Method, device and equipment for testing shielding effectiveness of aircraft windshield and medium

Abstract

The invention provides a shielding effectiveness testing method, device, equipment and medium for airplane windshield glass, and the method comprises the steps: calibrating a first field intensity at a first test point in a test area and a second field intensity at a preset reference point in the test area in an empty field environment; an electromagnetic pulse environment is constructed, the airplane is located in the test area in the electromagnetic pulse environment, and electromagnetic pulses are emitted to the airplane windshield glass through a bounded wave simulator; and measuring a third field intensity at a second test point behind the aircraft windshield and a fourth field intensity at the preset reference point to calculate the shielding effectiveness index of the aircraft windshield for the electromagnetic pulse. According to the invention, the shielding effectiveness test of the aircraft windshield glass under the installation condition can be realized.

Description

Technical Field

[0001] The present application relates to the field of electromagnetic compatibility testing, and more specifically, to a method, device, equipment and medium for testing the shielding effectiveness of aircraft windshields. Background Art

[0002] As a key part of the aircraft structure, the aircraft windshield is particularly important in electromagnetic pulse protection. Its core protection capability is shielding effectiveness.

[0003] At present, my country has stipulated the measurement method of the shielding effectiveness of electromagnetic shielding materials, but this method is limited to continuous wave antenna radiation and has strict requirements on glass specifications. In addition, most aircraft windshields have curved structures with different sizes, and it is impossible to directly test the shielding effectiveness of aircraft windshields under installation conditions. Summary of the invention

[0004] In view of this, the purpose of the present application is to provide a method, device, equipment and medium for testing the shielding effectiveness of an aircraft windshield, aiming to overcome at least one of the above-mentioned defects.

[0005] In a first aspect, the present application provides a method for testing the shielding effectiveness of an aircraft windshield, characterized in that the method comprises: in an empty field environment, calibrating a first field strength at a first test point in the test area and a second field strength at a preset reference point; constructing an electromagnetic pulse environment, in which an aircraft is in the test area, and emitting an electromagnetic pulse to the aircraft windshield through a bounded wave simulator; measuring a third field strength at a second test point behind the aircraft windshield and a fourth field strength at the preset reference point, so as to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

[0006] In a possible implementation, the step of calibrating a first field strength at a first test point in a test area and a second field strength at a preset reference point includes: selecting the first test point and the preset reference point from the test area according to the area range of the test area and the size of the aircraft; deploying a first electric field probe at the first test point, and deploying a second electric field probe at the preset reference point; measuring the first field strength at the first test point in the empty field environment by the first electric field probe, and measuring the second field strength at the preset reference point in the empty field environment by the second electric field probe.

[0007] In a possible implementation, before emitting electromagnetic pulses to the aircraft windshield through a bounded wave simulator, it also includes: identifying all electromagnetic leakage points on the aircraft except the aircraft windshield; and sealing all electromagnetic leakage points on the aircraft within the test area by using shielding tape.

[0008] In one possible implementation, the second test point is determined in the following manner: removing the electromagnetic shielding of the cabin door of the aircraft to enter the interior of the aircraft, and deploying an electric field probe at a preset distance behind the windshield of the aircraft; restoring the electromagnetic shielding of the cabin door, and determining the deployment position of the electric field probe to serve as the second test point.

[0009] In a possible implementation, the shielding effectiveness index of the aircraft windshield is calculated using the following formula:

[0010]

[0011] Among them, SE represents the shielding effectiveness index of the aircraft windshield, E0(empty) is the first field strength, E0(ref) is the second field strength, E1(ref) is the third field strength, and E1(i) is the fourth field strength.

[0012] In a possible implementation, the spatial coordinates of the first test point are consistent with the spatial coordinates of the second test point, and a third electric field probe is arranged at the second test point to measure the third field strength through the third electric field probe; alternatively, the spatial coordinates of the first test point are inconsistent with the spatial coordinates of the second test point, and the third field strength is obtained by calculating and deriving the spatial coordinates of the first test point, the first field strength, and the spatial coordinates of the second test point.

[0013] In a possible implementation manner, the preset reference point is determined in the following manner: a point is selected as the preset reference point in the rising edge region of the electromagnetic pulse emitted by the bounded wave simulator.

