An integrated performance test method for landing gear maintenance

Abstract

The present invention relates to the technical field of landing gear performance testing, and particularly relates to a comprehensive performance testing method for landing gear maintenance. The present invention conducts static testing on the support structure area of the landing gear to obtain the degree of health impact of each support structure area on the landing gear; conducts dynamic simulation testing on the shock absorption structure area of the landing gear to obtain the degree of structural damage under each shock absorption structure area; and finally combines the degree of structural damage of each shock absorption structure area and the degree of health impact of the support structure area on the landing gear to obtain the comprehensive performance of the landing gear. It can monitor each shock absorption structure area of the landing gear, and combined with the monitoring of the support structure area during static testing, achieves the purpose of evaluating the overall comprehensive performance of the landing gear.

Description

Technical Field

[0001] The present invention relates to the technical field of landing gear performance testing, and particularly relates to a comprehensive performance testing method for landing gear maintenance. Background Art

[0002] The comprehensive performance testing method for landing gear maintenance, with its comprehensiveness, accuracy, and systematicness, has brought significant advantages to the field of aviation maintenance. It not only improves the safety of the aircraft, extends the service life of the landing gear, but also enhances the maintenance quality and efficiency, strengthens the fault prediction ability, and optimizes the resource allocation at the same time.

[0003] The landing gear of an aircraft is a key component that bears extreme impacts, vibrations, and loads, and its performance is directly related to the safety and flight stability of the aircraft. In the current conventional monitoring and maintenance process, mainly the single parts on the landing gear are monitored, but there is currently no good evaluation scheme for evaluating the damage situation of the internal structure of the material during multiple uses. However, when the material is subjected to repeated dynamic actions such as loads, impacts, and vibrations, the fatigue, stress concentration, etc. of the material will affect the safety during flight. Therefore, the performance evaluation of the landing gear of the aircraft is crucial.

[0004] When performing performance detection on the landing gear currently, usually a simulation model is established to directly monitor the overall landing gear, but it is difficult to determine the comprehensive performance of the landing gear through the analysis of a single structure of the landing gear. Summary of the Invention

[0005] In order to solve the technical problem of low accuracy in landing gear performance evaluation caused by the inability to analyze a single structure of the landing gear to determine the comprehensive performance of the landing gear, the purpose of the present invention is to provide a comprehensive performance testing method for landing gear maintenance, and the specific technical solutions adopted are as follows:

[0006] In a first aspect, an embodiment of the present invention provides a comprehensive performance testing method for landing gear maintenance, and the method includes:

[0007] Obtain the stress, displacement, and vibration signals of the support structure area and the shock absorption structure area of the landing gear;

[0008] According to the change amplitude, stress magnitude of each support structure area in the static test of the landing gear under different loads, and the total stress magnitude of the landing gear support structure, determine the degree of influence of each support structure area on the health of the landing gear;

[0009] Conduct multiple ground taxi simulations on the landing gear respectively. According to the displacement magnitude during the ground taxi simulation, determine the absorption ratio of the low-frequency vibration signal in each shock absorption structure area; according to the vibration signal and the absorption ratio, obtain the load magnitude corresponding to the shock absorption structure area, and determine the load deviation degree corresponding to the shock absorption structure area of the landing gear; combine the vibration signal and the stress change situation to correct the load deviation degree to obtain the structural damage degree of each shock absorption structure area.

[0010] Combine the structural damage degree of each shock absorption structure area and the health impact degree of the support structure area on the landing gear to obtain the comprehensive performance of the landing gear.

[0011] Preferably, determining the health impact degree of each support structure area on the landing gear according to the change amplitude, stress magnitude of each support structure area in the static test of the landing gear under different loads and the total stress magnitude of the landing gear support structure includes:

[0012] Under static test, analyze the change of stress data in the support structure area of the landing gear under different loads to determine the stress deviation degree.

[0013] Combine the stress deviation degree, stress magnitude of each support structure area of the landing gear under different loads and the total stress magnitude of the landing gear support structure to determine the health impact degree of each support structure area on the landing gear.

[0014] Preferably, under static test, analyzing the change of stress data in the support structure area of the landing gear under different loads to determine the stress deviation degree includes:

[0015] Calculate the slope of the stress curve composed of stress in each support structure area of the landing gear under each load as the single change amplitude.

[0016] Calculate the mean value of the single change amplitudes corresponding to all support structure areas of the landing gear under the same load as the overall change amplitude.

[0017] Take the difference between the single change amplitude and the overall change amplitude as the stress deviation degree of the support structure area of the landing gear under each load.

[0018] Preferably, determining the health impact degree of each support structure area on the landing gear according to the change amplitude, stress magnitude of each support structure area in the static test stress of the landing gear under different loads and the total stress magnitude of the landing gear support structure includes:

[0019] Calculate the average value of the stress deviation degrees of different support structure areas of the landing gear under the same load as the average stress deviation.

[0020] Calculate the difference between the stress deviation degree of each support structure area of the landing gear under the current load and the average stress deviation corresponding to the same load, and use it as the overall deviation amount of each support structure area under the current load;

[0021] Calculate the ratio of the stress magnitude of each support structure area of the landing gear under the current load to the total stress magnitude of all support structures of the landing gear under the current load, and use it as the stress proportion of each support structure area under the current load;

[0022] Multiply the overall deviation amount and the stress proportion of each support structure area under the current load, and use it as the individual influence degree of each support structure area on the landing gear under the current load;

[0023] Calculate the sum of the individual influence degrees of each support structure area on the landing gear under all loads, and use it as the health influence degree of each support structure area on the landing gear.

