CN113044224A - Aircraft anti-icing method and system - Google Patents
Aircraft anti-icing method and system Download PDFInfo
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- CN113044224A CN113044224A CN202110410390.XA CN202110410390A CN113044224A CN 113044224 A CN113044224 A CN 113044224A CN 202110410390 A CN202110410390 A CN 202110410390A CN 113044224 A CN113044224 A CN 113044224A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
- B64D15/20—Means for detecting icing or initiating de-icing
- B64D15/22—Automatic initiation by icing detector
Abstract
The invention discloses an aircraft anti-icing method and system in the technical field of aircraft anti-icing, and aims to solve the technical problems that in the prior art, a pilot or an unmanned aerial vehicle operator needs to process and analyze a large amount of data in the flight process, easily neglects the observation of meteorological data, often cannot sense the icing phenomenon to be generated in the first time, lacks comprehensive system criteria, and easily causes slow deicing response action and poor aircraft deicing effect. The method comprises the following steps: acquiring flight data of an aircraft, wherein the flight data comprises the flight height of the aircraft; acquiring atmospheric data on the flying height of an airspace where an airplane is located; comparing the atmospheric data with a preset atmospheric data icing threshold; and if the atmospheric data exceeds the atmospheric data icing threshold, starting a deicing device deployed at an icing prone position, wherein the icing prone position comprises at least any one of a wing leading edge, a tail wing leading edge, a windshield, an airspeed head, an antenna and an engine air inlet.
Description
Technical Field
The invention relates to an aircraft anti-icing method and system, and belongs to the technical field of aircraft anti-icing.
Background
The icing of the airplane is a phenomenon that ice layers are accumulated at certain parts of the surface of the airplane body, and easily occurs at the front edge of a wing empennage, a windshield, an airspeed head, an antenna, an engine air inlet and other protruding parts. The aircraft icing hazard is large, the flying lift force is lowered due to the change of the aerodynamic characteristics of the aircraft, and the gravity center of the aircraft is changed when the icing is thick, so that additional pitching moment is generated, and the operation stability of the aircraft is damaged. Wind tunnel testing has shown that when the leading edge of the airfoil has a half inch thickness of ice accretion, there is a 50% reduction in lift and a 60% increase in drag. In addition, the freezing of the windshield can influence the visual flight of a pilot, the freezing of the airspeed head can cause the inaccurate display of important flight data such as flight altitude, speed and the like, the freezing of the antenna can influence the air-ground communication or cause navigation interruption, and broken open ice can be sucked into an engine to cause damage of the engine. The airplane icing is formed by freezing supercooled water drops or supercooled raindrops existing in the cloud after the supercooled raindrops touch the airplane body, sometimes the supercooled raindrops can be formed by directly condensing water vapor in the atmosphere on the surface of the airplane body, and particularly when the temperature in the cloud is lower than zero degrees centigrade, the airplane is very easy to freeze. The icing speed of the airplane is very high sometimes, the icing thickness can reach 2-3 inches within 5 minutes under extreme conditions of low temperature, high humidity, high surface speed flight and the like, and at the moment, high-strength deicing operation is required.
For a long time, the aircraft anti-icing and deicing technology is an important research subject of aircraft system design, except for enhancing meteorological research and prediction, avoiding a navigation line which possibly causes aircraft icing as far as possible, and when meeting an emergency which possibly causes aircraft icing, deicing is usually carried out by adopting modes of chemical deicing, thermal deicing, mechanical deicing and the like. Because the reserve of the airborne antifreeze agent is limited, the thermal deicing and the mechanical deicing are high in energy consumption, and if the airborne antifreeze agent runs for a long time, the body parts can be damaged, so that the deicing system cannot be started all the time and needs to be manually started for a short time by a pilot or an unmanned aerial vehicle operator according to the meteorological conditions of the airspace in which the aircraft is located. However, a pilot or an unmanned aerial vehicle operator needs to process and analyze a large amount of data, observation of meteorological data is easily ignored when a task is executed, icing phenomena to be generated cannot be sensed in the first time, comprehensive system criteria are lacked, deicing response is slow, an airplane deicing effect is poor, and hidden dangers exist in flight safety.
