Anti-icing and de-icing device for aircraft wing and aircraft
By introducing a hot air heating system on the aircraft wing, the structure of the anti-icing device is simplified, solving the problems of system complexity and high cost in the existing technology, and achieving a more efficient and cost-effective anti-icing effect.
Patent Information
- Application Number
- CN202411132247.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-16
- Publication Date
- 2026-03-03
Smart Images
Figure CN121590751A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aircraft wing de-icing technology, and more specifically, to an anti-icing and de-icing device for aircraft wings and an aircraft. Background Technology
[0002] When aircraft fly in weather conditions such as clouds, fog, rain, and snow, water droplets freeze or water vapor condenses, easily accumulating into ice layers on the leading edges and surfaces of the wings and tail, as well as the air intake lips. This is especially true for the leading edges of the wings and tail. However, icing on the wings and tail disrupts the aerodynamic shape, reduces maneuverability and stability, and affects flight safety. Therefore, it is necessary to control aircraft icing. Currently, liquid anti-icing and electrothermal anti-icing technologies are widely used in the field of general aviation aircraft / UAVs for the leading edges of wings. However, both technologies have drawbacks such as system complexity, complex manufacturing processes, and increased maintenance costs.
[0003] Liquid anti-icing technology primarily involves injecting antifreeze into cavities within a metal panel. This antifreeze film seeps through micropores, lowering the freezing point of surface water droplets and preventing ice buildup. It relies on chemical agents to prevent icing. A liquid anti-icing system includes a de-icing fluid tank, a metering pump, a filter, a high-pressure switch, an anti-icing panel, piping, and the anti-icing fluid itself. The anti-icing panel is typically made of stainless steel, with a sealed, welded cavity inside to store the antifreeze. Its outer surface has densely distributed micropores. The metering pump draws high-pressure antifreeze to the panel, causing it to seep out through the micropores and spread evenly across the leading edge of the wing. Currently, the primary antifreeze is ethylene glycol, which lowers the freezing point of water droplets to achieve anti-icing. The system's capacity is mainly determined by the antifreeze spray rate and the total volume of antifreeze. However, liquid anti-icing technology has the following drawbacks:
[0004] 1) The system is relatively complex and has a lot of equipment, which will increase the cost of the aircraft, reduce the internal space of the aircraft, and increase the weight of the aircraft.
[0005] 2) The panel requires complex micropore fabrication processes, which necessitate additional cleaning and inspection during manufacturing, increasing costs. Furthermore, the micropores are prone to clogging due to dust and other factors during outdoor use.
[0006] 3) Under the design constraints of traditional aircraft weight and size, in order to obtain anti-icing capabilities for a longer time and with higher efficiency, it is necessary to increase the capacity of the anti-icing fluid tank and increase the output power of the pump, which will lead to a reduction in the aircraft's effective payload and an increase in manufacturing costs.
[0007] Electric heating anti-icing technology primarily uses a micro / nano thermal film to raise the surface temperature, preventing icing. This is a physical heating method for preventing icing. An electric heating anti-icing and de-icing system includes an anti-icing and de-icing control and power distribution box, a micro / nano thermal film coating, and cables. For drones, it also includes an aircraft-side icing detector, aircraft image acquisition, and ground-side ground station software, display system, and control system. The electric heating anti-icing and de-icing system comprises electrodes, an electric heating film, a controller, and a temperature acquisition module, and its manufacturing process is relatively complex. The principle is that when icing is detected by the icing detector and image acquisition, the control system sends a command to the anti-icing and de-icing control and power distribution box to energize the micro / nano thermal film. Heat is generated through a thermal resistor, preventing icing on the leading edge of the wing. This requires the aircraft to provide significant power to the system.
[0008] However, the electric heating anti-icing system has the following disadvantages:
[0009] 1) The system is relatively complex, with a large number of devices, and also involves software modifications, which will increase the manufacturing cost of the aircraft;
[0010] 2) There are two main preparation methods for micro-nano thermal films. One is to prepare the film in advance. Since the area to be laid on each aircraft is different, the film needs to be prepared on the spot. Therefore, the on-site spraying method is generally used. The other is on-site spraying. Electrodes need to be installed on-site, and on-site measurement and curing are required. This method is time-consuming and affects efficiency.
