A de-icing system and method for a rotary-wing aircraft

Abstract

This application provides an anti-icing and de-icing system for a rotorcraft, including a heating unit comprising an insulating base layer, a first conductive layer, a second conductive layer, and a conductive via. The first and second conductive layers are respectively disposed on opposite surfaces of the insulating base layer. The first conductive layer forms multiple heating zones. The second conductive layer forms a selection circuit for selecting the multiple heating zones. The conductive via penetrates the insulating base layer and electrically connects the first and second conductive layers. A control unit, electrically connected to the selection circuit, is configured to selectively supply power to the heating zones through the selection circuit. A power transmission unit is disposed at the rotating part of the rotor and is used to connect the control unit and the heating unit. Thus, this application combines and controls multiple heating zones through the selection circuit, effectively reducing the number of wires and the channel requirements of the power transmission unit, reducing system complexity, and improving system reliability.

Description

Technical Field

[0001] This application relates to the field of de-icing equipment technology, and in particular to an anti-icing system and method for rotorcraft. Background Technology

[0002] Currently, in the aviation field, aircraft blades (such as propellers and helicopter rotors) are prone to icing when passing through supercooled clouds or encountering freezing rain. Blade icing disrupts aerodynamic shape, leading to decreased lift and increased drag, and in severe cases, can cause flight accidents. To address the problem of rotor blade icing during flight, heating films attached to the blade surface can be used for de-icing. Existing technologies employ zoned heating to reduce energy consumption. However, each heating zone typically requires independent power supply wires for independent on / off control, resulting in a significant increase in the number of wires as the number of zones increases. Excessive wires are prone to fatigue fracture or poor contact under the high-speed rotation and vibration of the rotor, reducing the reliability of electrical connections. Furthermore, the placement of wires inside or on the blade surface increases space requirements and manufacturing complexity. Summary of the Invention

[0003] The purpose of this application is to provide an anti-icing and de-icing system and method for rotorcraft, thereby solving the aforementioned technical problems existing in the prior art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, an anti-icing and de-icing system for a rotorcraft includes: a heating unit comprising an insulating base layer, a first conductive layer, a second conductive layer, and a conductive via; the first conductive layer and the second conductive layer are respectively disposed on opposite sides of the insulating base layer; the first conductive layer forms a plurality of heating zones; the second conductive layer forms a selection circuit for selecting the plurality of heating zones; the conductive via penetrates the insulating base layer and electrically connects the first conductive layer and the second conductive layer; a control unit electrically connected to the selection circuit and configured to selectively supply power to the heating zones through the selection circuit; and a power transmission unit disposed at the rotating part of the rotor for connecting the control unit and the heating unit.

[0005] In one implementation, the gating circuit includes a first set of gating lines and a second set of gating lines; each heating zone is connected to one of the first set of gating lines and one of the second set of gating lines; the control unit is configured to: put the corresponding heating zone into a heating working state by gating one of the first set of gating lines and one of the second set of gating lines.

[0006] In one implementation, the plurality of heating zones are distributed along the spanwise direction of the aircraft blades.

[0007] In one implementation, the heating time of the heating zone near the blade root is longer than the heating time of the heating zone near the blade tip, and / or the area of ​​the heating zone near the blade root is smaller than the area of ​​the heating zone near the blade tip.

[0008] In one implementation, the first conductive layer forms a meandering heating resistor within each of the heating zones.

[0009] In one implementation, the control unit is further configured to: apply a detection voltage to the heating resistor; detect the current flowing through the heating resistor; determine the real-time resistance value of the heating resistor based on the detection voltage and the current; and determine the temperature of the heating zone based on the real-time resistance value and a preset resistance-temperature relationship.

[0010] In one implementation, the control unit is further configured to: during the startup phase, control the supply current to gradually increase from zero to a target current value; during the operation phase, control the supply current to maintain at the target current value; and during the termination phase, control the supply current to gradually decrease from the target current value to zero.

[0011] Secondly, the present invention also provides a method for de-icing a rotorcraft, applied to the de-icing system of the rotorcraft as described above, comprising: acquiring icing state information of the rotor blades; determining at least one heating zone requiring heating and a corresponding selection circuit combination based on the icing state information; and controlling the electrical connection of the corresponding selection circuit combination through the control unit to put the selected heating zone into a heating working state.

