A new type of speed-controlled clockwork mechanism for aerial bomb fuze

Abstract

The present application relates to the technical field of aerial bomb fuze, and discloses a novel aerial bomb fuze clockwork mechanism with rotation speed control, which comprises a gear train, a rotor prime mover body, a safety device, a lower check ring and a rotor, characterized in that the safety device is fixed on the shaft of the gear train by the lower check ring, the safety device is provided with gear teeth and is engaged with the output wheel in the gear train, and the safety device is driven to rotate by the output wheel; the constant speed governor is located between the gear train and the toothed disc, the toothed disc is fixed with the bushing through riveting and is fixed on the central shaft by the upper check ring; the other end of the anemometer shaft is connected with the rotor seat through screw threads, the rotor seat can rotate relative to the time mechanism shell and drives the anemometer to rotate; and the rotor is fixed on the rotor seat. The present application can improve the timing accuracy, prevent the safety from being released too early, better protect the safety of the airplane and the pilot, has certain overload resistance, and when the overload reaches 20G, all the internal parts can remain stable and will not be damaged.

Description

Technical Field

[0001] This invention relates to the field of aircraft bomb fuse technology, specifically to a novel aircraft bomb time mechanical fuse clock mechanism that controls the maximum and minimum rotational speeds. Background Technology

[0002] Aerial bombs play a crucial role in modern warfare, with their performance directly impacting war outcomes and national strategic interests, including accuracy, destructive power, and range. Among these, the fuse, a key component determining when an munition detonates, has a decisive influence on its safety release capability. Poor fuse safety release performance can lead to the bomb detonating at an inappropriate time or place, or even failing to detonate at all, resulting not only in mission failure but also potential danger to the user.

[0003] However, the conditions under which bombs are dropped, such as altitude, speed, and drop angle, have a significant impact on the release of the fuse. For example, if the fuse is released too early during a low-altitude bombing, the aircraft may not be able to safely escape the bomb's blast radius, potentially causing damage to the aircraft and the pilot.

[0004] The safety of the fuse is the most basic and important requirement. If an accidental explosion occurs during production or operation, it will not only fail to accomplish the mission of eliminating the enemy, but will also cause harm to our own side.

[0005] Therefore, in-depth research on how to improve the accuracy of bomb fuse disarming has significant theoretical and practical value. It can not only provide theoretical support for improving fuse design and enhancing bomb performance and safety, but also contribute to increasing battlefield utilization efficiency and safeguarding national strategic interests.

[0006] To ensure that the fuse cannot be disarmed by manually moving the rotor, and to reliably disarm under low wind speed conditions, this invention designs the timing mechanism of the fuse. This objective is achieved by controlling the minimum and maximum rotational speeds of the input gear train to improve timing accuracy. Summary of the Invention

[0007] To address the aforementioned problems, the present invention aims to provide a novel clock mechanism for air-to-ground bomb fuses with speed control, effectively resolving the issues of large timing errors and insufficient safety in existing fuses. The timing mechanism of the common M904 air-to-ground bomb fuse relies solely on a constant-velocity regulator to control the maximum speed. Rotation of the rotor during transportation and storage could potentially disengage the fuse, posing a danger. This invention, however, incorporates an anemometer and a constant-velocity regulator to control the minimum and maximum speeds of the input gear train, respectively, ensuring the input gear train's speed remains within the range of 1200 rpm to 1800 rpm, thus preventing premature disengagement.

[0008] This invention is achieved through the following technical solution:

[0009] A novel air-to-ground bomb fuse clock mechanism with speed control includes a gear train, a rotor prime mover, a safety device, a lower retaining ring, and a rotor. The safety device is fixed to the shaft of the reduction gear train by the lower retaining ring. The safety device has gear teeth that mesh with the output wheel in the reduction gear train and are driven to rotate by the output wheel.

[0010] The gear system includes a reduction gear train, a constant velocity regulator, a gear sprocket, a bushing, an upper retaining ring, and a washer. The constant velocity regulator is located between the reduction gear train and the gear sprocket, and the teeth of the constant velocity regulator mesh with the sprocket of the reduction gear train. The gear sprocket and the bushing are fixed by riveting and are fixed to the central shaft by the upper retaining ring.

[0011] The rotor prime mover includes an anemometer, anemometer shaft, time mechanism housing, rotor seat, large bearing, small bearing, bearing pad, and mounting scribe plate. The anemometer is riveted to one end of the anemometer shaft, and the other end of the anemometer shaft is threaded and connected to the rotor seat by the thread and spot riveting. The rotor seat can rotate relative to the time mechanism housing and drive the anemometer to rotate.

