Aviation thermal management deicing system, aircraft and design method

Abstract

The invention relates to an aviation thermal management deicing system, an aircraft and a design method. The system comprises a liquid storage tank, a heat exchange evaporator, a wing deicing air bag, a throttling valve and a controller. The liquid storage tank is used for storing a liquid phase change medium; the heat exchange evaporator absorbs environmental control waste gas of an airplane or waste heat in airborne electronic equipment, and the waste heat heats a liquid phase change medium from the liquid storage tank to obtain a gaseous phase change medium; the wing deicing air bag is expanded and deformed after receiving the gaseous phase change medium conveyed by the heat exchange evaporator to deice the aircraft wing; the gaseous phase change medium is changed into a liquid phase change medium by flowing through the throttle valve after the wing deicing air bag is expanded, and the liquid phase change medium flows back to the liquid storage tank to be stored; and the controller controls the on-off of the system. Waste heat in an aircraft environment control system and airborne electronic equipment can be utilized, and the power consumption of an anti-icing and de-icing system is effectively reduced. Compared with an existing aviation deicing scheme, the weight and power consumption of the deicing system can be effectively reduced.

Description

Technical Field

[0001] This invention belongs to the field of aircraft anti-icing technology, specifically relating to an aviation thermal management de-icing system, an aircraft, and a design method. Background Technology

[0002] Icing poses a significant threat to aircraft flight safety. Wing icing can cause a loss of lift, so aircraft employ anti-icing and de-icing measures to mitigate safety issues caused by icing in specific areas. Existing technology one (CN20161032966.7) discloses an automatic airbag de-icing system, but this system requires an external high-pressure air source, making it unsuitable for aircraft lacking such a source, and it does not consider the impact of altitude changes. Existing technology two (CN20171107555.1) discloses a composite anti-icing fluid-airbag anti-icing and de-icing system, but this system also requires an external high-pressure air source, making it unsuitable for aircraft lacking such a source, and it does not consider the impact of altitude changes. Existing technology three (CN20221124887.4) discloses a de-icing device and method, but this system also requires an external high-pressure air source, making it unsuitable for aircraft lacking such a source, and it still does not consider the impact of altitude changes. Summary of the Invention

[0003] In order to overcome the above-mentioned problems in the prior art, the present invention provides an aviation thermal management de-icing system, an aircraft, and a design method to solve the above-mentioned problems in the prior art.

[0004] The system includes: a liquid storage tank, a heat exchange evaporator, a wing de-icing airbag, a throttle valve, and a controller. The liquid storage tank is connected to the heat exchange evaporator and the throttle valve; the throttle valve is connected to the wing de-icing airbag and the liquid storage tank; and the controller is connected to the heat exchange evaporator and the wing de-icing airbag. The storage tank is used to store liquid phase change media; The heat exchange evaporator is used to absorb waste heat from aircraft environmental control exhaust gas or airborne electronic equipment, and uses the waste heat to heat the liquid phase change medium from the storage tank to obtain a gaseous phase change medium. The wing de-icing airbag expands and deforms after receiving the gaseous phase change medium delivered by the heat exchange evaporator, and de-ices the aircraft wing. After the gaseous phase change medium expands in the wing de-icing airbag, it flows through the throttle valve and becomes a liquid phase change medium, which then flows back to the storage tank for storage. The controller controls the on / off state of the heat exchange evaporator and the wing de-icing airbag.

[0005] In addition to the aspects and any possible implementations described above, a further implementation is provided in which a first solenoid valve is provided between the heat exchange evaporator and the wing de-icing airbag, the solenoid valve being simultaneously connected to the controller.

[0006] In addition to the aspects and any possible implementations described above, a further implementation is provided in which a second solenoid valve and a pump are provided between the liquid storage tank and the heat exchange evaporator, both of which are connected to the controller.

[0007] In addition to the aspects described above and any possible implementations, a further implementation is provided in which a pressure relief valve is provided between the heat exchange evaporator and the liquid storage tank.

