Anti-icing method and anti-icing system

Abstract

This application relates to an anti-icing method and system. The anti-icing method includes: opening a first opening / closing component to introduce air into an anti-icing cavity for heating; and opening a second opening / closing component to guide the gas discharged from the anti-icing cavity to the release door area for heating. By opening the first opening / closing component to introduce air into the anti-icing cavity, the cavity is heated, thereby heating the inner surface of the skin behind the release door, raising the temperature of the skin behind the release door, and eliminating or preventing icing at that location. The gas discharged from the anti-icing cavity is guided to the release door through the second opening / closing component for heating, raising the temperature at the release door, thereby preventing or eliminating icing at the release door. This allows the release door to open and close normally without affecting the aircraft's aerodynamic shape or causing ice to detach.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to anti-icing methods and anti-icing systems. Background Technology

[0002] Firefighting aircraft are large and medium-sized aerial firefighting aircraft used to extinguish forest fires and other similar fires. These aircraft have a delivery hatch located under the fuselage, allowing fire extinguishing agents to be released from the air during firefighting operations.

[0003] In related technologies, after the extinguishing agent is released from the air, it will soak into the vicinity of the delivery hatch and flow over the lower surface of the rear fuselage. At high altitudes, air temperatures can reach tens of degrees below zero, making the extinguishing agent prone to freezing on the outer surface of the fuselage. Due to the unique characteristics of these fire extinguishers, areas that would not freeze during normal flight may ice up during firefighting operations. Icing near the delivery hatch can affect the opening and closing of the hatch mechanism and the operation of the hatch sensors, impacting the functionality of the delivery hatch and preventing it from closing properly. Furthermore, the ice layer frozen on the lower surface of the rear fuselage may disrupt the smooth, streamlined shape of the fuselage, altering its original aerodynamic shape and affecting flight performance and safety. In addition, if the ice layer breaks off during flight, the falling ice may land in residential areas, posing a threat to the personal safety and property of ordinary citizens. Summary of the Invention

[0004] Based on this, this application provides an anti-icing method and anti-icing system to solve the problem of firefighting aircraft being prone to icing when performing firefighting missions in related technologies.

[0005] This application provides an anti-icing method, which includes: opening a first opening and closing component to introduce a gas source into the anti-icing chamber to heat the anti-icing chamber; and opening a second opening and closing component to guide the gas discharged from the anti-icing chamber to the release hatch area for heating.

[0006] In one embodiment, the step of guiding the gas discharged from the anti-icing cavity to the release hatch for heating via the second opening and closing element includes: obtaining the temperature T of the release hatch. d The exhaust temperature T at the second opening and closing element g According to the temperature T of the release hatch d The exhaust temperature T at the second opening and closing element g Adjust the exhaust angle θ of the second opening and closing component.

[0007] In one embodiment, based on the temperature T of the release hatch d The exhaust temperature T at the second opening and closing element g The steps for adjusting the exhaust angle θ of the second opening / closing element include: based on the temperature T of the release hatch. d Obtain the exhaust angle θ of the second opening / closing element.d According to the exhaust temperature T at the second opening / closing element g Obtain the exhaust angle θ of the second opening / closing element. g Take the exhaust angle θ of the second opening / closing element. d The exhaust angle θ of the second opening and closing element g The exhaust angle θ of the large one serves as the second opening and closing element.

[0008] In one embodiment, based on the temperature T of the release hatch d Obtain the exhaust angle θ of the second opening / closing element. d The steps include: when the temperature T of the release hatch... d When the temperature is less than or equal to the first preset temperature t1, the exhaust angle θ of the second opening / closing element d =90°, where the first preset temperature t1 refers to the overheating risk assessment threshold temperature of the deployment hatch; when the temperature T of the deployment hatch... d When the temperature is greater than the first preset temperature t1 and less than or equal to the second preset temperature t2, the exhaust angle θ of the second opening / closing element is... d =90°+k d (T) d -T1), where the second preset temperature t2 refers to the overheating threshold temperature of the deployment hatch, k d This refers to the temperature influence coefficient of the drop hatch; when the temperature T of the drop hatch... d When the temperature is less than the second preset temperature t2, the exhaust angle θ of the second opening and closing element d =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element.

