interlayer 2, the optimal elastic modulus, the punch spacing, etc. can be determined during the experimental stage to avoid multiple adjustments during the flight test stage. After the test is completed, it can be directly assembled onto the aircraft without modifying the structure. Due to the consistency between laboratory testing and actual application, this device avoids the high cost of additional complex experimental platforms or additional loading of sensors required in traditional performance testing technologies. Only the icing conditions need to be simulated. Therefore, this device greatly improves the engineering practicability and provides an innovative breakthrough for low-energy consumption and high-efficiency aircraft de-icing systems.

[0075] As mentioned above, there is a consistency between the laboratory testing and actual application of this device. Therefore, please continue to refer to Figure 3 , Figure 3 It can also be regarded as the test schematic diagram when using this device for ice-breaking performance testing experiments.

[0076] As a specific explanation of the above embodiments, conduct corresponding laboratory testing experiments on the low-energy consumption mechanical anti-icing device based on the elastic interlayer 2 provided by the present invention. The specific implementation methods are as follows: 1. Prepare the elastic interlayer 2. Any elastic material that can adjust the elastic modulus and thickness can be used as the material of the elastic interlayer 2, such as those mentioned above, including but not limited to polydimethylsiloxane, methyl silicone, ketone-based silicone, methyl vinyl silicone, fluorosilicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol, polyacrylate methyl ester, etc.

[0077] 2. Combine the elastic interlayer 2 with the aluminum skin 3. Use industrial-grade silicone adhesive to firmly adhere the prepared elastic interlayer 2 to the surface of the aluminum skin 3, ensuring that the bonding surface is uniform and bubble-free. After adhesive bonding, let it stand at room temperature for 24 h to ensure the best bonding strength.

[0078] 3. Load the active de-icing part. Install the double-layer structure of the above-mentioned bonded aluminum skin 3 - elastic interlayer 2 onto the skin rib 8 (in actual application, this skin rib 8 is the wing skeleton), ensuring that the elastic interlayer 2 faces the possible icing surface. Place the double-layer structure on the skin rib 8, taking care not to connect the skin 3 to the skin rib 8 in any form. Set the push head 4 at the center below the double-layer structure and connect it to the automatic displacement stage 6, and the automatic displacement stage 6 is connected to the laboratory test mainframe; two fixed pressure heads 7 are set on the horizontal two sides above the double-layer structure. The force sensor 5 and the displacement sensor are both connected to the laboratory test mainframe for real-time recording of experimental data.

[0079] 4. Ice forms on the surface of the elastic interlayer 2. After completing step 3, ice can form on the surface of the elastic interlayer 2 in the natural environment. Artificial freezing is used to simulate surface icing. Pour an appropriate amount of deionized water on the surface of the elastic interlayer 2 and place it in a low-temperature environment for freezing for a certain period of time to form an ice layer 1 with a uniform thickness. Ensure that the ice layer 1 is in full contact with the elastic interlayer 2 without obvious bubbles or cracks. After the icing is completed, the three-layer structure of ice layer 1 - elastic interlayer 2 - aluminum skin 3 can be formed.

[0080] 5. Start the automatic displacement stage 6. Load the push head 4 upward at a constant speed; the force sensor 5 records the force-displacement curve before the ice layer 1 breaks during the loading process in real time; observe and record the fracture behavior of the ice layer 1, record the critical displacement when the ice layer 1 fractures, and obtain Figure 5 the measurement result graph of the critical fracture displacement of the ice layer corresponding to the skin with elastic interlayers of different shear moduli as shown.

[0081] The following performance test experiments are carried out on the skin 3 with elastic interlayers 2 of different elastic moduli or thicknesses and fixed pressure heads 7 of different spans.

[0082] Example 1: In this example, an elastic interlayer 2 with a shear modulus of 4 MPa was prepared and the ice layer 1 destruction experiment was carried out on it. The specific steps are as follows: 11. Weigh 10 g of polydimethylsiloxane, 1 g of methyltriethoxysilane, and 4.71 g of aviation hydraulic oil, and mix them evenly for 2 min using a mixer at a rotation speed of 5000 r / min. Transfer the mixed emulsion to an 80 °C oven for heat treatment for 120 min to obtain the elastic interlayer 2. The microstructure of the elastic interlayer 2 is as Figure 4 shown, and the pores are filled with lubricant.

