Laser processing microstructure electric heating anti-icing and deicing skin and using method thereof

Abstract

The invention discloses a laser processing microstructure electric heating anti-icing and de-icing skin and a using method thereof.The laser processing microstructure electric heating anti-icing and de-icing skin comprises a skin body arranged on the surface of an airplane, the skin body comprises an electric heating microstructure anti-icing and de-icing skin body, a microstructure anti-icing and de-icing skin body and a common skin body, and the input end of the electric heating microstructure anti-icing and de-icing skin body is connected with an airborne power source through a wire; the electric heating micro-structure anti-icing and deicing skin is arranged on the windward side, with the maximum airflow collection coefficient, of the outer surface of the aircraft, the micro-structure anti-icing and deicing skin is arranged on the upstream and downstream of the windward side of the outer surface of the aircraft, and the common skin is arranged on other parts, except the electric heating micro-structure anti-icing and deicing skin and the micro-structure anti-icing and deicing skin, of the outer surface of the aircraft. According to the laser processing microstructure electric heating anti-icing and deicing skin and the using method thereof, through matched arrangement of the electric heating microstructure anti-icing and deicing skin and the microstructure anti-icing and deicing skin, the purposes of being good in anti-icing and deicing effect, low in energy consumption, light in weight and good in maintenance performance can be achieved.

Description

Technical Field

[0001] This invention relates to the field of de-icing skin technology, specifically to a laser-processed microstructure electrothermal de-icing skin and its application method. Background Technology

[0002] When an aircraft flies in icing weather conditions, supercooled water droplets in the clouds can impact the windward surfaces of aircraft components and rapidly freeze. Icing of critical aircraft components can severely affect the aircraft's handling, stability, and safety, posing a significant threat to flight safety. For example, icing on the leading edges of wings and tails can disrupt aerodynamic shape, reducing lift and increasing drag, severely impacting aerodynamic performance and handling characteristics. Icing on engine lips can reduce engine efficiency and thrust, and in severe cases, even damage engine blades, leading to engine shutdown. Icing on windshields reduces visibility, creating safety hazards during flight. Icing on instrument sensors (such as speed sensors) can cause equipment malfunction or data distortion, misleading pilot operations and potentially leading to flight accidents. Because icing on aircraft surfaces occurs very rapidly under high-altitude icing conditions, it can cause catastrophic consequences in a very short time. Therefore, anti-icing and de-icing measures must be implemented on vulnerable parts of the aircraft, and the anti-icing and de-icing system must be fast, safe, reliable, and efficient to ensure flight safety.

[0003] Regarding de-icing methods, the main aircraft de-icing methods currently include thermal de-icing, mechanical de-icing, and superhydrophobic surface de-icing. Thermal de-icing methods can be divided into electrothermal de-icing and hot gas de-icing methods according to the heat source. Among them, electrothermal de-icing methods have a simple structure and high heating efficiency, but relying solely on heat to melt the ice layer has problems such as slow de-icing and easy overheating and damage to the aircraft skin. Hot gas de-icing systems mainly use hot gas drawn from the aero-engine for de-icing. Its principle is simple and its operation is reliable, but drawing air from the engine or auxiliary engine can damage engine performance, and the response time of this method is also... Mechanical de-icing methods, primarily represented by pneumatic belt de-icing, involve inflating airbags in the de-icing area to de-ic the ice layer. While this method is fast, it is ineffective when the ice layer is thick and carries the risk of the de-iced ice fragments damaging aircraft components. Superhydrophobic materials can reduce the adhesion between the ice layer and the surface and delay the icing of droplets, but in the icing environment during flight, a purely superhydrophobic surface will quickly fail, resulting in low reliability of de-icing. Furthermore, superhydrophobic coatings also have issues with bonding and peeling. In terms of the objects targeted for de-icing, the aforementioned de-icing methods are applied to both civil airliners and large transport aircraft.