[0009] In one embodiment, based on the exhaust temperature T at the second opening / closing element... g Obtain the exhaust angle θ of the second opening / closing element. g The steps include: when the exhaust temperature T at the second opening / closing element... g Less than the first preset exhaust temperature t g1 At that time, the exhaust angle θ of the second opening and closing element g =90°, where the first exhaust temperature t g1 This refers to the exhaust overheating risk assessment threshold temperature; when the exhaust temperature T at the second opening / closing element... g Greater than the first preset exhaust temperature t g1 And less than or equal to the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening and closing element g =90°+k g (T) g -T g1 ), where the second preset temperature t g2This refers to the maximum permissible threshold temperature for exhaust gas, k. g This refers to the exhaust temperature influence coefficient; when the exhaust temperature T at the second opening / closing element... g Greater than the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening and closing element g =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element.

[0010] In one embodiment, the step of opening the first opening / closing element includes: obtaining the temperature T of the delivery hatch. d The system checks whether there is a risk of icing at the launch hatch. If there is a risk of icing at the launch hatch, the system executes the opening command of the first opening / closing component. Alternatively, when the controller receives a launch pre-position signal or an emergency launch signal from the launch hatch, the system executes the opening command of the first opening / closing component. Or, in the absence of a command, when the launch hatch is open, the system executes the opening command of the first opening / closing component.

[0011] In one embodiment, before the step of opening the first opening / closing member and introducing air into the anti-icing cavity to heat the anti-icing cavity, the anti-icing method further includes: acquiring the aircraft's wheel-mounted ground signal to determine the aircraft's status.

[0012] In one embodiment, after obtaining the aircraft's wheel-mounted ground signal and determining the aircraft's status, the anti-icing method further includes: obtaining the aircraft's flight destination and determining whether the aircraft is performing a firefighting mission.

[0013] In one embodiment, the step of introducing a gas source into the anti-icing cavity to heat the anti-icing cavity includes: obtaining the outer skin temperature of the anti-icing cavity; obtaining the pipeline pressure of the anti-icing cavity used to introduce the gas source; and adjusting the opening degree of the first opening and closing member according to the outer skin temperature of the anti-icing cavity and the pipeline pressure of the anti-icing cavity used to introduce the gas source.

[0014] This application also provides an anti-icing system. Using the aforementioned anti-icing method, the anti-icing system includes: an anti-icing cavity; an air duct, passing through the anti-icing cavity, one end of which is connected to an air source, and the other end of which is located inside and connected to the anti-icing cavity; a first opening / closing element, disposed on the air duct, located upstream of the anti-icing cavity; and a second opening / closing element, located downstream of the anti-icing cavity, with the air outlet of the anti-icing cavity connected to the air inlet of the second opening / closing element, and the air outlet of the second opening / closing element corresponding to the deployment hatch.

[0015] By applying the technical solution of this application, opening the first opening / closing component allows air to be introduced into the anti-icing cavity, heating the cavity and consequently heating the inner surface of the skin behind the delivery hatch. This raises the temperature of the skin behind the delivery hatch, eliminating or preventing icing at that location. The gas discharged from the anti-icing cavity is guided through the second opening / closing component to the delivery hatch for heating, raising its temperature and preventing or eliminating icing at the door. This allows the delivery hatch to open and close normally without affecting the aircraft's aerodynamic shape or causing ice to detach. Attached Figure Description

[0016] Figure 1 A flowchart of the anti-icing method provided in an embodiment of this application is shown.

[0017] Figure 2 A simplified structural diagram of the anti-icing system provided in an embodiment of this application is shown.

[0018] Figure 3 The diagram shows the location of the drop hatch and skin provided in the embodiments of this application.

[0019] Explanation of reference numerals in the attached figures:

[0020] 1. Engine; 2. Transfer valve; 3. First opening and closing component; 4. Anti-icing cavity; 5. Air duct; 6. Second opening and closing component; 7. Drop-off hatch; 8. Skin. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0022] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0023] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0024] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0025] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0026] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0027] See Figure 1 , Figure 1 A flowchart of an anti-icing method provided in an embodiment of this application is shown. One embodiment of this application provides an anti-icing method comprising the following steps.

