An aircraft icing early warning method, system, electronic device and storage medium

Abstract

This invention discloses an aircraft icing early warning method, system, electronic device, and storage medium. The method includes: acquiring the aircraft's current flight parameters; obtaining the total surface temperature of the aircraft corresponding to the current flight parameters from a pre-stored mapping relationship between flight parameters and total temperature; and issuing an aircraft icing early warning in response to the total surface temperature being less than or equal to a critical total temperature. This invention can reduce the possibility of false alarms from icing detectors and reduce the frequency of activation of the anti-icing system. It also eliminates the need for installing additional sensors or redesigning the aircraft, providing a simple and efficient early warning system for aircraft surface icing.

Description

Technical Field

[0001] This invention relates to the field of aircraft anti-icing protection technology, and in particular to an aircraft icing early warning method, system, electronic device, and storage medium. Background Technology

[0002] Aircraft icing significantly reduces aerodynamic and handling performance, and in severe cases, can lead to catastrophic accidents with loss of life and aircraft. Icing detectors, as a crucial component of aircraft environmental control systems, are used to detect icing signals in real time and issue alarms. However, in practical applications, icing detectors can produce false alarms. This is because icing detectors are typically installed on windward surfaces (such as the wing and tail surfaces) or the nose surface, where their installation location may result in the detected temperature being lower than the total temperature of the incoming airflow. Consequently, the icing on the detector may precede the aircraft's icing, leading to false alarms. Therefore, a more accurate aircraft icing warning method is urgently needed. Summary of the Invention

[0003] This invention provides an aircraft icing early warning method, system, electronic device, and storage medium, aiming to effectively solve the aforementioned icing false alarm problem.

[0004] According to a first aspect of the present invention, the present invention provides an aircraft icing early warning method, comprising:

[0005] Obtain the aircraft's current flight parameters;

[0006] Obtain the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature;

[0007] An aircraft icing warning is issued in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature.

[0008] Furthermore, prior to the step of obtaining the aircraft's current flight parameters, the method further includes:

[0009] Acquire icing warning signals generated by the icing detector;

[0010] The step of issuing an aircraft icing warning in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature includes:

[0011] In response to the total surface temperature of the aircraft being less than or equal to the critical total temperature, an aircraft icing warning is issued based on the icing warning signal.

[0012] In response to the total surface temperature of the machine body exceeding the critical total temperature, the icing warning signal is suppressed;

[0013] The icing detector generates the icing warning signal when it detects localized icing or icing conditions.

[0014] Furthermore, the current flight parameters include the aircraft's positioning configuration, current flight altitude, current flight speed, current angle of attack, current sideslip angle, and current ambient temperature.

[0015] Furthermore, the mapping relationship between the pre-stored flight parameters and total temperature is obtained through analysis using at least one of the following big data analysis methods: polynomial response surface, Kriging model, radial basis function, support vector machine, multivariate interpolation and regression, and polynomial chaotic expansion.

[0016] Furthermore, the mapping relationship between the pre-stored flight parameters and total temperature is obtained based on a polynomial response surface model, which is constructed based on flow field samples;

[0017] The step of obtaining the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature includes:

[0018] The current flow field is determined from the polynomial response surface model based on the current flight parameters. The current flow field includes the total surface temperature information of various aircraft components.

[0019] The total surface temperature of the aircraft body corresponding to the location of the component is obtained from the current flow field based on the location information of multiple components of the aircraft, and the minimum total surface temperature of the aircraft body is determined from the multiple total surface temperatures of the aircraft body; wherein, the location information of the component is the location information of the component in the polynomial response surface model.

[0020] Furthermore, the polynomial response surface model is obtained in the following manner:

[0021] Determine m static temperature sample conditions based on the altitude envelope of the aircraft's icing temperature.

[0022] Based on the static temperature sample conditions, the flight envelope of the aircraft and the icing temperature-altitude envelope are coupled to obtain m*n sample conditions.

