Vibration test-based airborne suspension reliability test adaptability determination method

Abstract

The invention provides a vibration test-based airborne suspension reliability test adaptability determination method. The method comprises the following steps of: determining vibration stress V1 and duration T1 at a weak position in a hanging vibration test process of an airborne suspension, and vibration stress V2 and duration T2 at the weak position in the hanging reliability test of the airborne suspension; determining a frequency band F1 with the minimum margin in which the vibration stress V1 covers the vibration stress V2; performing vibration equivalence on the vibration stress V1 and the duration T1 in the frequency band F1 to obtain TY1; performing vibration equivalence on the vibration stress V2 and the duration T2 in the frequency band F1 to obtain TY2; if TY1 is not smaller than TY2, it is predicted that the airborne suspender can meet the requirement of the hang-off reliability test after passing through the hang-off vibration test. According to the method, the adaptability of the reliability test of the airborne suspension object can be analyzed and determined by comparing the vibration stress of the typical frequency band according to the structure weak position on the airborne suspension object in the vibration test and the reliability test of the airborne suspension object.

Description

Technical Field

[0001] The invention belongs to the technical field of reliability test, and relates to an adaptability determination method for an airborne suspension reliability test based on a vibration test. Background Art

[0002] Airborne suspensions generally need to undergo vibration tests and reliability tests before flight tests. The vibration accumulation time of reliability tests is long, but due to test funding constraints, sometimes only one airborne suspension can be used for the test. If the airborne suspension reaches the end of its life during the test, the test cannot be completed. To avoid this situation, the design margin needs to be increased, which will increase the design cost. How to weigh whether to increase the design margin is mainly based on the judgment of the adaptability of the aircraft reliability test. Summary of the invention

[0003] The present invention aims to solve at least one of the problems existing in the prior art.

[0004] To this end, the present invention provides a method for determining the adaptability of an airborne suspension reliability test based on a vibration test, which can analyze and determine the adaptability of the airborne suspension reliability test according to the weak structural positions on the airborne suspension in the airborne suspension vibration test and the reliability test, by comparing the vibration stress in typical frequency bands.

[0005] The technical solution of the present invention is:

[0006] A method for determining the adaptability of an airborne suspension reliability test based on a vibration test, the specific steps of the determination method are:

[0007] Step 1: According to the weak position A1 on the airborne suspension, respectively determine the vibration stress V1 and duration T1 at the weak position A1 during the airborne suspension flying vibration test, and the vibration stress V2 and duration T2 at the weak position A1 in the airborne suspension flying reliability tests with multiple different vibration levels; wherein the maximum vibration level at the weak position A1 in the airborne suspension flying reliability test is Vmax';

[0008] Step 2, determining the frequency band F1 in which the margin of the vibration stress V1 covering the vibration stress V2 is the smallest;

[0009] Step 3: Perform vibration equivalence on the vibration stress V1 and duration T1 of the airborne suspension flying vibration test in the frequency band F1, and determine the equivalent time TY1 corresponding to the maximum vibration magnitude Vmax' of the airborne suspension flying reliability test = (V1 / Vmax') 4 ×T1;

[0010] The vibration stress V2 and duration T2 of the reliability test of the suspended object on the air are vibrated equivalently in the frequency band F1, and the equivalent time TY2 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the suspended object on the air is determined = (V2 / Vmax') 4 ×T2;

[0011] If TY1 is not less than TY2, it is expected that the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test, that is, a new airborne suspension can pass the flight reliability test; if TY1 is less than TY2, it is impossible to predict whether the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test.

[0012] Furthermore, in step 3, if TY1 is less than TY2, and it is impossible to predict whether the airborne suspension meets the requirements of the flight reliability test after passing the flight vibration test, the equivalent time of the airborne suspension from the flight vibration test is increased, and then the judgment is made, specifically:

[0013] Step 1, determining the vibration stress V3 and duration T3 at the weak position A1 during the autonomous flight vibration test of the airborne suspension;

[0014] Step 2: Perform vibration equivalence on the vibration stress V3 and duration T3 in the frequency band F1, and determine the equivalent time TY3 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the airborne suspension object flying = (V3 / Vmax') 4 ×T3;

[0015] If the sum of TY1 and TY3 is not less than TY2, it is expected that the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test and the autonomous flight vibration test, that is, a new airborne suspension can pass the flight reliability test; if the sum of TY1 and TY3 is less than TY2, it is impossible to predict whether the flight reliability test requirements are met based on the airborne suspension vibration test.

[0016] Furthermore, when it is expected that the onboard suspension objects can meet the requirements of the flight reliability test through the flight vibration test, the limiting method of the flight reliability test is determined:

[0017] Step 1), determining the weak position A1 as the limit point position of the reliability test of the airborne suspended object;

[0018] Step 2) Determine the limiting strategy of the limiting point position A1 of the airborne suspension reliability test. The limiting strategy is: the vibration acceleration power spectrum at the limiting point position A1 cannot exceed (TY1 / TY2) of V2 1 / 4 times.

[0019] Furthermore, when it is expected that the onboard suspension objects can meet the requirements of the flight reliability test through the flight vibration test and the autonomous flight vibration test, the limiting method of the flight reliability test is determined:

[0020] Step 1), determining the weak position A1 as the limit point position of the reliability test of the airborne suspended object;

[0021] Step 2), determine the restriction strategy of the restriction point position A1 of the airborne suspension reliability test, the restriction strategy is: the vibration acceleration power spectrum at the restriction point position A1 cannot exceed ((TY1+TY3) / TY2) of V2 1 / 4 times.

[0022] Furthermore, when it is impossible to estimate whether the requirements of the flight reliability test are met based on the vibration test of the airborne suspension, the number of airborne suspensions required for the flight reliability test is further determined, that is, the total flight reliability test time is amortized by increasing the number of airborne suspensions, so that the airborne suspensions with an increased number can pass the flight reliability test;

[0023] Among them, when determining the required number of airborne suspension objects for the flight reliability test, the calculation result of TY2 / (TY1+TY3) is rounded up as the required number of airborne suspension objects for the flight reliability test.

