Aircraft windshield heating system and heating method

Abstract

A heating system and method for an aircraft windshield are disclosed. The heating system includes a heating unit for heating the windshield glass. The heating unit can heat the windshield glass with at least an anti-fog power and an anti-icing power higher than the anti-fog power. The heating system also includes a detection unit and a control unit. The detection unit includes a temperature sensor and an image sensor. The temperature sensor detects the overall temperature distribution data of the windshield glass. The image sensor acquires an image of the entire windshield glass and determines whether the windshield glass is likely to ic. The control unit switches the heating power of the heating unit to the anti-fog power or the anti-icing power according to the determination result of the image sensor. The control unit adjusts the heating duty cycle of the heating unit according to the temperature distribution data detected by the temperature sensor to maintain the heating power of the heating unit at the anti-fog power or the anti-icing power.

Description

Technical Field

[0001] This invention relates to a heating system for an aircraft windshield and a heating method using the same system. Background Technology

[0002] The aircraft windshield is the glass window located in front of the cockpit of an aircraft. For safety reasons, it is necessary to ensure that the pilot can always see the outside situation through the windshield during flight. However, when the outer surface of the windshield fogs up or ices up, it will seriously affect the pilot's vision. To address this, a windshield heating system is installed, which includes heating elements such as heating films. The heating system heats the windshield to prevent fogging or icing (hereinafter referred to as "anti-fogging" and "anti-icing").

[0003] However, the heating power required for fogging and icing is different. Specifically, the heating power required for fogging is lower than that required for icing. Therefore, the control of the heating element in the windshield heating system mainly includes the following two methods: (1) The pilot makes a judgment based on the icing signal from the icing detection system that detects icing on the aircraft fuselage, and manually switches the heating element to the heating power used for fogging or icing; (2) The heating element is always heated at a higher heating power used for de-icing without making a judgment. In method (1), the pilot needs to pay attention to the icing signal at all times, which significantly increases the pilot's workload and poses a risk of operational error. In method (2), although no manual intervention is required, heating at a higher heating power at all times will cause energy waste, and prolonged heating of the glass will also affect the service life of the glass.

[0004] Furthermore, current monitoring and feedback control of the heating power of heating elements are based on temperature sensors embedded in the windshield. However, these sensors can only detect the temperature near their installation location. If the temperature is relatively high in areas of the glass far from the sensor, there is a possibility that the heating power could be further increased through feedback control based on the sensor's detection signal. This could lead to excessive thermal stress on the glass, causing blistering, delamination, and in severe cases, even glass breakage, threatening flight safety. Additionally, while placing temperature sensors at multiple locations on the glass can alleviate these problems to some extent, the fact that any one of the sensors is embedded in the windshield necessitates replacing the entire windshield if any of the sensors fails or is damaged, significantly increasing maintenance costs.

[0005] Therefore, there is an urgent need to design a new type of aircraft windshield heating system and heating method that can monitor the fogging and icing conditions of the windshield, adaptively control the heating element to heat with appropriate heating power based on the monitoring results, and prevent local overheating of the windshield. Summary of the Invention

[0006] The present invention was made in view of the above-mentioned problems, and its purpose is to provide a heating system and heating method that can automatically adjust the heating mode of the windshield according to the fogging and icing conditions of the windshield.

[0007] To achieve the above objectives, the present invention provides a heating system for an aircraft windshield, including a heating unit for heating the windshield glass. The heating unit is capable of heating the windshield glass with at least an anti-fog power and an anti-icing power higher than the anti-fog power. The heating system also includes a detection unit and a control unit. The detection unit includes a temperature sensor and an image sensor. The temperature sensor detects the overall temperature distribution data of the windshield glass. The image sensor acquires an image of the entire windshield glass and determines whether the windshield glass is likely to ic. The control unit switches the heating power of the heating unit to the anti-fog power or the anti-icing power according to the determination result of the image sensor. The control unit adjusts the heating duty cycle of the heating unit according to the temperature distribution data detected by the temperature sensor to maintain the heating power of the heating unit at the anti-fog power or the anti-icing power.

