CN113111437B - Data fusion type aircraft movement mechanism reliability assessment method - Google Patents
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Abstract
The invention provides a reliability evaluation method of an aircraft movement mechanism with data fusion, which comprises the following steps: s1, collecting design information of a motion mechanism; s2, establishing a performance model of the motion mechanism; s3, verifying and correcting a performance model of the motion mechanism; s4, determining an invalidation threshold of the motion mechanism; s5, constructing a loss rule model of the motion mechanism; s6, reliability simulation analysis of the motion mechanism comprises the following steps: s61, performing system modeling through data fusion; s62, determining distribution of required parameters; s63, selecting a corresponding random variable sampling method to realize sampling and simulation of known probability distribution; s64, calculating the reliability of the movement mechanism. The invention constructs the transmission relation of the work of each part and the damage and degradation rules of key components through the performance model of the motion mechanism, solves the correlation problem of the reliability evaluation of the motion mechanism, and can effectively guide the development and design improvement of the motion mechanism.
Description
Technical Field
The invention relates to the field of product reliability, in particular to a reliability assessment method for an aircraft movement mechanism with data fusion.
Background
The motion mechanism is widely used in the aircraft as a mechanical device for transmitting motion rules and loads, and the reliability of the motion mechanism directly influences the safety of the aircraft or the completion of tasks. Once the aircraft mechanism fails, the completion of the aircraft mission is affected lightly, and serious safety problems are caused heavily. With the development of the aviation industry, a plurality of special movement mechanisms with complex functions are added in the novel aircraft. Complex movement mechanisms such as an airfoil lift-increasing device, a lock mechanism, a stay bar mechanism and the like directly influence the operation and the service performance of an airplane, are main factors influencing the success and the safety of tasks, and have serious consequences caused by the loss of functions. The current mechanism reliability analysis method mainly comprises the following steps: failure data statistical analysis based on probability theory, fuzzy mathematical method and convex set interval method which consider random uncertainty factors, fault tree analysis method and digital simulation technology. Although the aspects can solve the reliability design analysis of the mechanism at a certain level, aiming at the high task success and safety requirements of the aircraft, the analysis methods still have more problems in the reliability design analysis and verification of the mechanism, and are mainly characterized in that:
1. independent hypothesis theory does not accord with actual conditions, and the failure of the movement mechanism has obvious relevance.
2. The gradual damage of the component is caused by the continuous action of the load, and the reliability of the movement mechanism has dynamic property.
3. The reliability development and verification work of the mechanism does not fully consider the damage to parts caused by the alternation and the combined action of the environment and the working load, and the verification method is incomplete and insufficient.
Disclosure of Invention
In the face of the high task success and safety requirements of the aircraft, the reliability design analysis and verification work of the movement mechanism must change the traditional reliability work knowledge, the functional characteristics and the fault characteristics of the mechanism are deeply analyzed, the cooperative/coupling damage mechanisms of various loads are analyzed when the complex conditions work for a long time, and the performance degradation rules of the components under the coupling damage are clarified. However, since the structure of the movement mechanism is complex, the research on the movement mechanism in China at early stage is focused on the realization of the mechanism function principle, the foundation for the research on the reliability of the mechanism is weak, especially the damage problem under the complex condition of the mechanism is lacking in data accumulation, the damage mechanism is unknown, and the reliability design analysis and verification of the effective supporting mechanism are difficult. Therefore, the mechanism damage mechanism in actual use must be deeply mastered, the influence of member damage on the mechanism functional performance is thoroughly cleared, the mechanism reliability analysis and evaluation technology is established, the problem of reliability design analysis and test verification of the movement mechanism is solved, the mechanism reliability design level is improved, and the reliability design and use requirements of the movement mechanism are met.
