Aircraft icing detection method and device and aircraft

Abstract

The invention provides an aircraft icing detection method and device and an aircraft, and relates to the technical field of icing detection.The method comprises the steps that a first data set of the aircraft at a first time point and a second data set of the aircraft at a second time point are obtained, and meanwhile total temperature data of the second time point are obtained; comparing the second data set with the first data set to detect a change in the aircraft exterior environment or windshield field of view; if the change in the external environment of the aircraft and the view field of the windshield shows visible moisture, and the total temperature data is lower than a preset threshold value, it is judged that the change in the external environment of the aircraft and the view field of the windshield meets a first icing condition. According to the invention, the workload of a pilot in icing judgment can be reduced, and the flight safety performance is further improved.

Description

Technical Field

[0001] The present application relates to the technical field of ice detection, and in particular to an aircraft ice detection method, device and aircraft. Background Art

[0002] The flight manual (AFM) or flight crew operating manual (FCOM) of civil aircraft clearly stipulates icing conditions, that is, when the total temperature (TAT) of the aircraft is equal to or lower than 10℃ (50℉) and there is visible water vapor (such as clouds, fog, rain, snow, sleet and ice crystals) in the environment, the aircraft may encounter icing conditions. In actual flight operations, the pilot must make subjective judgments to determine whether the aircraft enters an icing meteorological environment based on whether the total temperature is lower than or equal to 10℃ and whether it passes through clouds.

[0003] However, this judgment method has certain defects because it adds extra workload to the pilot. The pilot not only needs to identify the existence of icing conditions through visual observation, but also needs to continuously monitor the total temperature and manually activate the anti-icing system after confirming that icing conditions have been entered. This system that relies on the pilot's subjective judgment and manual operation is called an advisory detection system in the industry. The system requires the pilot to assume more judgment and operation responsibilities during the flight, which to a certain extent increases the complexity and potential risks of the flight. Summary of the invention

[0004] The present application provides an aircraft icing detection method, device and aircraft, aiming to solve the problem of how to automatically identify aircraft icing conditions, so as to reduce the pilot's workload in icing judgment and anti-icing operations, and further improve flight safety performance.

[0005] In a first aspect, the present application provides an aircraft icing detection method, the method comprising:

[0006] Acquire a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously acquire total temperature data at the second time point; wherein the first data set and the second data set include field of view images of a main windshield and a side windshield of the cockpit, and external images or video data of the aircraft acquired by an external camera device;

[0007] comparing the second data set with the first data set to detect changes in the surface of the external environment of the aircraft and the windshield field of view;

[0008] If the changes in the aircraft's external environment and the windshield's field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the aircraft's external environment and the windshield's field of view meet the first icing condition.

[0009] In an embodiment of the present application, the step of comparing the second data set with the first data set includes:

[0010] By comparing the grayscale distribution of the second data set with that of the first data set, the grayscale changes caused by the flow of moisture in the external environment of the aircraft and the windshield field of view are identified and quantified;

[0011] If an area in the second data set that is greater than or equal to a preset ratio shows a grayscale change, it is determined that visible moisture exists in the changes in the external environment of the aircraft and the windshield field of view.

[0012] In an embodiment of the present application, the method further includes:

[0013] If the changes in the external environment of the aircraft and the windshield field of view do not meet the first icing condition, determining whether a first icing detection alarm corresponding to the first icing condition is activated;

[0014] If the first icing warning has been activated, cancel the first icing detection warning and prompt the pilot to leave the icing weather that meets the first icing condition;

[0015] If the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition, a first icing detection alarm is issued to prompt the pilot to enter icing weather that meets the first icing condition.

[0016] In an embodiment of the present application, the method further includes:

[0017] Acquire a third data set of the cockpit side windshield at the second time point and a fourth data set at the third time point;

[0018] comparing the fourth data set with the third data set to detect changes in the side windshield field of view or a preset reference surface;

[0019] If the changes in the field of view of the side windshield show the presence of supercooled large water droplets, it is determined that the current situation meets the second freezing condition. The second freezing condition is based on the first freezing condition and makes a further judgment on the situation where supercooled large water droplets are displayed in the field of view of the side windshield.

[0020] In an embodiment of the present application, the step of comparing the fourth data set with the third data set includes:

[0021] If the fourth data set shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, it is determined that the change in the side windshield field of view shows the presence of supercooled large water droplets.

[0022] In an embodiment of the present application, the method further includes:

[0023] If the change in the side windshield field of view does not meet the second icing condition, determining whether a second icing detection alarm corresponding to the second icing condition is activated;

[0024] If the second icing detection warning has been activated, the second icing detection warning is cancelled and the pilot is prompted to leave the icing weather that meets the second icing condition.

[0025] In an embodiment of the present application, the method further includes:

[0026] If the changes in the side windshield field of view meet the second icing condition, a second icing detection warning is issued to prompt the pilot to enter icing weather that meets the second icing condition and enter the operating procedure that meets the second icing condition.

[0027] In one embodiment of the present application, a light source and at least three groups of camera devices are installed at a preset position of the aircraft, one group of camera devices is used to capture the main windshield field of view, one group of camera devices is used to capture the side windshield field of view, and another group is used to capture the external surface of the aircraft, and the light source is used to provide light for the camera devices.

[0028] In an embodiment of the present application, acquiring a first data set of the aircraft at a first time point and a second data set at a second time point, and acquiring total temperature data at the second time point includes:

[0029] Use the camera to calibrate the shooting position;

[0030] The video images captured within the viewing range are reconstructed on a two-dimensional plane by projection;

[0031] Converting the reconstructed two-dimensional plane image into an editable and recognizable grayscale image to obtain a first data set;

[0032] The video signal transmitted at the next moment is converted into a grayscale image that can be edited and recognized on a two-dimensional plane to obtain a second data set.

[0033] In an embodiment of the present application, comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view includes:

[0034] Compare the first data set with the second data set to determine whether there is a difference.