[0008] The present invention provides an aircraft equipped with the aforementioned aviation thermal management de-icing system, wherein the wing de-icing airbag in the system is located at the leading edge of the aircraft wing; the liquid storage tank, pump, solenoid valve, heat exchange evaporator, pressure relief valve, and controller in the system are all located in the aircraft's belly equipment compartment.

[0009] In addition to the aspects described above and any possible implementations, a further implementation is provided in which the aircraft also includes an airborne network connected to the controller of the system, the airborne network sending electrical signals to the controller.

[0010] This invention provides a design method for an aviation thermal management de-icing system. The method is used to design the system and includes: Step 1. Preliminary design of the wing de-icing airbag and heat exchange evaporator based on the aircraft's cruising altitude; Step 2. Final design of the wing de-icing airbag and heat exchange evaporator at various altitudes according to the aircraft's flight envelope.

[0011] In addition to the aspects and any possible implementations described above, a further implementation is provided, wherein the preliminary design of the wing de-icing airbag and heat exchange evaporator based on the aircraft's cruising altitude specifically includes: 1.1 Designing the wing de-icing airbag at cruising altitude, specifically including: 1.1.1 Based on the aircraft wing structure, the size and structure of the wing de-icing airbag were initially determined; 1.1.2. Based on experience, the operating frequency of the wing de-icing airbags was initially determined; 1.1.3. Establish a three-dimensional digital model and simulation of the wing de-icing airbag; 1.2 Design of the evaporative heat exchanger at cruising altitude, specifically including: 1.2.1 Determine the inlet and outlet boundary conditions of the heat exchange evaporator based on the atmospheric environment at cruising altitude and the state of the gaseous phase change medium required for the operation of the wing de-icing airbags; 1.2.2 Determine the type and structure of the heat exchange evaporator; 1.2.3 Modeling and simulation of the heat exchanger evaporator to determine the three-dimensional numerical model and efficiency of the heat exchanger evaporator.

[0012] In addition to the aspects and any possible implementations described above, a further implementation is provided, wherein step 2 includes: 2.1 designing wing de-icing airbags at various altitudes within the aircraft's flight envelope, specifically including: 2.1.1 A simulation model is established based on the three-dimensional digital model of the wing de-icing airbag determined in step 1.1.3; 2.1.2 Simulation was performed to obtain the operating frequency of the wing de-icing airbag at each altitude, and the flow rate and operating pressure of the gaseous phase change medium at each altitude in the flight envelope were determined. 2.2 Design of heat exchange evaporators at various altitudes within the flight envelope, specifically including: 2.2.1 Establishing a simulation model based on the three-dimensional digital model of the heat exchange evaporator determined in 1.2.3; 2.2.2 Determine the inlet and outlet boundary conditions of the heat exchange evaporator based on the atmospheric environment at different altitudes and the state of the gaseous phase change medium required for airbag operation; 2.2.3 The simulation model in 2.2.1 was repeatedly optimized to obtain the three-dimensional numerical model and efficiency of the heat exchange evaporator.

[0013] In addition to the aspects described above and any possible implementation, a further implementation is provided in which the relevant parameters obtained from the final design are stored in the system controller.