[0004] However, existing technologies have the following problems: For drones, due to extremely limited onboard energy, space, and weight, there are currently no drones with built-in wing de-icing systems. Due to the limitation of onboard energy, for artificial rainmaking drones with strong de-icing requirements, it is necessary to sacrifice the mission payload hardpoints to carry out additional de-icing pods to achieve the relevant functions, which seriously affects their ability to perform missions. Therefore, it is urgent to develop new aircraft de-icing methods that are fast, safe, reliable, and efficient to ensure flight safety under icing weather conditions. Summary of the Invention

[0005] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a laser-processed microstructure electrothermal anti-icing and de-icing skin and its application method, which has the advantages of being lightweight, integrated, having fast anti-icing and de-icing response, good effect, good durability and low energy consumption. It solves the problem that traditional UAVs cannot integrate their own anti-icing and de-icing systems due to limited onboard energy, space and weight.

[0006] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: a laser-processed microstructure electrothermal anti-icing and de-icing skin, comprising a skin disposed on the surface of an aircraft, the skin comprising an electrothermal microstructure anti-icing and de-icing skin, a microstructure anti-icing and de-icing skin, and a regular skin, wherein the input end of the electrothermal microstructure anti-icing and de-icing skin is connected to an onboard power supply via a wire, the electrothermal microstructure anti-icing and de-icing skin is disposed on the windward side of the aircraft's outer surface where the airflow collection coefficient is greatest, the microstructure anti-icing and de-icing skin is disposed upstream and downstream of the windward side of the aircraft's outer surface, and the regular skin is disposed on other parts of the aircraft's outer surface other than the electrothermal microstructure anti-icing and de-icing skin and the microstructure anti-icing and de-icing skin.

[0007] Preferably, the electrothermal microstructure anti-icing skin includes a resistance alloy plate, the outer surface of which is provided with multiple microstructures, the multiple microstructures being evenly distributed in an array on the outer surface of the resistance alloy plate, and both ends of the resistance alloy plate are provided with terminals, both of which are connected to the airborne power supply through high-power wires, the terminals being made of silver-plated copper plate or silver alloy.

[0008] Preferably, the resistive alloy plate is made of nickel-chromium or chromium-aluminum alloy, the length of the resistive alloy plate is 1m-10m, the thickness is 0.5mm-10mm, the size of a single microstructure is 10μm-100μm, and multiple microstructures are made on the surface of the resistive alloy plate by nanosecond or femtosecond laser processing. The static contact angle formed between the surface of the microstructure and water is greater than 150°, and the roll-off angle is less than 10°.

[0009] Preferably, the resistance alloy plate heats up based on the Joule effect.

[0010] Preferably, the microstructure anti-icing skin comprises a common alloy plate, the outer surface of which is provided with a plurality of anti-icing microstructures, the plurality of anti-icing microstructures being uniformly arrayed on the outer surface of the common alloy plate, and the material of the common alloy plate being titanium alloy or aluminum alloy.

[0011] Preferably, the length and thickness of the ordinary alloy plate are the same as those of the resistance alloy plate, and the dimensions, processing method, static contact angle, and roll-off angle of the anti-icing microstructure are the same as those of the microstructure.

[0012] Preferably, the electrothermal microstructure anti-icing skin and the microstructure anti-icing skin are connected to the ordinary skin by a composite method of adhesive bonding and riveting. The overlap width between the electrothermal microstructure anti-icing skin and the ordinary skin is 15mm-25mm, and the surface roughness at the joint is Ra≤1.6μm.

[0013] Preferably, the output voltage of the airborne power supply is 10V-100V.

[0014] This invention also provides a method for using a laser-processed microstructure electrothermal anti-icing skin, which, based on the above-described laser-processed microstructure electrothermal anti-icing skin, includes the following steps: S1: When the aircraft enters an icing weather environment, the onboard power supply is activated. The current flows through the high-power wires and the resistance alloy plate of the electrothermal microstructure anti-icing skin to form a circuit. The resistance alloy plate heats up according to the Joule effect. Combined with the superhydrophobic effect of the microstructure on the outer surface of the resistance alloy plate, it prevents supercooled water droplets from icing on the windward side of the aircraft's outer surface. The microstructure anti-icing skin guides the water droplets to flow quickly through the superhydrophobic effect of its own anti-icing microstructure to prevent the formation of overflow ice. S2: When the onboard power is not turned on in time and ice has formed on the aircraft surface, after the onboard power is turned on, the resistance alloy plate of the electrothermal microstructure de-icing skin heats up and melts the bottom of the ice layer. The microstructure reduces the adhesion of the ice layer, and the ice layer detaches from the surface under the action of the incoming airflow. The heat generated by the resistance alloy plate and the water formed by the melting ice move downstream with the incoming flow, assisting the microstructure de-icing skin in melting a small amount of ice on the surface and guiding the melt water to flow away quickly. The slight ice on the surface of the ordinary skin is naturally removed under the action of the airflow and the remaining heat upstream, achieving complete de-icing.