[0035] In one embodiment of the present application, if the change in the windshield field of view shows visible moisture and the total temperature data is lower than a preset threshold, determining that the change in the external environment of the aircraft and the windshield field of view meets the first icing condition includes:

[0036] If there is a difference, it means that the visual field has changed;

[0037] determining whether the contour of the second data set is greater than or equal to the identification line;

[0038] If the contour of the second data set is greater than or equal to the identification line, determining whether the temperature transmitted by the total temperature sensor is less than a preset temperature threshold;

[0039] If the temperature transmitted by the total temperature sensor is lower than the preset temperature threshold, it is determined that an overcooled large water drop environment is encountered, and the pilot is prompted to leave immediately.

[0040] In a second aspect, the present application also provides an aircraft icing detection device, the device comprising:

[0041] A data acquisition module, which acquires a first data set of the aircraft at a first time point and a second data set at a second time point, and acquires total temperature data at the second time point; wherein the first data set and the second data set include field of view images of the main windshield and the side windshield of the cockpit, and external images or video data of the aircraft acquired by an external camera device;

[0042] an image analysis module, for comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view;

[0043] The icing judgment module is used to judge the icing condition based on the detection results of the image analysis module and the total temperature data. If the changes in the external environment of the aircraft and the windshield field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition.

[0044] In a third aspect, the present application further provides an aircraft, wherein the aircraft includes the aircraft icing detection method as described in any one of the first aspects.

[0045] The aircraft icing detection method, device and aircraft provided in the present application first automatically obtain the field of view images of the aircraft at two different time points and the total temperature data at the second time point; then automatically detect the changes in the external environment of the aircraft and the field of view of the windshield by comparing the second data set with the first data set, and identify whether there is visible moisture; finally, based on the detected field of view changes and total temperature data, automatically determine whether the changes in the external environment of the aircraft and the field of view of the windshield meet a preset first icing condition, the first icing condition being that the total temperature is lower than a preset threshold and there is visible moisture in the external environment of the aircraft and the field of view of the windshield.

[0046] Therefore, the present application can reduce the pilot's workload in ice judgment and anti-icing operations through these automated steps, because the pilot no longer needs to continuously monitor the total temperature or visually identify icing conditions, nor does he need to manually activate the anti-icing system. This automated ice detection method improves flight safety because it reduces the possibility of human error and ensures that icing conditions are identified and responded to in a timely and accurate manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the present application or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0048] Figure 1 is a flow chart of an aircraft icing detection method provided by the present application;

[0049] Figure 2 is a schematic diagram of a main windshield and a side windshield provided in an embodiment of the present application;

[0050] Figure 3 is a flow chart of an aircraft icing detection method provided by an embodiment of the present application;

[0051] Figure 4 is a schematic diagram of changes within the field of view of the main windshield provided by an embodiment of the present application;

[0052] Figure 5 is a schematic diagram of changes within the side windshield field of view provided by an embodiment of the present application;

[0053] Figure 6 It is a schematic diagram of a data processing flow provided by an embodiment of the present application;

[0054] Figure 7 is a flow chart of an aircraft icing detection method provided by another embodiment of the present application;

[0055] Figure 8 It is a schematic diagram of the aircraft ice detection device provided in this application. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solutions and advantages of this application clearer, the following will integrate the drawings in this application to clearly and completely describe the technical solutions in this application. Obviously, the described embodiments are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0057] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged where appropriate, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein.

[0058] Before and after encountering visible moisture and supercooled large water droplets, the pilot's field of vision will change significantly. Utilizing this physical law, the present application provides an aircraft ice detection method, device, and aircraft, which aims to reduce the pilot's operating burden under icing weather conditions and eliminate the safety hazards caused by human errors by introducing a dominant ice detection device. The core design of this method is to use image recognition technology to replace the traditional pilot visual observation method, automatically analyze and determine whether the aircraft has passed through an environment containing visible moisture, and automatically determine whether it has entered icing conditions. The present application can automatically perform icing weather detection tasks without the intervention of the pilot, greatly improving the accuracy and response speed of detection.

[0059] The following describes an aircraft icing detection method, device and aircraft with reference to the accompanying drawings.

[0060] Please refer to Figure 1 , Figure 1 The flowchart of the aircraft icing detection method provided by the present application is as follows. The aircraft icing detection method provided by the present application comprises the following steps:

[0061] S110, obtaining a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously obtaining total temperature data at the second time point.

[0062] The first data set and the second data set include field of view images of the main windshield and the side windshield of the cockpit, and external images or video data of the aircraft acquired by an external camera device.

[0063] Specifically, the system will record the cockpit main windshield and side windshield of the aircraft at the first time point (i.e. a certain starting time point), as well as the first data set presented by the external environment of the aircraft obtained by the external camera device, and the second data set presented by the main windshield at the second time point (i.e. a certain time point later). At the same time, the system will also record the total temperature data of the aircraft at the second time point. The total temperature (Total Air Temperature) is the air temperature felt by the aircraft during flight, which includes the static temperature (ambient temperature) and the temperature rise caused by the aircraft speed. These data (i.e. the two field of view images and the total temperature data) will be used for subsequent analysis.

[0064] S120, comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view.

[0065] Specifically, by comparing the second data set of the aircraft's external environment and windshield acquired at the second time point with the first data set acquired at the first time point, it is intended to detect whether changes have occurred in the aircraft's external environment and the windshield's field of view. These changes include moisture, fog, clouds or other meteorological conditions that may cause icing in the field of view. For example, changes in the field of view are identified by calculating grayscale differences, texture changes or other features of the image. If significant changes are detected, this indicates that the aircraft is passing through or has entered a meteorological environment that causes icing. Such information is very important for pilots because it can help them take timely measures, such as activating the aircraft's anti-icing system, to ensure flight safety.

[0066] S130: If the changes in the external environment of the aircraft and the windshield field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition.

[0067] Specifically, if the second data set is compared with the first data set to detect the presence of visible moisture (such as clouds, fog, rain, etc.) in the external environment of the aircraft and in the field of view of the windshield, and the total temperature data obtained at the same time is lower than a predetermined threshold (this threshold can be set according to the temperature conditions of icing weather, such as 10°C or 50°F), then the system will determine that the changes in the external environment of the aircraft and in the field of view of the windshield meet the first icing condition. This means that the system believes that the current environment of the aircraft may cause icing because there is visible moisture and the temperature conditions are suitable for icing. This judgment is an important warning signal for pilots, prompting them to take appropriate anti-icing measures, such as activating the aircraft's anti-icing system, to ensure flight safety.