[0083] 12. Use industrial-grade silicone adhesive to firmly adhere the prepared elastic interlayer 2 to the surface of the aluminum skin 3, and let it stand for 24 h after bonding.

[0084] 13. Load the active de-icing part according to the method in step 3 of the specific implementation manner.

[0085] 14. Pour an appropriate amount of deionized water onto the surface of the elastic interlayer 2 and place it in a low-temperature environment of -10 °C for 20 min to freeze, forming an ice layer 1 with a uniform thickness of 2 mm. Ensure that the ice layer 1 is in full contact with the elastic interlayer 2 without obvious bubbles or cracks.

[0086] 15. Start the automatic displacement stage 6. Load the push head 4 upward at a constant speed; use a displacement sensor to record the critical displacement and stress load when the ice layer 1 breaks, and plot the force-displacement curve before the ice layer 1 breaks during the loading process.

[0087] Example 2: In this example, an elastic interlayer 2 with a shear modulus of 400 MPa was prepared and an ice layer 1 failure experiment was carried out on it. The specific steps are as follows: 21. Weigh 10 g of polydimethylsiloxane, 4 g of methyltriethoxysilane, and 1.4 g of aviation hydraulic oil, and use a mixer to mix them evenly for 2 min at a rotation speed of 5000 r / min. Transfer the mixed emulsion to an 80 °C oven for heat treatment for 120 min to obtain the elastic interlayer 2.

[0088] 22. Use an industrial-grade silicone adhesive to firmly adhere the prepared elastic interlayer 2 to the surface of the aluminum skin 3, and let it stand for 24 h after bonding.

[0089] 23. Load the active de-icing part according to the method of step 3 in the specific implementation manner.

[0090] 24. Pour an appropriate amount of deionized water onto the surface of the elastic interlayer 2 and place it in a low-temperature environment of -10 °C for 20 min to freeze, forming an ice layer 1 with a uniform thickness of 2 mm. Ensure that the ice layer 1 is in full contact with the elastic interlayer 2 without obvious bubbles or cracks.

[0091] 25. Start the automatic displacement stage 6. Load the push head 4 upward at a constant speed; record the critical displacement when the ice layer 1 breaks and the force-displacement curve before the ice layer 1 breaks during the loading process.

[0092] Example 3: In this example, an elastic interlayer 2 with a shear modulus of 4 MPa and a thickness of 0.1 - 10 mm was prepared and an ice layer 1 failure experiment was carried out on it. The specific steps are as follows: 31. Weigh 10 g of polydimethylsiloxane, 1 g of methyltriethoxysilane, and 4.71 g of aviation hydraulic oil, and use a mixer to mix them evenly for 2 min at a rotation speed of 5000 r / min. Transfer the mixed emulsion to an 80 °C oven for heat treatment for 120 min to obtain the elastic interlayer 2. Cut the elastic interlayer 2 to obtain different thicknesses.

[0093] 32. Use industrial-grade silicone adhesive to firmly adhere the prepared elastic interlayer 2 to the surface of the aluminum skin 3, and let it stand for 24 h after bonding.

[0094] 33. Load the active de-icing part according to the method in step 3 of the specific implementation manner.

[0095] 34. Pour an appropriate amount of deionized water on the surface of the elastic interlayer 2, and place it in a low-temperature environment of -10 °C for 20 min to freeze, forming an ice layer 1 with a uniform thickness of 2 mm. Ensure that the ice layer 1 is in full contact with the elastic interlayer 2, without obvious bubbles or cracks.

[0096] 35. Start the automatic displacement stage 6. Load the push head 4 upward at a constant speed; record the critical displacement when the ice layer 1 breaks.

