A full machine static test support method for a twin-fuselage aircraft

Abstract

The application relates to a full-aircraft static test support method of a twin-fuselage aircraft. For a full-aircraft test working condition, vertical displacement of left and right front landing gears is constrained, and the left main landing gear is constrained in the heading direction, the lateral direction and the vertical direction, and the right main landing gear is constrained in the heading direction and the vertical direction. For a component test working condition, the left and right main landing gears are constrained in the heading direction, and three wing-body joints are constrained in the lateral direction and the vertical direction. For a front landing gear test working condition, the vertical displacement of the left front landing gear is constrained, the left main landing gear is constrained in the heading direction, the lateral direction and the vertical direction, the right main landing gear is constrained in the heading direction and the vertical direction, and three wing-body joints are constrained in the lateral direction and the vertical direction. For a main landing gear test working condition, the vertical displacement of the left front landing gear is constrained, the right front landing gear is constrained in the heading direction, the left main landing gear is constrained in the heading direction, the lateral direction and the vertical direction, and three wing-body joints are constrained in the lateral direction and the vertical direction.

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 full-aircraft static testing, the aircraft was often designed to be hung upside down, and the strength of the aircraft's main structure was tested by applying heavy objects such as sandbags to the wings.

[0004] With the development of full-aircraft static test technology, currently, when conducting full-aircraft static tests, the aircraft is mostly designed to be supported, tape is pasted on the aircraft load loading points, and multi-point load coordination is performed through a lever system, 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 conditions as much as possible to ensure six-degree-of-freedom static constraints. The constraint points should be statically determinate. The constraint points should be set in non-key test areas and should affect the internal force distribution of the test areas as little as possible. Excessive deformation or local damage should not occur in non-test areas. In addition, the aircraft should be at an appropriate height to allow space for free deformation of the aircraft and installation of load-loading devices.

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

[0007] 1) Full aircraft suspended support, used for all test conditions except 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, and its full-aircraft static test is different from that of a single-fuselage aircraft with three landing gears. Currently, the design of the full-aircraft static test for twin-fuselage aircraft mainly focuses on the restraint support at the landing gear. This technical solution has the following shortcomings:

[0011] a) The landing gear is a critical part to be tested. Using it as a restraint makes it difficult to accurately apply the test load and thus to ensure the accuracy of the test data.

[0012] b) The cumulative error of all loading points of the entire aircraft is balanced at the landing gear. In addition to bearing the theoretical load, the landing gear is also superimposed with the unbalanced load of the entire aircraft, making it impossible to ensure the accurate application of the load.

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

[0014] The purpose of this 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 testing of a twin-fuselage aircraft, comprising:

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

[0018] For component test conditions, the directional 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 nose landing gear test condition, constrain the vertical displacement of the left nose 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 static testing of a twin-fuselage aircraft, for the full-aircraft test condition, tires of the left front landing gear, right front landing gear, left main landing gear, and right main landing gear are removed, and tire dummies are installed on the left front landing gear, right front landing gear, left main landing gear, and right main landing gear, wherein:

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

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

[0024] The tire dummy of the left main landing gear has a heading joint, a lateral joint, and a vertical joint. The heading joint, lateral joint, and 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, lateral, and vertical directions through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading, lateral, and vertical directions 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 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 vertical direction through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading and vertical direction 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 testing of a twin-fuselage aircraft, for component test conditions, the tires of the left and right main landing gears are removed, tire dummies are installed on the left and right main landing gears, and the center wing is removed to expose the three wing-body joints, wherein:

[0027] The tire dummy of the left main landing gear has 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. 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 has a heading joint. 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 by a single-double-ear structure using a pin shaft. 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.

[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 using the 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 through a single-double-ear structure using a pin shaft.

[0030] According to at least one embodiment of the present application, in the above-mentioned method for supporting static testing of a twin-fuselage aircraft, for the nose landing gear test condition, the tires of the left and right main landing gears are removed, tire dummies are installed on the left and right main landing gears, and the center wing is removed to expose the 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, lateral joint, and 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, lateral, and vertical directions through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading, lateral, and vertical directions 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 vertical direction through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading and vertical direction is hinged to a landing gear bracket through a 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 using the 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 through a single-double-ear structure using a pin shaft.