[0023] Based on the aforementioned sample operating conditions, obtain m*n flow field samples;

[0024] Based on the flow field samples, a polynomial response surface model is established using the polynomial response surface method.

[0025] Furthermore, the icing detector is at least one of a magnetostrictive icing detector, a capacitive icing detector, a fiber optic icing detector, or a microwave icing detector.

[0026] According to a second aspect of the present invention, the present invention also provides an aircraft icing early warning system, comprising:

[0027] The flight parameter acquisition module is used to acquire the aircraft's current flight parameters;

[0028] The central processing module is used to obtain the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature; and to issue an aircraft icing warning in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature.

[0029] Furthermore, the flight parameter acquisition module includes a total pressure sensor, a static pressure sensor, an angle of attack sensor, a sideslip angle sensor, and a total temperature sensor, all of which are connected to the central processing module.

[0030] The total pressure sensor is used to obtain the total pressure, the static pressure sensor is used to obtain the static pressure, the angle of attack sensor is used to obtain the angle of attack, the total temperature sensor is used to obtain the ambient static temperature, and the sideslip angle sensor is used to obtain the sideslip angle.

[0031] Furthermore, the system also includes a display module connected to the central processing module, which displays an early warning signal when it receives an icing warning signal.

[0032] According to a third aspect of the present invention, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the aircraft icing warning method described above.

[0033] According to a fourth aspect of the invention, the invention also provides a storage medium storing a plurality of instructions adapted for loading by a processor to perform the steps of the aircraft icing warning method described above.

[0034] Through one or more embodiments of the above-described embodiments of the present invention, at least the following technical effects can be achieved: By utilizing the detected current flight parameters and the mapping relationship between flight parameters and total temperature obtained from previous statistical analysis, the total surface temperature of the aircraft is inverted to obtain the total surface temperature. The total surface temperature is then compared to the critical total temperature. If the total surface temperature is less than or equal to the critical total temperature, an icing warning is issued, instead of relying on an icing detector. This reduces the possibility of false alarms from the icing detector and decreases the frequency of activation of the anti-icing system. Furthermore, it eliminates the need for installing additional sensors or redesigning the aircraft, providing a simple and efficient way to warn of icing on the aircraft surface. Attached Figure Description

[0035] The technical solution and other beneficial effects of the present invention will become apparent from the following detailed description of specific embodiments of the invention, in conjunction with the accompanying drawings.

[0036] Figure 1The diagram shown is one of the flowcharts of the aircraft icing early warning method provided in the embodiment of the present invention;

[0037] Figure 2 The following is a flowchart of the aircraft icing early warning method provided in an embodiment of the present invention;

[0038] Figure 3 The diagram shown is a schematic flowchart of the process for obtaining the polynomial response surface model provided in an embodiment of the present invention.

[0039] Figure 4 This is a schematic diagram of the structure of the aircraft icing early warning system provided in an embodiment of the present invention. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, the character " / " in this document, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0042] During actual aircraft operation, it was discovered that during descent, the icing detector detected icing on the aircraft surface when the total surface temperature (TAT) exceeded 13°C, triggering an "ICEDETECTED" warning. This contradicted the pre-set icing warning conditions, which are: the aircraft surface total temperature (TAT) is equal to or below 10°C (50°F) during flight, and any form of visible water vapor is present (such as clouds, fog with visibility equal to or below 1600m (1 mile), rain, snow, sleet, and ice crystals). In other words, the icing detector issued a false alarm.

[0043] Root cause analysis and problem reproduction revealed that because the icing detector is installed at a lower temperature than the incoming airflow, it is more prone to icing than the aircraft fuselage. (In the example above, when the icing detector reaches the warning total temperature of 10°C before the aircraft fuselage, the actual total surface temperature of the aircraft is above 13°C, failing to meet the icing warning conditions.) Icing on the icing detector triggers an icing alarm, which in turn activates the anti-icing system. However, in reality, the aircraft fuselage is not iced, making it unnecessary to activate the anti-icing system.