[0068] Therefore, the purpose of steps S110 to S130 is to automatically identify whether the current environment of the aircraft meets the icing conditions through image recognition technology, reduce the pilot's workload in icing judgment, improve the accuracy and efficiency of icing detection, and thus enhance flight safety.

[0069] The following is a detailed description of the embodiments.

[0070] Please refer to Figure 2 , Figure 2Schematic diagram of the main windshield and the side windshield provided in the embodiment of the present application. A light source and at least three sets of camera devices are installed at a preset position of the aircraft, one set of camera devices is used to shoot the main windshield field of view, one set of camera devices is used for the side windshield field of view, and another set is used to shoot the external surface of the aircraft, and the light source is used to provide light for the camera devices.

[0071] Specifically, cameras and light sources can be installed at appropriate locations in the cockpit according to the design features of the aircraft cockpit. For general civil aircraft, for example, three cameras and corresponding light sources can be installed on each side. One camera is used to capture the field of view of the main windshield (i.e., the windshield directly in front of the pilot), one camera is used to capture the field of view of the side windshield (i.e., the windshield on the side of the pilot), and the other camera is used to capture the external surface of the aircraft. During the flight of the aircraft, these cameras and light sources will monitor the field of view of the main windshield and side windshield of the cockpit in real time. This means that the system will continuously record and update the images of these fields of view. The system will adjust the brightness or angle of the light source according to the flight scene (such as different lighting conditions) to ensure that the field of view image recorded by the camera is not affected by the external light intensity and remains clear and accurate.

[0072] Therefore, the camera and light source are designed to provide the pilot with a clear, unaffected field of view for flight monitoring and ice detection. In this way, the system can help the pilot better understand the environment around the aircraft, especially in weather environments where icing conditions may exist.

[0073] Please refer to Figure 3 , Figure 3 1 is a flow chart of an aircraft icing detection method provided by an embodiment of the present application. The present application provides an aircraft icing detection method, comprising the following steps:

[0074] S301, during the flight of the aircraft, the camera performs real-time monitoring.

[0075] Specifically, during the flight of the aircraft, the camera system installed on the aircraft will perform real-time monitoring operations. This means that the camera will continuously capture and record the external environment of the aircraft, as well as the field of view images of the main windshield and side windshield of the cockpit to capture any possible visual changes. The purpose of real-time monitoring is to ensure that the pilot can obtain the latest information about the environment around the aircraft in a timely manner, especially in a meteorological environment where icing conditions may exist. Through this continuous image recording, the system can help the pilot or the automated ice detection system identify changes in the field of view, such as the appearance of visible moisture, to determine whether anti-icing measures are needed. The purpose of this step is to ensure that the camera system continues to work during the flight and provide the pilot with instant visual feedback.

[0076] S302 , comparing a first data set recorded by the aircraft at a first time point with a second data set recorded at a second time point to detect changes in the external environment of the aircraft and the windshield field of view.

[0077] Specifically, by comparing the grayscale distribution of the second data set with the first data set, the grayscale changes in the external environment of the aircraft and the windshield field of view caused by the flow of moisture can be identified and quantified.

[0078] For example, see Figure 4 , Figure 4 : It is a schematic diagram of the changes within the field of view of the main windshield provided by an embodiment of the present application. The left figure shows the field of view of the main windshield camera before icing conditions, and the right figure shows the field of view of the main windshield camera in icing conditions. When the aircraft passes through a visible humid environment (such as clouds, fog, rain, etc.), the speed of the aircraft will move relative to the water vapor, causing the water vapor to flow forward relative to the aircraft. As the water vapor flows through the main windshield, the field of view seen by the pilot through the main windshield will become unclear due to the obstruction of the water vapor, the brightness of the image will decrease, and grayscale changes will occur. If the water vapor density is large enough or the speed of the aircraft is fast enough, the water vapor will cover the entire main windshield, causing the field of view seen by the pilot to become completely gray, affecting visibility and judgment of the surrounding environment. This phenomenon is an important visual signal for pilots because it indicates that the aircraft is entering or is already in meteorological conditions that may cause icing. Therefore, pilots need to pay close attention to changes in their field of view and take appropriate anti-icing measures as needed.

[0079] S303: Determine whether the current meteorological conditions meet the first icing condition.

[0080] If the area in the second data set that is greater than or equal to the preset ratio shows a grayscale change, it is determined that there is visible moisture in the changes in the aircraft's external environment and the windshield's field of view, and the total temperature data is lower than the preset threshold, it is determined that the changes in the aircraft's external environment and the windshield's field of view meet the first icing condition, and S306 is executed. If the changes in the aircraft's external environment and the windshield's field of view do not meet the first icing condition, S304 is executed.

[0081] Specifically, the preset ratio is a pre-set threshold, which indicates how much proportion of the area in the image needs to show grayscale changes before it can be considered to have visible moisture. The ratio can be set based on experimental or empirical data to ensure the accuracy and reliability of the detection. Grayscale change refers to the change in the brightness of pixels in the image, which can be caused by moisture such as water vapor, fog, and clouds blocking the light. Grayscale changes can be a transition from clear to blurred, or from color to gray. If a sufficiently large proportion of the area in the image shows grayscale changes, the system will consider this to be evidence of the presence of visible moisture. The total temperature data is the air temperature felt by the aircraft, including the static temperature and the temperature rise caused by the aircraft speed. If the total temperature data is lower than the preset threshold, the system considers that the ambient temperature is suitable for icing.

[0082] When visible moisture and suitable icing temperature conditions are met, the system considers the aircraft to be in an icing environment. This determination is an important signal to the pilot because it indicates that the aircraft is passing through or has entered a meteorological environment that may cause icing. The role of this step is an automated judgment process based on image analysis and temperature data to detect whether the aircraft is in a meteorological environment that may cause icing. If both conditions are met, the system will issue a warning to the pilot, prompting the need to take anti-icing measures.

[0083] For example, if in the second data set, a region greater than or equal to a predetermined proportion (e.g., 80%) shows a grayscale change, then the system will determine that the change in the main windshield field of view indicates the presence of visible moisture. Figure 4 The figure on the right shows a 100% area showing grayscale changes.

