Aero-engine fairing cap icing simulation measurement method and de-icing method

Abstract

The present invention discloses a method for simulating and measuring icing of an aircraft engine fairing cap, a method for deicing an aircraft engine fairing cap, an apparatus, a medium, and a program product. The method comprises: measuring original pressure coefficient distribution data and an original surface three-dimensional map of the aircraft engine fairing cap in an uniced state; when the aircraft engine fairing cap begins to ice, measuring the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap at different times within a preset time range; and generating an influence coefficient and an ice type three-dimensional map based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original surface three-dimensional map and the surface three-dimensional map at different times. The present invention can improve the accuracy of measurement results, analyze and predict the influence of ice type on the aerodynamic performance of the aircraft engine fairing cap and its development trend, and can serve as an important condition for determining whether to perform deicing on the engine.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to an aero-engine fairing cap icing simulation measurement method, an aero-engine fairing cap deicing method, equipment, medium and program product. Background Art

[0002] Aircraft engines are among the most sensitive components to icing. When the engine rotates at high speed, the air inlet is drawn in, accelerating the airflow and causing the static temperature to drop. This makes the engine's air intake system more susceptible to weather changes and icing. Even in the absence of snow or ice, icing can occur on aircraft engine intake components under certain flight and meteorological conditions. For example, clouds contain large numbers of supercooled liquid water droplets with temperatures below 0°C. These droplets impact the leading edge of the engine nacelle's air intake and condense into ice, reducing engine air intake and leading to reduced performance.

[0003] As a core component of an aircraft, ensuring the proper functioning of the aircraft engine is paramount to aircraft safety. Ice is easily formed on aircraft engine air intake components, particularly the fairing. Once ice forms in the engine's air intake system, it alters its aerodynamic characteristics, increases flow resistance, and causes uneven airflow distribution. This can lead to airflow distortion and compromise engine stability, or even fatal stalls. Furthermore, if ice forms in the engine's air intake system and the anti-icing system activates late, loose ice can be ingested into the engine, causing damage.

[0004] There are many methods for measuring icing on aircraft engine air intake fairings.

[0005] Temperature sensor measurement method: Multiple temperature sensors are arranged on the aircraft engine cap, and the icing of the cap is predicted based on the different temperature development trends measured by the multiple temperature sensors.

[0006] Vibration terminal measurement method: Vibration terminals are placed on the aircraft engine cap cover, and the vibration frequency on the vibration terminals is used to evaluate the ice thickness on the cap cover. When there is different thickness of ice on the vibration terminals, the vibration frequency of the vibration terminals will also be different.

[0007] Camera monitoring method: Using the most intuitive image monitoring method, a camera is placed at the engine air intake to monitor the icing condition of the hood by observing the real-time image of the hood.

[0008] In the process of implementing the technical solutions of the embodiments of the present invention, the inventors of the present invention have found at least the following technical problems in the prior art:

[0009] Multi-point temperature sensors monitor surface icing on aircraft engine fairing caps. At low speeds, with narrow temperature fluctuations, or at low altitudes, ice may have already formed on the cap, but the temperature trend at the measurement points is not clear, making it easy to miss reports. Furthermore, multi-point temperature measurement requires a reference base point temperature, and the placement of these reference points is critical. The airflow size and direction at the non-icing portion of the cap significantly influences this, potentially increasing errors in icing predictions.

[0010] The vibration terminal method for predicting icing on aircraft engine fairings can only measure localized icing on the fairing, and optimal measurements are achieved when the icing point is located exactly at the center of the vibration terminal. This places high demands on the location of the icing measurement point. Furthermore, when icing forms rapidly and de-icing is not timely, the ice layer becomes a single layer, connecting the vibration terminal to the fairing, resulting in significant measurement errors.

[0011] Direct image monitoring of aircraft engine fairing icing requires strict camera placement and angles. Multiple cameras are also required to provide comprehensive monitoring of the fairing. However, in practice, installing multiple cameras on the engine head is impractical. Therefore, this method can only monitor a specific area of ​​the icing area, inferring the icing situation at other locations of equal diameter. Consequently, this method has a high false alarm rate and is being phased out, becoming a secondary measure.

[0012] In summary, the existing technology has the technical problem of inaccurate method for measuring icing of aircraft engine fairing cap. Summary of the Invention

[0013] The embodiments of the present invention provide an aircraft engine fairing cap icing simulation measurement method, an aircraft engine fairing cap deicing method, equipment, medium and program product, which solve the technical problem of inaccurate aircraft engine fairing cap icing measurement methods in the prior art.

[0014] On the one hand, an embodiment of the present invention provides an aircraft engine fairing cap icing simulation measurement method, which is applied to an aircraft engine fairing cap icing simulation measurement system. The method includes: measuring the original pressure coefficient distribution data and the original surface three-dimensional map of the aircraft engine fairing cap in a non-icing state; when the aircraft engine fairing cap begins to ice, when a preset time range is maintained between the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap at different times; based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original surface three-dimensional map and the surface three-dimensional map at different times, generating an influence coefficient and an ice type three-dimensional map.

[0015] Optionally, before measuring the original pressure coefficient distribution data and the original surface three-dimensional map of the aircraft engine fairing in a non-icing state, the method further includes: opening a pressure measuring hole row at a position where the aircraft engine fairing is 60% of the length from the stagnation point.

[0016] Optionally, after measuring the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap at different times every preset time range, it also includes: when the ice length in the surface three-dimensional map exceeds a preset length, ending the icing simulation measurement operation; or when frost falls off on the surface of the aircraft engine fairing cap, ending the icing simulation measurement operation.

