Device for controlling aerodynamic bodies

A device for controlling aerodynamic bodies with at least one setting member for generating a transversal force on the aerodynamic body. To achieve a simple compact design, setting members are arranged on a rotor where the rotor extends forward from the tip of the aerodynamic body. The setting members are arranged here so that they set the rotor in rotation by the oncoming flow; they are designed, for instance, as a crossed pair of rudders. In addition, the setting members are located asymmetrically to the longitudinal axis of the aerodynamic body, so that they exert at least in some positions of the rotor a transversal force on the aerodynamic body. The position of the rotor can be influenced by means of a braking system.

BACKGROUND OF THE INVENTION 
The present invention relates to a device for controlling aerodynamic 
bodies and claims the benefit of U.S. application Ser. No. 016,881, filed 
Feb. 20, 1987, now U.S. Pat. No. 4,927,096 entitled ROTOR SETTING SYSTEM 
IN CONJUNCTION WITH AERODYNAMIC BODY CONTROLS, and assigned to the 
assignee of the present application. 
From DE-OS 33 17 583, a device of this type is known, in which, in a rotor 
arranged on the longitudinal axis of the aerodynamic body inside the 
aerodynamic body, a central canal is disposed which changes at the one end 
into a thrust nozzle and at the other end is in connection with a gas 
generator. The propulsion gases of the gas generator flow through the 
canal and the thrust nozzle the thrust axis of which does not go through 
the axis of rotation of the rotor so that the rotor overall is set into 
fast rotation. The propulsion gases flow from the thrust nozzle to the 
outside through several openings in the outside surface of the aerodynamic 
body. Due to the fast rotation, no transversal force is thereby exerted on 
the aerodynamic body in the average. However, the rotor can be held by 
means of a setting device, for instance, a magnetic braking system, in 
defined positions at which then a transversal force is exerted on the 
aerodynamic body. 
This known device leads to a very compact design but requires a gas 
generator. 
SUMMARY OF THE INVENTION 
It is an object of the invention to provide a device of the type under 
discussion for controlling aerodynamic bodies, with which the aerodynamic 
body can be controlled with a minimum of technical means. In particular, 
the device should also be able to control a relatively small aerodynamic 
body, so that a simple design with only few structural components is 
required. 
The above and other objects of the invention are achieved by a device for 
controlling aerodynamic bodies having at least one setting member for 
generating a transversal force on the aerodynamic body, the setting member 
being arranged at a rotor and a setting device being provided between the 
aerodynamic body and the rotor for adjusting the angular position of the 
rotor and thereby of the setting member generating the transversal force, 
the rotor protruding forward from the tip of the aerodynamic body; the 
setting member being firmly connected to the rotor and being arranged so 
that the setting member sets the rotor in rotation by the oncoming flow; a 
braking system being provided as the setting member internally to the 
aerodynamic body; and the setting member being located asymmetrically to 
the longitudinal axis of the aerodynamic body so that the setting member 
exerts a transversal force on the aerodynamic body at least in some 
positions of the rotor if the rotor is arrested. 
Accordingly, the setting member is arranged on a rotor protruding from the 
tip of the aerodynamic body and is firmly connected thereto. By the 
asymmetrical arrangement of the setting member relative to the 
longitudinal axis of the aerodynamic body, the rotor is set in rotation by 
the oncoming flow but can be held in any position by a braking system. In 
at least some of these positions, a transversal force can be exerted on 
the aerodynamic body.

DETAILED DESCRIPTION 
In an aerodynamic body tip 1 shown in FIG. 1, a bent-off rotor 2 is 
supported, where the rotor axis is located within the aerodynamic body tip 
1 on the longitudinal axis A of the aerodynamic body and the part of the 
rotor 2 which extends forward and is bent relative to the longitudinal 
axis A of the aerodynamic body comprises mutually crossed rudders 3. For 
the rotor 2, a braking system 4 is provided which is shown in FIG. 2 and 
comprises an electromagnet 5 with a coil 6. With the forward-pointing 
poles of the electromagnet is associated a braking disc 7 which is 
connected to the rotor 2. The angular position of the rotor may be scanned 
via sliders 8 or another suitable means. The rotor itself is supported in 
a bearing 9. 