[0084] S304: Determine whether a first icing detection alarm corresponding to the first icing condition is activated.

[0085] If the first icing alarm has been activated, execute S305; otherwise, return to execute S301.

[0086] Specifically, the first icing condition is a predefined condition, including the presence of visible moisture in the field of view and the temperature conditions suitable for icing. If both conditions are met, the system considers that the aircraft may be in an icing environment. The first icing detection warning is a warning signal issued by the system when it detects that the first icing condition is met. The purpose is to remind the pilot of the risk of icing and recommend appropriate anti-icing measures.

[0087] S305: If the first icing warning has been activated, when the first icing detection warning disappears, the pilot is prompted to leave the icing weather that meets the first icing condition.

[0088] That is, if the current external environment of the aircraft and the changes in the windshield field of view and the total temperature data do not meet the first icing condition, the system will check whether the first icing detection alarm has been activated based on these conditions. If so, the system will cancel this alarm because the current conditions no longer indicate the risk of icing. The purpose of this step is to provide a logical judgment and operation process to ensure that the system's alarm mechanism matches the current flight environment conditions, avoid unnecessary alarms, and provide feedback to the pilot on environmental changes when appropriate.

[0089] S306, issuing a first icing detection warning and prompting the pilot to enter icing weather that meets the first icing condition.

[0090] That is, if the system determines that the conditions satisfy the first pre-set icing condition by analyzing the external environment of the aircraft and the changes in the windshield field of view and the total temperature data, then the system will issue the first icing detection warning and will prompt the pilots that they have entered an icing meteorological environment that satisfies the first icing condition. The purpose of this step is to provide a logical judgment and operation process for timely issuing warnings to pilots when icing conditions are detected and providing feedback on environmental changes so that pilots can take appropriate actions to ensure flight safety.

[0091] S307, obtaining a third data set of the cockpit side windshield at the second time point and a fourth data set at the third time point, and comparing the fourth data set with the third data set to detect changes in the field of view of the side windshield or a preset reference surface.

[0092] Specifically, the system compares the fourth data set at the third time point with the third data set at the second time point. By comparing the field of view images at these two different times, the system detects whether there are changes in the field of view of the side windshield or the preset reference surface. For example, detect whether there are supercooled large water droplets. Supercooled large water droplets refer to water droplets that remain liquid at temperatures below the freezing point. Their presence can cause the surface of the aircraft to freeze quickly, posing a threat to flight safety. By comparing the field of view images at different times, the system can identify supercooled large water droplets that may appear in the field of view.

[0093] S308: Determine whether the current meteorological conditions meet the second icing condition.

[0094] If the change in the side windshield field of view shows the presence of supercooled large water droplets, it is determined that the current situation meets the second icing condition, and S311 is executed. The second icing condition is based on the first icing condition, and further judgment is made on the situation where supercooled large water droplets are displayed in the side windshield field of view. If the change in the side windshield field of view does not meet the second icing condition, S309 is executed.

[0095] Specifically, if the fourth data set shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, it is determined that the change in the field of view of the side windshield shows the presence of supercooled large water droplets.

[0096] Please refer to Figure 5 , Figure 5 is a schematic diagram of changes in the side windshield field of view provided by an embodiment of the present application, Figure 5 The icing criterion for supercooled large droplets (SLD) is presented, which involves specific conditions and thresholds for icing on aircraft windshields. Supercooled large droplets are water droplets that remain liquid at temperatures below freezing, and the diameter of these droplets is, for example, greater than 50 microns. Figure 5 The left side figure shows the side windshield camera view under Appendix C icing conditions, and the right side figure shows the side windshield camera view under Appendix O icing conditions. Appendix C and Appendix O refer to technical documents or specifications from aircraft manufacturers or aviation standards, which describe different types of icing conditions. Appendix C refers to general icing conditions, while Appendix O is specifically for supercooled large water droplet icing conditions, which are more stringent icing conditions.

[0097] This application analyzes the size and physical properties of water droplets and finds that the impact limit of supercooled large water droplets (Appendix O) is later than that of conventional icing conditions (Appendix C). Therefore, there will be an icing limit threshold for Appendix C and Appendix O icing conditions. Figure 5 The red dotted lines are the icing limit thresholds of Appendix C and Appendix O icing conditions. The white area (i.e. the right part) indicates windshield icing. If it exceeds the red dotted lines, it is icing of the side windshield caused by Appendix O icing conditions. The gray area occupies most of the left part, indicating that there is visible moisture in the field of vision that causes blurred vision, but it has not yet reached the level of icing, which is suitable for the icing conditions of Appendix C. When the flight conditions exceed the red dotted lines, local icing areas caused by supercooled large water droplets will form on the side windshield. This local icing area appears as a specific icing form on the image, which is suitable for the icing conditions of Appendix O, indicating that the icing of the side windshield is caused by the supercooled large water droplet conditions of Appendix O.

[0098] S309: Determine whether a second icing detection alarm corresponding to the second icing condition is activated.

[0099] If the second ice detection alarm is activated, S310 is executed; if the second ice detection alarm is not activated, the process returns to S301.

[0100] S310, canceling the second icing detection warning, and prompting the pilot to leave the icing weather that meets the second icing condition.

[0101] That is, if the second icing detection alarm has been activated before according to the second icing condition, then when the system detects that the current conditions no longer meet the second icing condition, the system will cancel the alarm and prompt the pilots that they have left the icing meteorological environment that meets the second icing condition. This step provides a logical judgment and operation process to ensure that the system's alarm mechanism matches the current flight environment conditions, avoid unnecessary alarms, and provide feedback to the pilots on environmental changes when appropriate.

[0102] S311, issuing a second icing detection warning and prompting the pilot to enter icing weather that meets the second icing condition, and enter the operating procedure that meets the second icing condition.

[0103] That is, if the system determines that the conditions meet the pre-set second icing condition by analyzing the changes in the side windshield field of view and related data, the system will issue a second icing detection warning and prompt the pilots that they have entered an icing weather environment that meets the second icing condition. In addition, the system will instruct the pilots to enter the corresponding operating procedures to deal with the icing risk.

[0104] It should be noted that the first icing condition mentioned above refers to the icing condition that complies with Appendix C, and the second icing condition refers to the icing condition that complies with Appendix O.