[0017] Optionally, the generating of the influence coefficient and ice type three-dimensional map based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different moments, as well as the original surface three-dimensional map and the surface three-dimensional map at different moments, specifically includes: analyzing and processing the original pressure coefficient distribution data and the pressure coefficient distribution data at different moments, and recording changes in the pressure coefficient curve; analyzing and processing the original surface three-dimensional map and the surface three-dimensional map at different moments, and recording changes in the ice type; defining the influence coefficients of different ice types on the aircraft engine fairing cap, and calculating the influence coefficients on the aircraft engine fairing cap at different moments under the icing state; and generating the influence coefficient and ice type three-dimensional map.

[0018] Optionally, after generating the influence coefficient and the three-dimensional map of ice types, the method further includes: verifying whether the influence coefficient and the three-dimensional map of ice types can be used as a judgment condition for deicing.

[0019] On the other hand, an embodiment of the present invention provides a method for de-icing an aircraft engine fairing cap, which is applied to an aircraft engine fairing cap de-icing system. The aircraft engine fairing cap de-icing system has an influence coefficient and ice type three-dimensional map of an aircraft engine fairing cap icing simulation measurement method. The method includes: measuring pressure coefficient distribution data and a surface three-dimensional map of the aircraft engine fairing cap; obtaining threshold pressure coefficient distribution data and a threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; judging whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the surface three-dimensional map is the same as the threshold surface three-dimensional map; when the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and the surface three-dimensional map is the same as the threshold surface three-dimensional map, performing a de-icing operation.

[0020] Optionally, after determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the surface three-dimensional map is the same as the threshold surface three-dimensional map, it also includes: when the pressure coefficient distribution data is inconsistent with the threshold pressure coefficient distribution data, and the surface three-dimensional map is different from the threshold surface three-dimensional map, continuing to measure the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap.

[0021] An embodiment of the present invention also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, it implements the steps of the aircraft engine fairing cap icing simulation measurement method and the aircraft engine fairing cap deicing method.

[0022] An embodiment of the present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements the steps of an aircraft engine fairing cap icing simulation measurement method and an aircraft engine fairing cap deicing method.

[0023] An embodiment of the present invention further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of an aircraft engine fairing cap icing simulation measurement method and an aircraft engine fairing cap deicing method.

[0024] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0025] A method for simulating and measuring icing on an aircraft engine fairing cap is applied to an aircraft engine fairing cap icing simulation measurement system. The method comprises: measuring original pressure coefficient distribution data and original surface three-dimensional maps of the aircraft engine fairing cap in an uniced state; when the aircraft engine fairing cap begins to ice, measuring pressure coefficient distribution data and surface three-dimensional maps of the aircraft engine fairing cap at different times within a preset time range; and generating influence coefficients and ice type three-dimensional maps based on the original pressure coefficient distribution data and pressure coefficient distribution data at different times, as well as the original surface three-dimensional maps and surface three-dimensional maps at different times. The present invention measures icing on the aircraft engine fairing cap using pressure coefficient distribution data and surface three-dimensional maps, thereby solving the technical problem of inaccurate aircraft engine fairing cap icing measurement methods in the prior art and improving the accuracy of measurement results. In addition, the present invention generates a three-dimensional map of influence coefficients and ice types, enabling in-depth analysis of the fairing characteristics of an aircraft engine fairing cap after ice formation, reflecting the dynamic changes in the fairing performance of the aircraft engine fairing cap during the icing process. Specifically, the present invention monitors the impact of ice type changes on the fairing performance of the aircraft engine fairing cap at each time point in real time during the icing process. This not only allows for an understanding and prediction of the development of icing on the aircraft engine fairing cap, but also accurately assesses the specific shape of the ice, including parameters such as the area, location, and thickness of the ice. Furthermore, the flow state on the cap surface under each ice type can be assessed and predicted. Thus, during the dynamic changes in ice type on the aircraft engine fairing cap, the impact of the ice type on the aerodynamic performance of the aircraft engine fairing cap and its development trend can be analyzed and predicted, serving as an important factor in determining whether to perform engine de-icing.

[0026] Furthermore, before measuring the raw pressure coefficient distribution data and the raw surface three-dimensional atlas of the aircraft engine fairing in an ice-free state, the method further includes: providing a row of pressure taps at a position 60% of the length of the aircraft engine fairing from the stagnation point. The row of pressure taps can accurately assess the circumferential ice distribution of the aircraft engine fairing.

[0027] Furthermore, after measuring the pressure coefficient distribution data and the three-dimensional surface map of the aircraft engine fairing at different times within the preset time range, the method further includes: terminating the icing simulation measurement operation when the length of ice in the three-dimensional surface map exceeds a preset length; or terminating the icing simulation measurement operation when frost falls off the surface of the aircraft engine fairing. Clear conditions for terminating the icing simulation measurement can be set.

[0028] Furthermore, generating a three-dimensional map of influence coefficients and ice types based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original three-dimensional surface map and the three-dimensional surface map at different times, specifically includes: analyzing and processing the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, recording changes in the pressure coefficient curve; analyzing and processing the original three-dimensional surface map and the three-dimensional surface map at different times, recording changes in ice types; defining influence coefficients of different ice types on the aircraft engine fairing cap, calculating the influence coefficients on the aircraft engine fairing cap at different times under an icing state; and generating a three-dimensional map of influence coefficients and ice types. A three-dimensional map of influence coefficients and ice types can be generated.

[0029] Furthermore, after generating the three-dimensional map of influence coefficients and ice types, the method further includes: verifying whether the three-dimensional map of influence coefficients and ice types can be used as a de-icing determination condition, thereby determining whether the aircraft engine fairing icing simulation measurement method can be applied to an actual aircraft engine.