[0015] (III) Beneficial Effects Compared with existing technologies, this invention provides a laser-processed microstructure electrothermal anti-icing and de-icing skin and its application method, which has the following beneficial effects: 1. The laser-processed microstructure electrothermal anti-icing skin and its application method, through the integrated design of the electrothermal microstructure anti-icing skin and the microstructure anti-icing skin, can achieve good anti-icing effect and low energy consumption. Compared with aircraft anti-icing methods that simply use electric heating or superhydrophobic surfaces, this invention achieves faster anti-icing speed and higher efficiency through the organic coupling of electric heating and superhydrophobic surfaces, and can achieve more reliable anti-icing effect with lower energy consumption, providing a practical technical approach for UAV anti-icing under limited energy consumption.

[0016] 2. This laser-processed microstructure electrothermal de-icing skin and its application method integrate the electrothermal function and the microstructure hydrophobic function into a single skin unit. Compared with the simple combination of traditional electric heating and superhydrophobic surface, the electrothermal microstructure de-icing skin does not require additional independent heating layers, hydrophobic coatings, and interlayer connection structures. Therefore, it avoids problems such as coating peeling, interlayer separation, and functional failure caused by uneven thermal expansion during repeated use and long-term operation of multi-layer structures. It also avoids complex processes such as interlayer adhesive and the additional thickness and weight they bring. At the same time, the electrothermal microstructure de-icing skin itself is the heating element, and there is no problem of overheating and burning of the wing skin due to traditional electric heating and superhydrophobic surface multi-layer structures.

[0017] 3. The laser-processed microstructure electrothermal anti-icing skin and its application method: The electrothermal microstructure anti-icing skin and the microstructure anti-icing skin are themselves a single piece of metal plate, containing no organic materials. They are not prone to aging or deterioration during storage, have a longer storage time, and only require direct replacement during maintenance. There is no need to process the anti-icing system layer by layer, resulting in faster maintenance speed and better maintainability. In emergency situations, it can ensure the rapid deployment of aircraft. Attached Figure Description

[0018] Figure 1 This invention presents a schematic diagram of a laser-processed microstructure electrothermal anti-icing skin and its application method; Figure 2 This invention presents a side view of a laser-processed microstructure electrothermal anti-icing skin and its application method. Figure 3 This invention presents a schematic diagram of a resistance alloy plate structure for laser-processed microstructure electrothermal anti-icing skin and its application method; Figure 4 This invention presents a schematic diagram of a common alloy plate structure for a laser-processed microstructure electrothermal anti-icing skin and its application method.