[0014] Beneficial effects of the present invention This invention discloses an aviation thermal management de-icing system, comprising: a storage tank, a heat exchange evaporator, a wing de-icing airbag, a throttle valve, and a controller. The storage tank is connected to the heat exchange evaporator, the wing de-icing airbag, and the throttle valve via pipelines. The controller is connected to a pump and a solenoid valve via cables. The storage tank stores a liquid phase change medium. The heat exchange evaporator absorbs waste heat from aircraft environmental control exhaust gases or airborne electronic equipment, using the waste heat to heat the liquid phase change medium from the storage tank to obtain a gaseous phase change medium. The wing de-icing airbag receives the gaseous phase change medium from the heat exchange evaporator and expands to de-ic the aircraft wing. After expansion in the wing de-icing airbag, the gaseous phase change medium flows through the throttle valve and becomes a liquid phase change medium, which then flows back to the storage tank for storage. The controller controls the on / off state of the heat exchange evaporator and the wing de-icing airbag by controlling the solenoid valve and regulates the flow rate of the pumped phase change medium by controlling the pump. Therefore, the system and design method described in this invention are suitable for aircraft lacking high-pressure air sources or with abundant onboard waste heat. Compared to traditional anti-icing technologies, this invention effectively utilizes onboard waste heat as an energy source, significantly reducing the power consumption of the anti-icing system without increasing system weight, thus offering the advantage of low power consumption. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the system described in this invention; Figure 2 This is a schematic diagram of the installation location of the system described in this invention; Figure 3 This is a flowchart of the design method for the system described in this invention. Detailed Implementation

[0016] To better understand the technical solution of this invention, the content of this invention includes, but is not limited to, the specific embodiments described below. Similar technologies and methods should be considered within the scope of protection of this invention. To make the technical problems to be solved, the technical solutions, and advantages of this invention clearer, a detailed description will be provided below in conjunction with the accompanying drawings and specific embodiments.

[0017] It should be understood that the embodiments described in this invention are merely some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0018] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0019] like Figure 1 As shown, this invention provides an aviation thermal management de-icing system, comprising: a liquid storage tank, a heat exchange evaporator, a wing de-icing airbag, a controller, a throttle valve, a pressure relief valve, a solenoid valve, and a pump. The liquid storage tank is connected to the heat exchange evaporator, the wing de-icing airbag, and the throttle valve via pipelines, and the controller is connected to the pump and the solenoid valve via cables. The storage tank is used to store liquid phase change media; The heat exchange evaporator is used to absorb waste heat from aircraft environmental control exhaust gas or airborne electronic equipment, and uses the waste heat to heat the liquid phase change medium from the storage tank to obtain a gaseous phase change medium. The wing de-icing airbag expands and deforms after receiving the gaseous phase change medium delivered by the heat exchange evaporator, and de-ices the aircraft wing. After the gaseous phase change medium expands in the wing de-icing airbag, it flows through the throttle valve and becomes a liquid phase change medium, which then flows back to the storage tank for storage. The controller controls the on / off of the heat exchange evaporator and the wing de-icing airbag via solenoid valves, and regulates the flow rate of the pumped phase change medium via pumps.

[0020] The first solenoid valve is located between the heat exchange evaporator and the wing de-icing airbag, and the first solenoid valve is also connected to the controller. The second solenoid valve and the pump are located between the liquid storage tank and the heat exchange evaporator. Both the second solenoid valve and the pump are connected to the controller. The pump is used to pump the liquid phase change medium to the heat exchange evaporator.

[0021] A pressure relief valve is located between the heat exchange evaporator and the storage tank. This valve controls the pressure within the heat exchange evaporator, releasing the gaseous phase change medium into the storage tank when the pressure exceeds the required level. The first solenoid valve controls the connection between the heat exchange evaporator and the wing de-icing airbag based on signals received from the controller. The second solenoid valve controls the connection between the heat exchange evaporator and the storage tank based on signals received from the controller. Only when the aircraft detects icing weather conditions does it transmit an icing signal to the controller via the airborne network. The controller then sends this icing signal to both the first and second solenoid valves, which operate simultaneously to de-ic the entire system.

[0022] Preferably, the phase change medium circulates in the storage tank, evaporative heat exchanger, wing de-icing airbag, and throttle valve, and is in a gaseous or liquid state in different components. The phase change medium can be, but is not limited to, organic working fluids such as R245fa and R134a.

