Device for controlling the electric heating of an air intake of an aircraft turboshaft engine nacelle

Abstract

The invention relates to a device (19, 41, 50) for controlling the voltage supplied to the electrical resistors (111, 112, 113) of a heating mat (11) for an aircraft turboshaft engine nacelle, the device comprising a first input connector (141), a second input connector (142) and a third input connector (143) and a first output connector (145), a second output connector (146) and a third output connector (147), a contactor (151, 152, 153) being connected between the first, second and third input connectors (141, 142, 143) and the first, second and third output connectors (145,146,147), this device being characterised in that it comprises a fourth input connector (144) and a fourth output connector (148), which are connected to one another, the fourth input connector (144) being able to be connected to any one of the phases (131, 132, 133) of the electrical network of the aircraft, the fourth output connector (148) being able to be connected to any one of the electrical resistors (111, 112, 113).

Description

[0001] DESCRIPTION

[0002] TITLE: CONTROL DEVICE FOR THE ELECTRIC HEATING OF AN AIR INTAKE OF AN AIRCRAFT TURBOENGER NACELLE

[0003] TECHNICAL FIELD

[0004] The invention relates to the field of aeronautics. More specifically, the invention relates to a device for controlling the voltage supply to the resistors of a heating mat in the air intake of an aircraft turboshaft engine nacelle, and to an aircraft turboshaft engine nacelle equipped with such a device. The invention also relates to a method for restoring an aircraft turboshaft engine to operational status in the event of a failure of a component of such a control device.

[0005] STATE OF PRIOR ART

[0006] Most current airliners or military aircraft are powered by at least two turbojet or turboprop type engines, each housed in a substantially tubular nacelle.

[0007] A nacelle is generally made up of an air inlet upstream of the turboshaft engine, a first intermediate portion which surrounds a fan and the compressor of the turboshaft engine, a second intermediate portion which houses the combustion chamber and the turbine of the turboshaft engine and most often also a thrust reverser, and a combustion gas ejection nozzle downstream of the turboshaft engine.

[0008] During flight, depending on temperature and humidity conditions, a layer of frost can form on the nacelle, particularly around the air intake, and more specifically on the upper surface of the intake lip. This layer of frost alters the aerodynamic characteristics of the air intake and disrupts the airflow feeding the turboshaft engine's fan. Furthermore, pieces of this frost layer can break off and be ingested by the turboshaft engine, potentially degrading its performance.

[0009] To ensure the proper functioning of aircraft turboshaft engines, it is known to heat the air intake of the turboshaft engine nacelles, particularly the air intake lip, to a sufficient temperature to prevent ice formation. One solution is to use electric heating elements in a heating mat powered by an aircraft generator. To increase reliability, it is known to duplicate each of the switches in a control system for the power supply to the heating mats.

[0010] One disadvantage of using redundant switches is that this increases the cost and mass of the propulsion system, and therefore fuel consumption.

[0011] Furthermore, there is a risk that a malfunction occurring on one switch may propagate to the parallel switch intended to provide redundancy, given that these switches are not electrically isolated from each other.

[0012] Therefore, if a switch failure is detected, it is necessary to plan once on the ground to remove and replace the entire control system, which can take more than an hour for the ground maintenance teams and will therefore extend the turnaround time of an airliner beyond 30 minutes, which is detrimental to the airline that charters an aircraft.

[0013] It is therefore desirable to overcome these drawbacks of the state of the art.

[0014] It is particularly desirable to provide a solution that does not require replacement and can be restored to operation without disassembly in the event of a component failure. Specifically, it is desirable to provide a solution that can be restored to operation in less than 30 minutes. Furthermore, it is desirable that this solution should allow for a reduction in the cost and mass of a turboshaft engine nacelle.

[0015] DESCRIPTION OF THE INVENTION

[0016] A device is proposed here for controlling the voltage supply to at least three electrical resistors of a heating mat intended to heat an air intake of an aircraft turboshaft engine nacelle, comprising:

[0017] - At least one first, one second, and one third input connector, each capable of being connected to one of the phases of the aircraft's electrical network, and at least one first, one second, and one third output connector, each capable of being connected to one of said electrical resistors, a first contactor, such as a switch, being connected between said first input connector and said first output connector, a second contactor, such as a switch, being connected between said second input connector and said second output connector, and a third contactor, such as a switch, being connected between said third input connector and said third output connector. It should be noted that, within the scope of the invention, the term turboshaft engine covers both a turbojet and a turboprop.Furthermore, within the scope of the invention, the contactors may consist of electrical or electromechanical switches. According to the invention, such a control device comprises at least one fourth input connector and at least one fourth output connector connected together, said fourth input connector being capable of being connected to any one of the phases of the aircraft's electrical network, said fourth output connector being capable of being connected to any one of said electrical resistors. This means that in nominal operation (i.e., if the electrical paths formed by the various input and output connectors and contactors are functioning normally and exhibit no anomalies), the at least fourth electrical path formed by the at least fourth connected input and output connectors is not connected to any of the phases of the electrical network, nor to any of the electrical resistors.These additional input and output connectors thus form one or more spare channels.

