## 4 Results Analysis
### Experimental Result Analysis
 \tag{2}\]  
\[\rho_{f}\bigg{[}\frac{\partial h_{f}}{\partial t}+\overrightarrow{\
abla} \cdot\bigg{(}\overrightarrow{V}_{f}h_{f}\bigg{)}\bigg{]}=V_{\rm co}(LWC)\beta- \dot{m}_{evap}-\dot{m}_{ice} \tag{3}\]  
In Formulas (2) and (3), \(\rho_{f}\) is the air density, \(h_{f}\) is the surface water film thickness of the component, \(c_{f}\) is the specific heat capacity of the rudder, \(T_{f}\) is the thermal equilibrium temperature, \(V_{f}\) is the surface liquid film flow velocity, \(T_{\rm co}\) is the airflow temperature in the flow field domain, \(V_{\rm co}\) is the airflow velocity, \(LWC\) is the liquid water content in the air, \(\beta\) is the water droplet collection coefficient, \(V_{d}\) is the impact velocity of the droplet hitting the surface of the component, \(m_{evap}\) is the evaporation mass of liquid water, \(Q_{anti-icing}\) is the anti-icing heat flux, and \(m_{ice}\) is the icing mass. When the rudder stock is covered with ice, it will have a certain impact on the material life, resulting in it not fully meeting expectations. More experiments will be conducted in the future to verify this. This series of formulas serves as the basis for quantitative references. After analyzing the relationship between the number of cyclic loads and the test environment, and observing the fracture characteristics, the following test conclusions are drawn:  
1. The number of cyclic loads under each temperature band is relatively discrete, which is in line with the discrete characteristics of the fatigue test data. 2. At 20 \({}^{\circ}\)C and 0 \({}^{\circ}\)C, there is no ice cover on the rudder bar specimen; at \(-\)20 \({}^{\circ}\)C, the surface of the rudder bar specimen exhibits an ice shell with a thickness of 0.6 mm. At \(-\)40 \({}^{\circ}\)C, at the moment when the rudder bar specimen is removed from the icy water, the thickness of the ice cover on the surface of the rudder bar specimen reaches more than 1 mm, the moisture in the air continuously gathers on the rudder bar specimen in the experimental process, and the final thickness of the ice cover reaches 1.6 mm. The existence of ice cover affects the temperature distribution of the structural surface, resulting in the dispersion characteristics of structural fatigue test data. The presence of ice will affect the temperature distribution on the surface of the structure, resulting in a lower temperature on the surface of the structure, which reduces the strength of the steel. Ice cover increases the loading on the structure, resulting in additional loads being applied to the structure [29]. This results in the structure being subjected to greater loads, which may cause mechanical effects such as bending, shearing, and twisting of the structure, thus affecting the performance of the structure. 3. The relationship between the number of cyclic loads of the rudder bar specimen and the simulated Arctic environment is as follows: when the temperature is 20 \({}^{\circ}\)C and 0 \({}^{\circ}\)C, the number of cyclic loads does not change much; when the temperature decreases to \(-\)20 \({}^{\circ}\)C, the number of cyclic loads decreases to 53.7% of that at room temperature. When the temperature decreases to \(-\)40 \({}^{\circ}\)C, the number of cyclic loads shows a precipitous drop, a decrease of 96.7% compared with that at room temperature. 4. The reason for the precipitous drop in the number of cyclic loads at \(-\)40 \({}^{\circ}\)C can be categorized into two points: first, the low temperature significantly increases the sensitivity of the rudder bar specimen to grooves and cracks; and second, the ice coating on the surface of the rudder bar specimen affects it, leading to a significant reduction in its fatigue life. The accuracy and reliability of the model were verified by comparing its results with experimental data.