[0024] Preferably, the landing gear is respectively simulated for multiple ground taxiings, and according to the displacement magnitude during the ground taxiing simulation, the absorption ratio of the low-frequency vibration signal of each shock absorption structure area is determined, including:

[0025] For any ground taxiing simulation, obtain the displacement magnitude collected by each displacement monitoring device during the ground taxiing simulation, perform Fourier transform on the displacement magnitude to convert it into a frequency-domain signal, calculate the sum of the energies of the frequency-domain signal at different frequencies, and use it as the bandwidth energy. Take the sum value of the bandwidth energies of all displacement monitoring devices corresponding to the current shock absorption structure area during the ground taxiing simulation as the energy absorption of the shock absorption structure area;

[0026] Use the energy absorption of the shock absorption structure area as the numerator and the low-frequency vibration signal in the vibration signal as the denominator. The ratio composed of the numerator and the denominator is used as the sub-simulation absorption ratio of the low-frequency vibration signal of the current shock absorption structure area;

[0027] Take the average value of the sub-simulation absorption ratios of each shock absorption structure area obtained from multiple ground taxiing simulations to obtain the absorption ratio of each shock absorption structure area.

[0028] Preferably, according to the vibration signal and the absorption ratio, the load magnitude corresponding to the shock absorption structure area is obtained, and the load deviation degree corresponding to the shock absorption structure area of the landing gear is determined, including:

[0029] Obtain the vibration signal after removing the low-frequency vibration signal, calculate the product value of the magnitude of the vibration signal after removing the low-frequency vibration signal and the absorption ratio of the low-frequency vibration signal, and use it as the first product; Take the difference between the stress magnitude at the current acquisition moment and the first product as the load magnitude of the corresponding shock absorption structure area, denoted as the structure area load;

[0030] Obtain the mean value of the load magnitudes corresponding to all shock absorption structure regions at the current acquisition moment as the regional load mean value;

[0031] For any shock absorption structure region of the landing gear, use the difference between the structural region load and the regional load mean value at the current acquisition moment as the numerator and the regional load mean value as the denominator to obtain the load deviation degree of the load magnitude corresponding to the shock absorption structure region of the landing gear at the current acquisition moment.

[0032] Preferably, in combination with the vibration signal and the stress change condition, correct the load deviation degree to obtain the structural damage degree of each shock absorption structure region, including:

[0033] Determine the correction coefficient of the load deviation degree according to the vibration signal and the stress change condition; in combination with the correction coefficient, correct the load deviation degree to obtain the structural damage degree of each shock absorption structure region.

[0034] Preferably, the determining the correction coefficient of the load deviation degree according to the vibration signal and the stress change condition includes:

[0035] Obtain the slope value and standard deviation of the vibration signal corresponding to each shock absorption structure region;

[0036] Normalize the product of the slope value of the vibration signal, the standard deviation of the vibration signal, and the mean value of the stress, and use the normalized result value as the correction coefficient of the load deviation degree.

[0037] Preferably, the combining the correction coefficient to correct the load deviation degree to obtain the structural damage degree of each shock absorption structure region includes:

[0038] Perform a negative correlation mapping on the correction coefficient to obtain the target correction coefficient;

[0039] For any acquisition moment, calculate the product of the load deviation degree and the target correction coefficient as the basic structural loss degree;

[0040] Use the normalized value of the mean value of the basic structural loss degrees at all acquisition moments as the structural damage degree.

[0041] Preferably, the combining the structural damage degree of each shock absorption structure region and the degree of influence of the support structure region on the health of the landing gear to obtain the comprehensive performance of the landing gear includes:

[0042] For any landing gear, multiply the mean value of the structural damage degree of all shock absorption structure areas by the mean value of the degree of influence of all support structure areas on the health of the landing gear, and use the obtained result value as the comprehensive damage value; perform a negative correlation mapping on the comprehensive damage value to obtain the comprehensive performance of the landing gear.

[0043] In a second aspect, a comprehensive performance test system for landing gear maintenance is provided. The system includes the following modules:

[0044] A data acquisition module for acquiring stress, displacement, and vibration signals of the support structure area and the shock absorption structure area of the landing gear;

[0045] A static analysis module for determining the degree of influence of each support structure area on the health of the landing gear according to the change amplitude, stress magnitude of each support structure area in the static test of the landing gear under different loads, and the total stress magnitude of the landing gear support structure;

[0046] A dynamic analysis module for respectively performing multiple ground taxiing simulations on the landing gear, and determining the absorption ratio of the low-frequency vibration signal of each shock absorption structure area according to the displacement magnitude during the ground taxiing simulation; obtaining the load magnitude corresponding to the shock absorption structure area according to the vibration signal and the absorption ratio, and determining the load deviation degree corresponding to the shock absorption structure area of the landing gear; combining the vibration signal and the stress change situation to correct the load deviation degree to obtain the structural damage degree under each shock absorption structure area;

[0047] A performance evaluation module for obtaining the comprehensive performance of the landing gear by combining the structural damage degree of each shock absorption structure area and the degree of influence of the support structure area on the health of the landing gear.

[0048] In a third aspect, an embodiment of the present invention provides an electronic device, including a memory and a processor. An executable code is stored in the memory. When the processor executes the executable code, the embodiments of all possible implementations in the first aspect are implemented.

[0049] In a fourth aspect, an embodiment of the present invention provides a computer program product, which includes: computer program code. When the computer program code runs on a computer, the computer is caused to execute the method in the first aspect or any possible implementation manner in the first aspect.

[0050] In a fifth aspect, an embodiment of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed in a computer, the computer is caused to execute the embodiments of all possible implementations in the first aspect.

[0051] The embodiments of the present invention have at least the following beneficial effects:

[0052] The present invention relates to the technical field of landing gear performance testing. First, aiming at the problems that occur during the maintenance of aircraft landing gears, especially the problems of complex internal structures of landing gears and difficulties in monitoring the fatigue degree of individual structural materials, the present invention mainly adopts two methods: static load testing and dynamic simulation testing. In the static testing stage, the present invention collects and analyzes stress data for each support structure area to evaluate the impact of a single support structure area on the overall damage of the landing gear. In the dynamic testing stage, the present invention first analyzes the absorption and distribution of vibrations in each shock absorption structure area based on the vibration data during the taxiing process. Subsequently, during takeoff and landing, by monitoring the load changes and vibration changes, the data after eliminating vibrations is used to reverse calculate the load magnitude, and the damage degree of the corresponding shock absorption structure area is evaluated based on the deviation of the load. Through this dynamic simulation monitoring process, the present invention can monitor each shock absorption structure area of the landing gear, and combined with the monitoring of the support structure area during static testing, the purpose of evaluating the overall comprehensive performance of the landing gear is achieved. Description of the Drawings

[0053] In order to more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0054] Figure 1 It is a method flowchart of a comprehensive performance testing method for landing gear maintenance provided by an embodiment of the present invention;

[0055] Figure 2 It is a system block diagram of a comprehensive performance testing system for landing gear maintenance provided by an embodiment of the present invention. Detailed Embodiments

[0056] In order to further elaborate on the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the following, in combination with the drawings and preferred embodiments, details the specific embodiments, structures, features, and effects of a comprehensive performance testing method for landing gear maintenance proposed according to the present invention.