Disclosure of Invention
Aiming at the defects of the prior art, the invention aims to provide an aircraft anti-icing method and an aircraft anti-icing system, so as to solve the technical problems that in the prior art, a pilot or an unmanned aerial vehicle operator needs to process and analyze a large amount of data in the flying process, easily neglects the observation of meteorological data, often cannot sense the icing phenomenon to be generated in the first time, lacks the criterion of a comprehensive system, and easily causes slow deicing response action and poor aircraft deicing effect.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
an aircraft anti-icing method comprising the steps of:
acquiring flight data of an aircraft, wherein the flight data comprises the flight height of the aircraft;
acquiring atmospheric data on the flying height of an airspace where an airplane is located;
comparing the atmospheric data with a preset atmospheric data icing threshold;
and if the atmospheric data exceeds the atmospheric data icing threshold, starting a deicing device deployed at an icing prone position, wherein the icing prone position comprises at least any one of a wing leading edge, a tail wing leading edge, a windshield, an airspeed head, an antenna and an engine air inlet.
Further, the acquisition source of the atmospheric data comprises atmospheric data information acquired by an airborne atmospheric data sensor or/and atmospheric data intelligence transmitted by a ground station.
Further, the atmospheric data comprises temperature and humidity, and the icing threshold value of the atmospheric data comprises a temperature icing threshold value and a humidity icing threshold value;
a condition for the atmospheric data to exceed an icing threshold for the atmospheric data, comprising: the temperature is less than the temperature icing threshold and the humidity is greater than the humidity icing threshold.
Further, the atmospheric data further comprises a water droplet particle size, and the atmospheric data icing threshold further comprises a water droplet particle size icing threshold;
the condition that the atmospheric data exceeds the atmospheric data icing threshold further comprises: the particle size of the water drops is larger than the freezing threshold value of the particle size of the water drops.
Further, the atmosphere data icing threshold corresponds to an icing site, and the atmosphere data icing threshold is associated with a radius of curvature of the icing site.
Further, the atmosphere data icing threshold is associated with a radius of curvature of the icing site, including:
the temperature icing threshold is inversely proportional to the curvature radius of the easy-to-ice part;
the humidity icing threshold is in direct proportion to the curvature radius of the easy-to-ice part;
the freezing threshold of the water drop particle size is in direct proportion to the curvature radius of the easy-to-freeze part.
Further, the flight data further includes a flight speed of the aircraft;
the temperature icing threshold is inversely proportional to the flying speed, and the opening strength of the deicing device is directly proportional to the flying speed.
Further, still include:
acquiring the residual oil quantity or/and the loading quantity of the airplane;
the opening strength of the deicing device deployed at the leading edge of the wing or/and the leading edge of the tail wing is proportional to the amount of oil left or/and the loading capacity.
To achieve the above object, the present invention also provides an aircraft anti-icing system, comprising:
a flight data acquisition unit: the system comprises a data acquisition module, a data processing module and a data processing module, wherein the data acquisition module is used for acquiring flight data of an airplane, and the flight data comprises the flight height of the airplane;
an atmospheric data acquisition unit: the method comprises the steps of obtaining atmospheric data on the flying height of an airspace where the aircraft is located;
an atmosphere data icing threshold storage unit: the device is used for storing a preset atmosphere data icing threshold;
the deicing device comprises: the deicing device is deployed at an easy-to-freeze part and used for deicing the easy-to-freeze part, and the easy-to-freeze part comprises at least any one of a wing leading edge, a tail wing leading edge, a windshield, an airspeed head, an antenna and an engine air inlet;
the atmospheric data analysis processing unit: and the deicing device is used for comparing the atmospheric data with a preset atmospheric data icing threshold, and if the atmospheric data exceeds the atmospheric data icing threshold, starting the corresponding deicing device.
Further, the deicing device deployed on at least one of the wing leading edge, the tail wing leading edge, the airspeed head, the antenna and the engine air inlet is used for thermal deicing, and the deicing device deployed on the windshield is used for chemical deicing.