[0012] As one implementation method, when switching from the current heating zone to the next heating zone, power is supplied to both the current heating zone and the next heating zone simultaneously during a preset transition period, and the total power supply current is kept constant during the transition period.

[0013] Thirdly, the present invention also provides an aircraft, including an anti-icing system for a rotorcraft as described above.

[0014] This invention provides an anti-icing and de-icing system, method, and aircraft for a rotorcraft. The anti-icing and de-icing system includes a heating unit comprising an insulating base layer, a first conductive layer, a second conductive layer, and a conductive via. The first and second conductive layers are respectively disposed on opposite surfaces of the insulating base layer. The first conductive layer forms multiple heating zones. The second conductive layer forms a selection circuit for selecting the multiple heating zones. The conductive via penetrates the insulating base layer and electrically connects the first and second conductive layers. A control unit, electrically connected to the selection circuit, is configured to selectively supply power to the heating zones through the selection circuit. A power transmission unit is disposed at the rotating part of the rotor and is used to connect the control unit and the heating unit. Thus, this application effectively reduces the number of wires and the channel requirements of the power transmission unit by combining and controlling multiple heating zones through the selection circuit, thereby reducing system complexity and improving system reliability. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the anti-icing and de-icing system of a rotorcraft shown in the embodiments of this application; Figure 2 This is a schematic diagram of the heating unit shown in an embodiment of this application; Figure 3 This is a cross-sectional schematic diagram of the heating unit shown in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first conductive layer shown in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of the second conductive layer shown in an embodiment of this application; Figure 6 This is a schematic flowchart illustrating the de-icing method for a rotorcraft as shown in the embodiments of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0019] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship. Example

[0020] like Figure 1 As shown in the figure, this application provides an anti-icing and de-icing system for a rotorcraft, including a heating unit 110, a control unit 120, and a power transmission unit 130. The control unit 120 is installed inside the aircraft fuselage, close to the main controller, to facilitate data interaction and power access. The stator end of the power transmission unit 130 is electrically connected to the control unit via a wiring harness, and the rotor end extends into the rotor or propeller of the aircraft, electrically connected to the heating unit 110.

[0021] like Figures 2 to 5 As shown, the heating unit 110 is disposed on the rotor blades of the aircraft and generates heat after being energized to melt ice or prevent ice accumulation. The heating unit 110 includes a selection circuit and multiple electrically insulated heating zones. The number of selection circuits is less than the number of heating zones, enabling flexible control of a large number of zones with a small number of lines. Specifically, the heating unit 110 has a composite layered structure, including an insulating base layer 111, a first conductive layer 112, a second conductive layer 113, and conductive through holes 114. The insulating base layer 111 can be flexible, preferably made of polyimide (PI) film. Polyimide material has excellent electrical insulation properties, which can effectively isolate the conductive layers on both sides and prevent short circuits. It also has good ductility and resistance to bending fatigue, which can adapt to the deformation and vibration generated during high-speed rotor rotation, ensuring the structural stability of the heating unit 110 under complex operating conditions. It should be understood that the material of the insulating base layer 111 is not limited to this. In other embodiments, flexible insulating materials such as polyethylene terephthalate (PET) or polyethylene naphthalate (PEN) can also be used, as long as the requirements for insulation and mechanical support can be met.

[0022] The first conductive layer 112 and the second conductive layer 113 are respectively disposed on opposite sides of the insulating base layer 111. In this embodiment, the first conductive layer 112 is located on the upper surface of the insulating base layer 111, and the second conductive layer 113 is located on the lower surface of the insulating base layer 111, forming a stacked structure. The first conductive layer 112 and the second conductive layer 113 can be formed from conductive materials such as copper foil, printed silver paste, or sputtered metal film. Specific conductive circuit patterns can be formed on the conductive layers through processes such as etching, engraving, or printing.