[0034] According to at least one embodiment of the present application, in the above-mentioned method for supporting static testing of a twin-fuselage aircraft, 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, tire dummies 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 the three wing-body joints, wherein:

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

[0036] The tire dummy of the right front landing gear has 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 through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading is hinged to a landing gear bracket through 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, lateral joint, and 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, lateral, and vertical directions through a single-double-ear structure using a pin shaft. The other end of the two-force rod arranged along the heading, lateral, and vertical directions 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 using the 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 through a single-double-ear structure using a pin shaft.

[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 This is a schematic diagram of supporting full-machine test conditions provided by an embodiment of the present application;

[0041] Figure 2 This 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 nose landing gear test conditions provided by an embodiment of the present application;

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

[0044] in:

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

[0046] In order to better illustrate this 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 understood as limiting this application. DETAILED DESCRIPTION

[0047] To make the technical solution and its advantages of this application more clear, the technical solution of this application will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described here are only some of the embodiments of this application and are only used to explain this application, not to limit this application. It should be noted that for ease of description, only the parts relevant to this application are shown in the accompanying drawings, and other relevant 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 should have the usual meanings understood by those skilled in the art in the field to which this application belongs. The words indicating orientation used in the description of this application 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 means 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 stipulated 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 full-aircraft static test of a twin-fuselage aircraft can be divided into full-aircraft test conditions, component test conditions, nose landing gear test conditions, and main landing gear test conditions according to the test conditions. Among them, the full-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; the component test conditions usually include test conditions such as the horizontal tail and its rudders, the vertical tail and its rudders, which mainly assess the strength of the horizontal tail and vertical tail structures and their connection joints; the nose landing gear test conditions usually include test conditions such as 3-point horizontal-maximum rotation, which mainly assess the strength of the nose landing gear joint and its fuselage connection area; the main landing gear test conditions usually include test conditions such as tail sink-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 the parked state to facilitate onboard operations, as well as to facilitate the balance of various errors and adjustment of the aircraft attitude, and to ensure that the positions of the fuselage and loading points in the overall coordinate system meet the test requirements.

[0052] The central wing and the left and right fuselages of a twin-fuselage aircraft are connected by three wing-fuselage joints, 1#, 2#, and 3#. When conducting a full-aircraft static test, the design can fully utilize the landing gear and its wing-fuselage joints for effective restraint 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 full aircraft test condition, four-point support is used to constrain the vertical displacement of the left and right front landing gears, the heading, lateral and vertical displacements of the left main landing gear, and the heading and vertical displacements of the right main landing gear. That is, the Z displacement of the left and right front landing gears is constrained, the displacements of the left main landing gear in the X, Y and Z directions are constrained, and the displacements of the right main landing gear in the X and Z directions are constrained. For specific constraint forms, please refer to Figure 1 Other feasible constraint solutions can also be used for design.

[0054] For full 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 left front landing gear tire dummy 1 has a vertical joint. This joint is hinged to one end of a vertically mounted two-force rod 2 via a single- and double-lug structure using a pin. The other end of the vertically mounted two-force rod 2 is hinged to a landing gear bracket 3 via a single- and double-lug structure using a pin.

[0056] The tire dummy 1 of the right front landing gear has a vertical joint. This vertical joint is hinged to one end of a vertically mounted two-force rod 2 via a single- and double-lug structure using a pin. The other end of the vertically mounted two-force rod 2 is hinged to a landing gear bracket 3 via a single- and double-lug structure using a pin.

[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, lateral joint, and 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 via a single- and double-ear structure using a pin. 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 via a single- and double-ear structure using a pin.

[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 vertical direction through a single-double ear structure using a pin shaft. The other end of the two-force rod 2 arranged along the heading and vertical direction 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 directional 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 center wing is removed to expose the three wing-body joints, wherein,

[0061] The left main landing gear tire dummy 1 has a heading joint. The heading joint of the left main landing gear tire dummy 1 is hinged to one end of a two-force rod 2 arranged along the heading through a single-double-lug structure using a pin. 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-lug structure using a pin.

[0062] The right main landing gear tire dummy 1 has a heading joint. The heading joint is hinged to one end of a two-force rod 2 arranged along the heading direction via a single- and double-lug structure using a pin. The other end of the two-force rod 2 arranged along the heading direction is hinged to a landing gear bracket 3 via a single- and double-lug structure using a pin.

[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 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 through a single-double-ear structure using a pin shaft.

[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, 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. The specific constraint form can be referred to Figure 3 Other feasible constraint solutions can also be used for design.