[0105] Please refer to Figure 6 , Figure 6 It is a schematic diagram of the data processing flow provided by the embodiment of the present application. A plurality of cameras are installed at specific positions of the aircraft to form a camera group. These cameras not only capture images of the main windshield field of view, but also images of the side windshield field of view, as well as images or videos of the external environment of the aircraft. By distributing cameras at different angles and positions, it is ensured that comprehensive field of view information can be obtained. In order to maintain the clarity and quality of the image under low light conditions, a light source can be equipped to illuminate the field of view area. Sensors on the aircraft, such as temperature sensors, are responsible for measuring and recording the total temperature data of the air around the aircraft. The field of view image data acquired by the camera group and the total temperature data recorded by the sensor are transmitted to a computer system on the aircraft. The computer system includes one or more processors, which are responsible for receiving and processing the input data. The processor performs an in-depth analysis of the data, including using image processing technology to identify changes in the field of view image, and real-time monitoring of the total temperature data to determine whether the icing conditions are met. The analysis results are presented to the pilot through a display in the cockpit. The display can display the results of the image analysis, the total temperature data, and any related warnings or prompts to help the pilot fully understand the current flight environment and take appropriate actions as needed.

[0106] Please refer to Figure 7 , Figure 7 : is a schematic diagram of a data processing flow provided by another embodiment of the present application; an aircraft icing detection method provided by the present application comprises the following steps:

[0107] S701, calibrate the shooting position using a camera.

[0108] Specifically, during the flight of the aircraft, in order to ensure the accuracy and reliability of subsequent image acquisition, the shooting position of the camera needs to be accurately calibrated. First, a series of calibration objects with known spatial coordinates are selected and placed within the range that the camera can capture. Then, images of the calibration objects at different angles and positions are collected through a specific calibration algorithm. According to the feature point information of the calibration objects in these images, combined with the imaging model of the camera, the internal parameters (such as focal length, principal point coordinates, etc.) and external parameters (such as rotation matrix, translation vector, etc.) of the camera are solved through mathematical calculations to determine the precise position and posture of the camera in space. In this way, the main viewing range can be clarified, which will serve as the basic area for subsequent image acquisition and processing to ensure that the collected images can accurately reflect the actual situation outside the aircraft.

[0109] S702, reconstructing the video image captured within the framing range on a two-dimensional plane by projection.

[0110] Specifically, after acquiring the video image within the framing range, it is necessary to convert it from three-dimensional space to a two-dimensional plane for subsequent processing. According to the imaging principle of the camera, light is focused on the image sensor through the lens to form a two-dimensional image. Based on this principle, the coordinates of the video image pixels in the three-dimensional space are transformed using relevant projection transformation formulas, such as the pinhole camera model. In the specific calculation process, the internal and external parameters of the camera are taken into account, and the coordinates of each pixel in the three-dimensional space are mapped to the corresponding position on the two-dimensional plane, thereby forming a two-dimensional plane image that is convenient for subsequent processing. The two-dimensional plane image retains the key information of the original video image within the framing range, including the shape, size, positional relationship, etc. of the object, providing a basis for subsequent image analysis.

[0111] S703, converting the reconstructed two-dimensional plane image into an editable and recognizable grayscale image and naming it as field of view t0.

[0112] Specifically, after obtaining a two-dimensional plane image, in order to facilitate subsequent image analysis and processing, it needs to be converted into a grayscale image. A grayscale image is an image that only contains grayscale information, and the grayscale value of each pixel represents the brightness of the point. The conversion process uses a certain grayscale algorithm. Common grayscale algorithms include weighted average method, maximum value method, average value method, etc. Taking the weighted average method as an example, according to the sensitivity of the human eye to different colors, different weights are assigned to the three color channels of red, green, and blue, and then the three color channel values ​​of each pixel are weighted and summed according to the weights to obtain the grayscale value of the pixel. In this way, the color information of each pixel in the two-dimensional plane image is converted into the corresponding grayscale value, so that the image only contains grayscale information, which is convenient for subsequent image analysis and processing. After the conversion is completed, it is named field of view t0.

[0113] S704, converting the video signal transmitted at the next moment into a grayscale image that can be edited and recognized on a two-dimensional plane, and naming it as field of view t1.

[0114] That is to say, the video signal transmitted at the next moment is converted into an editable and identifiable grayscale image on a two-dimensional plane according to the same steps of S701-S703, and is named as field of view t1. Specifically, as time goes by, the camera will continuously acquire new video signals. For the video signal transmitted at the next moment, firstly, the corresponding shooting position is calibrated according to the method of S701, that is, the spatial position and posture of the camera at this moment are determined by the calibration algorithm and the known calibration object, so as to clarify the new viewing range. Then, according to the projection transformation method of S702, the video image pixel points within the viewing range are mapped from the three-dimensional space to the two-dimensional plane to form a two-dimensional plane image. Finally, according to the grayscale algorithm of S703, the two-dimensional plane image is converted into a grayscale image containing only grayscale information, and is named as field of view t1. In this way, the grayscale image of the external environment of the aircraft at different times is obtained, which provides a data basis for subsequent comparative analysis.

[0115] S705, comparing the grayscale images t1 and t0 to determine whether there is a difference.

[0116] Specifically, in order to detect whether the external environment of the aircraft has changed, it is necessary to compare the grayscale images at different times. The comparison process is to compare the grayscale values ​​of the corresponding pixel points in the grayscale images t1 and t0 one pixel at a time. In the specific operation, starting from the first pixel in the upper left corner of the image, the grayscale values ​​of the pixels at the same position in the two grayscale images are compared in sequence. A difference threshold is set. If the absolute value of the difference between the grayscale values ​​of two pixels is greater than the threshold, it is considered that there is a difference between the two pixels. When there are pixels with different grayscale values ​​and they reach a certain number or proportion, for example, the number of difference pixels exceeds 10% of the total number of pixels, it is determined that there is a difference. Through such a comparison, the changes in the image can be accurately discovered, providing a basis for subsequent judgments.

[0117] If there is a difference, execute S706;

[0118] If there is no difference, it means that the external environment of the aircraft is relatively stable. At this time, the video signal collection and processing continue at a certain time interval, that is, return to step S704 to continuously monitor the changes in the external environment of the aircraft.

