Pneumatic deicing indication system and method for fixed-wing aircraft

Abstract

The invention belongs to the technical field of control circuits, and particularly relates to a pneumatic deicing indication system and method for a fixed-wing aircraft. The pneumatic deicing system performs deicing by adopting the retracting and releasing actions of the deicing sleeve, and the deicing sleeve is controlled to be inflated and deflated by controlling the on-off of the deicing electromagnetic valve. Pneumatic deicing indication information and a control instruction are accessed to a comprehensive management computer, fault discrimination is realized through logical operation, and state indication or fault alarm is carried out in a text form.

Description

Technical Field

[0001] This invention belongs to the field of control circuit technology, specifically relating to a pneumatic de-icing indication system and method for fixed-wing aircraft. Background Technology

[0002] The existing fixed-wing aircraft aerodynamic de-icing indicator system, such as Figure 1 As shown, it mainly consists of three pressure switches and three pneumatic de-icing indicator lights. The positive terminal of the pneumatic de-icing indicator light is connected to the power supply, and the negative terminal is grounded through the pressure switch. When the pneumatic de-icing system is working, the de-icing solenoid valve will trigger the pressure switch to close, and the pneumatic de-icing indicator light will illuminate, indicating that the pneumatic de-icing system is in working condition.

[0003] In actual use, the following problems were found in the system:

[0004] 1. The existing indication system relies solely on light and color information for indication, which is prone to cognitive ambiguity and increases the risk of pilot misjudgment;

[0005] The original indication system and control system were independent of each other. Without the intervention of the integrated processing system, the indication system itself could not determine the working or faulty status of the pneumatic de-icing system. It could only display "working / non-working" status information, which was not conducive to the pilot's judgment of the system status. Summary of the Invention

[0006] The purpose of this invention is to address the problems and practical needs of the existing technology by providing a fixed-wing aircraft aerodynamic de-icing indication system and method. By connecting the aerodynamic de-icing indication information and control commands to an integrated management computer, fault identification is achieved through logical operations, and status indications or fault alarms are given in text form.

[0007] The technical solution to achieve the purpose of the present invention is as follows: According to the first aspect of the present invention, a pneumatic de-icing indicator system for fixed-wing aircraft is provided. The pneumatic de-icing system uses the retraction and extension of the de-icing sleeve to perform de-icing, and controls the inflation and deflation of the de-icing sleeve by controlling the on / off state of the de-icing solenoid valve.

[0008] The indicating system includes: inner wing pressure switch 1, inner wing solenoid valve 2, outer wing pressure switch 3, outer wing solenoid valve 4, tail wing pressure switch 5, tail wing solenoid valve 6, pneumatic de-icing timer 7, integrated management computer 8, pneumatic de-icing control switch 9, and multi-function display 10.

[0009] The integrated management computer 8 and the pneumatic de-icing timer 7 are controlled by a voltage signal. The pneumatic de-icing timer 7 is electrically connected to the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6. The inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 are respectively located near the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to sense whether the solenoid valves are in normal working condition. The inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 are electrically connected to the integrated management computer 8. When pneumatic de-icing operation is required, the pneumatic de-icing control switch 9 is turned on, and the integrated management computer 8 receives the signal. After the tail wing aerodynamic de-icing system is activated, a high-level control signal is output to the aerodynamic de-icing timer 7. Upon receiving the control signal, the aerodynamic de-icing timer 7 drives the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to begin de-icing. The inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 respond to the working status of the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6, and feed the response signal back to the integrated processing computer 8. The integrated processing computer 8 generates the corresponding wing indication status information based on the received response signal and feeds the corresponding wing indication status information back to the multi-function display 10 for display.

[0010] Furthermore, the pneumatic de-icing system operates in a 1-minute cycle mode. When it receives the pneumatic de-icing working signal sent by the integrated management computer 8, the pneumatic de-icing timer 7 controls the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail solenoid valve 6 to work. The system works in the order of tail, inner wing section, and outer wing section, working for 6 seconds at each position, with each cycle lasting 1 minute.