In order to achieve the above purpose, the invention provides a reliability evaluation method for an aircraft movement mechanism by fusing key component function/performance degradation test data, which comprises the following steps:
step S1, collecting design information of a motion mechanism, wherein the collected design information comprises motion mechanism components, working principles, part machining dimensions, matching dimensions, machining processes or function/performance indexes;
s2, establishing a performance model of the motion mechanism, and constructing a mathematical relationship between a load input and a motion output of the motion mechanism through a simulation tool;
step S3, verifying and correcting a performance model of the motion mechanism;
s4, determining an invalidation threshold of the motion mechanism; the failure threshold value of the motion mechanism refers to the characterization parameters of the motion mechanism which do not meet the design requirements, including position accuracy, driving force or bearing;
s5, constructing a wear rule model of the motion mechanism, wherein the wear rule of the motion mechanism refers to the degradation trend of the functions/performances of all parts of the motion mechanism along with the working time, and comprises wear of a motion pair, fatigue of a bearing piece and relaxation of a spring;
step S6, reliability simulation analysis of the movement mechanism specifically comprises the following steps:
s61, performing system modeling through data fusion;
s62, determining the distribution of the parameters required in the step S1;
s63, selecting a corresponding random variable sampling method according to the determined parameter distribution, realizing sampling of the known probability distribution, and simulating by using the system model in the step S61;
s64, calculating the reliability of the motion mechanism, specifically: after obtaining data through simulation, solving failure probability P according to output result f According to failure probability P f And obtaining a reliability curve of the motion mechanism.
Preferably, the movement mechanism is a vibration damping mechanism for an aircraft landing gear.
Preferably, the step 1 is embodied as: the vibration reduction mechanism of the undercarriage comprises a tire, wheels, a vibration reduction strut and a fuselage; the parameters to be collected are: fuselage mass m 0 Wheel mass m 1 Tire stiffness k 1 Damping strut stiffness k 0 Damping strut damping c 0 ；
The step 2 is specifically as follows: the performance model of the vibration reduction mechanism of the undercarriage is that a wheel motion equation and a fuselage motion equation are determined according to Newton's second law;
wherein, the equation of motion of the fuselage is:
the equation of motion of the wheel is:
wherein m is 0 Representing the mass of the fuselage, c 0 Representing the damping of the buffer strut; k (k) 0 Representing the cushioning strut stiffness;representing the second differential of the body displacement, i.e., the body acceleration; v 0 Indicating the fuselage glide speed; s is(s) 0 Representing the displacement of the fuselage; />Representing the second differential of wheel displacement, i.e., wheel acceleration; />Representing the first differential of wheel displacement, i.e., wheel speed; s is(s) 1 Representing the displacement of the wheel; m is m 1 Representing the mass of the wheel; k (k) 1 Representing tire stiffness;
according to the motion equations (1) and (2) of the performance model, namely the airplane wheel and the airplane body, building a simulated performance model by using a simulation module simulink in simulation software Matlab;
the step 4 is embodied as follows: determining the key performance index of the vibration damping mechanism of the landing gear of the aircraft as the body displacement s 0 Maximum value of s 0max Judging that the vibration reduction mechanism of the landing gear of the aircraft fails when the vibration reduction mechanism of the landing gear of the aircraft is more than 0.35 m;
the step 5 is embodied as follows: the wear law model of the aircraft landing gear vibration damping mechanism specifically comprises a buffer strut rigidity k 0 And damping strut damping c 0 Is a degradation model of (2):
k 0 ＝150000-3.87N (5)
ln(c 0 )＝58.4-3.87ln(N) (6)
wherein N is the number of times of landing of the aircraft.
Preferably, S61 in the step S6 is embodied as: and (3) inputting coefficients in the simulation performance model built by using the simulation module simulink in the step S2 into the simulation performance model by using the assignment module, wherein the input coefficients are related to a wear rule model of the motion mechanism, so that a system model of the landing gear vibration reduction mechanism after data fusion is obtained.
Preferably, S62 in the step S6 is embodied as: the distribution of the required parameters in step S1 is as follows:
wherein σ represents the standard deviation and μ represents the mean.
