Aircraft icing detection method and apparatus, and aircraft

Abstract

The present application relates to the technical field of icing detection, and relates to an aircraft icing detection method and apparatus, and an aircraft. In the method, datasets at different time points and total air temperature data are acquired, and the datasets are compared to detect changes in the external environment of the aircraft or within the fields of view of windshields. If visible moisture is detected and the total air temperature is lower than a preset threshold, it is determined that an icing condition is satisfied. The present application can reduce the pilot's workload in icing determination, thereby improving flight safety.

Description

Aircraft icing detection method and device and aircraft

[0001] The present application claims priority to the Chinese patent application No. 202510204587.6, filed on February 24, 2025, and entitled "Aircraft icing detection method and device and aircraft", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the technical field of icing detection, and in particular to an aircraft icing detection method, device and aircraft. BACKGROUND

[0003] The flight manual (AFM) or flight crew operating manual (FCOM) of a civil aircraft clearly stipulates that icing conditions occur when the total air 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. In actual flight operations, the pilot must make a subjective judgment to determine whether the aircraft enters an icing weather environment according to whether the total temperature is lower than or equal to 10℃ and whether it crosses the cloud layer.

[0004] However, this judgment method has certain defects because it increases the additional workload of 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 the entry into the icing condition. This system, which relies on the subjective judgment and manual operation of the pilot, is called a consultative detection system. This system requires the pilot to bear more judgment and operation responsibilities during flight, which increases the complexity and potential risk of flight to some extent. SUMMARY

[0005] The present application provides an aircraft icing detection method, device and aircraft, aiming to solve the problem of how to automatically identify the icing conditions of the aircraft, so as to reduce the workload of the pilot in icing judgment and anti-icing operation, and further improve the flight safety performance.

[0006] In a first aspect, the present application provides an aircraft icing detection method, which comprises:

[0007] obtaining a first data set of the aircraft at a first time point and a second data set at a second time point, and obtaining total temperature data at the second time point; wherein the first data set and the second data set include the field of view images of the cockpit main windshield and the side windshield, and the external image or video data of the aircraft obtained by the external camera device;

[0008] comparing the second data set to the first data set to detect changes in the aircraft exterior environment and the windshield field of view;

[0009] If the changes in the aircraft exterior environment and the windshield field of view show visible moisture and the total temperature data is below a preset threshold, it is determined that the changes in the aircraft exterior environment and the windshield field of view satisfy the first icing condition.

[0010] In an embodiment of the present application, the step of comparing the second data set to the first data set includes:

[0011] By comparing the gray scale distribution of the second data set to the first data set, the gray scale changes caused by moisture flow through the aircraft exterior environment and the windshield field of view are identified and quantified;

[0012] If more than or equal to a preset proportion of the regions in the second data set exhibit gray scale changes, it is determined that the changes in the aircraft exterior environment and the windshield field of view have visible moisture.

[0013] In an embodiment of the present application, the method further includes:

[0014] If the changes in the aircraft exterior environment and the windshield field of view do not satisfy the first icing condition, it is determined whether a first icing detection warning corresponding to the first icing condition is activated;

[0015] If the first icing warning has been activated, the first icing detection warning is cancelled, and the pilot is prompted to leave the icing weather that satisfies the first icing condition;

[0016] If the changes in the aircraft exterior environment and the windshield field of view satisfy the first icing condition, a first icing detection warning is issued and the pilot is prompted to enter the icing weather that satisfies the first icing condition.

[0017] In an embodiment of the present application, the method further includes:

[0018] A third data set of the cockpit side windshield at a second time point and a fourth data set at a third time point are obtained;

[0019] The fourth data set is compared to the third data set to detect changes in the side windshield field of view or a preset reference surface;

[0020] If the changes in the side windshield field of view show the presence of supercooled large droplets, it is determined that the current situation satisfies a second icing condition, which is a further judgment based on the first icing condition for the case of showing supercooled large droplets in the side windshield field of view.

[0021] In an embodiment of the present application, the step of comparing the fourth data set to the third data set includes:

[0022] If the icing area is shown in the fourth data set, 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 windscreen field of view range shows the presence of supercooled large droplets.

[0023] In an embodiment of the present application, the method further comprises:

[0024] If the change in the side windscreen field of view range does not satisfy the second icing condition, it is determined whether a second icing detection warning corresponding to the second icing condition is activated.

[0025] 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 under the second icing condition.

[0026] In an embodiment of the present application, the method further comprises:

[0027] If the change in the side windscreen field of view range satisfies the second icing condition, a second icing detection warning is issued, the pilot is prompted to enter the icing weather under the second icing condition, and an operation procedure under the second icing condition is entered.

[0028] In an 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 windscreen field of view, one group of camera devices is used to capture the side windscreen field of view, and the other group is used to capture the external surface of the aircraft, and the light source is used to provide light for the camera devices.

[0029] In an embodiment of the present application, the first data set of the aircraft at the first time point and the second data set at the second time point are obtained, and the total temperature data at the second time point is obtained simultaneously, including:

[0030] The shooting position is calibrated by using the camera;

[0031] The video image captured in the range is reconstructed on a two-dimensional plane by projection;

[0032] The reconstructed two-dimensional plane image is converted into an editable and recognizable gray scale image to obtain the first data set;

[0033] The video signal transmitted at the next moment is converted into an editable and recognizable gray scale image on a two-dimensional plane to obtain the second data set.

[0034] In an embodiment of the present application, the comparison of the second data set with the first data set to detect the change in the external environment of the aircraft and the windscreen field of view range comprises:

[0035] The first data set and the second data set are compared to determine whether there is a difference.

[0036] In an embodiment of the present application, the determining that the change in the environment outside the aircraft and the range of the field of view of the windshield satisfies the first icing condition comprises:

[0037] If there is a difference, it indicates that the field of view has changed;

[0038] determining whether the profile of the second data set is greater than or equal to the identification line;

[0039] If the profile 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;

[0040] If the temperature transmitted by the total temperature sensor is less than the preset temperature threshold, it is determined that a supercooled large droplet environment is encountered, and the pilot is prompted to immediately leave.