[0011] Furthermore, the integrated processing computer 8 takes the moment when it outputs a high-level control signal to the pneumatic de-icing timer 7 as the starting point, and after a fixed fault detection cycle, performs logical judgment based on the received response signal to generate fault information, and displays the fault information through the multi-function display 10.

[0012] Preferably, the fault detection cycle is 1 minute.

[0013] Furthermore, the integrated processing computer 8 includes an information transceiver module, a logic judgment module, and a control module. The information transceiver module is used to drive the control module to output a high-level control signal to the pneumatic de-icing timer 7 after receiving the command to open the tail wing aerodynamic de-icing system, and simultaneously receive response signals from the inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5. The logic judgment module is used to generate fault information based on the received response signals after a fixed fault detection cycle, starting from the moment the high-level control signal is output to the pneumatic de-icing timer 7, and then display the fault information through the multi-function display 10.

[0014] Furthermore, in drone mode, the pneumatic de-icing control switch 9 is switched on and off via the flight control and management system.

[0015] Furthermore, in manned mode, the pneumatic de-icing control switch 9 is directly electrically connected to the integrated processing computer 8 using a physical switch.

[0016] According to a second aspect of the present invention, a method for indicating aerodynamic de-icing of a fixed-wing aircraft is provided, employing the aforementioned aerodynamic de-icing indication system for a fixed-wing aircraft, comprising the following steps:

[0017] Step 1: Turn on the pneumatic de-icing control switch 9 and send the command to open the tail wing pneumatic de-icing system to the integrated processing computer 8;

[0018] Step 2: After receiving the command to open the pneumatic de-icing system of the tail wing, the integrated management computer 8 outputs a high-level signal to the pneumatic de-icing timer 7. After receiving the control signal, the pneumatic de-icing timer 7 drives the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to start the de-icing operation.

[0019] Step 3: The inner wing pressure switch 1, outer wing pressure switch 3, and tail wing pressure switch 5 respond to the working status of the inner wing solenoid valve 2, outer wing solenoid valve 4, and tail wing solenoid valve 6.

[0020] Step 4: Feedback the response signal to the integrated processing computer 8. The integrated processing computer 8 generates the corresponding wing indication status information based on the received response signal, including "inner wing de-icing", "outer wing de-icing" and "tail wing de-icing". Feedback the corresponding wing indication status information to the multi-function display 10 for display.

[0021] Furthermore, in step 4, the process includes taking the moment when a high-level control signal is output to the pneumatic de-icing timer 7 as the starting point, and after a fixed fault detection cycle, performing logical judgment based on the received response signal to generate fault information, and displaying the fault information through the multi-function display 10.

[0022] Furthermore, the specific process of generating fault information by performing logical judgments based on the received response signals includes:

[0023] If no response signal is received from any of the inner wing pressure switch 1, outer wing pressure switch 3, or tail wing pressure switch 5 within a fixed fault detection cycle, the corresponding switch de-icing fault indication information will be fed back to the multifunction display 10, namely "inner wing de-icing fault", "outer wing de-icing fault", or "tail wing de-icing fault".

[0024] Furthermore, the specific process of generating fault information by performing logical judgments based on the received response signals includes:

[0025] Within a fixed fault detection cycle, if no response signal is received from any two or more of the following switches: inner wing pressure switch 1, outer wing pressure switch 3, and tail wing pressure switch 5, a "tail wing de-icing fault" fault indication message will be sent to the multifunction display 10.

[0026] Compared with the prior art, the significant advantages of this invention are:

[0027] Compared with the original pneumatic de-icing indication system, the pneumatic de-icing indication system of this invention has the following significant advantages: This invention changes the original pneumatic de-icing indication system, which relies on light and color information, to a method of displaying text information through devices such as multi-functional displays, such as "inner wing de-icing", "outer wing de-icing", "tail wing de-icing", "inner wing section de-icing fault", "outer wing section de-icing fault", "tail wing de-icing fault", etc. By indicating the status / alarm information of the pneumatic de-icing indication system through text information, the accuracy of status / alarm information identification of the pneumatic de-icing indication system is significantly improved.