[0030] An embodiment of the present invention provides an aircraft engine fairing de-icing method, which is applied to an aircraft engine fairing de-icing system. The aircraft engine fairing de-icing system includes an influence coefficient and ice type three-dimensional map for an aircraft engine fairing icing simulation measurement method. The method includes: measuring pressure coefficient distribution data and a surface three-dimensional map of the aircraft engine fairing; obtaining threshold pressure coefficient distribution data and a threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; determining whether the pressure coefficient distribution data matches the threshold pressure coefficient distribution data and whether the surface three-dimensional map and the threshold surface three-dimensional map are the same; when the pressure coefficient distribution data matches the threshold pressure coefficient distribution data and the surface three-dimensional map and the threshold surface three-dimensional map are the same, performing a de-icing operation. During the development of the ice type, when the development of the ice type is sufficient to affect the fairing performance of the aircraft engine fairing, de-icing measures are taken to eliminate the influence of the ice type on the aircraft engine fairing.

[0031] Furthermore, after determining whether the pressure coefficient distribution data matches the threshold pressure coefficient distribution data and whether the surface three-dimensional map is the same as the threshold surface three-dimensional map, the method further includes: when the pressure coefficient distribution data does not match the threshold pressure coefficient distribution data and the surface three-dimensional map is different from the threshold surface three-dimensional map, continuing to measure the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap. During the development of the ice type, when the development of the ice type is not sufficient to affect the fairing performance of the aircraft engine fairing cap, not taking de-icing measures can reduce the use of the engine's high-pressure hot air flow, reduce the use of hot air flow, reduce the loss of high-pressure air flow, and improve the engine's thrust performance. When the impact of icing on the cap's aerodynamic performance is within a favorable range, the icing on the cap can be left untreated, which is also beneficial to the aircraft engine's air intake and improves intake efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a flow chart of a method for simulating and measuring icing of an aircraft engine fairing cap in one embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the overall installation of an aero-engine fairing cap experimental test system device in one embodiment of the present invention;

[0034] Figure 3 A schematic diagram of the arrangement of pressure measuring holes and pressure measuring pipelines on an aircraft engine fairing cap in one embodiment of the present invention;

[0035] Figure 4 Schematic diagram of the circumferential arrangement of pressure tapping holes in an aircraft engine fairing cap in one embodiment of the present invention;

[0036] Figure 5 Schematic diagram of the definition of the area enclosed by the pressure coefficient curve of the aircraft engine fairing and the coordinate axes in one embodiment of the present invention;

[0037] Figure 6 Schematic diagram of the original pressure coefficient curve of an aircraft engine fairing cap in one embodiment of the present invention;

[0038] Figure 7 Schematic diagram of the original pressure coefficient distribution curve and the pressure coefficient distribution curves at different times of an aircraft engine fairing cover in one embodiment of the present invention;

[0039] Figure 8 A schematic diagram showing an area of ​​0.117 enclosed by a pressure coefficient distribution curve of an aircraft engine fairing and a coordinate axis in accordance with an embodiment of the present invention;

[0040] Figure 91 is a comparison diagram of the pressure coefficient distribution curve corresponding to a threshold influence coefficient of 5% and the pressure coefficient distribution curve at this time in one embodiment of the present invention. DETAILED DESCRIPTION

[0041] The embodiments of the present invention provide an aircraft engine fairing cap icing simulation measurement method, an aircraft engine fairing cap deicing method, equipment, medium and program product, which solve the technical problem of inaccurate aircraft engine fairing cap icing measurement methods in the prior art.

[0042] The technical solution of one embodiment of the present invention is to solve the above problems, and the overall idea is as follows:

[0043] A method for simulating and measuring icing on an aircraft engine fairing cap is applied to an aircraft engine fairing cap icing simulation measurement system. The method comprises: measuring original pressure coefficient distribution data and original surface three-dimensional maps of the aircraft engine fairing cap in an uniced state; measuring pressure coefficient distribution data and surface three-dimensional maps of the aircraft engine fairing cap at different times within a preset time range when the aircraft engine fairing cap begins to ice; and generating influence coefficient and ice type three-dimensional maps based on the original pressure coefficient distribution data and pressure coefficient distribution data at different times, as well as the original surface three-dimensional maps and surface three-dimensional maps at different times. The present invention measures icing on the aircraft engine fairing cap using pressure coefficient distribution data and surface three-dimensional maps, thereby resolving the technical problem of inaccurate aircraft engine fairing cap icing measurement methods in the prior art and improving the accuracy of measurement results. In addition, the present invention generates a three-dimensional map of influence coefficients and ice types, enabling in-depth analysis of the fairing characteristics of an aircraft engine fairing cap after ice formation, reflecting the dynamic changes in the fairing performance of the aircraft engine fairing cap during the icing process. Specifically, the present invention monitors the impact of ice type changes on the fairing performance of the aircraft engine fairing cap at each time point in real time during the icing process. This not only allows for an understanding and prediction of the development of icing on the aircraft engine fairing cap, but also accurately assesses the specific shape of the ice, including parameters such as the area, location, and thickness of the ice. Furthermore, the flow state on the cap surface under each ice type can be assessed and predicted. Thus, during the dynamic changes in ice type on the aircraft engine fairing cap, the impact of the ice type on the aerodynamic performance of the aircraft engine fairing cap and its development trend can be analyzed and predicted, serving as an important factor in determining whether to perform engine de-icing.

[0044] In order to better understand the above technical solution, the above technical solution will be described in detail below with reference to the accompanying drawings and specific implementation methods. Obviously, the embodiments described in the present invention are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] This embodiment provides a method for simulating and measuring icing on an aircraft engine fairing cap, which is applied to an aircraft engine fairing cap icing simulation and measurement system. The present invention is directed to predicting the icing condition of an aircraft engine fairing cap and assessing the impact of the local ice type on the fairing characteristics of the aircraft engine fairing cap. Therefore, it is necessary to accurately predict the icing condition on the outer surface of the aircraft engine fairing cap, namely, the development of the ice type.

