Double-fuselage aircraft full-aircraft static test support method

Abstract

The invention relates to a full-aircraft static test support method for a double-fuselage aircraft, and the method comprises the steps: constraining the vertical displacement of a left nose landing gear and a right nose landing gear, constraining the heading, lateral and vertical displacement of a left main landing gear, and constraining the heading and vertical displacement of a right main landing gear for a full-aircraft test working condition; for the component test working condition, the course displacement of the left main undercarriage and the right main undercarriage is restrained, and the lateral and vertical displacement of the three wing body joints is restrained; for a nose landing gear test working condition, constraining the vertical displacement of a left nose landing gear, constraining the heading, lateral and vertical displacement of a left main landing gear, constraining the heading and vertical displacement of a right main landing gear, and constraining the lateral and vertical displacement of three wing body joints; for main undercarriage test working conditions, the vertical displacement of a left nose undercarriage, the heading displacement of a right nose undercarriage, the heading, lateral and vertical displacement of a left main undercarriage, and the lateral and vertical displacement of three wing body joints are restrained.

Description

Technical Field

[0001] The present application belongs to the technical field of full-body static test design for twin-fuselage aircraft, and specifically relates to a full-body static test support method for twin-fuselage aircraft. Background Art

[0002] The static test of the entire aircraft is to actively apply external loads to the aircraft in a laboratory environment to simulate the strength of the aircraft structure.

[0003] In the early days of conducting full-aircraft static tests, the aircraft was often designed to be hung upside down, and the strength of the aircraft's main structure was tested by placing heavy objects such as sandbags on the wings.

[0004] With the development of whole-aircraft static test technology, currently, when conducting whole-aircraft static tests, most of the designs are to support the aircraft, stick tape on the aircraft load loading points, and use a lever system to coordinate multi-point load loading, which has higher loading accuracy and reliability.

[0005] During the static test of the entire aircraft, the support state of the aircraft should simulate the actual usage situation as much as possible to ensure the six-degree-of-freedom static constraints. The constraint points should be statically determinate. The constraint points should be set in non-key test locations and should affect the internal force distribution of the test locations as little as possible. Excessive deformation or local damage should not occur in non-test locations. In addition, the aircraft should be at an appropriate height so that there is space for the aircraft to deform freely and install load-loading devices.

[0006] Currently, there are three support methods for the static test design of the entire single-fuselage aircraft:

[0007] 1) The whole aircraft is suspended in the air, which is used for all test conditions except the landing gear test;

[0008] 2) Nose landing gear support, used for nose landing gear related test conditions;

[0009] 3) Main landing gear test: used for main landing gear related test conditions.

[0010] A twin-fuselage aircraft has four landing gears. Its full-aircraft static test is different from that of a single-fuselage aircraft with three landing gears. Currently, the full-aircraft static test design for a twin-fuselage aircraft mainly involves restraint support at the landing gear. This technical solution has the following defects:

[0011] a) The landing gear is an important test part. It is difficult to accurately apply the test load and ensure the accuracy of the test data if it is used as a restraint part.

[0012] b) The cumulative errors of all loading points of the whole aircraft are balanced at the landing gear. In addition to bearing the theoretical load, the landing gear is also superimposed with the unbalanced load of the whole aircraft, and the accurate application of the load cannot be guaranteed.

[0013] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0014] The purpose of the present application is to provide a method for supporting static testing of a twin-fuselage aircraft to overcome or alleviate at least one of the known technical deficiencies.

[0015] The technical solution of this application is:

[0016] A method for supporting static test of a twin-fuselage aircraft, comprising:

[0017] For the full aircraft test condition, constrain the vertical displacement of the left front landing gear and the right front landing gear, constrain the heading, lateral and vertical displacement of the left main landing gear, and constrain the heading and vertical displacement of the right main landing gear;

[0018] For component test conditions, the heading displacement of the left and right main landing gears is constrained, and the lateral and vertical displacements of the three wing-body joints are constrained;

[0019] For the front landing gear test condition, constrain the vertical displacement of the left front landing gear, constrain the heading, lateral and vertical displacements of the left main landing gear, constrain the heading and vertical displacements of the right main landing gear, and constrain the lateral and vertical displacements of the three wing-body joints;

[0020] For the main landing gear test conditions, the vertical displacement of the left front landing gear is constrained, the heading displacement of the right front landing gear is constrained, the heading, lateral and vertical displacements of the left main landing gear are constrained, and the lateral and vertical displacements of the three wing-body joints are constrained.