[0041] In a second aspect, the present application also provides an aircraft icing detection device, which comprises:

[0042] a data acquisition module configured to acquire a first data set of the aircraft at a first time point and a second data set at a second time point, and to acquire total temperature data at the second time point; wherein the first data set and the second data set comprise images of the field of view of the main windshield and the side windshield of the cockpit, and image or video data of the external environment of the aircraft acquired by an external camera;

[0043] an image analysis module configured to compare the second data set with the first data set to detect changes in the environment outside the aircraft and the range of the field of view of the windshield;

[0044] an icing determination module configured to determine icing conditions according to the detection result of the image analysis module and the total temperature data, and to determine that the change in the environment outside the aircraft and the range of the field of view of the windshield satisfies the first icing condition if the change in the environment outside the aircraft and the range of the field of view of the windshield displays visible moisture, and the total temperature data is lower than a preset threshold.

[0045] In a third aspect, the present application also provides an aircraft, which comprises the aircraft icing detection method according to any one of the first aspect.

[0046] The aircraft icing detection method, device and aircraft provided by the present application first automatically acquire 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 range of 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, according to the detected changes in the field of view and the total temperature data, automatically determine whether the changes in the external environment of the aircraft and the range of the field of view of the windshield meet the preset first icing condition, that is, the total temperature is lower than the preset threshold and there is visible moisture in the external environment of the aircraft and the range of the field of view of the windshield.

[0047] Therefore, through these automatic steps, the present application can reduce the work burden of the pilot in the icing judgment and anti-icing operation, because the pilot no longer needs to continuously monitor the total temperature or visually identify the icing condition, and also does not need to manually activate the anti-icing system. This automatic icing detection method improves the flight safety performance, because it reduces the possibility of human error and ensures that the icing condition is identified and responded to in a timely and accurate manner. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0049] Fig. 1 is a flowchart of the aircraft icing detection method provided by the present application;

[0050] Fig. 2 is a schematic diagram of the main windshield and the side windshield provided by the embodiment of the present application;

[0051] Fig. 3 is a flowchart of the aircraft icing detection method provided by an embodiment of the present application;

[0052] Fig. 4 is a schematic diagram of the changes in the range of the field of view of the main windshield provided by the embodiment of the present application;

[0053] Fig. 5 is a schematic diagram of the changes in the range of the field of view of the side windshield provided by the embodiment of the present application;

[0054] Fig. 6 is a schematic diagram of the data processing flow provided by an embodiment of the present application;

[0055] Fig. 7 is a flowchart of the aircraft icing detection method provided by another embodiment of the present application;

[0056] Fig. 8 is a schematic diagram of the aircraft icing detection device provided by the present application. Embodiments of the present application

[0057] In order to make the purposes, technical solutions and advantages of the present application clearer, the following will combine the drawings in the present application to clearly and completely describe the technical solutions in the present application. Obviously, the described embodiments are some of the embodiments of the present application but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the scope of protection of the present application.

[0058] The terms "first", "second", and the like in the description and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein.

[0059] The pilot's field of view will change significantly before and after encountering visible moisture and supercooled large droplets. Using this physical law, the present application provides an aircraft icing detection method, device and aircraft, which aims to reduce the pilot's operating burden in icing weather conditions and eliminate the safety hazards caused by human errors by introducing a leading icing detection device. The core of the design of the method is to use image recognition technology to replace the traditional pilot visual observation method, automatically analyze and judge 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 the detection task of icing weather without the intervention of the pilot, greatly improving the accuracy and response speed of the detection.

[0060] The aircraft icing detection method, device and aircraft will be described below with reference to the accompanying drawings.

[0061] Please refer to FIG. 1, which is a flow chart of the aircraft icing detection method provided by the present application. The aircraft icing detection method provided by the present application comprises the following steps:

[0062] S110, 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.

[0063] The first data set and the second data set include the field of view images of the cockpit main windshield and the side windshield, and the external image or video data of the aircraft obtained by the external camera device.

[0064] Specifically, the system records a first dataset of images from the main and side windshields of the aircraft's cockpit at a first time point (i.e., a certain initial time point), as well as images of the aircraft's external environment acquired through external cameras. It also records a second dataset from the main windshield at a second time point (i.e., a later time point). Simultaneously, the system records the aircraft's total air temperature at the second time point. Total air temperature is the air temperature experienced by the aircraft during flight, including both static temperature (ambient temperature) and the temperature rise due to the aircraft's speed. This data (i.e., the two field-of-view images and the total air temperature data) will be used for subsequent analysis.

[0065] S120, compare the second dataset with the first dataset to detect changes in the aircraft's external environment and the windshield's field of vision.

[0066] Specifically, by comparing a second dataset of the aircraft's external environment and windshield acquired at a second time point with a first dataset acquired at a first time point, the aim is to detect whether changes have occurred in the aircraft's external environment and windshield field of view. These changes include the appearance of moisture, fog, clouds, or other meteorological conditions that may lead to icing. Changes in the field of view can be identified, for example, by calculating grayscale differences, texture changes, or other features in the images. If significant changes are detected, it indicates that the aircraft is traversing or has entered a meteorological environment that leads to icing. Such information is crucial for pilots because it helps them take timely measures, such as activating the aircraft's anti-icing system, to ensure flight safety.

[0067] S130, if the changes in the external environment of the aircraft and the windshield's field of vision show visible moisture, and the total temperature data is lower than a preset threshold, then it is determined that the changes in the external environment of the aircraft and the windshield's field of vision meet the first icing condition.

[0068] Specifically, if a comparison of the second and first datasets detects visible moisture (such as clouds, fog, or rain) in the aircraft's external environment and windshield field of view, and the total temperature data is simultaneously below a pre-set threshold (this threshold can be set based on the temperature conditions of icing weather, such as 10°C or 50°F), then the system will determine that the changes in the aircraft's external environment and windshield field of view meet the first icing condition. This means that the system considers the current environment of the aircraft to be likely to cause icing because of the presence of visible moisture and suitable temperature conditions. This determination 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.