[0011] 3) The cables are welded or screwed, which makes them prone to loosening during use. The membrane is also easily damaged by impact, requiring additional maintenance covers and repairs, which increases maintenance costs.
[0012] 4) The aircraft needs to supply power. The better the anti-icing effect, the greater the power required, which will affect the power that the aircraft can provide for the mission payload. Summary of the Invention
[0013] To address at least one of the aforementioned problems, this application proposes an anti-icing and de-icing device for aircraft wings and an aircraft.
[0014] According to a first aspect of this application, at least one embodiment of this application provides an anti-icing and de-icing device for an aircraft wing, comprising: an air inlet disposed on the upper surface of the aircraft wing for introducing hot air generated by the aircraft; an air inlet pipe connected to the air inlet for transmitting the hot air; an anti-icing and de-icing cavity connected to the air inlet for receiving the hot air to heat the leading edge of the aircraft wing; an air outlet pipe connected to the anti-icing and de-icing cavity for transmitting the hot air; and an air outlet disposed on the lower surface of the aircraft wing and connected to the air outlet pipe for discharging the hot air.
[0015] For example, in some embodiments of this application, the air inlet is located at the firewall end of the engine radiator of the aircraft, for receiving hot air discharged from the engine radiator.
[0016] For example, in some embodiments of this application, the air inlet comprises a high-temperature resistant composite material.
[0017] For example, in some embodiments of this application, the air intake pipe comprises a high-temperature resistant plastic pipe.
[0018] For example, in some embodiments of this application, the panel at the leading edge of the aircraft wing is welded to a partition disposed inside the aircraft wing to form the anti-icing cavity.
[0019] For example, in some embodiments of this application, the panel includes an anti-icing panel.
[0020] For example, in some embodiments of this application, the panel comprises stainless steel.
[0021] For example, in some embodiments of this application, the vent pipe comprises a high-temperature resistant plastic pipe.
[0022] For example, in some embodiments of this application, where the de-icing device is used for the tail of the aircraft, the air intake is a three-way pipe to transfer the hot air to the wing and the tail.
[0023] According to a second aspect of this application, at least one embodiment of this application provides an aircraft, including: a wing; and an anti-icing and de-icing device for the aircraft wing as described in any one of the first aspects, disposed on the wing to de-ic the wing.
[0024] Through the above exemplary embodiments, this application provides an anti-icing and de-icing device for aircraft wings. Hot air is introduced to the leading edge of the wing via pipelines, replacing the heat source of resistance heating. The leading edge of the wing uses a liquid anti-icing and de-icing panel. Micropores are eliminated from the wing surface, and the antifreeze inlet is replaced with a hot air inlet. An air outlet is designed at the rear of the cavity to allow hot air to flow within the cavity. The excellent thermal conductivity of stainless steel heats the leading edge panel, increasing its surface temperature and achieving the anti-icing and de-icing effect. This application's device has a simple structure, simple parts manufacturing, and convenient construction, which can shorten manufacturing time. Furthermore, it reduces the need for hydraulic, electrical control, monitoring, and transmission systems. The finished products such as sensors do not require changes to the control system, which can effectively reduce material and design costs, simplify maintenance, reduce failure risks, and effectively reduce the manufacturing and maintenance costs of the device; it can also save space in the aircraft equipment compartment, reduce the weight of accessories and antifreeze, reduce the empty weight of the aircraft, and effectively increase the payload weight; this device will work continuously from the start of the aircraft engine without the need for monitoring. Compared with liquid anti-icing technology and electric heating anti-icing technology, it has a longer working time and better effect. It uses the existing heat source in the engine compartment and does not require the aircraft to provide power, which can effectively avoid competing with the mission payload for power.
[0025] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description
[0026] The above and other objects, features, and advantages of this application will become more apparent from the detailed description of exemplary embodiments with reference to the accompanying drawings. The drawings described below are merely some embodiments of this application and are not intended to limit the scope of this application.
