Quick assembly type machine body structure and assembly process and application thereof

Abstract

The invention discloses a quick assembly type fuselage structure as well as an assembly process and application thereof, and belongs to the technical field of sports equipment in fluid. Comprising a machine body shell, a machine body inner support and an assembly fixing part, a machine body shell, a machine body main reinforcing rib and a machine body support main interface of the machine body shell are integrally formed by adopting the same material, and a support interface of the machine body inner support and the machine body support main interface are mutually nested and matched to form an interface connecting structure only allowing relative movement in the longitudinal direction. In the assembling process, internal equipment is installed on the machine body inner support in advance, pipeline connection and joint debugging are completed, then the machine body inner support is integrally pushed into the machine body shell to be positioned, and the end of the machine body shell is in sealed butt joint with the machine head cover, the machine tail or the other section of the machine body shell through the machine body auxiliary reinforcing ribs or the machine body inner support. The device is simple in structural part, high in integration level, standardized, capable of improving the assembling efficiency, good in sealing performance and suitable for rapid forming and automatic production of equipment such as airplanes, fishes and mines, guided missiles and underwater vehicles.

Description

Technical Field

[0001] This invention belongs to the field of fluid motion equipment technology, specifically relating to a rapid-assembly fuselage structure, its assembly process, and its applications. The fuselage structure described herein is a broad concept encompassing various applications, including the fuselage of aircraft, the body of missiles and rockets, the body of torpedoes and mines, and the pressure hull of submarines—all major hollow load-bearing structures in fluid mechanics. Background Technology

[0002] The fuselage of an aircraft is a crucial structural component that moves through fluids, and its design and production efficiency are closely related. With the convergence of UAV and missile technologies, new types of equipment such as loitering munitions, assisted torpedoes, homing mines, and underwater vehicles are constantly emerging, placing higher demands on the design and manufacturing processes, production efficiency, reliability, quality, standardization, integration, yield, weight reduction, lengthening, and economy of fuselage structures (including missile body structures and pressure hull structures). For example, the traditional aircraft fuselage manufacturing process encompasses multiple stages, including process preparation, equipment manufacturing, blank preparation, parts machining, assembly, and testing. It requires a large amount of process equipment, including various jigs, molds, templates, standard samples, and gauges, resulting in long process preparation cycles and significant equipment investment. The main materials used in aircraft fuselages include aluminum alloys, titanium alloys, and magnesium alloys, which are typically provided in the form of plates, profiles, and tubing. The fuselage also includes numerous forgings and castings, such as fuselage reinforcing frames, wing spars, and reinforcing ribs. Parts processing involves multiple steps, including sheet metal forming, machining, and non-metallic material processing. The process is complex and requires strict standards. Aircraft assembly is carried out in stages according to its structural characteristics. First, various parts are assembled in specialized jigs to form components such as spars, frames, ribs, and panels. Then, the components are combined into various sections of the fuselage. Finally, the entire aircraft is assembled through docking. The assembly process has stringent requirements for data accuracy.

[0003] Existing fuselage structures are typically assembled from multiple dispersed core components such as skin, stringers, trusses, ordinary bulkheads, reinforcing frames, and equipment connectors. These components are connected via riveting, bolting, or welding, resulting in gaps at the joints, weak structural integrity, and difficulties in sealing. The installation of internal equipment must be carried out within the confined space of the fuselage, limiting operator observation and operation, hindering pipeline connections and debugging, and reducing assembly efficiency. When internal equipment requires maintenance or replacement, it often necessitates the removal of numerous structural components to access the target equipment, leading to high maintenance costs and long cycles. Traditional fuselage structures are difficult to lengthen in sections; when adapting to different load or range requirements, the entire fuselage often needs to be redesigned and manufactured, resulting in insufficient flexibility. Furthermore, traditional fuselage manufacturing processes are highly dependent on processing equipment, requiring significant investment in equipment, which is unfavorable for small-batch, multi-variety production models and makes it difficult to adapt to the automated production demands of intelligent production lines.

[0004] Compared to manned aircraft, unmanned aerial vehicles (UAVs) are characterized by their compact size and lightweight construction, lighter design payload, elimination of personnel access channels, fewer structural openings, more direct force transmission, and stronger overall integrity. Carbon fiber composite materials are widely favored for UAVs due to their excellent specific strength and specific stiffness. They can be manufactured using processes such as autoclave molding and resin transfer molding. However, autoclave molding requires stringent equipment requirements and has relatively high initial investment and processing costs. Therefore, there is a need for a fuselage structure and assembly process that is simple in structure, quick to assemble, reliable in strength, has good sealing performance, and is suitable for automated production. This is to meet the rapid and standardized production needs of aircraft, missiles, torpedoes, and other fluid-moving equipment, especially in wartime where the supply of weapons and equipment requires reliability and speed. Summary of the Invention

[0005] To address the problems existing in the background art, the present invention provides a quick-assembly fuselage structure, including a fuselage shell, an internal support frame, and assembly fasteners;

[0006] The fuselage shell includes an outer shell, main reinforcing ribs, and a main interface for the fuselage support. The outer shell is a closed outer contour structure. The main reinforcing ribs are located on the inner side of the outer shell and extend longitudinally along the fuselage. The main interface for the fuselage support is located on the main reinforcing ribs or on the inner side of the outer shell. The outer shell, main reinforcing ribs, and main interface for the fuselage support are integrally formed from the same material. The outer shell and main reinforcing ribs form a truss structure. This design ensures that the main reinforcing ribs and the outer shell are connected without connectors, achieves optimal structural strength while reducing weight, and maintains the sealing performance of the outer shell. Due to the enhanced longitudinal structural strength, a fuselage with a large slenderness ratio can be produced, which conforms to the mechanical characteristics of optimizing drag reduction for moving objects in fluids. It also solves the problem of poor sealing performance in existing technologies for separate connections between skin and stringers / beams in the aerospace field, simplifies the assembly process, reduces costs and increases efficiency, and represents a significant technological advancement and economic benefit compared to existing technologies.

[0007] The internal support frame includes a spatial support structure and a support interface. The support interface is located at the end of the support structure. The support interface and the main interface of the fuselage support are nested together to form an interface connection structure that only allows relative movement along the longitudinal direction of the fuselage and is laterally limited. The spatial support structure supports support the installation of some supporting equipment. This design mainly increases the strength of the fuselage frame structure, enabling it to bear larger loads. It also facilitates the precise positioning of equipment inside the fuselage after it is installed on the external side of the internal support frame and pushed into the outer shell of the fuselage. It also facilitates static and dynamic leveling of the fuselage, improves the stability of the movement posture, simplifies the assembly process, and transforms the complex existing serial assembly into a more efficient parallel assembly. It is suitable for modular combination standards and automated assembly line production processes, and can be mass-produced. This is very important for timely replenishment when large amounts of weaponry are consumed in wartime. The internal support frame can also serve as a connection for extending the fuselage shell.

[0008] The fuselage shell and the internal support frame are assembled using fasteners to form a truss structure. This design uses the simplest assembly method to achieve better overall spatial structural strength and stability. This ensures the shear and tensile strength of the frame structure fuselage and is more suitable for the rapid production of larger fuselage components.

[0009] The guiding principle of this sovereign design is to highly integrate the complex fuselage structure and use nested interfaces between it and the internal support frame to simplify assembly, which not only improves production efficiency but also ensures assembly precision and a low tolerance for errors.

[0010] In a preferred embodiment, the main interface of the body support is provided with a body support interface panel; the support interface includes a support interface panel and a support interface U-shaped barb; the support interface panel fits snugly with the body support interface panel; the support interface U-shaped barb and the main interface of the body support are nested together to achieve longitudinal movement guidance and lateral limiting;

[0011] The support structure and the support interface are integrally molded from the same material. The internal support is also integrated into a single component, with a function and effect similar to the integrated structure of the fuselage shell and the main reinforcing rib.

[0012] In a preferred embodiment, the fuselage shell further includes a secondary reinforcing rib and a first reinforcing rib cavity; the first reinforcing rib cavity is a hollow structure provided on the main reinforcing rib; the secondary reinforcing rib passes through the first reinforcing rib cavity and is arranged longitudinally along the fuselage; the main reinforcing rib also has a second reinforcing rib cavity, which is located on the side of the main reinforcing rib closer to the outer shell and is used to accommodate bolt heads or nuts of fasteners. After the secondary reinforcing rib passes through the first reinforcing rib cavity and is fixed, it also forms a truss structure with the shell; the secondary reinforcing rib serves as a connector between the fuselage shell and related components; the secondary reinforcing rib also serves as a connecting element for extending the fuselage shell.

[0013] In a preferred embodiment, the fuselage housing further includes a secondary interface for the fuselage support; the secondary interface for the fuselage support is arranged parallel to the main reinforcing rib of the fuselage and is integrally formed with the fuselage housing on the inner side of the outer shell; the inner support of the fuselage housing further includes a secondary support; the secondary support includes a secondary support upright plate and a secondary support interface; the secondary support interface is located at the end of the secondary support upright plate and is interlocked with the secondary interface for the fuselage support; the secondary support, the secondary support upright plate, and the secondary support interface are integrally formed from the same material; the secondary interface for the fuselage support serves to locally reinforce the fuselage housing.

[0014] In the preferred embodiment, the main body structure of the internal support frame is triangular, and it is a connector that is integrally connected to the body shell or segmentally supported; the triangular internal support frame structure can achieve the strongest and most stable spatial structure with the most economical materials.

[0015] In the preferred embodiment, the fuselage shell or the internal support frame is produced by one-piece molding using one of the following processes: extrusion, forging, precision casting, or injection molding. Using one-piece molding can minimize the number of parts, save raw materials, reduce the overall weight, simplify the assembly process, reduce labor costs, and obtain higher bending and shear strength.