[0023] In this embodiment, multiple heating zones are formed on the first conductive layer 112, corresponding to specific areas on the rotor, to achieve localized heating and de-icing. Each heating zone has two electrical terminals, namely a first terminal and a second terminal. A gating circuit for connecting the multiple heating zones is formed on the second conductive layer 113. The gating circuit can deliver electrical energy to the designated heating zone according to the instructions of the control unit 120.

[0024] Electrical connection can be achieved by providing a conductive via 114 between the first conductive layer 112 and the second conductive layer 113. The conductive via 114 penetrates the insulating base layer 111, electrically connecting the first conductive layer 112 located on one side of the insulating base layer 111 to the second conductive layer 113 located on the other side. In actual implementation, the conductive via 114 can be a through hole opened in the insulating base layer 111, with the hole wall metallized or filled with conductive material to achieve interlayer conductivity. In this way, the control unit 120 can selectively supply power to a specific heating zone on the first conductive layer 112 via the conductive via 114 through the selection circuit on the second conductive layer 113.

[0025] Optionally, the multiple heating zones formed on the first conductive layer 112 are arranged sequentially along the spanwise direction of the rotor. The spanwise direction refers to the direction extending from the blade root (near the hub end) to the blade tip. During rotor rotation, the linear velocity varies at different spanwise positions, and the icing characteristics also differ. In this embodiment, the rotor is divided into several independent heating areas along the spanwise direction, allowing the control unit 120 to selectively heat specific areas based on the severity of icing at different spanwise positions. This avoids the problem of uneven energy distribution in traditional chord-wise partitioned heating and improves anti-icing and de-icing efficiency.

[0026] The gating circuit formed by the second conductive layer 113 includes a first set of gating lines and a second set of gating lines. The first set of gating lines can be understood as power lines (such as VCC lines), and the second set of gating lines can be understood as ground lines (such as GND lines). Each heating zone is connected to one of the first set of gating lines and one of the second set of gating lines. The control unit 120 activates the corresponding heating zone by selecting one of the first set of gating lines and one of the second set of gating lines, thus putting the selected heating zone into a heating operation state.

[0027] Specifically, such as Figure 5 As shown, the first set of selector lines includes four power lines: VCC1, VCC2, VCC3, and VCC4, and the second set of selector lines includes four ground lines: GND1, GND2, GND3, and GND4. By connecting different heating zones to different combinations of power and ground lines, only these eight wires are needed to achieve independent control of 16 zones. For example, when the control unit 120 selects VCC1 and GND1, heating zone 1 connected to the intersection of these two lines is powered on and generates heat; the remaining zones that do not form a closed loop remain disconnected. It should be understood that those skilled in the art can flexibly set the number of selector lines according to the actual number of zones required. For example, using five power lines and five ground lines to control 25 zones, this matrix selection principle of controlling N×M zones with N+M wires is within the scope of protection of this invention. In this way, the number of lead-out wires is significantly reduced, solving the technical bottleneck in the prior art where the number of zones is limited by the number of wires.

[0028] Specifically, VCC1 is electrically connected to the first terminal of heating zone 1 to heating zone 4; VCC2 is electrically connected to the first terminal of heating zone 5 to heating zone 8; VCC3 is electrically connected to the first terminal of heating zone 9 to heating zone 12; VCC4 is electrically connected to the first terminal of heating zone 13 to heating zone 16; GND1 is electrically connected to the second terminal of heating zone 1, heating zone 5, heating zone 9, and heating zone 13; GND2 is electrically connected to the second terminal of heating zone 2, heating zone 6, heating zone 10, and heating zone 14; GND3 is electrically connected to the second terminal of heating zone 3, heating zone 7, heating zone 11, and heating zone 15; and GND4 is electrically connected to the second terminal of heating zone 4, heating zone 8, heating zone 12, and heating zone 16. See Table 1 below, which shows the heating zones controlled by the selected combinations of power lines and ground wires, where "1" indicates connection and "0" indicates disconnection. Table 1. Relationship between the selected circuit and the heating zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 VCC1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 VCC2 0 0 0 0 1 1 1 1 0 0 0 0 0 0 0 0 VCC3 0 0 0 0 0 0 0 0 1 1 1 1 0 0 0 0 VCC4 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 GND1 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 GND2 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 0 GND3 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 GND4 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 It should be understood that this embodiment does not limit the heating of only one zone at a time. Depending on the actual de-icing requirements, the control unit can simultaneously select multiple heating zones for heating, such as simultaneously selecting the zones of the blade root region and the blade tip region, in order to achieve a differentiated de-icing strategy.

