Abrasion mechanical fault simulation and test method

Abstract

The invention belongs to the technical field of mechanical fault simulation of aircraft motion structures / mechanisms, and particularly relates to a method for realizing motion mechanism wear fault simulation and test by establishing a universal wear form, which mainly comprises the following steps of: (1) investigating the wear form of a zero component and acquiring and analyzing data; (2) carrying out simulation analysis and verification on a zero component wear value; (3) wear damage discrimination and mode screening; (4) grading key wear modes and extracting morphological features; (5) designing, processing and preparing a wear simulation false part; (6) performing low-wear-degree fault simulation test and parameter measurement; (7) carrying out system development of a multi-level wear fault simulation test; and (8) comprehensively analyzing test data and verifying function safety. By accurately simulating the wear fault form and accurately introducing the test, an effective means is provided for reliability evaluation and fault diagnosis of the aircraft movement mechanism.

Description

Technical Field

[0001] This application belongs to the technical field of mechanical failure simulation technology of aircraft moving structures / mechanisms, and specifically relates to a method for simulating and testing wear-related mechanical failures. Background Technology

[0002] A motion mechanism is a set of interlocking structures that can move relative to each other. Common motion mechanisms or pairs, such as slide rails, shafts, joint bearings, and ball joints, will experience wear on their contact surfaces due to mutual compression and friction during long-term repetitive motion. This is the most common damage mode in motion mechanisms. The wear can vary in shape and size, leading to reduced motion accuracy or even loss of motion function.

[0003] For aircraft motion mechanisms, such as landing gear retraction and extension mechanisms, flap / slat drive mechanisms, and horizontal stabilizer mechanisms, their components (such as hinges, guide rails, actuators, and gears) inevitably experience wear due to friction, vibration, and environmental corrosion during long-term service. Wear not only reduces the motion accuracy and efficiency of the mechanism but can also lead to functional failure and even catastrophic accidents if accumulated to a certain extent. Therefore, conducting wear failure simulation tests on these motion mechanisms is crucial for aircraft design verification, reliability assessment, fault diagnosis, and maintenance strategy development.

[0004] In mechanical wear failure testing, the key to experimental design lies in obtaining the wear pattern and accurately simulating the shape of the worn moving mechanism. Currently common wear failure simulation and testing methods have the following limitations:

[0005] Natural wear method: This method induces wear on the test piece naturally through prolonged operation or accelerated testing. It is time-consuming and costly, and the resulting wear patterns, locations, and degrees are random and uncontrollable, making it difficult to reproduce specific failure modes and resulting in poor consistency of test results.

[0006] Artificial damage method: This method uses simple tools to artificially scratch or groove intact parts to simulate wear. This method is too crude. The simulated morphology (such as geometry, size, surface roughness, etc.) differs significantly from the progressive wear patterns produced in actual service, and cannot accurately reflect the physical characteristics of real faults and their impact on system performance.

[0007] The scrapped parts method involves directly using worn parts removed from scrapped aircraft or components. While this method can obtain realistic wear data, the source of parts is limited, the wear condition is singular and cannot be adjusted, making it difficult to systematically study the effects of different wear stages or specific wear patterns. Furthermore, the test conditions are uncontrollable and non-reproducible.

[0008] Therefore, there is an urgent need for a method that can accurately, flexibly, and repeatably simulate real wear failures under laboratory conditions. Summary of the Invention

[0009] The purpose of this invention is to overcome the shortcomings of existing methods for simulating and testing wear failures of general-purpose aircraft motion mechanisms, and to provide a precise, controllable, and standardized method for simulating and testing wear mechanical failures. Specifically, it aims to solve the following technical problems:

[0010] 1) Accurate acquisition and reproduction of wear patterns: Through scientific research and analysis methods, accurately acquire the actual wear pattern characteristics of intact components, and accurately process and manufacture wear failure simulation parts based on these characteristics.

[0011] 2) Standardization of wear failure introduction: Establish a standardized wear failure introduction process, and accurately introduce wear failure in the test by replacing the simulated dummy with a precise wear pattern.

[0012] 3) Improvement of test accuracy and repeatability: Through quantitative control of wear morphology and standardized test procedures, the accuracy and repeatability of wear failure simulation tests are significantly improved.