[0016] In a preferred embodiment, the system further includes a nose cone and a tail cone; the nose cone includes a nose cone housing and a nose cone interface; the nose cone housing is a streamlined, closed structure, and the nose cone interface is located inside the rear end mating surface of the nose cone housing, corresponding to the position of the main interface of the body support; the tail cone includes a tail cone housing and a tail cone interface; the tail cone housing is a streamlined, closed structure, and the tail cone interface is located inside the front end mating surface of the tail cone housing, corresponding to the position of the main interface of the body support; the body housing also includes an interface sealing ring; the interface sealing ring is embedded in the end mating surface of the body housing for sealing connection with the nose cone or the tail cone; this mating structure allows for smooth fluid transition, minimizes fluid resistance at the mating surface, and reduces power loss.

[0017] The housing is provided with a housing assembly hole; the internal bracket is provided with a bracket assembly hole; the housing assembly hole and the bracket assembly hole are positioned correspondingly; the assembly fastener includes a screw, a nut and a washer; the screw passes through the housing assembly hole and the bracket assembly hole, the washer is sleeved on the screw, and the nut is threadedly engaged with the screw for fastening;

[0018] The assembly fastener also includes a U-shaped limiting washer, a pin hole, and a safety pin; the U-shaped limiting washer is engaged on the outside of the main reinforcing rib of the body; the pin hole passes through the end of the screw; the safety pin is inserted into the pin hole to laterally limit the nut; the use of a U-shaped limiting washer is beneficial for installation and positioning in confined spaces.

[0019] In the preferred embodiment, the nose cone is designed as a three-dimensional rotatable vector component, with the nose cone interface maintaining aerodynamic conformity with the fuselage shell; the tail is designed as a three-dimensional rotatable vector structure, with the tail interface maintaining aerodynamic conformity with the fuselage shell. This provides the detection equipment mounted on the nose cone / tail with a foundation for space exploration; the thrusters mounted on the nose cone / tail possess three degrees of freedom of tension or vector thrust. This design offers several advantages: firstly, it expands the working range of the detection equipment; secondly, it facilitates the three-dimensional control of the vector thrusters (including tension thrusters), improving the maneuverability of the moving vehicle; and thirdly, it minimizes fluid resistance and reduces power consumption.

[0020] This invention also provides an assembly process for a rapid-assembly fuselage structure, which highly integrates the fuselage structure, simplifies the assembly process between core structural components, and transforms the serial production process into a parallel production flow, thereby improving production efficiency and saving overall costs. This invention assembles the integrated fuselage through an integral internal support frame to form a truss structure, significantly enhancing the strength of the fuselage structure. This improves the fuselage's length-to-slenderness ratio, reduces the flight drag of high-speed moving vehicles, and is more suitable for high-speed movement of strip-structure fuselages in fluids. The assembly of the fuselage structure includes a basic assembly process and a segmented assembly process, wherein the basic assembly process flow is as follows:

[0021] S1. Pre-assembly of the internal support frame: Fix the internal equipment to the support structure of the internal support frame, and complete the pipeline connection and initial commissioning of each circuit and mechanical component.

[0022] S2. Internal bracket insertion and positioning: Push the internal bracket of the assembled equipment into the body housing along the main interface of the internal bracket, so that the bracket interface and the main interface of the internal bracket are nested and engaged, and move the internal bracket to the predetermined position; the internal bracket can be assembled as a whole or assembled in sections inside the body housing.

[0023] S3. Drilling and fastening: Drill holes at the corresponding positions of the housing assembly holes and the bracket assembly holes, pass the screw through the housing assembly holes and the bracket assembly holes, insert the washers in sequence, and tighten the nuts to complete the fixed connection between the internal bracket and the housing.

[0024] S4. Pipeline Lead-out and Sealing: Lead the pipelines that need to be led out from the machine housing, connect and fix them to the external equipment, and seal the outlet.

[0025] S5. Assembly of the head cover: First, insert the secondary reinforcing rib of the body into the inner cavity of the main reinforcing rib of the body and expose a part of it. Drill a hole in the main reinforcing rib of the body to pass through the secondary reinforcing rib of the body and install and fix it with the assembly fastener. Then, embed the interface sealing ring into the sealing groove of the front mating surface of the body shell. Align the head cover interface with the main interface of the body bracket so that the exposed secondary reinforcing rib of the body is inserted into the head cover interface. Then, fit the head cover shell together longitudinally. Drill a hole in the center of the head cover corresponding to the secondary reinforcing rib of the body. Use screws, washers and nuts to fix the head cover to the body shell.

[0026] S6. Tail assembly: First, insert the secondary reinforcing rib of the fuselage into the inner cavity of the main reinforcing rib of the fuselage and expose a portion of it. Drill a hole in the main reinforcing rib of the fuselage to pass through the secondary reinforcing rib of the fuselage and install and fix it with the assembly fastener. Then, embed the interface sealing ring into the sealing groove of the front mating surface of the fuselage shell. Align the tail interface with the main interface of the fuselage bracket so that the exposed secondary reinforcing rib of the fuselage is inserted into the tail interface. Then, fit the tail shell together longitudinally. Drill a hole in the center of the tail corresponding to the secondary reinforcing rib of the fuselage. Use screws, washers and nuts to fix the tail to the fuselage shell.

[0027] S7. Integration and Testing: Complete the integration and testing of the circuit and mechanical systems of the entire machine and check the sealing performance.

[0028] The segmented assembly process is as follows:

[0029] First, insert the secondary reinforcing rib into the inner cavity of one of the two fuselage shell sections, leaving a portion exposed. Drill a hole in the main reinforcing rib of the fuselage shell, passing through the secondary reinforcing rib, and install and fix it using assembly fasteners. Next, embed the interface sealing ring into the sealing groove on the front mating surface of the fuselage shell. Align the main interface of the fuselage support of the other fuselage shell section with the main interface of the fuselage support section with the fixed secondary reinforcing rib, so that the exposed secondary reinforcing rib is inserted into the main interface of the fuselage support section of the other fuselage shell section. Then, fit the two fuselage shell sections together longitudinally. Drill a hole in the other fuselage shell section corresponding to the centered secondary reinforcing rib. Use screws, washers, and nuts to fix and connect the other end of the fuselage shell section. If necessary, insert a safety pin into the pin hole at the end of the screw to complete the fuselage extension connection.

[0030] The rapid assembly fuselage structure of the present invention is applied to aircraft, torpedoes, underwater vehicles, rockets, or missiles; the fuselage shell is equivalent to the fuselage of an aircraft, the body of a torpedo, the missile body of a missile, and the pressure hull of an underwater vehicle; the internal support frame is equivalent to the internal structural frame and equipment mounting base of an aircraft, torpedo, missile, or underwater vehicle.

[0031] The beneficial effects achieved by this invention are as follows:

[0032] This invention designs the outer shell, main reinforcing ribs, and main interface of the frame as a single-piece molded structure made of the same material. It integrates dispersed core components into highly integrated units, reducing connection points and connectors, lowering weight, and eliminating seams between components in traditional fuselage structures. This creates a strong, integrated load-bearing base, improving overall rigidity and structural strength while ensuring the airtightness of the outer shell and providing excellent protection for internal equipment. The one-piece molded shell structure reduces the number of parts, simplifies manufacturing processes, and lowers the requirements for processing equipment. It allows for efficient production of the fuselage shell through one-piece molding processes such as extrusion, forging, injection molding, and precision casting, improving production efficiency, saving labor costs, maximizing material utilization, and reducing the weight of the structure itself. This makes it suitable for automated production lines, resulting in standardized products, high assembly precision, strong versatility, ease of operation, high yield, guaranteed quality, strong interchangeability of parts with similar products, and convenient and quick maintenance.

[0033] This invention employs a modular internal support design, allowing internal equipment to be pre-assembled onto the internal support and enabling pipeline connection and initial commissioning in an open space. Assembly operations are no longer limited by the confined space of the housing, facilitating operator observation and operation, and simplifying equipment testing and debugging. Once commissioning is complete, the internal support, either as a whole or in sections, is pushed into the housing to achieve final positioning. The support interface and the main interface of the housing utilize a nested mating structure. The U-shaped barb of the support interface slides along the groove of the main interface of the housing, acting as a guide. This allows the internal support to be initially positioned simply by pushing it longitudinally during assembly, simplifying the assembly process, shortening assembly time, and improving production efficiency.

[0034] This invention improves the shear and torsional resistance of the fuselage by incorporating two hollow structures—one inner cavity and one inner cavity—on the main reinforcing rib of the fuselage, in conjunction with the secondary reinforcing rib, forming a dual reinforcement system of main and secondary ribs. It also adds a sealed cavity isolation structure, preventing leakage from the mounting holes of connecting parts to the interior of the shell by adding sealing gaskets or applying adhesive at specific points. (Reinforcing ribs) Inner cavity one The secondary stiffeners of the fuselage pass through the interface between two adjacent components to transmit shear force, providing structural support for the segmented extension connection of the fuselage and the docking of the fuselage with the nose and tail. The inner cavity of the stiffener is used to hide the bolt heads or nuts of the fasteners, so that the fasteners do not protrude from the outer surface of the fuselage shell, reducing fluid resistance during flight and making full use of the internal space of the stiffeners.

[0035] This invention utilizes an interface sealing ring installed at the end mating surface of the fuselage shell. When the fuselage shell mates with the nose cone, tail cone, or another section of the fuselage shell, the sealing ring undergoes elastic deformation under the compression of the two mating surfaces, filling the interface gap and achieving a sealing function. This prevents fluids such as air or water from entering the fuselage interior, protecting internal electronic equipment and batteries from corrosion. This fuselage structure can be applied to aircraft as well as to equipment that moves in fluids and requires high sealing performance, such as missiles, rockets, torpedoes, mines, depth charges, and submarines. The assembly fasteners are equipped with U-shaped limiting gaskets, pin holes, and safety pins, forming a double anti-loosening guarantee, suitable for scenarios with severe vibration or long-term service.