[0024] Furthermore, when it is impossible to estimate whether the requirements of the flight reliability test are met based on the vibration test of the airborne suspension, the end of life of the airborne suspension during the flight reliability test is further determined, and the airborne suspension is replaced after the end of its life, or the failure that occurs thereafter is not considered as a responsible failure;

[0025] Among them, the method for determining the service life of the airborne suspension during the flight reliability test is:

[0026] Step (1), determine the maximum vibration equivalent time TYP of a single test section of the flight reliability test = (VP / Vmax') 4 ×TP;

[0027] Step (2), determining the whole cycle number N2 of the service life, N2 is the calculation result of (TY1+TY3) / TYP rounded down;

[0028] Step (3), determine the remaining equivalent time Tr = TY1 + TY3 - TYP * N2;

[0029] Step (4), determine the number of cycles N3 corresponding to the remaining equivalent time:

[0030] According to the vibration application sequence of a single test section of the flying reliability test, the equivalent vibration time of each vibration stress is calculated and accumulated in turn. When the accumulated equivalent vibration time exceeds Tr for the first time, the last accumulated vibration stress stage at the start time of the corresponding single reliability test section is recorded as T4; the equivalent vibration ratio of Tr to the last vibration stress stage is recorded as Tu, the time corresponding to Tu is added to T4, and the ratio of (T4+Tu) to the duration of a single flying reliability test section is determined as N3;

[0031] Step (5), determine the end-of-life time: take the duration of a single test profile of the N2+N3 flight reliability tests as the end-of-life time.

[0032] Furthermore, in step 1, the process of determining the vibration stress V1 and duration T1 at the weak position A1 during the airborne suspension vibration test is as follows:

[0033] Step a, collecting vibration test information required during the development of the airborne suspension, the vibration test information including vibration conditions, test time, and control point positions of the airborne suspension flight vibration test;

[0034] Step b, determining the vibration stress V1 and duration T1 of the airborne suspension compartment where the weak position A1 is located according to the airborne suspension compartment where the weak position A1 is located and the vibration conditions of the airborne suspension flight vibration test collected in step a.

[0035] Further, in step 1, the process of determining the vibration stress V2 and duration T2 at the weak position A1 in the reliability test of the airborne suspension object with multiple different vibration levels is as follows:

[0036] Step A, collecting test profile data for the reliability test of the onboard suspended object:

[0037] The test profile data includes: vibration test conditions VP of each vibration magnitude in the reliability test profile of the suspended object on the aircraft and the vibration duration TP of a single cycle; wherein the vibration test conditions VP of each vibration magnitude include the maximum vibration Vmax, the weighted vibration Vint, the minimum vibration Vmin, and the continuous vibration Vc; the vibration duration TP of a single cycle includes TP1, TP2, TP3, and TP4 corresponding to the vibration test conditions VP of each vibration magnitude;

[0038] Step B, collecting test plan data for the reliability test of the onboard suspended object flying;

[0039] The test scheme data includes: the number of test cycles N and a control mode, in which the vibration magnitude applied by the geometric center of the airborne suspension is determined as the reference vibration magnitude;

[0040] Step C, determine the vibration cumulative time TN in the reliability test of the airborne suspended object:

[0041] The reliability test of the suspended object on board has multiple vibration levels, namely, maximum vibration Vmax, weighted vibration Vint, minimum vibration Vmin, and continuous vibration Vc, and the vibration cumulative time TN1, TN2, TN3, and TN4 corresponding to the four vibration levels are determined; wherein TN1 = TP1*N, TN2 = TP2*N, TN3 = TP3*N, and TN4 = TP4*N;

[0042] Step D, determining the vibration stress V2 and duration T2 of the onboard suspension compartment where the weak position A1 is located according to the onboard suspension compartment where the weak position A1 is located and the test plan data collected in step B;

[0043] The vibration level applied at the geometric center of the airborne suspension determined in step B is the reference vibration level, and the vibration level at the weak position A1 of the airborne suspension A is increased on the basis of the reference vibration level, so that the vibration stress V2 includes the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc', and the duration T2 includes TN1, TN2, TN3, and TN4 corresponding to the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc'.

[0044] Furthermore, the frequency band F1 in step 2 is: the frequency band corresponding to the minimum difference between the acceleration power spectrum density of the vibration stress V1 and the acceleration power spectrum density of the vibration stress V2 is determined as F1.

[0045] Furthermore, TY2=TN1+(Vint' / Vmax') 4 ×TN2+(Vmin' / Vmax') 4 ×TN3+(Vc' / Vmax') 4 ×TN4.

[0046] By applying the above technical solution, the present invention has the following beneficial effects:

[0047] (1) Considering that fatigue damage caused by vibration in reliability test is the main cause of test piece failure, the present invention proposes for the first time a specific method for predicting whether the airborne suspension can meet the flight reliability test requirements after passing the vibration test by comparing the vibration test conditions of the airborne suspension with the reliability test conditions.

[0048] That is, by using the vibration test of the airborne suspension to make an equivalent with the predicted value of the reliability test, it is predicted whether the airborne suspension can meet the requirements of the flight reliability test after passing the vibration test, and then the adaptability of the reliability test of the airborne suspension is determined. This method is suitable for airborne suspensions that are flown for a long time, and can organize the production of test pieces (i.e., airborne suspensions) according to the number of reliability test products (i.e., airborne suspensions) determined by the evaluation before the implementation of the flight reliability test. When the number of flight reliability test pieces is insufficient, the life span of the test product can be determined in advance, which provides a basis for determining whether the test failure responsibility is a responsibility failure. In the case that the flight vibration test in the predicted results cannot cover the reliability test requirements, the airborne suspension product can be designed and improved to enhance the adaptability of the product to the flight reliability test, so as to meet the demand of reducing the number of test pieces, and then reduce the test cost. The present invention fills the gap of determining the number of flight reliability test pieces, optimizing the test restriction scheme, and determining the life span by comparing the flight vibration conditions and reliability test conditions of the airborne suspension, and can be extended to the flight reliability test of various airborne suspensions.