[0008] The heating system according to the present invention includes a detection unit having a temperature sensor and an image sensor. While determining the icing condition of the windshield based on the detection results of the image sensor and selecting an appropriate heating power, the system adjusts the heating duty cycle based on the temperature distribution data detected by the temperature sensor to maintain the heating power at an appropriate level. Therefore, the heating system can automatically heat the windshield according to the icing condition, avoiding untimely heating due to misjudgment, and eliminating the need for high-power heating throughout the flight, thus saving energy. Furthermore, the heating power can be adjusted and maintained according to the temperature distribution of the windshield, avoiding overheating or localized overheating, reducing the risk of windshield damage due to heating.

[0009] Furthermore, in the aircraft windshield heating system of the present invention, it is preferable that the control unit adjusts the heating duty cycle of the heating unit according to the average value of the temperature distribution data.

[0010] Therefore, the heating duty cycle can be adjusted according to the average temperature of the entire windshield, and the heating duty cycle can be reliably regulated.

[0011] Furthermore, in the aircraft windshield heating system of the present invention, it is preferable that the control unit adjusts the heating duty cycle of the heating unit according to the difference between the maximum and minimum values ​​in the temperature distribution data.

[0012] Therefore, the heating duty cycle can be adjusted according to the maximum temperature difference on the windshield, thus better preventing local overheating.

[0013] Furthermore, in the aircraft windshield heating system of the present invention, it is preferred that the detection unit includes at least two temperature sensors, and the control unit uses the average value of the temperature distribution data detected by the at least two temperature sensors as the temperature distribution data to adjust the heating duty cycle of the heating unit.

[0014] Therefore, compared with setting only a single temperature sensor, it can avoid the adverse effects caused by abnormal detection results of a single temperature sensor, thus improving the reliability of the heating system.

[0015] Furthermore, in the aircraft windshield heating system of the present invention, it is preferable that the temperature sensor is an infrared detector that detects the overall temperature distribution of the windshield glass on the outside of the windshield glass.

[0016] Therefore, the temperature distribution of the entire windshield can be detected by the temperature sensor on the outside of the windshield, avoiding blind spots. When the temperature sensor is damaged, only the temperature sensor needs to be replaced, without replacing the windshield, which improves maintainability and reduces maintenance costs.

[0017] This invention also provides a method for heating an aircraft windshield, which uses the aforementioned aircraft windshield heating system to heat the windshield glass, and includes: a first judgment step, in which a determination is made as to whether the aircraft is in a ground-based or air-based operating condition; a second judgment step, in which, if the first judgment step determines that the aircraft is in an air-based operating condition, the second judgment step determines at least based on the judgment result of the image sensor whether the windshield glass is likely to freeze; a temperature acquisition step, in which temperature acquisition data of the overall temperature distribution of the windshield glass is acquired through the temperature sensor; and a heating step, in which... In the heating step, the heating unit heats the windshield at anti-icing power or anti-fog power. If the aircraft is determined to be in ground condition in the first judgment step, or if icing is possible in the second judgment step, the heating step is performed at the anti-icing power. If icing is impossible in the second judgment step, the heating step is performed at the anti-fog power. The temperature acquisition step is performed before the heating step. In the heating step, the heating duty cycle of the heating unit is adjusted according to the temperature distribution data acquired in the temperature acquisition step to maintain the heating unit at the anti-icing power or the anti-fog power.

[0018] The aircraft windshield heating method according to the present invention can also select the heating power in combination with the aircraft's ground / air conditions, so that the windshield can be automatically and appropriately heated according to the aircraft's operating conditions and the icing condition of the windshield throughout the entire process from takeoff to landing.

[0019] Furthermore, in the aircraft windshield heating method of the present invention, it is preferable to return to the first determination step after the heating step is completed.

[0020] This allows the windshield to be heated appropriately based on real-time detection results, thus improving reliability.

[0021] Furthermore, in the aircraft windshield heating method of the present invention, it is preferred that, in the second judgment step, a judgment is made on whether the windshield glass may freeze based on the detection result of the total temperature sensor on the aircraft. If both the judgment result of the image sensor and the detection result of the total temperature sensor indicate that freezing is possible, then the windshield glass is judged to be likely to freeze.

[0022] Furthermore, in the heating method for the aircraft windshield of the present invention, it is preferred that, in the second determination step, the windshield glass is also determined to be likely to freeze based on the detection result of the icing detection system on the aircraft. If both the determination result of the image sensor and the detection result of the icing detection system indicate that icing is possible, then the windshield glass is determined to be likely to freeze.