[0036] The internal support frame of this invention can be adjusted longitudinally along the fuselage. When the layout of internal equipment needs to be changed, only the longitudinal position of the internal support frame needs to be adjusted to adapt to the new layout requirements, without modifying the fuselage shell, demonstrating the flexibility and adaptability of the structural design. When internal equipment needs maintenance or replacement, the internal support frame can be removed longitudinally from the fuselage shell after the assembly fasteners are removed, allowing for equipment inspection or replacement in the open space. After completion, the internal support frame can be pushed back into the fuselage shell and re-tightened. The modular internal support frame design makes equipment maintenance and replacement convenient and efficient, reducing the maintenance cost throughout the equipment's life cycle. When the fuselage needs to be lengthened to accommodate larger loads or longer ranges, the fuselage can be lengthened by connecting the fuselage sub-reinforcing ribs or the internal support frame across the docking nodes of the two fuselage shell sections and securing them with fasteners. Alternatively, it can be directly cut to length online as needed to meet equipment configurations with different length requirements. Attached Figure Description

[0037] Figure 1 It is a detailed drawing of the fuselage structure assembly.

[0038] Figure 2 It is a detailed drawing of the outer shell structure of the aircraft.

[0039] Figure 3 This is a detailed drawing of the internal support structure.

[0040] Figure 4 This is a detailed structural drawing of the nose cone.

[0041] Figure 5 This is a detailed drawing of the tail section structure.

[0042] Figure 6 These are detailed drawings of the fuselage structure connection method, where a is a schematic diagram of the external bolt connection of the inner fuselage secondary reinforcing rib; b is a schematic diagram of the connection between the main reinforcing rib of the fuselage and the internal support of the fuselage; c is a schematic diagram of the connection between the inner fuselage secondary reinforcing rib of the main reinforcing rib and the external support of the internal support of the fuselage; and d is a detailed drawing of the fuselage secondary reinforcing rib and the assembly fasteners.

[0043] Figure 7 It is a detailed drawing of the fuselage assembled into a truss beam structure.

[0044] Figure 8 This is a schematic diagram of the fuselage segment connection nodes, where A is a detailed drawing of the fuselage assembly; a is a detailed drawing of the connection node between the fuselage and the nose cone; b is a detailed drawing of the connection node between the fuselage segments; c is a detailed drawing of the connection node between the fuselage and the tail; and d is a detailed drawing of the sealing ring structure.

[0045] Figure 9 This is a schematic diagram of the present invention applied to an aircraft fuselage, as shown in Example 1.

[0046] Figure 10 This is a schematic diagram of the present invention applied to the body of a torpedo in Example 2.

[0047] Figure 11 This is a schematic diagram of the application of the present invention to a missile body in Example 3.

[0048] Numbering on the map:

[0049] 1. Body housing; 1-1. Body outer shell; 1-2. Main reinforcing rib of body; 1-3. Secondary reinforcing rib of body (rectangular liner); 1-4. Main interface of body bracket; 1-4-1. Interface panel of body bracket; 2-3-2. U-shaped clip of bracket interface; 1-5. Secondary interface of body bracket; 1-6. Assembly hole of housing; 1-7. Inner cavity of reinforcing rib one; 1-8. Inner cavity of reinforcing rib two; 1-9. Interface sealing ring;

[0050] 2. Internal support frame; 2-1. Support frame structural brace; 2-2. Support frame secondary brace; 2-2-1. Support frame secondary brace upright plate; 2-2-2. Support frame secondary brace interface; 2-3. Support frame interface; 2-3-1. Support frame interface panel; 2-3-2. Support frame interface U-shaped barb; 2-4. Support frame assembly hole;

[0051] 3. Assembly fasteners; 3-1. Screw; 3-2. Nut; 3-3. Washer; 3-4. Pin hole; 3-5. Safety pin; 3-6. U-shaped limit washer;

[0052] 4. Head cover; 4-1. Head cover housing; 4-2. Head cover interface;

[0053] 5. Tail section; 5-1 Tail housing; 5-2 Tail interface;

[0054] 6. Aircraft; 6-1. Fuselage; 6-2. Wing; 6-3. Propeller; 6-4. Elevator; 6-5. Rudder;

[0055] 7. Torpedo; 7-1. Torpedo nose; 7-2. Torpedo body; 7-3. Torpedo propeller; 7-4. Torpedo elevator; 7-5. Torpedo rudder;

[0056] 8. Missile; 8-1. Guiding head; 8-2. Missile body; 8-3. Main wing; 8-4. Tail fin; 8-5. Propulsion unit. Detailed Implementation

[0057] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The present invention is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] Reference Figures 1 to 11 The rapid assembly fuselage structure of this invention comprises three core components: a fuselage shell 1, an internal support frame 2, and assembly fasteners 3. The fuselage structure refers to the main load-bearing structure of equipment moving in a fluid medium, including but not limited to the fuselage of an aircraft, the body of a missile, the torpedo body of a torpedo, and the pressure hull of a submarine. The fluid medium refers to gases and liquids, specifically air, water, or other fluid substances. These media exert dynamic pressure loads on the structural surfaces when the equipment moves.

[0059] The fuselage shell 1, as the external load-bearing base of the entire fuselage structure, undertakes multiple functions, including hydrodynamic load transfer, external environmental protection, and internal equipment installation and positioning. The fuselage shell 1 comprises three basic components: the outer shell 1-1, the main reinforcing ribs 1-2, and the main interface of the fuselage support 1-4. The outer shell 1-1 is a closed outer contour structure, meaning its cross-section is annular and closed, without open gaps or interruptions, thus forming a complete external contour line, commonly referred to as skin in the aircraft field. The main functions of the outer shell 1-1 are to form the aerodynamic shape of the fuselage, bear and transfer aerodynamic loads, and protect internal equipment from external environmental corrosion. The materials and shapes of the outer shell 1-1 can be selected according to the speed characteristics and operating environment of the equipment. Low-speed aircraft can use lightweight materials such as plastics, fiberglass, or carbon fiber composites; high-speed aircraft can use aluminum alloys combined with titanium alloys or carbon fiber composites to enhance load-bearing capacity; underwater torpedoes and submarines can use titanium alloys, stainless steel, or high-strength alloy steel to increase the strength of the pressure hull.

[0060] The main stiffeners 1-2 are located on the inner surface of the fuselage shell 1-1, extending along the longitudinal direction of the fuselage. The longitudinal direction refers to the direction extending along the length of the fuselage, parallel to the central axis of the fuselage. The main stiffeners 1-2 are the core load-bearing structure in the longitudinal direction of the fuselage, and their main function is to enhance the longitudinal stiffness and strength of the fuselage, preventing bending deformation under aerodynamic loads or high-density fluid loads. The cross-sectional shape of the main stiffeners 1-2 can be designed according to structural strength requirements as one or more composite types, such as T-shaped vertical plates, H-shaped, rectangular tubes, concave, dovetail, single-cavity structures, or multi-cavity structures. In an aircraft, the main stiffeners 1-2 are equivalent to the stringers and beams of the longitudinal elements (along the longitudinal axis of the fuselage) in the aircraft's fuselage structure. The integrally formed structure with the fuselage shell 1-1 (equivalent to the aircraft skin) not only improves structural strength and sealing performance, reduces numerous connecting parts, and lightens weight, but also significantly saves on labor installation costs, enhances the reliability of the fuselage, and reduces maintenance costs.

[0061] The main interface 1-4 of the fuselage support is located on the main reinforcing rib 1-2 of the fuselage or on the inner side of the outer shell 1-1. The main interface 1-4 is a mating structure for connecting with the inner support 2 of the fuselage, designed as a guide rail type interface that only allows relative movement along the longitudinal direction of the fuselage. When the main interface 1-4 is located on the main reinforcing rib 1-2, the structural rigidity of the reinforcing rib can be fully utilized to provide a stable support foundation for the inner support; when the main interface 1-4 is located on the inner side of the outer shell 1-1, the installation and positioning of the inner support can be achieved even with limited internal space.

[0062] The outer shell 1-1, the main reinforcing rib 1-2, and the main interface 1-4 of the frame support are all integrally molded from the same material. This integral molding means that these three components are formed simultaneously as a whole during the manufacturing process, rather than being manufactured separately and then assembled. The integral molding process can be selected based on the cross-sectional shape of the outer shell 1. For an outer shell 1 with a longitudinally constant cross-sectional shape, extrusion molding can be used; for an outer shell 1 with a variable cross-sectional structure, forging or injection molding can be used. This integral molding design eliminates the gaps and errors between components in traditional frame structures, ensuring the integrity of the structure and the sealing foundation of the frame. It also eliminates the need for welding or riveting processes, significantly saving material and labor costs.

[0063] The outer shell 1-1 and the main stiffeners 1-2 form a truss structure with high bending strength. This structural form has the advantages of high load-bearing efficiency and light weight, and is suitable for structures with large spans or high slenderness ratios. In this invention, the outer shell 1-1 is equivalent to the outer chord of the truss structure, and the main stiffeners 1-2 are equivalent to the web members of the truss structure. Both of them jointly bear and transmit various loads on the fuselage.

[0064] The internal support frame 2 is a spatially stable support structure located inside the fuselage shell 1. Its main function is to provide a mounting base for internal equipment and, together with the fuselage shell 1, form a shear-resistant truss beam structure to enhance the overall rigidity of the fuselage. The internal support frame 2 includes a spatial support structure 2-1 and a support interface 2-3. The support structure 2-1 is the core load-bearing component of the internal support frame 2, and its structural form can be designed as one or more combinations of I-shape, cross shape, rectangle, polygon, circle, or arch. The spatial support structure refers to a support frame with a stable geometric shape in three-dimensional space. The support structure 2-1 is laterally installed inside the fuselage shell 1, with its two ends connected to the main support interface 1-4 of the fuselage shell 1 via the support interface 2-3, and its middle section providing mounting points for internal equipment. In the aircraft, the internal support frame 2 is equivalent to a transverse component frame and equipment mounting base perpendicular to the longitudinal axis of the fuselage.

[0065] The bracket interface 2-3 is located at the end of the bracket structure support 2-1 and is the main connection point between the internal bracket 2 and the fuselage shell 1. The bracket interface 2-3 and the main bracket interface 1-4 are nested together, forming an interface connection structure that allows only longitudinal relative movement and lateral limitation along the fuselage. This nesting means that there is a convex-concave fit between the bracket interface 2-3 and the main bracket interface 1-4, with the protruding part of one entering the recessed part of the other to form a tight fit. Allowing only longitudinal relative movement means that, in the interface-fitted state, the internal bracket 2 can only move along the longitudinal length of the fuselage shell 1, while movement in the lateral and radial directions perpendicular to the longitudinal direction is restricted. This interface structure design allows the internal bracket 2 to be initially positioned simply by pushing it in longitudinally during assembly, simplifying the assembly process.

