• 专利附录
  • 专利说明
  • 权利要求
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    • 专利摘要:
    air dodo detection system and method. one system includes a device having a first surface configured to be exposed to airflow over an outside of an aircraft, the device including a first self-compensating heater configured to heat the first surface, a first current monitor configured to detect a first measured value representing the flow of electric current through the first self-compensating heater, one or more processors, and computer readable memory encoded with instructions that, when executed by one or more processors, causes the system to receive flight condition data from aircraft and produce a freeze condition signal based on the first measurement value and aircraft flight condition data.
    公开号:BR102017011143A2
    申请号:R102017011143-1
    申请日:2017-05-26
    公开日:2018-01-16
    发明作者:Benning Kevin；Heuer Weston
    申请人:Rosemount Aerospace Inc.；
    IPC主号:
    专利说明:

    (54) Title: SYSTEM AND METHOD OF AIR DODGE DETECTION (51) Int. Cl .: B64D 15/22; B64D 15/20 (30) Unionist Priority: 6/28/2016 US 62/355563 (73) Holder (s): ROSEMOUNT AEROSPACE INC.
    (72) Inventor (s): KEVIN BENNING; WESTON HEUER (74) Attorney (s): KASZNAR LEONARDOS INTELLECTUAL PROPERTY (57) Summary: SYSTEM AND METHOD OF DETECTING AIR DODERS. A system includes a device that has a first surface configured to be exposed to airflow over an outside of an aircraft, the device including a first self-compensating heater configured to heat the first surface, a first current monitor configured to detect a first measured value representing the flow of electric current through the first self-thinking heater, one or more processors and computer-readable memory encoded with instructions that, when executed by one or more processors, causes the system to receive flight condition data aircraft and produce a freeze condition signal based on the first measurement value and aircraft flight condition data.
    1/34 “AIR DODGE DETECTION SYSTEM AND METHOD” BACKGROUND OF THE INVENTION [001] Air data probe devices are used in aerospace applications to measure environmental parameters usable for determining air data outputs. For example, air data probes can measure pitot tube pressure, static pressure or other air flow parameters through the air data probe which are useful for determining air data outputs, such as pressure altitude, rate altitude (for example, vertical speed), speed, Mach number, angle of attack, skid angle, or other air data outlets. Such air data probes generally include one or more air data detection ports, such as static pressure ports located on the side of the probe, integral with the probe surface that are pneumatically connected to pressure sensors (for example, pressure transducers) ) that detect atmospheric pressure outside the aircraft. Air data probes, through the corresponding static pressure ports and pressure sensors, can provide consistent and accurate pressure measurements that are useful for accurately determining air data outputs over a wide range of aircraft flight envelopes.
    [002] Certain flight conditions can lead to the accumulation of ice and / or exposure to ice crystals on the outside of the aircraft or within the components of the aircraft, such as an air or engine data probe. The accumulation of ice on the outside of the aircraft or absorption of ice crystals can impair the performance of aircraft and its components. SUMMARY [003] In one embodiment, a system includes a device that has a first surface configured to be exposed to airflow over an outside of an aircraft, the device including a first self-compensating heater configured to heat the first surface,
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    2/34 a first current monitor configured to detect a first measured value representing the flow of electrical current through the first self-compensating heater, one or more processors and computer-readable memory encoded with instructions that, when executed by one or more processors, causes the system to receive flight condition data from aircraft and produce a freeze condition signal based on the first measurement value and aircraft flight condition data.
    [004] In another embodiment, a method includes receiving a first measurement value representing the flow of electric current through a first self-compensating heater that heats a first surface of a device exposed to airflow over an outside of an aircraft, receipt of aircraft flight condition data and production of a freeze condition signal based on the first measurement value and the aircraft flight condition data.
    BRIEF DESCRIPTION OF THE FIGURES [005] FIG. IA is an isometric view of an air data system.
    [006] FIG. 1B is a block diagram of the air data system of FIG. IA.
    [007] FIG. 2A is a graphical representation showing an electrical current consumption from a probe head self-compensating heater in an air data system during conditions of low water content. [008] FIG. 2B is a graphical representation showing an electrical current consumption from a support spherical heater in a support section of an air data system during conditions of low water content.
    [009] FIG. 3A is a graphical representation showing an electric current consumption from a self-compensating heater in a
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    3/34 main section of an air data system during conditions of high water content.
    [0010] FIG. 3B is a graphical representation showing an electric current consumption from a self-compensating heater in a support section of an air data system during conditions of high water content.
    [0011] FIG. 4A is a graphical representation showing an electric current consumption from a self-compensating heater in a main section of an air data system during conditions of solid water content.
    [0012] FIG. 4B is a graphical representation showing an electric current consumption from a self-compensating heater in a support section of an air data system during conditions of solid water content.
    [0013] FIG. 5 is a flow chart illustrating an example of operations to detect a freezing condition and produce a freeze signal.
    [0014] FIG. 6 is a flow chart illustrating an example of operations to detect a freezing condition and produce a freeze signal.
    DETAILED DESCRIPTION [0015] FIGS. 1A-1B depict air data system 10 and will be discussed together in the following description. FIG. 1A shows a perspective view of the air data system 10. FIG. 1B is a block diagram of the air data system 10 of FIG. IA. As illustrated in FIGS. 1A1B, the air data system 10 includes the air data probe 12, base installation plate 14, air data computer compartment 16 and power supply 18. The air data probe 12 includes the probe head 20, bracket 22, pitot tube pressure detection port 24,
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    4/34 static pressure 26, probe head spherical heater 28 and support spherical heater 30. Air data computer compartment 16 includes air data computer 32, which includes pitot tube pressure sensor 34, static pressure sensor 36, probe head current monitor 38, support current monitor 40, processors 42, storage devices 44, freezing condition monitor 46 and communication devices 48, which communicate with external devices 50 and can receive information from the TAT (total air temperature) probe 52.