[0057] In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. In addition, the specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0058] Among them, in the description of the embodiments of the present invention, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present invention, "a plurality of" means two or more than two.

[0059] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0060] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present invention belongs.

[0061] The embodiments of the present invention will be described below with reference to the accompanying drawings. As known to those of ordinary skill in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided by the embodiments of the present invention are equally applicable to similar technical problems.

[0062] The specific solution of a comprehensive performance test method for landing gear maintenance provided by the present invention will be specifically described below with reference to the accompanying drawings.

[0063] Please refer to Figure 1 , which shows a flowchart of the steps of a comprehensive performance test method for landing gear maintenance provided by an embodiment of the present invention. The method includes the following steps:

[0064] Step S100, obtain the stress, displacement, and vibration signals of the support structure area and the shock absorption structure area of the landing gear.

[0065] Build the environments required for static testing and dynamic testing of the landing gear respectively, and collect the monitoring data during the testing process.

[0066] In order to evaluate the comprehensive performance of the corresponding materials during the current aircraft landing gear maintenance process, in the embodiments of the present invention, a combined evaluation method of static testing and dynamic testing is adopted to evaluate the damage performance of the landing gear materials. Its static monitoring is mainly used to evaluate the stress and deformation of the landing gear under the maximum design load, and the dynamic monitoring mainly evaluates the performance of the landing gear under actual working conditions by simulating the vibration and impact during aircraft takeoff, landing, and taxiing.

[0067] Regarding the static test design, specifically:

[0068] (1)Apply static load: According to the design specifications and working conditions of the landing gear, apply a gradually increasing static load to simulate the maximum load situation during actual use.

[0069] (3)Monitor the deformation of the landing gear by gradually applying the load.

[0070] (3)Graded application in the static load stage: Gradually increase from 50%, 75%, 100% to 125% or 150% until the maximum design load. Real-time data of each sensor need to be recorded at each step.

[0071] The sensors include strain sensors, displacement sensors, and vibration sensors. Among them, strain sensors are installed at important load-bearing points such as the brackets, hinge points, and connection parts between the wheel sets and the support frames of the landing gear to collect strain data, and then the mutual conversion between strain data and stress data is realized through Hooke's law to obtain the stress in different structural areas. Displacement sensors are installed on the brackets, main struts, wheel sets, and telescopic parts of the hydraulic system to collect displacement data in the shock-absorbing structure area. Among them, vibration sensors are used for dynamic monitoring design. It should be noted that strain sensors can be installed only in the support structure area, and strain sensors, displacement sensors, and vibration sensors can be installed in the shock-absorbing structure area; strain sensors, displacement sensors, and vibration sensors can also be installed in both the support structure area and the shock-absorbing structure area.

[0072] The collected signals collect sensor data through data acquisition (DAQ). The collected data is processed by a signal conditioning device and then transmitted to a computer for analysis. Among them, DAQ refers to automatically collecting non-electrical or electrical signals from analog and digital measured units such as sensors and other devices to be measured and sending them to the upper computer for analysis and processing.

[0073] Regarding the dynamic monitoring design, specifically:

[0074] (1)Simulate the landing impact: Simulate the impact force during the aircraft landing process through a vibration platform, especially the instantaneous reaction of the landing gear under the action of gravity.

[0075] (2)Simulate ground taxiing: Examine the adaptability of the landing gear to uneven ground during ground taxiing by simulating the continuous vibration during the taxiing process.

[0076] (3)Simulate the takeoff process: Monitor the vibration and shock absorption feedback of the landing gear by gradually releasing the load on its landing gear. Vibration sensors are installed in the shock-absorbing area. The installation positions of the remaining strain sensors and displacement sensors are the same as those in the static test. The signal acquisition device is the same as that in the static test.

[0077] Step S200: Determine the degree of influence of each support structure area on the health of the landing gear based on the change range, stress magnitude of each support structure area in the static test of the landing gear under different loads, and the total stress magnitude of the landing gear support structure.

[0078] When comprehensively evaluating the performance of an aircraft landing gear, the strength and stress characteristics of its material structure cannot be fully grasped solely through a single disassembly test analysis. Therefore, in the embodiments of the present invention, a static test method is mainly used to evaluate the stress and position change relationship of the internal structure of the landing gear under different loads, and in combination with dynamic test means, under the influence of a simulated actual operation environment and external factors, further analyze the stress and position changes of the device structure with the load to complete a comprehensive evaluation of the landing gear structure.

[0079] Evaluate the degree of influence of a single structure area of the landing gear in the static test state on the health of the landing gear based on the static test results.

[0080] Currently, during the static test, strain sensors and displacement sensors are installed on the key support structure areas of the aircraft landing gear. During the test, the externally applied static load is continuously increased from low to high, and the application speed position remains unchanged. Recording starts from the 50% load point, and each increase of 25% is taken as a load change node, which can also be understood as taking 25% as the step size and starting from 50% to continuously increase the load magnitude.

[0081] Extract the data of the change of the monitoring data of the strain sensors under each support structure area with the load. Among them, the monitoring data of the strain sensors is stress.

[0082] First, from the aspect of stress analysis, determine the degree of influence of each support structure area on the health of the landing gear based on the change range, stress magnitude of each support structure area in the static test of the landing gear under different loads, and the total stress magnitude of the landing gear support structure.