[0014] In the second aspect, the present application provides a shielding effectiveness testing device for an aircraft windshield, the device comprising: a first measuring module, used to calibrate a first field strength at a first test point in a test area and a second field strength at a preset reference point under a first electromagnetic pulse test environment; a transmitting module, used to construct an electromagnetic pulse environment, in which the aircraft is in the test area, and an electromagnetic pulse is transmitted to the aircraft windshield through a bounded wave simulator; a second measuring module, used to measure a third field strength at a second test point behind the aircraft windshield and a fourth field strength at the preset reference point, so as to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

[0015] In a third aspect, the present application also provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and when the machine-readable instructions are executed by the processor, the steps of a method for testing the shielding effectiveness of an aircraft windshield are performed as described above.

[0016] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the above-mentioned method for testing the shielding effectiveness of an aircraft windshield are executed.

[0017] The present application provides a method, device, equipment and medium for testing the shielding effectiveness of an aircraft windshield, wherein the method includes: in an empty field environment, calibrating a first field strength at a first test point in the test area and a second field strength at a preset reference point; constructing an electromagnetic pulse environment, in which an aircraft is in the test area, and transmitting an electromagnetic pulse to the aircraft windshield through a bounded wave simulator; measuring a third field strength at a second test point behind the aircraft windshield and a fourth field strength at the preset reference point, so as to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses. Through the present application, the shielding effectiveness test of the aircraft windshield under installation conditions can be realized.

[0018] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 A flow chart of a method for testing the shielding effectiveness of an aircraft windshield provided in an embodiment of the present application;

[0021] Figure 2 A flow chart of a method for calibrating a first field strength and a second field strength provided in an embodiment of the present application;

[0022] Figure 3 A flowchart of a method for determining a second test point provided in an embodiment of the present application;

[0023] Figure 4AThis is one of the structural schematic diagrams of the adjustable probe device provided in the embodiment of the present application;

[0024] Figure 4B The second structural schematic diagram of the adjustable probe device provided in the embodiment of the present application;

[0025] Figure 5 A schematic diagram of the structure of a shielding effectiveness testing device for an aircraft windshield provided in an embodiment of the present application;

[0026] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

[0028] First, the application scenarios to which this application is applicable are introduced. This application can be applied in the field of electromagnetic compatibility testing.

[0029] Aircraft windshields are one of the important weak links in electromagnetic pulse protection in the fuselage structure, and its key protection indicator is shielding effectiveness. my country has stipulated a method for measuring the shielding effectiveness of electromagnetic shielding materials in the frequency range of 10kHz to 40GHz, and the scope of application covers conductive glass. However, this method uses continuous wave antenna radiation and has strict requirements on the specifications of glass, limiting it to a flat structure of 300mm*300mm or 600mm*600mm. The windshields used in actual aircraft are curved structures and their sizes are also designed differently, so they cannot be measured using standard methods.

[0030] Bounded wave simulator is a commonly used device for electromagnetic pulse testing, but it is usually used for effect testing. There is still a blank in the shielding effectiveness test under electromagnetic pulse conditions. There is a lack of both specific test methods and necessary test equipment.

[0031] Based on this, the embodiments of the present application provide a method, device, equipment and medium for testing the shielding effectiveness of an aircraft windshield, so as to realize the shielding effectiveness test of the aircraft windshield under electromagnetic pulse conditions under actual installation conditions.

[0032] See also Figure 1 , Figure 1 The following is a flow chart of a method for testing the shielding effectiveness of an aircraft windshield provided in an embodiment of the present application. Figure 1 As shown in the figure, the shielding effectiveness testing method of the aircraft windshield provided in the embodiment of the present application comprises:

[0033] S101. In an empty field environment, calibrate a first field strength at a first test point in the test area and a second field strength at a preset reference point.

[0034] Here, the test area refers to the physical space where the electromagnetic pulse test is carried out. This space needs to be clearly defined to ensure the accuracy of the test. The empty field environment means that there are no objects or equipment in the test area that may interfere with the electromagnetic pulse test. This is to ensure the accuracy of the test results and avoid the influence of external factors on the electromagnetic field strength.

[0035] In the embodiment of the present application, the first test point is a specific location selected in the test area, which is used to measure the electromagnetic field strength at this point, that is, the time-domain peak intensity of the first electric field. The selection of the first test point should be based on the size of the aircraft.