[0069] Therefore, the steps S110-S130 are to realize automatic identification of whether the current environment of the aircraft meets icing conditions through image recognition technology, reduce the work burden of the pilot in icing judgment, improve the accuracy and efficiency of icing detection, and thus enhance flight safety.

[0070] The following will be specifically described in combination with embodiments.

[0071] Please refer to FIG. 2, which is a schematic diagram of the main windshield and the side windshield provided by the embodiment of the present application. The light source and at least three groups of camera devices are installed at the preset position of the aircraft, one group of camera devices is used to shoot the main windshield view, one group of camera devices is used to shoot the side windshield view, and the other group is used to shoot the external surface of the aircraft, and the light source is used to provide light for the camera devices.

[0072] Specifically, the camera and the light source can be installed at a suitable position in the cockpit according to the design characteristics of the cockpit. For a general civil aircraft, for example, three cameras and corresponding light sources can be installed on each side. One camera is used to shoot the view of the main windshield (i.e. the windshield in front of the pilot), one camera is used to shoot the view of the side windshield (i.e. the windshield on the side of the pilot), and the other camera is used to shoot the external surface of the aircraft. During the flight of the aircraft, these cameras and light sources will monitor the view of the main windshield and the side windshield of the cockpit in real time. This means that the system will continuously record and update the images of these views. The system will adjust the brightness or angle of the light source according to the flight scene (e.g. different light conditions) to ensure that the view images recorded by the camera are not affected by the external light intensity, and remain clear and accurate.

[0073] Therefore, the design of the camera and the light source aims to provide clear and unaffected view images for the pilot to facilitate flight monitoring and icing detection. In this way, the system can help the pilot better understand the environment around the aircraft, especially in the meteorological environment where icing conditions may exist.

[0074] Please refer to FIG. 3, which is a flow chart of the aircraft icing detection method provided by an embodiment of the present application. The aircraft icing detection method provided by the present application comprises the following steps:

[0075] S301, during the flight of the aircraft, the camera performs real-time monitoring.

[0076] Specifically, during flight, the camera system installed on the aircraft performs real-time monitoring. This means the cameras continuously capture and record images of the aircraft's external environment, as well as the view through the cockpit's main and side windshields, to capture any potential visual changes. The purpose of real-time monitoring is to ensure the pilot has timely access to the latest information about the aircraft's surroundings, especially in weather conditions where icing is possible. Through this continuous image recording, the system can help the pilot or automated icing detection system identify changes in the field of view, such as the presence of visible moisture, thereby determining whether anti-icing measures are necessary. This step ensures the camera system continues to operate during flight, providing the pilot with immediate visual feedback.

[0077] S302 compares the first dataset recorded by the aircraft at the first time point with the second dataset recorded at the second time point to detect changes in the aircraft's external environment and the windshield's field of vision.

[0078] Specifically, by comparing the grayscale distribution of the second dataset with that of the first dataset, the grayscale changes caused by the flow of humid air in the external environment of the aircraft and the windshield field of view can be identified and quantified.

[0079] For example, please refer to Figure 4, which is a schematic diagram of the changes in the main windshield field of view provided in the embodiments of this application. The left side of the figure shows the main windshield camera's field of view before icing conditions, and the right side shows the main windshield camera's field of view during icing conditions. When an aircraft passes through a visible humid environment (such as clouds, fog, rain, etc.), the aircraft's speed relative to the water vapor will cause the water vapor to flow forward relative to the aircraft. As the water vapor flows over the main windshield, the view seen by the pilot through the main windshield will become unclear due to the obstruction of the water vapor, and the brightness of the image will decrease, resulting in grayscale changes. If the water vapor density is high enough or the aircraft speed is high enough, the water vapor will cover the entire main windshield, causing the pilot's field of view to become completely gray, affecting visibility and judgment of the surrounding environment. This phenomenon is an important visual signal for the pilot because it indicates that the aircraft is entering or has already entered a weather condition that may lead to icing. Therefore, the pilot needs to pay close attention to changes in the field of view and take appropriate anti-icing measures as needed.

[0080] S303, determine whether the current meteorological conditions meet the first icing condition.

[0081] If a region in the second dataset with a proportion greater than or equal to a preset value exhibits grayscale changes, it is determined that visible moisture exists in the changes within the aircraft's external environment and windshield field of view, and the total temperature data is below a preset threshold. Therefore, it is determined that the changes within the aircraft's external environment and windshield field of view meet the first icing condition, and step S306 is executed. If the changes within the aircraft's external environment and windshield field of view do not meet the first icing condition, step S304 is executed.

[0082] Specifically, the preset proportion is a pre-defined threshold that indicates what percentage of an image's area must show grayscale changes to be considered as having visible moisture. This proportion can be set based on experimental or empirical data to ensure the accuracy and reliability of the detection. Grayscale changes refer to changes in the brightness of pixels in an image, which can be caused by moisture such as water vapor, fog, or clouds obscuring light. Grayscale changes can be a transition from sharp to blurry, or from color to gray. If a sufficiently large proportion of the image shows grayscale changes, the system will consider this evidence of visible moisture. The total temperature data is the air temperature sensed by the aircraft, including both static temperature and temperature rise due to aircraft speed. If the total temperature data is below a preset threshold, the system considers the ambient temperature suitable for icing.

[0083] The system considers the aircraft to be in an icing environment when both visible moisture and suitable icing temperatures are met. This determination is an important signal for the pilot, as it indicates that the aircraft is traversing or has entered a weather environment that may lead to icing. This step is an automated judgment process based on image analysis and temperature data to detect whether the aircraft is in a weather environment that could cause icing. If both conditions are met, the system will issue a warning to the pilot, prompting them to take anti-icing measures.

[0084] For example, if in the second dataset, an area greater than or equal to a pre-defined percentage (such as 80%) shows grayscale changes, the system will determine that the changes within the main windshield's field of view indicate the presence of visible moisture. The appendix on the right side of Figure 4 shows an area displaying 100% grayscale changes.

[0085] S304, determine whether the first icing detection alarm corresponding to the first icing condition is activated.

[0086] If the first freezing alarm has been activated, execute S305; otherwise, return to execute S301.