[0029] Optionally, the heating time for the heating zone near the blade root is longer than that for the heating zone near the blade tip. Since the linear velocity of a point on the blade is proportional to its rotational angular velocity and its distance from the hub center, the blade tip region has a larger radius and higher linear velocity. The intense friction between the high-speed airflow and the blade surface generates an aerodynamic heating effect, resulting in a relatively high blade tip surface temperature and a relatively low risk of icing or the need for less external heating energy. Conversely, the blade root region has a smaller radius, lower linear velocity, weaker aerodynamic heating effect, and lower surface temperature, making it easier for ice to accumulate and difficult to melt through its own aerodynamic heat. Therefore, this embodiment controls the heating of the zone near the blade root for a longer time by the control unit, while providing a shorter heating time for the blade tip region. This ensures that the blade root receives sufficient heat energy while avoiding overheating of the blade tip region and energy waste, achieving a balance between de-icing effect and energy consumption.

[0030] Optionally, the area of ​​the heating zone near the propeller root is smaller than that near the propeller tip. Since the propeller root region requires a higher heating power density and a longer heating time, designing a smaller heating zone area in this region allows for two advantages: firstly, it appropriately increases the resistance of the heating zone, achieving a higher heating power density under limited voltage and rapidly raising the local temperature; secondly, a smaller area corresponds to a smaller total heat capacity, resulting in a faster heating rate and a more rapid response to de-icing requirements. For the propeller tip region, due to its strong aerodynamic heating effect, the required external heating power density is lower. Therefore, its heating zone area can be designed to be larger to cover a wider area without placing an excessive burden on the power supply. It should be understood that the differentiated control of heating time and the differentiated design of heating zone area can be applied individually or in combination to adapt to the anti-icing and de-icing requirements of different models and operating conditions.

[0031] Optionally, such as Figure 4 As shown, the first conductive layer 112 forms a meandering heating resistor within each heating zone. Specifically, the heating resistor can have a serpentine or wavy meandering path. First, within the limited area of ​​the heating zone, the meandering wiring significantly extends the path length through which the current flows. According to the law of resistance, given a constant resistivity and cross-sectional area of ​​the conductive material, a longer path results in a higher resistance value. By increasing the resistance value, the operating current can be effectively reduced when the same voltage is applied, thereby reducing the requirements for power supply drive capability and reducing line losses. Second, this uniformly distributed meandering pattern ensures that heat is evenly dissipated within the zone, avoiding localized overheating or cold spots, thus improving the consistency of the anti-icing and de-icing effect. It should be understood that the specific pattern of the heating resistor is not limited to the specific shape shown in the figure. In other embodiments, geometric shapes such as S-shapes, sawtooth shapes, or spiral shapes that can achieve the purpose of increasing resistance value and uniform wiring can also be used.

[0032] Furthermore, the control unit 120 is also configured to perform temperature detection using a heating resistor. Specifically, the control unit 120 first applies a preset detection voltage to the heating resistor within the target heating zone. Then, the control unit 120 detects the current flowing through the heating resistor. Based on Ohm's law, the control unit 120 calculates the real-time resistance value of the heating resistor using the detected voltage and current data. Finally, the control unit 120 determines the temperature of the heating zone based on the real-time resistance value and a preset resistance-temperature relationship. The resistance-temperature relationship refers to the physical property of the resistivity of a conductive material changing with temperature. Typically, the resistance of a metallic conductive material increases linearly with increasing temperature. In practical applications, the control unit 120 internally stores a resistance-temperature lookup table or a linear temperature coefficient formula for the heating resistor material. By comparing or calculating the calculated real-time resistance value with preset data, the surface temperature of the current heating zone can be deduced. Thus, by reusing the heating resistor for temperature measurement, the need for additional temperature sensors and wiring on the heating unit 110 is eliminated, reducing cost and failure rate.