[0019] In the diagram: 1. Skin; 100. Electrothermal microstructure anti-icing skin; 110. Microstructure; 120. Resistance alloy plate; 130. Terminal block; 200. Microstructure anti-icing skin; 210. Anti-icing microstructure; 220. Ordinary alloy plate; 300. Ordinary skin; 400. Airborne power supply. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Please see Figure 1 , Figure 2 and Figure 3 This invention provides a technical solution: a laser-processed microstructure electrothermal anti-icing skin and its application method, comprising a skin 1 disposed on the surface of an aircraft, the skin 1 comprising an electrothermal microstructure anti-icing skin 100, a microstructure anti-icing skin 200, and a regular skin 300, the input end of the electrothermal microstructure anti-icing skin 100 being connected to an onboard power supply 400 via a wire, the electrothermal microstructure anti-icing skin 100 being disposed on the windward side of the aircraft's outer surface with the largest airflow collection coefficient, the microstructure anti-icing skin 200 being disposed upstream and downstream of the windward side of the aircraft's outer surface, and the regular skin 300 being disposed on other parts of the aircraft's outer surface other than the electrothermal microstructure anti-icing skin 100 and the microstructure anti-icing skin 200; In practical use, the electrothermal microstructure anti-icing skin 100, microstructure anti-icing skin 200, and ordinary skin 300 can be installed on other parts such as the fuselage, tail, wings, and pods. When facing normal icing weather conditions, the combination of electrothermal microstructure anti-icing skin 100, microstructure anti-icing skin 200, and ordinary skin 300 is used to ensure the best anti-icing energy efficiency. When facing severe icing weather conditions, the electrothermal microstructure anti-icing skin 100 is still used on the windward side of the aircraft surface, while microstructure anti-icing skin 200 is used in all other areas to ensure that no part of the aircraft is icy. When facing extreme icing weather conditions and when the airborne anti-icing energy is sufficient, the electrothermal microstructure anti-icing skin 100 can also be used on the entire outer surface to ensure flight safety. Taking the wing as an example, in the area of ​​the leading edge windward surface most prone to icing, an electrothermal microstructure anti-icing skin 100 is used. In the area behind the leading edge windward surface, where overflow ice is prone to form, a microstructure anti-icing skin 200 is used. In the area further back where the risk of icing is lower, a regular skin 300 without microstructure and heating functions is used. When the aircraft flies under icing weather conditions, the onboard power supply 400 is turned on, and the electrothermal microstructure anti-icing skin 100 at the leading edge of the wing is heated. Combined with the superhydrophobic effect of the surface microstructure 110, this prevents supercooled water droplets from forming. Icing occurs in the area where the airflow is strongest at the leading edge. In the area behind the leading edge windward surface, where overflow ice is prone to form, the superhydrophobic effect of the microstructure anti-icing skin 200 surface makes it difficult for water droplets to stay and condense in this area. Instead, water droplets flow quickly through this area, preventing overflow ice formation behind the leading edge windward surface. In the area further behind the wing, where the risk of icing is lower, ordinary skin 300 can prevent severe icing under normal icing weather conditions. By utilizing the reasonable gradient distribution of the above-mentioned different skin types, effective anti-icing function is achieved with minimal structural and energy consumption costs. If the anti-icing system is not activated in time and a certain layer of ice has formed on the aircraft surface, de-icing is required. At this time, the leading edge of the wing is the area with the most severe icing. After the onboard power supply 400 is turned on to start de-icing, the electrothermal microstructure anti-icing skin 100 will use its heating and superhydrophobic surface to melt the bottom of the ice layer and be quickly blown away by the incoming flow, thus quickly de-icing. Subsequently, the heat generated by the electrothermal microstructure anti-icing skin 100 and the water formed by the melting ice will move downstream with the incoming flow. The microstructure anti-icing skin 200 behind it has a superhydrophobic surface. On the one hand, the small amount of ice on its surface will melt and loosen under the action of the upstream heat and be blown away by the incoming flow. On the other hand, the water formed by the melting ice upstream will also flow away quickly due to the superhydrophobic surface, thus removing all the ice layer. By using the reasonable gradient distribution of the above different skin types, effective de-icing function can be achieved in the case of icing with minimal structural and energy consumption costs. Please see Figure 1 and Figure 3The electrothermal microstructure anti-icing skin 100 includes a resistance alloy plate 120. Multiple microstructures 110 are evenly distributed in an array on the outer surface of the resistance alloy plate 120. Both ends of the resistance alloy plate 120 have terminals 130, which are connected to the onboard power supply 400 via high-power wires. The terminals 130 are made of silver-plated copper or silver alloy, while the resistance alloy plate 120 is made of nickel-chromium or chromium-aluminum alloy. The length of the resistive alloy plate 120 is 1m-10m, and the thickness is 0.5mm-10mm. The size of a single microstructure 110 is 10μm-100μm. Multiple microstructures 110 are fabricated on the surface of the resistive alloy plate 120 by nanosecond or femtosecond laser processing. The static contact angle between the surface of the microstructure 110 and water is greater than 150°, while the roll-off angle is less than 10°. The resistive alloy plate 120 heats up based on the Joule effect, and the output voltage of the airborne power supply 400 is 10V-100V. When installing the electrothermal microstructure de-icing skin 100 on the aircraft surface, the microstructure 110 must be positioned facing outwards. In icing weather conditions, the microstructure 110 acts as a superhydrophobic structure, preventing supercooled water droplets in the airflow from remaining on the aircraft surface. Simultaneously, the onboard power supply 400, connected to the terminal block 130 via a high-power wire, transmits its electrical energy to the interior of the resistance alloy plate 120, forming a circuit. Heating occurs based on the Joule effect, melting the bottom of the ice layer on the surface of the resistance alloy plate 120, reducing the adhesion of the ice layer, and causing it to detach from the aircraft surface, achieving complete de-icing. During actual processing, the microstructure 110... Besides laser processing, chemical etching combined with a mask can also be used for processing, or a combination of multiple processing methods can be used. As long as the surface microstructure 110 has sufficient hydrophobic and anti-icing properties, surface fluorination can be used after processing to further improve the hydrophobic properties of the microstructure. The specific implementation technology of the airborne power supply 400 is a common technology in the field of electrical and electronic engineering, and will not be elaborated here. The material of the resistance alloy plate 120 can also be other resistive materials suitable for processing superhydrophobic surface microstructures. The resistance value R of the resistance alloy plate 120 is calculated based on the anti-icing voltage U and the total power supply P, and the following calculation method can be used as a reference:

