The noise of a cab directly affects the comfort and labor efficiency of the operators. The optimization of the structure‐borne transmission path can obviously reduce the cab noise. The method of panel acoustic contribution analysis (PACA) is used to reduce structure noise. However, most studies only consider the panel acoustic contribution of a single frequency, without considering the contribution of major frequencies synthesis to confirm the optimized panels. In this paper, a novel method is proposed based on composite panel acoustic and modal contribution analysis and noise transfer path optimization in a vibro‐acoustic model. First, the finite element model (FEM) and the acoustic model are established. Based on the acoustic transfer vector (ATV) method, a composite panel acoustic contribution analysis method is proposed to identify the panels affecting the noise of the field point. Combined with the modal acoustic contribution of the modal acoustic transfer vector (MATV) method, the noise field point is confirmed in the area which has the most significant influence. Second, the optimization algorithm NLOPT which is a nonlinear optimization is applied to design the areas. The noise transfer path optimization with vibroacoustic coupling response can quickly determine the optimal thickness of the panels and reduce low‐frequency noise. The effectiveness of the proposed method is applied and verified in an excavator cab. The sound pressure level (SPL) the driver’s right ear (DRE) decreased obviously. The acoustic analysis of the composite panel acoustic contribution and modal acoustic contribution can more accurately recognize an optimized area than the traditional PACA. This method can be applied in the optimization of the structure‐borne transmission path for construction machinery cab and vehicle body.

In this study, a novel synergistic swing energy-regenerative hybrid system (SSEHS) for excavators with a large inertia slewing platform is constructed. Wit

This study investigates the ground reaction force of lever-spring landing gear (LSLG) equipped with compressible elastomer shock absorbers (ESA) during the landing process. First, a numerical dynamic model of the LSLG was developed in MATLAB/Simulink, revealing that runway roughness exerts a negligible influence on the ground reaction force during landing. The load characteristics established fundamental references for subsequent FEA-based structural design. Furthermore, an FEA model integrating the LSLG and the aircraft was developed with parameters calibrated for elastic units. The multibody dynamics simulation (MBDS) quantified the vertical ground reaction force and the structural stresses of LSLG, demonstrating two critical relationships: (1) the overload coefficient correlated with the sinking velocity yet exhibits no correlation with aircraft mass and (2) the peak of oscillating force attenuated faster with heavier landing weight at higher sinking velocities. A nonlinear multi-variables function was fitted to predict the maximum vertical ground reaction force. Subsequently, experimental validation via a landing gear drop test (LGDT) showed a maximum error of 8.39% between the results of the LGDT and the MBDS, confirming the accuracy of simulation and the fitting surface function for force prediction. The study further validates the feasibility and reliability of using the MBDS to model and study the LSLG with ESAs.

General aviation has experienced sustained global growth, yet landing safety attracts significant attention, with nearly 60% of accidents occurring during ground operations and take-off or landing phases. The expanding operational scenarios of general aviation towards unpaved and non-standard airfields have led to an increasing demand for high-performance landing gear shock absorption systems. Mechanical variable stiffness and damping serves as a conventional and mature solution, but it cannot maintain optimal performance across the full range of varying landing and taxiing conditions. Adaptive stiffness and damping technologies offer a promising R&D direction to overcome the limitations of traditional landing gear designs. However, no previous review has examined both their mechanisms and control strategies together from the general aviation perspective. This review follows the PRISMA methodology to propose a hierarchical assessment framework for variable stiffness and damping mechanisms in general aviation landing gear, covering the representative spectrum from conventional passive mechanisms to adaptive solutions. The potentially transferable concepts from other aircraft categories and non-aviation domains are also identified to strengthen and broaden the technical pathways, and their suitability for general aviation aircraft is critically assessed. Adaptive control strategies addressing three categories of external uncertainties are reviewed and compared, namely uncertain sink speed and landing weight, uncertain landing attitude, and uneven operating surfaces. Technology readiness, airworthiness requirements, and practical implementation concerns are systematically discussed, revealing notable challenges in transitioning from laboratory research to engineering applications. Finally, a three-term roadmap is proposed to outline the future research priorities, including hardware maturity enhancement, networked cooperative control, and AI-enabled autonomous adaptation. The findings presented herein provide an integrated reference for researchers and industry practitioners and are intended to foster the advancement of adaptive shock absorption systems for general aviation aircraft landing gear.