[0097] Example 4: In this example, an elastic interlayer 2 with a shear modulus of 4 MPa and a thickness of 2 mm was prepared, and the span (the distance between two fixed indenter heads 7) was adjusted to 300 mm - 700 mm. And the ice layer 1 destruction experiment was carried out on it, and the specific steps are as follows: 41. Weigh 10 g of polydimethylsiloxane, 1 g of methyltriethoxysilane, and 4.71 g of aviation hydraulic oil, and mix them evenly for 2 min by using a mixer at a rotation speed of 5000 r / min. Transfer the mixed emulsion to an 80 °C oven for heat treatment for 120 min to obtain the elastic interlayer 2. Cut the elastic interlayer 2 to obtain different thicknesses.

[0098] 42. Use industrial-grade silicone adhesive to firmly adhere the prepared elastic interlayer 2 to the surface of the aluminum skin 3, and let it stand for 24 h after bonding.

[0099] 43. Load the active de-icing part according to the method in step 3 of the specific implementation manner, and adjust the distance between the two end indenter heads to 300 mm - 700 mm.

[0100] 44. Pour an appropriate amount of deionized water on the surface of the elastic interlayer 2, and place it in a low-temperature environment of -10 °C for 20 min to freeze, forming an ice layer 1 with a uniform thickness of 2 mm. Ensure that the ice layer 1 is in full contact with the elastic interlayer 2, without obvious bubbles or cracks.

[0101] 45. Start the automatic displacement stage 6. Load the push head 4 upward at a constant speed; record the critical displacement when the ice layer 1 breaks.

[0102] It can be known that in Example 1, as Figure 5 shown, the critical displacement of the ice layer 1 breaking is 1.7 mm. The force-displacement curve before the ice layer 1 breaks is as shown by the dotted line below the solid line in Figure 6 , Figure 6The area under the force-displacement curve represents the energy consumed during the fracture of ice layer 1. Therefore, the energy consumption in Example 1 is 144 mJ.

[0103] In Example 2, as Figure 5 shown, the critical displacement for the fracture of ice layer 1 is 2.3 mm. The force-displacement curve before the fracture of ice layer 1 is as Figure 6 shown by the solid line in Figure 6 The area under the force-displacement curve in

[0104] is the energy consumed during the fracture of ice layer 1. Therefore, the energy consumption in Example 2 is 481 mJ. Figure 6 The dashed line above the solid line in

[0105] corresponds to the force-displacement curve of the skin 3 without the adhered elastic interlayer 2 before the fracture of ice layer 1.

[0106] By comparing Example 1 and Example 2, it can be clearly seen that the addition of the elastic interlayer 2 significantly advances the fracture process of ice layer 1, and further shows that the decrease in elastic modulus intensifies this effect. In Example 1, the elastic interlayer 2 with a lower elastic modulus reduces the de-icing energy consumption by 70% compared to Example 2.

[0107] In addition, in the force-displacement test, the force-displacement curve of Example 2 shows that when the displacement of the pusher 4 reaches 0.82 mm, the system enters the plastic deformation stage, resulting in a decrease in the structural performance. However, no plastic deformation occurs during the entire experimental process of Example 1, indicating that the introduction of the elastic interlayer 2 significantly improves the durability and reusability of the system.

[0108] Therefore, the elastic interlayer 2 can effectively reduce the critical fracture displacement of ice layer 1 through deformation, thereby reducing the de-icing energy consumption, avoiding plastic deformation of the aircraft skin 3, and at the same time enhancing the durability and cyclic use ability of the system.

[0108] In Example 3, the critical fracture conditions corresponding to different thicknesses of the elastic interlayer 2 are as Figure 7 shown. When the thickness of the elastic interlayer 2 is in the range of 0.1 - 2 mm, relatively small critical fracture displacements of ice layer 1 can be obtained. Theoretically, the smaller the thickness of the elastic interlayer 2, the smaller the corresponding critical fracture displacement. However, considering the difficulty in controlling the thickness of the elastic interlayer 2 during the actual preparation process, it is difficult to achieve an overly thin elastic interlayer 2. Therefore, the preferred thickness range of the elastic interlayer 2 is 0.5 - 2 mm.

[0109] In Example 4, the influence of different spans on the critical fracture displacement of ice layer 1 is as Figure 8 shown. The results show that as the span of the elastic interlayer 2 decreases, the critical fracture displacement of ice layer 1 gradually decreases. Considering the coverage area of the de-icing device and the difficulty of de-icing operation, the preferred span range is 300 mm - 500 mm.