[0018] Therefore, by equipping the control system with at least four spare connectors, it is possible, if a failure of a contactor in this control system is detected in flight, to restore proper operation of the nacelle air intake anti-icing circuit within a short time after the aircraft has landed, without affecting the aircraft's turnaround time. This simply requires modifying the control system's connection on the ground by disconnecting the cables connected to the faulty contactor and connecting them to the fourth input and the fourth output. It is easy to see that this operation, which does not require dismantling the control system, can be carried out in a few minutes by ground crews.

[0019] Preferably, at least one first, second and third input connectors are intended to be connected each to one of the phases of the aircraft's electrical network, and at least one first, second and third output connectors are intended to be connected each to one of said electrical resistors.

[0020] Preferably, in the event of failure of one of the at least first, second or third input connectors, output connectors or contactors, said at least fourth input connector is intended to be connected to any one of the phases of the aircraft's electrical network and said at least fourth output connector is intended to be connected to any one of said electrical resistors.

[0021] According to a particular feature of the invention, the aircraft's electrical network is multiphase alternating current, for example three-phase. In this case, the number of input and output connectors and contactors is a multiple of three.

[0022] According to another particular feature of the invention, the first, second, and third input connectors are each capable of being connected to a different phase of the electrical network. Thus, for a multiphase electrical network, the first input connector can be connected to the first phase, the second input connector can be connected to a second phase different from the first, and the third input connector can be connected to a third phase different from the first and second phases, and so on for any other input connectors. In the event of a failure of one of the contactors of the control device or of at least the first, second, or third input or output connectors, the fourth input connector can therefore be connected, during the maintenance operation to disconnect the faulty component, to the same phase as the disconnected input connector.

[0023] According to a particular embodiment of the invention, a fourth contactor, such as a switch, is connected between said at least fourth input connector and said at least fourth output connector.

[0024] According to one advantageous aspect of the invention, each contactor is a semiconductor power electronic component, such as a silicon carbide or gallium nitride insulated gate field-effect transistor, a thyristor, or an insulated gate bipolar transistor. Optionally, each contactor is composed of at least two power electronic components connected in series or parallel.

[0025] Optionally, each resistor can be composed of several resistors mounted in series or in parallel.

[0026] According to another particular embodiment of the invention, said at least fourth input connector and said at least fourth output connector are connected in short circuit.

[0027] In a particular embodiment of the invention, between said first input connector and said first output connector, between said second input connector and said second output connector and between said third input connector and said third output connector, a contactor substantially identical to said first contactor, respectively said second contactor or said third contactor is connected in parallel to said first contactor, respectively said second contactor or said third contactor.

[0028] Thus, in the event of a contactor failure, with the contactor remaining stuck in an open state, the closing of the contactor placed in parallel with it can be commanded in order to maintain continuity of service.

[0029] In this particular embodiment of the invention, it may also be provided that a contactor substantially identical to said fourth contactor is connected in parallel to said fourth contactor between said at least fourth input connector and said at least fourth output connector.

[0030] The invention also relates to a system comprising a first control device for supplying voltage to at least three electrical resistances of a heating mat intended to heat the outer surface of an air intake of an aircraft turboshaft engine nacelle as described above and a second control device as described above intended to supply voltage to the same at least three electrical resistances, the input connectors of said first control device being suitable for being connected to the phases of a first electrical network of the aircraft and the input connectors of said second control device being suitable for being connected to the phases of a second electrical network of the aircraft distinct from said first network.

[0031] The invention also relates to an aircraft turboshaft engine nacelle comprising a control device such as any of the control devices described above, in which a lip of the nacelle air inlet is made of aluminium, said heating mat is mounted and glued to the underside of the nacelle air inlet lip.