[0119] S706 indicates that the field of view changes, and it is determined that there may be a cloud penetration process.

[0120] Specifically, when there is a difference between the grayscale images t1 and t0, the field of view is considered to have changed according to pre-set rules and a large amount of flight experiment data and meteorological knowledge. During the flight of an aircraft, the cloud penetration process usually causes obvious changes in the light and scenery in the field of view, which is reflected in the grayscale value of the image. Therefore, when a difference in the image is detected, combined with relevant meteorological and flight environment characteristics, it is inferred that the aircraft may be experiencing a cloud penetration process.

[0121] S707 , comparing the image t1 with the position of the recognition line of the built-in side windshield, that is, determining whether the outline of the image t1 is greater than or equal to the recognition line.

[0122] Specifically, after determining that there may be a cloud penetration process, in order to further determine whether the aircraft has entered a specific icing environment, it is necessary to compare the positional relationship between image t1 and the built-in windshield identification line. First, the contour information of image t1 is extracted through an image recognition algorithm, and the contour information can reflect the boundaries of objects in the external environment of the aircraft. Then, the positional relationship between the extracted contour of image t1 and the built-in windshield identification line is compared. The specific comparison method can be to calculate the distance between the key point on the contour and the identification line, or to determine whether the contour intersects with the identification line. Through such a comparison, the relative position of the contour of image t1 and the identification line can be determined, providing a basis for subsequent icing environment judgment.

[0123] If the contour of the image t1 is greater than or equal to the identification line, execute S708;

[0124] If the outline of image t1 is smaller than the recognition line, it means that the current external environment of the aircraft does not meet the characteristics of a supercooled large water droplet icing environment. At this time, continue to collect and process video signals at certain time intervals, that is, return to step S704 to continuously monitor changes in the external environment of the aircraft.

[0125] S708, determining that the aircraft may have entered an overcooled large water droplet icing environment.

[0126] Specifically, according to the comparison result between the contour of image t1 and the identification line, when the condition that the contour is greater than or equal to the identification line is met, it is inferred that the aircraft may have entered a supercooled large water droplet icing environment based on relevant meteorological and flight environment judgment criteria. In a supercooled large water droplet icing environment, due to the presence of water droplets and special meteorological conditions, the scene outside the aircraft will present specific characteristics, which will be reflected in the contour of the image. When the contour of image t1 is greater than or equal to the identification line, it means that the scene outside the aircraft meets the characteristics of a supercooled large water droplet icing environment, so it can be preliminarily determined that the aircraft may have entered the icing environment. This judgment method combines image features and meteorological knowledge, and can more accurately identify possible icing environments and provide timely warning information to pilots.

[0127] S709, determining whether the temperature transmitted by the total temperature sensor is less than a preset temperature threshold.

[0128] If the temperature transmitted by the total temperature sensor is less than the preset temperature threshold (such as 10°C), execute S710; if the temperature transmitted by the total temperature sensor is greater than or less than the preset temperature threshold (such as 10°C), it means that the current environment does not meet the temperature conditions of the supercooled large water droplet environment. At this time, continue to collect and process video signals at a certain time interval, that is, return to step S704 to continuously monitor changes in the external environment of the aircraft.

[0129] S710, determines that an overcooled large water droplet environment is encountered, and prompts the pilot to leave immediately.

[0130] Specifically, after initially determining that the aircraft may have entered an environment of supercooled large water droplets, in order to further confirm and ensure flight safety, it is necessary to make a comprehensive judgment based on the temperature data transmitted by the total temperature sensor. The total temperature sensor can measure the total temperature of the air around the aircraft in real time. After obtaining the temperature data transmitted in real time by the total temperature sensor, it is compared with the preset temperature threshold (10°C). When the temperature data is less than 10°C, the previous image judgment results, i.e., the relationship between the field of view change and the image contour and the recognition line, are combined to finally determine that the aircraft has encountered an environment of supercooled large water droplets. Once it is determined that the environment has been encountered, the corresponding prompt device, such as the warning light in the cockpit, the voice prompt system, etc., will immediately send a prompt message to the pilot to leave immediately to ensure the flight safety of the aircraft.

[0131] It is understandable that the above steps S701-S710 can monitor the changes of the external environment of the aircraft in real time through the calibration of the shooting position of the camera, the projection reconstruction of the image, the grayscale conversion, the comparative analysis and the comprehensive judgment combined with the total temperature sensor data, and solve the problem of accurate detection and early warning of the icing environment during the flight of the aircraft. Its advantages are: on the one hand, the combination of image analysis technology and sensor data improves the accuracy and reliability of icing detection, and can timely discover potential icing risks; on the other hand, by sending timely prompt information to the pilot, it helps the pilot to take corresponding measures to ensure the flight safety of the aircraft and avoid flight accidents caused by icing problems.

[0132] Figure 7 The embodiment shown, compared to Figure 3 For the illustrated embodiment: Figure 3 It mainly compares the visual field images of the main windshield of the cockpit at different times, judges whether the first icing condition is met based on the grayscale change and total temperature data, and then judges whether the second icing condition is met based on the visual field changes of the side windshield, and prompts the pilot according to the warning status; Figure 7 First, the camera is calibrated, projected, reconstructed, and converted to obtain grayscale images at different times. The grayscale images are compared to determine whether the field of view has changed and whether there may be a cloud penetration process. The image is then compared with the position of the built-in side windshield recognition line, and combined with the temperature of the total temperature sensor, it is determined whether an overcooled large water drop environment is encountered and the pilot is prompted to leave. Figure 7 It focuses more on the preliminary processing of images and comprehensive judgment based on contour and temperature.

[0133] so, Figure 3 The advantage of the icing weather forecaster is that it directly focuses on the changes in the cockpit main windshield and side windshield field of view images and the judgment of meteorological conditions. It clearly defines icing conditions through grayscale changes and total temperature data, and promptly reminds pilots according to the warning status. The judgment and prompt logic of icing weather are clear and closely integrated with actual flight operations. Figure 7The advantage is that it focuses on the early precise processing of images during the judgment process, such as shooting position calibration, projection reconstruction and grayscale image conversion. By comparing the grayscale image differences, the relationship between the image contour and the identification line, and the total temperature sensor temperature, a comprehensive judgment can be made. It can monitor the changes in the external environment of the aircraft more comprehensively and meticulously, thereby more accurately identifying the supercooled large water droplet environment.