[0023] Therefore, in addition to the results from the image sensor, the detection results from the total temperature sensor or the icing detection system are also combined to further determine whether the windshield is likely to ic up, which improves the accuracy and reliability of icing judgment, and thus improves the reliability of selecting the power for heating the windshield. Attached Figure Description

[0024] Figure 1 This is a schematic diagram showing the installation state of the aircraft windshield heating system relative to the windshield glass according to an embodiment of the present invention.

[0025] Figure 2 This is a flowchart illustrating the control flow in a heating method according to an embodiment of the present invention.

[0026] (Symbol Explanation)

[0027] 100 Heating system; 110 Heating unit; 120 Detection unit; 121 Dual-modal sensor; 122 Backup temperature sensor; 130 Control unit; 200 Windshield. Detailed Implementation

[0028] The following, combined with Figure 1 , Figure 2 A heating system for an aircraft windshield (hereinafter referred to as "heating system 100") according to one embodiment of the present invention and a heating method using the heating system 100 will be described, wherein... Figure 1 This is a schematic diagram showing the installation state of the heating system 100 relative to the windshield 200. Figure 2 This is a flowchart illustrating the control flow in the heating method.

[0029] The heating system 100 of this embodiment is used to heat the windshield 200 located in front of the aircraft cockpit to prevent fogging or icing on the windshield 200.

[0030] like Figure 1 As shown, the heating system 100 of this embodiment includes: a heating unit 110 for heating the windshield 200; a detection unit for detecting the condition of the windshield 200; and a control unit 130 for controlling the operation of the heating unit 110 based on the detection results of the detection unit.

[0031] In this embodiment, the heating unit 110 includes a heating element for heating the windshield 200. The heating element is, for example, a heating film adhered to the inner surface of the windshield 200. This heating film is preferably a transparent conductive film with good visible light transmittance. Thus, it can heat the windshield 200 when energized, and meet the requirements for visibility clarity of the aircraft windshield. However, the heating element is not limited to a heating film; any element capable of electrically heating the windshield 200 can be used, as long as it meets the visibility clarity requirements of the windshield. For example, it could be a resistance wire, a conductive coating, etc.

[0032] In this embodiment, such as Figure 1 As shown, the detection unit 120 includes: a dual-modal sensor 121, which can detect the temperature distribution and identify the icing condition on the windshield 200 at the same time; and a backup temperature sensor 122.

[0033] In this embodiment, the dual-modal sensor 121 includes a temperature sensor for detecting temperature and an image sensor for image recognition.

[0034] The temperature sensor includes an infrared detector that uses the principle of infrared radiation thermometry to detect the temperature distribution of the windshield 200. The infrared detector includes: an optical module for acquiring infrared radiation light signals; a conversion module for converting the infrared radiation light signals acquired by the optical lens into electrical signals; and a processing module for processing the electrical signals converted by the conversion module to obtain temperature distribution data.

[0035] In this embodiment, the optical module is, for example, a wide-angle infrared optical lens, which is fixedly installed at the top of the aircraft cockpit, directly opposite the windshield 200, and arranged to perform a full-area, blind-spot-free scan of the entire windshield 200, thereby collecting infrared radiation light from the entire area of ​​the windshield 200.

[0036] The conversion module, for example, is an infrared focal plane array photosensitive chip. Its corresponding optical module scanning range setting can efficiently receive the converged infrared radiation light and accurately convert the light signal into an analog electrical signal with corresponding intensity. The temperature of different areas of the glass directly determines the amount of radiation energy, which is then reflected as a difference in the amplitude of the electrical signal.

[0037] The processing module is, for example, an embedded processor integrating a signal filter, a signal amplifier, an analog-to-digital converter, and a data processing unit. It first filters and amplifies the analog electrical signal output by the conversion module to remove noise signals such as electromagnetic interference from aircraft avionics and ambient light interference in the cabin. Then, it converts the analog electrical signal into a digital electrical signal through analog-to-digital conversion. Combined with the pre-calibrated infrared emissivity parameters of the windshield 200, it performs calibration and conversion to convert the digital signal into an actual temperature value. It also establishes a mapping relationship between the temperature value and a specific location on the windshield 200, generating complete temperature distribution data for the entire windshield 200 area. This data includes parameters such as the average temperature of the glass, the maximum temperature difference, and the local extreme temperature. The processing module can also send this data to the control unit 130 of the heating unit 110.

[0038] In this embodiment, the image sensor includes: an image acquisition module that acquires real-time images of the windshield 200; and an image recognition module that recognizes the images acquired by the optical module.