[0044] In response to the problem of false alarms from icing detectors, this invention provides an aircraft icing early warning method, system, electronic device, and storage medium to overcome the problems of false alarms from icing detectors and accidental activation of the anti-icing system.

[0045] The following description, in conjunction with the accompanying drawings, introduces an aircraft icing early warning method, system, electronic device, and storage medium provided by the present invention.

[0046] Figure 1 The diagram shown is one of the flowcharts of the aircraft icing early warning method provided in the embodiment of the present invention. Figure 2 The following is a flowchart of the aircraft icing early warning method provided in an embodiment of the present invention, as shown in the second flowchart. Figure 1 as well as Figure 2 As shown, an aircraft icing early warning method includes the following steps:

[0047] S101, obtain the aircraft's current flight parameters.

[0048] In this step, the aircraft's current flight parameters are obtained using various sensors originally installed on the aircraft. For example, the aircraft's current flight altitude is obtained using atmospheric pressure sensors, radar altitude sensors, GPS, etc.; the aircraft's current flight speed is obtained using airspeed sensors, ground speed sensors, inertial navigation systems, GPS, etc.; and the flight angle of attack is obtained using angle of attack sensors, etc.

[0049] S102, obtain the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature.

[0050] In this step, the mapping relationship between the pre-stored flight parameters and the total temperature can be obtained by statistical analysis based on the flight parameters and the corresponding total surface temperature of the aircraft obtained by collection or simulation. It can be one of the approximate models such as polynomial response surface, Kriging model, radial basis function, support vector machine, multivariate interpolation and regression, and polynomial chaotic expansion.

[0051] After obtaining the current flight parameters, the total surface temperature of the aircraft under the current flight parameters is obtained from the pre-stored mapping relationship between flight parameters and total temperature. In other words, the total surface temperature of the aircraft is obtained by inverting the current flight parameters and the mapping relationship between flight parameters and total temperature.

[0052] It should be noted that total temperature here refers to the air temperature around the aircraft plus the additional heat generated by aircraft motion and engine emissions. It is a parameter that comprehensively considers both air temperature and kinetic heat, and is crucial to aircraft performance and safety.

[0053] S103, in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature, an aircraft icing warning is issued.

[0054] In this step, if the total surface temperature of the aircraft obtained by inversion through S102 is also less than or equal to the critical total temperature, an aircraft icing warning is issued directly, and the anti-icing system is activated based on the aircraft icing warning.

[0055] Among them, the critical total temperature TAT Cri Determined based on aircraft design characteristics and safety levels, typically TAT Cri ≥0℃.

[0056] The aircraft icing warning method provided in this invention utilizes detected current flight parameters and the mapping relationship between flight parameters and total temperature obtained from previous statistical analysis to invert the total surface temperature of the aircraft. It then compares the total surface temperature with the critical total temperature. If the total surface temperature is less than or equal to the critical total temperature, an icing warning is issued, instead of relying on icing detectors. This reduces the possibility of false alarms from icing detectors and decreases the frequency of anti-icing system activation. Furthermore, it eliminates the need for additional sensors or aircraft redesign, providing a simple and efficient method for warning of aircraft surface icing.

[0057] In some embodiments of the present invention, after S102, the method further includes:

[0058] The system determines whether the aircraft is in an icing warning scenario based on its current flight parameters. For example, if the ambient temperature is below 10°C and visible water vapor is present in any way (e.g., clouds, fog with visibility less than or equal to 1 mile, rain, snow, freezing rain, or ice crystals), the aircraft is in an icing warning scenario. When the aircraft is in an icing warning scenario, the system retrieves the total surface temperature of the aircraft corresponding to the current flight parameters from a pre-stored mapping relationship between flight parameters and total temperature to determine if the aircraft is in an icing warning scenario.