If the braking system 4 is not actuated, the bent-off rotor rotates freely 
at high speed about the longitudinal axis of the aerodynamic body. If the 
bent-off rotor is stopped by the braking system 4, a transversal force 
acts on the aerodynamic body according to a pitch moment through the 
off-center position of the rudders 3. 
The rotor 2 may be hollow so that its inertia is low and high speeds of 
rotation are reached. 
If no transversal force is to be exerted on the aerodynamic body, i.e., a 
command zero is present, the rotor 2, with the braking system 4 inactive, 
rotates at high speed, so that the sum of all transversal forces is zero. 
The same thing can be achieved if the braking system 4 is switched-on 
continuously or is driven by means of pulse width modulation, without the 
rotation of the rotor 2 being prevented. If a transversal force is to be 
exerted on the aerodynamic body, the speed of rotation can be reduced by 
activation of the braking system 4 when the desired transversal force 
direction is being traversed. If the braking system 4 is continuously 
switched on to the command zero or is driven via pulse width modulation, 
the same effect can be achieved by releasing the braking system 4, i.e., 
increased speed of rotation of the rotor 2 in all non-desired transversal 
force directions. 
However, the aerodynamic body is braked by the bentoff rotor and the 
crossed pair of blades 3 located outside the longitudinal axis of the 
aerodynamic body. 
According to FIGS. 3a and 3b, a slim straight rotor 2 is supported in the 
top 1 of the aerodynamic body, whose axis of rotation is inclined relative 
to the longitudinal axis A of the aerodynamic body. The rotor 2 carries at 
its front end which is approximately located on the longitudinal axis of 
the aerodynamic body, a crossed pair of blades 3, so that the rotor 2 is 
set in fast rotation when the aerodynamic body is in flight. By the 
described arrangement, interference forces on the aerodynamic body are 
avoided here for all practical purposes. 
If a transversal force is to be exerted on the aerodynamic body in a 
certain direction, the rotor 2 is stopped by means of a braking system 4 
which consists of a magnet 5 and a geared braking disc 7' which meshes 
with a gear 11 at the end of the rotor 2 on the aerodynamic body side. The 
then stopped crossed pair of blades 3 exerts, according to FIG. 3b, a 
transversal force on the aerodynamic body 1, where the direction in space 
of this transversal force can be determined according to the stopped 
position of the rotor 2. With this system a full command is possible only 
once during a rotation of the aerodynamic body 1 if the later rotates. 
Also in this control device, the rotor 2 is of low in-ertia design. Upon a 
command zero, the plane of the pair of rudders is aimed through the 
longitudinal axis of the aerodynamic body (FIG. 3a), so that the braking 
effect of the aerodynamic body is small. In case of a command, the plane 
of the pair of rudders forms an angle with the longitudinal axis of the 
aerodynamic body. 
The described device is of simple design. 
The control device according to FIG. 4 resembles that according to FIGS. 3a 
and 3b and accordingly again comprises a rotor 2 with an angle relative to 
the longitudinal axis of the aerodynamic body, which carries in front a 
crossed pair of rudders 3 and is equipped at its rear end with a gear 11 
which meshes with a geared braking disc 7'. The braking disc 7' cooperates 
with an electromagnet 5 of the braking system 4. The rotor 2 and the 
braking disc 4 are in turn contained in a rotary part 12 which forms part 
of the aerodynamic body tip. This rotary part 12 is braced against the 
rest of the aerodynamic body 1. In the aerodynamic body housing 1 is 
provided a ring magnet 13 with which a braking disc 14 is associated on 
the side of the rotary part 12. The ring magnet 13 and this braking disc 
14 form a further braking system 15. The rotary part 12 itself is 
continuously kept in rotation by crossed rudders 16 unless the second 
braking system 15 is actuated. With this design, a transversal force fixed 
in space can continuously be exerted also if the aerodynamic body rotates. 