[0134] Please refer to Figure 8 , Figure 8 Schematic diagram of an aircraft icing detection device provided by the present application. The present application also provides an aircraft icing detection device 700 , including a data acquisition module 710 , an image analysis module 720 and an icing judgment module 730 .

[0135] The data acquisition module 710 obtains a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously obtains total temperature data at the second time point; wherein the first data set and the second data set include field of view images of the main windshield and the side windshield of the cockpit, and external images or video data of the aircraft obtained by an external camera device.

[0136] The image analysis module 720 is used to compare the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view.

[0137] The icing judgment module 730 is used to judge the icing condition based on the detection results of the image analysis module and the total temperature data. If the changes in the external environment of the aircraft and the windshield field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition.

[0138] Exemplarily, the image analysis module 720 is further configured to:

[0139] By comparing the grayscale distribution of the second data set with that of the first data set, the grayscale changes caused by the flow of moisture in the external environment of the aircraft and the windshield field of view are identified and quantified;

[0140] If an area in the second data set that is greater than or equal to a preset ratio shows a grayscale change, it is determined that visible moisture exists in the changes in the external environment of the aircraft and the windshield field of view.

[0141] Exemplarily, the icing judgment module 730 is further configured to:

[0142] If the changes in the external environment of the aircraft and the windshield field of view do not meet the first icing condition, determining whether a first icing detection alarm corresponding to the first icing condition is activated;

[0143] If the first icing warning has been activated, cancel the first icing detection warning and prompt the pilot to leave the icing weather that meets the first icing condition;

[0144] If the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition, a first icing detection alarm is issued to prompt the pilot to enter icing weather that meets the first icing condition.

[0145] Exemplarily, the image analysis module 720 is further configured to:

[0146] Acquire a third data set of the cockpit side windshield at the second time point and a fourth data set at the third time point;

[0147] comparing the fourth data set with the third data set to detect changes in the side windshield field of view or a preset reference surface;

[0148] If the changes in the field of view of the side windshield show the presence of supercooled large water droplets, it is determined that the current situation meets the second freezing condition. The second freezing condition is based on the first freezing condition and makes a further judgment on the situation where supercooled large water droplets are displayed in the field of view of the side windshield.

[0149] Exemplarily, the icing judgment module 730 is further configured to:

[0150] If the fourth data set shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, it is determined that the change in the side windshield field of view shows the presence of supercooled large water droplets.

[0151] Exemplarily, the icing judgment module 730 is further configured to:

[0152] If the change in the side windshield field of view does not meet the second icing condition, determining whether a second icing detection alarm corresponding to the second icing condition is activated;

[0153] If the second icing detection warning has been activated, cancel the second icing detection warning and prompt the pilot to leave the icing weather that meets the second icing condition;

[0154] Exemplarily, the icing judgment module 730 is further configured to:

[0155] If the changes in the side windshield field of view meet the second icing condition, a second icing detection warning is issued to prompt the pilot to enter icing weather that meets the second icing condition and enter the operating procedure that meets the second icing condition.

[0156] Exemplarily, the aircraft ice detection device 700 is also used for:

[0157] A light source and at least three groups of cameras are installed at preset positions of the aircraft, one group of cameras is used to shoot the main windshield view, one group of cameras is used to shoot the side windshield view, and another group is used to shoot the external surface of the aircraft. The light source is used to provide light for the cameras.

[0158] Exemplarily, the aircraft ice detection device 700 is also used for:

[0159] The obtaining of a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously obtaining total temperature data at the second time point comprises:

[0160] Use the camera to calibrate the shooting position;

[0161] The video images captured within the viewing range are reconstructed on a two-dimensional plane by projection;

[0162] Converting the reconstructed two-dimensional plane image into an editable and recognizable grayscale image to obtain a first data set;

[0163] The video signal transmitted at the next moment is converted into a grayscale image that can be edited and recognized on a two-dimensional plane to obtain a second data set.

[0164] Exemplarily, comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view includes:

[0165] Compare the first data set with the second data set to determine whether there is a difference.

[0166] Exemplarily, if the change in the windshield field of view shows visible moisture, and the total temperature data is lower than a preset threshold, determining that the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition includes:

[0167] If there is a difference, it means that the visual field has changed;

[0168] determining whether the contour of the second data set is greater than or equal to the identification line;

[0169] If the contour of the second data set is greater than or equal to the identification line, determining whether the temperature transmitted by the total temperature sensor is less than a preset temperature threshold;

[0170] If the temperature transmitted by the total temperature sensor is lower than the preset temperature threshold, it is determined that an overcooled large water drop environment is encountered, and the pilot is prompted to leave immediately.

[0171] In some embodiments, the present application also provides an aircraft, wherein the aircraft includes the aircraft icing detection method as described above.

[0172] Specifically, the aircraft is equipped with sensors and camera clusters that can capture and analyze the field of view images of the main windshield and side windshields, as well as the total temperature data around the aircraft in real time. These data are transmitted to the aircraft's computer system, and the system uses image processing technology to automatically identify changes in the field of view, such as the presence of visible moisture and whether the temperature is below the icing threshold. Through the built-in icing judgment module, the aircraft can evaluate the collected data in real time and quickly determine whether the icing conditions are met. This real-time judgment capability enables the aircraft to respond immediately when the risk of icing occurs, without the need for manual intervention by the pilot.

[0173] In addition, the aircraft can also identify supercooled large water droplets (such as water droplets with a diameter greater than 50 microns) using image processing technology. These water droplets are not easy to freeze in low temperature environments, but once they hit the surface of the aircraft, they will quickly cause ice to form. The aircraft's icing judgment module not only considers conventional icing conditions, such as total temperature data and visible moisture in the field of view, but also makes special judgments on the situation of supercooled large water droplets. When the system detects the presence of supercooled large water droplets and the ambient temperature and humidity conditions are suitable, it will be determined that the icing conditions for supercooled large water droplets are met. Once it is determined that the icing conditions for supercooled large water droplets are met, the aircraft will automatically initiate targeted anti-icing measures. These measures include, for example, an enhanced windshield heating system, special deicing fluid spraying, or adjusting the flight path to avoid areas with dense supercooled large water droplets. In addition, when supercooled large water droplet icing conditions are detected, the aircraft will provide clear prompts and operational guidance to the pilot through the display in the cockpit.