[0083] For the strain detection data installed under the current support structure areas, if the current support structure area has a greater influence on the health of the aircraft landing gear, there will be a greater response degree and fluctuation in this support structure area with the change of the load; at the same time, when the load is constant, the greater the stress magnitude borne by this support structure area, the greater the degree of influence of this support structure area on the health of the landing gear.

[0084] Obtain the stress curve composed of stress data under the i-th load in the p-th support structure area; calculate the slope of the stress curve composed of stress in each support structure area of the landing gear under each load as the single change amplitude. It should be noted that each support structure area has its corresponding single change amplitude under each load. For example, if there are N support structure areas and MI loads, then there will be a total of N×MI single change amplitudes corresponding to the landing gear.

[0085] Taking the case of the p-th support structure area under the i-th load as an example, in the static test, calculate the mean value of the slopes at each point in the stress curve of the p-th support structure area of the current landing gear under the i-th load, and denote it as the single change amplitude of the p-th support structure area under the i-th load .

[0086] Calculate the mean value of the single change amplitudes corresponding to all support structure areas of the landing gear under the same load as the overall change amplitude ;

[0087] Take the difference between the single change amplitude corresponding to each support structure area under each load and the overall change amplitude as the stress deviation degree of each support structure area of the landing gear under each load. For example, taking the case of the p-th support structure area under the i-th load as an example, take the single change amplitude of the p-th support structure area under the i-th load and the overall change amplitude The difference is used as the stress deviation degree of the p-th support structure area under the i-th load . That is, the calculation formula for the stress deviation degree is: When the stress deviation degree is larger, it means that there is a large change in stress during the current corresponding load stage.

[0088] For the stress data on the current single support structure area, when the stress size shared by the single support structure area on each structure area of the overall landing gear is larger, and the stress change response speed of the corresponding structure area is faster during the corresponding load change process, then the stress change that the current structure area needs to bear is larger, and the degree of influence of the problem of this structure on the overall aircraft landing gear is higher.

[0089] Therefore, further, combining the stress deviation degree, stress size of each support structure area of the landing gear under different loads and the total stress size of the landing gear support structure, determine the degree of health impact of each support structure area on the landing gear. Specifically:

[0090] Calculate the average value of the stress deviation degrees of different support structure areas of the landing gear under the same load as the average stress deviation;

[0091] Calculate the difference between the stress deviation degree of each support structure area of the landing gear under the current load and the average stress deviation corresponding to the same load, and use it as the overall deviation amount of each support structure area under the current load; among them, the overall deviation amount of the support structure area under the current load reflects the stress fluctuation difference between the currently analyzed support structure area and other support structure areas. When the overall deviation amount is larger, the sensitivity of the stress change of the corresponding current support structure area is higher.

[0092] Calculate the ratio of the stress magnitude of each support structure area of the landing gear under the current load to the total stress magnitude of all support structures of the landing gear under the current load, and use it as the stress proportion of each support structure area under the current load;

[0093] Multiply the overall deviation amount and the stress proportion of each support structure area under the current load, and use it as the individual influence degree of each support structure area on the landing gear under the current load;

[0094] Calculate the sum of the individual influence degrees of each support structure area on the landing gear under all loads, and use it as the health influence degree of each support structure area on the landing gear.

[0095] In some embodiments, taking the p-th support structure area and the i-th load as the current load as an example, the health influence degree of the p-th support structure area on the landing gear The calculation formula is:

[0096] ; where norm is a linear normalization function; MI is the number of loads; is the stress deviation degree of the p-th support structure area under the i-th load; is the average stress deviation degree of different support structure areas of the landing gear under the i-th load, that is, the average stress deviation of the landing gear under the i-th load; is the stress magnitude of the p-th support structure area under the i-th load; is the total stress magnitude of all support structures of the landing gear under the i-th load; is the stress proportion of the p-th support structure area under the i-th load; is the overall deviation amount of the p-th support structure area under the i-th load; is the individual influence degree of the p-th support structure area on the landing gear under the i-th load.

[0097] Step S300: Conduct multiple ground taxi simulations on the landing gear respectively. Determine the absorption ratio of the low-frequency vibration signals in each shock absorption structure area according to the displacement magnitude during the ground taxi simulation. Obtain the load magnitude corresponding to the shock absorption structure area according to the vibration signal and the absorption ratio, and determine the load deviation degree corresponding to the shock absorption structure area of the landing gear. Combine the vibration signal and the stress change condition to correct the load deviation degree, and obtain the structural damage degree in each shock absorption structure area.

[0098] During the dynamic test, the landing gear of the aircraft will simulate three stages: landing impact, ground taxi, and takeoff. During this dynamic test process, in addition to collecting the stress data of the strain sensors and the displacement data of the displacement sensors, the vibration signals collected by the vibration sensors are also included. When the landing gear is affected by vibration, the displacement signal monitored in the shock absorption structure area and the stress signal monitored in the support structure area will both change due to the influence of vibration.

[0099] At the same time, there is a corresponding relationship between the fluctuation degree of each structural area and the vibration frequency; during low-frequency vibration, the shock absorption structure can absorb more energy, thereby reducing the impact on the support structure area; while during high-frequency vibration, it becomes relatively difficult to absorb energy, resulting in more energy being transmitted to the support structure area.

[0100] First, according to the test stage of the aircraft simulating ground taxi, analyze the energy absorption effect of the shock absorption structure on vibration signals of different frequency bands, and the capacity distribution of each support structure area.

[0101] During the test stage of simulating ground taxi, currently the load borne by the landing gear of the aircraft is stable, and the fluctuations of its stress signal and displacement signal are the influence of the current vibration signal on it. Adjust the bumpiness of the simulated taxiing road surface during the aircraft's simulated ground taxi stage to achieve the adjustment of the vibration signal. And evaluate the energy absorption effect of the current shock absorption structure area respectively by monitoring the displacement fluctuation and stress fluctuation at each monitoring position under different vibration signals.

[0102] Conduct ground taxi simulations of the landing gear on v simulated road surfaces respectively; and collect the stress signals, displacement signals, and the vibration signals monitored by the current equipment in each structural area during the corresponding simulation process.