[0046] Icing in aircraft engine intake systems occurs when supercooled water impinges on the aircraft at high altitudes, where temperatures are lower. Based on the freezing process and its appearance and characteristics, ice types are categorized into three types: frost ice, smooth ice, and mixed ice.

[0047] Frost ice is prone to forming in low temperatures, low wind speeds, and low LWC icing clouds. Small water droplets freeze directly onto the impacting engine fairing, forming a smooth, streamlined, milky white ice pattern around the leading edge. This type of ice disappears when the surface temperature exceeds -12°C. While this type of ice is not particularly harmful, as frost ice can affect the flow characteristics of the engine fairing, it is generally not fatal and can even improve its performance.

[0048] Light ice is prone to forming in freezing temperatures, high wind speeds, and high LWC icing clouds. Light ice typically forms between 0°C and 8°C. In these conditions, not all droplets freeze immediately upon impact; some first circumvent the stagnation point upward or downward before freezing. The result is a protruding, double-cornered ice that accumulates like a protrusion. It is typically transparent and harder than rime ice. This ice shape is aerodynamically disadvantageous, as the irregular ice pattern severely disrupts nearby airflow.

[0049] Mixed ice forms easily at temperatures between those that produce frost ice and light ice. Composed of a mixture of frost ice and light ice, this type of ice appears light ice near the stagnation point and gradually transitions from light ice to frost ice as it moves away from the stagnation point. Its rough surface gives it the name "hairy ice," and its porcelain-like color is sometimes referred to as "porcelain ice." Because this type of ice has a rough, uneven surface and is not easily broken off, it poses just as much of a hazard to flight as light ice.

[0050] An aircraft engine fairing icing simulation and measurement system can provide ice type prediction parameters for engine de-icing control, serving as an important factor in determining whether to perform engine de-icing. The experimental testing system of the present invention includes an icing experimental device, an aircraft engine fairing, an aircraft engine fairing icing simulation and measurement system, and an aircraft engine fairing de-icing system.

[0051] First, a plan and protocol for simulated icing measurements of the engine fairing cap were developed, and an icing prediction database was established. This database primarily consists of ice patterns and corresponding pressure distribution data on the engine fairing cap surface at different times, providing information for the engine fairing cap de-icing system to make decisions. This data was obtained through simulated icing measurements of the engine fairing cap, which correspond to the icing simulation measurement method for the engine fairing cap.

[0052] Secondly, install the aircraft engine fairing, pressure measuring device, laser scanner, etc. in the experimental device corresponding to the aircraft engine fairing icing simulation measurement experiment, and perform debugging.

[0053] Next, please refer to Figure 1 , a method for simulating and measuring icing of an aircraft engine fairing cap in an embodiment of the present invention is described in detail.

[0054] Step 101: measuring original pressure coefficient distribution data and original surface three-dimensional atlas of the aircraft engine fairing in a non-icing state;

[0055] Step 102: When the aircraft engine fairing cap begins to ice up, measuring pressure coefficient distribution data and a three-dimensional surface map of the aircraft engine fairing cap at different times within a preset time range;

[0056] Step 103: Generate an influence coefficient and ice type three-dimensional map based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original surface three-dimensional map and the surface three-dimensional map at different times.

[0057] When conducting an experiment in a non-icing state of the aircraft engine fairing, step 101 is started: measuring original pressure coefficient distribution data and original surface three-dimensional atlas of the aircraft engine fairing in the non-icing state.

[0058] During the specific implementation of step 101, for example, a pressure coefficient distribution experiment for an aircraft engine fairing in an un-icing state is initiated. A pressure measuring device measures raw pressure coefficient distribution data for the aircraft engine fairing in an un-icing state. The pressure coefficient is a dimensionless quantity that facilitates comparison of pressure coefficient distributions for the aircraft engine fairing at different flight speeds. Simultaneously, a laser scanner is used to scan the surface of the aircraft engine fairing to obtain a three-dimensional map of the original surface of the aircraft engine fairing in an un-icing state.

[0059] After obtaining the original pressure coefficient distribution data and the original surface three-dimensional map, step 102 is executed: when the aircraft engine fairing cap begins to ice, the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap are measured at different times every preset time range.

[0060] During the specific implementation of step 102, for example, an icing experiment on an aircraft engine fairing is initiated. Icing on the aircraft engine fairing generally begins at a stagnation point and gradually and uniformly extends backwards circumferentially. Icing on the aircraft engine fairing is a process that develops over time. Therefore, the icing experiment requires measurements at different times to measure how the icing process affects the fairing characteristics of the aircraft engine fairing. This requires a large amount of data. The denser the data points, the easier it is to assess the trend and current status of icing on the aircraft engine fairing. However, the icing rate of the cap and the capacity of the storage unit must also be considered. Taking all factors into consideration, the present invention collects pressure coefficient distribution data for the aircraft engine fairing at a 10-second interval, recording pressure distribution data every 10 seconds. Simultaneously, a laser scanner is used to scan the iced surface of the aircraft engine fairing every 10 seconds to obtain a three-dimensional map of the aircraft engine fairing surface at different times.

[0061] After obtaining the original pressure coefficient distribution data, the original three-dimensional surface map, the pressure coefficient distribution data at different times, and the three-dimensional surface map at different times, step 103 is executed: based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original three-dimensional surface map and the three-dimensional surface map at different times, the influence coefficient and the ice type three-dimensional map are generated.