[0023] Furthermore, the controller stores relevant performance parameters of the wing de-icing airbag and heat exchange evaporator at different altitudes of the aircraft, obtained from prior simulations and designs. When the controller receives an icing electrical signal sent by the aircraft through the airborne network based on detected meteorological conditions, the controller can send different control signals to the first solenoid valve, the second solenoid valve, and the pump according to the stored relevant parameters. This enables the wing de-icing airbag and heat exchange evaporator in the system to perform adaptive de-icing and heat exchange according to the real-time cruising altitude and flight envelope of the aircraft. The relevant performance parameters are obtained from the design of the method described below in this invention.

[0024] Therefore, the system and design method described in this invention are suitable for aircraft lacking high-pressure air sources or with abundant onboard waste heat. Compared to traditional anti-icing technologies, this invention effectively utilizes onboard waste heat as an energy source, significantly reducing the power consumption of the anti-icing system without increasing its weight.

[0025] As an embodiment of the present invention, the present invention also discloses an aircraft, wherein the aircraft is equipped with the aforementioned aviation thermal management de-icing system, and the installation location is as follows. Figure 2As shown, the wing de-icing airbag in the system is located on the leading edge of the aircraft wing; the liquid storage tank, pump, solenoid valve, heat exchange evaporator, pressure relief valve, and controller in the system are all located in the aircraft's belly equipment bay. Preferably, the heat exchange evaporator is placed in the exhaust duct of the aircraft's tail or in the avionics bay to absorb waste heat from the exhaust gas or avionics, heating the liquid phase change medium to a gaseous state and reaching a specific pressure.

[0026] Furthermore, the aircraft also includes an airborne network connected to the controller of the system, the airborne network sending electrical signals to the controller.

[0027] As an embodiment of the present invention, the present invention also discloses a design method for an aviation thermal management de-icing system. The method is used to design the system, including: Step 1. Performing a preliminary design of the wing de-icing airbag and heat exchange evaporator according to the aircraft's cruising altitude; Step 2. Performing a final design of the wing de-icing airbag and heat exchange evaporator at various altitudes according to the aircraft's flight envelope, storing the relevant parameters obtained from the final design in the system's controller, and having the controller send relevant parameters corresponding to the aircraft's real-time different cruising altitudes and flight envelopes to the first solenoid valve, the second solenoid valve, and the pump in the system according to the signals received from the aircraft's onboard network, thereby enabling the system to adapt to different altitudes of the aircraft.

[0028] like Figure 3 As shown, step 1 involves system design at the aircraft's cruising altitude, specifically including: Step 1.1 First, design the wing de-icing airbags at the cruising altitude, including: Step 1.1.1 Based on the aircraft wing structure, the size and structure of the wing de-icing airbag are initially determined. The specific size is designed according to the actual anti-icing area of ​​the aircraft. The specific three-dimensional structure of the wing de-icing airbag is designed and used in subsequent simulation work. Step 1.1.2. Determine the operating frequency of the wing de-icing airbags based on experience. This operating frequency is a rough estimate based on the design reference of this type of aircraft or the experience of the designer.

[0029] Step 1.1.3: Wing Airbag Modeling and Simulation. Based on the dimensions, structure, and operating frequency of the wing de-icing airbag determined in Steps 1.1.1 and 1.1.2, the wing and the wing de-icing airbag are modeled, and wing flow field simulation, wing icing simulation, and wing icing aerodynamic analysis are performed. The wing flow field simulation obtains the flow and pressure distribution near the wing, providing input for the wing icing simulation. The wing icing simulation obtains the icing conditions of the wing at different times at cruising altitude. The wing icing aerodynamic analysis reveals the impact of wing icing conditions on wing lift at different times, thus obtaining the maximum amount of icing without affecting wing lift and its formation time. If the existing wing de-icing airbag model and operating frequency can meet the requirement that the wing icing amount during aircraft cruise is less than the maximum icing amount that does not affect wing lift, then the wing de-icing airbag 3D model and operating frequency are output. If not, the wing de-icing airbag design is optimized, and the operating frequency or size and structure of the wing de-icing airbag are modified before repeating step 1.1.3. Finally, the size, structure, and operating frequency of the wing de-icing airbag are determined through step 1.1, thereby determining the required internal gaseous phase change medium flow rate and operating pressure for the wing de-icing airbag to operate normally at the aircraft's cruise altitude.