Preferably, S64 in the step S6 is embodied as: for the vibration reduction mechanism of the undercarriage, when the number of take-off and landing is N, calculating an estimated value of failure probability:
wherein, the liquid crystal display device comprises a liquid crystal display device,is an estimated value of failure probability; n is the simulation number when the number of landing times is N, j=1, 2, … N, I Fj For the jth statistic, s 0jmax The maximum value of the body displacement is simulated and output for the jth time when the number of times of landing is N;
obtaining failure probability of the landing gear vibration reduction mechanism corresponding to each lifting frequency N according to the formula (7)Reliability of the landing gear damping mechanism>And obtaining a reliability curve of the landing gear vibration reduction mechanism according to the lifting times N and the reliability R (N).
The invention has the following effects:
compared with the prior art, the reliability evaluation method for the movement mechanism provided by the invention has the following technical advantages:
1. the transfer relation of the work of each part is constructed through the performance model of the motion mechanism, and the correlation problem of the reliability evaluation of the motion mechanism is solved.
2. By establishing the damage and degradation rules of key components, the problem of dynamic evaluation of the reliability of the movement mechanism is solved.
3. The design and manufacturing information of the movement mechanism are fused through numerical calculation, so that the development and design improvement of the movement mechanism can be effectively guided.
Drawings
FIG. 1 is a flow chart of the steps of the present invention;
FIG. 2 is a simplified view of the landing gear vibration reduction mechanism of the present invention;
FIG. 3 is a simulation of a landing gear vibration reduction mechanism performance model;
FIG. 4 is a landing gear vibration reduction mechanism performance model validation;
FIG. 5 is a block diagram of a kinematic mechanism reliability simulation analysis technique;
FIG. 6 is a simulation of the fused landing gear vibration reduction mechanism performance model;
FIG. 7 is a reliability curve for the landing gear vibration reduction mechanism.
Detailed Description
For a better understanding of the technical solution of the present invention, the following detailed description of the specific embodiments of the present invention refers to the accompanying drawings and examples. In the drawings, like reference numbers indicate identical or functionally similar elements. Although various aspects of the embodiments are illustrated in the accompanying drawings, the drawings are not necessarily drawn to scale unless specifically indicated.
In order to more clearly understand the technical features, objects and effects of the present invention, a detailed description of a method for evaluating reliability of a data-fused aircraft motion mechanism will be given below by taking a vibration reduction mechanism of an aircraft landing gear as an example, as shown in fig. 1, and the method comprises the following steps:
step S1, design information of the movement mechanism is collected, wherein the collected design information comprises movement mechanism components, working principles, part machining dimensions, matching dimensions, machining process, function/performance indexes and the like.
Firstly, determining that a vibration reduction mechanism of an aircraft landing gear belongs to a motion mechanism, and then simplifying the vibration reduction mechanism into 4 parts of a tire, a wheel, a vibration reduction strut and a machine body; the working principle of the vibration reduction mechanism is as follows: the displacement, speed and acceleration of the fuselage are affected by the initial slip speed, tire stiffness, wheel mass, stiffness and damping of the vibration-damping struts, and the mass of the fuselage itself, as shown in fig. 2. Thus from the previous analysis, the specific parameters that need to be collected are as follows: fuselage mass m 0 Wheel mass m 1 Tire stiffness k 1 Damping strut stiffness k 0 Buffer support columnDamping c 0 。
And S2, establishing a performance model of the motion mechanism, and constructing a mathematical relationship between the load input and the motion output of the motion mechanism through a simulation tool.
Performance modeling is the construction of mathematical models (theoretical, empirical, statistical) that characterize the interrelationship of real physical objects (e.g., causal, etc.) based on objective laws (composition, theory of operation), trial, or statistical laws (data analysis) about real physical objects. The simulation tool may be Dymola, AMESim or Matlab, etc.