[0087] Specifically, the first icing condition is a predefined condition that includes the presence of visible moisture in the field of view and suitable temperature conditions for icing. If both conditions are met, the system considers the aircraft to be in an icing environment. The first icing detection warning is an alert signal issued by the system when it detects that the first icing condition is met. Its purpose is to remind the pilot of the risk of icing and recommend appropriate anti-icing measures.

[0088] S305, if the first icing alarm has been activated, then when the first icing detection alarm disappears, the pilot is prompted to leave the icing weather that meets the first icing conditions.

[0089] In other words, if the current changes in the aircraft's external environment, windshield visibility, and total temperature data do not meet the first icing conditions, the system will check whether a first icing detection alarm has already been activated based on these conditions. If so, the system will cancel the alarm, as the current conditions no longer indicate a risk of icing. The purpose of this step is to provide a logical judgment and operational process to ensure that the system's alarm mechanism matches the current flight environment conditions, avoids unnecessary alarms, and provides feedback to the pilot on environmental changes when appropriate.

[0090] S306 issues the first icing detection warning and prompts the pilot to enter icing weather conditions that meet the first icing conditions.

[0091] In other words, if the system determines that the changes in the aircraft's external environment and the windshield's field of vision, as well as the total temperature data, meet the pre-set first icing condition, then the system will issue the first icing detection alarm and alert the pilot, indicating that they have entered an icing weather environment that meets the first icing condition. The purpose of this step is to provide a logical judgment and operational process to promptly alert the pilot when icing conditions are detected and to provide feedback on environmental changes so that the pilot can take appropriate action to ensure flight safety.

[0092] S307, acquire the third dataset at the second time point and the fourth dataset at the third time point for the cockpit side windshield, and compare the fourth dataset with the third dataset to detect changes in the field of view of the side windshield or a preset reference surface.

[0093] Specifically, the system compares the fourth dataset at the third time point with the third dataset at the second time point. By comparing the field-of-view images at these two different times, the system detects whether changes have occurred within the side windshield's field of view or on a preset reference surface. For example, it detects the presence of supercooled large water droplets. Supercooled large water droplets are water droplets that remain liquid at temperatures below freezing; their presence can cause rapid icing on the aircraft surface, posing a threat to flight safety. By comparing the field-of-view images at different times, the system can identify potentially supercooled large water droplets within the field of view.

[0094] S308, determine whether the current meteorological conditions meet the second icing condition.

[0095] If changes within the side windshield's field of vision indicate the presence of large, supercooled water droplets, the current situation is determined to meet the second icing condition, and step S311 is executed. The second icing condition is based on the first icing condition, and further determines the presence of large, supercooled water droplets within the side windshield's field of vision. If changes within the side windshield's field of vision do not meet the second icing condition, step S309 is executed.

[0096] Specifically, if the fourth dataset shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, then the changes within the field of view of the side windshield indicate the presence of supercooled large water droplets.

[0097] Please refer to Figure 5, which is a schematic diagram of the changes in the field of view of the side windshield provided in the embodiments of this application. Figure 5 illustrates the icing criteria for supercooled large droplets (SLDs), which involves specific conditions and thresholds for aircraft windshield icing. Supercooled large droplets refer to water droplets that remain liquid at temperatures below freezing, with a diameter, for example, greater than 50 micrometers. The left side of Figure 5 shows the field of view of the side windshield under icing conditions in Appendix C, and the right side shows the field of view of the side windshield under icing conditions in Appendix O. Appendices C and O refer to technical documents or specifications in aircraft manufacturers or aviation standards, describing different types of icing conditions. Appendix C refers to general icing conditions, while Appendix O is specifically for icing conditions of supercooled large droplets, i.e., more stringent icing conditions.

[0098] This application analyzes the impact limit of supercooled large water droplets (Appendix O) based on their size and physical properties. The impact limit of supercooled large water droplets is later than that of conventional icing conditions (Appendix C). Therefore, there is an icing limit threshold for both Appendix C and Appendix O icing conditions. The red dotted line in Figure 5 represents the icing limit threshold for Appendix C and Appendix O icing conditions. The white area (right side) represents windshield icing. If the icing exceeds the red dotted line, it indicates sidewinder icing caused by Appendix O icing conditions. The left side, mostly gray, represents conditions where visible moisture obscures the field of vision, but not yet reaching the point of icing, thus conforming to Appendix C icing conditions. When flight conditions exceed the red dotted line, localized icing areas caused by supercooled large water droplets will form on the sidewinder. These localized icing areas appear as specific icing morphologies in the image, conforming to Appendix O icing conditions, indicating that sidewinder icing is caused by the supercooled large water droplet conditions of Appendix O.

[0099] S309, determine whether the second icing detection alarm corresponding to the second icing condition is activated.

[0100] If the second icing detection alarm is activated, proceed to step S310; if the second icing detection alarm is not activated, return to step S301.

[0101] S310 cancels the second icing detection warning and instructs the pilot to leave the icing weather conditions that meet the second icing conditions.

[0102] In other words, if a second icing detection alarm has already been activated based on the second icing condition, the system will cancel the alarm when it detects that the current conditions no longer meet the second icing condition. The system will also notify the pilot that they have left the icing weather environment that met the second icing condition. This step provides a logical judgment and operational procedure to ensure that the system's alarm mechanism matches the current flight environment conditions, avoids unnecessary alarms, and provides feedback to the pilot on environmental changes when appropriate.

[0103] S311 issues a second icing detection warning and prompts the pilot to enter icing weather conditions that meet the second icing conditions, and then enters the operating procedure that meets the second icing conditions.

[0104] In other words, if the system determines, through analysis of changes and relevant data within the side windshield's field of vision, that these conditions meet the pre-set second icing conditions, then the system will issue a second icing detection alarm and alert the pilots, indicating that they have entered an icing weather environment that meets the second icing conditions. Furthermore, the system will instruct the pilots to initiate appropriate operating procedures to address the icing risk.

[0105] It should be noted that the first icing condition mentioned above refers to the icing condition that meets Appendix C, and the second icing condition refers to the icing condition that meets Appendix O.