[0028] This invention integrates pneumatic de-icing control and pneumatic de-icing indication into a comprehensive management computer, thereby achieving automated operation status and fault status identification. It can also provide feedback on operation / fault information to the flight control and management system and multi-function displays, saving pilots the time required to diagnose faults. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a pneumatic de-icing indicator system. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0032] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0033] like Figure 1 As shown, it mainly consists of an inner wing pressure switch 1, an inner wing solenoid valve 2, an outer wing pressure switch 3, an outer wing solenoid valve 4, a tail wing pressure switch 5, a tail wing solenoid valve 6, a pneumatic de-icing timer 7, an electromechanical integrated management computer 8, a flight control and management system 9, and a multi-function display 10.

[0034] The main functions of each component are:

[0035] The inner wing pressure switch 1 is mainly used to detect the working status of the inner wing solenoid valve 2. When the de-icing solenoid valve is detected to be working, the inner wing pressure switch 1 closes to ground and transmits the status information of "inner wing section de-icing working" to the integrated management computer 8.

[0036] The outer wing pressure switch 3 is mainly used to detect the working status of the outer wing solenoid valve 4. When the de-icing solenoid valve is detected to be working, the outer wing pressure switch 3 closes to ground and transmits the status information of "outer wing section de-icing working" to the integrated management computer 8.

[0037] The tail wing pressure switch 5 is mainly used to detect the working status of the tail wing solenoid valve 6. When the de-icing solenoid valve is detected to be working, the tail wing pressure switch 5 closes to ground and transmits the "tail wing de-icing working" status information to the integrated management computer 8.

[0038] The inner wing solenoid valve 2 is the main component for the tail wing de-icing operation. It is controlled by the pneumatic de-icing timer 7 and will drive the inner wing pressure switch 1 to close when it is working.

[0039] The outer wing solenoid valve 4 is the main component for the de-icing operation of the tail wing. It is controlled by the pneumatic de-icing timer 7 and will drive the outer wing pressure switch 3 to close when it is in operation.

[0040] The tail fin solenoid valve 6 is the main component for tail fin de-icing. It is controlled by the pneumatic de-icing timer 7 and will drive the tail fin pressure switch 5 to close when it is in operation.

[0041] The pneumatic de-icing timer 7 receives the command from the integrated management computer 8 to open the pneumatic de-icing system of the tail wing, and controls the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to perform a 1-minute working cycle in the order of tail wing, inner wing section, and outer wing section.

[0042] The integrated management computer 8 includes an information transceiver module, a logic judgment module, and a control module; it can send control commands to the pneumatic de-icing timer 7 to control the operation of the pneumatic de-icing system, and can receive feedback from the inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 on the working status of the de-icing solenoid valve, and judge the working / fault status of the pneumatic de-icing system based on the information, and send the information to the flight control and management system 9;

[0043] The flight control and management system 9 is mainly used to receive pilot operation commands and feed them back to the integrated management computer 8, while sending the instruction information fed back by the integrated management computer 8 to the multi-function display 10.

[0044] The multi-function display 10 is used to receive work / fault information data and can provide indications in the form of text information.

[0045] The system works as described above:

[0046] When the pilot issues the command to activate the aerodynamic de-icing system on the tail of the aircraft, the Flight Control and Management System 9 receives the command and sends it to the Integrated Management Computer 8. The Integrated Management Computer 8, upon receiving the command via its information transceiver module, uses its control module to control the aerodynamic de-icing timer 7 to activate the inner wing solenoid valve 2, outer wing solenoid valve 4, and tail solenoid valve 6 to begin de-icing operations. Once these valves are functioning correctly, they activate the inner wing pressure switch 1, outer wing pressure switch 3, and tail pressure switch 5 to close, respectively, and send status information to the Integrated Management Computer 8 indicating "Inner Wing De-icing Operation," "Outer Wing De-icing Operation," and "Tail De-icing Operation," respectively. The Integrated Management Computer 8 receives this status information via its information transceiver module and sends it back to the Flight Control and Management System 9. The Flight Control and Management System 9 then sends "Inner Wing De-icing," "Outer Wing De-icing," and "Tail De-icing" status indications to the Multifunction Display 10, which displays green status indications for "Inner Wing De-icing," "Outer Wing De-icing," and "Tail De-icing," respectively.