[0065] For the nose landing gear test conditions, such as Figure 3 As shown, some structures are not shown. Remove the tires of the left main landing gear and the right main landing gear, set tire fakes 1 on the left main landing gear and the right main landing gear, and remove the central wing 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, lateral joint, and 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 via a single- and double-ear structure using a pin. 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 via a single- and double-ear structure using a pin.

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

[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 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 through a single-double-ear structure using a pin shaft.

[0069] For the main landing gear test condition, 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, that is, the Z displacement of the left front landing gear is constrained, the X displacement of the right front landing gear is constrained, the X, Y and Z displacements of the left main landing gear are constrained, and the Y and Z displacements of the three wing-body joints are constrained. For specific constraint forms, please refer to Figure 4 Other feasible constraint solutions can also be used for design.

[0070] For the nose landing gear test conditions, such as 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 center wing is removed to expose the three wing-body joints, wherein,

[0071] The left front landing gear tire dummy 1 has a vertical joint. This joint is hinged to one end of a vertically mounted two-force rod 2 via a single- and double-lug structure using a pin. The other end of the vertically mounted two-force rod 2 is hinged to a landing gear bracket 3 via a single- and double-lug structure using a pin.

[0072] 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 by a pin through a single-double-ear structure. The other end of the two-force rod 2 arranged along the heading is hinged to a landing gear bracket 3 by a pin through a single-double-ear structure.

[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, lateral joint, and 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 via a single- and double-ear structure using a pin. 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 via a single- and double-ear structure using a pin.

[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 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 through a single-double-ear structure using a pin shaft.

[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 above embodiment disclosed method for supporting static testing of a twin-fuselage aircraft, the two-force rod 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 relative deformation of constraint points on the aircraft attitude and eliminate the error of the entire 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 replacements to the relevant technical features, and the technical solutions after these changes or replacements will fall within the scope of protection of the present application.

Claims

1. A method for supporting static testing of a twin-fuselage aircraft, characterized in that: include: For the full aircraft test condition, constrain the vertical displacement of the left and right front landing gears, constrain the directional, lateral, and vertical displacements of the left main landing gear, and constrain the directional and vertical displacements of the right main landing gear; For component test conditions, the directional 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 nose landing gear test condition, constrain the vertical displacement of the left nose 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 static testing 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 vertically arranged two-force rod (2) through a single-double-ear structure using a pin shaft, and the other end of the vertically arranged two-force rod (2) is hinged to a landing gear bracket (3) through a single-double-ear structure using a pin shaft.

3. The method for supporting static testing 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 vertically arranged two-force rod (2) through a single-double-ear structure using a pin shaft, and the other end of the vertically arranged two-force rod (2) is hinged to a landing gear bracket (3) through a single-double-ear structure using a pin shaft.

4. The method for supporting static testing 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, the lateral, and the 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, the lateral, and the 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 static testing 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. 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 testing 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 were removed, tire dummies (1) were set on the left main landing gear and the right main landing gear, and the center wing was removed to expose the three wing-body joints, wherein, A tire dummy (1) of the left main landing gear is provided with a heading joint. 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 by a single-double-ear structure using a pin shaft. The other end of the two-force rod (2) arranged along the heading is hinged to a landing gear bracket (3) by a single-double-ear structure using a pin shaft.

7. The method for supporting static testing 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 were removed, tire dummies (1) were set on the left main landing gear and the right main landing gear, and the center wing was removed to expose the 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 course and the side using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the course and the side using a single-double-ear structure is hinged to a wing-body joint bracket (4) using a pin shaft.

8. The method for supporting static testing of a twin-fuselage aircraft according to claim 1, wherein: For the front landing gear test condition, the tires of the left main landing gear and the right main landing gear were removed, tire dummies (1) were set on the left main landing gear and the right main landing gear, and the center wing was removed to expose the three wing-body joints, 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. 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. 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 course and the side using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the course and the side using a single-double-ear structure is hinged to a wing-body joint bracket (4) using a pin shaft.

9. The method for supporting static testing of a twin-fuselage aircraft according to claim 1, wherein: 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 set 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 the 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 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; 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 by 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) by a 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. 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 course and the side using a same pin shaft through a single-double-ear structure, and the other end of the two-force rod (2) arranged along the course and the side using a single-double-ear structure is hinged to a wing-body joint bracket (4) using a pin shaft.

10. The method for supporting static testing 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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