[0039] In this embodiment, the image acquisition module is, for example, a wide-angle camera, which can be installed adjacent to the wide-angle infrared optical lens in the temperature sensor, and is also arranged to perform full-area scanning of the entire windshield 200, and can acquire image data of the surface of the windshield 200 in real time.

[0040] The image recognition module is an integrated processing unit, including a processor and a memory. The memory can receive and store image data of the windshield 200 surface from the image acquisition module. The memory also pre-stores icing recognition algorithms, image preprocessing programs, and standard comparison sample data. The standard comparison sample data covers benchmark image samples of iced and clean glass of different thicknesses. The icing recognition algorithm is used to perform noise reduction, feature extraction, and comparison judgment on the acquired images.

[0041] When the image sensor is working, the processor retrieves the algorithm program, sample data, and image data of the windshield 200 surface acquired in real time by the image acquisition module from the memory. It first performs preprocessing operations such as grayscale processing, noise reduction, and enhancement on the acquired raw image. Then, it extracts features such as texture, gloss, and contour of the glass surface and compares them with standard comparison samples to quickly identify whether there is a risk of icing on the windshield 200 surface. For example, if icing begins on the windshield 200, the image recognition module, after comparison and analysis, will determine that the acquired image of the windshield 200 surface differs from the standard sample image and indicates a risk of icing. Conversely, if there is no icing on the windshield 200, the image recognition module will determine that the acquired image of the windshield 200 surface is the same as the standard sample image and indicates no risk of icing. Furthermore, the image recognition module generates a signal indicating the presence or absence of an icing risk based on the judgment structure and sends this signal to the control unit 130 in the heating unit 110.

[0042] In this embodiment, the backup temperature sensor 122, similar to the temperature sensor in the dual-modal sensor 121, includes an infrared detector. When the temperature sensor in the dual-modal sensor 121 malfunctions or experiences a signal abnormality, the backup infrared detector can immediately switch to operation, ensuring uninterrupted temperature detection and further improving the operational reliability of the heating system 100. Alternatively, two temperature sensors can simultaneously detect the temperature of the windshield 200, and the control unit 130 can compare the temperature distribution data received from these two temperature sensors and calculate the average of the temperature distribution data from both sensors to ensure the accuracy of the temperature distribution data. Furthermore, the number of backup temperature sensors 122 is not limited to... Figure 1 The system shown can also be equipped with multiple backup temperature sensors 122 to further improve the operational reliability of the heating system 100 and the accuracy of temperature distribution data.

[0043] In this embodiment, the control unit 130 includes, for example, an airborne electronic control unit, which is electrically connected to the heating element in the heating unit 110, the dual-modal sensor 121 in the detection unit 120, and the backup temperature sensor 122. It provides stable power to the heating element and each sensor via an airborne power supply system and communicates data or signals with each sensor. Furthermore, the control unit 130 can also communicate with the aircraft's central control unit, total temperature sensor, wheel-mounted sensors, icing detection system, etc., via an airborne bus. Additionally, the control unit 130 preferably communicates with the aforementioned temperature sensors, image sensors, etc., with low communication latency to ensure the real-time nature of the data or signals obtained through communication.

[0044] Furthermore, in this embodiment, the control unit 130 can adjust the heating duty cycle of the heating element by controlling the power supply duty cycle. Specifically, the heating duty cycle of the heating element can be adjusted by changing the on / off time without changing the power supply voltage, thereby adjusting the heating efficiency without changing the heating power.

[0045] In addition, Figure 1 The illustration only shows the case where a heating unit 110 and a detection unit 120 are provided on one windshield 200. In reality, heating units 110 and detection units 120 can be provided on all windshields 200. These heating units 110 and detection units 120 can be controlled by the same control unit 130 or by multiple independent control units 130.

[0046] Next, combined Figure 2 The illustrated process describes an example of the heating method of the heating system 100 for the windshield 200 in this embodiment. Specifically, after the aircraft completes power-on initialization and all onboard systems complete self-tests, the heating system 100 of this embodiment also enters the power-on state. After the crew switches the windshield heating switch in the central control room to the automatic position, the heating system 100 begins to operate according to the instructions. Figure 2 The process shown executes in automatic control mode.

[0047] In step S1, the control unit 130 establishes communication with the aircraft's wheel-mounted sensors, receives the current wheel-mounted signals in real time, and determines the type of the wheel-mounted signals.