[0110] In summary, compared with the traditional mechanical de-icing method without an elastic layer, the present invention has many beneficial improvements as follows: (1) Reducing the structural deformation requirements for mechanical de-icing. The present invention significantly reduces the requirements for structural deformation during the de-icing process. Experiments show that for a three-layer substrate structure with an elastic layer having a shear modulus of 4 MPa and a thickness of 2 mm added, the critical displacement of the pusher for ice layer 1 to break is 1.2 mm, while for a traditional double-layer structure without an elastic interlayer 2, the critical displacement required for ice layer 1 to break is as high as 2.9 mm. Thus, it can be seen that the introduction of the elastic layer effectively reduces the overall deformation requirements of the skin 3.

[0111] (2) Effectively reducing the energy consumption for ice breaking. The present invention fundamentally reduces the energy consumption during the mechanical de-icing process by reducing the critical displacement of ice layer 1 breaking. Due to the reduction of the critical displacement, the work done by the mechanical system during the de-icing process is significantly reduced. Experimental results show that for a three-layer substrate structure with an elastic layer having a shear modulus of 4 MPa and a thickness of 2 mm added, compared with a traditional double-layer structure without an elastic interlayer 2, the energy consumption reduction can reach 70%. This significant energy-saving effect makes the present invention more economical and sustainable in practical applications.

[0112] (3) Improving the durability and reusability of the system. Traditional mechanical de-icing methods usually require a large deformation of the skin 3, which easily causes plastic deformation and leads to material fatigue or loss. By introducing the elastic interlayer 2, the present invention can achieve de-icing under smaller deformations, fundamentally avoiding the risk of plastic deformation of the skin 3. The design of the elastic interlayer 2 not only significantly reduces the damage to the substrate material but also improves the durability of the system, enabling it to withstand multiple cycles of de-icing and meet the requirements of long-term reliable operation.

[0113] Correspondingly, in a third aspect, the present invention also provides an aircraft skin structure with a built-in low-energy mechanical anti-de-icing device, and the aircraft skin structure is equipped with the low-energy mechanical anti-de-icing device based on the elastic interlayer 2 provided in the first aspect above.

[0114] It should be noted that for the method embodiments, the embodiments of the present application are not limited by the described order of actions, because according to the embodiments of the present application, certain steps can be performed in other orders or simultaneously.

[0115] For the above method and aircraft embodiments, since they are basically similar to the device embodiments, the description is relatively simple, and the relevant parts can continue to refer to the partial description of the system embodiments.

[0116] It should be noted that the embodiments in this specification are all described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts among the embodiments can be referred to each other.

[0117] It should also be noted that in this text, the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention. In addition, relative terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations, nor can they be construed as indicating or implying relative importance. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device comprising a series of elements includes not only those elements but also other elements not expressly listed, or further includes elements inherent to such process, method, article, or terminal device.

Claims

1. A low-energy mechanical deicing device based on elastic interlayer, characterized in that: The device includes: A passive anti-icing portion, comprising an elastic interlayer, the elastic interlayer being used to adhere to a first side of a skin of an aircraft, the first side being characterized as an icing surface facing an external environment; and the elastic interlayer at least comprising a lubricating material capable of reducing ice adhesion strength; An active deicing unit, comprising a force applying device, the force applying device being installed in the skin and facing a second side surface of the skin away from the first side surface; Wherein, the aircraft freezes under icing conditions to form a three-layer structure of ice layer-elastic interlayer-skin, and the force-applying device applies a stress load toward the second side of the skin to actively induce the ice layer to rupture; through the deformation of the elastic interlayer, the stress load is concentrated on the ice layer, and the critical fracture displacement required to induce the rupture of the ice layer is passively reduced. At the same time, through the anti-adhesion effect of the elastic interlayer, the ruptured ice layer is caused to fall off from the elastic interlayer.

2. A low-energy mechanical anti-icing device based on elastic interlayer according to claim 1, characterized in that: The force applying device comprises: An automatic translation stage, used for connecting to the electronic control system of the aircraft; The pusher head is connected to the automatic displacement platform and faces the second side surface of the skin, so that the pusher head is driven by the automatic displacement platform to approach or move away from the second side surface of the skin.