[0106] Please refer to Figure 6, which is a schematic diagram of the data processing flow provided in an embodiment of this application. Multiple cameras are installed at specific locations on the aircraft, forming a camera array. These cameras capture images not only from the main windshield but also from the side windshields, as well as images or videos of the aircraft's external environment. By distributing cameras at different angles and positions, comprehensive field-of-view information is ensured. To maintain image clarity and quality under low-light conditions, light sources can be provided to illuminate the field of view. Sensors on the aircraft, such as temperature sensors, are responsible for measuring and recording the total temperature data of the air surrounding the aircraft. The field-of-view image data acquired by the camera array and the total temperature data recorded by the sensors are transmitted to the aircraft's computer system. The computer system contains one or more processors responsible for receiving and processing the input data. The processors perform in-depth analysis of the data, including using image processing techniques to identify changes in the field-of-view images and real-time monitoring of the total temperature data to determine whether icing conditions are met. The analysis results are presented to the pilot via a display in the cockpit. The display can show the results of image analysis, total temperature data, and any relevant alarms or prompts, helping the pilot to fully understand the current flight environment and take appropriate action as needed.

[0107] Please refer to Figure 7, which is a schematic diagram of a data processing flow provided in another embodiment of this application; the aircraft icing detection method provided in this application includes the following steps:

[0108] The S701 uses a camera to calibrate the shooting position.

[0109] Specifically, during aircraft flight, to ensure the accuracy and reliability of subsequent image acquisition, the camera's shooting position needs to be precisely calibrated. First, a series of calibration objects with known spatial coordinates are selected and placed within the camera's field of view. Then, images of the calibration objects at different angles and positions are acquired using a specific calibration algorithm. Based on the feature point information of the calibration objects in these images, combined with the camera's imaging model, the camera's internal parameters (such as focal length, principal point coordinates, etc.) and external parameters (such as rotation matrix, translation vector, etc.) are mathematically calculated, thereby determining the camera's precise position and attitude in space. This clarifies the primary field of view, which serves as the foundation for subsequent image acquisition and processing, ensuring that the acquired images accurately reflect the actual external conditions of the aircraft.

[0110] The S702 reconstructs video images captured within the field of view onto a two-dimensional plane through projection.

[0111] Specifically, after acquiring the video image within the field of view, it needs to be transformed from three-dimensional space to a two-dimensional plane for subsequent processing. According to the imaging principle of a camera, light is focused onto the image sensor through the lens to form a two-dimensional image. Based on this principle, relevant projection transformation formulas, such as those used in a pinhole camera model, are employed to transform the coordinates of the video image pixels in three-dimensional space. In the specific calculation process, considering both the camera's internal and external parameters, the coordinates of each pixel in three-dimensional space are mapped to their corresponding positions on the two-dimensional plane, thus forming a two-dimensional planar image that facilitates subsequent processing. This two-dimensional planar image retains key information from the original video image within the field of view, including the shape, size, and positional relationships of objects, providing a foundation for subsequent image analysis.

[0112] S703 converts the reconstructed two-dimensional planar image into an editable and recognizable grayscale image, and names it the field of view t0.

[0113] Specifically, after obtaining a two-dimensional planar image, it needs to be converted into a grayscale image to facilitate subsequent image analysis and processing. A grayscale image is an image that contains only grayscale information; the grayscale value of each pixel represents the brightness of that point. The conversion process employs a specific grayscale conversion algorithm, with common algorithms including weighted average, maximum value, and average value methods. Taking the weighted average method as an example, based on the human eye's sensitivity to different colors, different weights are assigned to the red, green, and blue color channels. Then, the three color channel values ​​of each pixel are summed according to their weights to obtain the grayscale value of that pixel. In this way, the color information of each pixel in the two-dimensional planar image is converted into its corresponding grayscale value, ensuring that the image contains only grayscale information, facilitating subsequent image analysis and processing. After the conversion is complete, this image is named the field of view t0.

[0114] S704 converts the video signal transmitted in the next moment into an editable and recognizable grayscale image on a two-dimensional plane, and names it field of view t1.

[0115] In other words, the video signal transmitted at the next moment is converted into an editable and identifiable grayscale image on a two-dimensional plane using the same steps as S701-S703, and named the field of view t1. Specifically, as time progresses, the camera continuously acquires new video signals. For the video signal transmitted at the next moment, its corresponding shooting position is first calibrated according to the method in S701, that is, the spatial position and attitude of the camera at that moment are determined by the calibration algorithm and known calibration objects, thereby clarifying the new field of view. Next, according to the projection transformation method in S702, the video image pixels within the field of view are mapped from three-dimensional space to a two-dimensional plane to form a two-dimensional planar image. Finally, according to the grayscale algorithm in S703, this two-dimensional planar image is converted into a grayscale image containing only grayscale information and named the field of view t1. In this way, grayscale images of the aircraft's external environment at different times are obtained, providing a data foundation for subsequent comparative analysis.

[0116] S705, compare the grayscale images t1 and t0 to determine if there is a difference.

[0117] Specifically, to detect changes in the aircraft's external environment, it's necessary to compare grayscale images from different times. The comparison process involves comparing the grayscale values ​​of corresponding pixels in grayscale images t1 and t0, pixel by pixel. In practice, starting from the top-left pixel of the image, the grayscale values ​​of pixels at the same position in both grayscale images are compared sequentially. A difference threshold is set; if the absolute value of the difference between the grayscale values ​​of two pixels is greater than this threshold, then the two pixels are considered to have a difference. When there are pixels with different grayscale values ​​and this number or proportion reaches a certain level—for example, the number of differing pixels exceeds 10% of the total number of pixels—a difference is determined to exist. Through this comparison, changes in the image can be accurately detected, providing a basis for subsequent judgments.

[0118] If there are differences, execute S706;

[0119] If there is no difference, it means that the external environment of the aircraft is relatively stable. At this time, continue to collect and process video signals at certain time intervals, that is, return to step S704 and continuously monitor the changes in the external environment of the aircraft.

[0120] S706 indicates a change in the field of view, at which point it is determined that there may be a process of passing through clouds.