[0030] Step 1.2 Design the evaporative heat exchanger at cruising altitude, specifically including: Step 1.2.1 Determine the inlet temperature and pressure conditions of the heat exchange evaporator based on the atmospheric environment at cruising altitude; the internal gaseous phase change medium flow rate and working pressure required for the wing de-icing airbag to operate at cruising altitude, obtained in Step 1.1, are the temperature, pressure, and flow rate conditions required for the outlet of the heat exchange evaporator. Step 1.2.2. Determine the type and structure of the heat exchange evaporator based on experience. The type and structure of the evaporative heat exchanger are related to its size, weight, and heat exchange requirements. During the design process, a rough estimate is made based on the design reference objects of this type of aircraft or the experience of the designer.

[0031] Step 1.2.3. Heat Exchanger Evaporator Modeling and Simulation. First, based on the type and structure of the heat exchanger determined in Step 1.2.2, a 3D model of the heat exchanger evaporator is created, and this model is used for fluid-structure-thermal coupling 3D numerical simulation. Based on the simulation results, the pressure loss and thermal efficiency of the heat exchanger evaporator are obtained. Then, based on the inlet and outlet conditions input during the simulation, it is comprehensively judged whether the existing heat exchanger evaporator can meet the phase change medium flow rate and pressure requirements for normal operation of the wing de-icing airbag obtained in Step 1.1. If the existing heat exchanger evaporator model can meet the gaseous phase change medium flow rate and pressure requirements when the aircraft is in cruise mode, the 3D model and thermal efficiency of the heat exchanger evaporator are output; if not, the heat exchanger evaporator is optimized by modifying the external fins, internal flow channels, and other geometric structures, and Step 1.2.3 is repeated to remodel and perform numerical simulation. Finally, the 3D model and thermal efficiency of the heat exchanger evaporator are determined through Step 1.2.

[0032] Step 2. Design the system at various altitudes according to the aircraft's flight envelope, specifically including: Step 2.1. Design the wing de-icing airbags based on the altitudes within the flight envelope. The flight envelope is a closed geometry representing the permissible flight range and limitations of an aircraft, using parameters such as flight speed, altitude, overload, and ambient temperature as coordinates. The airbag design at each flight altitude is a verification of the results obtained in Step 1.1. If the airbag geometry and operating frequency obtained in Step 1.1 meet the wing anti-icing requirements at this altitude, the design in Step 1.1 is retained; if the airbag design in Step 1.1 does not meet the wing anti-icing requirements at this altitude, the operating frequency of the wing de-icing airbag is adjusted. Therefore, the airbags designed in this invention not only meet the requirements of the corresponding cruising altitude in Step 1.1 but also meet the requirements at different altitudes. The specific process includes: Step 2.1.1 Establish a simulation model based on the three-dimensional digital model of the wing de-icing airbag determined in Step 1.1.3; Step 2.1.2 involves wing de-icing airbag simulation. The purpose of this step is to ensure that the airbags can meet the aircraft's de-icing requirements throughout the entire flight envelope. First, based on the final 3D model of the wing de-icing airbag determined in Step 1.1, wing flow field simulation, wing icing simulation, and wing icing aerodynamic analysis are performed at different altitudes. The wing flow field simulation obtains the flow distribution and pressure field distribution near the wing, providing input for the wing icing simulation. The wing icing simulation obtains the icing conditions of the wing at different times at cruising altitude. Finally, the wing icing aerodynamic analysis reveals the impact of wing icing conditions on wing lift at different times, thus obtaining the maximum amount of icing that does not affect wing lift and its formation time. If the existing wing de-icing airbag digital model and operating frequency can meet the requirement that the amount of icing on the wing is less than the maximum amount of icing that does not affect the lift of the wing at various flight altitudes, then output the wing de-icing airbag three-dimensional digital model and operating frequency; if it cannot meet the requirement, then optimize the design of the wing anti-icing airbag, modify the operating frequency of the airbag and repeat step 2.1.2.