[0062] In specific implementations, for example, the original pressure coefficient distribution data is compared with the pressure coefficient distribution data at different times, and the original three-dimensional surface map is compared with the three-dimensional surface map at different times to generate a three-dimensional map of influence coefficients and ice types. These influence coefficients and the three-dimensional map of ice types are then stored in an icing prediction database and used as criteria for subsequent de-icing.

[0063] To accurately assess the circumferential icing distribution of the aircraft engine fairing, prior to measuring the original pressure coefficient distribution data and original surface three-dimensional atlas of the aircraft engine fairing in an ice-free state in step 101, the method further includes: establishing a row of pressure taps at positions 60% of the length of the aircraft engine fairing from the stagnation point.

[0064] In the specific implementation process, for example: please also refer to Figure 3 and Figure 4 The length of the aircraft engine fairing cap 2 is measured as L. A pressure tap row 9 is provided at a distance of 60% L from the stagnation point on the aircraft engine fairing cap 2. The pressure tap row 9 comprises pressure taps 8 with a diameter of 0.8 mm. A pressure tap 8 is provided every 5% L along the axis of the aircraft engine fairing cap 2, forming a pressure tap row 9. The pressure tap rows 9 are distributed circumferentially around the aircraft engine fairing cap 2 at 60-degree intervals, forming a total of six rows of pressure tap rows 9, to accurately assess the circumferential ice distribution on the aircraft engine fairing cap 2.

[0065] like Figures 1-4 As shown, the experimental test system device includes an icing experimental device 1, an aircraft engine fairing cap 2, a pressure scanning measurement system 3, a computer system 4 and a laser scanning measurement arm 5.

[0066] The icing experiment on the aircraft engine cap 2 in step 102 is conducted in an icing test apparatus 1. Icing test apparatus 1 is primarily capable of generating a uniform, cold, moist airflow and controlling the airflow velocity. The supercooled water mist generated by icing test apparatus 1 impacts the stagnation point of the aircraft engine cap 2. Due to the sudden drop in airflow velocity to zero, ice first forms at this stagnation point, altering the original aerodynamic shape of the aircraft engine cap 2. Consequently, the surface pressure of the aircraft engine cap 2 changes due to the icing. This change in surface pressure is used to monitor icing on the aircraft engine cap 2. Therefore, it is feasible to provide a row of pressure taps 9 at 60% of the length L of the aircraft engine cap 2 to monitor changes in the aerodynamic shape of the aircraft engine cap 2. The pressure signals from the pressure taps 8 are received by a pressure scanning measurement system 3, and the dynamic changes in the pressure at the pressure taps 8 can be measured by the pressure scanning measurement system 3. The measured data is analyzed and processed by a computer system 4 and stored in an icing prediction database. The three-dimensional surface atlas measurement of the aircraft engine fairing cap 2 is achieved by the laser scanning measuring arm 5. Due to the influence of the structure of the icing experimenter and the experimental conditions, the present invention only scans half of the aircraft engine fairing cap 2 when scanning the surface of the aircraft engine fairing cap 2, and then draws a three-dimensional surface atlas of the entire aircraft engine fairing cap 2 based on symmetry.

[0067] Because aircraft engines operate at high speeds in mid-air, ice formation on the engine's fairing 2 begins at a stagnation point. Therefore, pressure taps 8 are located in a high-speed zone to prevent measurement errors caused by ice clogging the taps. Pressure taps 8 must be perpendicular to the outer surface of the engine's fairing 2. The taps are spaced 5% L apart. A thin stainless steel tube 6 is internally mounted, with one end flush with the outer surface of the engine's fairing 2. A sufficient length is reserved inside for connecting to a thick-walled hose 7, which serves as the transfer line to the pressure scanning and measurement system 3.

[0068] like Figure 4 As shown, there are 6 rows of pressure measuring holes 9, which are evenly arranged in the circumferential direction.

[0069] Please continue to refer to Figure 1 In order to set clear conditions for terminating the icing simulation measurement, after measuring the pressure coefficient distribution data and the three-dimensional surface map of the aircraft engine fairing at different times within a preset time range in step 102, the method further includes: terminating the icing simulation measurement operation when the length of ice in the three-dimensional surface map exceeds a preset length; or terminating the icing simulation measurement operation when frost falls off the surface of the aircraft engine fairing.

[0070] During the specific implementation, for example, the pressure coefficient distribution data for the aircraft engine fairing is collected at a 10-second interval, with the pressure distribution data recorded every 10 seconds. Simultaneously, a laser scanner is used to scan the iced surface of the aircraft engine fairing every 10 seconds, generating a three-dimensional map of the surface at different times. The experiment ends when the length of the ice on the aircraft engine fairing exceeds 10% L of the aircraft engine fairing, or when frost begins to fall off the surface of the aircraft engine fairing.

[0071] Of course, in practical applications, different preset lengths may be set, for example, the length of the aircraft engine fairing cap is 15% L, and the present invention does not limit this.

[0072] In order to generate a three-dimensional map of the influence coefficient and ice type, step 103 generates a three-dimensional map of the influence coefficient and ice type based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original three-dimensional surface map and the three-dimensional surface map at different times. Specifically, the steps include: analyzing and processing the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, and recording changes in the pressure coefficient curve; analyzing and processing the original three-dimensional surface map and the three-dimensional surface map at different times, and recording changes in the ice type; defining the influence coefficients of different ice types on the aircraft engine fairing cap, and calculating the influence coefficients on the aircraft engine fairing cap at different times under the icing state; and generating a three-dimensional map of the influence coefficient and ice type.

[0073] During the specific implementation process, for example: the original pressure coefficient distribution data and the pressure coefficient distribution data at different times are analyzed and processed, the original pressure coefficient distribution curve is averaged, the pressure coefficient distribution curves at different times are averaged, the original pressure coefficient distribution curve after average processing is compared with the pressure coefficient distribution curves at different times after average processing, and the changes in the pressure coefficient distribution curve are recorded, so as to obtain the influence of the icing condition on the surface of the aircraft engine fairing cap under the ice type on the cap fairing effect, which can be recorded as a percentage coefficient so that the de-icing decision can be controlled in the form of a threshold influence coefficient in actual application.