[0013] 4) Cost control and efficiency optimization: By standardizing the fabrication of simulants and using reusable testing methods, testing costs are reduced and testing efficiency is improved. The technical solution of this application is:

[0014] To achieve the above objectives, the present invention provides a method for simulating and testing wear-related mechanical failures, the specific scheme of which includes the following steps:

[0015] Step S1: Survey and data collection and analysis of wear patterns of components;

[0016] Step S2: Numerical simulation analysis and verification of wear on zero components;

[0017] Step S4: Classification and morphological feature extraction of key wear modes;

[0018] Step S5: Design and fabrication of wear simulation dummy;

[0019] Step S6: Low-wear failure simulation test and parameter measurement;

[0020] Step S7: Systematic implementation of multi-level wear failure simulation tests;

[0021] Step S8: Comprehensive analysis of test data and verification of functional safety.

[0022] Furthermore, step S1 specifically includes:

[0023] Using a combination of survey and statistical methods with precision testing, we collected actual wear cases of various components in aircraft general motion mechanisms, including wear data of key components such as landing gear joints, flap bearings, and spoiler hinges. Through metallographic analysis, surface morphology analysis, and 3D scanning measurement, we obtained morphological characteristic data and key dimensional parameters of intact components at different wear stages. We then organized the test data and established a wear morphology database of "service time - component number - wear morphology parameters" to ensure the completeness and accuracy of the data.

[0024] Furthermore, step S2 specifically includes:

[0025] Based on the material properties, working load, motion form, and service environment parameters of the components, an Archard wear model was constructed and finite element simulation analysis was performed to simulate the wear evolution process of the components at different service stages, obtain wear morphology data at each time point, and establish the mapping relationship between wear depth and changes in location, time, and operating parameters. The simulation results were organized into a database of "service time-component number-wear morphology parameters" in the same format as step S1 to provide support for subsequent comparative analysis.

[0026] Furthermore, step S3 specifically includes:

[0027] Based on the measured data in step S1 or the simulation data in step S2, and combined with the design functional requirements of the components, a wear and damage discrimination standard is established; through morphological feature comparison and quantitative analysis of damage degree, various types of wear and damage are identified; and key wear modes that have a significant impact on the motion function and operational safety of the mechanism are screened out.

[0028] Furthermore, step S4 specifically includes:

[0029] Based on the "service time-component number-wear morphology parameters" data corresponding to the key wear modes selected in step S3, the wear state is divided into different levels according to the wear amount and morphological damage degree indicators; typical morphological feature parameters of each wear level are extracted to form a standard morphological dataset for each wear level.

[0030] Furthermore, step S5 specifically includes:

[0031] Using the wear morphology data of each level obtained in step S4 as input, the design requirements of the wear simulation dummy are defined; using the original intact components as the base material, the typical morphology of each level of wear is accurately reproduced through machining, laser engraving, and surface modification processes; during the processing, the dimensional accuracy, surface roughness, and key geometric parameters of the wear morphology are strictly controlled to ensure the consistency of the morphological characteristics and mechanical properties of the simulation dummy with those of the actual service wear components; the quality inspection of the completed wear simulation dummy is carried out to verify the consistency between the wear morphology of the simulation dummy and the target morphology.

[0032] Furthermore, step S6 specifically includes:

[0033] Establish a standardized test bench for aircraft general motion mechanisms, including a hydraulic loading system, a data acquisition system, and a motion control system. Design corresponding test fixtures and jigs for different types of aircraft motion mechanisms to ensure accurate installation and fixation of the test specimen. Utilize a high-precision sensor system, including force sensors, displacement sensors, acceleration sensors, and temperature sensors, to monitor key parameters in real time during the test. Replace intact key components in the test system with low-wear wear fault simulation dummy components prepared in step S5. Set test conditions consistent with actual operation parameters and initiate the wear fault test. Measure the motion and load parameters of the mechanism in real time using sensors and record the test data synchronously. Verify the correct installation and smooth movement of the wear fault simulation component. Gradually increase the test level, monitor the system's response characteristics, and ensure that the introduction of wear faults does not lead to system anomalies. Through comparative tests, verify the consistency between the system performance changes after the introduction of wear faults and the theoretical analysis results.