    [0016] The air data probe 12 is connected to the base installation plate 14, which is configured to install the air data probe 12 to an external part of the aircraft by means of one or more screws, threads, rivet or others fixing devices. The air data computer compartment 16 is connected to a base installation plate 14 and is configured to extend inside an aircraft to provide a cover for components of the air data computer 32. Bracket 22 extends between the base installation plate 14 and the probe head 20 to position the probe head 20 within an imminent air flow over the exterior of the aircraft. The probe head spherical heater 28 and the support spherical heater 30 are arranged inside the conical head 20 and the support 22, respectively. For example, probe head self-compensating heater probe 28 and support self-compensating heater 30 may include a cable and / or thin film resistance heating elements integral to or applied to probe head 20 and support 22, respectively. The pitot tube pressure detection port 24 is arranged at a front end of probe head 20 to receive impact air during forward movement of the aircraft. The static pressure sensing port 26 is arranged inside the probe head 20 (for example, near the front tip of the conda head 20) to detect pressure
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    5/34 static of the air flowing through the outside of the probe head 20. While the example of FIG. IA illustrates a single static pressure detection port 26, in other examples, the probe head 20 will include more than one static pressure detection port, such as the second static pressure detection port opposite the pressure detection port static 26. The probe head spherical heater 28 and the support spherical heater 30 are electrically connected to power source 18. The probe head spherical heater 28 and the support spherical heater 30 are operatively (for example, electrically and / or communicatively) connected to the probe head current monitor 38 and support current monitor 40, respectively. The pitot tube pressure sensor 34 and the static pressure sensor 36 are arranged within the air data computer 32 and are pneumatically connected to the pressure detection port 24 and the static pressure detection port 26, respectively. Each of the static pressure sensor 34, static pressure sensor 36, probe current monitor 38, support current monitor 40, processors 42, storage devices 44, freezing condition monitor 46, and communication devices 48 they are operatively connected via, for example, one or more communication channels such as a data bus, a communication data structure between processes or another communication channel. The air data computer 32 is also operatively connected to external devices 50 and probe TAT 52.
    [0017] The air data system 10 identifies the presence of freezing conditions by monitoring the current consumption and / or energy consumption of the self-compensating heaters (for example, probe head self-compensating heater 28 and support self-compensating heater 30) and compares current consumption and / or energy consumption to one or more of the expected current and / or energy consumption parameters
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    6/34 determined based on aircraft flight conditions determined by the air data computer 32 and / or received by the production systems (for example, an inertial reference system) via the communication devices 48. In response to the determination that the monitored current and / or energy consumption among at least one of the self-compensating heaters exceeds a limit deviation of one or more within the expected current and / or energy consumption parameters, the air data system 10 produces a signal communicable freezing condition. In addition, the air data system 10 can differentiate between the conditions of presence of ice crystals and liquid water, by comparing the respective measurements of current consumption and / or energy consumption of the probe head self-compensating heater 28 and the support self-compensating heater 30. While the probe head 20 and the support 22 provide a wet surface for the potential accumulation of liquid water, the probe head 20 can also ingest ice crystals during flight through the detection port pitot tube pressure
    24. In contrast, ice crystals within an imminent air flow will tend to deflect support 22 without appreciable intake or accretion. In response to the determination that the current consumption and / or monitored energy consumption of the probe head spherical heater 28 exceeds a limit deviation of the current consumption and / or monitored energy consumption of the support spherical heater 30, the system air data 10 can produce a freezing condition signal indicating the presence of solid water.
    [0018] The air data probe 12 can measure pitot tube pressure, static pressure or other air flow parameters that are usable to determine air data outputs, such as pressure altitude, altitude rate (for example, vertical speed), speed, Mach number, angle of attack, skid angle, or other air data outlets. THE
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    7/34 probe head 20 of the air data probe 12 defines a longitudinal axis that generally extends in the forward flight direction of the aircraft and is configured to ingest air through the pressure detection port of the pitot tube 24 and detection port static pressure sensor 26. The pressure detection port of the pitot tube 24 at the main end of the probe head 20 is configured to detect the pressure of the pitot tube (for example, full pressure), while the static pressure detection port 26 is nearby the main end of the probe head 20 is configured to detect the static pressure (for example, stagnation pressure) of air flow through the probe head 20. The pitot tube pressure detection port 24 and the pressure detection port static sensor 26 are pneumatically connected to one or more pressure transducers or other pressure sensors, such as the pitot tube pressure sensor 34 and / or static pressure sensor 36. The pressure sensor outputs of the pitot tube 34 and / or static pressure sensor 36 are electrically connected to a controller or other computing device (for example, included within an air data system, such as the air data computer 32) including one or more processors and computer-readable memory encoded with instructions that, when executed by one or more processors, cause the controller device to determine one or more air data outlets based on the measured pressures received from the pressure sensor 26 and / or pressure sensor static pressure 36 via pitot tube pressure detection port 24 and static pressure detection port 26, respectively. Examples of such air data outlets include, but are not limited to, pressure altitude, altitude rate (eg, vertical speed), air speed, Mach number, angle of attack and skid angle. The probe head 20 also houses the probe head self-compensating heater 28. The support 22 extends between the base installation plate 14 and the probe head 20, supports the probe head 20 in the air flow that passes through the
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    8/34 outside the aircraft and also houses the support self-compensating heater 30.
    [0019] In addition to the pitot tube pressure sensor 34 and static pressure sensor 36, the air data probe 12 may include one or more detection devices capable of detecting environmental and / or aircraft operating conditions that can be used to generate the first air data value. In some instances, the air data probe 12 may include optical sensors or other sensors capable of measuring the aircraft's environmental and / or operational conditions related to aircraft flight condition data. In certain examples, the air data probe 12 may also include an aircraft blade angle of attack or other sensor configured to rotate and align with an airflow direction around the outside of the aircraft to detect an angle of attack. attack of the aircraft. In another example, the air data probe 12 may include doors and angle of attack detection sensors.
    [0020] The probe head self-compensating heater 28 and the support self-compensating heater 30 are positioned inside the probe head 20 and the support 22, respectively, to provide antifreeze and / or defrosting of the air data probe 12. One or more energy sources (for example, power supply 18) supply electrical current continuously to the probe head spherical heater 28 and the support spherical heater 30 during the course of a flight. The power source 18 can be external to or integral to the air data computer 32. The electrical power from the power source 18 can be routed directly to the air data probe 12 or routed through the air data computer 32. Each of the self-compensating heaters includes a resistive heating element with a resistance that changes according to the temperature. The probe head spherical heater 28 includes the heating element
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    9/34
    Rhtr-p and the support self-compensating heater 30 includes the heating element Rhtr s · As an electric current is supplied to a self-compensating heater, it will begin to heat up to a certain temperature. As the temperature of the self-compensating heater increases, the resistance of the resistive heating element increases and less current is required to maintain or reach the given temperature. When the self-compensating heater is exposed to low temperatures, the resistance of the resistive heating element decreases and the self-compensating heater draws more current to reach the given temperature. In one example, a self-compensating heater placed under standard air and temperature conditions will draw current and start to heat up to a certain temperature (for example, 300 ° C). As the temperature of the self-compensating heater increases towards a certain temperature, the resistance of the heating element increases and less energy is required to maintain this temperature (for example, 300 watts). If, for example, the same self-compensating heater is instead exposed to a heat sink with a lower temperature (for example, an ice bath), the heat sink can move the heat away from the self-compensating heater at a speed where the self-compensating heater may not reach the specific temperature no matter how much current has been consumed. Under these conditions, the self-compensating heater would not reach the specific temperature and would instead reach a lower temperature (for example, 150 ° C). At this lower temperature, the resistance of the resistive heating element would be comparatively lower than under standard air pressure and temperature conditions and would in turn consume more energy (for example, 600 watts).