[0021] According to at least one embodiment of the present application, in the above-mentioned method for supporting the static test of the whole aircraft of a twin-fuselage aircraft, for the whole aircraft test condition, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummies are set on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein:

[0022] The tire dummy of the left front landing gear is provided with a vertical joint, the vertical joint of the tire dummy on the left front landing gear is hinged to one end of a two-force rod arranged vertically through a single-double-ear structure by using a pin shaft, and the other end of the two-force rod arranged vertically is hinged to a landing gear bracket through the single-double-ear structure by using a pin shaft;

[0023] The tire dummy of the right front landing gear is provided with a vertical joint, the vertical joint of the tire dummy on the right front landing gear is hinged to one end of a two-force rod arranged vertically through a single-double-ear structure by using a pin shaft, and the other end of the two-force rod arranged vertically is hinged to a landing gear bracket through the single-double-ear structure by using a pin shaft;

[0024] The tire dummy of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy on the left main landing gear are respectively hinged to one end of a two-force rod arranged along the heading, the lateral, and the vertical direction through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading, the lateral, and the vertical direction is hinged to a landing gear bracket through a single-double-ear structure using a pin shaft;

[0025] The tire dummy of the right main landing gear is provided with a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy on the right main landing gear are respectively hinged to one end of a two-force rod arranged along the heading and vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading and vertically is hinged to a landing gear bracket through a single-double-ear structure using a pin shaft.

[0026] According to at least one embodiment of the present application, in the above-mentioned method for supporting static test of the whole twin-fuselage aircraft, for the component test condition, the tires of the left main landing gear and the right main landing gear are removed, tire dummies are set on the left main landing gear and the right main landing gear, and the central wing is removed to expose three wing-body joints, wherein:

[0027] The tire dummy of the left main landing gear is provided with a heading joint, the heading joint of the tire dummy on the left main landing gear is hinged to one end of a two-force rod arranged along the heading by a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading is hinged to a landing gear bracket by a single-double-ear structure using a pin shaft;

[0028] The tire dummy of the right main landing gear is provided with a heading joint, and the heading joint of the tire dummy on the right main landing gear is hinged to one end of a two-force rod arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading is hinged to a landing gear bracket through the single-double-ear structure using a pin shaft;

[0029] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod arranged along the heading and the lateral direction by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod arranged along the heading and the lateral direction is hinged to a wing-body joint bracket by using a pin shaft through the single-double-ear structure.

[0030] According to at least one embodiment of the present application, in the above-mentioned method for supporting static test of the whole twin-fuselage aircraft, for the front landing gear test condition, the tires of the left main landing gear and the right main landing gear are removed, tire dummies are set on the left main landing gear and the right main landing gear, and the central wing is removed to expose three wing-body joints, wherein:

[0031] The tire dummy of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy on the left main landing gear are respectively hinged to one end of a two-force rod arranged along the heading, the lateral, and the vertical direction through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading, the lateral, and the vertical direction is hinged to a landing gear bracket through a single-double-ear structure using a pin shaft;

[0032] The tire dummy of the right main landing gear has a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy on the right main landing gear are respectively hinged to one end of a two-force rod arranged along the heading and vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading and vertically is hinged to a landing gear bracket through the single-double-ear structure using a pin shaft;

[0033] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod arranged along the heading and the lateral direction by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod arranged along the heading and the lateral direction is hinged to a wing-body joint bracket by using a pin shaft through the single-double-ear structure.