[0034] Furthermore, step S7 specifically includes:

[0035] Develop standardized test operating procedures, including pre-test preparation, test process control, data acquisition requirements, and safety precautions; establish multi-condition, multi-parameter test schemes to cover typical operating conditions of aircraft general motion mechanisms under different flight steps and working conditions; use the controlled variable method to conduct fault simulation tests of different wear levels in sequence; after completing the low-wear test in step S6, replace the dummy parts with higher wear levels in sequence according to the same test process and measurement methods; depending on the test requirements, the replaced intact parts can be a single critical component or a group of collaboratively working components to ensure that the test covers the key force and motion units of the mechanism.

[0036] Furthermore, step S8 specifically includes:

[0037] A comprehensive analysis was conducted on the motion and load parameters of the mechanism measured under different wear modes and wear levels, comparing the variation patterns of parameters under different wear states. Based on the design and usage requirements of the mechanism, the motion function and operational safety of the mechanism under each wear state were evaluated. Ultimately, a quantitative correlation between wear degree and mechanism performance was established, providing a technical basis for equipment life prediction and maintenance strategy formulation. The performance differences of simulated components with different wear degrees under the same test conditions were compared and analyzed, establishing a quantitative relationship between wear degree and system performance degradation.

[0038] Compared with the prior art, the beneficial effects of the present invention are mainly reflected in the following aspects:

[0039] 1) Improved Accuracy: Through scientific research and analysis of wear morphology, and by manufacturing wear failure simulation dummy parts through graded wear morphology processing, the impact of wear on the motion function of the mechanism can be realistically reflected, achieving a high degree of consistency between the wear failure simulation part and the actual wear morphology. This significantly improves the realism and accuracy of the test.

[0040] 2) Enhanced controllability: Through standardized manufacturing and installation processes, the wear failure is precisely controlled and quantitatively introduced, solving the problem of uncontrollable wear degree in traditional methods.

[0041] 3) Improved repeatability: A complete standardized process and quality control system have been established to ensure the consistency and repeatability of test results.

[0042] 4) Cost-effectiveness optimization: By standardizing the production and reusability of simulation components, experimental efficiency is improved and experimental costs are reduced.

[0043] 5) Expanded scope of application: This method is applicable to various components of aircraft general motion mechanisms, including landing gear joints, flap bearings, spoiler hinges, rudder control mechanisms, etc., and has good versatility and promotion value. Attached Figure Description

[0044] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this application.

[0045] Figure 1 This is a flowchart of a mechanical failure simulation test according to an embodiment of this application. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings.

[0047] Step S1: Survey and data collection and analysis of wear patterns of components

[0048] Using a combination of surveys, statistics, and precision testing, we collected actual wear cases of various components in aircraft's general motion mechanisms, including wear data for key components such as landing gear joints, flap bearings, and spoiler hinges. Through metallographic analysis, surface morphology analysis, and 3D scanning measurement, we obtained morphological characteristic data (such as wear mark morphology, spalling areas, and scratch distribution) and key dimensional parameters of intact components at different wear stages. We then compiled the test data to establish a wear morphology database of "service time - component number - wear morphology parameters," ensuring the completeness and accuracy of the data.

[0049] Step S2: Numerical simulation analysis and verification of component wear

[0050] Based on the material properties, working load, motion form, and service environment parameters of the components, an Archard wear model was constructed and finite element simulation analysis was performed to simulate the wear evolution process of the components at different service stages, obtain wear morphology data at each time point, and establish the mapping relationship between wear depth and changes in location, time, and operating parameters. The simulation results were organized into a database of "service time-component number-wear morphology parameters" in the same format as step S1 to provide support for subsequent comparative analysis.

[0051] Step S3: Wear and Damage Identification and Pattern Screening

[0052] Based on the measured data in step S1 or the simulation data in step S2, and combined with the design functional requirements of the components, a wear damage discrimination standard is established. Through morphological feature comparison and quantitative analysis of damage degree, various types of wear damage (such as adhesive wear, abrasive wear, fatigue wear, etc.) are identified. Key wear modes that have a significant impact on the mechanism's motion function (such as motion accuracy and transmission efficiency) and operational safety (such as load-bearing capacity and structural stability) are screened out, and the objects of subsequent research are clarified.

[0053] Step S4: Classification and morphological feature extraction of key wear modes

[0054] Based on the "service time-component number-wear morphology parameters" data corresponding to the key wear modes selected in step S3, the wear state is divided into different levels (such as slight wear, moderate wear, and severe wear) according to indicators such as wear amount and degree of morphological damage. Typical morphological feature parameters (such as wear track depth, wear area, and surface roughness) of each wear level are extracted to form a standard morphology dataset for each wear level.