[0047] When the integrated management computer 8 controls the pneumatic de-icing timer 7 to perform de-icing, it simultaneously starts an internal timer. Within any consecutive minute, if the integrated electromechanical management system 8 does not receive a "wing inner section de-icing" signal from the inner wing pressure switch 1, but receives "wing outer section de-icing" and "tail de-icing" signals, the integrated electromechanical management system 8 outputs a "wing inner section de-icing fault" signal to the flight control and management system 9, and the multifunction display 10 displays an amber alarm message indicating a "wing inner section de-icing fault." Similarly, within any consecutive minute, if the integrated electromechanical management system 8 does not receive a "wing outer section de-icing" signal from the outer wing pressure switch 3, but receives "wing inner section de-icing" and "tail de-icing" signals, the integrated electromechanical management system 8 outputs a "wing outer section de-icing fault" signal to the flight control and management system 9, and the multifunction display 10 displays a "wing inner section de-icing fault" alarm message. Amber-colored alarm message "Outer section de-icing failure" is displayed. If, within any consecutive minute, the electromechanical integrated management system 8 does not receive a "Tail de-icing in progress" signal from the tail pressure switch 5, but receives "Inner wing de-icing in progress" and "Outer wing de-icing in progress" signals, the electromechanical integrated management system 8 outputs a "Tail de-icing failure" signal to the flight control and management system 9, and the multifunction display 10 displays amber-colored alarm message "Tail de-icing failure". If, within any consecutive minute, the electromechanical integrated management system does not receive any two or more of the following signals from the inner wing pressure switch 1, outer wing pressure switch 3, and tail pressure switch 5: "Inner wing de-icing in progress", "Outer wing de-icing in progress", and "Tail de-icing in progress", the electromechanical integrated management system outputs a "Tail de-icing failure" signal to the flight control and management system 9, and the multifunction display 10 displays amber-colored alarm message "Tail de-icing failure".

[0048] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0049] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A pneumatic de-icing indicator system for a fixed-wing aircraft, characterized in that, include:

1. Inner wing pressure switch; 2. Inner wing solenoid valve; 3. Outer wing pressure switch; 4. Outer wing solenoid valve; 5. Tail wing pressure switch; 6. Tail wing solenoid valve; 7. Pneumatic de-icing timer; 8. Integrated management computer; 9. Pneumatic de-icing control switch; 10. Multifunction display. The integrated management computer 8 is communicatively connected to the pneumatic de-icing control switch 9. When the pneumatic de-icing control switch 9 is turned on, it receives the command to open the tail wing pneumatic de-icing system. The integrated management computer 8 is controlled by a voltage signal to the pneumatic de-icing timer 7. The pneumatic de-icing timer 7 is electrically connected to the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6, respectively. After receiving a control signal, the pneumatic de-icing timer 7 drives the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to begin de-icing operations. The inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 are respectively located near the inner wing solenoid valve 2. One side of the outer wing solenoid valve 4 and the tail wing solenoid valve 6 is used to sense whether the solenoid valves are in normal working condition; the inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 are electrically connected to the integrated management computer 8; the inner wing pressure switch 1, the outer wing pressure switch 3, and the tail wing pressure switch 5 respond to the working status of the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6, and feed the response signal back to the integrated processing computer 8. The integrated processing computer 8 generates the corresponding wing indication status information based on the received response signal, and feeds the corresponding wing indication status information back to the multi-function display 10 for display.

2. The aerodynamic de-icing indication system for a fixed-wing aircraft according to claim 1, characterized in that, The integrated processing computer 8 takes the moment when it outputs a high-level control signal to the pneumatic de-icing timer 7 as the starting point. After a fixed fault detection cycle, it performs logical judgment based on the received response signal to generate fault information and displays the fault information through the multi-function display 10.