    [0021] Probe head current monitor 38 and support current monitor 40 measure the voltage of the electrical current consumed through the corresponding self-compensating heaters from one or more sources
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    10/34 energy (for example, 18 energy source). The measured current and voltage can be used to determine the energy consumption of the self-compensating heaters being monitored. In one example, current monitors 38 and 40 can be positioned on or near self-compensating heaters 28 and 30, respectively, which are being monitored. For example, probe head current monitor 38 can be located on or near probe head compensator heater 28 or alternatively on air donor computer 32. Support current monitor 40 can be located at or near support self-compensating heater 30 or alternatively, on the air data computer 32.
    [0022] The air data computer 32 includes electrical components, such as one or more processors, computer-readable memory, or other electrical components configured to generate air data outputs corresponding to one or more operational states of an associated aircraft. Non-limiting examples of such data outputs include calibrated airspeed, actual airspeed, Mach number, altitude (eg pressure altitude), angle of attack (ie an angle between the approaching air flow or the relative wind and an aircraft wing reference line), vertical speed (for example, altitude rate), and the lateral slip angle (that is, an angle between the direction of the trajectory and a direction that extends through an aircraft nose). Although illustrated as including a single air data computer 32, in other examples, the air data system 10 can include two or more air data computers. Similarly, while the air data system 10 and the air data computer 32 are illustrated in the example of FIGs. IA and 1B as integrated components, in other examples, the air data system 10 and the air data computer 32 can be implemented as separate components.
    [0023] Processors 42 of the air data system 32 can
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    11/34 include any one or more of a microprocessor, a controller (eg, microcontroller), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable port arrangement (FPGA) or another discrete or integrated logic circuit equivalent. The computer readable memory of the air data system 10 and the air data computer 32 can be configured to store information within the air data system 10 and the air data computer 32 during operation Such computer readable memory , in some examples, is described as a computer-readable storage device. In some instances, a computer-readable storage medium may include a non-transitory form. The term non-transitory may indicate that the storage medium is not incorporated into a carrier wave or a propagated signal. In certain examples, a non-transitory storage medium can store data that can change over time (for example, in RAM or cache). In some instances, computer-readable memory is temporary memory, which means that a primary purpose of computer-readable memory is not long-term storage. Computer readable memory, in some examples, includes and / or is described as volatile memory, which means that computer readable memory does not keep stored content when power is removed to the air data computer 32. Examples of memories Volatiles can include random access memories (RAM), dynamic random access memories (DRAM), static random access memories (SRAM) and other forms of volatile memories. In some examples, computer-readable memory is used to store program instructions for execution by one or more processors in the air data computer 32. Computer-readable memory, in one example, is used by software or applications running on air data system 32 to temporarily store information during the
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    12/34 execution of the program.
    [0024] The computer readable memory of the air data system and computer air data 32, in some examples, also includes one or more computer readable storage media 44. The computer readable storage devices 44 can be configured to store large amounts of information than volatile memory. Computer-readable storage devices 44 can further be configured for long-term information storage. In some instances, computer-readable storage devices 44 include non-volatile storage elements. Examples of such non-volatile storage elements may include magnetic hard disks, optical disks, floppy disks, flash memories, or forms of electrically programmable memories (EPROM) or electrically erasable and programmable memories (EEPROM).
    [0025] The air data computer 32 includes communication devices 48. The air data computer 32 uses communication devices 48 to communicate with external devices over one or more networks, such as one or more wireless networks either wired or both. The communication device 48, in some examples, may include hardware and / or software components configured to communicate through a defined communication protocol, such as the ARINC 429 communication protocol or other defined protocols. For example, air data computer 32 can be connected in a communicating manner to send and receive data over an aircraft data bus via communication devices 48. In certain examples, communication devices 48 can be / or include a network interface card, such as an Ethernet card, an optical transceiver, a radio frequency transceiver or any other type of device that can send and receive information. Other examples of such network interfaces can
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    13/34 include Bluetooth, 3G, 4G and Wi-Fi computing devices, as well as Universal Serial Bus (USB). In yet another example, communication devices 48 can receive temperature information from the TAT probe
    52. The TAT 52 probe can measure temperature, static temperature and total air temperature.
    [0026] The air data computer 32 includes the freeze condition monitor 46. The freeze condition monitor 46 evaluates the consumption data of the probe head spherical heater 28 and the support spherical heater 30 (for example, electrical current consumption, voltage and or energy consumption data) against aircraft flight condition data to detect a freezing condition whenever self-compensating heaters consume more current or energy than would be expected in dry air flight conditions . Aircraft flight condition data may include, but is not limited to, air data parameters, (for example, temperature, pitot tube pressure and static pressure) and air data outputs (for example, calibrated air speed , actual air speed, Mach number, angle of attack, vertical speed, skid angle, total temperature and static temperature). The current consumption expected through a self-compensating heater is a function of the aircraft's flight condition data. A signal and / or an indication that a freezing condition has been detected by the freezing condition monitor 46 can be communicated (for example, sent) by the communication device 48. In another embodiment, a freezing condition can be detected by the monitor freezing condition 46 when the monitored current or energy consumption deviates from expected values based on aircraft flight condition data and exceeds a threshold value. In yet another modality, a freezing condition can be detected by the freezing condition monitor 46 based on the rate of current change or consumption of
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    14/34 energy monitored in relation to expected values based on aircraft flight condition data.
    [0027] A signal and / or an indication that a freezing condition has been detected by the freezing condition monitor 46 can be communicated (for example, sent) by the communication device 48 to the external device 50. Examples of transmissible indications may include , but are not limited to, water content values, data, information and / or alerts. External device 50 can include any one or more of processors, computers, controllers, communication devices, monitors and / or freeze protection systems. In one example, a signal and / or an indication that a freezing condition has been detected can be communicated by the communication device 48 to an aircraft pilot. In another example, an indication that a freeze condition has been detected can be communicated by the communication device 48 to the computer that generates a response based on the received signal and / or indication.