[0022] Furthermore, the resistance alloy plate 120 has a length of 1m-10m, which can adapt to the size requirements of different aircraft components. This length can cover the anti-icing area of ​​mainstream aircraft components, ensuring that the electrothermal microstructure anti-icing skin 100 can completely cover the windward surface with the largest airflow collection coefficient, such as the entire length of the wing leading edge, avoiding local icing due to insufficient size. In actual use, a thickness range of 0.5mm-10mm can find the optimal balance between meeting the heating power and withstanding aerodynamic loads. If the thickness of the resistance alloy plate 120 is less than 0.5mm, the structural strength of the resistance alloy plate 120 is insufficient and cannot withstand the aerodynamic loads and vibrations during flight, making it prone to deformation or breakage. At the same time, if the resistance value is too high, under the same material, the smaller the thickness, the higher the resistance, which may lead to excessive heating power, exceeding the load capacity of the airborne power supply 400, or local overheating and burning of the skin 1. Meanwhile, when the thickness is greater than 10mm, the resistance value is too low, requiring a larger current to achieve the required anti-icing. Heat will increase the onboard power consumption by 400, and the increased thickness will increase the overall weight of the aircraft, which violates the lightweight requirements of drones and other aircraft. The size of a single microstructure 110 is 10μm-100μm, which can ensure the effective realization of superhydrophobicity. The size of 10μm-100μm is the optimal structural scale to simulate the superhydrophobic surface in nature. In addition, the static contact angle between the surface of microstructure 110 and water is greater than 150°, while the roll-off angle is less than 10°. If the size of microstructure 110 is too small, such as less than 10μm, the laser processing is too difficult, making it difficult to mass-produce uniform arrays. Moreover, microstructure 110 is easily blocked by dust and water droplets in the air, causing the superhydrophobic function to fail quickly. When the size of microstructure 110 is greater than 100μm, the structural spacing is too large, the air pad is easy to break, and it cannot stably block water droplets. Water droplets can easily penetrate to the bottom of microstructure 110, and the superhydrophobic effect is greatly reduced, making it impossible to prevent supercooled water droplets from condensing or reduce the adhesion of ice layers. Please see Figure 1 and Figure 4 The microstructure anti-icing skin 200 includes a common alloy plate 220. Multiple anti-icing microstructures 210 are provided on the outer surface of the common alloy plate 220. The multiple anti-icing microstructures 210 are evenly distributed in an array on the outer surface of the common alloy plate 220. The material of the common alloy plate 220 is titanium alloy or aluminum alloy. The length and thickness of the common alloy plate 220 are the same as those of the resistance alloy plate 120. The size, processing method, static contact angle and roll angle of the anti-icing microstructures 210 are the same as those of the microstructures 110. The dimensions and thickness parameters of the ordinary alloy plate 220 are consistent with those of the resistance alloy plate 120. Their core common function is to provide a structural support base for the microstructure 110 and the anti-icing microstructure 210. This also ensures that the microstructure anti-icing skin 200 and the electrothermal microstructure anti-icing skin 100 can achieve physical dimensional compatibility and aerodynamic smooth transition when spliced ​​on the aircraft surface, avoiding airflow disturbances or structural protrusions at the joints due to dimensional differences. The microstructure anti-icing skin 200 does not have a heating function, therefore the influence of resistance value does not need to be considered. The anti-icing microstructure 210 has the same function and processing method as the aforementioned microstructure 110, and will not be described again here. Regarding anti-icing... Microstructures 210 and 110, in practical applications, need to be fabricated into superhydrophobic structures using nanosecond or femtosecond laser processing. The superhydrophobic structure can be fabricated into a raised rectangular columnar structure, as long as it meets the effective superhydrophobic function standard of a static contact angle greater than 150° and a roll-off angle less than 10°. In addition, it can also be fabricated into various other superhydrophobic structures, such as microstructures that mimic cold-resistant bamboo leaves, microstructures that mimic lotus leaves, or artificially constructed micro-nano grids, porous arrays, etc. However, due to the inherent differences in the substrate materials, the external laser process parameters need to be adjusted specifically during actual processing to avoid problems such as uneven microstructure morphology and hydrophobicity failure caused by differences in substrate materials. Please see Figure 1 The electrothermal microstructure anti-icing skin 100, microstructure anti-icing skin 200 and ordinary skin 300 are connected by a composite method of adhesive bonding and riveting. The overlap width between the electrothermal microstructure anti-icing skin 100, microstructure anti-icing skin 200 and ordinary skin 300 is 15mm-25mm, and the surface roughness at the joint is Ra≤1.6μm. The composite method of connecting the electrothermal microstructure anti-icing skin 100, microstructure anti-icing skin 200, and ordinary skin 300 through adhesive bonding and rivets allows the different skins to fit tightly together, filling gaps, preventing moisture and impurities from entering, and enhancing the structure's sealing performance. The rivets provide reliable mechanical connection strength, ensuring that the different skins will not separate due to vibration, airflow, or other factors during aircraft flight. The overlap width is 15mm-25mm, which effectively ensures a balance between connection strength, sealing performance, lightweight design, and aerodynamic performance. The surface roughness at the joint is Ra≤1.6μm, which ensures the smoothness of the connection between different skins, avoids airflow disturbance, and does not affect the aircraft's aerodynamic performance.