[0121] Specifically, when a difference exists between grayscale images t1 and t0, based on pre-set rules, extensive flight experiment data, and meteorological knowledge, it is assumed that the field of view has changed. During aircraft flight, cloud penetration typically causes significant changes in light and scenery within the field of view, which are reflected in the image's grayscale values. Therefore, when a difference is detected in the image, combined with relevant meteorological and flight environment characteristics, it is inferred that the aircraft may be experiencing cloud penetration.

[0122] S707 compares the position of image t1 with the built-in side windshield recognition line, that is, determines whether the outline of image t1 is greater than or equal to the recognition line.

[0123] Specifically, after determining that a cloud-crossing process may occur, 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 sidewinder identification line. First, the contour information of image t1 is extracted using an image recognition algorithm. This contour information reflects the boundaries of objects in the aircraft's external environment. Then, the extracted contour of image t1 is compared with the built-in sidewinder identification line. Specific comparison methods could include calculating the distance between key points on the contour and the identification line, or determining whether the contour intersects with the identification line. Through this comparison, the relative position of the contour of image t1 and the identification line can be determined, providing a basis for subsequent icing environment assessment.

[0124] If the contour of image t1 is greater than or equal to the recognition line, then execute S708;

[0125] If the outline of image t1 is smaller than the recognition line, it indicates that the current external environment of the aircraft does not quite match the characteristics of a supercooled large water droplet icing environment. At this time, video signal acquisition and processing will continue at certain time intervals, i.e., return to step S704 to continuously monitor the changes in the external environment of the aircraft.

[0126] S708 indicates that the aircraft may have entered a supercooled environment where large water droplets are icing.

[0127] Specifically, based on the comparison between the contour of image t1 and the identification line, when the contour is greater than or equal to the identification line, and according to relevant meteorological and flight environment judgment criteria, it is inferred that the aircraft may have entered a supercooled large water droplet icing environment. In a supercooled large water droplet icing environment, due to the presence of water droplets and special meteorological conditions, the external scenery of the aircraft will exhibit 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 indicates that the external scenery of the aircraft conforms to the characteristics of a supercooled large water droplet icing environment, and therefore it can be preliminarily determined that the aircraft may have entered this icing environment. This judgment method combines image features and meteorological knowledge, and can more accurately identify possible icing environments, providing pilots with timely early warning information.

[0128] S709 determines whether the temperature transmitted by the total temperature sensor is less than the preset temperature threshold.

[0129] If the temperature transmitted by the total temperature sensor is less than the preset temperature threshold (e.g., 10℃), proceed to step S710; if the temperature transmitted by the total temperature sensor is greater than or less than the preset temperature threshold (e.g., 10℃), it indicates 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 certain time intervals, i.e., return to step S704 to continuously monitor the changes in the external environment of the aircraft.

[0130] S710 determined that it had encountered a supercooled environment with large water droplets and advised the pilot to leave immediately.

[0131] Specifically, after initially determining that the aircraft may have entered a supercooled environment with large water droplets forming, a comprehensive judgment needs to be made based on temperature data transmitted by the total temperature sensor to further confirm the situation and ensure flight safety. The total temperature sensor measures the total temperature of the air surrounding the aircraft in real time. The temperature data transmitted by the sensor is then compared with a preset temperature threshold (10°C). When this temperature data is below 10°C, the aircraft is finally confirmed to have encountered a supercooled environment with large water droplets by combining the previous image judgment results—namely, changes in field of view and the relationship between the image outline and the recognition line. Once this environment is confirmed, the pilot is immediately alerted to evacuate via appropriate warning devices, such as warning lights in the cockpit and a voice prompt system, to ensure flight safety.

[0132] Understandably, steps S701-S710 above, through camera calibration of the shooting position, image projection reconstruction, grayscale conversion, comparative analysis, and comprehensive judgment combined with total temperature sensor data, can monitor changes in the aircraft's external environment in real time, solving the problem of accurate detection and early warning of icing environments during flight. Its advantages are twofold: firstly, by combining image analysis technology with sensor data, the accuracy and reliability of icing detection are improved, enabling timely detection of potential icing risks; secondly, by issuing timely alerts to the pilot, it helps the pilot take appropriate measures to ensure flight safety and avoid flight accidents caused by icing problems.

[0133] The embodiment shown in Figure 7 differs from that shown in Figure 3. Figure 3 primarily compares the field-of-view images of the main windshield at different times, determines whether the first icing condition is met based on grayscale changes and total temperature data, and then determines whether the second icing condition is met based on changes in the field of view of the side windshields, and alerts the pilot based on the alarm status. Figure 7, on the other hand, first uses camera calibration, projection reconstruction, and conversion to obtain grayscale images at different times, compares the grayscale images to determine whether the field of view has changed and whether there may be a cloud-crossing process, then compares the image with the position of the built-in side windshield recognition line, and combines the temperature of the total temperature sensor to determine whether an environment with supercooled large water droplets has been encountered and alerts the pilot to leave. Figure 7 focuses more on the pre-processing of images and the comprehensive judgment based on contours and temperature.

[0134] Therefore, the advantage of Figure 3 lies in its direct focus on the changes in the field of view images of the main windshield and side windshields in the cockpit and the judgment of meteorological conditions. It clearly defines icing conditions through grayscale changes and total temperature data, and promptly alerts the pilot based on the alarm status. The judgment and alert logic for icing weather is clear and closely integrated with actual flight operations. The advantage of Figure 7 is that it emphasizes the accurate pre-processing of images during the judgment process, such as the calibration of the shooting position, projection reconstruction and grayscale conversion. By comparing the differences in grayscale images, the relationship between the image outline and the recognition line, and the temperature of the total temperature sensor, a comprehensive judgment can be made. This allows for a more comprehensive and detailed monitoring of changes in the external environment of the aircraft, thereby more accurately identifying supercooled large water droplet environments.

[0135] Please refer to Figure 8, which is a schematic diagram of the aircraft icing detection device provided in this application. This 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.

[0136] The data acquisition module 710 acquires a first dataset and a second dataset of the aircraft at a first time point and a second time point, respectively, and acquires total temperature data at the second time point. The first and second datasets include field-of-view images of the cockpit main windshield and side windshields, as well as external images or video data of the aircraft acquired by external camera devices.