Compared with the prior art, the invention has the following beneficial effects: the method comprises the steps of acquiring flight data acquired by sensors of a fuselage by using a flight data acquisition unit, acquiring atmospheric data on the flight altitude of the airspace where the aircraft is located by using an atmospheric data acquisition unit, comparing the atmospheric data with an atmospheric data icing threshold, judging whether the icing condition of a specific part of the aircraft is achieved according to the comparison result, and sending a deicing control instruction to a corresponding deicing device when the condition is achieved. The method and the system of the invention take temperature, humidity and water drop particle size as comparison contents for judging whether icing conditions are achieved, and introduce the individual index of curvature radius of the easy-to-freeze part when setting the icing threshold value of the atmospheric data, thereby realizing the respective control of the deicing devices deployed at the easy-to-freeze parts; under the premise of judging the achievement of the icing condition, the flight speed, the residual oil quantity and the loading data are used as the criterion of the opening strength of the deicing device, so that the requirement of high-strength deicing and anti-icing under the extreme environmental condition and the condition of heavy self weight of the airplane is met. The method and the system provide overall system criteria, and the onboard computer automatically controls the criteria, so that the technical problems of slow deicing response action and poor airplane deicing effect are effectively solved.
Drawings
FIG. 1 is a schematic flow diagram of an embodiment of the method of the present invention;
FIG. 2 is a schematic block diagram of an embodiment of the system of the present invention;
fig. 3 is a schematic view of the connection structure of the chemical deicing device in the system embodiment of the present invention.
In the figure: 1. a liquid storage tank; 2. a centrifugal pump; 3. a conduit; 4. a nozzle; 5. the liquid level of the antifreeze solution.
Detailed Description
The invention is further described below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
The invention aims to provide a complete set of solution for rapidly judging whether an aircraft icing condition is achieved or not and automatically deicing the aircraft under the condition that the condition is achieved. The technicians analyze and research the principle and mechanism of airplane icing, and the method is mainly related to the following factors:
(1) moderate temperature and humidity in cloud
The temperature and the humidity in the cloud are the most basic meteorological factors capable of influencing the generation of the ice accretion, and when the temperature in the cloud is between-14 ℃ and 0 ℃ and supercooled water drops exist, the aircraft is easy to generate the ice accretion. The size of the humidity in the cloud can be reflected by the temperature dew point difference, the temperature dew point difference and the temperature dew point difference are in an inverse relation, and ice accretion is easier to form when the temperature dew point difference in the cloud is smaller.
(2) Size of water drop
The size of the water drops is also an important factor for generating ice accumulation of the airplane, the ice accumulation is generated by the larger water drops which are more easily captured by the airplane body, and therefore when the water drops are smaller, the ice accumulation is not easily generated even if the supercooled water content is large.
(3) Flying speed
If the speed of the airplane is increased, the ice accretion strength is also increased. The airplane is heated by increasing the speed, if the temperature of the surface of the airplane body cannot be higher than 0 ℃, the ice layer continues to accumulate on the surface of the airplane body, and the ice accumulation strength continues to increase along with the increase of the speed; when the increased temperature makes the temperature of the surface of the body greater than 0 ℃, the accumulated ice accumulated on the surface of the body melts.
(4) Radius of curvature of ice accretion portion
The ice accretion strength is influenced by the radius of curvature of the surface of the airframe in addition to the speed of the aircraft. Ice accretion is most likely to form at the front edge of the body because the front edge of the body is very likely to encounter supercooled water droplets. If the curvature radius of the front edge part of the airplane is larger, the airflow starts to disperse at a position far away from the front edge of the wing, and water drops easily bypass the edge of the wing along with the airflow, so that the water drops are not easy to accumulate at the front edge, and the ice accumulation phenomenon of the airplane is not easy to occur; if the curvature radius of the front edge of the airplane is smaller, the airflow begins to disperse at a position closer to the front edge of the wing, and water drops are easy to accumulate at the front edge, so that the ice accumulation phenomenon is easy to occur.