[0027] Figure 1 A schematic diagram of an anti-icing and de-icing device for an aircraft wing, illustrating an exemplary embodiment;
[0028] Figure 2 A cross-sectional view of an ice-prevention and de-icing cavity of an exemplary embodiment is shown;
[0029] Figure 3 A schematic diagram of an ice-removing cavity showing an exemplary embodiment;
[0030] Figure 4 Another embodiment of an exemplary anti-icing and de-icing device for an aircraft wing is shown. Detailed Implementation
[0031] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this application will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted.
[0032] The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced without one or more of these specific details, or other methods, components, materials, devices, etc. In these cases, well-known structures, methods, devices, implementations, materials, or operations will not be shown or described in detail.
[0033] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.
[0034] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.
[0035] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of exemplary embodiments, and the modules or processes in the drawings are not necessarily essential for implementing this application, and therefore cannot be used to limit the scope of protection of this application.
[0036] Figure 1 A schematic diagram of an anti-icing and de-icing device for an aircraft wing is shown as an exemplary embodiment.
[0037] like Figure 1 As shown, the anti-icing and de-icing device for aircraft wings includes an air inlet 101, an air inlet pipe 102, an anti-icing and de-icing cavity 103, an air outlet pipe 104, and an air outlet 105.
[0038] According to an example embodiment, the air inlet 101 is disposed on the upper surface of the aircraft wing for introducing hot air generated by the aircraft.
[0039] like Figure 1 As shown, the air intake 101 is located at the firewall end 2011 of the aircraft's engine radiator 201 to receive hot air exhausted from the engine radiator. The air intake is positioned near the engine radiator to ensure a higher air temperature.
[0040] This application uses the left wing of the aircraft as an example for illustration; the anti-icing and de-icing device for the right wing of the aircraft is set up in the same way.
[0041] According to some embodiments, the air inlet 101 comprises a high-temperature resistant composite material bonded to the firewall.
[0042] The air intake pipe 102 is connected to the air intake port 101 and is used to transfer hot air.
[0043] According to some embodiments, the intake pipe 102 comprises a high-temperature resistant plastic pipe.
[0044] According to some embodiments, when the anti-icing device is used for the tail of an aircraft, the air intake is a three-way pipe, such as... Figure 4 As shown, the hot air input from the air inlet 101 is transferred to the wings and tail respectively (the complete schematic diagram of the connection to the tail is not shown in the figure).
[0045] The de-icing cavity 103 is connected to the air intake pipe 102 and is used to receive hot air to heat the leading edge of the aircraft wing.
[0046] like Figure 2 As shown, the panel 1031 on the leading edge of the aircraft wing is welded to the partition 1032 located inside the aircraft wing, thereby forming the anti-icing cavity 103.
[0047] like Figure 3 As shown, the anti-icing cavity 103 also includes an air inlet 1033 and an air outlet 1034, which are used to connect to the air inlet pipe 102 and the air outlet pipe 104 respectively.
[0048] According to some embodiments, the panel includes an anti-icing panel and is made of stainless steel. Hot air flows within the cavity, and through the excellent thermal conductivity of stainless steel, heats the front edge panel, increasing the surface temperature of the panel and achieving the anti-icing effect.
[0049] According to some embodiments, existing wings can be modified by changing the antifreeze inlet to an air inlet for hot air from the de-icing cavity 103, and the micropores on the wing surface can be eliminated.
[0050] The air outlet pipe 104 is connected to the anti-icing cavity 103 and is used to transmit hot air.
[0051] According to some embodiments, the exhaust pipe 104 includes a high-temperature resistant plastic tube extending from the lower surface of the aircraft wing.
[0052] An air outlet 105 is located on the lower surface of the aircraft wing and is connected to an air outlet pipe 104 to exhaust hot air.
[0053] According to some embodiments, placing the air outlet on the lower surface of the aircraft wing can improve the smoothness of the upper surface of the wing and allow hot air to circulate within the de-icing cavity.
[0054] When the engine is started on the ground, the temperature of the engine compartment rises. The hot airflow is introduced from the air intake of the firewall near the engine radiator, flows through the air intake pipe and enters the air intake of the de-icing chamber. It flows through the de-icing chamber to heat the de-icing panel, enters the exhaust pipe from the air outlet of the de-icing chamber, and is discharged from the air outlet on the lower surface of the wing.