[0137] Image analysis module 720 is used to compare the second dataset with the first dataset to detect changes in the aircraft's external environment and the windshield's field of view.

[0138] The icing judgment module 730 is used to judge the icing conditions 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, then the changes in the external environment of the aircraft and the windshield field of view are determined to meet the first icing condition.

[0139] For example, the image analysis module 720 is also used for:

[0140] By comparing the grayscale distribution of the second dataset with that of the first dataset, the grayscale changes caused by the passage of humid airflow in the external environment of the aircraft and within the field of view of the windshield are identified and quantified.

[0141] If a region in the second dataset that is greater than or equal to a preset proportion exhibits grayscale changes, it is determined that there is visible moisture in the changes within the external environment of the aircraft and the field of view of the windshield.

[0142] For example, the icing detection module 730 is also used for:

[0143] If the changes in the external environment of the aircraft and the field of vision of the windshield do not meet the first icing condition, then determine whether the first icing detection alarm corresponding to the first icing condition is activated.

[0144] If the first icing alarm has been activated, cancel the first icing detection alarm and prompt the pilot to leave the icing weather conditions that meet the first icing conditions.

[0145] If changes in the external environment of the aircraft and within the windshield's field of vision meet the first icing conditions, a first icing detection alarm will be issued, prompting the pilot to enter icing weather conditions that meet the first icing conditions.

[0146] For example, the image analysis module 720 is also used for:

[0147] Obtain the third dataset and the fourth dataset at the second time point from the cockpit side windshield;

[0148] Compare the fourth dataset with the third dataset to detect changes within the side windshield field of view or at a preset reference surface;

[0149] If the changes within the side windshield's field of vision show the presence of supercooled large water droplets, then the current situation is determined to meet the second icing condition. The second icing condition is a further judgment based on the first icing condition, specifically the presence of supercooled large water droplets within the side windshield's field of vision.

[0150] For example, the icing detection module 730 is also used for:

[0151] If the fourth dataset shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, then the changes within the field of view of the side windshield indicate the presence of supercooled large water droplets.

[0152] For example, the icing detection module 730 is also used for:

[0153] If the changes within the field of view of the side windshield do not meet the second icing condition, then determine whether the second icing detection alarm corresponding to the second icing condition is activated.

[0154] If the second icing detection alarm has been activated, cancel the second icing detection alarm and prompt the pilot to leave the icing weather that meets the second icing conditions;

[0155] For example, the icing detection module 730 is also used for:

[0156] If the changes within the field of vision of the side windshield meet the second icing condition, a second icing detection alarm will be issued and the pilot will be prompted to enter the icing weather conditions that meet the second icing condition, and then enter the operating procedure that meets the second icing condition.

[0157] For example, the aircraft icing detection device 700 is also used for:

[0158] A light source and at least three sets of cameras are installed at a predetermined location on the aircraft. One set of cameras is used to capture the view from the main windshield, one set is used to capture the view from the side windshields, and another set is used to capture the external surface of the aircraft. The light source is used to provide light for the camera devices.

[0159] For example, the aircraft icing detection device 700 is also used for:

[0160] The process of acquiring the first dataset of the aircraft at a first time point and the second dataset at a second time point, while simultaneously acquiring the total temperature data at the second time point, includes:

[0161] Use a camera to mark the shooting position;

[0162] The video images captured within the field of view are reconstructed on a two-dimensional plane through projection;

[0163] The reconstructed two-dimensional planar image is converted into an editable and recognizable grayscale image to obtain the first dataset;

[0164] The video signal transmitted at the next moment is converted into an editable and recognizable grayscale image on a two-dimensional plane to obtain the second dataset.

[0165] For example, comparing the second dataset with the first dataset to detect changes in the aircraft's external environment and the windshield's field of vision includes:

[0166] Compare the first dataset with the second dataset to determine if there are any differences.

[0167] For example, if the changes in the external environment of the aircraft and the windshield's field of vision indicate visible moisture, and the total temperature data is below a preset threshold, then determining that the changes in the external environment of the aircraft and the windshield's field of vision meet the first icing condition includes:

[0168] If there is a difference, it indicates a change in the field of vision;

[0169] Determine whether the contours in the second dataset are greater than or equal to the recognition line;

[0170] If the contour of the second dataset is greater than or equal to the recognition line, then determine whether the temperature transmitted by the total temperature sensor is less than the preset temperature threshold.

[0171] If the temperature transmitted by the total temperature sensor is lower than the preset temperature threshold, it is determined that the environment has been encountered by a supercooled large water droplet, and the pilot is prompted to leave immediately.

[0172] In some embodiments, this application also provides an aircraft that includes the aircraft icing detection method described above.

[0173] Specifically, the aircraft is equipped with a cluster of sensors and cameras capable of capturing and analyzing real-time images of the main and side windshields, as well as total temperature data around the aircraft. This data is transmitted to the aircraft's computer system, which uses image processing technology to automatically identify changes within the field of view, such as the presence of visible moisture and whether the temperature is below the icing threshold. Through a built-in icing detection module, the aircraft can evaluate the collected data in real time and quickly determine whether icing conditions are met. This real-time detection capability allows the aircraft to react immediately when icing risks arise, without requiring manual pilot intervention.

[0174] Furthermore, the aircraft utilizes image processing technology to identify supercooled large water droplets (such as those larger than 50 micrometers in diameter). These droplets are not easily frozen in low-temperature environments, but they can rapidly ic up upon impact with the aircraft's surface. The aircraft's icing detection module considers not only conventional icing conditions, such as total temperature data and visible humidity, but also specifically targets 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 determines that the icing conditions for supercooled large water droplets are met. Once the icing conditions for supercooled large water droplets are determined, the aircraft automatically activates targeted anti-icing measures. These measures include, for example, an enhanced windshield heating system, special de-icing fluid spraying, or adjusting the flight path to avoid areas with a high concentration of supercooled large water droplets. In addition, when supercooled large water droplet icing conditions are detected, the aircraft provides clear prompts and operational instructions to the pilot through displays in the cockpit.