[0048] When the control unit 130 determines in step S1 that the received wheel signal is "ground", the aircraft is in ground conditions such as parking or taxiing, and the control unit 130 advances the process to step S2.

[0049] In step S2, the control unit 130 obtains temperature-related data such as the average temperature and maximum temperature difference of the entire windshield 200 from the temperature sensor in the dual-modal sensor 121, and then proceeds to step S3.

[0050] In step S3, the control unit 130 adjusts the heating power of the heating element to the power used for anti-icing (hereinafter referred to as "anti-icing power"), and dynamically adjusts the heating duty cycle of the heating element based on the temperature data of the windshield 200 obtained in step S2. Specifically, when the temperature range for preventing ice formation on the surface of the windshield 200 is, for example, 39°C to 44°C, when the average temperature of the windshield 200 obtained in step S2 is lower than 39°C, the control unit 130 adjusts the heating duty cycle to 100%, and when the average temperature reaches 44°C or higher, the heating duty cycle is adjusted to 0%. When the average temperature is between 39°C and 44°C, the heating duty cycle is adjusted between 0% and 100%.

[0051] Therefore, in situations requiring high visibility, such as during pre-takeoff taxiing, the anti-icing mode heats the windshield 200 to prevent fogging or icing, ensuring the crew can clearly observe the outside environment. Furthermore, the heating duty cycle can be dynamically adjusted based on the current windshield 200 temperature data to prevent damage caused by continuous heating of the already high-temperature windshield 200.

[0052] After step S3, return to step S1. Thus, while the aircraft is in ground operation, the windshield 200 can always be heated in anti-icing mode, and the heating duty cycle can be dynamically adjusted repeatedly based on the real-time temperature data of the windshield 200, thereby better preventing the windshield 200 from being overheated and reducing energy consumption.

[0053] When the control unit 130 determines that the received wheel load signal is "empty" in step S1, the aircraft is in flight mode, and the control unit 130 advances the process to step S4.

[0054] In step S4, the control unit 130 acquires a signal related to the risk of icing from the image sensor and determines whether there is a risk of icing on the surface of the windshield 200 based on the signal.

[0055] If the control unit 130 determines in step S4 that there is no risk of icing, the control unit 130 proceeds the process to step S5. In step S5, the control unit 130 acquires temperature-related data such as the average temperature and maximum temperature difference of the entire windshield 200 area from the temperature sensor, and then proceeds to step S6.

[0056] In step S6, the control unit 130 adjusts the heating power of the heating element to the power used for anti-fog (hereinafter referred to as "anti-fog power"), and controls the heating duty cycle of the heating element based on the temperature data of the windshield 200 obtained in step S5, and returns to step S1 after step S6.

[0057] The control of the heating duty cycle in step S6 is similar to that in step S3. When the temperature range used to prevent fogging on the surface of the windshield 200 is, for example, 30°C to 35°C, when the average temperature of the windshield 200 obtained in step S5 is lower than 30°C, the control unit 130 adjusts the heating duty cycle to 42%, and when the average temperature reaches 35°C or higher, the heating duty cycle is reduced to 0%. When the average temperature is between 30°C and 35°C, the heating duty cycle is adjusted between 0% and 42%.

[0058] If the control unit 130 determines that there is a risk of icing in step S4, the control unit 130 will advance the process to step S7.

[0059] In step S7, the control unit 130 makes an auxiliary judgment on whether there is a risk of icing based on the detection results of a detection device other than the heating system 100. Figure 2 In the example shown, the control unit 130 obtains total temperature data from the total temperature sensor on the aircraft and determines whether the total temperature within a specified time T is ≤10℃. Here, the total temperature is the sum of the static temperature and the dynamic temperature. The static temperature is the ambient temperature of the outside atmosphere of the aircraft, and the dynamic temperature is the temperature increment converted from air kinetic energy.

[0060] In step S7, if the control unit 130 determines that the total temperature within a specified time T is ≤10℃, the external environment of the aircraft meets the conditions for icing, the control unit 130 proceeds the process to step S8. In step S8, the control unit 130 acquires temperature-related data such as the average temperature and maximum temperature difference across the entire windshield 200 area from the temperature sensor, and then proceeds to step S9. In step S9, the control unit 130 adjusts the heating power of the heating element to the power required for defogging, and controls the heating duty cycle of the heating element based on the temperature data of the windshield 200 acquired in step S8, in the same manner as in step S3, thereby preventing excessive heating and preventing icing on the surface of the windshield 200, and then returns to step S1 after step S9.