    [0028] In operation, the probe head current monitor 38 and the support current monitor 40 monitor the current consumption and / or energy consumption of the probe self-compensating heater 28 and support self-compensating heater 30, respectively. The current consumption and / or energy consumption data of the probe heater 28 and the holder 30 heater can be supplied to the air data computer 32. The air data computer 32 also receives air condition data. aircraft flying on an aircraft data bus via device 48 or calculates aircraft flight condition data from values measured or received using processor 42. Freeze condition monitor 46 receives aircraft flight condition data and determines one or more of the current and / or energy consumption parameters expected for the heater
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    15/34 probe head self-compensating 28 and supporting self-compensating heater 30 of aircraft flight condition data. The freezing condition monitor 46 monitors and compares the current consumed and / or energy consumption and the one or more parameters of current consumption and / or energy consumption expected from the probe head spigot 28 and the support spigot heater 30 In addition, the freezing condition monitor 46 compares the current consumption and / or energy consumption of the probe head spigot 28 with the support spigot heater 30.
    [0029] During the course of a flight, the air data probe 12 can be exposed to conditions that lead to the formation of liquid water in the probe head 20 and in the support 22 or accumulation of ice in the tube pressure detection port pitot 24 and / or static pressure detection port 26 of the probe head 20. Where the aircraft enters freezing liquid water conditions, the probe head spherical heater 28 and / or the support spherical heater 30 will begin to consume more current, and since current consumption / energy consumption exceeds expected current consumption / energy consumption parameters, the freezing condition monitor 46 can produce a freezing condition signal indicating the presence of liquid water , which can be communicated by the communication device 48 to external devices. Where the aircraft is exposed to conditions that result in ice accretion on the probe head 20 and the current consumption and / or energy consumption of the probe head current monitor 38 exceeds the current consumption and / or energy consumption of the probe head current monitor 40, ice condition monitor 46 can produce a freeze condition signal indicating the presence of solid water.
    [0030] The system for implementing the techniques of this disclosure gives the advantage of being able to detect freezing conditions and
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    16/34 discern between freezing conditions of ice crystal and liquid water. In addition, the system for implementing the techniques of this disclosure can add functionality to existing air data probes so that a completely separate freezing condition probe is not required, thus generating savings.
    [0031] FIGS. 2A-2B, 3A-3B and 4A-4B illustrate normalized electric current probe data from probe head spherical heater 28 and support spherical heater 30 in conditions of low water content, conditions of high water content and conditions of solid water content, respectively. For FIGS. 2A-2B, 3A-3B and 4A-4B, the terms low and high describe conditions of relative water content. In general, FIGS. 2A-2B, 3A-3B and 4A-4B depict the normalized initial consumption current of a given self-compensating heater. At some point during departure, the self-compensating heater is exposed to the water content in such conditions as initial aircraft flight. In response to exposure to water, the self-compensating heater draws more current than the initial dry flight conditions. At some final point, the water condition is turned off. In response to suspension in exposure to water, the current consumption of the self-compensating heater returns to the current consumption in the initial flight conditions. FIGS. 2A-2B illustrate the electrical current consumption of the probe head spherical heater 28 and support spherical heater 30 (shown in FIG. 1), respectively, in aircraft flying conditions with low water content and at a constant voltage. FIG. 2A is a graphical representation that depicts the normalized electrical current consumption of the probe head spherical heater 28 during conditions of low water content. FIG. 2B is a graphical representation that depicts the normalized electrical current consumption of the probe head self-compensating heater 30 during conditions of low water content. FIG. 2A includes heater current consumption
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    17/34 Ihh-lw probe head self-balancing (which includes Ihh-lwb base current consumption and Ihh-lwe high current consumption), the time when low water conditions are switched on T L w-on , θ time at which water content conditions are switched off T L w-off and the change in time AThhlw between the consumption of basic electric current Ihh-lwb and the high consumption of electric current Ihh-lwe · [0032] The self-compensating heater probe head 28 (shown in FIG. 1) consumes initial base electric current Ihh-lwb in the initial aircraft flight conditions. A non-limiting example of values characterizing an initial aircraft flight condition may include a Mach number of 0.5, a temperature of -24 ° C and / or an angle of attack of -2.50 ° C. At time T L w-on, the probe head 20 is exposed to low water content. A non-limiting example of a value featuring a low water freezing condition may include a liquid water content of 0.34 g / m 3 . Exposure to low water freezing condition decreases the resistance of the Rhtr-p resistive heating element of the probe head self-compensating heater 28, which in turn causes the heater 28 to consume more electrical current than under initial base conditions . Current consumption of Ihh-lw probe head self-compensating heater reaches high electrical current consumption Ihh-lwe over time change Δ mudançaηη-lw · At time T L w-off, exposure to water ceases and resistance of Rhtr-p resistive heating element of probe head self-compensating heater 28 resumes resistance to initial aircraft flight conditions, so that current consumption of Ihh-lw probe head self-compensating heater then resumes base current consumption Ihh-lwb · [0033] FIG. 2B is a graphical representation that depicts the electric current consumption of the self-compensating heater 30 during conditions of low water content. FIG. 2B includes heater current consumption
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    18/34 Ish-lw support self-compensating (which includes Ish-lwb base current consumption and Ish-lwe high current consumption), θ time when low water conditions are turned on T L w-on, θ time under which water content conditions are switched off T L w-off and the change in time ATsh-lw between Ishb base current consumption and Ishe high current consumption · [0034] The support self-compensating heater 30 (shown in
    FIG. 1) consumes Ish-lwb initial base electrical current in initial aircraft flight conditions. At time T L w-on, θ support 22 is exposed to low water content. Exposure to a low water freezing condition decreases the resistance of the Rhtr-s resistive heating element of the supporting self-compensating heater 30, which in turn causes the heater 30 to draw more current. The current consumption of the Ish-lw self-compensating heater reaches the high electrical current consumption Ish-lwe over time change ΔΤηη-lw · At time T L w-off, exposure to water ceases and the resistance of the Rhtr-s resistive heating of the support self-compensating heater 30 resumes the resistance of the initial aircraft flight conditions, so that the current consumption of the support self-compensating heater Ish-lw then resumes the Ish-lwb base electrical current · [0035] As illustrated by FIGS. 2A-2B, the probe head spherical heater 28 and the support spherical heater 30 exhibited increased current consumption when exposed to high water content conditions. When monitoring the consumption and / or energy data in addition to the aircraft's flight condition data, a system for implementing the techniques of this disclosure determines and signals the presence of freezing conditions with low water content.