[0032] Finally, the invention also relates to a method for restoring to operational condition an aircraft turboshaft engine mounted in a nacelle equipped with a control device such as any of the control devices described above, comprising the following steps:

[0033] - Detection of a failure of said first, second or third contactor;

[0034] - Disconnection of said device from the phase connected to the input connector of said device connected to the contactor detected as faulty; - Disconnection of said device from the cable connecting one of the heating mat resistors to the output connector of said device connected to the contactor detected as faulty;

[0035] - Connection of the disconnected phase of the device to at least the fourth input connector of said device;

[0036] - Connection of the cable detached from the device to at least the fourth output connector of said device.

[0037] BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The features of the invention mentioned above, as well as others, will become clearer upon reading the following description of exemplary embodiments, said description being made in relation to the accompanying drawings, among which:

[0039] [Fig. 1] is a schematic representation of a first example of an embodiment of a control box according to the invention containing an anti-icing circuit connected to an aircraft power supply network and to a heated air intake mat of an aircraft nacelle;

[0040] [Fig. 2] is a synoptic representation, in the form of a block diagram, of the steps of a process for putting an aircraft turbojet engine according to the invention into operational condition mounted in a nacelle equipped with the housing shown with reference to Fig. 1;

[0041] [Fig. 3] is a schematic representation of the control box wiring after swapping two cables to restore the turbojet engine to operational condition;

[0042] [Fig. 4] is a schematic view of a variant according to the invention of the control box shown with reference to Fig. 1;

[0043] [Fig. 5] schematically represents a third example of an embodiment of a control box according to the invention;

[0044] [Fig. 6] is a view of an example embodiment of an assembly according to the invention provided with two anti-icing circuits identical to that shown with reference to Fig. 5 and intended to be connected as a safety measure to two different electrical networks of an aircraft in the event of a failure of one of the two electrical networks.

[0045] DETAILED DESCRIPTION OF EMBODIMENTS In the detailed description of embodiments below, the power supply circuit is three-phase AC, but the invention can be applied more generally to a multi-phase power supply circuit. It can also be applied to a DC circuit. Furthermore, in the description below, for reasons of clarity and simplicity, the device comprises three main channels with first, second, and third input and output connectors, and one backup channel with fourth input and output connectors, to supply voltage to three resistors. However, according to the invention, the device can supply a larger number of resistors and can also comprise a greater number of main and / or backup channels.

[0046] Fig. 1 illustrates, in dotted lines and schematically, a resistive heating mat 11 of a heating assembly intended to be installed at the level of an air intake of a turbojet nacelle of an aircraft (not shown in Fig. 1).

[0047] Preferably, the air inlet is made of aluminum, and the heating mat and its resistors are glued inside the air inlet on the lower surface of one of the air inlet lips. Alternatively, the heating mat and its resistors are mounted inside the lip, near the upper surface of the lip.

[0048] This heating mat 11 incorporates within its thickness three electrical resistances 111, 112 and 113 connected together in parallel by a conductor 114 and is equipped at its output with three single-core cables 115, 116 and 117 each connected directly to one of the electrical resistances 111, 11 or 113 and intended to be connected to an electrical power supply circuit 12.This electrical power supply circuit 12 includes an electrical power source consisting of a three-phase electrical network of the aircraft 13, typically delivering an alternating voltage on each phase, the terminal pins of the single-core phase cables 131, 132 and 133 of which are directly connected to the first 141, second 142 and third 143 input connectors of the housing 19 of an anti-icing circuit 14 according to the invention (also designated by its English acronym NAI, for "Nacelle Anti-Icing"), allowing the voltage supply to be controlled by the electrical resistances 111, 112 and 113 of the heating mat 11.The first input connector 141 is more specifically connected to a first phase of the three-phase network: the second input connector 142 is connected to a second phase of the three-phase network different from the first phase and the third input connector 143 is connected to a third phase of the three-phase network different from the first and second phases.

[0049] The anti-icing circuit 14 is therefore equipped with a first 145, a second 146 and a third 147 output connectors allowing the pins of the single-pole cables 115, 116 and 117 supplying voltage to the three electric resistances of the heating mat 11 to the anti-icing circuit 14.

[0050] As can be seen in Fig. 1, the anti-icing circuit 14 has a first 151, a second 152 or a third 153 switch, formed for example of two Sic-Mosfet components in series, connected respectively between the first input connector 141 and the first output connector 145, between the second input connector 142 and the second output connector 146 and between the third input connector 143 and the third output connector 147.