[0028] S3. Open the first opening and closing part 3 to introduce the air source into the anti-icing cavity 4 to heat the anti-icing cavity 4.

[0029] S4. Open the second opening and closing part 6 to guide the gas discharged from the anti-icing chamber 4 to the area of ​​the release hatch 7 for heating.

[0030] Figure 3 This diagram illustrates the location of the deployment hatch and skin according to an embodiment of this application. (In conjunction with...) Figure 3 As shown, by opening the first opening / closing component 3, air is introduced into the anti-icing cavity 4, which heats the anti-icing cavity 4 and consequently heats the inner surface of the skin 8 behind the release door 7. This raises the temperature of the skin 8 behind the release door 7, eliminating or preventing icing at that location. The gas discharged from the anti-icing cavity 4 is guided through the second opening / closing component 6 to the release door 7 for heating, raising the temperature at that location and preventing or eliminating icing at the release door 7. This allows the release door 7 to open and close normally without affecting the aircraft's aerodynamic shape or causing ice to detach.

[0031] In this application, the air source can be the exhaust gas emitted by engine 1 during operation. Placing the anti-icing system close to engine 1 reduces the number of pipes required and decreases its complexity. Furthermore, it minimizes heat loss from bleed air during operation, has minimal impact on the overall aircraft layout, achieves a lightweight system design, saves aircraft power, and offers good economic benefits.

[0032] Of course, in other embodiments, other air sources can also be used for anti-icing, as long as anti-icing can be achieved at the launch hatch 7 and the skin 8 behind the launch hatch 7.

[0033] Step S4, which involves guiding the gas discharged from the anti-icing cavity 4 through the second opening and closing element 6 to the area of ​​the release hatch 7 for heating, includes the following steps.

[0034] S41. Obtain the temperature T of the release hatch 7. d The exhaust temperature T at the second opening and closing element 6 g .

[0035] S42, based on the temperature T of the release hatch 7 d The exhaust temperature T at the second opening and closing element 6 g Adjust the exhaust angle θ of the second opening / closing component 6.

[0036] By following the steps described above and adjusting the exhaust angle θ of the second opening / closing member 6, the exhaust angle θ of the second opening / closing member 6 can be made to a suitable angle at the exhaust temperature T. g The temperature T at the higher or lower drop hatch 7 d When the temperature is too high, the exhaust gas discharged from the second opening / closing component 6 is prevented from directly blowing onto the release hatch 7, thus protecting the release hatch 7 and its internal actuators. At the same time, it prevents the release hatch 7 from freezing due to excessively low temperatures.

[0037] It should be noted that the temperature T of the drop hatch 7 d The exhaust temperature T at the second opening and closing element 6 g It is necessary to refer to both simultaneously to obtain a better anti-icing effect.

[0038] Based on the temperature T of the release hatch 7 d The exhaust temperature T at the second opening and closing element 6 g The step S42 of adjusting the exhaust angle θ of the second opening / closing member 6 includes the following steps.

[0039] S421, Based on the temperature T of the release hatch 7 d The exhaust angle θ of the second opening / closing element 6 is obtained. d Based on the temperature T at point 7 of the release hatch. d Select exhaust angle θ d This can prevent the temperature at point 7 of the release hatch from being too high or too low, thus achieving the effects of anti-icing and protection.

[0040] S422, based on the exhaust temperature T at the second opening / closing element 6 g The exhaust angle θ of the second opening / closing element 6 is obtained. g According to the exhaust temperature T at the second opening / closing element 6. g Select the exhaust angle θ of the second opening / closing element 6. g When the temperature at the release hatch 7 is high, it can prevent exhaust gas from blowing directly onto the release hatch 7, thereby preventing the release hatch 7 from overheating.

[0041] S423, Take the exhaust angle θ of the second opening / closing element 6. d The exhaust angle θ of the second opening and closing element 6 g The exhaust angle θ of the large-diameter unit serves as the second opening / closing element 6. By selecting the exhaust angle θ... d and exhaust angle θ g The larger value in the value is used as the exhaust angle θ of the second opening and closing element 6, which can prevent the release door 7 from overheating while preventing it from freezing, thus protecting the release door 7.