[0036] Combine the following Figure 2 The specific process of calibrating the first field strength at the first test point in the test area and the second field strength at the preset reference point is introduced.

[0037] Figure 2 Flow chart of the method for calibrating the first field strength and the second field strength provided in the embodiment of the present application. Figure 2 As shown in, including:

[0038] S201. Select a first test point and a preset reference point from the test area according to the area range of the test area and the size of the aircraft.

[0039] Here, the scale of the aircraft refers to the size and shape of the aircraft being tested. The scale of the aircraft will affect the propagation and distribution of the electromagnetic pulse in the test area. The first test point is the area behind the windshield of the aircraft. It is necessary to select a preset reference point in the rising edge area of ​​the electromagnetic pulse emitted by the bounded wave simulator to more accurately measure and calibrate the propagation characteristics and field strength distribution of the electromagnetic pulse in this area. The bounded wave simulator is a special device for generating electromagnetic pulses. The electromagnetic pulses it generates propagate within a specific spatial range to form a specific electromagnetic field distribution. The rising edge area of ​​the electromagnetic pulse refers to the time period and corresponding spatial area that the electromagnetic pulse waveform experiences from the beginning of the rise to the maximum value. In this area, the energy and intensity of the electromagnetic pulse are changing rapidly.

[0040] S202: Arrange a first electric field probe at a first test point, and arrange a second electric field probe at a preset reference point.

[0041] In an embodiment of the present application, the electric field probe used may be a sensor that can capture changes in the electric field and convert it into a measurable electrical signal, and a first electric field probe and a second electric field probe are respectively arranged at a first test point and a preset reference point, and the positions of the first electric field probe and the second electric field probe need to be precisely fixed to ensure the accuracy of the measurement.

[0042] S203, measuring a first field strength at a first test point in an empty field environment by using a first electric field probe, and measuring a second field strength at a preset reference point in an empty field environment by using a second electric field probe.

[0043] Here, the first electric field probe and the second electric field probe are used to measure the first field strength and the second field strength at the first test point and the preset reference point respectively, that is, the electric field time domain peak intensity at the first test point and the electric field time domain peak intensity at the preset reference point, as basic data for subsequent analysis and evaluation.

[0044] S102, constructing an electromagnetic pulse environment, in which the aircraft is in a test area, and transmitting an electromagnetic pulse to the windshield of the aircraft through a bounded wave simulator.

[0045] Here, the electromagnetic pulse environment refers to an environment with transient electromagnetic radiation, whose electric field strength is much greater than that of the normal environment. In order to construct an electromagnetic pulse environment, a special bounded wave simulator is required. In addition, the aircraft should be placed in the test area, and its position should be accurately calculated and adjusted to ensure that the electromagnetic pulse can accurately act on the aircraft windshield.

[0046] In an embodiment of the present application, the third electric field probe can be arranged at the second test point behind the windshield of the aircraft, wherein the second test point is set to be 30 cm in the direction behind the windshield. In addition, before conducting the electromagnetic pulse test, all electromagnetic leakage points except the windshield in the aircraft in the test area need to be sealed. Electromagnetic shielding can be achieved by sticking shielding tape. The sealed areas include but are not limited to: the remaining glass other than the inspection glass, the gaps in the cabin door cover, ventilation holes, drainage holes, etc.

[0047] Combine the following Figure 3 The specific process of determining the second test point is introduced.

[0048] Figure 3 Flow chart of the method for determining the second test point provided in the embodiment of the present application. Figure 3 As shown in, including:

[0049] S301, removing the electromagnetic shielding state of the cabin door of the aircraft to enter the interior of the aircraft, and deploying an electric field probe at a preset distance behind the windshield of the aircraft.

[0050] Here, the electromagnetic shielding state of the aircraft's cabin door in the previous step is removed. The specific steps include determining the spatial coordinates of the internal detection point according to the position of the windshield, adjusting the attitude of the test cabin to a state where people can enter, removing the cabin door's electromagnetic shielding means, entering the cabin, deploying electric field probes, and adjusting the probe attitude and angle to meet actual test requirements.

[0051] In an embodiment of the present application, the electric field vector information collected by the third electric field probe at the second test point covers three mutually orthogonal directions, which is achieved by a three-axis adjustable probe device. The three-axis adjustable probe device can be fixed in the cabin and freely adjust its position and posture.