[0175] Automated icing detection and assessment systems can handle not only routine icing conditions but also effectively address the unique icing risks posed by large, supercooled water droplets, reducing the workload for pilots in icing assessment and anti-icing operations. Pilots can rely on real-time system feedback to focus on other critical flight missions, thereby improving overall flight efficiency and safety. Furthermore, through automated and real-time icing detection systems, aircraft can quickly activate anti-icing measures when icing conditions occur, such as activating windshield heating systems or adjusting flight attitude to prevent icing from impacting flight safety. This proactive anti-icing strategy significantly enhances the overall safety performance of aircraft.

[0176] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for detecting icing on an aircraft, the method comprising: Acquire a first dataset of the aircraft at a first time point and a second dataset at a second time point, and simultaneously acquire total temperature data at the second time point; wherein, the first dataset and the second dataset include field-of-view images of the cockpit main windshield and side windshields, as well as external images or video data of the aircraft acquired through external camera devices; The second dataset was compared with the first dataset to detect changes in the aircraft's external environment and the windshield's field of vision. If changes in the external environment of the aircraft and the windshield's field of vision indicate visible moisture, and the total temperature data is below a preset threshold, then the changes in the external environment of the aircraft and the windshield's field of vision are determined to meet the first icing condition.

2. The aircraft icing detection method according to claim 1, wherein the step of comparing the second dataset with the first dataset includes: By comparing the grayscale distribution of the second dataset with that of the first dataset, the grayscale changes caused by the passage of humid airflow in the external environment of the aircraft and within the field of view of the windshield are identified and quantified. If a region in the second dataset that is greater than or equal to a preset proportion exhibits grayscale changes, it is determined that there is visible moisture in the changes within the external environment of the aircraft and the field of view of the windshield.

3. The aircraft icing detection method according to claim 1, wherein the method further comprises: If the changes in the external environment of the aircraft and the field of vision of the windshield do not meet the first icing condition, then determine whether the first icing detection alarm corresponding to the first icing condition is activated. If the first icing alarm has been activated, cancel the first icing detection alarm and prompt the pilot to leave the icing weather conditions that meet the first icing conditions. If changes in the external environment of the aircraft and within the windshield's field of vision meet the first icing conditions, a first icing detection alarm will be issued, prompting the pilot to enter icing weather conditions that meet the first icing conditions.

4. The aircraft icing detection method according to claim 1, wherein the method further comprises: Obtain the third dataset and the fourth dataset at the second time point from the cockpit side windshield; Compare the fourth dataset with the third dataset to detect changes within the side windshield field of view or at a preset reference surface; If the changes within the side windshield's field of vision show the presence of supercooled large water droplets, then the current situation is determined to meet the second icing condition. The second icing condition is a further judgment based on the first icing condition, specifically the presence of supercooled large water droplets within the side windshield's field of vision.

5. The aircraft icing detection method according to claim 4, wherein the step of comparing the fourth dataset with the third dataset includes: If the fourth dataset shows an icing area, and the area of ​​the icing area is greater than or equal to a preset threshold, then the changes within the field of view of the side windshield indicate the presence of supercooled large water droplets.

6. The aircraft icing detection method according to claim 4, wherein the method further comprises: If the changes within the field of view of the side windshield do not meet the second icing condition, then determine whether the second icing detection alarm corresponding to the second icing condition is activated. If the second icing detection alarm has been activated, cancel the second icing detection alarm and prompt the pilot to leave the icing weather conditions that meet the second icing conditions.

7. The aircraft icing detection method according to claim 4, wherein the method further comprises: If the changes within the field of vision of the side windshield meet the second icing condition, a second icing detection alarm will be issued and the pilot will be prompted to enter the icing weather conditions that meet the second icing condition, and then enter the operating procedure that meets the second icing condition.

8. The aircraft icing detection method according to claim 1, wherein a light source and at least three sets of camera devices are installed at a preset position on the aircraft, wherein one set of camera devices is used to capture the view of the main windshield, one set of camera devices is used to capture the view of the side windshields, and another set is used to capture the external surface of the aircraft, and the light source is used to provide light for the camera devices.

9. The aircraft icing detection method according to claim 1, wherein acquiring a first dataset and a second dataset at a first time point, and simultaneously acquiring total temperature data at the second time point, comprises: Use a camera to mark the shooting position; The video images captured within the field of view are reconstructed on a two-dimensional plane through projection; The reconstructed two-dimensional planar image is converted into an editable and recognizable grayscale image to obtain the first dataset; The video signal transmitted at the next moment is converted into an editable and recognizable grayscale image on a two-dimensional plane to obtain the second dataset.

10. The aircraft icing detection method according to claim 9, wherein comparing the second dataset with the first dataset to detect changes in the aircraft's external environment and windshield field of view includes: Compare the first dataset with the second dataset to determine if there are any differences.

11. The aircraft icing detection method according to claim 10, wherein if changes in the external environment and windshield field of view of the aircraft indicate visible moisture, and the total temperature data is lower than a preset threshold, then determining that the changes in the external environment and windshield field of view of the aircraft satisfy the first icing condition includes: If there is a difference, it indicates a change in the field of vision; Determine whether the contours in the second dataset are greater than or equal to the recognition line; If the contour of the second dataset is greater than or equal to the recognition line, then determine whether the temperature transmitted by the total temperature sensor is less than the preset temperature threshold. If the temperature transmitted by the total temperature sensor is lower than the preset temperature threshold, it is determined that the environment has been encountered by a supercooled large water droplet, and the pilot is prompted to leave immediately.

12. An aircraft icing detection device, the device comprising: The data acquisition module acquires a first dataset and a second dataset of the aircraft at a first time point and a second time point, respectively, and also acquires the total temperature data at the second time point. The first and second datasets include field-of-view images of the cockpit main windshield and side windshields, as well as external images or video data of the aircraft acquired through external camera devices. The image analysis module is used to compare the second dataset with the first dataset to detect changes in the aircraft's external environment and the windshield's field of view; The icing judgment module is used to judge the icing conditions 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, then the changes in the external environment of the aircraft and the windshield field of view are determined to meet the first icing condition.

13. An aircraft, wherein the aircraft includes the aircraft icing detection method as described in any one of claims 1-11.

Images