[0012] The rotor has two through holes that engage with two locking pins on the rotor seat. The lower surface of the rotor has two protrusions that engage with grooves on the rotor seat. The rotor is fixed to the rotor seat.

[0013] Furthermore, the reduction gear system includes a central shaft, four pulleys, an output wheel, an upper clamping plate, washers, a lower clamping plate, an arc-shaped plate, and three support pillars. The arc-shaped plate is welded to the lower clamping plate. The upper and lower ends of the three support pillars are riveted to the upper and lower clamping plates, respectively. Each pulley has a hole in its center. The holes of two pulleys mate with the central shaft, and the holes of the two pulleys mate with the shaft of the output wheel. The four pulleys mesh with each other from top to bottom. The uppermost pulley meshes with the gear teeth, and the lowermost pulley meshes with the output wheel.

[0014] Furthermore, the constant velocity regulator includes a toothed joint, a constant velocity regulator base plate, four centrifugal blocks, four long rivets, four short rivets, and centrifugal block springs. The toothed joint is riveted to the constant velocity regulator base plate. The four long rivets and four short rivets fix the four centrifugal blocks in the grooves of the constant velocity regulator base plate, and the centrifugal blocks can move radially relative to the regulator base plate. The centrifugal block springs are sleeved on the outside of the centrifugal blocks.

[0015] Furthermore, the anemometer includes an anemometer base plate, four centrifugal elements, four long rivets, four short rivets, and a centrifugal block spring, and the anemometer has a structure similar to that of a constant velocity regulator.

[0016] Compared with the prior art, the present invention has the following significant advantages:

[0017] 1. Ensures timing accuracy: The common mechanical bomb fuse M904 only controls the maximum speed of the input gear train. However, this invention uses an anemometer and constant velocity regulator to control the minimum and maximum speeds of the input gear train, keeping the speed of the input gear train within the range of 1200 rpm to 1800 rpm. Through gear train deceleration, the output speed of the gear train is 1 / 972 of the input speed, improving timing accuracy, preventing premature release of the safety device, and better ensuring the safety of the aircraft and pilot.

[0018] 2. High safety: Because the anemometer limits the minimum speed of the input gear train, it can ensure that the fuse cannot be manually turned by moving the rotor to release the safety, ensuring that the safety cannot be released during storage, transportation and operation;

[0019] 3. Strong anti-interference capability: This invention adopts a purely mechanical structure design, possessing excellent anti-interference capability and being completely unaffected by electromagnetic interference. Therefore, this invention can operate stably and reliably in various complex and ever-changing combat environments, meeting the actual needs of users;

[0020] 4. High reliability: This invention has a certain overload resistance. When subjected to overloads of up to 20G, all its internal components remain stable and will not be damaged. Attached Figure Description

[0021] Figure 1 This is a cross-sectional view of the time mechanism described in this invention;

[0022] Figure 2 This is a schematic diagram of the time mechanism structure described in this invention;

[0023] Figure 3 This is a schematic diagram of the gear train structure described in this invention;

[0024] Figure 4 This is a schematic diagram of the reduction gear train structure described in this invention;

[0025] Figure 5 This is a schematic diagram of the constant velocity governor structure described in this invention;

[0026] Figure 6 This is a schematic diagram of the rotor prime mover structure described in this invention;

[0027] Figure 7 This is a schematic diagram of the anemometer structure described in this invention;

[0028] Figure 8 This is a schematic diagram of the working principle of the anemometer described in this invention;

[0029] Figure 9 This is a schematic diagram of the working principle of the speed regulator described in this invention;

[0030] Figure 10This is the gear train transmission relationship diagram described in this invention.

[0031] In the diagram: The clock mechanism consists of gear train 1, rotor prime mover body 2, safety device 3, lower retaining ring 4, rotor 5, reduction gear train 101, constant velocity regulator 102, chainring 103, bushing 104, upper retaining ring 105, washer 106, central shaft 111, tower wheel 112, output wheel 113, upper clamping plate 114, washer 115, lower clamping plate 116, arc plate 117, support column 118, toothed 121, constant velocity regulator base plate 122, centrifugal block 123, long rivet 124, short rivet 125, centrifugal block spring 126, anemometer 201, anemometer shaft 202, time mechanism housing 203, rotor seat 204, large bearing 205, small bearing 206, bearing pad 207, mounting scribe plate 208, anemometer base plate 211, and centrifugal element 212. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] See Figure 1 , Figure 2 The clock mechanism consists of a gear train 1, a rotor prime mover 2, a safety device 3, a lower retaining ring 4, and a rotor 5. The safety device 3 is fixed to the shaft of the reduction gear train 101 by the lower retaining ring 4. The safety device 3 has gear teeth that mesh with the output wheel 113 in the reduction gear train 101, and is driven to rotate by the output wheel 113.