[0066] The fuselage shell 1 and the internal support frame 2 are assembled using mounting fasteners 3 to form a truss beam structure. The truss beam structure refers to a composite structure with the load-bearing characteristics of a beam, formed by arranging and connecting truss units longitudinally. This structure exhibits high stiffness and strength under various loads such as bending, torsion, compression, and shear, while maintaining a relatively light weight. The mounting fasteners 3 are used to rigidly connect the internal support frame 2 and the fuselage shell 1, enabling force transmission and positional fixation between them.

[0067] The internal support 2 can not only serve as a connector between bodies, but also provide local and overall structural reinforcement.

[0068] The main interface 1-4 of the body support is equipped with a body support interface panel 1-4-1. The body support interface panel 1-4-1 is a flat contact surface used to fit and position itself against the corresponding panel of the inner body support 2.

[0069] The bracket interface 2-3 comprises two parts: a bracket interface panel 2-3-1 and a bracket interface U-shaped barb 2-3-2. The bracket interface panel 2-3-1 is the contact and mating surface with the body bracket interface panel 1-4-1. When the two panels are fitted together, the internal bracket 2 can be precisely positioned within the body housing 1. The bracket interface U-shaped barb 2-3-2 is located inside the bracket interface panel 2-3-1, and its shape is designed as a U-shaped barb to fit the groove of the main interface 1-4 of the body bracket. The U-shaped barb refers to a structure with a U-shaped cross-section and an inwardly bent end forming a hook shape. This structure allows for unidirectional engagement after insertion into the corresponding groove.

[0070] The bracket interface panel 2-3-1 and the body bracket interface panel 1-4-1 fit together, forming a surface contact that increases the contact area, which helps to disperse contact stress and improve positioning accuracy. The bracket interface U-shaped barb 2-3-2 and the body bracket main interface 1-4 are nested together to achieve longitudinal movement guidance and lateral limiting. When the inner bracket 2 is pushed into the body shell 1 longitudinally, the bracket interface U-shaped barb 2-3-2 slides along the groove of the body bracket main interface 1-4. The side wall of the groove guides the U-shaped barb, allowing the inner bracket 2 to move along a predetermined trajectory. When the inner bracket 2 reaches the predetermined position, the engagement of the bracket interface U-shaped barb 2-3-2 with the groove achieves lateral limiting, preventing the inner bracket 2 from shifting in the lateral direction.

[0071] The support structure 2-1 and the support interface 2-3 are integrally molded from the same material. The integral molding method can ensure the rigidity and integrity of the support 2 itself inside the machine body, avoid stress concentration and strength reduction caused by welding or riveting, and ensure the accuracy of structural assembly, structural stability and reliability of numerical model verification.

[0072] The fuselage shell 1 also includes secondary reinforcing ribs 1-3 and reinforcing rib cavities 1-7. The reinforcing rib cavity 1-7 is a hollow structure provided on the main reinforcing rib 1-2, meaning a continuous, through-hole channel formed inside the main reinforcing rib 1-2. The reinforcing rib cavity 1-7 is located near the inner side of the main reinforcing rib 1-2, and its internal space allows the secondary reinforcing rib 1-3 to pass through.

[0073] The secondary reinforcing rib 1-3 is inserted into the inner cavity 1-7 of the reinforcing rib and is arranged longitudinally along the fuselage. This continuous arrangement means that the secondary reinforcing rib 1-3 extends continuously along the entire length of the fuselage or across multiple component interfaces. The secondary reinforcing rib 1-3 is an auxiliary reinforcing component that can be inserted into the inner cavity 1-7 of the reinforcing rib, and its outer contour is typically designed as a rectangular liner shape that matches the inner cavity 1-7. The length of the secondary reinforcing rib 1-3 can be cut as needed. When the fuselage needs to be connected in sections or docked with the nose cone or tail cone, the secondary reinforcing rib 1-3 can cross the interface of two adjacent components, serving to transfer shear force and enhance the strength of the docking area. The cooperation between the main reinforcing rib 1-2 and the secondary reinforcing rib 1-3 forms a double reinforcing structure of main rib plus secondary rib, effectively improving the shear and torsional resistance of the fuselage. The main reinforcing rib 1-2 also has a second reinforcing cavity 1-8. The inner cavity 1-8 of the reinforcing rib is located on the side of the main reinforcing rib 1-2 near the outer shell 1-1 of the fuselage, and is used to accommodate the bolt heads or nuts of fasteners. Concealing the head or nut portion of the fastener within the inner cavity 1-8 of the reinforcing rib prevents the fastener from protruding from the outer surface of the outer shell 1-1, reducing fluid resistance during flight and making full use of the internal space of the reinforcing rib. The arrangement of these two cavities not only enhances the structural strength of the fuselage but also gives the reinforcing rib an additional function.

[0074] After the secondary stiffeners 1-3 pass through the inner cavity of the stiffener 1-7 and are fixed, they also form a truss structure with the fuselage shell 1. This multi-truss structure design further enhances the overall rigidity and load-bearing capacity of the fuselage, forming a multi-layered load-bearing system of shell, main stiffeners, and secondary stiffeners.

[0075] The secondary reinforcing ribs 1-3 of the body not only serve as connectors between body parts, but also provide local and overall reinforcement to the structure.

[0076] The fuselage housing 1 also includes a secondary interface 1-5 for the fuselage support. The secondary interface 1-5 is parallel to the main reinforcing rib 1-2 and is integrally formed on the inner side of the outer shell 1-1. The secondary interface 1-5 increases the number of connection points between the fuselage housing 1 and the inner support 2, improving the stability of the connection.

[0077] The internal support frame 2 also includes a support sub-support 2-2. The support sub-support 2-2 is vertically or obliquely connected to both sides of the support structure support 2-1, and is an extension structure of the internal support frame 2. The support sub-support 2-2 consists of two parts: a support sub-support upright plate 2-2-1 and a support sub-support interface 2-2-2. The support sub-support upright plate 2-2-1 is the main plate of the support sub-support 2-2, with one end fixedly connected to the support structure support 2-1 and the other end having the support sub-support interface 2-2-2. The support sub-support interface 2-2-2 is located at the end of the support sub-support upright plate 2-2-1, and forms an interlocking structure with the body support sub-interface 1-5. This interlocking structure refers to a mutual embedding relationship between two components, where the protruding part of one component enters the recessed part of the other to form a stable connection. After the support sub-support interface 2-2-2 and the body support sub-interface 1-5 are nested, a bidirectional limiting effect is formed, making the position of the internal support frame 2 within the body shell 1 more stable.

[0078] The support structure 2-1, the support auxiliary support upright plate 2-2-1, and the support auxiliary support interface 2-2-2 are all integrally molded from the same material. This integral molding method ensures the structural continuity and overall rigidity of the various components of the support 2 within the machine body.

[0079] The fuselage shell 1 is provided with a body support sub-interface 1-5, which works in conjunction with the support sub-support interface 2-2-2 provided with the inner support 2 to improve the local compressive strength of the outer shell 1-1, making it suitable for special installation parts of the fuselage.

[0080] The main structure of the internal support frame 2 is triangular. The triangular structure refers to the overall shape of the support frame 2-1 being triangular in outline. Triangles possess geometric characteristics of good stability and high load-bearing efficiency, and can achieve higher structural stiffness under the same material usage conditions. Given the space constraints of the installation, a triangular structure is preferred as the main form of the internal support frame 2.

[0081] The internal support frame 2 is either integrally connected to the fuselage shell 1 or connected in segments. The integral connection means that the internal support frame 2 is continuously arranged along the entire length of the fuselage shell 1, forming a single, integrated internal support frame. The segmented connection means that multiple independent internal support frames 2 are arranged at intervals along the longitudinal direction of the fuselage, with each internal support frame 2 connected to the fuselage shell 1 to form multiple support points. The choice between integral or segmented connection methods can be made based on the layout requirements and structural strength needs of the internal equipment.

[0082] The fuselage shell 1 and the internal support frame 2 are manufactured as a single piece using one of the following processes: extrusion, forging, precision casting, or injection molding. This one-piece molding process using the same material can highly integrate scattered parts, while also enhancing structural strength, reducing a large number of connectors and fasteners, lowering the weight of the body, improving assembly efficiency, and significantly saving on material and labor costs. It is more suitable for industrialized production line processes in intelligent manufacturing. Different materials can also be selected according to the application, making the standardized parts highly interchangeable and facilitating maintenance and supporting warehouse management.

[0083] The fuselage structure also includes a nose cone 4 and a tail cone 5. The nose cone 4 is located at the front of the fuselage, and its main functions are to reduce fluid resistance during flight, create a streamlined nose shape, and protect the internal equipment at the front of the fuselage. The nose cone 4 consists of two parts: a nose cone shell 4-1 and a nose cone interface 4-2. The nose cone shell 4-1 is a streamlined, closed structure. "Streamlined" means that its outline is smooth and continuous, conforming to fluid dynamics principles and effectively reducing resistance during fluid flow. The rear outer contour of the nose cone shell 4-1 is consistent with the front contour of the fuselage shell 1-1 to ensure the aerodynamic continuity of the fuselage shape. The nose cone interface 4-2 is located inside the rear mating surface of the nose cone shell 4-1, corresponding to the position of the main interface 1-4 of the fuselage support. The nose cone interfaces 4-2 are evenly distributed along the mating surface, and their number and position correspond one-to-one with the main interfaces 1-4 of the fuselage support at the end of the fuselage shell 1. The two interfaces can be nested together for positioning. The head cover 4-1 and the head cover interface 4-2 are manufactured in one piece, and can be produced by injection molding or forging.

[0084] The tail section 5 is located at the rear of the fuselage. Its main functions are to optimize the aerodynamic layout of the tail, create a streamlined tail shape, and protect the tail equipment. The tail section 5 consists of two parts: the tail shell 5-1 and the tail interface 5-2. The tail shell 5-1 is a streamlined, closed structure, and its front outer contour is consistent with the rear outer contour of the fuselage outer shell 1-1 to ensure the aerodynamic continuity of the fuselage shape. The tail interface 5-2 is located inside the front mating surface of the tail shell 5-1, corresponding to the position of the main interface 1-4 of the fuselage support. The tail shell 5-1 and the tail interface 5-2 are also manufactured using a one-piece molding method.