For the vibration reduction mechanism of the aircraft landing gear, the performance model is a wheel motion equation and a fuselage motion equation determined according to Newton's second law.
Wherein, the equation of motion of the fuselage is:
the equation of motion of the wheel is:
wherein m is 0 Representing the mass of the fuselage, c 0 Representing the damping of the buffer strut; k (k) 0 Representing the cushioning strut stiffness;representing the second differential of the body displacement, i.e., the body acceleration; v 0 Indicating the fuselage glide speed; s is(s) 0 Representing the displacement of the fuselage; />Representing the second differential of wheel displacement, i.e., wheel acceleration; />Representing the first differential of wheel displacement, i.e., wheel speed; s is(s) 1 Indicating wheel displacement；m 1 Representing the mass of the wheel; k (k) 1 Representing the tire stiffness.
According to the performance models, namely the motion equations (1) and (2) of the airframe and the airplane wheel, a simulation module simulink in simulation software Matlab is used for constructing a simulation performance model, and as shown in figure 3, the input is airframe sliding-down speed v 0 The output is the displacement s of the body 0 And wheel displacement s 1 ，c 0 /m 0 、c 0 /m 1 、k 1 /m 1 、k 0 /m 1 、k 0 /m 0 For coefficients obtained from the equation of motion, 1/s represents a first order differential.
And S3, verifying and correcting the performance model of the motion mechanism.
The performance modeling follows the modeling ideas of unitization and bottom-up, namely, the system carries out unitization decomposition according to a certain principle, and then each subunit is combined into a system model. After performance modeling is completed in different levels, model verification is carried out, and performance simulation data results are verified according to test data, theoretical analysis and sample data, so that relative errors between simulation indexes and test data are controlled within an allowable range. Setting model parameters for simulation calculation, and correcting by adjusting the performance model parameters by comparing test data with performance model simulation results. As shown in a motion mechanism performance model verification chart of fig. 4, a simulation result obtained by one simulation is compared with test data, and the abscissa is time and the ordinate is the displacement of the machine body. And the relative error between the simulation result of the vibration reduction mechanism of the undercarriage and the test data is controlled within an allowable range through the correction of the performance model parameters.
S4, determining a failure threshold value of the movement mechanism; the failure threshold value of the motion mechanism refers to the characterization parameters of the motion mechanism which do not meet the design requirements, including position accuracy, driving force or bearing and the like.
In particular, the function of the vibration damping mechanism of the landing gear of the aircraft is to eliminate landing impact of the aircraft, and the key performance index is the maximum normal displacement of the aircraft body during landing, namely the aircraft body displacement s 0 Is a maximum value of (a). For the normal displacement of the main body of a large-sized conveyor during landing, the normal displacement is generally not more thanOver 0.35m, thus will s 0max And > 0.35m is used as a failure criterion of the vibration reduction mechanism of the landing gear of the airplane. I.e. setting the simulation result s 0max If the number is more than 0.35m, the vibration damping mechanism is judged to be invalid.
And S5, constructing a wear rule model of the motion mechanism, wherein the wear rule of the motion mechanism refers to the degradation trend of the functions/performances of all parts of the motion mechanism along with the working time, and mainly comprises wear of a motion pair, fatigue of a bearing piece, relaxation of a spring and the like. Specifically, the degradation trend of the functions/performances of the parts of the motion mechanism with the working time is generally obtained through laboratory tests, and then is obtained through parameter fitting by means of Matlab with reference to a known degradation model.
In particular to an aircraft landing gear vibration reduction mechanism, a loss rule model of a motion mechanism simulates the work load born by a landing gear in the landing process of the aircraft through a landing gear landing vibration test to obtain the rigidity k of a buffer strut 0 And damping strut damping c 0 The change rule of the number of times of lifting, namely the loss rule model of the movement mechanism comprises the rigidity k of the buffer support column 0 And damping strut damping c 0 Is a degradation model of (a).