[0103] First, analyze the vibration signal during a single ground taxi simulation process. Use a low-pass filter and a high-pass filter to extract the low-frequency vibration signal and the high-frequency vibration signal from the current vibration signal.

[0104] For high-frequency vibration signals, their fluctuation amplitude is small and the frequency is high, and the absorption efficiency of their shock absorption devices is poor. Therefore, the high-frequency vibration signals directly act on the current support structure; for low-frequency vibration signals, their fluctuation amplitude is large and the frequency is low, and the shock absorption devices can better absorb the fluctuations of the low-frequency vibration signals.

[0105] For any ground taxiing simulation, obtain the displacement magnitudes collected by each displacement monitoring device during the ground taxiing simulation, perform Fourier transform on the displacement magnitudes to convert them into frequency-domain signals, calculate the sum of the energies of the frequency-domain signals at different frequencies as the bandwidth energy, and take the sum value of the bandwidth energies of all displacement monitoring devices corresponding to the current shock absorption structure area during the ground taxiing simulation as the energy absorption of the shock absorption structure area. It should be noted that each ground taxiing simulation will have its corresponding energy absorption of the shock absorption structure area. It should be noted that different shock absorption structure areas have their corresponding displacement monitoring devices. Specifically, the number of shock absorption structure areas corresponding to the aircraft landing gear needs to refer to the model of the aircraft landing gear. It should be noted that the displacement monitoring device is the displacement sensor in the embodiment of the present invention.

[0106] For example, for the monitoring signal corresponding to any shock absorption structure area during the v-th ground taxiing simulation, the monitoring signal is a displacement signal. Extract the signals of each displacement monitoring device in the current shock absorption structure area to obtain the displacement magnitudes collected by each displacement monitoring device, and then perform Fourier transform on the displacement magnitudes to convert them into frequency-domain signals, calculate the sum of the energies of the frequency-domain signals at different frequencies as the bandwidth energy, and then determine the bandwidth energy of each displacement monitoring device; then the energy absorbed by the current shock absorption structure area is obtained by accumulating and summing the bandwidth energies of the corresponding multiple displacement monitoring devices. For the energy absorption of the current shock absorption structure area during the v-th ground taxiing simulation, it is denoted as 。

[0107] Obtain the magnitude of the low-frequency vibration signal in the vibration signal of the p-th shock absorption structure area during the v-th ground taxiing simulation When there are multiple vibration sensors in a shock absorption structure area, the magnitude of the low-frequency vibration signal in the vibration signal here is the sum value of multiple low-frequency vibration signals in a shock absorption structure area.

[0108] For any ground taxiing simulation, taking the energy absorption of the shock absorption device as the numerator and the low-frequency vibration signal in the vibration signal as the denominator, the ratio composed of the numerator and the denominator is used as the sub-simulation absorption ratio of the low-frequency vibration signal in the current shock absorption structure area.

[0109] Taking the v-th ground taxiing simulation as an example, the sub-simulation absorption ratio corresponding to the p-th shock absorption structure area during the v-th ground taxiing simulation is: ; wherein, is the energy absorption corresponding to the p-th shock absorption structure area of the v-th ground taxiing simulation; is the low-frequency vibration signal corresponding to the p-th shock absorption structure area of the v-th ground taxiing simulation. It should be noted that each ground taxiing simulation has its own corresponding sub-simulation absorption ratio.

[0110] The average value of the sub-simulation absorption ratios of each shock absorption structure area obtained from multiple ground taxiing simulations is calculated to obtain the absorption ratio of each shock absorption structure area.

[0111] After determining the absorption ratio of each shock absorption structure area, the vibration signal on the shock absorption structure area is subjected to low-frequency denoising to obtain the monitored data after low-frequency denoising; according to the monitored data after low-frequency denoising and the absorption ratio, the corresponding load magnitude is obtained, and the load deviation degree of the load magnitudes corresponding to each shock absorption structure area of the landing gear is determined.

[0112] Through its takeoff and landing simulation test stage, the damage degree of its single structural area during the impact change process is evaluated.

[0113] For the landing gear of an aircraft, during the dynamic simulation process, while the vibration signal response of the landing gear itself changes during the takeoff stage and the landing stage, its load also changes greatly. When there is internal material damage in a single support structure area or shock absorption structure area of the aircraft landing gear, after the stress monitoring data and displacement monitoring data of the corresponding structure are processed for vibration response based on the monitored vibration signal, stress concentration or displacement concentration will occur in the damaged area, resulting in abnormal deviation of the monitored data.

[0114] During the dynamic simulation stages of takeoff and landing, the vibration signal on the landing gear of the current aircraft is collected, and the current low-frequency vibration signal is extracted.

[0115] For the monitored data on a single support structure area and its shock absorption structure area, the vibration signal after removing the low-frequency vibration signal is obtained by subtracting the response magnitude of the corresponding low-frequency vibration signal on the corresponding structure from the monitored data of each single data acquisition point respectively.

[0116] For the p-th shock absorption structure area on the aircraft landing gear, if there is no damage in the current shock absorption structure area, the current load magnitude and the corresponding load change can be directly reflected by the vibration data after removing the influence of the vibration signal in the current shock absorption structure area. However, when there is damage in the internal material of a single shock absorption structure area, the load magnitude and load change reflected by the monitored data fluctuation curve will deviate.

[0117] Determine the load magnitude corresponding to the structural region according to the vibration signal and absorption ratio of the p-th shock absorption structural region on the aircraft landing gear. Specifically:

[0118] Obtain the vibration signal after removing the low-frequency vibration signal, calculate the product value of the magnitude of the vibration signal after removing the low-frequency vibration signal and the absorption ratio of the low-frequency vibration signal as the first product; take the difference between the stress magnitude at the current acquisition moment and the first product as the load magnitude corresponding to the shock absorption structural region, denoted as the structural region load.

[0119] Taking the p-th shock absorption structural region and the t-th moment as an example, the corresponding structural region load The calculation formula is: ; where is the stress magnitude at the current t-th moment; is the magnitude of the vibration signal after removing the low-frequency vibration signal corresponding to the p-th shock absorption structural region at the t-th moment; is the absorption ratio corresponding to the p-th shock absorption structural region at the t-th moment.