[0061] In step S7, if the control unit 130 determines that the total temperature within a specified time T is greater than 10°C, the external environment of the aircraft does not meet the conditions for icing. The control unit 130 then transfers the process to step S5, and then performs data acquisition and control of the heating element in the manner described in steps S5 and S6. After step S6, it returns to step S1.

[0062] Figure 2 The above-described process continues until the crew switches the windshield heater switch in the main control center to the off position. Therefore, based on the heating method described above, after the crew starts the heating system 100 and enters automatic control mode, the heating system 100 can automatically switch to anti-fog or anti-icing heating power based on wheel-mounted signals from wheel-mounted sensors, icing risk-related signals from image sensors, and total temperature data from the total temperature sensor, without requiring manual judgment from the crew, thus reducing the risk of misjudgment or operational errors.

[0063] Furthermore, the heating system 100 can immediately switch to anti-fog heating when high-power anti-icing heating is not required, thus avoiding the situation of heating at high power throughout and helping to reduce energy consumption. In addition, the control unit 130 can adjust the heating duty cycle of the heating element according to the real-time temperature data of the windshield 200, thereby preventing the windshield 200 from being damaged by overheating and further reducing energy consumption.

[0064] Furthermore, since the image sensor detects a risk of icing, the total temperature data detected by the total temperature sensor is used to assist in the judgment. Therefore, compared with the case where the judgment is based solely on the image sensor, even if the image sensor misjudges due to foreign objects other than ice on the windshield 200, the total temperature data can be combined to accurately determine whether anti-icing power heating is needed. This improves the reliability of the heating system 100 and also prevents the windshield 200 from being damaged by overheating and reduces energy consumption.

[0065] (Main effects of this implementation method)

[0066] According to the heating system 100 and heating method of this embodiment, the icing state and temperature distribution of the entire windshield 200 surface are detected by dual-modal detection of image recognition and infrared thermometry. The heating power of the heating element can be switched in real time according to the icing state to ensure that the windshield 200 does not freeze or fog, thus ensuring the visibility of the crew and flight safety. Furthermore, the heating duty cycle of the heating element can be adjusted appropriately in real time according to the temperature distribution, thereby reducing energy consumption and preventing adverse effects caused by excessively high local temperatures on the windshield 200.

[0067] In addition to the detection results from the dual-modal sensor 121, the heating system 100 can also combine the total temperature signal to help determine whether icing may occur, thereby improving the accuracy of the judgment and the reliability of the heating system 100.

[0068] Furthermore, through the heating method of this embodiment, the heating system 100 can automatically complete the working condition judgment and anti-icing and anti-fog heating control, reduce the operating load of the crew, reduce the risk of misjudgment, and ensure flight convenience and safety.

[0069] In addition, since the heating system 100 includes a backup temperature sensor 122, the operational reliability of the heating system 100 can be improved.

[0070] (Variation example)

[0071] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above embodiments.

[0072] In the above embodiment, in step S7, the control unit 130 makes an auxiliary judgment on whether there is a risk of icing based on the total temperature data from the total temperature sensor. However, in step S7, the control unit 130 may also make an auxiliary judgment based on the icing signal from the icing detection system on the aircraft. This icing detection system is a detection system commonly installed on aircraft to determine whether the fuselage is iced. It determines whether the fuselage is iced by the change in the frequency of a vibrating piezoelectric probe, and generates an icing signal indicating that icing has occurred when the fuselage is determined to be icing.

[0073] In step S7, the control unit 130 makes an auxiliary judgment based on the icing signal, for example, if no icing signal is received within a specified time T, it proceeds to step S5, and if an icing signal is received within a specified time T, it proceeds to step S8.

[0074] Furthermore, in the above embodiment, the heating duty cycle of the heating element was adjusted based solely on the average temperature of the windshield 200 in steps S3, S6, and S9, but this is not a limitation. For example, the heating duty cycle can also be adjusted in conjunction with the maximum temperature difference on the windshield 200. Specifically, the control unit 130 obtains the maximum temperature difference data of the entire area of ​​the windshield 200 from the temperature sensor, presets an appropriate temperature difference threshold (e.g., not exceeding 5°C), and when the detected maximum temperature difference is greater than the temperature difference threshold, the control unit 130 can appropriately reduce the heating duty cycle based on the average temperature to prevent the high-temperature area from being overheated, resulting in thermal stress concentration and damage; when the maximum temperature difference is less than or equal to the temperature difference threshold, the control unit 130 continues to control the heating element to heat at a heating duty cycle based on the average temperature.