[0055] Step S5: Design and fabrication of wear simulation dummy

[0056] Using the wear morphology data of each level obtained in step S4 as input, the design requirements of the wear simulation dummy are clarified; using the original intact components as the base material, the typical morphology of each level of wear is accurately reproduced through processes such as machining, laser engraving, and surface modification; during the processing, the dimensional accuracy, surface roughness, and key geometric parameters of the wear morphology are strictly controlled to ensure the consistency of the morphological characteristics and mechanical properties of the simulation dummy with the actual worn components in service; the quality inspection of the completed wear simulation dummy is carried out to verify the consistency between the wear morphology of the simulation dummy and the target morphology, and it is reserved after passing the inspection.

[0057] Step S6: Low-wear failure simulation test and parameter measurement

[0058] Establish a standardized test bench for aircraft general motion mechanisms, including key equipment such as a hydraulic loading system, data acquisition system, and motion control system. Design corresponding test fixtures and jigs for different types of aircraft motion mechanisms to ensure accurate installation and fixation of the test specimen with a high-precision sensor system, including force sensors, displacement sensors, acceleration sensors, and temperature sensors, for real-time monitoring of key parameters during the test. Replace intact key components in the test system with low-wear wear fault simulation dummy components prepared in step S5; set test condition parameters consistent with actual operation (such as load magnitude, motion speed, test duration, etc.) and initiate the wear fault test; use sensors (such as displacement sensors, force sensors, torque sensors, etc.) to measure the mechanism's motion parameters (such as displacement accuracy, motion smoothness, transmission clearance, etc.) and load parameters (such as contact stress, transmission torque, vibration amplitude, etc.) in real time, and record the test data simultaneously. Verify the correct installation and smooth movement of the wear fault simulation component. Gradually increase the test level, monitor the system's response characteristics, and ensure that the introduction of wear faults does not lead to system anomalies. Through comparative tests, verify the consistency between the system performance changes after the introduction of wear faults and the theoretical analysis results.

[0059] Step S7: Systematic Implementation of Multi-Level Wear Failure Simulation Test

[0060] Develop standardized test operating procedures, including pre-test preparation, test process control, data acquisition requirements, and safety precautions. Establish multi-condition, multi-parameter test schemes to cover typical operating conditions of aircraft general motion mechanisms under different flight steps and working conditions. Use the controlled variable method (fixing other test parameters and only changing the wear level) to conduct fault simulation tests at different wear levels sequentially. After completing the low-wear test in step S6, replace the components with simulated parts of higher wear levels (medium, severe, etc.) according to the same test procedure and measurement methods. Depending on the test requirements, the replaced intact components can be a single critical component or a group of collaboratively working components to ensure that the test covers the key force and motion units of the mechanism.

[0061] Step S8: Comprehensive analysis of test data and verification of functional safety

[0062] A comprehensive analysis of the motion and load parameters of the mechanism measured under different wear modes and wear levels is conducted to compare the variation patterns of parameters under different wear states. Combined with the design and usage requirements of the mechanism (such as allowable error in motion accuracy, maximum load capacity, and safety factor), the motion function and operational safety of the mechanism under each wear state are evaluated to assess whether they meet the standards. Ultimately, a quantitative correlation between wear degree and mechanism performance is established, providing a technical basis for equipment life prediction and maintenance strategy formulation. The performance differences of simulated components with different wear degrees under the same test conditions are compared and analyzed to establish a quantitative relationship between wear degree and system performance degradation.

[0063] This application uses a specific roller and hinge bearing wear failure simulation test as an example for further explanation.

[0064] The wear-related mechanical failure simulation and testing method of this application includes the following steps:

[0065] Step S1: Survey and data collection and analysis of wear patterns of components

[0066] The selected roller samples were numbered according to their service status, and a correspondence between "service years - roller number" was established. The service information of each sample was recorded in detail, including the cumulative flight hours, number of takeoffs and landings, main flight routes, environmental conditions, maintenance history, etc.

[0067] The samples are cleaned and pretreated to ensure that the measurement surface is clean and free of contamination.