    [0036] FIGS. 3A-3B illustrate the electrical current consumption of the probe head spherical heater 28 and support spherical heater 30 (shown in FIG. 1), respectively, in
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    19/34 flight conditions of aircraft with high water content and constant tension. FIG. 3A is a graphical representation of the electrical current consumption of the probe head spherical heater 28 during conditions of high water content. FIG. 3B is a graphical representation that depicts the electrical current consumption of the support self-compensating heater 30 during conditions of high water content. FIG. 3A includes current consumption of Ihh-hw probe head self-compensating heater current (which includes base current consumption Ihh-hwb and high current consumption Ihhe), the time when low water conditions are switched on T HW _ 0N , the time in which water content conditions are switched off Thw-off and the change in time AThh-hw between the consumption of basic electric current Ihh-hwb and the high consumption of electric current Ihh-hwe · [0037] O probe head self-compensating heater 28 (shown in FIG. 1) consumes initial base electrical current Ihh-lwb in the initial aircraft flight conditions. A non-limiting example of values characterizing an initial aircraft flight condition may include a Mach number of 0.73, an ambient temperature of -30 ° C and / or an angle of attack of -10 ° C. At time T HW _ 0N , the probe head 20 is exposed to a high water content. A non-limiting example of a value featuring a freezing condition with a high water content may include a liquid water content of 1.65 g / m 3 . Exposure to high water freezing condition decreases the resistance of the Rhtrp resistive heating element of the probe head self-compensating heater 28, which in turn causes the heater 28 to consume more electrical current. Current consumption of Ihh-hw probe head self-compensating heater reaches high electric current consumption Ihh-hwe over time change AThh-hw · In Thw-off time, exposure to water ceases and resistance of the Rhtr-p resistive heating of probe head spherical heater 28 resumes resistance to aircraft flight conditions
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    20/34 initial, so that the current consumption of the Ihh-lw probe head self-compensating heater then returns to the base current consumption Ihh-hwb · [0038] FIG. 3B is a graphical representation that depicts the electrical current consumption of the support self-compensating heater 30 during conditions of high water content. FIG. 3B includes Ish-hw support spherical heater current consumption (which includes Ish-hwb base current consumption and Ish-hwe high current consumption), the time when low water conditions are turned on T hw _ The n, the time in which water content conditions are switched off Thw-off and the change in time ATsh-hw between the base current consumption Ish-hwb and the high current consumption Ish-hwe · [0039] The self-compensating heater support 30 (shown in
    FIG. 1) consumes Ish-hwb initial base electrical current in initial aircraft flight conditions. In Trw-ον, support 22 is exposed to low water content. Exposure to freezing condition of high water content decreases the resistance of the resistive heating element inside the support self-compensating heater 30, which in turn causes the heater 30 to consume more current in the initial base conditions. Current consumption of Ish-hw support spherical heater reaches high electrical current consumption Ish-hwe over time change AThh-hw · In Thw-off time, water exposure ceases and resistance of the resistive heating element Rhtr-s of the self-compensating support heater 30 resumes resistance to the initial aircraft flight conditions, so that the current consumption of the self-compensating support heater Ish-hw then resumes the Ish-hwb base electrical current · [0040] As illustrated by FIGS. 3Α-3Β, the probe head self-compensating heater 28 and the support self-compensating heater 30 exhibited increased current consumption when exposed to high water content conditions. When monitoring consumption and / or energy data in addition to the aircraft's flight condition data, a
    Petition 870170035250, of 05/26/2017, p. 81/109
    21/34 system for implementing the techniques of this disclosure can determine and signal the presence of freezing conditions of high water content. In addition, as illustrated by FIGS. 3A-3B, compared to FIGS. 2A-2B, high current consumption in conditions of high water content is greater than in conditions of low water content. In this sense, a system for implementing the techniques of this disclosure can determine the relative water content between the flight conditions.
    [0041] FIGS. 4A-4B illustrate the electrical current consumption of the probe head spherical heater 28 and support spherical heater 30 (shown in FIG. 1), respectively, in aircraft flying conditions of solid water content and at a constant voltage. FIG. 4A is a graphical representation of the electric current consumption of the probe head spherical heater 28 during conditions of solid water content. FIG. 4A includes current consumption of Ihh-sw probe head self-compensating heater (which includes Ihh-swb base current consumption and Ihh-swe high current consumption), θ time when low water conditions are on Tsw-ον, the time in which water content conditions are switched off Tsw-off and the change in time ATrhsw between the consumption of basic electric current Ihh-swb and the consumption of high electric current Ihh-swe · [0042] The heater probe head self-compensator 28 (shown in FIG. 1) consumes initial base electric current Ihh-swb in initial aircraft flight conditions. A non-limiting example of values characterizing an initial aircraft flight condition may include a Mach number of 0.73, an ambient temperature of -30 ° C and / or an angle of attack of -10 ° C. In Tsw-ον, probe head 20 is exposed to high water content. A non-limiting example of a value featuring a freezing condition of solid water content may include a liquid water content of 7.1 g / m 3 . Exposure to freezing condition of
    Petition 870170035250, of 05/26/2017, p. 82/109
    22/34 solid water decreases the resistance of the Rhtr-p resistive heating element of the probe head self-compensating heater 28, which in turn causes the heater 28 to consume more electrical current than under initial base conditions. Current consumption of Ihh-sw probe head self-compensating heater reaches high electrical current consumption Ihh-swe over time change ΔΤηη-sw · In Tsw-off time, exposure to solid water ceases and element resistance Rhtr-p resistive heating element of the probe head spherical heater 28 resumes the resistance of the initial aircraft flight conditions, so that the current consumption of the probe head spherical heater current Ihh-sw then resumes the current consumption Ihh -swb · [0043] FIG. 4B is a graphical representation that depicts the electrical current consumption of the support self-compensating heater 30 during conditions of solid water content. FIG. 4B includes current consumption of Ish-hw support spherical heater current (which includes Ish-swb base current consumption and Ish-swe high current consumption), the time when water content conditions are switched on Thw-on , the time at which water content conditions are switched off Tsw-off and the change in ATshsw time between Ish-swb base current consumption and ISH-SWE high current consumption · [0044] The support self-compensating heater 30 ( shown in
    FIG. 1) consumes Ish-hwb initial base electrical current in initial aircraft flight conditions. In Tsw-ον, support 22 is exposed to the solid water content. Exposure to freezing condition of solid water content decreases the resistance of the Rhtr-s resistive heating element of the support self-compensating heater 30, which in turn causes the heater 30 to consume more current than under initial flight conditions. aircraft. Current consumption of Ish-sw support spherical heater reaches high Ish-swe electric current consumption on switch
    Petition 870170035250, of 05/26/2017, p. 83/109
    23/34 time ATsh-sw · In Tsw-off time, the exposure to solid water ceases and the resistance of the Rhtrs resistive heating element of the support self-compensating heater 30 resumes resistance to the initial conditions of aircraft flight, so that the current consumption of the Ish sw support self-compensating heater then resumes the IshSWB · [0045] base electrical current as illustrated by FIGS. 4A-4B, the probe head spherical heater 28 and the support spherical heater 30 exhibited increased current consumption when exposed to solid water content conditions. In addition, the probe head self-compensating heater 28 exhibited a substantially higher change in electrical current consumption than the change in current consumption of the support self-compensating heater 30. While the probe head 20 and support 22 provide a wet surface for the potential accumulation of liquid water, the probe head 20 can also ingest ice crystals during the flight. The substantially higher value of the probe head self-compensating heater 28 during conditions of solid water content corresponds to ingestion of ice crystals. In this sense, a system for implementing the techniques of this disclosure can discern the freezing conditions of liquid water and ice crystals.