[0059] In other embodiments of the present invention, icing early warning can also be achieved in conjunction with an icing detector. Specifically, before S101, the method further includes:

[0060] Acquire icing warning signals generated by the icing detector;

[0061] Correspondingly, S103 includes:

[0062] In response to the total surface temperature of the aircraft being less than or equal to the critical total temperature, an aircraft icing warning is issued based on the icing warning signal.

[0063] In response to the total surface temperature of the machine body exceeding the critical total temperature, the icing warning signal is suppressed;

[0064] The icing detector generates the icing warning signal when it detects localized icing or icing conditions.

[0065] In this embodiment, based on the working principle of the icing detector, the icing detector detects whether local icing has occurred or whether icing conditions (specifically, temperature, liquid water content, droplet size, etc.) are met at its installation location. If the icing detector detects local icing or meets the icing conditions at its installation location, it generates an icing warning signal. However, due to the limitations of the icing detector's installation location, false alarms may occur. Therefore, this invention needs to use the aircraft's current flight parameters to determine whether the icing warning signal is a false alarm when it is obtained.

[0066] It should be noted that the icing detector is at least one of magnetostrictive icing detector, capacitive icing detector, fiber optic icing detector or microwave icing detector, and there is no limitation on the type.

[0067] If the total surface temperature of the aircraft obtained through the inversion in S102 is greater than the critical total temperature, it is determined that the icing detector has reached the critical total temperature before the aircraft surface has reached it. Therefore, the icing warning signal generated by the icing detector is a false alarm and needs to be suppressed to prevent unnecessary activation of the anti-icing system. Specifically, this could involve intercepting the current icing warning signal, displaying a warning that the icing warning signal may be a false alarm while displaying the icing warning signal, or other suppression measures that do not trigger a warning for the current icing warning signal.

[0068] The aircraft icing warning method provided in this invention further analyzes the icing warning signal originally output by the icing detector to determine if there is a possibility of false alarms. Specifically, it uses the detected current flight parameters and the mapping relationship between flight parameters and total temperature obtained from previous statistical analysis to invert the total temperature of the aircraft surface. It then compares the total surface temperature with the critical total temperature at which the icing detector generates the icing warning signal. If the total surface temperature is less than or equal to the critical total temperature, it is determined that the icing detector has not generated a false alarm, and an icing warning signal is issued. Conversely, if the total surface temperature is greater than the critical total temperature, it is determined that the icing detector has reached the critical total temperature before the aircraft body, resulting in a false alarm, and the icing warning signal is suppressed. Therefore, this invention can accurately filter out scenarios where the icing detector is icing but the aircraft body is not, thereby filtering icing alarm signals, reducing the frequency of anti-icing system activation, and improving the aircraft's operational economy and market competitiveness without compromising safety levels. Furthermore, it does not require redesigning the position and structure of the icing detector or the generation of the icing warning signal, making it simple and effective.

[0069] In some embodiments of the present invention, the current flight parameters include the aircraft's positioning configuration (Config), current flight altitude (H), current flight speed (Ma), current angle of attack (AOA), current sideslip angle (AOS), and current ambient static temperature (SAT).

[0070] Among them, the aircraft's configuration (specifically, flap and slat configuration information) refers to the position and shape configuration of the aircraft's wings and flaps, which can be obtained through the aircraft's high-lift system.

[0071] The angle of attack (AOA) is obtained through the angle of attack sensor, the current sideslip angle (AOS) is obtained through the sideslip angle sensor, and the current ambient static temperature (SAT) is obtained through the total temperature sensor.

[0072] Flight altitude H and flight speed Ma are calculated based on acquired atmospheric data. For example, flight speed Ma is calculated based on data such as standard sea level pressure, speed of sound at standard sea level, corrected static pressure, corrected total pressure, and dynamic pressure.

[0073] Based on the above flight parameters, the mapping relationship between the pre-stored flight parameters and total temperature specifically refers to the mapping relationship between aircraft flight configuration, altitude, speed, angle of attack, sideslip angle, ambient static temperature, and total surface temperature of the aircraft.