[0074] The original three-dimensional surface map and the three-dimensional surface maps at different times are analyzed and processed to determine the ice type corresponding to the three-dimensional surface map and record the changes in the ice type, such as the transformation from mixed ice to light ice.

[0075] like Figure 5 As shown, the influence coefficients of different ice types on the aircraft engine fairing cap are defined. The position of the aircraft engine fairing cap pressure measuring point, that is, the axial distance from the aircraft engine fairing cap pressure measuring point to the stagnation point in front of the cap, is used as the horizontal coordinate of the point, and the pressure coefficient of the point is used as the vertical coordinate. The area enclosed by the pressure coefficient curve and the horizontal axis is used to evaluate the impact of icing. Therefore, the original area in the non-icing state is recorded as S0, and the area in the icing state is recorded as S1, S2, S3, etc. in increasing order of time. i , the influence on the fairing of the aircraft engine fairing cap is recorded as

[0076] According to the defined fairing effect of the aircraft engine fairing cap, a one-to-one corresponding influence coefficient and ice type three-dimensional map is formed for all experimental working conditions under icing conditions.

[0077] In order to determine whether the aircraft engine fairing icing simulation measurement method can be applied to an actual aircraft engine, after generating the influence coefficient and the three-dimensional map of ice types in step 103, the following step is further included: verifying whether the influence coefficient and the three-dimensional map of ice types can be used as deicing judgment conditions.

[0078] During implementation, for example, verifying the accuracy of the aircraft engine cap icing simulation measurement method and its ability to provide de-icing decisions for the cap icing is performed. A threshold influence coefficient is set to 5%. When the influence coefficient exceeds 5%, de-icing of the cap icing is triggered, and a high-level signal is output. An icing experiment is conducted. After ice formation, a three-dimensional map of the cap icing surface is scanned, and the pressure coefficient distribution data for the pressure tap rows is recorded. The scanned three-dimensional map of the cap icing surface and the recorded pressure coefficient distribution data for the pressure tap rows are compared with the data in the database. The three-dimensional map of the cap icing surface and the pressure coefficient distribution curve corresponding to the influence coefficient of 5% (if no suitable value is available, the nearest value can be used). The two curves are analyzed for consistency and for the identity of the graphs. In 99.9% of cases, the curves are essentially consistent, indicating high pressure sensitivity at the measuring point. When the two curves are consistent and the graphs are identical, verification is successful, and the aircraft engine cap icing simulation measurement method can be applied to actual aircraft engines.

[0079] When ice is detected on the fairing of an aircraft engine, the existing technology immediately controls how to remove the ice without conducting a comparative analysis of the impact of the ice. As a result, excessive de-icing occurs, causing a loss of engine heat flow, reducing engine performance, and increasing engine fuel consumption.

[0080] The present invention adopts de-icing measures when the development of ice types sufficiently affects the fairing performance of an aircraft engine fairing cap during the development of ice types, thereby eliminating the influence of the ice types on the aircraft engine fairing cap. Another embodiment of the present invention provides an aircraft engine fairing cap de-icing method, which is applied to an aircraft engine fairing cap de-icing system. The aircraft engine fairing cap de-icing system has an influence coefficient and ice type three-dimensional map of an aircraft engine fairing cap icing simulation measurement method. The method includes: measuring pressure coefficient distribution data and a surface three-dimensional map of the aircraft engine fairing cap; obtaining threshold pressure coefficient distribution data and a threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the surface three-dimensional map is the same as the threshold surface three-dimensional map; and performing a de-icing operation when the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data and the surface three-dimensional map is the same as the threshold surface three-dimensional map.

[0081] In the aforementioned embodiment, the measurement of the pressure coefficient distribution data and the three-dimensional surface map of the aircraft engine fairing cap has been described in detail. The subsequent steps of obtaining the threshold pressure coefficient distribution data and the threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; and determining whether the pressure coefficient distribution data and the threshold pressure coefficient distribution data are consistent, and whether the three-dimensional surface map and the threshold surface three-dimensional map are the same have also been described in detail. For the sake of brevity, they are not repeated here.

[0082] When the pressure coefficient distribution data matches the threshold pressure coefficient distribution data and the surface three-dimensional map is the same as the threshold surface three-dimensional map, de-icing operation is performed, and the high-temperature airflow after the aircraft engine high-pressure compressor is introduced to heat the cap to achieve the de-icing effect.

[0083] During the development of ice patterns, when the development of ice patterns is not sufficient to affect the fairing performance of the aircraft engine fairing cap, no de-icing measures are taken, which can reduce the use of the engine's high-pressure hot air flow, reduce the amount of hot air flow used, reduce the loss of high-pressure air flow, and improve the engine's thrust performance. When the impact of icing on the aerodynamic performance of the cap is within a favorable range, the icing of the cap can be left untreated, which is also beneficial to the air intake of the aircraft engine and improves the air intake efficiency. After determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the surface three-dimensional map is the same as the threshold surface three-dimensional map, the method further includes: when the pressure coefficient distribution data is inconsistent with the threshold pressure coefficient distribution data, and the surface three-dimensional map is different from the threshold surface three-dimensional map, continuing to measure the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap.

[0084] The following briefly introduces a method for simulating and measuring icing of an aircraft engine fairing cap and a method for deicing an aircraft engine fairing cap using a specific model of the aircraft engine fairing cap.