[0042] Based on the temperature T of the release hatch 7 d The exhaust angle θ of the second opening / closing element 6 is obtained. d Step S421 includes the following steps.

[0043] When the temperature of the release hatch 7 is T d When the temperature is less than or equal to the first preset temperature t1, the exhaust angle θ of the second opening / closing element 6 d =90°, where the first preset temperature t1 refers to the overheating risk judgment threshold temperature of the deployment hatch 7.

[0044] When the temperature of the release hatch 7 is within the above temperature range, it indicates that there is no risk of overheating at the release hatch 7. At this time, the exhaust gas from the second opening and closing part 6 can be directly blown into the release hatch 7 to prevent icing.

[0045] When the temperature of the release hatch 7 is T d When the temperature is greater than the first preset temperature t1 and less than or equal to the second preset temperature t2, the exhaust angle θ of the second opening / closing member 6 is... d =90°+k d (T) d -T1), where the second preset temperature t2 refers to the overheating threshold temperature of the deployment hatch 7, k d This refers to the temperature influence coefficient of the release hatch 7.

[0046] When the temperature of the release hatch 7 is within the above-mentioned temperature range, it indicates that the release hatch 7 is within a reasonable temperature range. In order to prevent the release hatch 7 from overheating due to excessive temperature, the second opening and closing member 6 can adopt a smaller angle to use some of the exhaust gas to heat the release hatch 7, thereby avoiding overheating of the release hatch 7 and maintaining the release hatch 7 at a reasonable temperature.

[0047] When the temperature of the release hatch 7 is T d When the temperature is less than the second preset temperature t2, the exhaust angle θ of the second opening / closing element 6 d =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element 6.

[0048] When the temperature of the release hatch 7 is within the above temperature range, it indicates that the temperature at the release hatch 7 is too high. Exhaust should be carried out at the maximum angle to prevent exhaust gas from blowing onto the release hatch 7 and further increasing the temperature at the release hatch 7, thereby avoiding damage to the release hatch 7 and its actuating mechanism.

[0049] Based on the exhaust temperature T at point 6 of the second opening / closing element g The exhaust angle θ of the second opening / closing element 6 is obtained. g Step S422 includes the following steps.

[0050] When the exhaust temperature T at point 6 of the second opening / closing element g Less than the first preset exhaust temperature t g1 At that time, the exhaust angle θ of the second opening / closing element 6 g =90°, where the first exhaust temperature t g1 This refers to the threshold temperature for assessing the risk of exhaust overheating.

[0051] When the exhaust temperature at the second opening / closing component 6 is within the above temperature range, it indicates that the exhaust temperature at the second opening / closing component 6 is low, and it can directly blow onto the release hatch 7 without causing the release hatch 7 to become too hot.

[0052] When the exhaust temperature T at point 6 of the second opening / closing element g Greater than the first preset exhaust temperature t g1 And less than or equal to the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening / closing element 6 g =90°+k g (T) g -T g1 ), where the second preset temperature t g2 This refers to the maximum permissible threshold temperature for exhaust gas, k. g This refers to the exhaust temperature influence coefficient.

[0053] When the exhaust temperature at the second opening / closing component 6 is within the aforementioned temperature range, it indicates that the exhaust temperature at the second opening / closing component 6 is relatively high. If the exhaust gas is directly blown onto the release hatch 7, it may cause the temperature at the release hatch 7 to become too high. In this case, using part of the exhaust gas to heat the release hatch 7 can prevent the release hatch 7 from overheating and also maintain the release hatch 7 at a reasonable temperature.

[0054] When the exhaust temperature T at point 6 of the second opening / closing element g Greater than the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening / closing element 6 g =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element 6.

[0055] When the exhaust temperature at the second opening / closing member 6 is within the above-mentioned temperature range, it indicates that the exhaust temperature at the second opening / closing member 6 is too high and cannot be directly blown onto the release hatch 7. Exhaust should be carried out at the maximum angle to avoid the exhaust gas blowing onto the release hatch 7 and further increasing the temperature at the release hatch 7, thereby avoiding damage to the release hatch 7 and the actuation mechanism at the release hatch 7.