[0085] The fuselage housing 1 also includes an interface sealing ring 1-9. The interface sealing ring 1-9 is an annular structure, and its cross-sectional shape can be designed as rectangular or trapezoidal, with dimensions matching the sealing groove on the end mating surface of the fuselage housing 1-1. The interface sealing ring 1-9 is embedded in the end mating surface of the fuselage housing 1-1, arranged around the edge of the interface, for sealing connection with the head cover 4 or tail cover 5. When the fuselage housing 1 is mated with the head cover 4 or tail cover 5, the interface sealing ring 1-9 undergoes elastic deformation under the compression of the two mating surfaces, filling the interface gap and achieving a sealing function, preventing air or water from entering the fuselage interior and protecting internal electronic equipment and batteries from corrosion.

[0086] The fuselage housing 1 has housing assembly holes 1-6. These holes penetrate the outer casing 1-1 and the main reinforcing rib 1-2, providing an installation channel for the mounting fasteners 3. The internal support frame 2 has support assembly holes 2-4. These holes penetrate the support structure support 2-1 and the support auxiliary support upright plate 2-2-1, serving not only to allow the mounting fasteners 3 to pass through for a fixed connection between the internal support frame 2 and the fuselage housing 1, but also as mounting holes for internal equipment. The housing assembly holes 1-6 and 2-4 correspond in position and should be precisely aligned after the internal support frame 2 is positioned to allow the screws to pass through smoothly. The housing assembly holes 1-6 can be drilled after the internal support frame 2 is pushed in and positioned to ensure accurate hole alignment.

[0087] The assembly fastener 3 comprises three basic components: a screw 3-1, a nut 3-2, and a washer 3-3. The screw 3-1 is the main component of the assembly fastener 3, passing through the housing assembly hole 1-6 and the bracket assembly hole 2-4, connecting the housing 1 and the internal bracket 2. The diameter and length of the screw 3-1 are determined based on the load requirements and structural thickness of the connection point. The washer 3-3 is fitted onto the screw 3-1, located between the nut 3-2 and the connected component. Its function is to increase the contact area, distribute pressure, and protect the surface of the connected component from damage caused by the nut 3-2. The nut 3-2 is threadedly fastened to the screw 3-1, pressing the connected components together.

[0088] The assembly fastener 3 also includes a U-shaped limiting washer 3-6, a pin hole 3-4, and a safety pin 3-5, for achieving a dual anti-loosening function. The U-shaped limiting washer 3-6 is a specially shaped washer, U-shaped in shape, which can be locked onto the outside of the main reinforcing rib 1-2 of the machine body. After the screw 3-1 passes through the main reinforcing rib 1-2 and the inner bracket 2 of the machine body, the U-shaped limiting washer 3-6 is inserted from one end of the screw 3-1 and locked onto the main reinforcing rib 1-2, preventing the bolt from loosening inward under vibration, thus playing an auxiliary limiting role. The pin hole 3-4 passes through the end of the screw 3-1 and is located on the outside of the nut 3-2. The safety pin 3-5 is inserted into the pin hole 3-4, laterally limiting the nut 3-2 and preventing it from loosening under long-term vibration or impact. The safety pin 3-5 and the pin hole 3-4 are interference-fitted. After insertion, bending the end of the safety pin 3-5 can further prevent the safety pin 3-5 from falling out. The fit between the U-shaped limiting washer 3-6, the pin hole 3-4 and the safety pin 3-5 provides double anti-loosening protection for the assembly fastener 3, which is suitable for equipment such as missiles and torpedoes that are subject to severe vibration or long-term service.

[0089] This invention designs the nose cone 4 as a three-dimensional rotatable vector component, with the nose cone interface 4-2 maintaining an aerodynamically consistent shape at its connection to the fuselage shell 1; and the tail 5 as a three-dimensional rotatable vector structure, with the tail interface 5-2 maintaining an aerodynamically consistent shape at its connection to the fuselage shell 1. This allows the detection equipment installed on the nose cone 4 / tail 5 to perform excellent three-dimensional spatial detection while minimizing fluid resistance, overcoming the additional aerodynamic drag of suspending electro-optical spheres or radar. It also allows the thrusters installed on the nose cone 4 / tail 5 to possess three degrees of freedom of tension or vector thrust. Especially the thrusters installed at the tail, with their three-dimensional vector thrust, can significantly enhance the maneuverability of aircraft, torpedoes, missiles, rockets, and submarines, even eliminating the need for elevators and rudders, making them more suitable for high-speed fluid-borne vehicles.

[0090] The assembly process for the rapid-assembly fuselage structure provided by this invention forms a truss beam structure after the fuselage is assembled through the internal support frame 2, significantly enhancing the strength of the fuselage structure and improving the length-to-slenderness ratio. The length-to-slenderness ratio refers to the ratio of the fuselage length to its cross-sectional characteristic dimension. A higher length-to-slenderness ratio helps reduce the flight drag of high-speed moving vehicles and is more suitable for the high-speed movement of strip-structure fuselages in fluids. The basic steps of this assembly process include the following:

[0091] Step S1 involves pre-assembling the internal support frame. Internal equipment, including but not limited to flight control boards, navigation boards, batteries, and mission equipment, is fixed to the support structure 2-1 of the internal support frame 2. The fixing method can be achieved by bolts passing through the mounting holes 2-4 on the support frame. After the equipment is fixed, the wiring of each circuit and mechanical component is connected, including power lines, signal lines, and data lines. Initial integration testing is then performed on each circuit and mechanical component to confirm that each device is operating normally and that the wiring connections are reliable. Pre-assembling the internal equipment onto the internal support frame 2, rather than directly assembling it inside the fuselage shell 1, allows the assembly operation to be performed in an open space, facilitating observation and operation by operators, and also facilitating equipment testing and debugging. The assembly operation is no longer limited by the confined space of the shell.

[0092] Step S2 involves pushing and positioning the internal support frame. The assembled internal support frame 2 is pushed into the housing 1 along the main support frame interface 1-4. Specifically, the support interface 2-3 of the internal support frame 2 is aligned with the main support frame interface 1-4 at the end of the housing 1, allowing the U-shaped barb 2-3-2 of the support interface to enter the groove of the main support frame interface 1-4. Then, the internal support frame 2 is pushed longitudinally into the housing 1. During this process, the U-shaped barb 2-3-2 slides along the groove, acting as a guide, while the secondary support interface 2-2-2 slides along the secondary support interface 1-5, providing auxiliary guidance and support. The support interface 2-3 and the main support frame interface 1-4 are nested together, moving the internal support frame 2 to the predetermined position. The support interface panel 2-3-1 aligns with the main support frame interface panel 1-4-1, and the secondary support interface 2-2-2 engages with the secondary support interface 1-5, thus completing the initial positioning of the internal support frame 2. Due to the limiting effect of the interface structure, the internal support 2 is limited in both the horizontal and vertical directions, retaining only the longitudinal adjustment freedom, which facilitates fine-tuning of the longitudinal position of the internal support 2 as needed. If multiple internal supports 2 need to be installed, the above-described push-in positioning operation is repeated sequentially.

[0093] Step S3 involves drilling and tightening. Drill holes at the corresponding positions of the housing assembly holes 1-6 and the bracket assembly holes 2-4. After the bracket 2 is positioned inside the housing, drill holes at the corresponding positions of the housing assembly holes 1-6 on the housing 1, based on the positions of the bracket assembly holes 2-4. During drilling, carefully control the drill bit feed speed to avoid damaging the internal structure of the housing 1. After drilling, clean the chips and dust from the holes. Pass the screw 3-1 through the housing assembly holes 1-6 and 2-4, starting from the outside of the housing 1. Insert washers 3-3 sequentially, placing them at both ends of the screw 3-1. Tighten the nut 3-2, then tighten it gradually to complete the fixed connection between the internal bracket 2 and the housing 1. For parts requiring higher connection reliability, a U-shaped limiting washer 3-6 can be inserted after the screw 3-1 passes through the main reinforcing rib 1-2 of the body, so that it is locked on the outside of the main reinforcing rib 1-2 of the body; after tightening the nut 3-2, insert the safety pin 3-5 into the pin hole 3-4 at the end of the screw 3-1, and bend the end of the safety pin 3-5 to prevent it from falling off. Through the above fastening operation, the inner bracket 2 of the body is rigidly connected to the body shell 1, and the position of the inner bracket 2 of the body is completely fixed.

[0094] Step S4 involves pipeline outgoing and sealing. The pipeline to be outgoing is led out from inside the casing 1 and connected and secured to the external equipment. The outgoing location can be selected at the casing mounting holes 1-6 or by creating a separate hole on the casing 1-1. After the pipeline is outgoing, it is connected and secured to the external equipment; the connection method is determined based on the pipeline type and the external equipment interface. The outlet is sealed using sealant, gaskets, or sealing sleeves to prevent external fluids from entering the casing along the pipeline.

[0095] Step S5 is the assembly of the head cover. Insert the secondary reinforcing ribs 1-3 into the inner cavities 1-7 of each of the main reinforcing ribs 1-2, leaving a portion exposed. Embed the interface sealing ring 1-9 into the sealing groove on the front mating surface of the outer shell 1-1, ensuring the interface sealing ring 1-9 is flat, without twisting or offset. Align the head cover interface 4-2 with the main interface 1-4 of the body support, and align the head cover interface 4-2 of the head cover 4 with the main interface 1-4 of the body support at the front end of the body shell 1. Insert one end of the secondary reinforcing rib 1-3 into the pre-drilled hole of the head cover interface 4-2. Longitudinally, fit the head cover 4 against the body shell 1, ensuring tight contact between their mating surfaces. The interface sealing ring 1-9 deforms under pressure to fill the gap. The secondary reinforcing rib 1-3 spans the mating joint between the fuselage shell 1 and the head cover 4. The head cover 4 is then fixedly connected to the fuselage shell 1 using a screw 3-1, a washer 3-3, and a nut 3-2. Holes are drilled at the overlapping areas of the secondary reinforcing rib 1-3, the main reinforcing rib 1-2, and the head cover interface 4-2. The screw 3-1 is then passed laterally through the hole, the washer 3-3 is inserted, and the nut 3-2 is tightened, completing the fixed connection between the head cover 4 and the fuselage shell 1. In this connection, the secondary reinforcing rib 1-3 transmits shear force, the bolt connection transmits tensile and compressive forces, and the interface sealing ring 1-9 provides a seal. These three components work together to achieve an integrated connection effect of positioning, load-bearing, and sealing. After tightening the screw 3-1 and nut 3-2, sealant is also used to seal the connection area.