[0034] According to at least one embodiment of the present application, in the above-mentioned method for supporting static test of the whole twin-fuselage aircraft, for the front landing gear test condition, the tires of the left front landing gear, the right front landing gear, and the left main landing gear are removed, tire dummies are set on the left main landing gear, the right main landing gear, and the left main landing gear, and the central wing is removed to expose three wing-body joints, wherein,

[0035] The tire dummy of the left front landing gear is provided with a vertical joint, the vertical joint of the tire dummy on the left front landing gear is hinged to one end of a two-force rod arranged vertically through a single-double-ear structure by using a pin shaft, and the other end of the two-force rod arranged vertically is hinged to a landing gear bracket through the single-double-ear structure by using a pin shaft;

[0036] The tire dummy of the right front landing gear is provided with a heading joint, the heading joint of the tire dummy on the right front landing gear is hinged to one end of a two-force rod arranged along the heading by a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading is hinged to a landing gear bracket by a single-double-ear structure using a pin shaft;

[0037] The tire dummy of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy on the left main landing gear are respectively hinged to one end of a two-force rod arranged along the heading, the lateral, and the vertical direction through a single-double-ear structure using a pin shaft, and the other end of the two-force rod arranged along the heading, the lateral, and the vertical direction is hinged to a landing gear bracket through a single-double-ear structure using a pin shaft;

[0038] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod arranged along the heading and the lateral direction by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod arranged along the heading and the lateral direction is hinged to a wing-body joint bracket by using a pin shaft through the single-double-ear structure.

[0039] According to at least one embodiment of the present application, in the above-mentioned method for supporting static testing of a twin-fuselage aircraft, the two-force rod is designed to be divided into two sections, and a load sensor is installed between the two sections. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a schematic diagram of supporting the whole machine test condition provided by the embodiment of the present application;

[0041] Figure 2 It is a schematic diagram of supporting component test conditions provided by an embodiment of the present application;

[0042] Figure 3 is a schematic diagram of supporting the front landing gear test condition provided by an embodiment of the present application;

[0043] Figure 4 is a schematic diagram of supporting the main landing gear test conditions provided by an embodiment of the present application;

[0044] in:

[0045] 1-tire dummy; 2-two force rods; 3-landing gear bracket; 4-wing-body joint bracket; 5-load sensor.

[0046] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION

[0047] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0048] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0049] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0050] The whole-aircraft static test of twin-fuselage aircraft can be divided into whole-aircraft test conditions, component test conditions, front landing gear test conditions, and main landing gear test conditions according to the test conditions. Among them, the whole-aircraft test conditions usually include test conditions such as wing upbend, wing downbend, and fuselage torsion, which mainly assess the strength of the wing, fuselage structure and their connection areas; component test conditions usually include test conditions such as the horizontal tail and its rudder, the vertical tail and its rudder, which mainly assess the strength of the horizontal tail and vertical tail structures and their connection joints; the front landing gear test conditions usually include test conditions such as 3-point horizontal-maximum rotation, which mainly assess the strength of the front landing gear joint and its fuselage connection area; the main landing gear test conditions usually include test conditions such as tail sinking-maximum rebound, which mainly assess the strength of the main landing gear joint and its fuselage connection area.

[0051] The full-body static test of a twin-fuselage aircraft supports the aircraft and needs to ensure that the aircraft is fixed in a parked state to facilitate onboard operations, as well as to facilitate the balance of various errors and adjustment of the aircraft's attitude, and to ensure that the positions of the fuselage and the loading point in the overall coordinate system meet the test requirements.

[0052] The left and right fuselages of a twin-fuselage aircraft are connected between the central wing and the left and right fuselages by three wing-fuselage joints, 1#, 2#, and 3#. When conducting a full-aircraft static test, the design can make full use of the landing gear and its wing-fuselage joints for effective constraints according to the different needs of the test conditions, so as to reduce the cost of physical testing and shorten the test cycle. Based on this, the present application provides a method for supporting full-aircraft static testing of a twin-fuselage aircraft.

[0053] For the whole aircraft test condition, four-point support is adopted to constrain the vertical displacement of the left front landing gear and the right front landing gear, constrain the heading, lateral and vertical displacement of the left main landing gear, and constrain the heading and vertical displacement of the right main landing gear, that is, constrain the Z displacement of the left front landing gear and the right front landing gear, constrain the displacement of the X, Y and Z directions of the left main landing gear, and constrain the displacement of the X and Z directions of the right main landing gear. For specific constraint forms, please refer to Figure 1 Other feasible constraint solutions can also be used for design.