[0056] Among them, t1 <t2<t g1 <t g2 .

[0057] It should be noted that when the temperature T of the release hatch 7... d When the temperature is less than or equal to the first preset temperature t1, the exhaust temperature T at the second opening / closing element 6 is also less than or equal to the first preset temperature t1. g Greater than the second preset exhaust temperature t g2 At this time, heating is required at seven points on the release hatch to prevent icing. Although the exhaust gas is at its maximum exhaust angle θ... max The exhaust gas is discharged. However, the residual heat generated by the exhaust gas can still flow back to the release hatch 7 to heat the release hatch 7 and prevent ice formation at the release hatch 7.

[0058] Exhaust temperature influence coefficient k g Temperature influence coefficient k of drop hatch 7 d The determination needs to be based on factors such as the material of the release hatch 7 and the heating rate.

[0059] Step S3, which involves opening the first opening / closing element 3, includes the following steps.

[0060] In some embodiments, the temperature T of the delivery hatch 7 is obtained. d Confirm whether there is a risk of icing at the release hatch 7. If there is a risk of icing at the release hatch 7, execute the opening command of the first opening / closing component 3.

[0061] Alternatively, in some embodiments, when the controller receives a pre-positioning signal or an emergency deployment signal from the deployment hatch 7, it executes an opening command for the first opening / closing element 3.

[0062] By using the temperature at the launch hatch 7, the launch pre-position signal of the launch hatch 7, or the emergency launch signal as the opening command for the first opening / closing component 3, the launch hatch 7 can be preheated to prevent it from freezing due to excessively low temperature.

[0063] Alternatively, in some embodiments, when the delivery hatch 7 is opened without instruction, the opening command of the first opening / closing member 3 is executed.

[0064] In some special cases, when the command to open the release hatch 7 is not triggered, but the release hatch 7 opens automatically, it is necessary to heat the release hatch 7 to prevent it from failing to close due to icing.

[0065] Before step S3, which involves opening the first opening / closing component 3 and introducing the air source into the anti-icing cavity 4 to heat the anti-icing cavity 4, the anti-icing method also includes the following steps.

[0066] S1. Obtain the aircraft's wheel-mounted ground signals to determine the aircraft's status.

[0067] By determining whether the aircraft is in flight, it is possible to ascertain whether the aircraft is in an extremely low temperature state in the air, and thus determine whether it is necessary to heat the anti-icing cavity 4 and the drop-off door 7.

[0068] After step S1, which involves acquiring the aircraft's wheel-mounted ground signals and determining the aircraft's status, the anti-icing method also includes the following steps.

[0069] S2. Obtain the aircraft's flight objective and determine whether the aircraft is to carry out a firefighting mission.

[0070] By obtaining the aircraft's flight objective, it is possible to determine whether the aircraft is carrying out a flight mission.

[0071] Step S3, which involves introducing a gas source into the anti-icing cavity 4 to heat the anti-icing cavity 4, includes the following steps.

[0072] S31 obtains the temperature of the outer skin 8 at the anti-icing cavity 4, and the pipeline pressure at the anti-icing cavity 4 used for introducing air source.

[0073] S32. Adjust the opening degree of the first opening and closing part 3 according to the temperature of the outer skin 8 at the anti-icing cavity 4 and the pressure of the pipeline used to introduce the air source at the anti-icing cavity 4.

[0074] By using the above steps and adjusting the opening degree of the first opening and closing member 3 according to the above parameters, the heating temperature of the anti-icing cavity 4 can be controlled within a suitable range, thereby avoiding the risk of icing on the outer skin 8.

[0075] The temperature of the outer skin 8 at the anti-icing cavity 4 directly reflects the temperature of the skin 8. The pressure of the pipeline used to introduce the air source at the anti-icing cavity 4 can provide feedback on the exhaust gas flow rate in the pipeline before the temperature of the skin 8, thereby adjusting the opening degree of the first opening and closing part 3 in advance.

[0076] In the embodiments of this application, all temperature parameters can be obtained through temperature sensors, and pressure parameters can be obtained through pressure sensors.