[0023] This invention also provides a method for using a laser-processed microstructure electrothermal anti-icing skin, which, based on the above-mentioned method, includes the following steps: S1: When the aircraft enters an icing weather environment, the onboard power supply 400 is activated. The current flows through the high-power wires and through the resistance alloy plate 120 of the electrothermal microstructure anti-icing skin 100 to form a circuit. The resistance alloy plate 120 heats up according to the Joule effect. Combined with the superhydrophobic effect of the microstructure 110 on the outer surface of the resistance alloy plate 120, it prevents supercooled water droplets from icing on the windward side of the aircraft's outer surface. The microstructure anti-icing skin 200 guides the water droplets to flow quickly through its own anti-icing microstructure 210 to prevent the formation of overflow ice. S2: If the onboard power supply 400 is not turned on in time and ice has formed on the aircraft surface, after the onboard power supply 400 is turned on, the resistance alloy plate 120 of the electrothermal microstructure de-icing skin 100 heats up and melts the bottom of the ice layer. The microstructure 110 reduces the adhesion of the ice layer, and the ice layer detaches from the surface under the action of the incoming airflow. The heat generated by the resistance alloy plate 120 and the water formed by the melting ice move downstream with the incoming flow, assisting the microstructure de-icing skin 200 in melting a small amount of ice on the surface and guiding the melt water to flow away quickly. The slight ice on the surface of the ordinary skin 300 is naturally removed under the action of the airflow and the remaining heat upstream, thus achieving complete de-icing.

[0024] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0025] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A laser-processed microstructure electrothermal anti-icing skin, comprising a skin (1) disposed on the surface of an aircraft, characterized in that: The skin (1) includes an electrothermal microstructure anti-icing skin (100), a microstructure anti-icing skin (200), and a regular skin (300). The input end of the electrothermal microstructure anti-icing skin (100) is connected to an onboard power supply (400) via a wire. The electrothermal microstructure anti-icing skin (100) is located on the windward side of the aircraft's outer surface where the airflow collection coefficient is the largest. The microstructure anti-icing skin (200) is located upstream and downstream of the windward side of the aircraft's outer surface. The regular skin (300) is located on other parts of the aircraft's outer surface except for the electrothermal microstructure anti-icing skin (100) and the microstructure anti-icing skin (200).