3. The aerodynamic de-icing indicator system for a fixed-wing aircraft according to claim 2, characterized in that, The fault detection cycle is set to 1 minute.

4. The aerodynamic de-icing indicator system for a fixed-wing aircraft according to claim 1, characterized in that, The integrated processing computer 8 includes an information transceiver module, a logic judgment module, and a control module. The information transceiver module, upon receiving a command to open the tail wing aerodynamic de-icing system, drives the control module to output a high-level control signal to the aerodynamic de-icing timer 7, and simultaneously receives response signals from the inner wing pressure switch 1, outer wing pressure switch 3, and tail wing pressure switch 5. The logic judgment module, starting from the moment the high-level control signal is output to the aerodynamic de-icing timer 7, performs logical judgment based on the received response signals after a fixed fault detection cycle to generate fault information, which is then displayed on the multi-function display 10.

5. A fixed-wing aircraft aerodynamic de-icing indication system according to claim 1, characterized in that, In drone mode, the pneumatic de-icing control switch 9 is switched on and off through the flight control and management system.

6. The aerodynamic de-icing indication system for a fixed-wing aircraft according to claim 1, characterized in that, In manned mode, the pneumatic de-icing control switch 9 is directly electrically connected to the integrated processing computer 8 using a physical switch.

7. A method for indicating aerodynamic de-icing of a fixed-wing aircraft, employing the aerodynamic de-icing indication system for a fixed-wing aircraft as described in any one of claims 1-6, characterized in that, Includes the following steps: Step 1: Turn on the pneumatic de-icing control switch 9 and send the command to open the tail wing pneumatic de-icing system to the integrated processing computer 8; Step 2: After receiving the command to open the pneumatic de-icing system of the tail wing, the integrated management computer 8 outputs a high-level signal to the pneumatic de-icing timer 7. After receiving the control signal, the pneumatic de-icing timer 7 drives the inner wing solenoid valve 2, the outer wing solenoid valve 4, and the tail wing solenoid valve 6 to start the de-icing operation. Step 3: The inner wing pressure switch 1, outer wing pressure switch 3, and tail wing pressure switch 5 respond to the working status of the inner wing solenoid valve 2, outer wing solenoid valve 4, and tail wing solenoid valve 6. Step 4: Feedback the response signal to the integrated processing computer 8. The integrated processing computer 8 generates the corresponding wing indication status information based on the received response signal, including "inner wing de-icing", "outer wing de-icing" and "tail de-icing". Feedback the corresponding wing indication status information to the multi-function display 10 for display.

8. A method for indicating aerodynamic de-icing of a fixed-wing aircraft according to claim 7, characterized in that, Step 4 further includes taking the moment when a high-level control signal is output to the pneumatic de-icing timer 7 as the starting point, and after a fixed fault detection cycle, performing logical judgment based on the received response signal to generate fault information, and displaying the fault information through the multi-function display 10.

9. A method for indicating aerodynamic de-icing of a fixed-wing aircraft according to claim 7, characterized in that, In step 4, the specific process of generating fault information by performing logical judgment based on the received response signal includes: If no response signal is received from any of the inner wing pressure switch 1, outer wing pressure switch 3, or tail wing pressure switch 5 within a fixed fault detection cycle, the corresponding switch de-icing fault indication information will be fed back to the multifunction display 10, namely "inner wing de-icing fault", "outer wing de-icing fault", or "tail wing de-icing fault".

10. A method for indicating aerodynamic de-icing of a fixed-wing aircraft according to claim 7, characterized in that, In step 4, the specific process of generating fault information by performing logical judgment based on the received response signal includes: Within a fixed fault detection cycle, if no response signal is received from any two or more of the following switches: inner wing pressure switch 1, outer wing pressure switch 3, and tail wing pressure switch 5, a "tail wing de-icing fault" fault indication message will be sent to the multifunction display 10.

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