[0077] Figure 2 A simplified structural diagram of the anti-icing system provided in an embodiment of this application is shown. (In conjunction with...) Figure 2 As shown, another embodiment of this application provides an anti-icing system. Applying the aforementioned anti-icing method, the anti-icing system includes an anti-icing cavity 4, a vent pipe 5, a first opening / closing element 3, and a second opening / closing element 6. The vent pipe 5 passes through the anti-icing cavity 4, with one end connected to a gas source and the other end located inside and connected to the anti-icing cavity 4. The first opening / closing element 3 is located upstream of the vent pipe 5; the second opening / closing element 6 is located downstream of the anti-icing cavity 4, with the outlet of the anti-icing cavity 4 connected to the inlet of the second opening / closing element 6. The outlet of the second opening / closing element 6 corresponds to the launch hatch 7. Introducing a gas source into the anti-icing cavity 4 heats the cavity, thereby heating the inner surface of the skin 8 behind the launch hatch 7, raising the temperature of the skin 8 behind the launch hatch 7, and eliminating or preventing icing at that location. The gas discharged from the anti-icing cavity 4 is guided to the release door 7 through the second opening and closing element 6 for heating, thereby raising the temperature of the release door 7 and preventing or eliminating icing at the release door 7. This allows the release door 7 to open or close normally without affecting the aerodynamic shape of the aircraft or causing ice to fall off.

[0078] In some embodiments, the air duct 5 is a flute-shaped tube, through which air is sprayed into the anti-icing cavity 4 to heat the inner surface of the skin 8 behind the release door 7. After the high-temperature hot air heats the anti-icing cavity 4, it is delivered to the second opening and closing element 6 through the air supply pipe and discharged outside the machine.

[0079] The launch hatch 7 is controlled by an actuation mechanism to open and close. During the heating process, it is necessary to prevent both the launch hatch 7 and the actuation mechanism from overheating.

[0080] The second opening / closing component 6 is an exhaust grille, which may also have an openable louvered structure inside. The louvered structure allows for angle adjustment, and its adjustment axis is perpendicular to the adjustment axis of the second opening / closing component 6. The angle adjustment via the louvered structure regulates the exhaust gas outlet direction, thereby allowing for heating of the skin 8 surrounding the release hatch 7.

[0081] In some embodiments, the anti-icing system further includes an inter-flow valve 2, which is located upstream of the first opening and closing element 3. The exhaust passages of the engines 1 on both sides of the aircraft are connected to the inter-flow valve 2. The inter-flow valve 2 is connected to the first opening and closing element 3 on both sides of the aircraft, and each first opening and closing element 3 is respectively provided in the corresponding air duct 5.

[0082] This application not only reuses the exhaust gas to heat the launch hatch 7 structure and the surrounding skin 8, which were originally difficult to heat due to their complex structure, but also specifically designs an adjustable second opening and closing component 6 and its control logic. Under the premise of ensuring system safety, it makes reasonable use of exhaust gas, simplifies the system layout, and reduces the waste of aircraft resources.

[0083] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0084] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An anti-icing method, characterized in that, The anti-icing method includes: Open the first opening and closing component to introduce air into the anti-icing cavity and heat the anti-icing cavity; Open the second opening and closing component to guide the gas discharged from the anti-icing chamber to the release hatch area for heating.

2. The anti-icing method according to claim 1, characterized in that, The step of guiding the gas discharged from the anti-icing cavity to the delivery hatch area for heating through the second opening and closing element includes: Obtain the temperature T of the delivery hatch. d and the exhaust temperature T at the second opening / closing element g ; According to the temperature T of the release hatch d and the exhaust temperature T at the second opening / closing element g Adjust the exhaust angle θ of the second opening and closing component.

3. The anti-icing method according to claim 2, characterized in that, The temperature T of the release hatch d and the exhaust temperature T at the second opening / closing element g The steps for adjusting the exhaust angle θ of the second opening / closing member include: According to the temperature T of the release hatch d The exhaust angle θ of the second opening / closing element is obtained. d ; According to the exhaust temperature T at the second opening / closing element g The exhaust angle θ of the second opening / closing element is obtained. g ; Take the exhaust angle θ of the second opening and closing element d and the exhaust angle θ of the second opening and closing element g The exhaust angle θ of the middle and large components serves as the second opening and closing element.