[0074] The mapping relationship between aircraft flight configuration, altitude, speed, angle of attack, sideslip angle, ambient static temperature, and total surface temperature can be obtained using the response surface methodology in nonlinear regression analysis.

[0075] After obtaining the mapping relationship between aircraft flight configuration, altitude, speed, angle of attack, sideslip angle, ambient static temperature, and total surface temperature, the total surface temperature of the aircraft is obtained through the following method:

[0076] The current flow field is determined from the response surface model based on the current flight parameters. The current flow field includes the total surface temperature information of various aircraft components. Specifically, the current flow field P' is determined from the response surface model P = F(Config,H,Ma,AOA,AOS,SAT) + ε based on the detected current flight parameters. This current flow field P' includes the total surface temperature of the aircraft at various locations.

[0077] The total surface temperature of the aircraft corresponding to the location of each component is obtained from the current flow field based on the location information of multiple components, and the minimum total surface temperature is determined from among the multiple total surface temperatures. The component location information refers to the location information of the component in the response surface model.

[0078] In other words, after determining the current flow field information, the total surface temperature of multiple aircraft components is determined from the current flow field information based on the location information of these components. Specifically, the total surface temperature of different components is determined in the response surface model based on the component location information, i.e., TAT(X,Y,X)=P TAT (X,Y,X).

[0079] Then, the minimum total body surface temperature (TAT) is determined from the total body surface temperature corresponding to multiple components. min ~[Config,H,Ma,AOA,AOS,SAT].

[0080] Among them, the multiple component location information refers to the location information of all components exposed to the air, including but not limited to wings, horizontal stabilizer, vertical stabilizer, nacelle, fuselage, etc.

[0081] Alternatively, the total surface temperature of the machine body at all locations in the current flow field can be directly searched to determine the minimum total surface temperature of the machine body.

[0082] After determining the minimum total surface temperature of the host machine through the aforementioned global or local search method, the minimum total surface temperature is compared with the critical total temperature. If the minimum total surface temperature is less than or equal to the critical total temperature, an icing warning is issued based on the current icing warning signal. If the minimum total surface temperature is greater than the critical total temperature, the current icing warning signal is suppressed.

[0083] In some embodiments of the present invention, the response surface model is achieved through methods such as... Figure 3 The steps shown are as follows:

[0084] Based on the altitude envelope of the aircraft's icing temperature, determine m static temperature sample conditions.

[0085] Based on the static temperature sample operating conditions, the aircraft's flight envelope and the icing temperature-altitude envelope are coupled to obtain m*n sample operating conditions x. min =[Config,H,Ma,AOA,AOS,SAT].

[0086] Based on the aforementioned sample operating conditions, m*n flow field samples are obtained. Specifically, the above sample operating conditions can be simulated and calculated to form m*n flow field samples, or other numerical simulation methods such as the finite element method and the boundary element method can be used to obtain flow field samples; there is no limitation on this.

[0087] Based on the flow field samples, a response surface model is established using the response surface methodology. Specifically, it is a high-order response surface model.

[0088] Based on any of the above embodiments, another embodiment of the present invention also provides an aircraft icing early warning system. Figure 4 This is a schematic diagram of the aircraft icing early warning system provided by the present invention, as shown below. Figure 4 As shown, the aircraft icing warning system includes a flight parameter acquisition module 401 and a central processing module 402.

[0089] The flight parameter acquisition module 401 is used to acquire the current flight parameters of the aircraft.

[0090] This module specifically includes a total pressure sensor, a static pressure sensor, an angle of attack sensor, and a total temperature sensor. The total pressure sensor is used to acquire the total pressure, the static pressure sensor is used to acquire the static pressure, the angle of attack sensor is used to acquire the angle of attack, the total temperature sensor is used to acquire the ambient static temperature, and the sideslip angle sensor is used to acquire the sideslip angle.