[0051] The anti-icing circuit 14 also includes a control module 16 connected to temperature sensors (not shown in Fig. 1) placed near each of the electrical resistors 111, 112 or 113. This control module 16 is configured to control the switching of the contactor 151, 152 and / or 153 from a closed state to an open state, or vice versa, according to the temperatures read by the temperature sensors, in order to maintain the temperature at the air inlet of the nacelle substantially constant regardless of the external climatic conditions.

[0052] The anti-icing circuit 14 advantageously includes a fourth input connector 144 and a fourth output connector 148, between which a fourth contactor 154 is connected. This fourth input connector 144 and this fourth output connector 148 are designed to remain disconnected from any cable as long as no fault is detected on one of the contactors 151, 152, or 153. In other words, the fourth input connector 144 and the fourth output connector 148 constitute spare connectors for the anti-icing circuit 14. Furthermore, the fourth input connector 144 and the fourth output connector 148 are keyed, which allows them to be connected to any phase and, respectively, any output cable of the heating mat.

[0053] In this particular embodiment of the invention, if one of the contactors 151, 152, or 153 fails and remains permanently or intermittently in an open state, the electrical resistance 111, 112, or 113, respectively, is no longer energized. This causes an imbalance in the aircraft's electrical network 12, necessitates isolating the anti-icing circuit 14 from the electrical network 12, and results in the nacelle air intake heating shutting down. The de-icing circuit must then be restored as soon as possible.

[0054] Conversely, if one of the contactors 151, 152, or 153 malfunctions in flight and remains stuck in a closed position, the turboshaft engine's effective anti-icing performance will continue until the end of the flight. However, the nacelle air intake heater can no longer be intermittently switched off, resulting in increased electrical consumption and ultimately increased fuel consumption. It is then advisable to perform ground-based maintenance on the anti-icing system as soon as possible, even if the aircraft can take off again and the work can be carried out a few days or weeks later.

[0055] The steps to be followed by ground crews to restore proper operation of the anti-icing system 14 and return the turbojet engine to operational status with respect to the risk of icing at the nacelle air intake are described below. For clarity, these steps are represented as a block diagram in Fig. 2, which synoptically details an example of a procedure for restoring a turbojet engine mounted in a nacelle equipped with the housing 19 to operational status according to the invention.

[0056] It should be noted that thanks to the invention, ground maintenance teams can intervene directly on the box 19 of the anti-icing circuit 14 without it being necessary to dismantle it or to replace the anti-icing circuit 14 and its box 19 with a new assembly that does not have a malfunction.

[0057] The maintenance teams initially retrieve (step 22), for example by querying the control module 16 via a bus provided for this purpose, a message containing the position of the input connector and the output connector of the box 19 of the anti-icing circuit connected to a faulty switch whose malfunction was detected in flight by the control module 16 during a prior step 21.

[0058] In a second step 23, ground operators simply need to disconnect (step 23A) the phase connected to the input connector mentioned in the message emitted by the control module 16, and then disconnect (step 23B) the single-core output cable of the heating mat 11 plugged into the output connector mentioned in the message emitted by the control module 16. It should be noted that the order of execution of steps 23A and 23B can be reversed in an alternative embodiment of this example of a method for restoring a turbojet engine to operational condition according to the invention.

[0059] Finally, in a third step 24, the operators proceed to connect (step 24A) the heating mat cable detached from the box 19 to the fourth input connector 148 and then to connect (step 24B) the phase which has been detached from the box 19 to the fourth input connector 144.

[0060] These various steps 22, 23, and 24 take only a few minutes. The turbojet is then once again operational with regard to the risk of icing, and the aircraft can take off again. To illustrate with an example the changes made during steps 23 and 24, refer to Fig. 3, which shows the final connection of the phases and cables of the heating mat to the housing 19 after a fault was detected on the third contactor 153.

[0061] It should be noted that the order of execution of steps 23A and 23B and / or steps 24A and 24B may be interchanged in variants of embodiment of this example of a method for restoring a turbojet engine to operational condition according to the invention.

[0062] Figure 4 illustrates an example of an alternative embodiment of the anti-icing circuit 14. In this alternative embodiment of a device according to the invention, only the connection between the fourth input connector 144 and the output connector 148 has been modified compared to the housing 19. It can thus be seen that the contactor 154 has been replaced in the housing 41 shown in Figure 4 by a short circuit 42.

[0063] This alternative embodiment of the invention has the advantage of reducing the mass, cost, and size of the anti-icing circuit. However, if a contactor fails and becomes stuck in the open position, and the ground operations described in detail with reference to Fig. 2 are carried out to restore the turbojet engine mounted in the nacelle equipped with the housing 41 to operational condition with respect to ice and allow it to take off quickly, the ability to adjust the heating intensity produced by the heating mat will be impaired, and there will be increased electrical consumption in the anti-icing system, leading to higher fuel consumption.