4. The anti-icing method according to claim 3, characterized in that, The temperature T of the release hatch d The exhaust angle θ of the second opening / closing element is obtained. d The steps include: When the temperature T of the release hatch d When the temperature is less than or equal to the first preset temperature t1, the exhaust angle θ of the second opening / closing element d =90°, where the first preset temperature t1 refers to the overheating risk judgment threshold temperature of the deployment hatch; When the temperature T of the release hatch d When the temperature is greater than the first preset temperature t1 and less than or equal to the second preset temperature t2, the exhaust angle θ of the second opening / closing member is... d =90°+k d (T) d -T1), where the second preset temperature t2 refers to the overheating threshold temperature of the deployment hatch, k d This refers to the temperature influence coefficient of the deployment hatch; When the temperature T of the release hatch d When the temperature is less than the second preset temperature t2, the exhaust angle θ of the second opening and closing element d =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element.

5. The anti-icing method according to claim 3, characterized in that, The exhaust temperature T at the second opening / closing element g The exhaust angle θ of the second opening / closing element is obtained. g The steps include: When the exhaust temperature T at the second opening / closing element g Less than the first preset exhaust temperature t g1 At that time, the exhaust angle θ of the second opening and closing member g =90°, where the first exhaust temperature t g1 This refers to the threshold temperature for assessing the risk of exhaust overheating; When the exhaust temperature T at the second opening / closing element g Greater than the first preset exhaust temperature t g1 And less than or equal to the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening and closing member g =90°+k g (T) g -T g1 ), where the second preset temperature t g2 This refers to the maximum permissible threshold temperature for exhaust gas, k. g This refers to the exhaust temperature influence coefficient; When the exhaust temperature T at the second opening / closing element g Greater than the second preset exhaust temperature t g2 At that time, the exhaust angle θ of the second opening and closing member g =θ max , where θ max This is the maximum exhaust angle of the second opening / closing element.

6. The anti-icing method according to claim 1, characterized in that, The step of opening the first opening / closing element includes: Obtain the temperature T of the delivery hatch. d Confirm whether there is a risk of icing at the delivery hatch. If there is a risk of icing at the delivery hatch, execute the opening command of the first opening / closing component; or... When the controller receives a pre-position signal or an emergency deployment signal from the deployment hatch, it executes the opening command of the first opening / closing component; or, In the absence of a command, when the delivery hatch is opened, the opening command of the first opening / closing component is executed.

7. The anti-icing method according to claim 1, characterized in that, Before the step of opening the first opening / closing component and introducing the air source into the anti-icing cavity to heat the anti-icing cavity, the anti-icing method further includes: The aircraft's wheel-mounted ground signals are acquired to determine the aircraft's status.

8. The anti-icing method according to claim 7, characterized in that, After the step of acquiring the aircraft's wheel-mounted ground signals and determining the aircraft's status, the anti-icing method further includes: Obtain the flight destination of the aircraft and determine whether the aircraft is to carry out a firefighting mission.

9. The anti-icing method according to claim 1, characterized in that, The step of introducing a gas source into the anti-icing cavity to heat the anti-icing cavity includes: Obtain the temperature of the outer skin at the anti-icing cavity; Obtain the pressure of the pipeline used to introduce the air source at the anti-icing cavity; The opening degree of the first opening and closing component is adjusted according to the outer skin temperature of the anti-icing cavity and the pipeline pressure of the anti-icing cavity used to introduce the air source.

10. An anti-icing system, employing the anti-icing method according to any one of claims 1 to 9, characterized in that, The anti-icing system includes: Ice cavity; An air guide tube is inserted into the anti-icing cavity. One end of the air guide tube is connected to an air source, and the other end of the air guide tube is located inside the anti-icing cavity and is connected to the anti-icing cavity. A first opening and closing element is disposed on the air guide pipe, and the first opening and closing element is located upstream of the anti-icing cavity; The second opening and closing component is located downstream of the anti-icing cavity. The air outlet of the anti-icing cavity is connected to the air inlet of the second opening and closing component, and the air outlet of the second opening and closing component is set corresponding to the delivery hatch.

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