[0096] Step S6 is the tail assembly. The assembly process of tail 5 is similar to that of head cover 4. First, insert the secondary reinforcing rib 1-3 into the inner cavity 1-7 of the main reinforcing rib 1-2 of the body and expose a part of it. Embed the interface sealing ring 1-9 into the sealing groove of the rear mating surface of the outer shell 1-1. Align the tail interface 5-2 with the main interface 1-4 of the body bracket. Align the tail interface 5-2 of tail 5 with the main interface 1-4 of the body bracket at the rear end of the body shell 1. Make one end of the secondary reinforcing rib 1-3 enter the reserved hole of the tail interface 5-2 and fit it together longitudinally. Then use screw 3-1, washer 3-3 and nut 3-2 to fix the tail 5 to the body shell 1. Drill holes in the overlapping part, insert screw 3-1, fit washer 3-3, and tighten nut 3-2 to complete the fixed connection between tail 5 and body shell 1. After tightening the screw 3-1 and nut 3-2, seal the connection with sealant.

[0097] Step S7 is the integration test. The integration test of the entire aircraft's circuit and mechanical systems is completed. After the nose cone 4 and tail 5 are assembled, the integration test of the entire aircraft's circuit and mechanical systems is performed. The power supply and signal transmission of each electrical device are checked for normality, the movement of each mechanical component is checked for smoothness, and the sealing performance of each fuselage mating part is checked for compliance with requirements. For aircraft, the deflection of aerodynamic control surfaces should also be checked for normality, and the accuracy of sensor signal acquisition should be verified. After the integration test is passed, the assembly of this rapid-assembly fuselage structure is complete.

[0098] The basic assembly process uses the body sub-reinforcing ribs 1-3 as connectors. Alternatively, the body internal bracket 2 can be used as a connector to cross the docking point for connection. The process is similar and will not be described again.

[0099] When the fuselage needs to be lengthened to accommodate a larger load or a longer range, the fuselage can be lengthened by connecting two or more fuselage sections 1 in series.

[0100] The specific steps for connecting the extended fuselage are as follows: First, insert the secondary reinforcing rib 1-3 into the inner cavity 1-7 of each reinforcing rib of one section of the fuselage shell 1, leaving the exposed portion. Then, insert the interface sealing ring 1-9 into the sealing groove of the mating surface of one of the two sections of the fuselage shell 1 to be connected. Next, align the main reinforcing ribs 1-2 of the two sections of the fuselage shell 1, so that the secondary reinforcing rib 1-3 passes through the inner cavity 1-7 of the reinforcing rib of the other section of the fuselage shell 1. The secondary reinforcing rib 1-3 serves as the connecting mandrel to thread the main reinforcing ribs 1-2 of the two sections of the fuselage shell 1 together. After connecting them, drill holes and clean the overlapping areas of the secondary reinforcing rib 1-3 and the main reinforcing ribs 1-2 at both ends of the body. Pass the screw 3-1 laterally through the secondary reinforcing rib 1-3 and the main reinforcing ribs 1-2 at both ends of the body. Insert the washer 3-3 onto the screw 3-1, tighten the nut 3-2, and then insert the safety pin 3-5 into the pin hole 3-4 at the end of the screw 3-1. For applications requiring higher anti-loosening standards, insert the safety pin 3-5 into the pin hole 3-4 at the end of the screw 3-1 and bend the end to achieve double locking. This completes the body extension connection. After the extension connection is completed, check the straightness of the two body shell sections 1 and the sealing of the mating surfaces to ensure that the extended body has good structural integrity and sealing performance.

[0101] To use the secondary reinforcing ribs 1-3 as connectors to complete the fuselage extension process, the internal support bracket 2 can also be used as a connector to span the docking point of adjacent fuselages. The process is similar and will not be described again.

[0102] The application of the rapid assembly fuselage structure of the present invention in aircraft, torpedoes, mines, submarines, rockets, or missiles is described in detail below through three specific embodiments.

[0103] Example 1 illustrates the application of a rapid-assembly fuselage structure in an aircraft. (Refer to...) Figure 9 The aircraft 6 is mainly composed of fuselage 6-1, wings 6-2, propeller 6-3, elevator 6-4 and rudder 6-5.

[0104] In this embodiment, the fuselage 6-1 adopts the rapid assembly fuselage structure described in this invention, specifically including a fuselage shell 1, an internal support frame 2, and assembly fasteners 3. The outer shell 1-1 of the fuselage shell 1 forms the streamlined external profile of the aircraft 6, providing a good aerodynamic shape for the aircraft 6. The main reinforcing rib 1-2 is arranged along the longitudinal direction of the fuselage 6-1 on the inner side of the outer shell 1-1, bearing the aerodynamic loads of the aircraft 6 during flight. The main interface 1-4 of the fuselage support frame is provided on the main reinforcing rib 1-2 and is used to connect the internal support frame 2. The outer shell 1-1, the main reinforcing rib 1-2, and the main interface 1-4 of the fuselage support frame are integrally molded from aluminum alloy or carbon fiber composite materials, forming a strong load-bearing base.

[0105] The connection between the wing 6-2 and the fuselage 6-1 is achieved through a fixed interface. A wing mounting position is provided on the outer shell 1-1 of the fuselage shell 1, corresponding to the root interface of the wing 6-2. The wing 6-2 is fixedly connected to the fuselage shell 1 via a screw 3-1, a washer 3-3, and a nut 3-2 in the mounting fastener 3. The screw 3-1 passes through the mounting hole at the root of the wing 6-2 and the corresponding hole on the fuselage shell 1. Tightening the nut 3-2 secures the wing 6-2 firmly to the fuselage 6-1. The aircraft elevator 6-4 controls the pitch attitude of the aircraft 6, and the aircraft rudder 6-5 controls the yaw attitude of the aircraft 6. Both are located on the wing 6-2 or at the tail of the fuselage 6-1.

[0106] The aircraft propeller 6-3 is mounted on the tail interface 5-2 of the tail section 5. The tail shell 5-1 of the tail section 5 is mated with the rear end of the fuselage shell 1, and an interface sealing ring 1-9 is embedded between the mating surfaces to ensure the sealing performance of the connection. The secondary reinforcing rib 1-3 of the fuselage passes through the inner cavity 1-7 of the main reinforcing rib 1-2 of the fuselage and the reserved hole of the tail interface 5-2, spanning the mating node between the fuselage shell 1 and the tail section 5, and is rigidly connected by the assembly fastener 3. The mounting shaft of the aircraft propeller 6-3 is fixedly connected to the tail interface 5-2 by the screw 3-1, transmitting the thrust of the propeller to the fuselage structure.

[0107] The flight control system, navigation system, communication system, power battery, and other internal equipment of aircraft 6 are pre-assembled on the support structure 2-1 of the internal support bracket 2. After the pipeline connections and initial commissioning between the various devices are completed, the internal support bracket 2 is pushed into the fuselage shell 1 along the main interface 1-4 of the fuselage support bracket. The support interface 2-3 and the main interface 1-4 of the fuselage support bracket are nested and fitted together. The U-shaped barb 2-3-2 of the support interface slides along the groove of the main interface 1-4 of the fuselage support bracket to achieve guidance and lateral limitation. After the internal support bracket 2 is positioned, the screw 3-1 passes through the housing assembly hole 1-6 and the support assembly hole 2-4, and the connection is completed with the help of the washer 3-3 and the nut 3-2.

[0108] During operation, when the aircraft 6 needs to extend its range, the two fuselage shell sections 1 can be connected in series via a fuselage extension connection. Interface sealing rings 1-9 are embedded between the mating surfaces of the two fuselage shell sections 1, and secondary reinforcing ribs 1-3 penetrate into the reinforcing rib cavities 1-7 of the two fuselage shell sections 1 and span the mating node, securing them together with mounting fasteners 3. The extended fuselage 6-1 can carry more power batteries or fuel, increasing the aircraft 6's range. When internal equipment requires maintenance or replacement, the mounting fasteners 3 can be removed, and the internal support bracket 2 can be pulled out of the fuselage shell 1 for inspection in the open space. After completion, it can be pushed back into the fuselage shell 1 and re-tightened.

[0109] Example 1 illustrates the basic process of the rapid assembly fuselage structure of Aircraft 6 in actual production and assembly. It clearly transforms the serial assembly of Aircraft 6 into a parallel modular assembly method. This not only saves labor costs associated with separate assembly but also reduces the number of connectors and fasteners, lowers the weight of the fuselage itself, increases the effective load, ensures structural strength and the sealing performance of the fuselage, saves time for subsystem and overall system commissioning, and significantly improves production efficiency. Overall, it saves costs, and the reliability and yield of the finished product are also greatly improved, representing a substantial improvement compared to the existing serial production method.

[0110] Example 2 illustrates the application of a rapid-assembly fuselage structure in a torpedo. (Refer to...) Figure 10 Torpedo 7 mainly consists of a torpedo head 7-1, a torpedo body 7-2, a torpedo propeller 7-3, a torpedo elevator 7-4, and a torpedo rudder 7-5.

[0111] In this embodiment, the torpedo body 7-2 adopts the fuselage shell 1 of the rapid assembly fuselage structure described in this invention. Since the torpedo 7 travels at high speed in water and withstands significant water pressure loads, the outer shell 1-1 of the fuselage shell 1 is made of pressure-resistant materials such as titanium alloy, stainless steel, or high-strength alloy steel, and is integrally manufactured through high-strength alloy forging or high-temperature extrusion processes to meet the pressure resistance and sealing requirements of the torpedo 7. The main reinforcing ribs 1-2 are arranged along the longitudinal direction of the torpedo body 7-2 on the inner side of the outer shell 1-1, serving as the core load-bearing structure of the torpedo body 7-2 and enhancing its longitudinal rigidity and resistance to water pressure deformation.