Damping strut stiffness k 0 And damping strut damping c 0 Cannot be measured directly, and needs to pass through the body displacement s 0 The measured value of (2) is used for carrying out model parameter identification by using the application performance model in the step S2 to obtain the rigidity k of the buffer support in the test process 0 And damping strut damping c 0 。
Test data shows that the rigidity k of the buffer support column 0 For linear degradation, the strut damping c 0 For logarithmic linear degradation, i.e. damping strut stiffness k 0 The degradation rules satisfied are:
k 0 ＝a-bN (3)
wherein, a and b are fitting parameters;
n-number of picks.
While damping strut damping c 0 The degradation rules satisfied are:
ln(c 0 )＝c-dln(N) (4)
wherein, c and d are fitting parameters;
n-number of picks.
Fitting the test data by using a least square method to obtain the rigidity k of the buffer support column 0 And damping strut damping c 0 Is a degradation model of (2):
k 0 ＝150000-3.87N (5)
ln(c 0 )＝58.4-3.87ln(N) (6)
and S6, performing reliability simulation analysis on the motion mechanism.
The reliability simulation analysis of the motion mechanism is to calculate the reliability of the motion mechanism by using a digital simulation method on the basis of considering the manufacturing error, assembly error, function/performance randomness and part loss of the motion mechanism, thereby realizing the aim of quantitative evaluation of the reliability of the motion mechanism.
The reliability analysis of the movement mechanism adopts a digital simulation method, and the basic idea is as follows: certain statistical laws of the precursor are inferred from the samples, as shown in fig. 5. The simulation calculation steps are as follows:
s61, performing system modeling through data fusion.
Based on the structure and the target of the system, the mathematical logic relation between the state variables and parameters of the system and the components thereof is analyzed, and a mathematical logic model of the system under study is built on the basis. Specifically, the wear rule model of the step S4 is fused into the performance model of the step S2 by using simulation software.
In this embodiment, the data interaction function of the simulation module Simulink in Matlab is utilized, the coefficients in the simulation model built by using the simulation module Simulink in step S2 are used, and the assignment module is used to assign c 0 /m 0 、c 0 /m 1 、k 1 /m 1 、k 0 /m 1 、k 0 /m 0 And 5 variables are input into the performance model. As can be seen from step S5, k 0 And c 0 And obtaining a system model of the landing gear vibration reduction mechanism after data fusion by using the wear rule model of the motion mechanism.
At the same time by displacement s of the body 0 A maximum value taking module is added at the positionFuselage displacement s obtained by simulating system model of landing gear vibration reduction mechanism after data fusion 0 Is the maximum value s of (2) 0max And (5) returning. The system model of the landing gear vibration reduction mechanism after data fusion is shown in fig. 6.
S62, determining the distribution of the parameters required in the step S1. In the system simulation, a large amount of data needs to be input, and the correctness of the data has great influence on the output result of the simulation. Due to the influences of the precision of processing equipment, the precision of measuring tools, the technical level of operators and the like, parameters such as part size, part performance and the like are normally distributed in a certain range, and the distribution parameters of variables are generally determined by adopting a 3 sigma criterion (three sigma criterion).
The randomness of the parameters of the vibration damping mechanism is shown in table 1.
TABLE 1 landing gear vibration reduction mechanism Performance model parameters
Wherein σ represents the standard deviation and μ represents the mean.
S63, selecting a proper random variable sampling method according to the determined parameter distribution, sampling the known probability distribution, and simulating by using the system model in the step S61.
Specifically, the Matlabc program is used for calculating the rigidity k of the buffer strut corresponding to the number of times N of landing according to the degradation rule model obtained in the step S4 0 And damping strut damping c 0 To calculate the k 0 And c 0 As a desire for cushioning strut stiffness and cushioning strut damping, i.eAnd->Invoking Matlab random sampling function r=nomrnd (μ, σ) gives a single simulated m according to the distribution of the variables of table 1 0 、m 1 、k 1 、k 0 、c 0 Etc. 5 variables.