Instead of the braking system 15, an electric motor can also be provided 
between the rotary part 12 and the rest of the aerodynamic body housing 1, 
so that the rotating part can be driven actively. 
In principle, the necessary rudder area of the crossed rudders is decreased 
with increasing distance from the center of gravity of the aerodynamic 
body; the moment of inertia of the rudder is reduced thereby and the 
switching process between a zero command and the command, and the command 
and zero command takes place faster. The transversal force can likewise be 
furnished by small rudder surfaces. It is possible to push the rotor 2, 
for instance, after launching the aerodynamic body from a launching tube, 
for which purpose, for instance, the deceleration of the aerodynamic body 
can be utilized. In such a case, the rotor 2 protruding otherwise from the 
top of the aerodynamic body does not impede the manipulation of the 
aerodynamic body. It should further be mentioned that the rotor 2 itself 
generates buoyancy, whereby the rudder area can be reduced additionally. 
In an aerodynamic body 1 according to FIGS. 5a to 5d, the rotor 2 is 
supported parallel to the longitudinal axis A of the aerodynamic body, the 
rotor 2 being set in rotation by a crossed pair of rudders or spoilers 3 
at the tip. On the other side of the rotor 2 in the interior of the 
aerodynamic body, a gear 11 is again provided, which meshes with a geared 
braking disc 7'. The geared braking disc 7' is again part of a braking 
system 4 with an electromagnet 5 according to FIG.. 2. In the event of a 
command of 100%, the crossed pair of spoilers 3 is held, according to 
FIGS. 5a and 5b, in a plane parallel to the transversal plane of the 
aerodynamic body; in case of a zero command, the spoiler pair 3 is held in 
the vertical plane of the aerodynamic body; see FIGS. 5c and 5d. In case 
of a full command according to FIGS. 5a and 5b, the on-flowing air 
impinges on the front surface, designed as an impact surface, of the 
aerodynamic body and on the other hand, is conducted past the pair of 
spoilers 3 so that, in the example shown, a pitch command adjusts itself. 
In the case of the zero command according to FIGS. 5c and 5d, the flow 
around the aerodynamic body is relatively symmetrical and only the part of 
the spoiler pair protruding from the outer contour of the aerodynamic body 
forms a small resistance. 
In FIGS. 6a and 6b, a top view onto the tip of the aerodynamic body 1 is 
shown, parts having been broken away for the sake of clarity. A spoiler 3' 
designed as a turned sheet metal strip is mounted on a spoiler carrier 21 
and is located at the outside circumference of the aerodynamic body 1 
shown in FIG. 6a. To the spoiler carrier 21 is connected a gear which is 
designed as an armature and rotates above the axis of rotation D of the 
spoiler carrier 21. This armature gear meshes with a further gear 23 which 
is firmly connected to a braking magnet 5 on the side of the aerodynamic 
body. Magnet poles 24 of the braking magnet are indicated. This design can 
be considered as a kind of planetary gear. By suitable rotation of the 
spoiler carrier 21 and running of the individual gears on each other, the 
spoiler 3' can be transferred on a desired curve in space from the 
position according to FIG. 6a into a position centered on the aerodynamic 
body according to FIG. 6b. This position corresponds to the zero command, 
and the position according to FIG. 6a to a full command. 
In the foregoing specification, the invention has been described with 
reference to specific exemplary embodiments thereof. It will, however, be 
evident that various modifications and changes may be made thereunto 
without departing from the broader spirit and scope of the invention as 
set forth in the appended claims. The specification and drawings are, 
accordingly, to be regarded in an illustrative rather than in a 
restrictive sense.