[0033] Finally, by determining the operating frequency of the wing de-icing airbags at each altitude within the aircraft's flight envelope through step 2.1, the required flow rate and operating pressure of the internal gaseous phase change medium for the wing de-icing airbags to operate normally at each altitude within the aircraft's flight envelope were determined.

[0034] Step 2.2 Design the heat exchange evaporator based on the altitude of each flight envelope, specifically including: Step 2.2.1 Establish a three-dimensional fluid-structure-thermal coupling simulation model based on the three-dimensional digital model of the heat exchanger evaporator finally determined in Step 1.2; Step 2.2.2 Determine the inlet temperature and pressure conditions of the heat exchange evaporator based on the atmospheric environment at different altitudes; based on the flow rate and working pressure of the internal gaseous phase change medium required for the wing de-icing airbag to work at different altitudes obtained in Step 2.1, these are the temperature, pressure, and flow rate conditions required for the outlet of the heat exchange evaporator. Step 2.2.3 involves simulation verification and optimization of the heat exchange evaporator at different altitudes. The required flow rate and operating pressure of the internal gaseous phase change medium for the airbag operation vary at different altitudes, thus the outlet conditions of the heat exchange evaporator also change with altitude. The atmospheric environment differs at different altitudes, resulting in varying pressure and temperature of the internal phase change medium in the storage tank. This causes the inlet conditions of the heat exchange evaporator to change with altitude. Using the simulation model established in Step 2.2.1, different boundary conditions are applied to perform fluid-structure-thermal coupling simulations of the heat exchange evaporator at different altitudes. Based on the simulation results, the pressure loss and thermal efficiency of the heat exchange evaporator are obtained. Then, based on the inlet and outlet conditions input during the simulation, a comprehensive assessment is made to determine whether the existing heat exchange evaporator can meet the phase change medium flow rate and pressure requirements for the normal operation of the wing de-icing airbag at different altitudes. If the existing heat exchanger evaporator model can meet the flow rate and pressure requirements of the gaseous phase change medium at various altitudes obtained in step 2.1, then the three-dimensional model and efficiency of the heat exchanger evaporator are output. If not, the evaporative heat exchanger is optimized by modifying the geometry of the external fins, internal flow channels, etc., and the model is re-modeled and step 2.2.3 is repeated. Finally, the three-dimensional model and thermal efficiency of the heat exchanger evaporator are determined through step 2.2.

[0035] This invention has two innovations: First, its system architecture is significantly different from traditional anti-icing technologies such as airbag anti-icing (which requires a high-pressure air source from the engine), electric heating anti-icing, and gas-thermal anti-icing (which requires a high-temperature, high-pressure air source from the engine). This invention innovatively combines thermal management with airbag anti-icing, proposing a completely new anti-icing system architecture. Second, its design method adds a process of pre-designing the system at different altitudes and storing the preset parameters in the controller.

[0036] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as previously stated, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the inventive concept described herein through the foregoing teachings or techniques or knowledge in related fields. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

Claims

1. An aviation thermal management de-icing system, characterized in that, The system includes: a liquid storage tank, a heat exchange evaporator, a wing de-icing airbag, a throttle valve, and a controller. The liquid storage tank is connected to the heat exchange evaporator and the throttle valve; the throttle valve is connected to the wing de-icing airbag and the liquid storage tank; and the controller is connected to the heat exchange evaporator and the wing de-icing airbag. The storage tank is used to store liquid phase change media; The heat exchange evaporator is used to absorb the exhaust gas from the aircraft's environmental control system or the waste heat from airborne electronic equipment, and uses the exhaust gas or waste heat to heat the liquid phase change medium from the storage tank to obtain the gaseous phase change medium. The wing de-icing airbag expands and deforms after receiving the gaseous phase change medium delivered by the heat exchange evaporator, and de-ices the aircraft wing. After the gaseous phase change medium expands in the wing de-icing airbag, it flows through the throttle valve and becomes a liquid phase change medium, which then flows back to the storage tank for storage. The controller controls the on / off state of the heat exchange evaporator and the wing de-icing airbag.