[0034] The rotor 5 has two through holes that engage with two locking pins on the rotor seat 204. The lower surface of the rotor 5 has two protrusions that engage with grooves on the rotor seat 204. The rotor 5 is fixed to the rotor seat 204.

[0035] See Figure 3 The gear train 1 consists of a reduction gear train 101, a constant velocity regulator 102, a gear sprocket 103, a bushing 104, an upper retaining ring 105, and a washer 106. The constant velocity regulator 102 is located between the reduction gear train 101 and the gear sprocket 103, and the teeth 121 of the constant velocity regulator 102 mesh with the sprocket 112 of the reduction gear train 101; the gear sprocket 103 is fixed to the bushing 104 by riveting and is fixed to the central shaft 111 by the upper retaining ring 105.

[0036] See Figure 4The reduction gear train 101 consists of a central shaft 111, four pulleys 112, an output wheel 113, an upper clamping plate 114, a washer 115, a lower clamping plate 116, an arc-shaped plate 117, and three support columns 118. The arc-shaped plate 117 is welded to the lower clamping plate 116; the upper and lower ends of the three support columns 118 are riveted to the upper clamping plate 114 and the lower clamping plate 116, respectively; the pulleys 112 have holes in their centers, the holes of two pulleys 112 mate with the central shaft 111, and the holes of two pulleys 112 mate with the shaft of the output wheel 113. The four pulleys 112 mesh with each other from top to bottom, with the uppermost pulley 112 meshing with the toothed gear 121 and the lowermost pulley 112 meshing with the output wheel 113.

[0037] See Figure 5 The constant velocity governor 102 consists of a toothed 121, a constant velocity governor base plate 122, four centrifugal blocks 123, four long rivets 124, four short rivets 125, and a centrifugal block spring 126. The toothed 121 is riveted to the constant velocity governor base plate 122; the four long rivets 124 and four short rivets fix the four centrifugal blocks 123 in the grooves of the constant velocity governor base plate 122, and the centrifugal blocks 123 can move radially relative to the governor base plate 122; the centrifugal block spring 126 is sleeved on the outside of the centrifugal blocks 123.

[0038] See Figure 6 The rotor prime mover 2 consists of an anemometer 201, anemometer shaft 202, time mechanism housing 203, rotor mount 204, large bearing 205, small bearing 206, bearing pad 207, and mounting scribe plate 208. The anemometer 201 is riveted to one end of the anemometer shaft 202. The other end of the anemometer shaft 202 is threaded and connected to the rotor mount 204 via threads and spot riveting. The rotor mount 204 can rotate relative to the time mechanism housing 203, thereby driving the anemometer 201 to rotate.

[0039] See Figure 7 The anemometer 201 consists of an anemometer base plate 211, four centrifugal elements 212, four long rivets 124, four short rivets 125, and a centrifugal block spring 126. The anemometer 201 has a similar structure to the constant velocity regulator 102.

[0040] The workflow is as follows: After the bomb is dropped, rotor 5 rotates under aerodynamic force. Power is transmitted to anemometer 201 via anemometer shaft 202. When the rotor speed of rotor 5 is below 1200 rpm, due to the action of centrifugal spring 126, centrifugal element 212 is in a retracted state and does not contact the gear disc 103, thus failing to drive the gear disc 103 to rotate, and power transmission will not continue. Figure 8As shown; when the rotor speed of rotor 5 is higher than 1800 rpm, the centrifugal force on centrifugal rotor 212 is greater than the elastic force of centrifugal block spring 126, centrifugal rotor 212 opens and contacts the gear plate 103, causing the gear plate 103 to rotate. At this time, the centrifugal force on centrifugal block 123 is greater than the elastic force of centrifugal block spring 126, centrifugal block 123 is in an open state, does not contact the gear plate 103, cannot be driven to rotate by the gear plate 103, and power will not continue to be transmitted. Figure 9 As shown; when the rotor 5 rotates at speeds higher than 1200 rpm and lower than 1800 rpm, the centrifugal block 123 is in a contracted state under the action of the centrifugal block spring 126, and the centrifugal block 123 is in contact with the gear 103 and can be driven to rotate by the gear 103. The tooth 121 is riveted to the constant speed governor base plate 122, so the tooth 121 and the centrifugal block 123 have the same rotation speed. The tooth 121 meshes with the uppermost tower wheel 112, driving the tower wheel 112 to rotate. The lowermost tower wheel 112 meshes with the output wheel 113, driving the output wheel 113 to rotate. The teeth inside the safety device 3 mesh with the output wheel 113, and the safety device 3 is driven to rotate by the output wheel 113. When the safety device 3 rotates to the set angle, the safety is released.

