## 1 Introduction  
Aircraft tcing poses a significant threat to flight safety [(1; 2)]. When the leading edge of an aircraft wing icing, it can increase weight, decrease lift, and degrade aerodynamic performance, ultimately affecting the aircraft's safety and maneuverability [(3)]. There are two approaches to addressing aircraft icing: anti-icing and de-icing. Passive anti-icing technology works primarily through surface coating to change surface properties and prevent aircraft surface ice adhesion [(4; 5; 6; 7)]. However, a single coating technology cannot be used for aircraft de-icing. It must be used in conjunction with active de-icing technology to solve the problem of aircraft icing through a hybrid anti-icing technology [(8; 9)]. As a result, research into active de-icing equipment remains the primary focus of the present aircraft icing problem. Thermal [(10; 11; 12)], chemical [(13; 14)], and mechanical de-icing [(15; 16; 17; 18; 19; 20; 21; 22; 23)] are examples of active de-icing technologies that can eliminate ice formation before it has visible harmful consequences. Thermal de-icing affects engine efficiency and heat utilization when the engine generates heat [(24)]. However, it costs much electrical energy and has a restricted application when heat is generated by electric heaters placed under the wing surfaces [25]. Chemical de-icing has been utilized for ground-based anti-icing, although its environmental impact is a source of worry [26; 27; 28]. One of the oldest mechanical de-icing solutions is airbag de-icing, which uses airbag tubes to expand and protrude outward, shattering the ice covering. This de-icing technology has been employed in aircraft models MV-22 and ATR42; the de-icing effect is poor, and leftover ice increases drag, altering the aircraft's original aerodynamic shape [29]. Ultrasonic and piezoelectric de-icing are being developed and have not yet been deployed to aircraft [30; 31]. Dr. [PERSON]'s publication of the electro-impulse system design sparked a rush of study into electro-impulse de-icing technologies [32]. The basic principle of electro-impulse de-icing technology is that the capacitor, through the switch to the impulse coil discharge, will form a rapid change of the magnetic field; the time-varying magnetic field will be induced in the metal skin of the eddy currents, which produces high amplitude and a short duration of the impulse force; the skin of the vibration in the action of the impulse force, which will enable the ice layer and the skin to be separated; and finally, to achieve the purpose of de-icing. Compared to other de-icing techniques, the electro-impulse de-icing system has been widely used for aircraft de-icing because of its low energy consumption, ease of maintenance, high dependability, and lack of substantial negative impact on engine characteristics. Although the experimental research of the electro-impulse system can view the de-icing process, it requires a particular icing environment, such as a wind tunnel, and the entire experiment must take place in an insulated box. Calculating experimental data for complicated structures can be time-consuming. With the advancement of electrical technology, the application of numerical simulation methods to study electro-impulse deicing technology can avoid these strict research settings, making the calculation of experimental data easier. Furthermore, simulating the ice-shedding process and predicting the de-icing effect is critical for developing electro-impulse de-icing devices. The finite element method can obtain the stress and strain responses of the skin and ice layer during electro-impulse de-icing by discretizing a complex set of differential equations into a linear set of equations. It can calculate the ice-shedding process using damage mechanics principles. The accurate de-icing calculation model enables people to swiftly finish the deicing system design, analysis, and optimization. [PERSON] et al.