[0064] It should be noted that the examples of embodiments of an anti-icing circuit box according to the invention presented with reference to Fig. 1 and Fig. 3 have the disadvantage that, in the event of a switch being blocked in the open position in flight, it is necessary to land the aircraft to carry out the operations to restore the turbojet engine to operational condition presented with reference to Fig. 2 by connecting the cables connected to the faulty contactor to the spare input and output connectors on the box.

[0065] To overcome this drawback, it may be envisaged to implement additional contactors 51, 52, 53 connected in parallel with the first 151, the second 152 and the third 153 contactors, as illustrated in Fig.5, which is a schematic representation of a third example of an embodiment of an anti-icing circuit box 50 according to the invention.

[0066] The choice of this solution, which allows the aircraft to continue its flight if a contactor becomes stuck in the open position, does, however, increase the mass and cost of the nacelle. Furthermore, it should be noted that a malfunction occurring on one of the contactors 151, 152, or 153 is likely to propagate to contactor 51, 52, or 53, respectively, which is connected in parallel with it, due to the lack of electrical isolation between these two components. In this situation, the operations described with reference to Fig. 2 can be carried out on the ground, consisting of swapping the phase and output cable of the heating mat connected to the faulty contactors on the input 144 and output 148 connectors of the housing 50 to restore the turbojet engine to operational status.

[0067] Figure 6 schematically illustrates a box 60 containing two anti-icing circuits 60A and 60B identical to that shown in reference to Figure 5 and intended to be connected as a safety measure to two separate electrical networks of an aircraft in the event of a failure of one of the two electrical networks.

[0068] As can be seen in Fig. 6, the anti-icing circuits 60A and 60B are connected to the same heating mat 60C by means of a first split cable 61 whose outputs 61 A, 61 B are connected one to the first output connector 605 A of circuit 60A and the other to the first output connector 605B of circuit 60B, a second split cable 62 whose outputs 62A, 62B are connected one to the second output connector 606A of circuit 60A and the other to the second output connector 606B of circuit 60B and a third split cable 63 whose outputs 63 A, 63B are connected one to the third output connector 607 A of circuit 60A and the other to the third output connector 607B of circuit 60B.At the input of the box 60, the first, second and third input connectors 601 A, 602A and 603A of the circuit 60A are connected to the phases of a first electrical network and the first, second and third input connectors 601 B, 602B and 603B of the circuit 60B are connected to the phases of a second electrical network.

[0069] The operation of this anti-icing system is described below.

[0070] In the event of a failure of one of the electrical networks, the power supply of box 60 is advantageously switched automatically to the other electrical network, which limits any risk of interruption of power supply to the anti-icing system.

[0071] When the power supply of the 60 box is synchronized on the first electrical network and a failure occurs on one of the contactors of the 60A circuit connected to a phase of the first electrical network, the aircraft monitoring system is alerted by the control module of the 60 box and the power supply of the 60 box is then automatically switched to the second electrical network, and vice versa, which advantageously allows the operational status of the turbojet housed in the nacelle equipped with the 60 box to be maintained in flight by preventing the formation of thrush at the air intake of the nacelle.

[0072] A ground intervention is then scheduled so that the maintenance teams can disconnect the phase box of the network connected to the faulty contactor and connect it to the fourth input connector 604A of the 60A circuit, or vice versa to the fourth input connector 604B of the 60B circuit, as well as to connect the output of the heating mat cable connected to the faulty contactor to the fourth output connector 608A of the 60A circuit, or vice versa to the fourth output connector 608B of the 60B circuit, following a procedure similar to that shown with reference to Fig. 2.

[0073] This solution is therefore particularly advantageous, as it greatly limits the need for intervention on box 60.

Claims

DEMANDS 1. Device (19, 41, 50) for controlling the power supply to at least three electrical resistors (111, 112, 113) of a heating mat (11) intended to heat an air intake of an aircraft turboshaft engine nacelle, comprising at least a first (141), a second (142) and a third (143) input connectors each intended to be connected to one of the phases (131, 132, 133) of the aircraft electrical system and at least a first (145), a second (146) and a third (147) output connectors each intended to be connected to one of said electrical resistors (111, 112, 113), a first contactor (151), such as a switch, being connected between said first input connector (141) and said first output connector (145), a second contactor (152), such as a switch, being connected between said second input connector (142) and said second output connector (146) and a third contactor (153), such as a switch,being connected between said third input connector (143) and said third output connector (147), characterized in that it comprises at least one fourth input connector (144) and at least one fourth output connector (148) connected together, and characterized in that in the event of failure of one of the at least first, second or third input, output connectors or contactors, said at least fourth input connector (144) is intended to be connected to any one of the phases (131,132,133) of the aircraft electrical network and said at least fourth output connector (148) is intended to be connected to any one of said electrical resistors (111,112,113).