[0033] Of course, this application can also set temperature sensors in the heating zones, and the control unit 120 can adjust the heating time of each heating zone according to the temperature signal fed back by the temperature sensor. Specifically, the temperature sensor is set as follows: In an optional embodiment, the second conductive layer 113 also includes temperature measuring wires corresponding to each heating zone. The temperature measuring wires are set on the same surface of the insulating base layer 111 where the second conductive layer 113 is set, and are located in the free area outside the selection circuit. The temperature measuring wires corresponding to each heating zone have a first temperature measuring terminal and a second temperature measuring terminal at both ends, and the first temperature measuring terminal and the second temperature measuring terminal are set independently from the first terminal and the second terminal of the heating resistor. A dedicated through hole 114 for temperature measuring signal is opened on the insulating base layer 111, and the first temperature measuring terminal and the second temperature measuring terminal are respectively led to the surface where the first conductive layer 112 is located through the dedicated through hole 114 for temperature measuring signal, and finally connected to the control unit 120 via the power transmission unit 130 through an independent signal lead. The temperature sensing lead can be made of a temperature-sensitive material different from that of the gate circuit, such as platinum resistance paste or an alloy material with a significant temperature coefficient of resistance, which provides better temperature sensing sensitivity than heating resistance materials. Thus, by utilizing the spatial redundancy of the second conductive layer 113, an independent temperature sensing function is integrated, resolving the contradiction between the performance of heating and temperature sensing materials and achieving accurate temperature detection for each heating zone. In another optional embodiment, a patch-type temperature sensor can be installed in each heating zone, attached to the surface of the insulating base layer 111 where the heating zone is located or the inner wall of the blade. Each temperature sensor has two signal leads, which can be converged and connected to the control unit 120 via the power transmission device 130. This solution offers high measurement accuracy, mature and reliable technology, and is suitable for applications requiring high temperature measurement accuracy.

[0034] The control unit 120 has a preset target temperature threshold, which can be set slightly above the freezing point to ensure that the ice layer can melt and detach. During operation, the control unit 120 monitors the temperature signal of each heating zone in real time and compares it with the target temperature threshold to dynamically adjust the heating time. For example, given that the heating zone near the blade root has a longer heating time, in actual flight conditions, if the ambient temperature is high or the aerodynamic heating effect is strong, and the temperature of the blade root zone is detected to be close to or has reached the target temperature, the control unit will shorten the actual heating time of that zone, or even skip the heating cycle of that zone, thereby avoiding overheating and damage to the blade surface material. Conversely, if the temperature rise of the blade tip zone is detected to be slow, the control unit 120 can appropriately extend the heating time of that zone to ensure thorough de-icing.

[0035] In practical applications, the heating unit 110 is typically powered by the airborne power supply. Due to the limited capacity of the aircraft electrical network and its extremely high requirements for power quality, directly switching on and off a high-power heating load can cause a severe current surge to the airborne electrical network, potentially leading to voltage fluctuations or even tripping. Therefore, the control unit 120 is configured to gradually increase the supply current from zero to the target current value during the startup phase. Upon receiving an anti-icing command, the control unit 120 controls the output current to increase smoothly according to a preset slope. When the current reaches the target current value, the system enters the operating phase. During this phase, the control unit 120 maintains the supply current at the target current value. At this time, the heating unit 110 is in a stable heating state, continuously transferring heat to the rotor surface to melt the ice layer. When the de-icing task is completed or a stop command is received, the system enters the termination phase. The control unit 120 controls the supply current to gradually decrease from the target current value to zero, allowing the load current to be smoothly withdrawn and protecting the safety of the airborne electrical network. It should be understood that the trajectory of the current rise or fall is not limited to a strictly linear change. In other embodiments, a smooth transition form such as an S-shaped curve or an exponential curve can also be used, as long as the purpose of avoiding sudden current changes can be achieved.

[0036] Optionally, in this embodiment, the power transmission unit 130 is disposed on the rotating part of the rotor and is used to connect the control unit 120 and the heating unit 110. In this embodiment, the power transmission unit 130 is preferably a conductive slip ring. Since the control unit 120 is usually installed on the stationary part of the fuselage, while the heating unit 110 rotates at high speed with the rotor, the conductive slip ring can realize the transmission of electrical energy and signals between the stationary part and the rotating part.