[0091] Flight speed and altitude are calculated based on the acquired total pressure, static pressure, and other atmospheric data.

[0092] The central processing module 402 is used to obtain the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature; and to issue an aircraft icing warning in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature.

[0093] The aforementioned total pressure sensor, static pressure sensor, angle of attack sensor, total temperature sensor, and icing detector are all connected to the central processing module. The total pressure sensor, static pressure sensor, angle of attack sensor, total temperature sensor, and icing detector are arranged near the nose of the aircraft, and the measured flight parameters represent the actual far-field incoming flow conditions of the aircraft.

[0094] In some embodiments of the present invention, the system further includes a scene triggering module, which determines whether the aircraft is in an icing warning scenario based on the acquired current flight parameters. For example, if the ambient temperature is less than 10°C and visible water vapor is present in any way (e.g., clouds, fog with visibility less than or equal to 1 mile, rain, snow, freezing rain, or ice crystals), the aircraft is determined to be in an icing warning scenario. When the aircraft is in an icing warning scenario, the central processing module 402 obtains the total surface temperature of the aircraft corresponding to the current flight parameters from a pre-stored mapping relationship between flight parameters and total temperature, and performs an aircraft icing warning judgment.

[0095] In some embodiments of the present invention, the system further includes an icing detector, which is used to generate the icing warning signal when the detected total temperature reaches a critical total temperature.

[0096] The central processing module 402 is used to issue an early warning based on the icing warning signal in response to the total surface temperature of the machine body being less than or equal to the critical total temperature, and to suppress the icing warning signal in response to the total surface temperature of the machine body being greater than the critical total temperature.

[0097] By combining the detection results of the icing detector with the data inversion results of this invention, it is finally determined whether to issue an icing warning, so as to improve the accuracy of the warning and reduce the false alarm rate of the icing detector.

[0098] In some embodiments of the present invention, the system further includes a display module connected to the central processing module. The display module displays an icing warning signal when it receives the icing warning signal. The display module is located in the cockpit. It should be noted that the display here may be a display screen showing the icing warning signal, or it may be a voice broadcast through a related playback device to remind the pilot. There is no limitation on this.

[0099] In addition, the aircraft icing warning system corresponds to the aforementioned aircraft icing warning method, and will not be elaborated here.

[0100] Based on any of the above embodiments, another embodiment of this application provides an electronic device, which may include: a processor, a communications interface, a memory, and a communication bus, wherein the processor, the communications interface, and the memory communicate with each other through the communication bus. The processor can call logical instructions in the memory to execute the above-described battery charging control method.

[0101] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0103] On the other hand, embodiments of the present invention also provide a storage medium storing a plurality of instructions, which are adapted to be loaded by a processor to execute the aircraft icing warning method provided in the above embodiments, for example including: obtaining the current flight parameters of the aircraft; obtaining the total surface temperature of the aircraft corresponding to the current flight parameters from a pre-stored mapping relationship between flight parameters and total temperature; and issuing an aircraft icing warning in response to the total surface temperature of the aircraft being less than or equal to a critical total temperature.

[0104] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0105] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0106] In summary, although the present invention has been disclosed above with reference to preferred embodiments, the above preferred embodiments are not intended to limit the present invention. Those skilled in the art can make various modifications and refinements without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be determined by the scope defined in the claims.

Claims

1. A method for early warning of aircraft icing, characterized in that, include: Obtain the aircraft's current flight parameters; The total surface temperature of the aircraft corresponding to the current flight parameters is obtained from the pre-stored mapping relationship between flight parameters and total temperature. The pre-stored mapping relationship between flight parameters and total temperature is obtained through big data analysis methods, including a polynomial response surface model. The polynomial response surface model is constructed based on flow field samples. The step of obtaining the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature includes: determining the current flow field from the polynomial response surface model based on the current flight parameters, the current flow field including the total surface temperature information of various aircraft components; obtaining the total surface temperature of the aircraft corresponding to the component position from the current flow field based on the position information of multiple aircraft components, and determining the minimum total surface temperature of the aircraft from multiple total surface temperatures; wherein, the component position information is the position information of the component in the polynomial response surface model; An aircraft icing warning is issued in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature.