[0054] For the whole machine test conditions, such as Figure 1 As shown, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummy parts 1 are set on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein,

[0055] The tire dummy 1 of the left front landing gear has a vertical joint, and the vertical joint of the tire dummy 1 on the left front landing gear is hinged to one end of a two-force rod 2 arranged vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged vertically is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0056] A vertical joint is provided on the tire dummy 1 of the right front landing gear. The vertical joint of the tire dummy 1 on the right front landing gear is hinged to one end of a two-force rod 2 arranged vertically through a single-double-ear structure by using a pin shaft, and the other end of the two-force rod 2 arranged vertically is hinged to a landing gear bracket 3 through a single-double-ear structure by using a pin shaft;

[0057] The tire dummy 1 of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy 1 on the left main landing gear are respectively hinged to one end of a two-force rod 2 arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0058] The tire dummy 1 of the right main landing gear has a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy 1 on the right main landing gear are respectively hinged to one end of a two-force rod 2 arranged along the heading and vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading and vertically is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft.

[0059] For component test conditions, constrain the heading displacement of the left and right main landing gears, and constrain the lateral and vertical displacements of the three wing-body joints, that is, constrain the X-direction displacement of the left and right main landing gears, and constrain the Y-direction and Z-direction displacements of the three wing-body joints. For specific constraint forms, please refer to Figure 2Other feasible constraint solutions can also be used for design.

[0060] For component test conditions, such as Figure 2 As shown, the tires of the left main landing gear and the right main landing gear are removed, and tire dummy parts 1 are set on the left main landing gear and the right main landing gear, and the central wing is removed to expose three wing-body joints, wherein,

[0061] The tire dummy 1 of the left main landing gear has a heading joint, and the heading joint of the tire dummy 1 on the left main landing gear is hinged to one end of a two-force rod 2 arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0062] The tire dummy 1 of the right main landing gear has a heading joint, and the heading joint of the tire dummy 1 on the right main landing gear is hinged to one end of a two-force rod 2 arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0063] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod 2 arranged along the heading and the lateral direction by using the same pin shaft through a single-double-ear structure, and the other end of the two-force rod 2 arranged along the heading and the lateral direction is hinged to a wing-body joint bracket 4 by using a pin shaft through a single-double-ear structure.

[0064] For the front landing gear test condition, constrain the vertical displacement of the left front landing gear, constrain the heading, lateral and vertical displacements of the left main landing gear, constrain the heading and vertical displacements of the right main landing gear, and constrain the lateral and vertical displacements of the three wing-body joints, that is, constrain the Z displacement of the left front landing gear, constrain the X, Y and Z displacements of the left main landing gear, constrain the X and Z displacements of the right main landing gear, and constrain the Y and Z displacements of the three wing-body joints. For specific constraint forms, please refer to Figure 3 Other feasible constraint solutions can also be used for design.

[0065] For the nose landing gear test conditions, Figure 3 As shown, some structures are not shown, the tires of the left main landing gear and the right main landing gear are removed, tire dummy parts 1 are set on the left main landing gear and the right main landing gear, and the central wing is removed to expose the three wing-body joints, wherein,

[0066] The tire dummy 1 of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy 1 on the left main landing gear are respectively hinged to one end of a two-force rod 2 arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0067] The tire dummy 1 of the right main landing gear has a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy 1 on the right main landing gear are respectively hinged to one end of a two-force rod 2 arranged along the heading and vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading and vertically is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0068] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod 2 arranged along the heading and the lateral direction by using the same pin shaft through a single-double-ear structure, and the other end of the two-force rod 2 arranged along the heading and the lateral direction is hinged to a wing-body joint bracket 4 by using a pin shaft through a single-double-ear structure.

[0069] For the main landing gear test condition, constrain the vertical displacement of the left front landing gear, constrain the heading displacement of the right front landing gear, constrain the heading, lateral and vertical displacements of the left main landing gear, and constrain the lateral and vertical displacements of the three wing-body joints, that is, constrain the Z displacement of the left front landing gear, constrain the X displacement of the right front landing gear, constrain the X, Y and Z displacements of the left main landing gear, and constrain the Y and Z displacements of the three wing-body joints. The specific constraint form can be referred to Figure 4 Other feasible constraint solutions can also be used for design.