Calculation c 0 /m 0 、c 0 /m 1 、k 1 /m 1 、k 0 /m 1 、k 0 /m 0 5 variables are equal, then the performance model calls the 5 variable values to return a simulation result s through simulation 0max 1 simulation was completed.
For the number of times N of lifting, simulation is carried out through random sampling and repeated operation of a system model of the landing gear vibration reduction mechanism after data fusion, and the jth simulation obtains the airframe displacement s 0 Is the maximum value s of (2) 0jmax Co-simulation was performed n times, i.e., j=1, 2, … n.
For different lifting times N, the maximum displacement s of a series of landing gear vibration reduction mechanisms during each lifting time is obtained 0jmax 。
S64, calculating the reliability of the movement mechanism. After obtaining enough data through the simulation of the step S63, solving the failure probability P according to the output result f According to failure probability P f And obtaining a reliability curve of the motion mechanism. The reliability of the aircraft movement mechanism is evaluated according to the reliability curve, and the greater the R (N) value is, the higher the reliability of the movement mechanism is.
For the vibration reduction mechanism of the undercarriage, when the number of take-off and landing is N, the failure probability P is calculated f For ease of calculation, an estimate of the probability of failure is typically used:
wherein, the liquid crystal display device comprises a liquid crystal display device,is an estimated value of failure probability; n is the simulation number when the number of landing times is N, j=1, 2, … N, I Fj For the jth statistic, s 0jmax The maximum value of the body displacement is simulated and output for the jth time when the number of times of landing is N.
Thereby obtaining the failure probability of the landing gear vibration reduction mechanism corresponding to each lifting frequency NReliability of the landing gear damping mechanism>The reliability curve of the landing gear vibration damping mechanism is obtained from the number of lifts N and the reliability R (N), as shown in fig. 7.
After the reliability curve of the undercarriage vibration damping mechanism is obtained, the service life of the undercarriage vibration damping mechanism can be determined according to the reliability R (N) corresponding to the lifting times N, and a basis is provided for replacement and maintenance of the undercarriage vibration damping mechanism.
The above examples are only illustrative of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention, and various modifications and improvements made by those skilled in the art to the technical solution of the present invention should fall within the scope of protection defined by the claims of the present invention without departing from the spirit of the present invention.
Claims (4)
1. A reliability evaluation method for an aircraft movement mechanism based on data fusion is characterized by comprising the following steps of: which comprises the following steps:
step S1, collecting design information of a motion mechanism, wherein the collected design information comprises motion mechanism components, working principles, part machining dimensions, matching dimensions, machining processes or function/performance indexes;
s2, establishing a performance model of the motion mechanism, and constructing a mathematical relationship between a load input and a motion output of the motion mechanism through a simulation tool;
step S3, verifying and correcting a performance model of the motion mechanism;
s4, determining an invalidation threshold of the motion mechanism; the failure threshold value of the motion mechanism refers to the characterization parameters of the motion mechanism which do not meet the design requirements, including position accuracy, driving force or bearing;
s5, constructing a wear rule model of the motion mechanism, wherein the wear rule of the motion mechanism refers to the degradation trend of the functions/performances of all parts of the motion mechanism along with the working time, and comprises wear of a motion pair, fatigue of a bearing piece and relaxation of a spring;
step S6, reliability simulation analysis of the movement mechanism specifically comprises the following steps:
s61, performing system modeling through data fusion;
s62, determining the distribution of the parameters required in the step S1;
s63, selecting a corresponding random variable sampling method according to the determined parameter distribution, realizing sampling of the known probability distribution, and simulating by using the system model in the step S61;