[0049] (2) The present invention proposes for the first time to compare the vibration test conditions of the airborne suspension with the reliability test conditions. When it is expected that the airborne suspension can meet the requirements of the flight reliability test after passing the vibration test, a restriction method for the flight reliability test is determined. This can provide a reasonable restriction strategy for the implementation of the flight reliability test, thereby ensuring that the airborne suspension will not be unable to complete the test due to the airborne suspension being subjected to unreasonable over-level tests during the implementation of the reliability test, and thus the flight reliability test can be completed using the expected number of airborne suspensions.

[0050] (3) The present invention proposes for the first time a method for determining the required number of airborne suspensions for the flight reliability test by comparing the airborne suspension vibration test conditions with the reliability test conditions, when it is impossible to predict whether the requirements of the flight reliability test are met based on the airborne suspension vibration test. By further determining the required number of airborne suspensions for the flight reliability test, a reasonable basis is provided for product production preparation.

[0051] (4) The present invention proposes for the first time a method for determining the end-of-life time of an airborne suspension in a flight reliability test by comparing the airborne suspension vibration test conditions with the reliability test conditions, when it is impossible to predict whether the airborne suspension vibration test meets the flight reliability test requirements based on the airborne suspension vibration test. By determining the end-of-life time of a product in a flight reliability test, a basis is provided for timely replacement of test parts and end-of-life fault judgment. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The included drawings are used to provide a further understanding of the embodiments of the present invention, which constitute a part of the specification, are used to illustrate the embodiments of the present invention, and together with the text description, explain the principles of the present invention. Obviously, the drawings in the following description are only some embodiments of the present invention, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0053] Figure 1 It is a schematic diagram of the process of the present invention. DETAILED DESCRIPTION

[0054] It should be noted that, in the absence of conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0056] Unless otherwise specifically stated, the relative arrangement of the parts and steps described in these embodiments, numerical expressions and numerical values ​​do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to ordinary technicians in the relevant field may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be regarded as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0057] Embodiment 1:

[0058] Regarding the calculation of the reliability test conditions for the hanging of airborne suspensions, GJB899A stipulates the method for formulating the reliability test profiles for the hanging of air-launched weapons and combined external hangers and their equipment. This method is currently the main method for determining the reliability test conditions for airborne suspensions. When the reliability test for hanging of airborne suspensions is implemented, the calculated vibration conditions are used as the vibration conditions of the geometric center of the airborne suspension, and the vibration levels of various parts of the airborne suspension are controlled along the length direction of the airborne suspension according to the linear relationship of -3dB at the head and +3dB at the tail.

[0059] The vibration test of airborne suspension includes the vibration durability test and the vibration function test. The vibration test conditions are determined according to the relevant standards or model development experience. The vibration test conditions are proposed for different compartments, which are generally divided into two to three vibration test conditions. In recent years, the flying life of airborne suspension has been getting longer and longer, and the corresponding flying vibration durability test time has also been getting longer and longer. However, the cumulative vibration test time in the reliability test has not changed much, and the flying vibration magnitude has coverage of the reliability vibration spectrum, which has the basis for evaluating the adaptability of the reliability test of airborne suspension according to the environmental test results.

[0060] Based on these technical foundations, this embodiment proposes a method for determining the adaptability of an airborne suspension reliability test based on a vibration test. The method analyzes and determines the adaptability of an airborne suspension reliability test based on the airborne suspension vibration test (i.e., the airborne suspension flight vibration test and the airborne suspension autonomous flight vibration test) and the weak structural positions on the airborne suspension in the reliability test, by comparing the vibration stress in the typical frequency band; see Attachment Figure 1 The specific steps of the determination method are:

[0061] The first step is to collect the vibration test information required during the development of airborne suspensions. The vibration test information includes the vibration conditions, test time, and control point positions of the airborne suspension flight vibration test and the vibration conditions, test time, and control point positions of the airborne suspension flight vibration test.

[0062] The second step is to determine the weak position A1 during the reliability test of the airborne suspension. In this embodiment, the direct connection between the airborne suspension compartment and the front and rear vibration fixtures is selected as the weak position.

[0063] The third step is to determine the vibration stress V1 (including frequency and acceleration power spectrum density) and duration T1 at the weak position A1 during the airborne suspension vibration test. The specific process is: according to the airborne suspension compartment where the weak position A1 is located and the vibration conditions of the airborne suspension vibration test collected in the first step, determine the vibration stress V1 and duration T1 of the airborne suspension compartment where the weak position A1 is located;

[0064] The fourth step is to collect the test profile data of the reliability test of the airborne hanging object hanging flight;

[0065] The test profile data includes: vibration test conditions VP of each vibration magnitude in the reliability test profile of the suspended object on the aircraft and the vibration duration TP of a single cycle; wherein the vibration test conditions VP of each vibration magnitude include the maximum vibration Vmax, the weighted vibration Vint, the minimum vibration Vmin, and the continuous vibration Vc; the vibration duration TP of a single cycle includes TP1, TP2, TP3, and TP4 corresponding to the vibration test conditions VP of each vibration magnitude;

[0066] Step 5: Collect test plan data for the reliability test of the onboard suspended object flying;

[0067] The test scheme data includes: the number of test cycles N and a control mode, in which the vibration magnitude applied by the geometric center of the airborne suspension is determined as the reference vibration magnitude;

[0068] Step 6: Determine the vibration cumulative time TN in the reliability test of the airborne suspended objects:

[0069] Since the reliability test of the hanging object on the airborne object has multiple vibration levels, there are four vibration levels in this embodiment, namely, maximum vibration Vmax, weighted vibration Vint, minimum vibration Vmin, and continuous vibration Vc, and the vibration cumulative time TN1, TN2, TN3, and TN4 corresponding to the four vibration levels are determined; wherein TN1=TP1*N, TN2=TP2*N, TN3=TP3*N, and TN4=TP4*N;

[0070] The seventh step is to determine the vibration stress V2 and duration T2 at the weak position A1 in the reliability test of the airborne suspension. The specific process is: according to the airborne suspension compartment section where the weak position A1 is located and the test plan data collected in the fifth step, determine the vibration stress V2 and duration T2 of the airborne suspension compartment section where the weak position A1 is located;

[0071] The vibration magnitude applied by the geometric center of the airborne suspension determined in the fifth step is the reference vibration magnitude. Therefore, the vibration magnitude at the weak position A1 of the airborne suspension A is adjusted on the basis of the reference vibration magnitude, so that the vibration stress V2 includes the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc', and the duration T2 includes TN1, TN2, TN3, and TN4 corresponding to the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc'.