[0120] Furthermore, determine the load deviation degree of the load magnitude corresponding to each shock absorption structural region of the landing gear.

[0121] Obtain the mean value of the load magnitudes corresponding to all shock absorption structural regions at the current acquisition moment as the regional load mean value;

[0122] For any shock absorption structural region of the landing gear, take the difference between the structural region load and the regional load mean value at the current acquisition moment as the numerator and the regional load mean value as the denominator to obtain the load deviation degree of the load magnitude corresponding to the shock absorption structural region of the landing gear at the current acquisition moment.

[0123] In some embodiments, taking the p-th shock absorption structural region as an example, the load deviation degree The calculation formula is: ; where is the structural region load of the p-th shock absorption structural region at the t-th moment; is the regional load mean value at the t-th moment.

[0124] Furthermore, combine the vibration signal and the stress change situation to correct the load deviation degree to obtain the structural damage degree under each shock absorption structural region. More specifically: Determine the correction coefficient of the load deviation degree according to the vibration signal and the stress change situation; combine the correction coefficient to correct the load deviation degree to obtain the structural damage degree under each shock absorption structural region.

[0125] To analyze the load deviation degree of the shock absorption structure of the landing gear at a single moment, it is necessary to analyze according to the amplitude of the vibration signal at the current acquisition moment, the slope mean value of the vibration signal values at each acquisition point, and the stress change situation of the corresponding landing gear structure. When within the corresponding moment, the larger the amplitude of the vibration signal, the greater the slope fluctuation of the vibration signal, and at the same time the higher the stress change degree of the landing gear, then the correction parameter of the load deviation degree monitored at that place.

[0126] Specifically, according to the vibration signal and the stress change situation, determine the correction coefficient of the load deviation degree. Specifically: Obtain the slope value and standard deviation of the vibration signal corresponding to each shock absorption structure area; Normalize the product of the slope value of the vibration signal, the standard deviation of the vibration signal, and the mean value of the stress, and the normalized result value is used as the correction coefficient of the load deviation degree.

[0127] In some embodiments, taking the p-th shock absorption structure area at the t-th moment as an example, the correction coefficient of the load deviation degree of the p-th shock absorption structure area at the t-th moment The calculation formula is:

[0128] ; where, norm is the normalization function; is the slope of the vibration signal of the p-th shock absorption structure area before the t-th moment; is the standard deviation of the vibration signal of the p-th shock absorption structure area before the t-th moment; is the mean value of the stress magnitude of the p-th shock absorption structure area before the t-th moment.

[0129] Among them, the standard deviation of the vibration signal of the shock absorption structure area reflects the vibration amplitude on the shock absorption structure area at the current position; the mean value of the stress magnitude of the shock absorption structure area reflects the stress change situation of the shock absorption structure.

[0130] Furthermore, in combination with the correction coefficient of the load deviation degree, correct the load deviation degree of the shock absorption structure area of the landing gear to obtain the structural damage degree under each shock absorption structure area. Specifically:

[0131] Perform a negative correlation mapping on the correction coefficient of the load deviation degree to obtain the target correction coefficient; Since the correction coefficient is a normalized value, in the embodiments of the present invention, the correction coefficient can be subtracted from the constant 1 to achieve the negative correlation mapping of the correction coefficient. Calculate the mean value of the load deviation degree at different acquisition moments as the basic structural loss degree. Take the normalized value of the mean value of the basic structural loss degree at all acquisition moments as the structural damage degree.

[0132] In some embodiments, taking the p-th shock absorption structure area as an example, the structural damage degree of the p-th shock absorption structure area is calculated by the formula:

[0133] ;

[0134] where MT is the number of monitoring time points during the simulated takeoff and landing process; is the target correction coefficient of the load deviation degree of the p-th shock absorption structure area at the t-th moment; is the load deviation degree of the load magnitude of the p-th shock absorption structure area at the t-th moment; is the correction coefficient of the load deviation degree of the p-th shock absorption structure area at the t-th moment; is the basic structure loss degree of the p-th shock absorption structure area at the t-th moment.

[0135] When there is damage in the shock absorption structure area, in the simulated monitoring results, there will be a large deviation in the load magnitude reflected at the corresponding moment. By analyzing the load deviation over its entire time period, the damage degree of the corresponding single shock absorption structure area is obtained.

[0136] Step S400, combining the structural damage degree of each shock absorption structure area and the degree of influence of the support structure area on the health of the landing gear, the comprehensive performance of the landing gear is obtained.

[0137] Finally, for a single landing gear of an aircraft, by performing static load tests and dynamic simulation tests, the structural damage degree of the shock absorption structure area of the single landing gear and the degree of influence of the support structure area on the health of the landing gear are obtained respectively, and by integrating the characteristics of the shock absorption structure area and the support structure area corresponding to each landing gear, the overall comprehensive performance of the aircraft landing gear is determined.

[0138] For any landing gear, the mean value of the structural damage degrees of all shock absorption structure areas is multiplied by the mean value of the degrees of influence of all support structure areas on the health of the landing gear, and the resulting value is used as the comprehensive damage value.

[0139] A negative correlation mapping is performed on the comprehensive damage value to obtain the comprehensive performance of the landing gear.

[0140] In some embodiments, the comprehensive performance of the landing gear is calculated by the formula:

[0141] ;

[0142] where is the mean value of the structural damage degrees of all shock absorption structure areas of the landing gear; is the average value of the degree of the health impact of all support structure areas of the landing gear on the landing gear; is the comprehensive damage value.

[0143] Among them, the comprehensive damage value reflects the overall damage condition of the aircraft landing gear. The larger the value of the comprehensive damage value, the more serious the structural damage of the current landing gear.