Based on the above principle analysis, the specific embodiment of the present invention provides an aircraft anti-icing method, as shown in fig. 1, which is a schematic flow chart of an embodiment of the method of the present invention, and includes the following steps:
the method comprises the steps that firstly, flight data of an airplane, such as the flying height, the flying speed, the flying attitude, the flying course and the like, are acquired in real time, the flight data can be acquired by various sensors distributed all over the airplane body, for example, the dynamic pressure and the static pressure of the airplane can be acquired by an air pressure sensor in an airspeed head, and then the flying height and the flying speed of the airplane can be acquired by processing and operating the dynamic pressure and the static pressure; the flight attitude, the flight course and other data of the airplane can be acquired through the airborne gyroscope. The flying speed refers to the moving speed of the aircraft relative to the air, namely the airspeed.
And secondly, acquiring atmospheric data on the flying altitude of an airspace where the aircraft is located and atmospheric data on the aircraft course in real time, wherein the atmospheric data mainly comprise atmospheric temperature, humidity, water drop particle size and the like, and the water drop particle size is the size of the water drops in the atmosphere. The atmospheric data generally need to be processed in real time on a meteorological cloud chart sent by a meteorological satellite, and then can be obtained by performing comprehensive analysis by combining with uninterrupted monitoring data of a meteorological station, so that the monitoring precision of the atmospheric data can be ensured to the maximum extent, and the atmospheric data are transmitted to an airplane by a ground station through a data link. For a large manned aircraft, the aircraft body has large capacity and a large number of loadable devices, so that in order to avoid the situation that the deicing treatment cannot be independently carried out under the condition of data communication interruption, a special airborne atmospheric data sensor can be arranged on the aircraft body for acquisition.
And thirdly, comparing the atmospheric data with a preset atmospheric data icing threshold. The icing threshold of the atmospheric data refers to the critical meteorological conditions for the icing phenomenon of the airplane, which can be changed due to the flight altitude and speed changes, and is related to the shape of a specific part of the airplane, such as the curvature radius of the specific part. It is therefore necessary for the technician to determine, for a particular model, from a large amount of test data, which is stored in advance in the aircraft memory. In this embodiment, the atmosphere data icing threshold includes: a temperature icing threshold, a humidity icing threshold, and a water droplet particle size icing threshold. Wherein the freezing temperature threshold is TThreshold(s)Indicating the icing threshold of humidity by HThreshold(s)D represents the freezing threshold of the water droplet sizeThreshold(s)Expressed, the expression is as follows:
Hthreshold(s)＝β·R；
DThreshold(s)＝η·R。
In the formula, alpha is a temperature icing threshold coefficient, beta is a humidity icing threshold coefficient, eta is a water droplet particle size icing threshold, V is the flight speed of the airplane, and R is the curvature radius of the easy-to-ice part of the airplane. The icing-prone portion generally includes a leading edge of a wing, a leading edge of a tail, a windshield, a pitot tube, an antenna, an air inlet of an engine, and the like. Deicing devices such as thermal deicing devices and chemical deicing devices are deployed at the parts easy to ice, and are used for deicing. The thermal deicing mode comprises heating resistance wire electrification deicing, hot gas pipeline arrangement, engine guide high-temperature waste gas guiding and the like, and the chemical deicing mode comprises spray nozzle arrangement for spraying antifreeze, alcohol and the like. The three freezing threshold coefficients alpha, beta and eta need to be repeatedly simulated on the ground by an aircraft design manufacturer aiming at a specific machine type, are reasonably determined based on a large amount of acquired test data, are distributed to each airline company, and are loaded into a memory of an onboard computer by a maintenance crew. The aviation crew collects and analyzes flight parameter data regularly, feeds back the flight parameter data to an airplane manufacturer in time for big data analysis, further verifies the actual anti-icing and deicing effects under the conditions of different routes, latitudes, field heights, seasons and the like, makes necessary correction on the icing threshold coefficient, and then distributes the data to an airline company.
More specifically, the comparison method of the atmospheric data and the icing threshold value of the atmospheric data comprises the following steps of comparing the temperature T with the temperature icing threshold value TThreshold(s)Comparing the humidity H with the humidity icing threshold value HThreshold(s)Comparing the water drop particle diameter D with the water drop particle diameter icing threshold DThreshold(s)Comparing when T is less than TThreshold(s)And H > HThreshold(s)And D > DThreshold(s)And when the atmospheric data exceeds the icing threshold value of the atmospheric data, judging that the aircraft icing condition is achieved. For the airplane which cannot obtain the water drop grain diameter D through the ground station due to the interruption of data communication, the number of the ground stations cannot be obtained by the onboard computerThen, the method automatically switches to a comparison method 2, namely, the atmospheric data comprising the temperature T and the humidity H are acquired by the temperature and humidity sensors of the machine body, and the atmospheric data comprises the temperature T and the humidity H only if the T is less than the TThreshold(s)And H > HThreshold(s)And determining that the atmospheric data exceeds the icing threshold of the atmospheric data at the moment, and the icing condition of the airplane is achieved.