[0072] Step 8, determining the frequency band F1 in which the margin of the vibration stress V1 covering the vibration stress V2 is the smallest. The specific process is: the vibration stress V1 covers the vibration stress V2 in the full frequency band, and the frequency band corresponding to the smallest difference between the acceleration power spectrum density of the vibration stress V1 and the acceleration power spectrum density of the vibration stress V2 is determined as F1;

[0073] The ninth step is to estimate for the first time whether the onboard suspension meets the flight reliability test requirements. The specific process is as follows:

[0074] The vibration stress V1 and duration T1 of the airborne suspension flying vibration test are vibrated equivalently in the frequency band F1, and the equivalent time TY1 corresponding to the maximum vibration magnitude Vmax' of the airborne suspension flying reliability test is determined = (V1 / Vmax') 4 ×T1;

[0075] The vibration stress V2 and duration T2 of the reliability test of the suspended object on the air are vibrated equivalently in the frequency band F1, and the equivalent time TY2 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the suspended object on the air is determined = (V2 / Vmax') 4 ×T2;

[0076] In this embodiment, since the flying reliability test has four vibration levels, the equivalent time is calculated respectively, then TY2 = TN1 + (Vint' / Vmax') 4 ×TN2+(Vmin' / Vmax') 4 ×TN3+(Vc' / Vmax') 4 ×TN4;

[0077] If TY1 is not less than TY2, it is expected that the design of the airborne suspension can meet the requirements of the flight reliability test after the airborne suspension passes the flight vibration test, that is, a new airborne suspension can pass the flight reliability test assessment; if TY1 is less than TY2, it is impossible to predict whether the airborne suspension can meet the requirements of the flight reliability test after passing the flight vibration test, and jump to step 10 for further subsequent judgment;

[0078] The tenth step is to determine the vibration stress V3 and duration T3 at the weak position A1 during the autonomous flight vibration test of the airborne suspension. The specific process is: according to the airborne suspension compartment section where the weak position A1 is located and the vibration conditions of the airborne suspension autonomous flight vibration test collected in the first step, determine the vibration stress V3 and duration T3 of the airborne suspension compartment section where the weak position A1 is located;

[0079] Step 11: Second estimate whether the onboard suspension meets the reliability test requirements. The specific process is as follows:

[0080] In the frequency band F1, the vibration stress V3 and the duration T3 are vibrated equivalently to determine the equivalent time TY3 of the maximum vibration level Vmax' of the reliability test of the airborne suspension object = (V3 / Vmax') 4 ×T3;

[0081] If the sum of TY1 and TY3 is not less than TY2, it is expected that the design of the airborne suspension can meet the requirements of the flight reliability test after the airborne suspension passes the flight vibration test and the autonomous flight vibration test, that is, a new airborne suspension can pass the flight reliability test; if the sum of TY1 and TY3 is less than TY2, it is impossible to predict whether the requirements of the flight reliability test are met based on the airborne suspension vibration test (including the flight vibration test and the autonomous flight vibration test).

[0082] In one embodiment, when it is expected that the onboard suspended object can meet the requirements of the suspension reliability test after passing the vibration test (i.e., passing the suspension vibration test or passing the suspension vibration test and the autonomous flight vibration test), the limiting method of the suspension reliability test can be further determined:

[0083] Step 1: determine the weak position A1 as the limit point position of the reliability test of the airborne suspended object;

[0084] Step 2: determine the restriction strategy of the restriction point position A1 of the reliability test of the suspended object on the air, and the restriction strategy is:

[0085] When the onboard suspension is expected to pass the flying vibration test, the vibration acceleration power spectrum at the limit point position A1 cannot exceed (TY1 / TY2) of V2 1 / 4 times; when the onboard suspension is expected to pass the suspension vibration test and the autonomous flight vibration test, the vibration acceleration power spectrum at the limit point position A1 cannot exceed V2's ((TY1+TY3) / TY2) 1 / 4 times.

[0086] In one embodiment, when it is impossible to estimate whether the requirements of the flight reliability test are met according to the vibration test of the airborne suspension, the number of airborne suspensions required for the flight reliability test can be further determined, that is, the total flight reliability test time can be amortized by increasing the number of airborne suspensions, so that the airborne suspensions with an increased number can pass the flight reliability test;

[0087] Among them, when determining the quantity requirement of the airborne suspension objects for the flight reliability test, the calculation result of TY2 / (TY1+TY3) is rounded up (i.e., rounded to the larger integer) as the quantity requirement of the airborne suspension objects for the flight reliability test.

[0088] In another embodiment, when it is impossible to predict whether the requirements of the flight reliability test are met based on the vibration test of the airborne suspension, the end of life of the airborne suspension during the flight reliability test can be further determined, and then the airborne suspension is replaced after the end of its life, or a failure that occurs thereafter is not considered a responsible failure;

[0089] Among them, the method for determining the service life of the airborne suspension during the flight reliability test is:

[0090] Step 1: determine the maximum vibration equivalent time TYP of a single test section (i.e., a single cycle) of the flight reliability test;

[0091] Determine the equivalent time TYP of the maximum vibration level Vmax' corresponding to the flying reliability test = (VP / Vmax') 4 ×TP

[0092] In this embodiment, since the flying reliability test has four vibration levels, the equivalent time is calculated respectively, TYP1 = TP1, TYP2 = (Vint' / Vmax') 4 ×TP2, TYP3 = (Vmin' / Vmax') 4 ×TP3, TYP4 = (Vc' / Vmax') 4 ×TP4, then TYP=TYP1+TYP2+TYP3+TYP4;

[0093] Step 2: Determine the total number of cycles N2 required for the end-of-life time:

[0094] The result of (TY1+TY3) / TYP is rounded down to the integer number N2 included in the life time.