[0144] Currently, based on the obtained comprehensive performance evaluation structure and the damage degree of each structure of the current aircraft landing gear, it is possible to specifically repair and maintain the areas with abnormal damage. When the comprehensive performance of its landing gear is greater than the preset normal threshold, that is, in the embodiment of the present invention, when QL>0.95, it is determined that the current aircraft landing gear is qualified for repair and can be installed and used; otherwise, it is determined that the current aircraft landing gear is unqualified for repair. In the embodiment of the present invention, the value of the preset normal threshold is 0.95, and in other embodiments, it can also be adjusted by the implementer according to the actual situation.

[0145] Please refer to Figure 2 , which shows a system block diagram of a comprehensive performance test system for landing gear maintenance provided by an embodiment of the present invention. The system includes the following modules:

[0146] A data acquisition module, configured to acquire stress, displacement, and vibration signals of the support structure area and the shock absorption structure area of the landing gear;

[0147] A static analysis module, configured to determine the degree of the health impact of each support structure area on the landing gear according to the change amplitude, stress magnitude of each support structure area in the static test of the landing gear under different loads, and the total stress magnitude of the landing gear support structure;

[0148] A dynamic analysis module, configured to perform multiple ground taxiing simulations on the landing gear respectively. According to the displacement magnitude during the ground taxiing simulation, determine the absorption ratio of the low-frequency vibration signal of each shock absorption structure area; according to the vibration signal and the absorption ratio, obtain the load magnitude corresponding to the shock absorption structure area of the landing gear, and determine the load deviation degree corresponding to the shock absorption structure area of the landing gear; combine the vibration signal and the stress change situation, and correct the load deviation degree to obtain the structural damage degree under each shock absorption structure area;

[0149] A performance evaluation module, configured to obtain the comprehensive performance of the landing gear by combining the structural damage degree of each shock absorption structure area and the degree of the health impact of the support structure area on the landing gear.

[0150] Optionally, the transmission medium may be a wired link, such as but not limited to, coaxial cable, optical fiber, digital subscriber line, etc., or a wireless link, such as but not limited to, Wireless Fidelity (WIFI), Bluetooth, mobile device network, etc.

[0151] It should be noted that: for the device provided in the above embodiment, only the division of the above functional modules is used for illustration. In actual applications, the above functions can be assigned to different functional modules according to needs, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above.

[0152] A schematic structural diagram of a computer device provided by an embodiment of the present invention. Exemplarily, the computer device includes: a memory, a processor, and a computer program stored in the memory and running on the processor. When the processor executes the computer program, the computer device can execute any one of the comprehensive performance test methods for landing gear maintenance introduced above.

[0153] In addition, an embodiment of the present invention also protects a device, which may include a memory and a processor. Among them, an executable program code is stored in the memory, and the processor is used to call and execute the executable program code to execute a comprehensive performance test method for landing gear maintenance provided by an embodiment of the present invention.

[0154] The embodiment of the present invention can divide the functions of the device according to the above method examples. For example, it can correspond to each functional module, or integrate two or more functions into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0155] In the case of dividing each module according to each corresponding function, the device may further include a signal uploading module, a determination module, an adjustment module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, and will not be repeated here.

[0156] It should be understood that the device provided by the embodiment of the present invention is used to execute the above comprehensive performance test method for landing gear maintenance, so it can achieve the same effect as the above implementation method.

[0157] In the case of adopting an integrated unit, the device may include a processing module and a storage module. Among them, when the device is applied to a device, the processing module may be used to control and manage the actions of the device. The storage module may be used to support the device to execute mutual program codes, etc. Among them, the processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules, and circuits described in connection with the disclosure of the present invention. The processor may also be a combination that implements computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0158] In addition, the device provided in the embodiment of the present invention may specifically be a chip, a component, or a module. The chip may include a connected processor and a memory; among them, the memory is used to store instructions. When the processor calls and executes the instructions, the chip may execute a comprehensive performance test method for landing gear maintenance provided in the above embodiment.

[0159] The embodiment of the present invention also provides a computer-readable storage medium. Computer program code is stored in the computer-readable storage medium. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement a comprehensive performance test method for landing gear maintenance provided in the above embodiment.

[0160] The embodiment of the present invention also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement a comprehensive performance test method for landing gear maintenance provided in the above embodiment.

[0161] Among them, the device, the computer-readable storage medium, the computer program product, or the chip provided in the embodiment of the present invention are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here. Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example. In actual applications, the above functions may be allocated to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In the embodiments provided by the present invention, it should be understood that the disclosed device and method may be implemented in other ways.

[0162] The device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of devices or units can be in electrical, mechanical or other forms.

[0163] It should also be noted that in this text, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such a process, method, article or terminal device. Without more limitations, the element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, article or terminal device including the said element.

[0164] It should be noted that the above sequence of the embodiments of the present invention is only for description and does not represent the superiority or inferiority of the embodiments. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0165] Each embodiment in this specification is described in a progressive manner. The same or similar parts between each embodiment can be referred to each other, and the key point of each embodiment is to illustrate the differences from other embodiments.

[0166] The above content is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention.

Claims

1. A comprehensive performance test method for landing gear maintenance, characterized in that: The method comprises the following steps: Obtain stress, displacement and vibration signals of the supporting structure area and the shock absorbing structure area of ​​the landing gear; Determine the degree of influence of each support structure area on the health of the landing gear based on the change amplitude, stress magnitude and total stress magnitude of each support structure area in the static test of the landing gear under different loads; Perform multiple ground taxiing simulations on the landing gear respectively, and determine the absorption ratio of the low-frequency vibration signal of each shock-absorbing structure area according to the displacement during the ground taxiing simulation; obtain the load size corresponding to the shock-absorbing structure area according to the vibration signal and the absorption ratio, and determine the load deviation degree corresponding to the shock-absorbing structure area of ​​the landing gear; correct the load deviation degree in combination with the vibration signal and the stress change, and obtain the structural damage degree of each shock-absorbing structure area; The comprehensive performance of the landing gear is obtained by combining the structural damage degree of each shock absorbing structure area and the health impact degree of the supporting structure area on the landing gear.