s64, calculating the reliability of the motion mechanism, specifically: after obtaining data through simulation, solving failure probability P according to output result f According to failure probability P f Obtaining a reliability curve of the motion mechanism;
the motion mechanism is a vibration reduction mechanism of an aircraft landing gear;
the step S1 is embodied as follows: the vibration reduction mechanism of the undercarriage comprises a tire, wheels, a vibration reduction strut and a fuselage; the parameters to be collected are: fuselage mass m 0 Wheel mass m 1 Tire stiffness k 1 Damping strut stiffness k 0 Damping strut damping c 0 ；
The step S2 is embodied as: the performance model of the vibration reduction mechanism of the undercarriage is that a wheel motion equation and a fuselage motion equation are determined according to Newton's second law;
wherein, the equation of motion of the fuselage is:
the equation of motion of the wheel is:
wherein m is 0 Representing fuselage mass，c 0 Representing the damping of the buffer strut; k (k) 0 Representing the cushioning strut stiffness;representing the second differential of the body displacement, i.e., the body acceleration; v 0 Indicating the fuselage glide speed; s is(s) 0 Representing the displacement of the fuselage; />Representing the second differential of wheel displacement, i.e., wheel acceleration; />Representing the first differential of wheel displacement, i.e., wheel speed; s is(s) 1 Representing the displacement of the wheel; m is m 1 Representing the mass of the wheel; k (k) 1 Representing tire stiffness;
according to the motion equations (1) and (2) of the performance model, namely the airplane wheel and the airplane body, building a simulated performance model by using a simulation module simulink in simulation software Matlab;
the step S4 is embodied as: determining the key performance index of the vibration damping mechanism of the landing gear of the aircraft as the fuselage displacement s 0 Maximum value of s 0max >Judging that the vibration reduction mechanism of the landing gear of the aircraft fails when the distance between the vibration reduction mechanism and the landing gear is 0.35 m;
the step S5 is embodied as: the wear law model of the aircraft landing gear vibration damping mechanism specifically comprises a buffer strut rigidity k 0 And damping strut damping c 0 Is a degradation model of (2):
k 0 ＝150000-3.87N(5)ln(c 0 ) =58.4-3.87 ln (N) (6), where N is the number of aircraft landing.
2. The method for evaluating the reliability of a data fusion aircraft movement mechanism according to claim 1, wherein:
s61 in the step S6 is specifically: and (3) inputting coefficients in the simulation performance model built by using the simulation module simulink in the step S2 into the simulation performance model by using the assignment module, wherein the input coefficients are related to a wear rule model of the motion mechanism, so that a system model of the landing gear vibration reduction mechanism after data fusion is obtained.
3. The method for evaluating the reliability of a data fusion aircraft movement mechanism according to claim 1, wherein:
s62 in the step S6 is specifically:
fuselage mass m 0 Parameter distribution of (c): μ=300000 kg, σ=150 kg;
wheel mass m 1 Parameter distribution of (c): μ=120 kg, σ=2 kg;
tire stiffness k 1 Parameter distribution of (c): μ=34000 Nm, σ=200nm;
damping strut stiffness k 0 Parameter distribution of (c):sigma meets the 3 sigma criterion;
damping strut damping c 0 Parameter distribution of (c):sigma meets the 3 sigma criterion;
wherein σ represents the standard deviation and μ represents the mean.
4. The method for evaluating the reliability of a data fusion aircraft movement mechanism according to claim 1, wherein:
the step S64 in the step S6 is embodied as: for the vibration reduction mechanism of the undercarriage, when the number of take-off and landing is N, calculating an estimated value of failure probability:
wherein, the liquid crystal display device comprises a liquid crystal display device,is an estimated value of failure probability; n is the simulation number when the number of landing times is N, j=1, 2, … N, I Fj For the jth statistic, s 0jmax The maximum value of the body displacement is simulated and output for the jth time when the number of times of landing is N;
obtaining failure probability of the landing gear vibration reduction mechanism corresponding to each lifting frequency N according to the formula (7)Reliability of the landing gear damping mechanism>And obtaining a reliability curve of the landing gear vibration reduction mechanism according to the lifting times N and the reliability R (N).
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