[0095] Step 3: Determine the remaining equivalent time Tr:

[0096] Take TY1+TY3-TYP*N2 as the remaining equivalent time Tr;

[0097] Step 4: Determine the number of cycles N3 corresponding to the remaining equivalent time:

[0098] According to the vibration application sequence of a single test section of the flying reliability test, the equivalent vibration time of each vibration stress is calculated and accumulated in turn. When the accumulated equivalent vibration time exceeds Tr for the first time, the last accumulated vibration stress stage at the start time of the corresponding single reliability test section is recorded as T4; the equivalent vibration ratio of Tr to the last vibration stress stage is recorded as Tu, the time corresponding to Tu is added to T4, and the ratio of (T4+Tu) to the duration of a single flying reliability test section is determined as N3;

[0099] Step 5, determine the end-of-life time: take the duration of a single test section of the N2+N3 flight reliability tests as the end-of-life time.

[0100] Embodiment 2:

[0101] This embodiment provides an application example of a method for determining the adaptability of an airborne suspension reliability test based on a vibration test on the basis of Embodiment 1. The specific steps of this application example are as follows:

[0102] The first step is to collect the vibration test information required during the development of airborne suspensions. The vibration test information includes the vibration conditions, test time, and control point positions of the airborne suspension flight vibration test and the vibration conditions, test time, and control point positions of the airborne suspension flight vibration test.

[0103] The second step is to determine the weak position A1 during the reliability test of the airborne suspension. In this embodiment, the direct connection between the airborne suspension compartment and the front and rear vibration fixtures is selected as the weak position.

[0104] The third step is to determine the vibration stress V1 and duration T1 at the weak position A1 during the airborne suspension vibration test. The specific process is: according to the airborne suspension compartment where the weak position A1 is located and the vibration conditions of the airborne suspension vibration test collected in the first step, the vibration stress V1 of the airborne suspension compartment where the weak position A1 is located is determined as shown in Table 1, and the duration T1 is 15h;

[0105] Table 1

[0106]

[0107] The fourth step is to collect the test profile data of the reliability test of the airborne hanging object hanging flight;

[0108] The vibration test conditions VP of each value in the reliability test profile of the suspended object on the aircraft, and the power spectrum density corresponding to each value vibration test condition VP are shown in Table 2. In this embodiment, each value vibration test condition VP includes a maximum vibration Vmax and a weighted vibration Vint; the vibration duration of a single cycle corresponding to the maximum vibration Vmax and the weighted vibration Vint are TP1 and TP2 respectively, and the specific corresponding values ​​are shown in the 1st to 3rd columns of Table 3;

[0109] Table 2

[0110]

[0111] Table 3

[0112]

[0113] The fifth step is to collect test plan data of the reliability test of the airborne suspended object; the test plan data includes: the number of test cycles N and the control method;

[0114] Test cycle number N = 40;

[0115] Control method: The input value of vibration stress in the reliability test is 0dB at the geometric center of the airborne suspension, -3dB at the head, and +3dB at the tail. The vibration magnitude of the airborne suspension is linearly distributed. The vibration magnitude at the control point is determined by calculating the distance between the control point and the geometric center of the airborne suspension. The vibration magnitude applied at the geometric center of the airborne suspension is the reference vibration magnitude, see Table 3 for the acceleration power spectrum density W. 0 , that is, the acceleration power spectrum density at the geometric center of the airborne suspension and the vibration duration of a single cycle are shown in columns 1 to 3 of Table 3;

[0116] Step 6: Determine the vibration cumulative time TN in the reliability test of the airborne suspended objects:

[0117] This embodiment has two vibration levels, and the vibration cumulative time TN1 and TN2 corresponding to each vibration level are determined, TN1=TP1*N, TN2=TP2*N, specifically see the total duration in the fourth column of Table 3;

[0118] The seventh step is to determine the vibration stress V2 and duration T2 at the weak position A1 in the reliability test of the airborne suspension. The specific process is: according to the airborne suspension compartment section where the weak position A1 is located and the test plan data collected in the fifth step, determine the vibration stress V2 and duration T2 of the airborne suspension compartment section where the weak position A1 is located;

[0119] In this embodiment, since the vibration magnitudes at the geometric center of the airborne suspension in the reliability test of the airborne suspension are the maximum vibration Vmax and the weighted vibration Vint, respectively, the vibration stress V2 at the weak position A1 of the airborne suspension is 0.8 dB of the reference vibration magnitude (corresponding to a power spectrum density amplified by 1.2 times), then the vibration stress V2 at the weak position A1 of the airborne suspension includes the maximum vibration Vmax' and the weighted vibration Vint', and the acceleration power spectrum density corresponding to the maximum vibration Vmax' and the weighted vibration Vint' is the power spectrum density of the maximum vibration Vmax and the weighted vibration Vint amplified by 1.2 times; the duration T2 at the weak position A1 of the airborne suspension is the total duration corresponding to the maximum vibration Vmax' and the weighted vibration Vint', which is equal to TN1 and TN2 in Table 3, as shown in Table 4 for details;

[0120] Table 4

[0121]

[0122] The eighth step is to determine the frequency band F1 in which the margin of the vibration stress V1 covering the vibration stress V2 is the smallest. The specific process is: the vibration stress V1 covers the vibration stress V2 in the full frequency band, and the frequency band corresponding to the smallest difference between the acceleration power spectrum density of the vibration stress V1 and the acceleration power spectrum density of the vibration stress V2 is determined as F1; the frequency of the vibration stress V1 (i.e., Table 1) in this embodiment is divided into three frequency bands, namely, 20-220 Hz frequency band, 220-300 Hz frequency band, and 300-2000 Hz frequency band;

[0123] (1) The acceleration power spectrum density corresponding to the frequency band of 20 to 220 Hz is 0.02 g 2 / Hz and vibration stress V2 (i.e.