[0070] For the nose landing gear test conditions, Figure 4 As shown, the tires of the left front landing gear, the right front landing gear, and the left main landing gear are removed, and tire dummy parts 1 are set on the left main landing gear, the right main landing gear, and the left main landing gear, and the central wing is removed to expose three wing-body joints, wherein,

[0071] The tire dummy 1 of the left front landing gear has a vertical joint, and the vertical joint of the tire dummy 1 on the left front landing gear is hinged to one end of a two-force rod 2 arranged vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged vertically is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0072] The tire dummy 1 of the right front landing gear has a heading joint, and the heading joint of the tire dummy 1 on the right front landing gear is hinged to one end of a two-force rod 2 arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0073] The tire dummy 1 of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy 1 on the left main landing gear are respectively hinged to one end of a two-force rod 2 arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod 2 arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket 3 through a single-double-ear structure using a pin shaft;

[0074] The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod 2 arranged along the heading and the lateral direction by using the same pin shaft through a single-double-ear structure, and the other end of the two-force rod 2 arranged along the heading and the lateral direction is hinged to a wing-body joint bracket 4 by using a pin shaft through a single-double-ear structure.

[0075] The two-force rod 2 mentioned above can be designed to be divided into two sections, and a load sensor 5 is installed between the two sections to monitor the support reaction force in each direction. The tire dummy 1 can adopt the structure of a ratchet dummy.

[0076] In order to simplify the design, in the twin-fuselage aircraft whole-machine static test support method disclosed in the above embodiment, the two force rods 2 and the tire dummy 1 are hinged with a pin in a single-double-ear structure. They can also be designed to be directly connected according to the needs of support and other aspects, or they can be connected in a fixed manner, such as welding or threaded connection.

[0077] The above embodiment discloses a method for supporting static testing of a twin-fuselage aircraft. The support design must be reasonable and have sufficient rigidity to eliminate the influence of the relative deformation of the constraint points on the aircraft attitude and eliminate the error of the whole aircraft attitude on the test loading.

[0078] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A method for supporting static test of a twin-fuselage aircraft, characterized in that: include: For the full aircraft test condition, constrain the vertical displacement of the left front landing gear and the right front landing gear, constrain the heading, lateral and vertical displacement of the left main landing gear, and constrain the heading and vertical displacement of the right main landing gear; For component test conditions, the heading displacement of the left and right main landing gears is constrained, and the lateral and vertical displacements of the three wing-body joints are constrained; For the front landing gear test condition, constrain the vertical displacement of the left front landing gear, constrain the heading, lateral and vertical displacements of the left main landing gear, constrain the heading and vertical displacements of the right main landing gear, and constrain the lateral and vertical displacements of the three wing-body joints; For the main landing gear test conditions, the vertical displacement of the left front landing gear is constrained, the heading displacement of the right front landing gear is constrained, the heading, lateral and vertical displacements of the left main landing gear are constrained, and the lateral and vertical displacements of the three wing-body joints are constrained.

2. The method for supporting the static test of a twin-fuselage aircraft according to claim 1, characterized in that: For the full aircraft test condition, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummies (1) are installed on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein: A tire dummy (1) of the left front landing gear is provided with a vertical joint. The vertical joint of the tire dummy (1) on the left front landing gear is hinged to one end of a two-force rod (2) arranged vertically via a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged vertically is hinged to a landing gear bracket (3) via a single-double-ear structure using a pin shaft.

3. The method for supporting static test of a twin-fuselage aircraft according to claim 2, characterized in that: For the full aircraft test condition, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummies (1) are installed on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein: A tire dummy (1) of the right front landing gear is provided with a vertical joint. The vertical joint of the tire dummy (1) on the right front landing gear is hinged to one end of a two-force rod (2) arranged vertically via a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged vertically is hinged to a landing gear bracket (3) via a single-double-ear structure using a pin shaft.

4. The method for supporting the static test of a twin-fuselage aircraft according to claim 3, characterized in that: For the full aircraft test condition, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummies (1) are installed on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein: The tire dummy (1) of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy (1) on the left main landing gear are respectively hinged to one end of a two-force rod (2) arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket (3) through a single-double-ear structure using a pin shaft.