    [0046] While the examples in FIGS. 2A-2B, 3A-3B and 4A-4B have been described with respect to the production of a signal of freezing conditions in response to limit deviations from the expected current and / or energy consumption, the techniques of this disclosure limited to such. For example, the freeze condition monitor 46 can determine an amount of liquid water consumption content and / or an amount of ice crystals within an air flow around the air data probe 12. For example, the amount the current consumption deviation from the expected current consumption may correspond to the amount of water content
    Petition 870170035250, of 05/26/2017, p. 84/109
    24/34 liquid (a greater deviation corresponding to a greater amount of liquid water content). Likewise, an amount of the deviation in current and / or energy consumption between the probe head spherical heater 32 and the support spherical heater 36 can indicate an amount of ice crystals in the air flow over the data probe of air 12 (a larger deviation corresponding to a greater amount of liquid water content).
    [0047] FIGS. 5-6 illustrate examples of operations to detect a freezing condition and produce a freeze signal. FIG. 5 is a flow chart illustrating an operation to produce a liquid water freeze condition signal. FIG. 6 is a flow chart illustrating an operation to produce a solid and / or liquid freezing condition signal. For the sake of clarity and ease of discussion, examples of operations are described below within the context of the air data system 10 of FIG. 1.
    [0048] As shown in FIG. 5, a measurement value of the flow of electric current through a self-compensating heater is received (Step 60). For example, the air data computer 32 can receive the electric current data from the self-compensating heater 28 from the probe head current monitor 38. The aircraft flight condition data is received (Step 62). For example, aircraft flight condition data can be received by processors 42 or via an aircraft data bus via communication devices 48. An expected value of electrical consumption for the self-compensating heater is determined based on aircraft flight condition data (Step 64). For example, the freezing condition monitor 46 can determine an expected electrical current flow to the probe head spherical heater 28 based on aircraft flight condition data.
    Petition 870170035250, of 05/26/2017, p. 85/109
    25/34 [0049] It is determined whether the measured current flow deviates by a limit amount of the expected current flow based on aircraft flight condition data (Step 66). For example, the freezing condition monitor 46 can determine whether the measured current flow deviates by a limit amount from an expected current flow. In response to the determination that the measured current flow does not deviate by a limit amount of the expected current flow (the NO branch of step 66), a measurement value of the electrical current flow through the self-compensating heater continues to be received. For example, in response to the determination that the measured current flow does not deviate by a limit amount of the expected current flow, the air data computer 32 can continue to receive the electrical current data from the self-compensating heater 28 from the probe head current monitor 38. In response to the determination that the measured current flow deviates by a limit amount of the expected current flow (SIM branch of step 66), a freeze condition signal is produced (step 68 ). For example, the freeze condition monitor 46 can produce a freeze condition signal, which in turn can be communicated by the communication devices 48, indicating the presence of a freeze condition. Examples of freezing condition signals may include, but are not limited to, water content values, data, information and / or alerts.
    [0050] FIG. 6 is a flow chart illustrating an operation to produce a solid and / or liquid freezing condition signal. For the sake of clarity and ease of discussion, examples of operations are described below within the context of the air data system 10 of FIG. 1. [0051] A first measurement value of the flow of electric current through a first self-compensating heater is received (Step 70). For example, the air data computer 32 can receive data from
    Petition 870170035250, of 05/26/2017, p. 86/109
    26/34 electric current from the self-compensating heater 28 from the probe head current monitor 38. A second measurement value of the electric current flow through a second self-compensating heater is received (Step 72). For example, the air data computer 32 can receive the electrical current data from the support self-compensating heater 30 from the support current monitor 40. The aircraft flight condition data is received (Step 74). For example, aircraft flight condition data can be received by processors 42 or via an aircraft data bus via communication devices 48. A first expected value of electrical current consumption for the first self-compensating heater is determined with based on aircraft flight condition data (Step 76). A second expected electric current consumption value for the second self-compensating heater is determined based on the aircraft's flight condition data (Step 78). For example, the freezing condition monitor 46 can determine values of an electric current flow for the probe head sparking heater 28 and the supporting sparking heater 30 based on aircraft flight condition data.
    [0052] It is determined whether the measured current flow deviates by a limit amount from the corresponding expected current flow based on the aircraft's flight condition data (Step 80). For example, the freezing condition monitor 46 can determine whether any of the measured current flows from the probe head self-compensating heater 28 or supporting self-compensating heater 30 deviate from the corresponding current flows expected by a threshold amount. In response to the determination that no measured current flow deviates by a limit amount from the expected corresponding current flows (NAÕ branch of step 80), a first measurement value of the electrical current flow through a self-compensating heater remains
    Petition 870170035250, of 05/26/2017, p. 87/109
    27/34 received. For example, in response to the determination that no measured current flow from the probe head self-compensating heater 28 or support self-compensating heater 30 deviates by a limit amount from the corresponding expected current flows, the air data computer 32 can continue receiving electrical current data from the probe head self-compensating heater 28 from the probe head current monitor 38.
    [0053] In response to the determination that any measured current flow deviates by a limit amount from the expected corresponding current flows (SIM branch of step 80), it is determined whether the first measured current flow deviates from the second current flow measured by a limit quantity (Step 82). For example, in response to the determination that the measured current flow from the probe head self-compensating heater 28 or the support self-compensating heater 30 deviates by a limit amount of the expected corresponding current flows, the ice condition monitor 46 determined if the first measured current flow deviates from the second measured current flow by a limit quantity. In response to the determination if the first measured current flow does not deviate from the second current flow measured by a limit quantity (branch NOT from step 82), a freezing condition signal indicating the presence of liquid water is produced (Step 84) . For example, in response to the determination that the measured current flow from the probe head self-compensating heater 28 does not exceed the current flow measured by a limit quantity, the freeze condition monitor 46 produces a freeze condition signal indicating the presence of liquid water. In response to the determination if the first measured current flow does not deviate from the second current flow measured by a limit quantity (SIM branch of step 82), a freezing condition signal indicating the presence of liquid water is
    Petition 870170035250, of 05/26/2017, p. 88/109
    28/34 produced. For example, in response to the determination that the measured current flow exceeds the measured current flow from the support spherical heater 30 by a limit quantity, the freeze condition monitor 46 produces a freeze condition signal indicating the presence of solid water. Examples of freezing condition signals may include, but are not limited to, water content values, data, information and / or alerts.