[0124] The differences in the acceleration power spectrum density corresponding to the 20-220 Hz frequency band in Table 2 are:

[0125]

[0126] When W 0 =0.01g 2 / Hz, the minimum value of formula (1) is 0.01g corresponding to 200-220Hz 2 / Hz; when W 0 =0.004g 2 / Hz, the minimum value of formula (1) is 0.016g corresponding to 200-220Hz 2 / Hz;

[0127] (2) The acceleration power spectrum density corresponding to the frequency band of 220-300 Hz is 0.007 g 2 The difference between the acceleration power spectrum density corresponding to the frequency band of 220-300 Hz in Table 2 is:

[0128] 0.007-W 0 or W 0 -0.007 Formula (2)

[0129] When W 0 =0.01g 2 / Hz, formula (2) is 0.003g 2 / Hz; when W 0 =0.004g 2 / Hz, formula (2) is 0.003g 2 / Hz;

[0130] (3) The acceleration power spectrum density corresponding to the frequency band of 300-2000 Hz is 0.015 g 2 The difference between the acceleration power spectrum density corresponding to the frequency band of 300-2000Hz in Table 2 is:

[0131] 0.015-W 0 Formula (3)

[0132] When W 0 =0.01g 2 / Hz, formula (2) is 0.005g 2 / Hz; when W 0 =0.004g 2 / Hz, formula (3) is 0.011g 2 / Hz;

[0133] Therefore, according to the calculation results, the minimum value of the difference is selected as 0.003g 2 / Hz corresponds to the 220~300Hz frequency band as F1;

[0134] The ninth step is to estimate for the first time whether the onboard suspension meets the flight reliability test requirements. The specific process is as follows:

[0135] The vibration stress V1 and duration T1 of the airborne suspension flying vibration test are vibrated equivalently in the frequency range of 220-300 Hz to determine the equivalent time TY1 corresponding to the maximum vibration magnitude Vmax' of the airborne suspension flying reliability test = (V1 / Vmax') 4 ×T1=(0.007 / 0.012) 4 ×15*60=104min.

[0136] The vibration stress V2 and duration T2 of the reliability test of the suspended object on the air are vibrated equivalently in the frequency range of 220-300 Hz, and the equivalent time TY2 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the suspended object on the air is determined as (V2 / Vmax'). 4 ×T2, since the reliability test has two vibration levels, therefore, TY2 = TN1 + (Vint' / Vmax') 4 ×TN2=40+(0.0048 / 0.012) 4 ×4800=162.88min;

[0137] The results show that TY1 is less than TY2, and it is impossible to predict whether the airborne suspension meets the flight reliability test requirements after passing the flight vibration test. Jump to step 10 for further judgment.

[0138] Step 10: Determine the vibration stress V3 and duration T3 at the weak position A1 during the autonomous flight vibration test of the airborne suspension. The specific process is: According to the airborne suspension compartment where the weak position A1 is located and the vibration conditions of the airborne suspension autonomous flight vibration test collected in the first step, determine that the V3 of the F1 frequency band of the airborne suspension compartment where the weak position A1 is located is 0.03g2 / Hz, duration T3 is 2min, as shown in Table 5;

[0139] Table 5

[0140] Frequency Hz <![CDATA[Power spectral density g 2 / Hz]]> 20～400 0.03

[0141] Step 11: Second estimate whether the onboard suspension meets the reliability test requirements. The specific process is as follows:

[0142] The vibration stress V3 and duration T3 are vibrated equivalently in the frequency band F1 to determine the equivalent time TY3 of the maximum vibration magnitude Vmax' of the weak position A1 corresponding to the reliability test of the airborne suspension flight = (V3 / Vmax') 4 ×T3=(0.03 / 0.012) 4 ×2=78min.

[0143] The results show that the sum of TY1 and TY3 (104+78=182min) is not less than TY2 (162.88min), so it is expected that the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test and the autonomous flight vibration test, that is, a new airborne suspension can be used to pass the subsequent flight reliability test assessment.

[0144] In one embodiment, when it is expected that the onboard suspended object can meet the requirements of the suspension reliability test after passing the vibration test (i.e., passing the suspension vibration test or passing the suspension vibration test and the autonomous flight vibration test), the limiting method of the suspension reliability test can be further determined:

[0145] Step 1: determine the weak position A1 as the limit point position of the reliability test of the airborne suspended object;

[0146] Step 2: Determine the limiting strategy of the limiting point position A1 of the airborne suspension reliability test. The limiting strategy is: the vibration acceleration power spectrum at the limiting point position A1 cannot exceed ((TY1+TY3) / TY2) of V2 1 / 4 =(182 / 162.88) 1 / 4 =1.03 times.

[0147] In one embodiment, when it is impossible to estimate whether the requirements of the flying reliability test are met according to the vibration test of the airborne suspension, the quantity requirement of the flying reliability test of the airborne suspension can be further determined, that is, the quantity of the airborne suspension is increased so that the airborne suspension after the increase can pass the flying reliability test; taking TY2=162.88min, TY2 / (TY1+TY3)=1.2 as an example, that is, assuming that TY1+TY3=135.73mm, which is less than TY2(162.88min);

[0148] Among them, when determining the required number of airborne suspensions for the flight reliability test, the calculation result of TY2 / (TY1+TY3) is rounded up (i.e. rounded to the larger integer), and the result is 2, that is, the required number of airborne suspensions for the flight reliability test is 2, that is, the total number of airborne suspensions for the flight reliability test is 2.