2. The laser-processed microstructure electrothermal anti-icing skin according to claim 1, characterized in that: The electrothermal microstructure anti-icing skin (100) includes a resistance alloy plate (120). The outer surface of the resistance alloy plate (120) is provided with a plurality of microstructures (110). The plurality of microstructures (110) are evenly distributed in an array on the outer surface of the resistance alloy plate (120). Both ends of the resistance alloy plate (120) are provided with terminals (130). Both terminals (130) are connected to the airborne power supply (400) through high-power wires. The terminal (130) is made of silver-plated copper plate or silver alloy.

3. The laser-processed microstructure electrothermal anti-icing skin according to claim 2, characterized in that: The resistive alloy plate (120) is made of nickel-chromium or chromium-aluminum alloy. The length of the resistive alloy plate (120) is 1m-10m and the thickness is 0.5mm-10mm. The size of a single microstructure (110) is 10μm-100μm. Multiple microstructures (110) are made on the surface of the resistive alloy plate (120) by nanosecond or femtosecond laser processing. The static contact angle between the surface of the microstructure (110) and water is greater than 150° and the roll-off angle is less than 10°.

4. The laser-processed microstructure electrothermal anti-icing skin according to claim 2, characterized in that: The resistance alloy plate (120) generates heat based on the Joule effect.

5. The laser-processed microstructure electrothermal anti-icing skin according to claim 1, characterized in that: The microstructure anti-icing skin (200) includes a common alloy plate (220), and the outer surface of the common alloy plate (220) is provided with a plurality of anti-icing microstructures (210). The plurality of anti-icing microstructures (210) are evenly arrayed on the outer surface of the common alloy plate (220), and the material of the common alloy plate (220) is titanium alloy or aluminum alloy.

6. A laser-processed microstructure electrothermal anti-icing skin according to claim 3 or 5, characterized in that: The length and thickness of the ordinary alloy plate (220) are the same as those of the resistance alloy plate (120), and the dimensions, processing method, static contact angle and rolling angle of the anti-icing microstructure (210) are the same as those of the microstructure (110).

7. The laser-processed microstructure electrothermal anti-icing skin according to claim 1, characterized in that: The electrothermal microstructure anti-icing skin (100), the microstructure anti-icing skin (200), and the ordinary skin (300) are connected by a composite method of adhesive bonding and riveting. The overlap width between the electrothermal microstructure anti-icing skin (100), the microstructure anti-icing skin (200), and the ordinary skin (300) is 15mm-25mm, and the surface roughness at the joint is Ra≤1.6μm.

8. The laser-processed microstructure electrothermal anti-icing skin according to claim 1, characterized in that: The airborne power supply (400) outputs a voltage of 10V-100V.

9. A method for using a laser-processed microstructure electrothermal anti-icing skin according to any one of claims 1-8, characterized in that, Includes the following steps: S1: When the aircraft enters an icing weather environment, the onboard power supply (400) is activated. The current flows through the high-power wires through the resistance alloy plate (120) of the electrothermal microstructure de-icing skin (100) to form a circuit. The resistance alloy plate (120) heats up according to the Joule effect. Combined with the superhydrophobic effect of the microstructure (110) on the outer surface of the resistance alloy plate (120), it prevents supercooled water droplets from freezing on the windward side of the aircraft's outer surface. The microstructure de-icing skin (200) guides the water droplets to flow quickly through its own anti-icing microstructure (210) to prevent the formation of overflow ice. S2: When the onboard power supply (400) is not turned on in time and ice has formed on the surface of the aircraft, after the onboard power supply (400) is turned on, the resistance alloy plate (120) of the electrothermal microstructure de-icing skin (100) heats up and melts the bottom of the ice layer. The microstructure (110) reduces the adhesion of the ice layer. The ice layer is removed from the surface under the action of the incoming airflow. The heat generated by the resistance alloy plate (120) and the water formed by the melting ice move downstream with the incoming flow, assisting the microstructure de-icing skin (200) to melt a small amount of ice on the surface and guide the melt water to flow away quickly. The slight ice on the surface of the ordinary skin (300) is naturally removed under the action of the airflow and the remaining heat upstream, thus achieving complete de-icing.

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