GB2183570A

GB2183570A - A two-axis adjusting mechanism of a flying body

Info

Publication number: GB2183570A
Application number: GB08627186A
Authority: GB
Inventors: Raimar Steuer
Original assignee: Diehl GmbH and Co
Current assignee: Diehl Verwaltungs Stiftung
Priority date: 1985-11-28
Filing date: 1986-11-13
Publication date: 1987-06-10
Also published as: GB8627186D0; DE3542052A1; FR2590662A1; GB2183570B

Abstract

A two-axis adjusting mechanism, for pitch and yaw adjustment of a flying body (1), wherein, at the tail of the flying body (1) a single control body (2) mounted so as to be radially displaceable and rotatable on an adjusting device (3). The adjusting device (3) moves the control body (2) initially in one direction of movement and after that in the same plane of movement in the other direction of movement, so that the control body finally protrudes eccentrically beyond the contour of the flying body (1) at the desired radial or peripheral position. <IMAGE>

Description

SPECIFICATION A two-axis adjusting mechanism of a flying body The invention relates to a two-axis adjusting mechanism or device for a flying body, more especially of a submunition flying body dropped from an aircraft.

Described in DE-PS 3024908 is an adjusting mech anism in the case or whichtheflying body is adjust- able about one axis. Control rudders are provided, the shafts of which are adjusted by means of a motor. Such a construction is complex. Foradjustability about two axes, a further motorwith a further pair of control surfaces would have to be provided.

The task of the invention isto propose an adjusting mechanism in the case of which the flight attitude of the dropped body can be adjusted by means of a single control body abouts its pitch axis and about its yaw axis.

In accordance with the invention the above problem is solved in that at the tail of the flying body a control body, which is symmetrical to the flight axis is mounted on an adjusting device, in that the control body is displaceable by means ofthe adjusting de vice radiallytothe flight axis (first direction of move- ment), in that the control body is rotatable by means ofthe adjusting device about the flight axis or respectively an axis parallel to this (second direction of movement), and in that the adjusting device has a motor and moves the control bodyinitiallyinoneof the directions of movement and after that in the case of the directions of movement into a control position in which it projects beyond the contour ofthefiying body eccentrically to the flight axis.

So long as the control bodystands in itscentral position, it does not adjust the flight position. If an adjustment is desired, then the control body is run out at the appropriate location beyond the contour of the flying body. The control body can be run out at any circumferential location of the flying body. For this only one motor is necessary.

If the control body is to be run out at a specific circumferential location,then eitherthecontrol body is initially displaced radially and then locked, for example by means of a stop, in this position; after which the continuous operation of the motor leads to a swivelling along the flying-body circumference.

Alternatively, the adjusting device is initially rotated into the peripheral position ofthecontrol body which is necessary for a directional influence, after which, after a locking ofthe concentric rotary motion,the further drive ofthe motor leads to the radial displacement of the control body into its eccentric effective position.

In preferred development of the invention the control body isformed by a cone, which tapers towards the flying body and also protrudes in the central position with its cone jacket beyond the flying-body contour. This cone acts in the central position in a flight position-stabilising manner. It brakes the flying speed in a desired manner.

Further advantageous developments of the invention will become apparent from the sub-claims and the following description, of an exemplified embodi ment referring to the accompanying diagrammatic drawings, wherein: Figure 1 shows a dropped flying body schematically; Figure2 shows a view of the flying body in the direction ofthe arrow II in accordance with Figure 1; and Figure 3shows a perspective view of the adjusting device oftheflying body.

Mounted on aflying body 1, onthetail, isafrustoconical control body 2. Its small diameter is equal to that oftheflying-body fuselage; the frustoconical control body 2 thus tapers towards the flying body 1.

its conical jacket protrudes radially, in the central position (see Figure 1), axially-symmetrically beyond the flying-body fuselage.

The control body 2 is displaceable radially to the flight axisA in the direction ofthe arrow Rand is mounted on an adjusting device 3 so as to be rotatable in the cross-sectional plane in the direction of the arrow D (see Figure 2). This is shown in Figure 3.

Ontheflying body 1 (see Figure3) a ring4 is mounted by way of a ball bearing 5 so as to be rotatable aboutthe flight axis A. The ring 4 has a transverse web 6. Mounted on this web is a slider 7 comprising two sliding blocks 9,10 connected by way of a rod 8.

Associated with each sliding block 9, 10 on the ring 4 is a stop 11. The sliding blocks 9,10 are acted on by two compression springs 12, 13, supported by a flat part 1 4 of the transverse web 6, which springs 12,13 serve to bias the slider 7 towards, and resiliently hold the sliders in, a central position.