2. A comprehensive performance testing method for landing gear maintenance according to claim 1, characterized in that: Determining the degree of influence of each support structure area on the health of the landing gear according to the change amplitude, stress magnitude and total stress magnitude of the landing gear support structure of each support structure area in the static test of the landing gear under different loads includes: Under static testing, analyze the changes in stress data of the landing gear support structure area under different loads to determine the degree of stress deviation; The degree of influence of each supporting structure area on the landing gear health is determined by combining the stress deviation degree, stress magnitude and total stress magnitude of the landing gear supporting structure of each supporting structure area under different loads.

3. A comprehensive performance testing method for landing gear maintenance according to claim 2, characterized in that: In the static test, the stress data changes of the supporting structure area of ​​the landing gear under different loads are analyzed to determine the degree of stress deviation, including: Calculate the slope of the stress curve consisting of the stresses at each load for each support structure area of ​​the landing gear as a single amplitude of change; Calculate the average of the single change amplitudes corresponding to all supporting structure areas of the landing gear under the same load as the overall change amplitude; The difference between the single variation amplitude and the overall variation amplitude is taken as the stress deviation degree of the supporting structure area of ​​the landing gear under each load.

4. A comprehensive performance testing method for landing gear maintenance according to claim 2, characterized in that: Determining the degree of influence of each support structure area on the health of the landing gear according to the change amplitude, stress magnitude and total stress magnitude of the landing gear support structure of each support structure area of ​​the landing gear under different loads includes: Calculate the average value of stress deviation degrees of different supporting structure areas of the landing gear under the same load as the stress deviation average value; Calculate the difference between the stress deviation degree of each supporting structure area of ​​the landing gear under the current load and the stress deviation average value corresponding to the same load as the overall deviation of each supporting structure area under the current load; Calculate the ratio of the stress magnitude of each supporting structure area of ​​the landing gear under the current load to the total stress magnitude of all supporting structures of the landing gear under the current load as the stress proportion of each supporting structure area under the current load; The product of the overall deviation and the stress proportion of each supporting structure area under the current load is used as the individual influence of each supporting structure area on the landing gear under the current load; The sum of the individual influence of each supporting structure area on the landing gear under all loads is calculated as the health influence degree of each supporting structure area on the landing gear.

5. A comprehensive performance testing method for landing gear maintenance according to claim 1, characterized in that: The method of performing multiple ground taxiing simulations on the landing gear and determining the absorption ratio of the low-frequency vibration signal of each shock-absorbing structure area according to the displacement during the ground taxiing simulation includes: For any number of ground sliding simulations, the displacement size collected by each displacement monitoring device during the ground sliding simulation is obtained, the displacement size is converted into a frequency domain signal by Fourier transform, the sum of the energy of the frequency domain signal at different frequencies is calculated as the bandwidth energy, and the sum of the bandwidth energies of all displacement monitoring devices corresponding to the current shock absorbing structure area during the ground sliding simulation is used as the energy absorption of the shock absorbing structure area; The energy absorption of the shock absorbing structure area is used as the numerator, the low-frequency vibration signal in the vibration signal is used as the denominator, and the ratio formed by the numerator and the denominator is used as the fractional simulation absorption ratio of the low-frequency vibration signal in the current shock absorbing structure area; The absorption ratio of each shock-absorbing structure area obtained by multiple ground sliding simulations is averaged to obtain the absorption ratio of each shock-absorbing structure area.

6. A comprehensive performance testing method for landing gear maintenance according to claim 1, characterized in that: The step of obtaining the load size corresponding to the shock absorbing structure area according to the vibration signal and the absorption ratio, and determining the load deviation degree corresponding to the shock absorbing structure area of ​​the landing gear includes: Obtain the vibration signal after removing the low-frequency vibration signal, calculate the product value of the magnitude of the vibration signal after removing the low-frequency vibration signal and the absorption ratio of the low-frequency vibration signal, as the first product; take the difference between the stress magnitude at the current acquisition moment and the first product as the load magnitude of the corresponding shock-absorbing structure area, recorded as the structural area load; Obtain the average value of the load magnitudes corresponding to all the seismic buffer structure regions at the current acquisition time as the regional load average; For any shock absorbing structure area of ​​the landing gear, the difference between the structural area load at the current collection moment and the average load of the area is used as the numerator, and the average load of the area is used as the denominator to obtain the load deviation degree of the load size corresponding to the shock absorbing structure area of ​​the landing gear at the current collection moment.

7. A comprehensive performance testing method for landing gear maintenance according to claim 1, characterized in that: The load deviation degree is corrected in combination with the vibration signal and the stress change to obtain the structural damage degree of each shock absorbing structure area, including: According to the vibration signal and the stress change, a correction coefficient of the load deviation degree is determined; in combination with the correction coefficient, the load deviation degree is corrected to obtain the structural damage degree in each shock-absorbing structure area.

8. A comprehensive performance testing method for landing gear maintenance according to claim 7, characterized in that: Determining the correction coefficient of the load deviation degree according to the vibration signal and the stress change includes: Obtain the slope value and standard deviation of the vibration signal corresponding to each shock absorbing structure area; The product of the slope value of the vibration signal, the standard deviation of the vibration signal and the mean value of the stress is normalized, and the normalized result value is used as the correction coefficient of the load deviation degree.

9. A comprehensive performance testing method for landing gear maintenance according to claim 7, characterized in that: The load deviation degree is corrected in combination with the correction coefficient to obtain the structural damage degree of each shock absorbing structure area, including: Performing negative correlation mapping on the correction coefficient to obtain a target correction coefficient; For any collection time, the product of load deviation degree and target correction coefficient is calculated as the degree of foundation structure loss; The normalized value of the mean value of the basic structure loss degree at all acquisition moments is taken as the structural damage degree.

10. A comprehensive performance testing method for landing gear maintenance according to claim 1, characterized in that: The comprehensive performance of the landing gear is obtained by combining the structural damage degree of each shock absorbing structure area and the health impact degree of the supporting structure area on the landing gear, including: For any landing gear, the mean value of the structural damage degree of all shock-absorbing structure areas is multiplied by the mean value of the health impact degree of all supporting structure areas on the landing gear, and the resulting value is used as the comprehensive damage value; the comprehensive damage value is negatively correlated and mapped to obtain the comprehensive performance of the landing gear.

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