[0052] Combine the following Figure 4A and Figure 4B The specific structure of the three-axis adjustable probe device is introduced.

[0053] Figure 4A and Figure 4B This is a schematic diagram of the structure of the adjustable probe device provided in the embodiment of the present application. Figure 4A As shown in , the adjustable probe device includes: a mounting base 1, a fastening bracket 2, and an adjusting bracket 3.

[0054] The mounting base 1 is a base with four screw holes, which is used to support and fix the entire mechanical device. The mounting base 1 can be installed in the aircraft cabin through the screw holes. The fastening bracket 2 is a structural support component, which is connected to the mounting base 1 through threaded fastening. The adjustment bracket 3 has a spring-like structure, which is composed of a metal rod, a metal sheet and a black sphere. The adjustment bracket 3 is used to provide adjustment functions, such as adjusting the force, position or angle, etc., wherein the inner sphere is a bearing or sliding part, allowing the metal rod to slide or rotate between the metal sheets.

[0055] like Figure 4B As shown in , the adjustable probe device includes: an adjustment bracket 4 with a joint bearing, an adjustable probe base 5 and a detection probe 6. The adjustment bracket 4 with a joint bearing allows flexible adjustment in multiple directions through the combination of the joint bearing and the metal rod inside it. The adjustable probe base 5 is a rectangular metal plate with four screw holes. By adjusting the positions of the screws in the four screw holes, the height, angle and other parameters of the probe base can be adjusted. The detection probe 6 is installed on the adjustable probe base 5 and connected to the base through an interface. The spatial coordinates of the detection probe 6 coincide with the spatial coordinates of the second test point. The electric field vector information detected by the detection probe 6 is transmitted to the control system or display screen through a cable or other transmission method.

[0056] S302, restore the electromagnetic shielding state of the hatch, and determine the spatial coordinates of the electric field probe to determine the second test point according to the spatial coordinates.

[0057] In an embodiment of the present application, the spatial coordinates of the first test point may be consistent with the spatial coordinates of the second test point, and a third electric field probe is arranged at the second test point to measure the third field strength through the third electric field probe; alternatively, the spatial coordinates of the first test point are inconsistent with the spatial coordinates of the second test point, and the third field strength is obtained by calculating and deriving the spatial coordinates of the first test point, the first field strength, and the spatial coordinates of the second test point.

[0058] return Figure 3 , S302, restore the electromagnetic shielding state of the cabin door, and determine the spatial coordinates of the electric field probe to determine the second test point according to the spatial coordinates.

[0059] return Figure 1 , S103, measuring the third field strength at the second test point and the fourth field strength at the preset reference point to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

[0060] Here, after the electromagnetic pulse environment is constructed, the third field strength at the second test point and the fourth field strength at the preset reference point are measured by the electric field probe, and the shielding effectiveness index of the test piece is calculated using the following formula:

[0061]

[0062] Wherein, SE represents the shielding effectiveness index of the aircraft windshield, E0(empty) is the first field strength, E0(ref) is the second field strength, E1(ref) is the third field strength, and E1(i) is the fourth field strength. The calculated shielding effectiveness is compared with the relevant industry standards or design requirements to determine whether the aircraft windshield meets the expected shielding performance.

[0063] Based on the same inventive concept, the embodiments of the present application also provide a shielding effectiveness testing device for an aircraft windshield corresponding to the shielding effectiveness testing method for an aircraft windshield. Since the principle of solving the problem by the device in the embodiments of the present application is similar to the shielding effectiveness testing method for an aircraft windshield in the embodiments of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0064] See also Figure 5 , Figure 5 This is a schematic diagram of the structure of a shielding effectiveness test device for an aircraft windshield provided in an embodiment of the present application. Figure 5 As shown in FIG. , the shielding effectiveness testing device 500 for an aircraft windshield comprises:

[0065] The first measurement module 501 is used to calibrate a first field strength at a first test point in a test area and a second field strength at a preset reference point under a first electromagnetic pulse test environment;

[0066] The transmitting module 502 is used to construct an electromagnetic pulse environment, in which the aircraft is in the test area, an electric field probe is arranged at a second test point behind the windshield of the aircraft, and an electromagnetic pulse is transmitted to the windshield of the aircraft through a bounded wave simulator;

[0067] The second measuring module 503 is used to measure the third field strength at the second test point and the fourth field strength at the preset reference point to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

[0068] See also Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 6 As shown in , the electronic device 600 includes a processor 610 , a memory 620 and a bus 630 .