2. The aircraft icing early warning method as described in claim 1, characterized in that, Prior to the step of obtaining the aircraft's current flight parameters, the method further includes: Acquire icing warning signals generated by the icing detector; The step of issuing an aircraft icing warning in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature includes: In response to the total surface temperature of the aircraft being less than or equal to the critical total temperature, an aircraft icing warning is issued based on the icing warning signal. In response to the total surface temperature of the machine body exceeding the critical total temperature, the icing warning signal is suppressed; The icing detector generates the icing warning signal when it detects localized icing or icing conditions.

3. The aircraft icing early warning method as described in claim 1, characterized in that, The current flight parameters include the aircraft's positioning configuration, current flight altitude, current flight speed, current angle of attack, current sideslip angle, and current ambient temperature.

4. The aircraft icing early warning method as described in claim 1, characterized in that, The big data analysis method also includes at least one of the following methods: Kriging model, radial basis function, support vector machine, multivariate interpolation and regression, and multinomial chaotic expansion.

5. The aircraft icing early warning method as described in claim 1, characterized in that, The polynomial response surface model is obtained in the following way: Determine m static temperature sample conditions based on the altitude envelope of the aircraft's icing temperature. Based on the static temperature sample conditions, the flight envelope of the aircraft and the icing temperature-altitude envelope are coupled to obtain m*n sample conditions. Based on the aforementioned sample operating conditions, obtain m*n flow field samples; Based on the flow field samples, a polynomial response surface model is established using the polynomial response surface method.

6. The aircraft icing early warning method as described in any one of claims 2-5, characterized in that, The icing detector is at least one of magnetostrictive icing detector, capacitive icing detector, fiber optic icing detector, or microwave icing detector.

7. An aircraft icing early warning system, characterized in that, include: The flight parameter acquisition module is used to acquire the aircraft's current flight parameters; The central processing module is used to obtain the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature. The pre-stored mapping relationship between flight parameters and total temperature is obtained by big data analysis methods, including a polynomial response surface model. The polynomial response surface model is constructed based on flow field samples. The step of obtaining the total surface temperature of the aircraft corresponding to the current flight parameters from the pre-stored mapping relationship between flight parameters and total temperature includes: determining the current flow field from the polynomial response surface model based on the current flight parameters, the current flow field including the total surface temperature information of various aircraft components; obtaining the total surface temperature of the aircraft corresponding to the component position from the current flow field based on the position information of multiple aircraft components, and determining the minimum total surface temperature of the aircraft from multiple total surface temperatures; wherein, the component position information is the position information of the component in the polynomial response surface model; An aircraft icing warning is issued in response to the total surface temperature of the aircraft being less than or equal to the critical total temperature.

8. The aircraft icing early warning system as described in claim 7, characterized in that, The flight parameter acquisition module includes a total pressure sensor, a static pressure sensor, an angle of attack sensor, a sideslip angle sensor, and a total temperature sensor, all of which are connected to the central processing module. The total pressure sensor is used to obtain the total pressure, the static pressure sensor is used to obtain the static pressure, the angle of attack sensor is used to obtain the angle of attack, the total temperature sensor is used to obtain the ambient static temperature, and the sideslip angle sensor is used to obtain the sideslip angle.

9. The aircraft icing early warning system as described in claim 7, characterized in that, The system also includes a display module connected to the central processing module, which displays an early warning signal when it receives an icing warning signal.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the aircraft icing early warning method as described in any one of claims 1 to 6.

11. A storage medium, characterized in that, The storage medium stores a plurality of instructions adapted for loading by a processor to perform the steps of the aircraft icing warning method as described in any one of claims 1 to 6.

Images