[0112] The torpedo head 7-1 is installed in the nose cone 4 described in this invention. The nose cone 4-1 is a streamlined, closed structure used to accommodate the torpedo 7's fuse and sonar seeker, providing the torpedo 7 with a good underwater navigation shape. The nose cone interface 4-2 is located inside the rear end mating surface of the nose cone 4-1, corresponding to the position of the main interface 1-4 of the fuselage support at the end of the torpedo body 7-2. An interface sealing ring 1-9 is embedded between the mating surfaces of the nose cone 4 and the torpedo body 7-2. Under the compression of the two mating surfaces, it generates elastic deformation to fill the interface gap, achieving a water-tight function and preventing seawater from entering the interior of the torpedo body 7-2. The secondary reinforcing rib 1-3 of the fuselage passes through the inner cavity 1-7 of the main reinforcing rib 1-2 of the fuselage and the reserved hole of the nose cone interface 4-2, and is fixedly connected by a screw 3-1, a washer 3-3, and a nut 3-2, achieving a rigid and sealed connection between the nose cone 4 and the torpedo body 7-2.

[0113] The torpedo 7's internal systems, including its power system, guidance system, warhead, and control system, are pre-assembled on the internal support frame 2. The support structure 2-1 of the internal support frame 2 is forged from high-strength alloy, providing additional support in key pressure-bearing areas to enhance the pressure resistance of the outer shell 1-1. Each subsystem is bolted to the support mounting holes 2-4 on the support structure 2-1. After completing the wiring and initial commissioning of all circuits and mechanical components, the internal support frame 2 is pushed into the torpedo body 7-2 along the main interface 1-4 of the main support frame in functional order. The support interface panel 2-3-1 fits snugly with the main support interface panel 1-4-1, and the U-shaped barb 2-3-2 of the support interface nests with the main support interface 1-4, achieving longitudinal movement guidance and lateral limiting. After positioning, the internal support frame 2 is fixedly connected to the outer shell 1 via the mounting fastener 3.

[0114] The torpedo propeller 7-3, torpedo elevator 7-4, and torpedo rudder 7-5 are mounted at the stern of the torpedo body 7-2. The torpedo propeller 7-3 is connected to the power system inside the torpedo body 7-2 via a propulsion shaft. A dedicated shaft seal is installed at the point where the propulsion shaft passes through the tail section 5 to ensure watertightness. The torpedo elevator 7-4 is used to control the depth of the torpedo 7, and the torpedo rudder 7-5 is used to control the course of the torpedo 7. The control mechanisms of each control surface are connected to the control system inside the torpedo body 7-2 via connecting rods, and the parts of the connecting rods that protrude are all sealed.

[0115] During use, when it is necessary to increase the power storage capacity and warhead charge of the torpedo 7, the two torpedo body sections 7-2 can be connected in series by extending the fuselage. An interface sealing ring 1-9 is installed between the mating surfaces of the two torpedo body sections 7-2. A secondary reinforcing rib 1-3 spans the mating node of the two torpedo body sections 7-2, and a screw 3-1 passes laterally through the secondary reinforcing rib 1-3 and the main reinforcing ribs 1-2 at both ends of the fuselage, and is securely connected with a gasket 3-3 and a nut 3-2. To ensure reliability during long-term underwater service, a safety pin 3-5 is inserted into the pin hole 3-4 at the end of the screw 3-1, forming a double anti-loosening guarantee. The structure described in this embodiment is also applicable to underwater mobile equipment such as submarines, homing mines, and depth charges that have high requirements for sealing performance and pressure resistance.

[0116] Example 3 illustrates the application of a rapid-assembly fuselage structure in a missile. (Refer to...) Figure 11 The missile 8 is mainly composed of a seeker 8-1, a missile body 8-2, a main wing 8-3, a tail fin 8-4, and a propulsion unit 8-5.

[0117] In this embodiment, the missile body 8-2 adopts the fuselage shell 1 in the rapid assembly fuselage structure described in this invention. The outer shell 1-1 of the fuselage shell 1 forms the external streamlined profile of the missile body 8-2, providing the missile 8 with an aerodynamic shape that meets aerodynamic requirements. Depending on the flight speed and operating environment of the missile 8, the outer shell 1-1 can be made of aluminum alloy, titanium alloy, or carbon fiber composite material, and manufactured integrally through extrusion, forging, or injection molding processes. The main reinforcing rib 1-2 is arranged along the longitudinal direction of the missile body 8-2 on the inner side of the outer shell 1-1, bearing the aerodynamic load and acceleration load during missile 8 flight. The main interface 1-4 of the fuselage support is set on the main reinforcing rib 1-2, integrally formed with the outer shell 1-1 and the main reinforcing rib 1-2, ensuring the structural integrity of the missile body 8-2.

[0118] The seeker head 8-1 is installed in the nose cone 4 described in this invention. The nose cone 4-1 is a streamlined, closed structure with a conical or oval front end to reduce flight drag. The internal space is used to accommodate guidance equipment such as the missile's guidance radar, infrared detector, or composite guidance system. The nose cone interface 4-2 is located inside the rear docking surface of the nose cone 4-1, evenly distributed along the docking surface, and corresponds one-to-one with the main interface 1-4 of the fuselage support at the end of the missile body 8-2. The docking of the nose cone 4 and the missile body 8-2 adopts a rigid sealing connection through interface nesting positioning, fuselage secondary reinforcing ribs 1-3 bearing, assembly fasteners 3 for fastening, and interface sealing rings 1-9 for sealing. The interface sealing rings 1-9 are embedded in the sealing groove of the front docking surface of the fuselage shell 1-1. When the nose cone 4 and the missile body 8-2 are in contact, they undergo elastic deformation to fill the interface gap, preventing airflow from entering the missile body 8-2 and affecting the internal equipment.

[0119] The guidance and control system, warhead, fuel tank, battery pack, and other internal systems of missile 8 are pre-assembled on the internal support frame 2. According to the functional layout requirements of missile 8, each subsystem is fixed to the support structure 2-1 of multiple internal supports 2 in functional order. The positions of each subsystem can be reasonably arranged along the longitudinal direction of the missile body 8-2. After the pipelines of each circuit and mechanical component are connected, initial commissioning is performed to confirm that each subsystem is operating normally. The internal supports 2 with each pre-assembled subsystem are pushed into the missile body 8-2 along the main interface 1-4 of the support frame. The support interface 2-3 and the main interface 1-4 of the support frame are nested together for positioning. The internal support frame 2 and the missile body 8-2 are fixedly connected by a screw 3-1 passing through the housing assembly hole 1-6 and the support assembly hole 2-4, with the help of a washer 3-3 and a nut 3-2.

[0120] The main wing 8-3 and tail fin 8-4 are mounted at pre-designed interface positions on the missile body 8-2. The fuselage shell 1-1 of the fuselage hull 1 has main wing and tail fin mounting interfaces, with the wing roots of the main wing 8-3 and tail fin 8-4 respectively mate with their corresponding mounting interfaces. The main wing 8-3 is fixedly connected to the missile body 8-2 via screws 3-1, washers 3-3, and nuts 3-2 in the mounting fastener 3, providing lift and stability for the missile 8. The tail fin 8-4 is also fixedly connected to the missile body 8-2 via the mounting fastener 3, used to control the flight attitude of the missile 8.

[0121] The thruster 8-5 is installed at the tail of the projectile body 8-2. The thruster 8-5 can be a solid rocket motor, a liquid rocket motor, or a turbojet motor. Its outer shell connects to the rear end of the projectile body 8-2 via a tail interface 5-2. An interface sealing ring 1-9 is embedded between the mating surfaces. A secondary reinforcing rib 1-3 passes through the inner cavity 1-7 of the main reinforcing rib 1-2, spanning the mating node between the projectile body 8-2 and the thruster 8-5. The two are rigidly connected by an assembly fastener 3. The thrust generated by the thruster 8-5 is transmitted to the entire projectile body 8-2 structure through the main reinforcing rib 1-2 and the secondary reinforcing rib 1-3.

[0122] After the interfaces of the missile body 8-2 are connected, each interface is sealed, including the mounting locations of the main wing 8-3 and tail fin 8-4, as well as pipeline outlets. The entire missile is then powered on and tested. Initial parameters and interface power-on passwords for missile 8 are set. After verifying the normal functioning of the guidance and control system, warhead, thruster 8-5, and other subsystems, the power supply is shut off for storage, completing the assembly and testing of missile 8. The structure described in this embodiment is also applicable to the design and production of ballistic and kinematic vehicles such as rockets, cruise missiles, ballistic missiles, and smart projectiles.

[0123] The rapid assembly and production process for underwater vehicles is similar to the above examples and will not be described again. The three embodiments above illustrate that this invention can significantly improve production efficiency and yield, providing a substantial improvement, especially in the rapid production and supply of weapon systems during wartime.

[0124] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A quick-assembly fuselage structure, characterized in that, It includes the fuselage shell (1), the internal support frame (2), and the assembly fasteners (3); The fuselage shell (1) includes a body shell (1-1), a main reinforcing rib (1-2), and a main interface (1-4) for the fuselage support. The body shell (1-1) is a closed outer contour structure. The main reinforcing rib (1-2) is located on the inner side of the body shell (1-1) and extends longitudinally along the fuselage. The main interface (1-4) for the fuselage support is located on the main reinforcing rib (1-2) or on the inner side of the body shell (1-1). The body shell (1-1), the main reinforcing rib (1-2), and the main interface (1-4) for the fuselage support are integrally formed from the same material. The body shell (1-1) and the main reinforcing rib (1-2) constitute a truss structure. The internal support frame (2) includes a spatial support structure (2-1) and a support interface (2-3); the support interface (2-3) is located at the end of the support structure (2-1); the support interface (2-3) and the main interface (1-4) of the body support are nested together to form an interface connection structure that allows relative movement along the longitudinal direction of the body and is limited laterally; the spatial support structure (2-1) supports the installation of some supporting equipment; The fuselage shell (1) and the internal support frame (2) are assembled by the assembly fastener (3) to form a truss structure.