The airspeed tube is used for collecting the flight altitude and flight speed data of the airplane, and the flight altitude data is an important premise for collecting the atmospheric data, so that the icing condition achievement judgment opportunity of the airspeed tube needs to be properly advanced to avoid the invalid collection of the flight altitude and flight speed data caused by icing of the airspeed tube, and the icing threshold of the atmospheric data corresponding to other easily-icing parts is strictly set for the three threshold settings corresponding to the airspeed tube part. So-called tight setting, i.e. T for pitot tubeThreshold(s)Set slightly higher, for H of airspeed headThreshold(s)And DThreshold(s)Set slightly lower. In this embodiment, T of pitot tubeThreshold(s)Generally higher than 1% -3% of the tested value, H of airspeed headThreshold(s)And DThreshold(s)The air speed tube deicing device is usually lower than 1% -3% of a test detection value, so that the air speed tube is preferentially deiced, and accidental icing of the air speed tube is avoided.
And fourthly, correspondingly starting the deicing device of the easy-to-freeze part under the condition that the atmospheric data exceed the icing threshold of the atmospheric data. Because the ice accumulation strength is in direct proportion to the speed of the airplane, the opening strength of the deicing device should be correspondingly increased for ensuring that the deicing speed exceeds the icing speed and the flying speed is higher. Specifically, for the chemical deicing mode, the injection rate of antifreeze and alcohol should be increased; for a thermal deicing mode, the conduction amount of the current of the heating resistance wire or high-temperature waste gas should be increased, so that the problem of poor deicing effect is effectively solved.
In addition, considering that the area of wings and tail wings is large, the freezing area generated by condensation is large, and the parts are main parts for generating the aircraft lift force, the freezing at the parts can easily cause the flight lift force to drop rapidly, and particularly under the condition that the aircraft is full of oil and full of the aircraft, once the aircraft loses the lift force and exceeds a certain limit, the flight lift force is probably smaller than the self weight of the aircraft, so that the flight height drops rapidly in a short time, and the serious result which cannot be compensated is formed. For this reason, in the present embodiment, the opening strengths of the deicing devices disposed at the wing leading edge or/and the tail leading edge are also proportional to the amount of remaining oil and the loading capacity of the aircraft, respectively, i.e., the greater the amount of remaining oil or/and the loading capacity of the aircraft, the greater the opening strengths of the deicing devices at the two ice-prone positions. The residual oil quantity data is measured by capacitance sensors distributed in each oil tank of the airplane, and the loading data is measured by gravity sensors distributed at the bottom of a cargo cabin or a passenger cabin of the airplane, so that when the self weight of the airplane is large, the deicing devices at the two parts can prevent and deice the airplane at a higher speed, and the icing surface at the wings and the empennage of the airplane is prevented from being condensed quickly, so that serious safety accidents are caused.
The invention further provides an aircraft anti-icing system, and the system is used for realizing the method. Specifically, as shown in fig. 2, the structural diagram of the system embodiment of the present invention includes a flight data obtaining unit, an atmospheric data icing threshold storage unit, an atmospheric data analyzing and processing unit, and a deicing device, which are connected to a data bus, where the data bus employs a 1553b data bus, and the flight data obtaining unit, the atmospheric data icing threshold storage unit, and the atmospheric data analyzing and processing unit are disposed in an airborne computer and used for determining whether an icing condition is achieved, and sending a deicing control signal to the deicing device through the data bus when the condition is achieved; the deicing device is deployed at the position easy to ice, such as the front edge of an airfoil, the front edge of a tail wing, a windshield, an airspeed head, an antenna, an engine air inlet and the like, and is used for receiving a deicing control signal through a data bus and deicing the position easy to ice.