    [0054] As described in this document, the system for implementing the techniques of this disclosure gives the advantage of being able to detect freezing conditions and discern between freezing conditions of ice crystal and liquid water. In addition, the system for implementing the techniques of this disclosure can add functionality to the existing aircraft equipment so that a completely separate freezing condition probe is not required, thus generating savings. Alternatively, the feature can be used in conjunction with an existing ice detector or freezing condition probe, by redundancy.
    DISCUSSION OF POSSIBLE MODALITIES [0055] Below are non-exclusive descriptions of possible modalities of the present invention.
    [0056] A system includes a device that has a first surface configured to be exposed to airflow over an outside of an aircraft, the device including a first self-compensating heater configured to heat the first surface, a first current monitor configured for detect a first measurement value representing the flow of electrical current through the first self-compensating heater, one or more processors and computer-readable memory encoded with instructions that, when executed by one or more processors, causes the system to receive condition data
    Petition 870170035250, of 05/26/2017, p. 89/109
    29/34 of aircraft flight and produce a freeze condition signal based on the first measurement value and aircraft flight condition data.
    [0057] The system of the previous paragraph may optionally include, in addition and / or alternatively, any one or more of the following additional features, configurations and / or components:
    [0058] Computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to produce the freeze condition signal to include an indication of an amount of liquid water content within the stream of air.
    [0059] Computer-readable memory is further encoded with instructions that, when executed by one or more processors, cause the system to determine one or more parameters of expected electric current flow through the first self-compensating heater based on the condition data flight time and determines whether the first measured value exceeds a first limit deviation of one or more expected electric current flow parameters.
    [0060] Computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to produce the freeze condition signal based on the first measurement value and the aircraft's flight condition data sensitive to the determination that the first measured value exceeds the first deviation limit of one or more expected electric current flow parameters.
    [0061] The device includes a second surface exposed to airflow around the outside of the aircraft and a second self-compensating heater configured to heat the second surface comprises a second self-compensating heater and a second current monitor
    Petition 870170035250, of 05/26/2017, p. 90/109
    30/34 is configured to detect a second measured value that represents the flow of electrical current through the second self-compensating heater, in which the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system determines whether the first measured value exceeds a second limit deviation from the second measured value, produce the freeze condition signal to include an indication of a solid water freezing condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value, produce the freeze condition signal to include an indication of a solid water freeze condition in response to the determination that the first measured value exceeds the second deviation limit from the second measured value.
    [0062] The system includes a second current monitor, in which the device comprises a second surface exposed to air flow around the outside of the aircraft and a second self-compensating heater configured to heat the second surface, in which the second current is configured to detect a second measured value representing the flow of electrical current through the second self-compensating heater, in which the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, causes the system to determine if the first measured value exceeds a second limit deviation from the second measured value, produce the freeze condition signal to include an indication of a solid water freezing condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value, and produce the freeze condition signal to include an indication of a solid water freezing condition in response to the determination that the first
    Petition 870170035250, of 05/26/2017, p. 91/109
    31/34 measurement exceeds the second limit deviation from the second measured value.
    [0063] The one or more parameters of the expected electric current flow through the first self-compensating heater comprise an expected electric current consumption.
    [0064] The one or more parameters of electric current flow expected through the first self-compensating heater comprise an expected rate of change in electric current consumption.
    [0065] The device comprises an air data detection probe and the first self-compensating heater is arranged in a probe head portion of the air data detection probe.
    [0066] The second self-compensating heater is arranged in a support portion of the air data detection probe that extends between the probe head portion and an installation plate configured to install the air data probe to an outside of the aircraft.
    [0067] The air data detection probe comprises a total air temperature probe.
    [0068] One or more communication devices are configured to send and receive data through an aircraft data bus, in which the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, causes the system sends the freeze condition signal across the aircraft's data bus via one or more communication devices.
    [0069] One method includes receiving a first measurement value representing the flow of electric current through a first self-compensating heater that heats a first surface of a device exposed to airflow over an outside of an aircraft, receiving data of flight condition of aircraft and production of a signal
    Petition 870170035250, of 05/26/2017, p. 92/109
    32/34 freezing condition based on the first measured value and the aircraft flight condition data.
    [0070] The method of the previous paragraph may optionally include, additionally and / or alternatively, any one or more of the following additional features, configurations and / or components:
    [0071] The production of the freeze condition signal comprises the production of the freeze condition signal to include an indication of an amount of liquid water content in the air flow over the device.
    [0072] The method also includes the determination of one or more parameters of the expected electric current flow through the first self-compensating heater based on the flight condition data of the aircraft received and determines whether the first measurement value exceeds a first limit deviation at from one or more expected electrical current flow parameters.
    [0073] The production of the freezing condition signal based on the first measurement value and the flight condition data of the aircraft is sensitive to the determination that the first measurement value exceeds the first limit deviation from one or more parameters the expected electric current flow.
    [0074] The method also comprises receiving a second measurement value representing the flow of electric current through a second self-compensating heater that heats a second surface of the device exposed to the air flow around the outside of the aircraft. [0075] Determination of whether the first measured value exceeds a second limit deviation from the second measured value.
    [0076] The production of the freeze condition signal comprises the production of the freeze condition signal to include an indication of a liquid water freeze condition in response
    Petition 870170035250, of 05/26/2017, p. 93/109
    33/34 to the determination that the first measured value must not exceed the second limit deviation from the second measured value.
    [0077] The output of the freezing condition signal includes an indication of a solid water freezing condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value.
    [0078] The one or more parameters of the expected electric current flow through the first self-compensating heater comprise an expected electric current consumption.
    [0079] The one or more parameters of electric current flow expected through the first self-compensating heater comprise an expected rate of change of electric current consumption.
    [0080] The first self-compensating heater is arranged in a probe head portion of an air data detection probe.
    [0081] The second self-compensating heater is arranged on a support portion of the air data detection probe that extends between the probe head portion and an installation plate configured to install the air data probe on the outside of the aircraft.
    [0082] The air data detection probe comprises a total air temperature probe.
    [0083] The method also comprises the emission of the freezing conditions signal by an aircraft data bus.