5. The method for supporting the static test of a twin-fuselage aircraft according to claim 4, characterized in that: For the full aircraft test condition, the tires of the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear are removed, and tire dummies (1) are installed on the left front landing gear, the right front landing gear, the left main landing gear, and the right main landing gear, wherein: The tire dummy (1) of the right main landing gear has a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy (1) on the right main landing gear are respectively hinged to one end of a two-force rod (2) arranged along the heading and vertically by a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading and vertically is hinged to a landing gear bracket (3) by a single-double-ear structure using a pin shaft.

6. The method for supporting static test of a twin-fuselage aircraft according to claim 1, characterized in that: For the component test condition, the tires of the left main landing gear and the right main landing gear are removed, tire dummies (1) are set on the left main landing gear and the right main landing gear, and the center wing is removed to expose three wing-body joints, wherein: The tire dummy (1) of the left main landing gear has a heading joint, and the heading joint of the tire dummy (1) on the left main landing gear is hinged to one end of a two-force rod (2) arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading is hinged to a landing gear bracket (3) through the single-double-ear structure using a pin shaft.

7. The method for supporting the static test of a twin-fuselage aircraft according to claim 6, characterized in that: For the component test condition, the tires of the left main landing gear and the right main landing gear are removed, tire dummies (1) are set on the left main landing gear and the right main landing gear, and the center wing is removed to expose three wing-body joints, wherein: The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod (2) arranged along the heading and the side by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the heading and the side is hinged to a wing-body joint bracket (4) through a single-double-ear structure and a pin shaft.

8. The method for supporting static test of a twin-fuselage aircraft according to claim 1, characterized in that: For the front landing gear test condition, the tires of the left main landing gear and the right main landing gear are removed, tire dummy parts (1) are set on the left main landing gear and the right main landing gear, and the center wing is removed to expose three wing-body joints, among which: The tire dummy (1) of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy (1) on the left main landing gear are respectively hinged to one end of a two-force rod (2) arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket (3) through a single-double-ear structure using a pin shaft; The tire dummy (1) of the right main landing gear has a heading joint and a vertical joint. The heading joint and the vertical joint of the tire dummy (1) on the right main landing gear are respectively hinged to one end of a two-force rod (2) arranged along the heading and vertically by a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading and vertically is hinged to a landing gear bracket (3) by a single-double-ear structure using a pin shaft; The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod (2) arranged along the heading and the side by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the heading and the side is hinged to a wing-body joint bracket (4) through a single-double-ear structure and a pin shaft.

9. The method for supporting static test of a twin-fuselage aircraft according to claim 1, characterized in that: For the nose landing gear test condition, the tires of the left nose landing gear, the right nose landing gear, and the left main landing gear are removed, and tire dummies (1) are installed on the left main landing gear, the right main landing gear, and the left main landing gear, and the center wing is removed to expose three wing-body joints, wherein: A tire dummy (1) of the left front landing gear is provided with a vertical joint, and the vertical joint of the tire dummy (1) on the left front landing gear is hinged to one end of a two-force rod (2) arranged vertically through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged vertically is hinged to a landing gear bracket (3) through the single-double-ear structure using a pin shaft; The tire dummy (1) of the right front landing gear has a heading joint, the heading joint of the tire dummy (1) on the right front landing gear is hinged to one end of a two-force rod (2) arranged along the heading through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading is hinged to a landing gear bracket (3) through the single-double-ear structure using a pin shaft; The tire dummy (1) of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, the lateral joint, and the vertical joint of the tire dummy (1) on the left main landing gear are respectively hinged to one end of a two-force rod (2) arranged along the heading, lateral, and vertical directions through a single-double-ear structure using a pin shaft, and the other end of the two-force rod (2) arranged along the heading, lateral, and vertical directions is hinged to a landing gear bracket (3) through a single-double-ear structure using a pin shaft; The three wing-body joints on the two fuselages are respectively hinged to one end of a two-force rod (2) arranged along the heading and the side by using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the heading and the side is hinged to a wing-body joint bracket (4) through a single-double-ear structure and a pin shaft.

10. The method for supporting static test of a twin-fuselage aircraft according to any one of claims 2 to 9, characterized in that: The two-force rod (2) is designed to be divided into two sections, and a load sensor (5) is installed between the two sections.

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