[0069] The memory 620 stores machine-readable instructions executable by the processor 610. When the electronic device 600 is running, the processor 610 communicates with the memory 620 via the bus 630. When the machine-readable instructions are executed by the processor 610, the above-mentioned Figures 1 to 3The steps of the method for testing the shielding effectiveness of an aircraft windshield in the method embodiment shown in the figure, and the specific implementation manner can be found in the method embodiment, which will not be described in detail here.

[0070] The present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figures 1 to 3 The steps of the method for testing the shielding effectiveness of an aircraft windshield in the method embodiment shown and the specific implementation thereof can be found in the method embodiment, which will not be described in detail here.

[0071] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0072] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0073] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0074] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0075] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application can essentially be embodied in the form of a software product, or in other words, the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0076] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for testing the shielding effectiveness of an aircraft windshield, characterized in that: The method comprises: In an empty field environment of the test area, calibrate a first field strength at a first test point in the test area and a second field strength at a preset reference point; Constructing an electromagnetic pulse environment, in which the aircraft is in the test area, and transmitting an electromagnetic pulse to the windshield of the aircraft through a bounded wave simulator; The third field strength at the second test point behind the aircraft windshield and the fourth field strength at the preset reference point are measured to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

2. The method according to claim 1, characterized in that The step of calibrating a first field strength at a first test point in a test area and a second field strength at a preset reference point comprises: Selecting the first test point and the preset reference point from within the test area according to the area range of the test area and the size of the aircraft; Arrange a first electric field probe at the first test point, and arrange a second electric field probe at the preset reference point; The first electric field probe is used to measure the first field strength at the first test point in the empty field environment, and the second electric field probe is used to measure the second field strength at the preset reference point in the empty field environment.

3. The method according to claim 1, characterized in that Before transmitting electromagnetic pulses to the windshield of the aircraft through a bounded wave simulator, the method further comprises: Identify all electromagnetic leakage points on the aircraft except for the windshield of the aircraft; All electromagnetic leakage points on the aircraft within the test area are blocked by using shielding tape.

4. The method according to claim 3, characterized in that The second test point is determined by: Removing the electromagnetic shielding of the aircraft's cabin door to enter the interior of the aircraft, and deploying an electric field probe at a preset distance behind the aircraft's windshield; The electromagnetic shielding of the hatch is restored, and the placement position of the electric field probe is determined to serve as the second test point.

5. The method according to claim 1, characterized in that The shielding effectiveness index of the aircraft windshield is calculated using the following formula: Among them, SE represents the shielding effectiveness index of the aircraft windshield, E0(empty) is the first field strength, E0(ref) is the second field strength, E1(ref) is the third field strength, and E1(i) is the fourth field strength.

6. The method according to claim 1, characterized in that The spatial coordinates of the first test point are consistent with the spatial coordinates of the second test point, and a third electric field probe is arranged at the second test point to measure the third field strength through the third electric field probe. Alternatively, the spatial coordinates of the first test point are inconsistent with the spatial coordinates of the second test point, and the third field strength is obtained by calculating and deriving the spatial coordinates of the first test point, the first field strength, and the spatial coordinates of the second test point.

7. The method according to claim 1, characterized in that The preset reference point is determined by: In the rising edge region of the electromagnetic pulse emitted by the bounded wave simulator, a point is selected as the preset reference point.

8. A shielding effectiveness test device for an aircraft windshield, characterized in that: The device comprises: A first measurement module is used to calibrate a first field strength at a first test point in a test area and a second field strength at a preset reference point under a first electromagnetic pulse test environment; A transmitting module is used to construct an electromagnetic pulse environment, in which the aircraft is in the test area, and to transmit electromagnetic pulses to the windshield of the aircraft through a bounded wave simulator; The second measuring module is used to measure the third field strength at the second test point behind the aircraft windshield and the fourth field strength at the preset reference point to calculate the shielding effectiveness index of the aircraft windshield against electromagnetic pulses.

9. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and the processor executes the machine-readable instructions to perform the steps of any method as claimed in claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are executed.

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