[0055] This application provides an anti-icing and de-icing device for aircraft wings. Hot air is introduced to the leading edge of the wing through a pipeline, replacing the heat source of resistance heating. The leading edge of the wing uses a liquid anti-icing and de-icing panel. Micropores on the wing surface are eliminated, and the antifreeze inlet is replaced with a hot air inlet. An air outlet is designed at the rear of the cavity to allow hot air to flow within the cavity. The excellent thermal conductivity of stainless steel heats the leading edge panel, increasing its surface temperature and achieving the anti-icing and de-icing effect. This device has a simple structure, easy-to-manufacture parts, and convenient construction, which can shorten manufacturing time. Furthermore, it reduces the need for finished products such as hydraulic, electrical control, monitoring, and sensor components. No changes are required to the control system, which can effectively reduce material and design costs, simplify maintenance, reduce the risk of failure, and effectively reduce the manufacturing and maintenance costs of the device. It can also save space in the aircraft equipment compartment, reduce the weight of accessories and antifreeze, reduce the empty weight of the aircraft, and effectively increase the payload weight. This device will work continuously from the start of the aircraft engine without the need for monitoring. Compared with liquid anti-icing technology and electric heating anti-icing technology, it has a longer working time and better effect. It uses the existing heat source in the engine compartment and does not require the aircraft to provide power, which can effectively avoid competing with the mission payload for power.
[0056] This application also provides an aircraft, including the anti-icing and de-icing device for the aircraft wing as described above, which is disposed on the wing and tail of the aircraft to de-ic the wing and tail. Its working principle is as described above, so it will not be repeated here.
[0057] It should be clearly understood that this application describes how specific examples are formed and used, but this application is not limited to any details of these examples. Rather, based on the teachings of the disclosure of this application, these principles can be applied to many other embodiments.
[0058] Furthermore, it should be noted that the above figures are merely illustrative representations of the processes included in the method according to exemplary embodiments of this application, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.
[0059] Exemplary embodiments of this application have been specifically shown and described above. It should be understood that this application is not limited to the detailed structures, arrangements, or implementation methods described herein; rather, this application is intended to cover various modifications and equivalent arrangements contained within the spirit and scope of the appended claims.
Claims
1. A de-icing device for aircraft wings, characterized in that, include: An air intake, located on the upper surface of the aircraft wing, is used to introduce hot air generated by the aircraft. An air intake pipe, connected to the air intake port, is used to transmit the hot air; An anti-icing cavity, connected to the air intake pipe, is used to receive the hot air to heat the leading edge of the aircraft wing; An air outlet pipe, connected to the anti-icing cavity, is used to transmit the hot air; An air outlet is located on the lower surface of the aircraft wing and connected to the air outlet pipe to discharge the hot air.
2. The anti-icing and de-icing device as described in claim 1, characterized in that, The air intake is located at the firewall end of the aircraft's engine radiator and is used to receive the hot air discharged from the engine radiator.
3. The anti-icing and de-icing device as described in claim 1 or 2, characterized in that, The air inlet is made of high-temperature resistant composite material.
4. The anti-icing and de-icing device as described in claim 1, characterized in that, The intake pipe consists of a high-temperature resistant plastic tube.
5. The anti-icing and de-icing device as described in claim 1, characterized in that, The panel at the leading edge of the aircraft wing is welded to a partition disposed inside the aircraft wing to form the anti-icing cavity.
6. The anti-icing and de-icing device as described in claim 5, characterized in that, The panel includes an anti-icing panel.
7. The anti-icing and de-icing device as described in claim 5 or 6, characterized in that, The panel is made of stainless steel.
8. The anti-icing and de-icing device as described in claim 1, characterized in that, The vent pipe consists of a high-temperature resistant plastic tube.
9. The anti-icing and de-icing device as described in claim 1, characterized in that, When the de-icing device is used for the tail of the aircraft, the air intake is a three-way pipe to transfer the hot air to the wings and the tail.
10. An aircraft, characterized in that, include: Wings; as well as The de-icing device for an aircraft wing as described in any one of claims 1-9 is disposed on the wing to de-ic the wing.