[0068] Macroscopic dimensional measurement: Key dimensional parameters such as the nominal diameter and raceway radius of the roller are measured using a digital dial indicator. Six measurement points are evenly selected for each parameter in different circumferential directions, and the average value is taken as the final measurement result. The measurement data is recorded with an accuracy of 0.0001mm.

[0069] Surface morphology scanning: The pre-processed roller sample is fixed on the positioning fixture, and a three-dimensional laser profilometer is used to scan the raceway surface and end face of the roller to obtain three-dimensional morphology data of the roller surface. The scanning range covers the entire working surface.

[0070] Surface roughness measurement: The surface roughness parameters of the roller working surface are measured using a surface roughness meter, including Ra (arithmetic mean deviation of profile) and Rz (maximum height of profile). Three measuring points are selected for each measurement area, and the average value is taken.

[0071] Microscopic morphology observation: The roller surface was observed using a scanning electron microscope (SEM), focusing on the wear-marked areas, spalling areas and unworn areas. Microscopic morphology images were captured and microscopic wear characteristics were recorded.

[0072] Data Recording and Organization: Record all measured data in the format of "Service Status - Sample Number - Measurement Parameter" to establish a complete measurement database. Data records should include information such as measurement time, measurement equipment model, and measurement environmental conditions.

[0073] Step S2: Numerical simulation analysis and verification of component wear

[0074] Based on the measured geometric parameters of the rollers and rails, a precise 3D model of the slat rail-roller mechanism was established using finite element method (FEM) software. The model should include all key components such as rollers, rails, and bearings, ensuring that the model dimensions are consistent with the actual components. The contact type between the rollers and rails was defined, the actual working state of the slat system was simulated, and boundary conditions were set. Based on the Archard wear theory as the fundamental model, environmental parameters were corrected, and simulation analysis was conducted. Wear morphology contour maps were obtained, and key parameters such as wear track depth, surface roughness, and diameter wear were extracted. A database of "service time-wear parameters" consistent with the measured data format was output.

[0075] The wear parameters obtained from the simulation are compared with the measured data of S1, and the relative deviation is calculated. If the deviation is ≤5%, the simulation model is considered effective; if the deviation is >5%, the wear coefficient, friction coefficient, and other parameters are adjusted, and the simulation is iterated and updated again.

[0076] Step S3: Wear and Damage Identification and Pattern Screening

[0077] Wear type identification: Based on the microscopic morphology observation of S1 and the simulation analysis results of S2, the wear type is systematically identified.

[0078] (1) Abrasive wear: There are continuous scratches on the surface parallel to the direction of movement, with a scratch depth of 1-35μm, corresponding to samples with more dust in the service environment.

[0079] (2) Fatigue wear: Local spalling occurs at the edge of the raceway, and traces of fatigue crack propagation can be seen under microscopic observation. The spalling area is relatively large and mainly occurs in samples with a long service life.

[0080] (3) Adhesive wear: Metal transfer marks appear in local areas, accompanied by slight material migration, mainly occurring in working conditions with poor lubrication or excessive load.

[0081] (4) Corrosion and wear: pitting or oxide layer appears on the surface, mainly in samples that have been used in special environments such as coastal shipping routes.

[0082] Functional failure determination: Based on the design requirements and airworthiness standards of the slat system, establish wear and damage discrimination criteria.

[0083] Motion accuracy failure: Slat deployment / retraction positioning error > 0.5mm;

[0084] Structural safety failure: Roller diameter wear > 0.05mm or raceway spalling area > 10mm²;

[0085] (3) Surface functional failure: Raceway surface roughness Ra>1.0μm

[0086] (4) Vibration stability failure: vibration amplitude > 0.1 mm during motion;

[0087] Based on the degree of impact on performance, key wear modes that have a significant impact on the motion function and safety of the slat system were selected.

[0088] Step S4: Classification and morphological feature extraction of key wear modes

[0089] Wear level classification method:

[0090] Grading Standards: Based on the measured data of S1 and the functional impact assessment of S3, the "performance degradation rate - wear parameter" correlation method was adopted to classify the key wear modes (abrasive wear, fatigue wear) into 3 levels, as shown in Table 1:

[0091] Table 1

[0092] Wear level Diameter wear amount (mm) Wear track depth (μm) Surface roughness Ra (μm) Fatigue spalling area (mm²) Performance degradation rate (%) Slight wear 0.001-0.01 1-10 0.08-0.2 <2 <10 Moderate wear 0.01-0.03 10-30 0.2-0.6 2-8 10-20 Severe wear >0.03 >30 >0.6 >8 >20

[0093] Step S5: Design and fabrication of wear simulation dummy

[0094] The design requirements are as follows: The rollers must be made of the same materials and meet the same processing standards as the original equipment rollers.