    [0084] Although the invention is described with reference to one or more examples of modality, it will be understood by those skilled in the art that various changes can be made and equivalents can be replaced by elements thereof without departing from the scope of the invention. In addition, many modifications can be made to adapt a specific situation or material to the teachings of the invention without deviating from its essential scope. Therefore, it is intended that the invention is not limited to
    Petition 870170035250, of 05/26/2017, p. 94/109
    34/34 specific modalities disclosed, but that the invention includes all modalities covered by the scope of the appended claims.
    Petition 870170035250, of 05/26/2017, p. 95/109
    1/6
    权利要求:
    Claims (20)
    [1]
    1. Air data detection system, characterized by the fact that it comprises:
    a device having a first surface configured to be exposed to airflow over an outside of an aircraft, the device including a first self-compensating heater configured to heat the first surface;
    a first current monitor configured to detect a first measured value representing the flow of electrical current through the first self-compensating heater;
    one or more processors; and computer-readable memory encoded with instructions that, when executed by one or more processors, causes the system to:
    receive aircraft flight condition data; and produce as a freeze condition signal based on the first measurement value and the aircraft's flight condition data.
    [2]
    2. System according to claim 1, characterized by the fact that the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to produce the freeze condition signal to include a indication of an amount of liquid water content within the air flow.
    [3]
    3. System according to claim 1, characterized by the fact that the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to:
    determine one or more parameters of expected electric current flow through the first self-compensating heater based on the
    Petition 870170035250, of 05/26/2017, p. 96/109
    2/6 flight condition data received; and determine whether the first measured value exceeds a second limit deviation from the second measured value from one or more parameters of the expected electrical current flow, in which the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to produce the freeze condition signal based on the first measurement value and the aircraft's flight condition data sensitive to the determination that the first measurement value exceeds the first deviation limit one or more parameters of expected electric current flow.
    [4]
    4. System according to claim 3, characterized by the fact that it also comprises:
    a second current monitor;
    wherein the device comprises a second surface exposed to airflow around the outside of the aircraft and a second self-compensating heater configured to heat the second surface;
    wherein the second current monitor is configured to detect a second measured value representing the flow of electrical current through the second self-compensating heater;
    in which the computer-readable memory is further encoded with instructions that, when executed by one or more processors, cause the system to:
    determine whether the first measured value exceeds a second limit deviation from the second measured value;
    produce the freeze condition signal to include an indication of a solid water freeze condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value; and
    Petition 870170035250, of 05/26/2017, p. 97/109
    3/6 produce the freeze condition signal to include an indication of a solid water freeze condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value.
    [5]
    5. System according to claim 1, characterized by the fact that the one or more parameters of the expected electric current flow through the first self-compensating heater comprise an expected electric current consumption.
    [6]
    6. System according to claim 1, characterized by the fact that the one or more parameters of electric current flow expected through the first self-compensating heater comprise an expected rate of change of electric current consumption.
    [7]
    7. System according to claim 1, characterized by the fact that the device comprises an air data detection probe; and wherein the first self-compensating heater is arranged in a probe head portion of the air data detection probe.
    [8]
    8. System according to claim 7, characterized in that the second self-compensating heater is arranged in a support portion of the air data detection probe that extends between the probe head portion and a configured installation plate to install the air data probe to an outside of the aircraft.
    [9]
    System according to claim 7, characterized in that the air data detection probe comprises a total air temperature probe.
    [10]
    10. System according to claim 1, characterized by the fact that it also comprises:
    one or more communication devices configured to send and receive data over an aircraft data bus;
    Petition 870170035250, of 05/26/2017, p. 98/109
    4/6 in which the computer-readable memory is additionally encoded with instructions that, when executed by one or more processors, cause the system to send the freeze condition signal across the aircraft's data bus via the one or more more communication devices.
    [11]
    11. Air data detection method, characterized by the fact that it comprises:
    receiving a first measured value representing the flow of electric current through a first self-compensating heater that heats a first surface of a device exposed to the air flow over an external part of an aircraft;
    receipt of aircraft flight condition data; and producing a freeze condition signal based on the first measurement value and the aircraft's flight condition data.
    [12]
    Method according to claim 11, characterized in that the production of the freeze condition signal comprises the production of the freeze condition signal to include an indication of an amount of liquid water content in the air flow over the device.
    [13]
    13. Method according to claim 11, characterized by the fact that it further comprises:
    determining one or more parameters of expected electric current flow through the first self-compensating heater based on the received flight condition data; and determining whether the first measured value exceeds a first limit deviation of one or more expected electrical current flow parameters, in which the freezing condition signal is produced based on the first measured value and the flight condition data of the aircraft is sensitive to the determination that the first measured value
    Petition 870170035250, of 05/26/2017, p. 99/109
    5/6 exceeds the first limit deviation from one or more parameters of the expected electric current flow.
    [14]
    14. Method according to claim 13, characterized by the fact that it further comprises:
    receiving a second measured value representing the flow of electric current through a second self-compensating heater that heats a second surface of the device exposed to the air flow around the outside of the aircraft; and determining whether the first measured value exceeds a second limit deviation from the second measured value;
    where the production of the freeze condition signal comprises:
    producing the freeze condition signal to include an indication of a liquid water freeze condition in response to the determination that the first measured value does not exceed the second limit deviation from the second measured value; and producing the freeze condition signal to include an indication of a solid water freeze condition in response to the determination that the first measured value exceeds the second limit deviation from the second measured value.
    [15]
    Method according to claim 11, characterized by the fact that the one or more parameters of the expected electric current flow through the first self-compensating heater comprise an expected electric current consumption.
    [16]
    16. Method according to claim 11, characterized in that the one or more parameters of electric current flow expected through the first self-compensating heater comprise an expected rate of change of electric current consumption.
    [17]
    17. Method according to claim 11, characterized
    Petition 870170035250, of 05/26/2017, p. 100/109
    6/6 by the fact that the first self-compensating heater is arranged in a probe head portion of an air data detection probe.
    [18]
    18. Method according to claim 17, characterized in that the second self-compensating heater is arranged in a support portion of the air data detection probe that extends between the probe head portion and a configured installation plate to install the air data probe on the outside of the aircraft.
    [19]
    19. Method according to claim 17, characterized in that the air data detection probe comprises a total air temperature probe.
    [20]
    20. Method according to claim 11, characterized by the fact that it further comprises:
    emission of the freezing conditions signal over an aircraft data bus.
    Petition 870170035250, of 05/26/2017, p. 101/109
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    US10132824B2|2018-11-20|
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    法律状态:
    2018-01-16| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|
    优先权:
    申请号 | 申请日 | 专利标题
    US201662355563P| true| 2016-06-28|2016-06-28|
    US62/355563|2016-06-28|
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