3. A low-energy mechanical anti-icing device based on elastic interlayer according to claim 1 or 2, characterized in that: The active deicing unit further comprises at least one set of fixing devices consisting of at least two fixed pressure heads, and each set of the fixing devices is arranged on the elastic interlayer; Among them, one group of the fixing devices corresponds to one force-applying device, and the contact point of each of the force-applying devices on the second side of the skin is aligned with the center point of each group of the fixing devices relative to the first side of the skin in the installation direction, and the installation direction is defined as the normal direction of the first side.

4. A low-energy mechanical deicing device based on elastic interlayer according to claim 2, characterized in that: A displacement sensor is arranged on the automatic displacement platform, and a force sensor is arranged between the automatic displacement platform and the pusher head; wherein both the displacement sensor and the force sensor are used to be connected to the electronic control system.

5. A low-energy mechanical deicing device based on elastic interlayer according to claim 3, characterized in that: Each group of the fixing devices includes two fixed pressure heads, and the two fixed pressure heads are arranged on the elastic interlayer at intervals.

6. A low-energy mechanical deicing device based on elastic interlayer according to claim 1, characterized in that: The elastic interlayer also includes an elastic material and a curing agent; Wherein, the lubricating material includes any one of lubricating oil, ethylene glycol, propylene glycol, methanol and silicone oil; Wherein, the elastic material includes any one of polydimethylsiloxane methyl silicone, ketone silicone, methyl vinyl silicone, fluoro silicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol and polymethyl acrylate; Wherein, the curing agent includes methyltriethoxysilane or methyltripropoxysilane.

7. A low-energy mechanical deicing device based on elastic interlayer according to claim 1, 5 or 6, characterized in that: The elastic modulus of the elastic interlayer is 0.1 MPa-100 MPa; and / or, The thickness of the elastic interlayer is 0.5 mm to 2 mm; and / or, The distance between the two fixed pressure heads is 300mm-500mm.

8. A low-energy-consuming mechanical anti-icing method based on elastic interlayer, characterized in that the method include: S1, using a lubricating material capable of reducing ice adhesion strength as one of the raw materials to prepare an elastic interlayer; S2, adhering the elastic interlayer to a first side of the aircraft skin; the first side is characterized as an icing surface facing the external environment; S3, installing a force applying device in the skin and facing a second side surface of the skin away from the first side surface; S4. When the aircraft is in an icing condition, the force-applying device is used to apply a stress load to the second side of the skin, so as to induce the rupture of the ice layer in the three-layer structure of ice layer-elastic interlayer-skin formed on the aircraft through the deformation and anti-adhesion effect of the elastic interlayer.

9. A low-energy mechanical deicing method based on elastic interlayer according to claim 8, characterized in that: Step S1 includes: S11, selecting the lubricating material, elastic material and curing agent; The lubricating material is selected from any one of lubricating oil, ethylene glycol, propylene glycol, methanol and silicone oil; the elastic material is selected from any one of polydimethylsiloxane methyl silicone, ketone silicone, methyl vinyl silicone, fluoro silicone, polyethylene, polypropylene, polymethyl methacrylate, polyvinyl alcohol and polymethyl acrylate; the curing agent is selected from methyl triethoxy silane or methyl tripropoxy silane; S12, centrifugally mixing the lubricating material, the elastic material and the curing agent in a certain mass ratio, and then placing them in a mold for heat treatment to prepare the elastic interlayer with an elastic modulus of 0.1 MPa-100 MPa and a thickness of 0.5 mm-2 mm; Step S3 includes: S31, installing two force-applying devices in the wing skin respectively, with the push heads of the two force-applying devices facing the upper side and the lower side of the second side surface of the wing skin respectively; S32. Fix two fixed pressure heads with a distance of 300mm-500mm on the upper and lower sides of the first side surface of the wing skin, and align the midpoint of the line connecting the two fixed pressure heads on the same side with the position of the pusher head on the same side.

10. An aircraft skin structure with a low-energy mechanical deicing device, characterized in that: The aircraft skin structure is equipped with a low-energy mechanical deicing device based on an elastic interlayer as described in any one of claims 1 to 7.

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