[0085] An aircraft engine fairing with a maximum diameter of 258mm and a length L of 320mm is used. A pressure tap is set starting at an axial position of 192mm, 60% L from the stagnation point. Several thin stainless steel tubes are used, with an outer diameter of 1.2mm and an inner diameter of 0.8mm. 1.2mm pressure taps are opened on the aircraft engine fairing, with the spacing between the pressure taps being 5% L, or 16mm. The number of pressure taps is no less than 5. Pressure taps are also opened at other axial positions of the aircraft engine fairing. A thin stainless steel tube is glued into each pressure tap to ensure that the thin stainless steel tube is flush with the outer surface of the aircraft engine fairing, with an inner diameter of 0.8mm.

[0086] Install the aircraft engine fairing cap into the simple icing test device and conduct an experiment on the original aircraft engine fairing cap at a wind speed of 100m / s. At this time, no spray ice is formed. Measure the pressure coefficient curve of the aircraft engine fairing cap as the pressure data curve of the original fairing cap, such as Figure 6 shown.

[0087] Start the pressure coefficient distribution experiment under the icing state of the aircraft engine fairing cap. From the beginning of icing, measure the pressure coefficient distribution data once every 10 seconds. When the icing exceeds the punctuation position, end the experiment, or when the icing reaches 10% L = 32mm, stop the experiment and form an icing prediction database. Take any set of experimental data and compare it with the original data to observe whether there is any change in the pressure coefficient curve. Figure 7 From the curves (the box curve is the original state data, and the dot curve is the icing state data), it can be seen that icing has a significant impact on pressure, and this method can effectively evaluate and predict the development of icing.

[0088] like Figure 8 As shown, the area enclosed by the pressure coefficient curve and the coordinate axis in the original state is 0.117.

[0089] The present invention sets the threshold impact coefficient of icing on the aircraft engine fairing cap to 5%, that is, when the pressure coefficient curve under icing state and the area enclosed by the coordinate axis is 0.111, the deicing state is triggered. The icing experiment begins. When the deicing output is triggered to a high level, the pressure coefficient at this time is measured, and the experiment ends. The pressure coefficient distribution curve at the time of 5% impact parameter of the icing prediction database is retrieved and compared with the pressure curve at this time. Figure 9 As shown, it can be seen that the data stored in the icing prediction database is consistent with the measured data. The data formed by the icing prediction database can be used to predict icing of the aircraft engine fairing cap, and de-icing can be controlled by setting the threshold influence coefficient.

[0090] Another embodiment of the present invention provides a computer device including a memory and a processor. The memory stores a computer program. When the processor executes the computer program, it implements the steps of an aircraft engine fairing cap icing simulation measurement method and an aircraft engine fairing cap deicing method.

[0091] Another embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the computer program implements the steps of an aircraft engine fairing cap icing simulation measurement method and an aircraft engine fairing cap deicing method.

[0092] Another embodiment of the present invention provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of an aircraft engine fairing cap icing simulation measurement method and an aircraft engine fairing cap deicing method.

[0093] One or more technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0094] A method for simulating and measuring icing on an aircraft engine fairing cap is applied to an aircraft engine fairing cap icing simulation measurement system. The method comprises: measuring original pressure coefficient distribution data and original surface three-dimensional maps of the aircraft engine fairing cap in an uniced state; measuring pressure coefficient distribution data and surface three-dimensional maps of the aircraft engine fairing cap at different times within a preset time range when the aircraft engine fairing cap begins to ice; and generating influence coefficient and ice type three-dimensional maps based on the original pressure coefficient distribution data and pressure coefficient distribution data at different times, as well as the original surface three-dimensional maps and surface three-dimensional maps at different times. The present invention measures icing on the aircraft engine fairing cap using pressure coefficient distribution data and surface three-dimensional maps, thereby resolving the technical problem of inaccurate aircraft engine fairing cap icing measurement methods in the prior art and improving the accuracy of measurement results. In addition, the present invention generates a three-dimensional map of influence coefficients and ice types, enabling in-depth analysis of the fairing characteristics of an aircraft engine fairing cap after ice formation, reflecting the dynamic changes in the fairing performance of the aircraft engine fairing cap during the icing process. Specifically, the present invention monitors the impact of ice type changes on the fairing performance of the aircraft engine fairing cap at each time point in real time during the icing process. This not only allows for an understanding and prediction of the development of icing on the aircraft engine fairing cap, but also accurately assesses the specific shape of the ice, including parameters such as the area, location, and thickness of the ice. Furthermore, the flow state on the cap surface under each ice type can be assessed and predicted. Thus, during the dynamic changes in ice type on the aircraft engine fairing cap, the impact of the ice type on the aerodynamic performance of the aircraft engine fairing cap and its development trend can be analyzed and predicted, serving as an important factor in determining whether to perform engine de-icing.

[0095] Furthermore, before measuring the original pressure coefficient distribution data and the original surface three-dimensional map of the aircraft engine fairing in an ice-free state, the method further includes: establishing a row of pressure taps at a position 60% of the length of the aircraft engine fairing from the stagnation point. The row of pressure taps can accurately assess the circumferential ice distribution of the aircraft engine fairing.

[0096] Furthermore, after measuring the pressure coefficient distribution data and the three-dimensional surface map of the aircraft engine fairing at different times within a preset time range, the method further includes: terminating the icing simulation measurement operation when the length of ice in the three-dimensional surface map exceeds a preset length; or terminating the icing simulation measurement operation when frost falls off the surface of the aircraft engine fairing. Clear conditions for terminating the icing simulation measurement can be set.