[0174] The automated ice detection and judgment system can not only handle conventional icing conditions, but also effectively deal with the special icing risks caused by supercooled large water droplets, reducing the pilot's workload in icing judgment and anti-icing operations. Pilots can rely on the system's real-time feedback and focus on other important flight tasks, thereby improving overall flight efficiency and safety. In addition, through the automated and real-time ice detection system, the aircraft can quickly initiate anti-icing measures when icing conditions occur, such as activating the windshield heating system or adjusting the flight attitude to prevent icing from affecting flight safety. This proactive anti-icing strategy greatly improves the overall safety performance of the aircraft.

[0175] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for detecting icing in an aircraft, characterized in that: The method comprises: Acquire a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously acquire total temperature data at the second time point; wherein the first data set and the second data set include field of view images of a main windshield and a side windshield of the cockpit, and external images or video data of the aircraft acquired by an external camera device; comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view; If the changes in the aircraft's external environment and the windshield's field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the aircraft's external environment and the windshield's field of view meet the first icing condition.

2. The aircraft icing detection method according to claim 1, characterized in that: The step of comparing the second data set with the first data set comprises: By comparing the grayscale distribution of the second data set with that of the first data set, the grayscale changes caused by the flow of moisture in the external environment of the aircraft and the windshield field of view are identified and quantified; If an area in the second data set that is greater than or equal to a preset ratio shows a grayscale change, it is determined that visible moisture exists in the changes in the external environment of the aircraft and the windshield field of view.

3. The aircraft icing detection method according to claim 1, characterized in that: The method further comprises: If the changes in the external environment of the aircraft and the windshield field of view do not meet the first icing condition, determining whether a first icing detection alarm corresponding to the first icing condition is activated; If the first icing warning has been activated, cancel the first icing detection warning and prompt the pilot to leave the icing weather that meets the first icing condition; If the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition, a first icing detection alarm is issued to prompt the pilot to enter icing weather that meets the first icing condition.

4. The aircraft icing detection method according to claim 1, characterized in that: The method further comprises: Acquire a third data set of the cockpit side windshield at the second time point and a fourth data set at the third time point; comparing the fourth data set with the third data set to detect changes in the side windshield field of view or a preset reference surface; If the changes in the field of view of the side windshield show the presence of supercooled large water droplets, it is determined that the current situation meets the second freezing condition. The second freezing condition is based on the first freezing condition and makes a further judgment on the situation where supercooled large water droplets are displayed in the field of view of the side windshield.

5. The aircraft icing detection method according to claim 4, characterized in that: The steps of comparing the fourth data set with the third data set include: If the fourth data set shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, it is determined that the change in the side windshield field of view shows the presence of supercooled large water droplets.

6. The aircraft icing detection method according to claim 4, characterized in that: The method further comprises: If the change in the side windshield field of view does not meet the second icing condition, determining whether a second icing detection alarm corresponding to the second icing condition is activated; If the second icing detection warning has been activated, the second icing detection warning is cancelled and the pilot is prompted to leave the icing weather that meets the second icing condition.

7. The aircraft icing detection method according to claim 4, characterized in that: The method further comprises: If the changes in the side windshield field of view meet the second icing condition, a second icing detection warning is issued to prompt the pilot to enter icing weather that meets the second icing condition and enter the operating procedure that meets the second icing condition.

8. The aircraft icing detection method according to claim 1, characterized in that: A light source and at least three groups of cameras are installed at preset positions of the aircraft, one group of cameras is used to shoot the main windshield view, one group of cameras is used to shoot the side windshield view, and another group is used to shoot the external surface of the aircraft. The light source is used to provide light for the cameras.

9. The aircraft icing detection method according to claim 1, characterized in that: The obtaining of a first data set of the aircraft at a first time point and a second data set at a second time point, and simultaneously obtaining total temperature data at the second time point comprises: Use the camera to calibrate the shooting position; The video images captured within the viewing range are reconstructed on a two-dimensional plane by projection; Converting the reconstructed two-dimensional plane image into an editable and recognizable grayscale image to obtain a first data set; The video signal transmitted at the next moment is converted into a grayscale image that can be edited and recognized on a two-dimensional plane to obtain a second data set.

10. The aircraft icing detection method according to claim 9, characterized in that: The comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view includes: Compare the first data set with the second data set to determine whether there is a difference.

11. The aircraft icing detection method according to claim 10, characterized in that: If the change in the windshield field of view shows visible moisture, and the total temperature data is lower than a preset threshold, determining that the change in the external environment of the aircraft and the windshield field of view meets the first icing condition includes: If there is a difference, it means that the visual field has changed; determining whether the contour of the second data set is greater than or equal to the identification line; If the contour of the second data set is greater than or equal to the identification line, determining whether the temperature transmitted by the total temperature sensor is less than a preset temperature threshold; If the temperature transmitted by the total temperature sensor is lower than the preset temperature threshold, it is determined that an overcooled large water drop environment is encountered, and the pilot is prompted to leave immediately.

12. An aircraft icing detection device, characterized in that: The device comprises: A data acquisition module, which acquires a first data set of the aircraft at a first time point and a second data set at a second time point, and acquires total temperature data at the second time point; wherein the first data set and the second data set include field of view images of the main windshield and the side windshield of the cockpit, and external images or video data of the aircraft acquired by an external camera device; an image analysis module, for comparing the second data set with the first data set to detect changes in the external environment of the aircraft and the windshield field of view; The icing judgment module is used to judge the icing condition based on the detection results of the image analysis module and the total temperature data. If the changes in the external environment of the aircraft and the windshield field of view show visible moisture, and the total temperature data is lower than a preset threshold, it is determined that the changes in the external environment of the aircraft and the windshield field of view meet the first icing condition.

13. An aircraft, characterized in that: The aircraft comprises the aircraft icing detection method according to any one of claims 1-11.

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