[0041] The reduction gear train uses a 6-stage transmission. Stages 1-5 all have a transmission ratio of 3, and the sixth stage has a ratio of 4. In all stages, i is an integer, i = i1.i2.i3.i4.i5.i6 = 3 × 3 × 3 × 3 × 3 × 4 = 972. The gear train transmission diagram is shown below. Figure 10 As shown. The rotational speed of rotor 5 is 972 times that of safety device 3, therefore the rotational speed of safety device 3 has high precision.

Claims

1. A novel air-to-ground bomb fuse clock mechanism with speed control, comprising a gear train (1), a rotor prime mover (2), a safety device (3), a lower retaining ring (4), and a rotor (5), characterized in that, The safety device (3) is fixed on the shaft of the reduction gear train (101) by the lower retaining ring (4). The safety device (3) has gear teeth that mesh with the output wheel (113) in the reduction gear train (101) and are driven to rotate by the output wheel (113). The gear system (1) includes a reduction gear system (101), a constant velocity regulator (102), a gear sprocket (103), a bushing (104), an upper retaining ring (105), and a washer (106). The constant velocity regulator (102) is located between the reduction gear system (101) and the gear sprocket (103). The teeth (121) of the constant velocity regulator (102) mesh with the sprocket (112) of the reduction gear system (101). The gear sprocket (103) is fixed to the bushing (104) by riveting and is fixed to the central shaft (111) by the upper retaining ring (105). The rotor prime mover (2) includes an anemometer (201), anemometer shaft (202), time mechanism housing (203), rotor seat (204), large bearing (205), small bearing (206), bearing pad (207), and mounting scribe plate (208). The anemometer (201) is riveted to one end of the anemometer shaft (202). The other end of the anemometer shaft (202) is threaded and connected to the rotor seat (204) by the thread and spot riveting. The rotor seat (204) can rotate relative to the time mechanism housing (203) and drive the anemometer (201) to rotate. The rotor (5) has two through holes that engage with two locking pins of the rotor seat (204). The lower surface of the rotor (5) has two protrusions that engage with grooves on the rotor seat (204). The rotor (5) is fixed on the rotor seat (204). The constant velocity regulator (102) includes a toothed shank (121), a constant velocity regulator base plate (122), four centrifugal blocks (123), four long rivets (124), four short rivets (125), and a centrifugal block spring (126). The toothed shank (121) is riveted to the constant velocity regulator base plate (122). The four long rivets (124) and four short rivets (125) fix the four centrifugal blocks (123) in the grooves of the constant velocity regulator base plate (122), and the centrifugal blocks (123) can move radially relative to the regulator base plate (122). The centrifugal block spring (126) is sleeved on the outside of the centrifugal blocks (123). The reduction gear train (101) includes a central shaft (111), four pawls (112), and an output wheel (113). The gantry wheel (112) has a hole in the center. The holes of two gantry wheels (112) are engaged with the central shaft (111), and the holes of the other two gantry wheels (112) are engaged with the shaft of the output wheel (113). The four gantry wheels (112) mesh with each other from top to bottom. The uppermost gantry wheel (112) meshes with the tooth (121), and the lowermost gantry wheel (112) meshes with the output wheel (113). The anemometer (201) includes an anemometer base plate (211), four centrifugal elements (212), four long rivets (124), four short rivets (125), and a centrifugal block spring (126). When the rotor speed (5) is below 1200 rpm, the centrifuge (212) is in a retracted state and does not contact the clasp (103), so it cannot drive the clasp (103) to rotate. When the rotor speed (5) is above 1800 rpm, the centrifuge (212) opens and contacts the clasp (103), driving the clasp (103) to rotate. At this time, the centrifuge block (123) is in an open state and does not contact the clasp (103), so it cannot be driven to rotate by the clasp (103). When the rotor speed (5) is above 1200 rpm and below 1800 rpm, the centrifuge block (123) is in a retracted state and contacts the clasp (103), driving it to rotate and driving the output wheel (113) to rotate. The safety device (3) is driven to rotate by the output wheel (113). When the safety device (3) rotates to the set angle, the safety is released.

2. The novel air-to-ground bomb fuse clock mechanism with speed control according to claim 1, characterized in that, The reduction gear train (101) also includes an upper clamping plate (114), a washer (115), a lower clamping plate (116), an arc plate (117), and three support columns (118). The arc plate (117) is welded to the lower clamping plate (116). The upper and lower ends of the three support columns (118) are riveted to the upper clamping plate (114) and the lower clamping plate (116), respectively.

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