[0149] In another embodiment, when it is impossible to predict whether the requirements of the flight reliability test are met based on the vibration test of the airborne suspension, the end of life of the airborne suspension during the flight reliability test can be further determined, and then the airborne suspension is replaced after the end of its life, or a failure that occurs thereafter is not considered a responsible failure;

[0150] Take TY2=162.88min, TY2 / (TY1+TY3)=1.2 as an example:

[0151] Step 1: determine the maximum vibration equivalent time TYP of a single test section (i.e., a single cycle) of the flight reliability test;

[0152] For the multiple vibration levels included in a single test profile of the flight reliability test (see Table 6), calculate the equivalent time respectively:

[0153] Table 6

[0154]

[0155] TYP1=TP1=1min

[0156] TYP2=(Vint' / Vmax') 4 ×TP2=(0.0048 / 0.012) 4 ×120=3.07min

[0157] TYP = TYP1 + TYP2 = 4.07 min;

[0158] Step 2: Determine the total number of cycles N2 required for the end-of-life time:

[0159] Calculate (TY1+TY3) / TYP=162.88 / 1.2 / 4.07=33.35; the result is 33.35, which is rounded down to 33, which is the number of cycles N2=33 included in the life span.

[0160] Step 3: Determine the remaining equivalent time Tr:

[0161] Calculate TY1+TY3-TYP*N2=162.88 / 1.2-4.07*33=1.42;

[0162] The calculated result is 1.42, which is the remaining equivalent time Tr=1.42min.

[0163] Step 4: Determine the number of cycles N3 corresponding to the remaining equivalent time:

[0164] Table 7 Vibration application sequence of a single flight reliability test section

[0165] Vibration timing Vibration Type Equivalent vibration time 30min No vibration 60min Weighted Vibration Vint 1.535min 1min Maximum vibration Vmax 1min 60min Weighted Vibration Vint 1.535min

[0166] According to the vibration application sequence of a single test section of the flying reliability test (see Table 7), the equivalent vibration time of each vibration stress is calculated and accumulated in turn. When the accumulated equivalent vibration time exceeds Tr for the first time, the last accumulated vibration stress stage at the start time of the corresponding single reliability test section is recorded as T4;

[0167] That is, if Tr is less than or equal to the equivalent vibration time of the first weighted vibration of 1.535min, then the end of 30min of no vibration is taken as the starting time; if Tr is greater than the equivalent vibration time of the first weighted vibration of 1.535min, and less than or equal to the equivalent vibration time of the first weighted vibration of 1.535min + the equivalent vibration time of the maximum vibration of 1min, then the end of 60min of the first weighted vibration is taken as the starting time; if Tr is greater than the equivalent vibration time of the first weighted vibration of 1.535min + the equivalent vibration time of the maximum vibration of 1min, and less than or equal to the equivalent vibration time of the first weighted vibration of 1.535min + the equivalent vibration time of the maximum vibration of 1min + the equivalent vibration time of the second weighted vibration of 1.535min, then the end of 1min of the maximum vibration is taken as the starting time;

[0168] Therefore, in this embodiment, Tr = 1.42min is less than the equivalent vibration time of the first weighted vibration (1.535min), so the end of 30min of no vibration in the above table is taken as the starting time, that is, T4 = 30min;

[0169] The ratio of Tr to the equivalent vibration of the last vibration stress stage is 1.42 / 1.535, and the vibration time of the corresponding stage is 1.42 / 1.535*60=55.505min. The ratio of (T4+55.505)=85.505 to the duration of a single flight reliability test section (30+60+1+60=131min) of 0.652 is determined as N3.

[0170] Step 20: Determine the end-of-life time. The duration of a single test section of the N2+N3 flight reliability test (131 min) is taken as the end-of-life time, that is, the end-of-life time is (33+0.652)*131 / 60=74.47h.

[0171] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0172] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0173] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test, characterized in that: The specific steps of this determination method are: Step 1: According to the weak position A1 on the airborne suspension, respectively determine the vibration stress V1 and duration T1 at the weak position A1 during the airborne suspension flying vibration test, and the vibration stress V2 and duration T2 at the weak position A1 in the airborne suspension flying reliability tests with multiple different vibration levels; wherein the maximum vibration level at the weak position A1 in the airborne suspension flying reliability test is Vmax'; Step 2, determining the frequency band F1 in which the margin of the vibration stress V1 covering the vibration stress V2 is the smallest; Step 3: Perform vibration equivalence on the vibration stress V1 and duration T1 of the airborne suspension flying vibration test in the frequency band F1, and determine the equivalent time TY1 corresponding to the maximum vibration magnitude Vmax' of the airborne suspension flying reliability test = (V1 / Vmax') 4 ×T1; The vibration stress V2 and duration T2 of the reliability test of the suspended object on the air are vibrated equivalently in the frequency band F1, and the equivalent time TY2 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the suspended object on the air is determined = (V2 / Vmax') 4 ×T2; If TY1 is not less than TY2, it is expected that the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test, that is, a new airborne suspension can pass the flight reliability test; if TY1 is less than TY2, it is impossible to predict whether the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test.

2. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in claim 1, characterized in that: In step 3, if TY1 is less than TY2, and it is impossible to predict whether the airborne suspension meets the requirements of the flight reliability test after passing the flight vibration test, the equivalent time of the airborne suspension in the flight vibration test is increased, and then the judgment is made, specifically: Step 1, determining the vibration stress V3 and duration T3 at the weak position A1 during the autonomous flight vibration test of the airborne suspension; Step 2: Perform vibration equivalence on the vibration stress V3 and duration T3 in the frequency band F1, and determine the equivalent time TY3 corresponding to the maximum vibration magnitude Vmax' of the reliability test of the airborne suspension object flying = (V3 / Vmax') 4 ×T3; If the sum of TY1 and TY3 is not less than TY2, it is expected that the airborne suspension can meet the flight reliability test requirements after passing the flight vibration test and the autonomous flight vibration test, that is, a new airborne suspension can pass the flight reliability test; if the sum of TY1 and TY3 is less than TY2, it is impossible to predict whether the flight reliability test requirements are met based on the airborne suspension vibration test.

3. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in claim 1, characterized in that: When it is expected that the onboard suspended objects can meet the requirements of the flying reliability test through the flying vibration test, the limiting method of the flying reliability test is determined: Step 1), determining the weak position A1 as the limit point position of the reliability test of the airborne suspended object; Step 2) Determine the limiting strategy of the limiting point position A1 of the airborne suspension reliability test. The limiting strategy is: the vibration acceleration power spectrum at the limiting point position A1 cannot exceed (TY1 / TY2) of V2 1 / 4 times.

4. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in claim 2, characterized in that: When it is expected that the onboard suspension objects can meet the requirements of the flight reliability test through the flight vibration test and the autonomous flight vibration test, the limiting method of the flight reliability test is determined: Step 1), determining the weak position A1 as the limit point position of the reliability test of the airborne suspended object; Step 2), determine the restriction strategy of the restriction point position A1 of the airborne suspension reliability test, the restriction strategy is: the vibration acceleration power spectrum at the restriction point position A1 cannot exceed ((TY1+TY3) / TY2) of V2 1 / 4 times.

5. The method for determining the adaptability of the reliability test of the airborne suspension based on the vibration test as claimed in claim 2, characterized in that: When it is impossible to estimate whether the requirements of the flight reliability test are met based on the vibration test of the airborne suspension, the number of airborne suspensions required for the flight reliability test is further determined, that is, the total flight reliability test time is amortized by increasing the number of airborne suspensions, so that the increased number of airborne suspensions can pass the flight reliability test; Among them, when determining the required number of airborne suspension objects for the flight reliability test, the calculation result of TY2 / (TY1+TY3) is rounded up as the required number of airborne suspension objects for the flight reliability test.

6. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in claim 2, characterized in that: When it is impossible to estimate whether the onboard suspension meets the requirements of the flight reliability test based on the vibration test of the onboard suspension, the end of life of the onboard suspension during the flight reliability test is further determined, and the onboard suspension is replaced after the end of its life, or the failure that occurs thereafter is not considered as a responsible failure; Among them, the method for determining the service life of the airborne suspension during the flight reliability test is: Step (1), determine the maximum vibration equivalent time TYP of a single test section of the flight reliability test = (VP / Vmax') 4 ×TP; Step (2), determining the whole cycle number N2 of the service life, N2 is the calculation result of (TY1+TY3) / TYP rounded down; Step (3), determine the remaining equivalent time Tr = TY1 + TY3 - TYP * N2; Step (4), determine the number of cycles N3 corresponding to the remaining equivalent time: According to the vibration application sequence of a single test section of the flying reliability test, the equivalent vibration time of each vibration stress is calculated and accumulated in turn. When the accumulated equivalent vibration time exceeds Tr for the first time, the last accumulated vibration stress stage at the start time of the corresponding single reliability test section is recorded as T4; the equivalent vibration ratio of Tr to the last vibration stress stage is recorded as Tu, the time corresponding to Tu is added to T4, and the ratio of (T4+Tu) to the duration of a single flying reliability test section is determined as N3; Step (5), determine the end-of-life time: take the duration of a single test profile of the N2+N3 flight reliability tests as the end-of-life time.

7. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in any one of claims 1 to 5, characterized in that: In step 1, the process of determining the vibration stress V1 and duration T1 at the weak position A1 during the airborne suspension vibration test is as follows: Step a, collecting vibration test information required during the development of the airborne suspension, the vibration test information including vibration conditions, test time, and control point positions of the airborne suspension flight vibration test; Step b, determining the vibration stress V1 and duration T1 of the airborne suspension compartment where the weak position A1 is located according to the airborne suspension compartment where the weak position A1 is located and the vibration conditions of the airborne suspension flight vibration test collected in step a.

8. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in any one of claims 1 to 5, characterized in that: In step 1, the process of determining the vibration stress V2 and duration T2 at the weak position A1 in the reliability test of the airborne suspension with different vibration levels is as follows: Step A, collecting test profile data for the reliability test of the onboard suspended object: The test profile data includes: vibration test conditions VP of each vibration magnitude in the reliability test profile of the suspended object on the aircraft and the vibration duration TP of a single cycle; wherein the vibration test conditions VP of each vibration magnitude include the maximum vibration Vmax, the weighted vibration Vint, the minimum vibration Vmin, and the continuous vibration Vc; the vibration duration TP of a single cycle includes TP1, TP2, TP3, and TP4 corresponding to the vibration test conditions VP of each vibration magnitude; Step B, collecting test plan data for the reliability test of the onboard suspended object flying; The test scheme data includes: the number of test cycles N and a control mode, in which the vibration magnitude applied by the geometric center of the airborne suspension is determined as the reference vibration magnitude; Step C, determine the vibration cumulative time TN in the reliability test of the airborne suspended object: The reliability test of the suspended object on board has multiple vibration levels, namely, maximum vibration Vmax, weighted vibration Vint, minimum vibration Vmin, and continuous vibration Vc, and the vibration cumulative time TN1, TN2, TN3, and TN4 corresponding to the four vibration levels are determined; wherein TN1 = TP1*N, TN2 = TP2*N, TN3 = TP3*N, and TN4 = TP4*N; Step D, determining the vibration stress V2 and duration T2 of the onboard suspension compartment where the weak position A1 is located according to the onboard suspension compartment where the weak position A1 is located and the test plan data collected in step B; The vibration level applied at the geometric center of the airborne suspension determined in step B is the reference vibration level, and the vibration level at the weak position A1 of the airborne suspension A is increased on the basis of the reference vibration level, so that the vibration stress V2 includes the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc', and the duration T2 includes TN1, TN2, TN3, and TN4 corresponding to the maximum vibration Vmax', the weighted vibration Vint', the minimum vibration Vmin', and the continuous vibration Vc'.

9. A method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in any one of claims 1 to 5, characterized in that: The frequency band F1 in step 2 is: the frequency band corresponding to the minimum difference between the acceleration power spectrum density of the vibration stress V1 and the acceleration power spectrum density of the vibration stress V2 is determined as F1.

10. The method for determining the adaptability of an airborne suspension reliability test based on a vibration test as claimed in claim 8, characterized in that: TY2 = TN1 + (Vint' / Vmax') 4 ×TN2+(Vmin' / Vmax') 4 ×TN3+(Vc' / Vmax') 4 ×TN4.

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