Provided in the flying body lisa motor 15 forth drive of the control mechanism. Its motorshaft 16 extends freely th rough the transverse web 6. Fastened to its end is an eccentric driving member 17, having a slot 18 in which engages a pin 19 mounted on the rod 8.

The control body 2 is fastened to the sliding blocks 9and10.

The mode of operation ofthe described mechanism is generally asfollows: Operation ofthe motor 15 swivels the driving member 17to displace the sliding blocks9 and 10 along the transverse web 6 as far as the stop 11 againstthebiasofthesprings,wherebyto movethe control body 2 to jut out radially beyond the contour of the flying body 1 (see Figure 1, broken-line posi tion,and Figure2). If the motor15 continuesto run, then now perforce the ring 4 co-rotates, and therefore the control body 2 is rotated in the direction of the arrow D, until it stands at the desired radial loca tion on the circumference oftheflying body 1 The control body 2 is locked in this position with holding means which is not shown in more detail, and the motor 15 can now be switched off.The flying body 1 swivels, in accordance with the unsymmetrical position of the control body, about its pitch axis and/or yaw axis. If the locking of the control body 2 is released or cancelled, then the compressed one ofthe compression springs 12, 13 restores the member 17, and thus the control body 2, back gain into the central or rest position. The rotation undertaken does not, in this respect, need to be revoked.

The mode of operation described above assumes that the compression springs 12, 13 are relatively weak so thatthey minimally oppose shifting of the slider7. The compression springs 12 and 13 can, however, alternatively be so strongly designated that, upon the drive ofthe motor 15, initially the ring 4 is rotated whilst the springs preventthe control body 2 being displaced radially. When the desired peripheral rotary angle or radial position of the slider 7 is reached the ring 4 is blocked or held by holding means, which is not shown in more detail, forexample an electromechanical brake. Afterthatthere is effected, upon the further drive ofthe motor 15, the displacement ofthe sliding blocks 9 and 10 as a re sult ofswivelling ofthe member 17, to displacethe control body 2 radially outwards as far as the stop.

The motor or control ofthe motor 15 can be arranged so that it rotates only in one direction, and in that case only one spring and one stop may be needed to resist and limit displacement of the slider. However, the motor 15 is preferably rotatable in both directions, so that the necessary angles of rotation until the reaching ofthe desired rotary position may be minimised to enable the directional influencing of the instantaneous flight position to be carried out more rapidly.

Claims

1. Aflying body two-axis adjusting mechanism characterised in that at the tail ofthe flying body a control body, in an undisplaced position which is symmetrical to the flightaxis, is mounted on an adjusting device of the mechanism; in that the control body is displaceable from said position by means of the adjusting device radiallyto the flight axis (e.g. in a first direction of movement R); in that the control body is rotatable by means of the adjusting device aboutthe flight axis or respectively an axis parallel to this (e.g. in a second direction of movement D); and inthatthe adjusting device is actuable by a motor to move the control body initially in one ofthe directions of movement and afterthat in the other ofthe directions of movement into a control position in which it protrudes beyond the contour ofthe flying body eccentrically to the flight axis.

2. An adjusting mechanism as claimed in Claim 1, characterised in thatthe adjusting device radially displaces the control body initially as far as a stop and afterthat rotates it in a plane perpendicularto the flight axis.

3. An adjusting mechanism as claimed in Claim 1 or 2 characterised in that by means of the adjusting device the control body is displaceable out of said position selectively in both directions.

4. An adjusting mechanism as claimed in any one ofthe preceding claims, characterised in that by means ofthe adjusting device the control body is rotatableselectivelyin either of opposite rotary directions.

5. An adjusting mechanism as claimed in any one ofthe preceding ciaims, characterised in thatthe adjusting device has a rotatably mounted ring on which a sliderforthe control body is held so as to be radially displaceable.

6. An adjusting mechanism as claimed in Claim 5, characterised in thatthe motor acts on the slider by means of a driving member which can be swivelled about the flight axis (A).

7. An adjusting mechanism as claimed in Claim 5 or 6, characterised in that a restoring spring or springs is or are arranged to act between the slider and the ring.

8. An adjusting mechanism as claimed in any one ofthe preceding claims, characterised in that the control body is formed by a cone which tapers tow ards the flying body and in said position projects radially with its cone jacket beyond the flying-body contour.

9. An adjusting mechanism substantially as hereinbefore described with reference to the accompanying drawing.

10. Aflying body having an adjusting mechanism as claimed in any preceding claim.