[0075] In addition, in the above embodiment, the steps S2, S5, and S8 for acquiring temperature data are performed between the steps S1, S4, and S7 for making judgments and the steps S3, S6, and S9 for heating, respectively. However, this is not a limitation. The step of acquiring temperature data may also be performed before S1, and after the steps S3, S6, or S9 are completed, the process returns to the step of acquiring the temperature data, and the duty cycle of the heating element is controlled based on the temperature data.

[0076] It should be understood that within the scope of this invention, the various parts of the embodiments can be freely combined, or the various parts of the embodiments can be appropriately modified or omitted.

Claims

1. A heating system for an aircraft windshield, comprising a heating unit for heating the windshield glass, said heating unit being capable of heating the windshield glass with at least an anti-fogging power and an anti-icing power higher than said anti-fogging power, characterized in that, It also includes the testing department and the control department. The detection unit includes a temperature sensor and an image sensor. The temperature sensor detects the overall temperature distribution data of the windshield, and the image sensor acquires an image of the entire windshield and determines whether the windshield is likely to freeze based on the acquired image. The control unit switches the heating power of the heating unit to the anti-fog power or the anti-icing power based on the judgment result of the image sensor. The control unit adjusts the heating duty cycle of the heating unit based on the temperature distribution data detected by the temperature sensor to maintain the heating power of the heating unit at the anti-fog power or the anti-icing power.

2. The aircraft windshield heating system as described in claim 1, characterized in that, The control unit adjusts the heating duty cycle of the heating unit based on the average value of the temperature distribution data.

3. The aircraft windshield heating system as described in claim 1, characterized in that, The control unit adjusts the heating duty cycle of the heating unit based on the difference between the maximum and minimum values ​​in the temperature distribution data.

4. The heating system for an aircraft windshield as described in any one of claims 1 to 3, characterized in that, The detection unit includes at least two of the temperature sensors. The control unit uses the average value of the temperature distribution data detected by at least two of the temperature sensors as the temperature distribution data to adjust the heating duty cycle of the heating unit.

5. The aircraft windshield heating system as described in claim 1, characterized in that, The temperature sensor is an infrared detector that detects the overall temperature distribution of the windshield on the outside of the windshield.

6. A method for heating an aircraft windshield, comprising heating the windshield glass using the aircraft windshield heating system according to any one of claims 1 to 5, characterized in that, include: The first judgment step involves determining whether the aircraft is in a ground-based or airborne condition. The second judgment step involves determining whether the windshield is likely to freeze, based at least on the judgment result of the image sensor, if the aircraft is determined to be in the air in the first judgment step. The temperature acquisition step involves acquiring overall temperature distribution data of the windshield using the temperature sensor; and In the heating step, the heating unit heats the windshield at an anti-icing power or an anti-fog power. If, in the first determination step, it is determined that the aircraft is in a ground-based operating condition, or, in the second determination step, it is determined that icing is possible, the heating step is executed with the aforementioned anti-icing power. If, in the second determination step, it is determined that freezing is impossible, the heating step is performed at the aforementioned anti-fog power. The temperature acquisition step is performed before the heating step. In the heating step, the heating duty cycle of the heating unit is adjusted according to the temperature distribution data acquired in the temperature acquisition step, so as to maintain the heating unit at the anti-icing power or the anti-fog power.

7. The method for heating an aircraft windshield as described in claim 6, characterized in that, After the heating step is completed, return to the first determination step.

8. The method for heating an aircraft windshield as described in claim 7, characterized in that, In the second judgment step, a judgment is also made based on the detection results of the total temperature sensor on the aircraft to determine whether the windshield is likely to ice up. If both the image sensor's judgment result and the total temperature sensor's detection result indicate that icing is possible, then the windshield is determined to be likely to ic.

9. The method for heating an aircraft windshield as described in claim 7, characterized in that, In the second judgment step, it is also determined whether the windshield is likely to ice up based on the detection results of the icing detection system on the aircraft. If both the image sensor's judgment result and the icing detection system's detection result indicate that icing is possible, then the windshield is determined to be likely to be icy.

Images