2. The system according to claim 1, characterized in that, A first solenoid valve is provided between the heat exchange evaporator and the wing de-icing airbag, and the first solenoid valve is also connected to the controller.

3. The system according to claim 1, characterized in that, A second solenoid valve and a pump are provided between the liquid storage tank and the heat exchange evaporator, and both the second solenoid valve and the pump are connected to the controller.

4. The system according to claim 3, characterized in that, A pressure relief valve is installed between the heat exchange evaporator and the liquid storage tank.

5. An aircraft, characterized in that, The aircraft is equipped with an aviation thermal management de-icing system as described in any one of claims 1-4, wherein the wing de-icing airbag in the system is located on the leading edge of the aircraft wing; the liquid storage tank, pump, solenoid valve, heat exchange evaporator, pressure relief valve, and controller in the system are all located in the aircraft's belly equipment compartment.

6. The aircraft according to claim 5, characterized in that, The aircraft also includes an onboard network connected to the controller of the system, which sends electrical signals to the controller.

7. A design method for an aviation thermal management de-icing system, characterized in that, The method is used to design the system according to any one of claims 1-4, comprising: step 1. performing a preliminary design of the wing de-icing airbag and heat exchange evaporator according to the aircraft's cruising altitude; step 2. performing a final design of the wing de-icing airbag and heat exchange evaporator at various altitudes according to the aircraft's flight envelope.

8. The method according to claim 7, characterized in that, The preliminary design of the wing de-icing airbag and heat exchange evaporator based on the aircraft's cruising altitude includes: 1.1 Design of the wing de-icing airbag at cruising altitude, specifically including: 1.1.1 Based on the aircraft wing structure, the size and structure of the wing de-icing airbag were initially determined; 1.1.

2. Based on experience, the operating frequency of the wing de-icing airbags was initially determined; 1.1.

3. Establish a three-dimensional digital model and simulation of the wing de-icing airbag; 1.2 Design of the evaporative heat exchanger at cruising altitude, specifically including: 1.2.1 Determine the inlet and outlet boundary conditions of the heat exchange evaporator based on the atmospheric environment at cruising altitude and the state of the gaseous phase change medium required for the operation of the wing de-icing airbags; 1.2.2 Determine the type and structure of the heat exchange evaporator; 1.2.3 Modeling and simulation of the heat exchanger evaporator to determine the three-dimensional numerical model and efficiency of the heat exchanger evaporator.

9. The method according to claim 8, characterized in that, Step 2 includes: 2.1 Designing wing de-icing airbags at various altitudes within the flight envelope, specifically including: 2.1.1 A simulation model is established based on the three-dimensional digital model of the wing de-icing airbag determined in step 1.1.3; 2.1.2 Simulation was performed to obtain the operating frequency of the wing de-icing airbag at each altitude, and the flow rate and operating pressure of the gaseous phase change medium at each altitude in the flight envelope were determined. 2.2 Design of heat exchange evaporators at various altitudes within the flight envelope, specifically including: 2.2.1 A simulation model is established based on the three-dimensional digital model of the heat exchanger evaporator determined in 1.2.3; 2.2.2 Determine the inlet and outlet boundary conditions of the heat exchange evaporator based on the atmospheric environment at different altitudes and the state of the gaseous phase change medium required for airbag operation; 2.2.3 The simulation model in 2.2.1 was repeatedly optimized to obtain the three-dimensional numerical model and efficiency of the heat exchange evaporator.

10. The method according to claim 7, characterized in that, The relevant parameters obtained from the final design are stored in the system's controller.

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