[0095] Size specifications: The basic dimensions of the dummy part should be completely consistent with the real roller, including key dimensions such as diameter, raceway radius, and width, with tolerances controlled within ±0.002mm.

[0096] Accuracy requirements: Wear parameter tolerance is controlled within ±0.001mm, surface roughness tolerance is ±0.01μm, and roundness error is ≤0.002mm to ensure consistency between the dummy part and the actual wear condition.

[0097] Quality Inspection: A comprehensive quality inspection is conducted on the prepared wear simulation dummy parts, including dimensional accuracy inspection, surface morphology inspection, hardness inspection, and dummy part identification.

[0098] Step S6: Low Wear Failure Simulation Test

[0099] A pulley failure simulation test bench was installed inside an environmental test chamber. The test platform was constructed according to the original equipment standards, including the slide rails, drive mechanism, and measuring sensors. Force, displacement, and vibration sensors were installed, and a multi-channel data acquisition unit with a sampling frequency of 10000Hz was configured to capture transient signal changes. Motion parameters were set according to the actual deployment / retraction motion of the slats, and alternating loads were applied to simulate the flight process. Wear simulation dummy devices with a slight wear level were installed, and test state parameters were recorded.

[0100] Step S7: Multi-level wear failure test matrix

[0101] Experimental matrix design:

[0102] Main variable: Wear level (slight, moderate, severe)

[0103] Secondary variable: Wear type (abrasive wear, fatigue wear)

[0104] Environmental variables: Environmental conditions (takeoff: 10℃, 101.3kPa; cruise: -40℃, 26.5kPa; landing: 20℃, 101.3kPa)

[0105] Fixed variables: motion parameters, load parameters, test period

[0106] The experimental matrix is ​​shown in Table 2:

[0107] Table 2

[0108] Test number Wear level Wear type Environmental conditions Experimental Objective T1 slight Abrasive wear cruise Assess the impact of minor abrasive wear in a cruise environment T2 slight Fatigue wear cruise Assess the impact of minor fatigue wear in cruise environments. T3 moderate Abrasive wear cruise Assessment of the impact of moderate abrasive wear in cruise environments T4 moderate Fatigue wear cruise Assess the impact of moderate fatigue wear on cruise conditions T5 serious Abrasive wear cruise Assess the impact of severe abrasive wear in cruise environments. T6 serious Fatigue wear cruise Assess the impact of severe fatigue wear in cruise environments. T7 moderate Abrasive wear take off Assess the impact of moderate abrasive wear on takeoff conditions T8 moderate Fatigue wear landing Assess the impact of moderate fatigue wear on landing environments.

[0109] Test execution procedure:

[0110] Test sequence: Tests are conducted in order of wear level from low to high. After each level of test is completed, equipment inspection and parameter calibration are performed.

[0111] Dummy Part Replacement: After each test, replace the wear simulation dummy with one of the appropriate level and type to ensure that the dummy is installed correctly.

[0112] Blank control test: After all wear tests are completed, a blank control test is conducted using intact rollers to establish a performance benchmark.

[0113] Quality control:

[0114] (1) After each 3 tests, the measuring equipment is calibrated to ensure measurement accuracy.

[0115] (2) If abnormal data occurs during the test, the machine should be stopped immediately for inspection, and the test should be repeated after troubleshooting.

[0116] (3) Establish an experimental log and record in detail any abnormal situations and handling measures during the experiment.

[0117] Step S8: Comprehensive Data Analysis and Security Verification

[0118] Data preprocessing: Preprocessing the collected experimental data, including:

[0119] (1) Outlier detection: The 3σ principle is used to identify and remove outlier data points.

[0120] (2) Handling missing values: For a small number of missing data, linear interpolation is used to fill in the missing values.

[0121] (3) Data smoothing: Digital filtering is performed on signals with high noise levels.

[0122] Feature extraction: Extracting key feature parameters from raw data.