[0097] Furthermore, based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, as well as the original three-dimensional surface maps and the three-dimensional surface maps at different times, a three-dimensional map of the influence coefficient and ice type is generated. Specifically, the method includes: analyzing and processing the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, recording changes in the pressure coefficient curve; analyzing and processing the original three-dimensional surface maps and the three-dimensional surface maps at different times, recording changes in ice type; defining the influence coefficients of different ice types on the aircraft engine fairing cap, calculating the influence coefficients on the aircraft engine fairing cap at different times under icing conditions; and generating a three-dimensional map of the influence coefficient and ice type. A three-dimensional map of the influence coefficient and ice type can be generated.

[0098] Furthermore, after generating the three-dimensional map of the influence coefficient and ice type, the method further includes: verifying whether the three-dimensional map of the influence coefficient and ice type can be used as a judgment condition for deicing, so as to determine whether the aircraft engine fairing icing simulation measurement method can be applied to an actual aircraft engine.

[0099] An embodiment of the present invention provides an aircraft engine fairing deicing method, which is applied to an aircraft engine fairing deicing system. The aircraft engine fairing deicing system has an influence coefficient and ice type three-dimensional map of an aircraft engine fairing icing simulation measurement method. The method includes: measuring pressure coefficient distribution data and a surface three-dimensional map of the aircraft engine fairing; obtaining threshold pressure coefficient distribution data and a threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the surface three-dimensional map and the threshold surface three-dimensional map are the same; when the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and the surface three-dimensional map and the threshold surface three-dimensional map are the same, performing a deicing operation. During the development of the ice type, when the development of the ice type is sufficient to affect the fairing performance of the aircraft engine fairing, taking deicing measures can eliminate the influence of the ice type on the aircraft engine fairing.

[0100] Furthermore, after determining whether the pressure coefficient distribution data matches the threshold pressure coefficient distribution data, and whether the surface three-dimensional map and the threshold surface three-dimensional map are the same, the method further includes: when the pressure coefficient distribution data does not match the threshold pressure coefficient distribution data, and the surface three-dimensional map and the threshold surface three-dimensional map are different, continuing to measure the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap. During the development of the ice type, when the development of the ice type is not sufficient to affect the fairing performance of the aircraft engine fairing cap, not taking de-icing measures can reduce the use of the engine's high-pressure hot air flow, reduce the use of hot air flow, reduce the loss of high-pressure air flow, and improve the engine's thrust performance. When the impact of icing on the cap's aerodynamic performance is within a favorable range, the icing of the cap can be left untreated, which is also beneficial to the aircraft engine's air intake and improves intake efficiency.

[0101] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage and optical storage) containing computer-usable program code.

[0102] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0103] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0104] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0105] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A method for simulating and measuring icing of an aircraft engine fairing cap, applied to an aircraft engine fairing cap icing simulation and measurement system, characterized in that: The method comprises: Measure the original pressure coefficient distribution data and original surface three-dimensional map of the aircraft engine fairing in the non-icing state; When the aircraft engine fairing cap begins to ice up, measuring the pressure coefficient distribution data and the surface three-dimensional atlas of the aircraft engine fairing cap at different times every preset time range; Based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, and the original three-dimensional surface map and the three-dimensional surface map at different times, an influence coefficient and ice type three-dimensional map is generated.

2. The method according to claim 1, wherein Before measuring the original pressure coefficient distribution data and the original surface three-dimensional map of the aircraft engine fairing in a non-icing state, the method further includes: A row of pressure measuring holes is provided at a position where the aero-engine fairing cap is 60% of the length away from the stationary point.

3. The method according to claim 1, wherein After measuring the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing at different times within the preset time range, the method further includes: When the length of ice in the three-dimensional surface map exceeds a preset length, the ice simulation measurement operation is terminated; or When frost falls off on the surface of the aircraft engine fairing cover, the icing simulation measurement operation is terminated.

4. The method according to claim 1, wherein Generating the influence coefficient and ice type three-dimensional map based on the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, and the original surface three-dimensional map and the surface three-dimensional map at different times, specifically includes: Analyze and process the original pressure coefficient distribution data and the pressure coefficient distribution data at different times, and record changes in the pressure coefficient curve; Analyzing and processing the original three-dimensional surface map and the three-dimensional surface maps at different times to record changes in ice type; defining the influence coefficients of different ice types on the aircraft engine fairing cap, and calculating the influence coefficients of the aircraft engine fairing cap at different times under an icing state; Generate a three-dimensional map of influence coefficients and ice types.

5. The method according to claim 1, wherein After generating the influence coefficient and ice type three-dimensional map, the method further includes: Verify whether the influence coefficient and ice type three-dimensional map can be used as de-icing judgment conditions.

6. A method for deicing an aircraft engine fairing cap, applied to an aircraft engine fairing cap deicing system, characterized in that: The aircraft engine fairing deicing system has the influence coefficient and ice type three-dimensional atlas according to any one of claims 1 to 4, and the method includes: Measure the pressure coefficient distribution data and surface three-dimensional map of aircraft engine fairing caps; Obtaining threshold pressure coefficient distribution data and a threshold surface three-dimensional map corresponding to the influence coefficient and the threshold influence coefficient in the ice type three-dimensional map; determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data, and whether the three-dimensional surface map is identical to the threshold three-dimensional surface map; When the pressure coefficient distribution data matches the threshold pressure coefficient distribution data and the three-dimensional surface map is identical to the threshold three-dimensional surface map, a deicing operation is performed.

7. The method according to claim 6, wherein After determining whether the pressure coefficient distribution data is consistent with the threshold pressure coefficient distribution data and whether the three-dimensional surface map is identical to the threshold three-dimensional surface map, the method further includes: When the pressure coefficient distribution data does not match the threshold pressure coefficient distribution data, and the surface three-dimensional map is different from the threshold surface three-dimensional map, the pressure coefficient distribution data and the surface three-dimensional map of the aircraft engine fairing cap are continuously measured.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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