[0037] Preferably, the power transmission unit 130 is a wireless conductive slip ring, which transmits power and / or control signals between the control unit 120 and the heating unit 110 in a non-contact manner, eliminating the physical contact between the carbon brush and the slip ring body in a mechanical slip ring, and solving problems such as poor contact and signal interruption caused by friction and wear. Example

[0038] This application provides a method for de-icing a rotorcraft, which is applied to the de-icing system of the rotorcraft described in the above embodiments. Figure 6 As shown, the de-icing method for rotorcraft may include the following steps: Step S201: Obtain the icing status information of the blades.

[0039] Understandably, icing status information can originate from icing detectors installed on the aircraft, directly detecting the liquid water content or ice crystal concentration in the atmosphere to determine whether icing weather conditions exist. Optionally, icing status information can originate from temperature sensors installed within the heating unit. When the temperature sensor detects that the blade surface temperature is below the freezing point and the environment is humid, it can be determined to be in an icing state. Furthermore, icing status information can also include control commands sent by the aircraft controller, such as instructions from the pilot to manually activate the anti-icing and de-icing system based on visual observation or instrument displays. It should be understood that this embodiment does not limit the specific source and form of icing status information, as long as it can characterize the current or impending icing risk faced by the blades.

[0040] Step S202: Based on the freezing state information, determine at least one target heating zone that needs to be heated and the corresponding gating circuit combination.

[0041] Optionally, the control unit internally stores a mapping relationship between icing status information and heating zones and selection combinations. For example, when the icing status information shows light icing, the controller can only identify the heating zone closest to the paddle root as the target heating zone; while when it shows heavy icing, the controller may determine that all heating zones distributed along the spanwise direction need to be heated. After determining the target heating zone, the corresponding selection circuit combination is further calculated. For example, if it is determined that zone 1 needs to be heated, and zone 1 is connected between the first potential selection line VCC1 and the second potential selection line GND1, then the selection circuit combination is "VCC1 and GND1 are connected". If multiple zones, such as zones 1, 5, and 9, need to be heated simultaneously, the controller calculates a common potential line combination that can simultaneously connect these zones.

[0042] Step S203: Control the corresponding selection circuit combination electrical connection through the control unit to put the selected heating zone into the heating working state.

[0043] Optionally, based on the selection circuit combination calculated in step S202, the corresponding first potential selection line and second potential selection line are controlled to be connected to the output terminal of the power module. At this time, the current is transmitted to the heating unit through the power transmission unit, flows through the heating wires in the selected heating zone, generates Joule heating, thereby melting or preventing the ice layer on the blade surface. During the heating process, the control unit can also adopt a differentiated heating strategy, applying a longer heating time to the zone near the blade root and a shorter heating time to the zone near the blade tip. At the same time, when the power module performs the heating action, it ensures that the load current of the airborne power supply remains stable throughout the heating process, avoiding pulse current surges. When the preset heating time is reached or the temperature sensor feedback indicates that the target temperature has been reached, the controller disconnects the selection circuit combination, ends the heating cycle of that zone, and switches to the next zone or enters standby mode according to preset logic.

[0044] Thus, the anti-icing method of this application embodiment achieves precise and efficient handling of propeller icing conditions. This method not only reduces wiring complexity by utilizing gating circuits, but also optimizes energy distribution through intelligent partition selection and timing control, ensuring flight safety of the aircraft in icing environments.

[0045] As one implementation method, when switching from the current heating zone to the next heating zone, power is supplied to both the current heating zone and the next heating zone simultaneously during a preset transition period, and the total power supply current is kept constant during the transition period.