[0123] (1) Motion accuracy indicators: average positioning error, maximum positioning error, standard deviation of positioning error

[0124] (2) Load characteristics: average load, peak load, load fluctuation coefficient

[0125] (3) Vibration characteristics: vibration amplitude, vibration frequency, vibration energy

[0126] Performance impact analysis:

[0127] The test results under different wear levels and environmental conditions were compared with those of a blank control test to calculate the performance degradation rate.

[0128] Performance degradation rate (%) = (Mean of blank control group - Mean of experimental group) / Mean of blank control group × 100%

[0129] Analysis of Influence Patterns:

[0130] (1) Influence of wear level: Analyze the degree and pattern of influence of different wear levels on various performance indicators.

[0131] (2) Impact of wear type: Compare the different effects of abrasive wear and fatigue wear on system performance

[0132] (4) Interaction effect analysis: Analyze the interaction between wear level, wear type and environmental factors.

[0133] Functional safety assessment: Verify the safety of the slat system under different wear conditions according to airworthiness standards.

[0134] (1) Motion function verification: Check whether the positioning accuracy meets the design requirements (error ≤ 0.2mm)

[0135] (2) Structural safety verification: assess whether the load-bearing capacity meets the safety factor requirements (safety factor ≥ 1.5).

[0136] (3) Vibration stability verification: Check whether the vibration amplitude is within the allowable range (≤0.05mm).

[0137] (4) Reliability verification: Calculate the mean time between failures (MTBF) and failure rate.

[0138] Results Output: Test Report Preparation. The test report should include the following:

[0139] (1) Experiment Overview: Experimental objectives, methods, equipment, and environmental conditions

[0140] (2) Experimental process: Describe in detail the experimental steps, parameter settings, and handling of abnormal situations.

[0141] (3) Data records: original data tables, charts, and images

[0142] (4) Data analysis: statistical analysis results, trend analysis, comparative analysis

[0143] (5) Conclusions and Recommendations: Safety assessment conclusions, maintenance recommendations, and improvement measures

[0144] Database establishment: Establish a comprehensive database of "wear level - environmental conditions - performance parameters" to provide data support for subsequent prediction model establishment and maintenance strategy formulation.

[0145] Compared with the prior art, the beneficial effects of this application are mainly reflected in the following aspects:

[0146] 1) Improved Accuracy: Through scientific research and analysis of wear morphology, and by manufacturing wear failure simulation dummy parts through graded wear morphology processing, the impact of wear on the motion function of the mechanism can be realistically reflected, achieving a high degree of consistency between the wear failure simulation part and the actual wear morphology. This significantly improves the realism and accuracy of the test.

[0147] 2) Enhanced controllability: Through standardized manufacturing and installation processes, the wear failure is precisely controlled and quantitatively introduced, solving the problem of uncontrollable wear degree in traditional methods.

[0148] 3) Improved repeatability: A complete standardized process and quality control system have been established to ensure the consistency and repeatability of test results.

[0149] 4) Cost-effectiveness optimization: By standardizing the production and reusability of simulation components, experimental efficiency is improved and experimental costs are reduced.

[0150] 5) Expanded scope of application: This method is applicable to various components of aircraft general motion mechanisms, including landing gear joints, flap bearings, spoiler hinges, rudder control mechanisms, etc., and has good versatility and promotion value.

[0151] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of wear mechanical failure simulation and testing, characterized in that, include: Step S1: Survey and data collection and analysis of wear patterns of components; Step S2: Numerical simulation analysis and verification of wear on zero components; Step S4: Classification and morphological feature extraction of key wear modes; Step S5: Design and fabrication of wear simulation dummy; Step S6: Low-wear failure simulation test and parameter measurement; Step S7: Systematic implementation of multi-level wear failure simulation tests; Step S8: Comprehensive analysis of test data and verification of functional safety.

2. The wear mechanical failure simulation and testing method as described in claim 1, characterized in that, Step S1 specifically includes: Using a combination of survey and statistical methods with precision testing, we collected actual wear cases of various components in aircraft general motion mechanisms, including wear data of key components such as landing gear joints, flap bearings, and spoiler hinges. Through metallographic analysis, surface morphology analysis, and 3D scanning measurement, we obtained morphological characteristic data and key dimensional parameters of intact components at different wear stages. We then organized the test data and established a wear morphology database of "service time - component number - wear morphology parameters" to ensure the completeness and accuracy of the data.