A flight data acquisition unit: and acquiring flight data acquired by each sensor of the fuselage through a data bus, wherein the flight data comprises the flight height, the flight speed and the like of the airplane.
An atmospheric data acquisition unit: and acquiring atmospheric data including temperature, humidity, water droplet particle size and the like on the airspace flying height of the airplane acquired by an airborne data link or an airplane body sensor through a data bus.
An atmosphere data icing threshold storage unit: and acquiring and storing the icing threshold of the atmospheric data loaded by technicians through a data bus, wherein the icing threshold comprises a temperature icing threshold, a humidity icing threshold, a water drop particle size icing threshold and the like.
The atmospheric data analysis processing unit: the deicing device is used for receiving various data collected or stored by the flight data acquisition unit, the atmospheric data acquisition unit and the atmospheric data icing threshold storage unit, comparing the atmospheric data with a preset atmospheric data icing threshold, and starting the corresponding deicing device if the atmospheric data exceeds the atmospheric data icing threshold.
In addition, the residual oil quantity and load data collected by the capacitance sensors in each oil tank of the airplane and the gravity sensor at the bottom of the cargo cabin or the passenger cabin of the airplane are also transmitted to the atmospheric data analysis and processing unit through the data bus, and then the atmospheric data analysis and processing unit processes the data together according to the method of the invention.
In the embodiment, the deicing devices deployed on the wing leading edge, the empennage leading edge, the airspeed head, the antenna and the engine air inlet adopt thermal deicing, wherein the internal spaces of the engine body at the wing leading edge, the empennage leading edge and the engine air inlet are large, a hot gas pipeline can be arranged, and the engine guides high-temperature waste gas to deice, so that electric energy is saved, and the deicing device is suitable for a large deicing surface; the airspeed head and the antenna have limited space and small deicing area, and heating resistance wires can be arranged for rapid heating deicing. The de-icing device deployed on the windshield can be used for chemical de-icing and also has the function of flushing the windshield.
In the embodiment, the heating resistance wire is used as the deicing device, the starting part of the deicing device is a variable resistance diode or a rheostat, the control instruction is received through the data bus, and the resistance of the deicing device is changed according to the instruction content, so that the on-off of the heating resistance wire loop and the accurate control of the heating power of the deicing device are realized. The opening part of the deicing device is an electromagnetic valve, when the atmospheric data analysis processing unit judges that the atmospheric data exceed the atmospheric data icing threshold, a control instruction is sent to the corresponding electromagnetic valve through a data bus, and the electromagnetic valve controls the opening of the valve according to the instruction content, so that the opening strength of the deicing device is accurately controlled, and a good deicing effect is achieved.
The chemical deicing device can also adopt an electric centrifugal pump as an opening component, the power of the electric centrifugal pump can be adjusted, the larger the output power is, the more alcohol is sprayed on the windshield of the airplane in unit time, and the better the deicing effect is. Specifically, as shown in fig. 3, a schematic diagram of a connection structure of a chemical deicing device in an embodiment of the system of the present invention includes a liquid storage tank 1 for containing antifreeze, a centrifugal pump 2 is contained in the liquid storage tank 1, the centrifugal pump 2 is located below an antifreeze liquid level 5, an electrical input end of the centrifugal pump 2 is connected to a data bus, an output end of the centrifugal pump 2 is connected to a conduit 3, a nozzle 4 at an end of the conduit 3 is opened below a windshield of an aircraft, after the centrifugal pump 2 receives a deicing instruction through the data bus, corresponding output power is generated to drive an impeller to rotate at a high speed, antifreeze liquid entering the impeller generates centrifugal force along with rotation, is thrown to the outer side of the impeller under the action of the centrifugal force to obtain energy, antifreeze liquid with static pressure energy is pumped into the conduit 3. The larger the output power of the centrifugal pump 2 is, the larger the static pressure energy of the antifreeze is, and the larger the injection amount per unit time is, so that the deicing effect is better.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (10)
1. An aircraft anti-icing method is characterized by comprising the following steps:
acquiring flight data of an aircraft, wherein the flight data comprises the flight height of the aircraft;
acquiring atmospheric data on the flying height of an airspace where an airplane is located;
comparing the atmospheric data with a preset atmospheric data icing threshold;
and if the atmospheric data exceeds the atmospheric data icing threshold, starting a deicing device deployed at an icing prone position, wherein the icing prone position comprises at least any one of a wing leading edge, a tail wing leading edge, a windshield, an airspeed head, an antenna and an engine air inlet.