[0046] Optionally, when switching from the current heating zone to the next heating zone, a transition period is preset in the control unit, for example, a fixed value between 50ms and 200ms, or dynamically determined according to the current operating current. At the beginning of the transition period, the control unit maintains continuous power supply to the current heating zone while applying an initial power supply current to the next heating zone. During the subsequent transition period, the power supply current of the current heating zone is gradually reduced according to a preset current distribution curve, while the power supply current of the next heating zone is gradually increased. The control unit monitors the sum of the two power supply currents in real time and adjusts the output duty cycle or current reference value of the power module to maintain the sum of the power supply current of the current heating zone and the power supply current of the next heating zone at a constant target total current value during the transition period. At the end of the transition period, the power supply current of the current heating zone drops to zero, and the power supply current of the next heating zone reaches the target total current value. Afterward, the system enters an independent power supply phase for the next heating zone. In this way, the total current drawn by the system from the airborne power supply does not change abruptly during the zone switching process, avoiding the sudden drop and rise in current caused by the instantaneous disconnection and reconnection of the load. This extends constant current control from the steady-state power supply stage of a single zone to the dynamic transition process of zone switching, further reducing harmonic interference and voltage fluctuations to the airborne power grid and improving the compatibility between the anti-icing system and the aircraft power system.

[0047] This application also provides an aircraft that includes the anti-icing system for rotorcraft described in any of the above embodiments. Specific implementation details of this embodiment can be found in the relevant descriptions of the anti-icing system for rotorcraft, and will not be repeated here.

[0048] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. It should be understood that various variations, substitutions, combinations, or simplifications that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention, such as changing the specific number of heating zones, adjusting the topology of the selection circuit, or employing other forms of non-contact energy transfer devices, etc., as long as their technical solutions are substantially the same as or equivalent to the present invention, should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A deicing system for a rotary wing aircraft, comprising: The heating unit comprises an insulating base layer, a first conductive layer, a second conductive layer, and a through-hole; the first conductive layer and the second conductive layer are respectively arranged on the opposite surfaces of the insulating base layer; the first conductive layer forms a plurality of heating sub-zones; the second conductive layer forms a gating circuit for gating the plurality of heating sub-zones; the through-hole penetrates the insulating base layer and electrically connects the first conductive layer and the second conductive layer; The control unit is electrically connected with the gating circuit and is configured to selectively supply power to the heating sub-zones through the gating circuit; The electric energy transmission unit is arranged at a rotating part of the rotor and is used for connecting the control unit and the heating unit. The gating circuit comprises a first group of gating lines and a second group of gating lines; each heating sub-zone is connected with one of the first group of gating lines and one of the second group of gating lines; the control unit is configured to: by gating one of the first group of gating lines and one of the second group of gating lines, the corresponding heating sub-zone is in a heating working state.

2. The system of claim 1, wherein, The plurality of heating sub-zones are distributed along the span direction of the aircraft blade.

3. The system of claim 1, wherein, The heating time of the heating sub-zone close to the blade root is longer than that of the heating sub-zone close to the blade tip, and / or the area of the heating sub-zone close to the blade root is smaller than that of the heating sub-zone close to the blade tip.

4. The system of claim 3, wherein, The first conductive layer forms a serpentine heating resistor in each heating sub-zone.

5. The system of claim 1, wherein, The control unit is further configured to:

6. The system of claim 5, wherein, apply a detection voltage to the heating resistor; detect the current flowing through the heating resistor; determine the real-time resistance value of the heating resistor based on the detection voltage and the current; determine the temperature of the heating sub-zone based on the real-time resistance value and a preset resistance-temperature relationship. The control unit is further configured to:

7. The system of claim 1, wherein, in the starting stage, gradually increase the power supply current from zero to a target current value; in the working stage, control the power supply current to maintain at the target current value; in the ending stage, gradually decrease the power supply current from the target current value to zero. The de-icing system applied to the rotor aircraft of any one of claims 1 to 7 comprises:

8. A method of deicing a rotary wing aircraft, characterized by, obtaining icing state information of the blade; determining at least one target heating sub-zone and the corresponding gating circuit combination that need to be heated according to the icing state information; controlling the corresponding gating circuit combination to be electrically connected, so that the selected heating sub-zone is in a heating working state. Further comprising:

9. The method of claim 8, wherein, when switching from the current heating sub-zone to the next heating sub-zone, simultaneously supplying power to the current heating sub-zone and the next heating sub-zone in a preset transition period, and maintaining the total power supply current constant in the transition period. The de-icing system of the rotor aircraft of any one of claims 1 to 7.

10. An aircraft, characterized in that ​

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