3. The wear mechanical failure simulation and testing method as described in claim 2, characterized in that, Step S2 specifically includes: Based on the material properties, working load, motion form, and service environment parameters of the components, an Archard wear model was constructed and finite element simulation analysis was performed to simulate the wear evolution process of the components at different service stages, obtain wear morphology data at each time point, and establish the mapping relationship between wear depth and changes in location, time, and operating parameters. The simulation results were organized into a database of "service time-component number-wear morphology parameters" in the same format as step S1 to provide support for subsequent comparative analysis.

4. The wear mechanical failure simulation and testing method as described in claim 3, characterized in that, Step S3 specifically includes: Based on the measured data in step S1 or the simulation data in step S2, and combined with the design functional requirements of the components, a wear and damage discrimination standard is established; through morphological feature comparison and quantitative analysis of damage degree, various types of wear and damage are identified; and key wear modes that have a significant impact on the motion function and operational safety of the mechanism are screened out.

5. The wear mechanical failure simulation and testing method as described in claim 4, characterized in that, Step S4 specifically includes: Based on the "service time-component number-wear morphology parameters" data corresponding to the key wear modes selected in step S3, the wear state is divided into different levels according to the wear amount and morphological damage degree indicators; typical morphological feature parameters of each wear level are extracted to form a standard morphological dataset for each wear level.

6. The wear mechanical failure simulation and testing method as described in claim 5, characterized in that, Step S5 specifically includes: Using the wear morphology data of each level obtained in step S4 as input, the design requirements of the wear simulation dummy are defined; using the original intact components as the base material, the typical morphology of each level of wear is accurately reproduced through machining, laser engraving, and surface modification processes; during the processing, the dimensional accuracy, surface roughness, and key geometric parameters of the wear morphology are strictly controlled to ensure the consistency of the morphological characteristics and mechanical properties of the simulation dummy with those of the actual service wear components; the quality inspection of the completed wear simulation dummy is carried out to verify the consistency between the wear morphology of the simulation dummy and the target morphology.

7. The wear mechanical failure simulation and testing method as described in claim 6, characterized in that, Step S6 specifically includes: Establish a standardized test bench for aircraft general motion mechanisms, including a hydraulic loading system, a data acquisition system, and a motion control system. Design corresponding test fixtures and jigs for different types of aircraft motion mechanisms to ensure accurate installation and fixation of the test specimen. Utilize a high-precision sensor system, including force sensors, displacement sensors, acceleration sensors, and temperature sensors, to monitor key parameters in real time during the test. Replace intact key components in the test system with low-wear wear fault simulation dummy components prepared in step S5. Set test conditions consistent with actual operation parameters and initiate the wear fault test. Measure the motion and load parameters of the mechanism in real time using sensors and record the test data synchronously. Verify the correct installation and smooth movement of the wear fault simulation component. Gradually increase the test level, monitor the system's response characteristics, and ensure that the introduction of wear faults does not lead to system anomalies. Through comparative tests, verify the consistency between the system performance changes after the introduction of wear faults and the theoretical analysis results.

8. The wear mechanical failure simulation and testing method as described in claim 7, characterized in that, Step S7 specifically includes: Develop standardized test operating procedures, including pre-test preparation, test process control, data acquisition requirements, and safety precautions; establish multi-condition, multi-parameter test schemes to cover typical operating conditions of aircraft general motion mechanisms under different flight steps and working conditions; use the controlled variable method to conduct fault simulation tests of different wear levels in sequence; after completing the low-wear test in step S6, replace the dummy parts with higher wear levels in sequence according to the same test process and measurement methods; depending on the test requirements, the replaced intact parts can be a single critical component or a group of collaboratively working components to ensure that the test covers the key force and motion units of the mechanism.

9. The wear mechanical failure simulation and testing method as described in claim 8, characterized in that, Step S8 specifically includes: A comprehensive analysis was conducted on the motion and load parameters of the mechanism measured under different wear modes and wear levels, comparing the variation patterns of parameters under different wear states. Based on the design and usage requirements of the mechanism, the motion function and operational safety of the mechanism under each wear state were evaluated. Ultimately, a quantitative correlation between wear degree and mechanism performance was established, providing a technical basis for equipment life prediction and maintenance strategy formulation. The performance differences of simulated components with different wear degrees under the same test conditions were compared and analyzed, establishing a quantitative relationship between wear degree and system performance degradation.

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