2. An aircraft anti-icing method according to claim 1, wherein the source of the atmospheric data comprises atmospheric data information collected by an airborne atmospheric data sensor or/and atmospheric data information transmitted by a ground station.
3. The aircraft anti-icing method of claim 1, wherein the atmospheric data comprises a temperature and a humidity, and the atmospheric data icing threshold comprises a temperature icing threshold, a humidity icing threshold;
a condition for the atmospheric data to exceed an icing threshold for the atmospheric data, comprising: the temperature is less than the temperature icing threshold and the humidity is greater than the humidity icing threshold.
4. The aircraft anti-icing method of claim 3, wherein the atmospheric data further comprises a water droplet size, and the atmospheric data icing threshold further comprises a water droplet size icing threshold;
the condition that the atmospheric data exceeds the atmospheric data icing threshold further comprises: the particle size of the water drops is larger than the freezing threshold value of the particle size of the water drops.
5. The aircraft anti-icing method of claim 4, wherein the air data icing threshold corresponds to an icing prone location and the air data icing threshold is associated with a radius of curvature of the icing prone location.
6. The aircraft anti-icing method of claim 5, wherein the atmospheric data icing threshold is associated with a radius of curvature of the ice prone site and comprises:
the temperature icing threshold is inversely proportional to the curvature radius of the easy-to-ice part;
the humidity icing threshold is in direct proportion to the curvature radius of the easy-to-ice part;
the freezing threshold of the water drop particle size is in direct proportion to the curvature radius of the easy-to-freeze part.
7. The aircraft anti-icing method of claim 3, wherein said flight data further comprises a flight speed of the aircraft;
the temperature icing threshold is inversely proportional to the flying speed, and the opening strength of the deicing device is directly proportional to the flying speed.
8. An aircraft ice protection method according to any one of claims 1 to 7, further comprising:
acquiring the residual oil quantity or/and the loading quantity of the airplane;
the opening strength of the deicing device deployed at the leading edge of the wing or/and the leading edge of the tail wing is proportional to the amount of oil left or/and the loading capacity.
9. An aircraft anti-icing system, comprising:
a flight data acquisition unit: the system comprises a data acquisition module, a data processing module and a data processing module, wherein the data acquisition module is used for acquiring flight data of an airplane, and the flight data comprises the flight height of the airplane;
an atmospheric data acquisition unit: the method comprises the steps of obtaining atmospheric data on the flying height of an airspace where the aircraft is located;
an atmosphere data icing threshold storage unit: the device is used for storing a preset atmosphere data icing threshold;
the deicing device comprises: the deicing device is deployed at an easy-to-freeze part and used for deicing the easy-to-freeze part, and the easy-to-freeze part comprises at least any one of a wing leading edge, a tail wing leading edge, a windshield, an airspeed head, an antenna and an engine air inlet;
the atmospheric data analysis processing unit: and the deicing device is used for comparing the atmospheric data with a preset atmospheric data icing threshold, and if the atmospheric data exceeds the atmospheric data icing threshold, starting the corresponding deicing device.
10. An aircraft ice protection system according to claim 9, wherein the ice removal device disposed on at least one of the leading edge of the wing, the leading edge of the tail, the pitot tube, the antenna, and the air intake of the engine is thermally de-iced and the ice removal device disposed on the windshield is chemically de-iced.
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| CN114326866A (en) * | 2021-12-30 | 2022-04-12 | 太原航空仪表有限公司 | Heating control method of airborne atmospheric data sensor |
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| CN114326866A (en) * | 2021-12-30 | 2022-04-12 | 太原航空仪表有限公司 | Heating control method of airborne atmospheric data sensor |
| CN114326866B (en) * | 2021-12-30 | 2023-01-06 | 太原航空仪表有限公司 | Heating control method of airborne atmospheric data sensor |
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