2. The rapid assembly fuselage structure according to claim 1, characterized in that, The main interface (1-4) of the body support is provided with a body support interface panel (1-4-1); the support interface (2-3) includes a support interface panel (2-3-1) and a support interface U-shaped barb (2-3-2); the support interface panel (2-3-1) fits into the body support interface panel (1-4-1); the support interface U-shaped barb (2-3-2) and the main interface (1-4) of the body support are nested together to achieve longitudinal movement guidance and lateral limiting; The support structure (2-1) and the support interface (2-3) are integrally formed from the same material.

3. The rapid assembly fuselage structure according to claim 1, characterized in that, The fuselage shell (1) also includes a secondary reinforcing rib (1-3) and a first reinforcing rib cavity (1-7); the first reinforcing rib cavity (1-7) is a hollow structure provided on the main reinforcing rib (1-2); the secondary reinforcing rib (1-3) passes through the first reinforcing rib cavity (1-7) and is arranged longitudinally along the fuselage; the main reinforcing rib (1-2) is also provided with a second reinforcing rib cavity (1-8), which is located on the side of the main reinforcing rib (1-2) near the outer shell (1-1) of the fuselage, and is used to accommodate the bolt head or nut of the fastener; after the secondary reinforcing rib (1-3) passes through the first reinforcing rib cavity (1-7) and is fixed, it also forms a truss structure with the shell; the secondary reinforcing rib (1-3) serves as the connecting piece between the fuselage shell (1) and related components.

4. The rapid assembly fuselage structure according to claim 1, characterized in that, The fuselage shell (1) also includes a body support sub-interface (1-5); the body support sub-interface (1-5) is arranged parallel to the main reinforcing rib (1-2) of the body and is integrally formed with the fuselage shell (1) on the inner side of the outer shell (1-1); the inner support (2) also includes a support sub-support (2-2); the support sub-support (2-2) includes a support sub-support upright plate (2-2-1) and a support sub-support interface (2-2-2); the support sub-support interface (2-2-2) is located at the end of the support sub-support upright plate (2-2-1) and is interlocked with the body support sub-interface (1-5); the support structure support (2-1), the support sub-support upright plate (2-2-1) and the support sub-support interface (2-2-2) are integrally formed of the same material.

5. The quick-assembly fuselage structure according to claim 1, characterized in that, The main structure of the internal support (2) is triangular, and it is a connector that is either fully connected to the body shell (1) or supported in sections.

6. The rapid assembly fuselage structure according to claim 1, characterized in that, The fuselage shell (1) and the internal support frame (2) are manufactured in one piece using any of the following processes: extrusion, forging, precision casting, or injection molding.

7. The rapid assembly fuselage structure according to claim 1, characterized in that, It also includes a nose cone (4) and a tail cone (5); the nose cone (4) includes a nose cone housing (4-1) and a nose cone interface (4-2); the nose cone housing (4-1) is a streamlined closed structure, and the nose cone interface (4-2) is located inside the rear end mating surface of the nose cone housing (4-1), corresponding to the position of the main interface (1-4) of the body support; the tail cone (5) includes a tail cone housing (5-1) and a tail cone interface (5-2); the tail cone housing (5-1) is a streamlined closed structure, and the tail cone interface (5-2) is located inside the front end mating surface of the tail cone housing (5-1), corresponding to the position of the main interface (1-4) of the body support; the body housing (1) also includes an interface sealing ring (1-9); the interface sealing ring (1-9) is embedded in the end mating surface of the body housing (1-1) for sealing connection with the nose cone (4) or the tail cone (5); The housing (1) is provided with a housing assembly hole (1-6); the internal bracket (2) is provided with a bracket assembly hole (2-4); the housing assembly hole (1-6) and the bracket assembly hole (2-4) are positioned correspondingly; the assembly fastener (3) includes a screw (3-1), a nut (3-2) and a washer (3-3); the screw (3-1) passes through the housing assembly hole (1-6) and the bracket assembly hole (2-4), the washer (3-3) is sleeved on the screw (3-1), and the nut (3-2) is threadedly engaged with the screw (3-1) for fastening; The assembly fastener (3) also includes a U-shaped limiting washer (3-6), a pin hole (3-4), and a safety pin (3-5); the U-shaped limiting washer (3-6) is engaged on the outside of the main reinforcing rib (1-2) of the machine body; the pin hole (3-4) passes through the end of the screw (3-1); the safety pin (3-5) is inserted into the pin hole (3-4) to laterally limit the nut (3-2).

8. The quick-assembly fuselage structure according to claim 7, characterized in that, The nose cone (4) is designed as a three-dimensional rotatable vector component, and the nose cone interface (4-2) and the fuselage shell (1) are connected in an aerodynamic shape that is consistent with each other; the tail (5) is designed as a three-dimensional rotatable vector structure, and the tail interface (5-2) and the fuselage shell (1) are connected in an aerodynamic shape that is consistent with each other; so that the detection equipment installed on the nose cone (4) / tail (5) has a basis for space detection; the thrusters installed on the nose cone (4) / tail (5) have three degrees of freedom of tension or vector thrust.

9. An assembly process for a rapid-assembly fuselage structure as described in any one of claims 1 to 8, characterized in that, The fuselage structure is highly integrated. After the integrated fuselage is assembled with an internal support frame of a single structure, a truss structure is formed. The assembly of the fuselage structure includes basic assembly process and segmented assembly process. The basic assembly process is as follows: S1. Pre-assembly of the internal support frame: Fix the internal equipment to the support structure support (2-1) of the internal support frame (2) respectively, and complete the pipeline connection and initial connection of each circuit and mechanical component; S2, Internal bracket insertion and positioning: Push the internal bracket (2) of the assembled equipment into the body shell (1) along the main interface (1-4) of the internal bracket, so that the bracket interface (2-3) and the main interface (1-4) of the internal bracket are nested and engaged, and move the internal bracket (2) to the predetermined position; the internal bracket (2) is assembled as a whole or in sections inside the body shell (1); S3. Drilling and fastening: Drill holes at the corresponding positions of the housing assembly hole (1-6) and the bracket assembly hole (2-4), pass the screw (3-1) through the housing assembly hole (1-6) and the bracket assembly hole (2-4), put the washer (3-3) in sequence, tighten the nut (3-2), and complete the fixed connection between the bracket (2) inside the machine body and the housing (1). S4. Pipeline lead-out and sealing treatment: Lead out the pipeline to be led out from the machine body (1), connect and fix it to the external equipment, and seal the outlet. S5. Assembly of the head cover: First, insert the secondary reinforcing rib (1-3) of the body into the inner cavity (1-7) of the main reinforcing rib (1-2) of the body and expose a part of it. Drill a hole in the main reinforcing rib (1-2) of the body to pass through the secondary reinforcing rib (1-3) of the body and install and fix it with the assembly fastener (3). Then, embed the interface sealing ring (1-9) into the sealing groove of the front mating surface of the outer shell (1-1) of the body. Align the head cover interface (4-2) with the main interface (1-4) of the body bracket so that the exposed secondary reinforcing rib (1-3) of the body is inserted into the head cover interface (4-2). Then, fit the head cover shell (4-1) together longitudinally. Drill a hole in the head cover (4) corresponding to the secondary reinforcing rib (1-3) of the body in the center. Use screws (3-1), washers (3-3) and nuts (3-2) to fix the head cover (4) to the body shell (1). S6. Tail assembly: First, insert the secondary reinforcing rib (1-3) of the body into the inner cavity (1-7) of the main reinforcing rib (1-2) of the body and expose a part of it. Drill a hole in the main reinforcing rib (1-2) of the body to pass through the secondary reinforcing rib (1-3) of the body and install and fix it with the assembly fastener (3). Then, embed the interface sealing ring (1-9) into the sealing groove of the front mating surface of the outer shell (1-1) of the body. Align the tail interface (5-2) with the main interface (1-4) of the body bracket so that the exposed secondary reinforcing rib (1-3) of the body is inserted into the tail interface (5-2). Then, fit the tail shell (5-1) together longitudinally. Drill a hole in the tail (5) corresponding to the secondary reinforcing rib (1-3) of the body in the center. Use screws (3-1), washers (3-3) and nuts (3-2) to fix the tail (5) to the body shell (1). S7. Integration and Testing: Complete the integration and testing of the circuit and mechanical systems of the entire machine and check the sealing performance; The segmented assembly process is as follows: First, insert the secondary reinforcing rib (1-3) into the inner cavity (1-7) of one of the two fuselage shell sections (1), leaving a portion exposed. Drill a hole in the main reinforcing rib (1-2) to pass through the secondary reinforcing rib (1-3) and install and fix it with the assembly fastener (3). Then, embed the interface sealing ring (1-9) into the sealing groove of the front mating surface of the fuselage shell (1-1). Align the main interface (1-4) of the fuselage support of the other fuselage shell section (1) with the fixed secondary reinforcing rib (1-3) and the main interface (1-4) of the fuselage support, so that... The exposed secondary reinforcing rib (1-3) of the body is inserted into the main interface (1-4) of the body bracket of the other body shell (1). The two body shells (1-1) are then joined together longitudinally. A hole is drilled in the center of the other body shell (1-1) corresponding to the secondary reinforcing rib (1-3). The other end of the body shell (1) is fixedly connected using screws (3-1), washers (3-3) and nuts (3-2). If necessary, the safety pin (3-5) is inserted into the pin hole (3-4) at the end of the screw (3-1) to complete the body extension connection.

10. The application of a rapid assembly fuselage structure as described in any one of claims 1 to 8 in an aircraft, torpedo, submarine, rocket or missile; wherein the fuselage shell (1) is the fuselage (6-1) of an aircraft (6), the body (7-2) of a torpedo (7), the body (8-2) of a missile (8), or the pressure shell of a submarine; The internal support frame (2) is the internal structural frame and equipment mounting base for an aircraft (6), torpedo (7), missile (8) or submarine.

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