2. Control device (19, 41, 50) according to claim 1, intended for supplying voltage to three electrical resistors (111, 112, 113) comprising a first (141), a second (142) and a third (143) input connectors each intended to be connected to one of the phases (131, 132, 133) of the aircraft's electrical network and a first (145), a second (146) and a third (147) output connectors each intended to be connected to one of said electrical resistors (111, 112, 113), a first contactor (151), such as a switch, being connected between said first input connector (141) and said first output connector (145), a second contactor (152), such as a switch, being connected between said second input connector (142) and said second output connector (146), and a third contactor (153), such as a switch, being connected between said third input connector (143) and said third output connector (147),characterized in that it comprises a fourth input connector (144) and a fourth output connector (148) connected together, and characterized in that in the event of failure of one of the first, second or third input connectors, output connectors or contactors, said fourth input connector (144) is intended to be connected to any one of the phases (131, 132, 133) of the aircraft's electrical network and said fourth output connector (148) is intended to be connected to any one of said electrical resistors (111, 112, 113).

3. Control device according to any one of claims 1 or 2, characterized in that said at least fourth input connector (144) and said at least fourth output connector (148) are short-circuited (42).

4. Control device according to any one of claims 1 or 2, characterized in that at least one fourth contactor (154), such as a switch, is connected between said at least fourth input connector (144) and said at least fourth output connector (148).

5. Control device according to any one of claims 1 to 4, characterized in that each contactor (151, 152, 153, 154) is a semiconductor power electronic component, such as a silicon carbide or gallium nitride insulated gate field-effect transistor, a thyristor or an insulated gate bipolar transistor.

6. Control device according to any one of claims 1 to 5, characterized in that each contactor (151, 152, 153, 154) is composed of at least two power electronic components mounted in series or in parallel.

7. Control device according to any one of claims 1 to 6, characterized in that between said first input connector (141) and said first output connector (145), between said second input connector (142) and said second output connector (146) and between said third input connector (143) and said third output connector (147), a contactor (51,52,53) substantially identical to said first contactor (151), respectively to said second contactor (152) or to said third contactor (153) is connected in parallel to said first contactor (151), respectively to said second contactor (152) or to said third contactor (153).

8. Control device according to claim 7 when it depends on claim 4, characterized in that between said at least fourth input connector (144) and said at least fourth output connector (148), a contactor substantially identical to said fourth contactor is connected in parallel with said fourth contactor (154).

9. System (60) comprising a first control device (60A) for supplying voltage to at least three electrical resistors of a heating mat (11) intended to heat an air intake of an aircraft turboshaft engine nacelle according to claim 7 or 8 and a second control device (60B) according to claim 7 or 8 intended to supply voltage to the same at least three electrical resistors, the input connectors (601 A, 602 A, 603 A, 604 A) of said first control device (60A) being suitable for connection to the phases of a first electrical network of the aircraft and the input connectors (601B, 602B, 603B, 604B) of said second control device (60B) being suitable for connection to the phases of a second electrical network of the aircraft distinct from said first electrical network.

10. Aircraft turboshaft engine nacelle comprising a control device according to any one of claims 1 to 8 or a system (60) according to claim 9, characterized in that, one lip of the nacelle air inlet being made of aluminium, said heating mat (11) is mounted glued to the underside of the nacelle air inlet lip.

11. A method for restoring to operational condition an aircraft turboshaft engine mounted in a nacelle equipped with a control device according to any one of claims 1 to 8, characterized in that it comprises the following steps: - Detection (21) of a failure of said first, second or third contactor; - Disconnection (23A) of said device from the phase connected to the input connector of said control device connected to the contactor detected as faulty; - Disconnection (23B) of said device from the cable linking one of the electrical resistances of the heating mat to the output connector of said device connected to the contactor detected as faulty; - Connection (24B) of the phase disconnected from the control device to at least the fourth input connector of said control device; - Connection (24A) of the cable detached from the control device to at least the fourth output connector of said control device.

Images