JPH05288500A - Guided missile - Google Patents

Abstract

PURPOSE:To obtain a guided missile having static stability allowance margin for ensuring safety of a launching master plane upon launching the missile and provided with a proper static margin even after the combustion of propellant for the missile. CONSTITUTION:A rail 6 is attached to the outer surface of a missile in parallel to the longitudinal axis of the fuselage of the missile. The rail 6 restrains the movement of a fore wing 2 except the fore-and-aft movement with respect to the missile. The fore wing 2 can be moved in the direction of the rail by a driving motor 3 through a metallic belt 7. The amount of driving of the driving motor 3 is controlled by a fore wing moving amount controller. The static margin of the missile can be controlled whereby the missile can be manufactured inexpensively and the missile having a high guidance accuracy can be obtained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a guided vehicle which is aerodynamically steered by a rear wing.

[0002]

2. Description of the Related Art FIG. 10 is a sectional view showing a conventional flying body. In the figure, 1 is a body, 2 is a front wing fixed to the body 1, 3 is a drive motor, and 4 is a drive motor 3. The rear wings 5 that take a rudder angle by are propellants built in the body 1.

FIG. 11 is a conceptual diagram showing the positional relationship of forces acting on a flying object during flight. In the figure, L is the length of the flying object and is used as a reference length. CGb is the center of flight body weight before combustion of propellant, CGa is the center of flight body weight after combustion of propellant, Ld is the center of flight body weight CGb, the distance between the rear wing mounting position Pd, and Lb is the center of flight body pressure CP.
And the distance from the center of gravity of flight CGb, X is the distance of the center of gravity that moves due to combustion of propellant, and is obtained as the distance between CGb and CGa. B is the lift force acting on the center of pressure of the flying body CP, and D is the lift force acting on the rear wing mounting position Pd.

Next, the operation will be described. The conventional flying body is configured as described above, and in order to stably separate the flying body from the launching mother aircraft even without control immediately after launching, reduce the lateral force that changes the path angle, that is, the disturbance. The static stability margin SSM defined by Lb / L is designed to be positive so that the angle of attack caused by the above is zero. When the rear wing 4 takes the steering angle δ by the drive motor 3, a force D is generated at the rear wing mounting position Pd, and a moment Ld · D about the center of gravity CGb is generated. The center of gravity of the flying body is CG
The angle of attack is set to generate a lift B such that the moment Lb · B + Ld · D about b becomes zero. A state in which the moment around the center of gravity CGb is zero is called a trim state. The lift force (B + D) in the trimmed state is a lateral force for changing the path angle. When the center of gravity CGb moves forward CGa by x due to the combustion of the propellant, the static stability margin SSM becomes (Lb +
x) / L. Compared to the momentum increase x ・ D generated when the rear wing takes a steering angle δ, the momentum increase x ・ B generated by all the flying vehicles is relatively large. Also requires a large D. In rear wing steering, since D and B have opposite signs, it is necessary to generate larger B and D in order to generate lift (B + D) in the same trimmed state, and the required steering angle δ is Further increase.

[0005]

In the conventional flying body as described above, if a sufficient static stability margin is secured at the time of launch, the static stability margin after combustion of the propellant becomes excessive, and the rudder required for trimming is increased. The corners get bigger. Further, when the required steering angle becomes large, the amount of reverse response of the lateral force increases, so that there is a problem that the time constant becomes large as a whole.

The present invention has been made in order to solve the above problems, and controls the static stability margin to a desired value even if the position of the center of gravity and / or the center of pressure of the flying object changes. The purpose is to get the body.

[0007]

A guide vehicle according to the present invention has a rail provided on the outer surface of the fuselage parallel to the longitudinal axis of the fuselage, a front wing attached to the rail, a front wing drive device provided, and a front wing movement. A control device is provided.

An outer cylinder is provided on the body, and the front wing is attached to the outer cylinder.

[0009]

[Operation] In the flying object configured as described above,
The front wing movement control device sets the front wing movement amount. The front wing drive moves the position of the front wing by a front wing movement amount set by the front wing movement control device along a rail mounted on the outer surface of the fuselage in parallel with the longitudinal axis of the fuselage. When the position of the front wing moves, the pressure point of the lift force generated by the front wing moves, so that the center of pressure of the flying body moves. When the center of gravity of the spacecraft moves forward due to propellant combustion, etc., the static stability margin is reduced by moving the center of pressure of the spacecraft forward, and the required lateral force with a small rudder angle of the rear wing. Generate.

Further, in the present invention, the front wing movement control device sets the front wing movement amount. The front wing drive device moves the position of the outer cylinder along the body by the front wing movement amount set by the front wing movement control device. The front wing moves with the outer cylinder. When the position of the front wing moves, the pressure point of the lift force generated by the front wing moves, so that the center of pressure of the flying body moves. When the center of gravity of the spacecraft moves forward due to propellant combustion, etc., the static stability margin is reduced by moving the center of pressure of the spacecraft forward, and the required lateral force with a small rudder angle of the rear wing. Generate.

[0011]

EXAMPLES Example 1. FIG. 1 is a sectional view showing an embodiment of the present invention, and 1 to 5 are exactly the same as the above-mentioned conventional device. Reference numeral 6 is a rail fixed to the outer surface of the body of the flying body parallel to the longitudinal axis of the body of the flying body, and the front wing 2 can move along this rail. Reference numeral 7 is a metal belt attached to the front wing, 8 is an electric servo that drives the metal belt 7, and 9 is a front wing movement control device that sets the front wing movement amount according to the state of the flying object. FIG. 2 shows an overhead view of the present embodiment, and FIG. 3 shows a cross-sectional view of the front wing attachment portion.

The operation of the front wing movement control device will be described with reference to FIG. In FIG. 4, 10 is an airspeed measuring device,
Reference numeral 11 is an inertial device, 12 is a center-of-gravity position estimating device, 13 is a guiding device, 14 is a target seeker, 15 is a time constant setting device for a flying object, and 16 is a front wing movement amount setting device. The airspeed measuring device 10 measures the airspeed of a flying object. The inertial device 11 calculates the current time constant of the flying object by comparing the guidance command output from the guiding device 13 with the motion of the flying object. The center-of-gravity position propulsion device 12 estimates the center-of-gravity position of the flying body from the current airspeed and time constant of the flying body. The flying body time constant setting device 15 searches for a guidance model inside based on the relative distance to the target input from the target seeker 14 and the approaching speed of the target, and sets a new time constant of the flying body. Front wing movement amount setting device 16
Searches for the aerodynamic model of the flying body that it has at the center of flight center of gravity, time constant of the airframe, and airspeed, and outputs the amount of movement of the front wing position.

The operation of the flying body time constant setting device 15 will be described. The remaining flight time is calculated from the relative distance to the target input from the target seeker 14 and the approach speed of the target. As the calculation method, there are a method of simply using a value obtained by dividing the relative distance to the target by the approaching speed of the target, and a method of using a predicted value in consideration of deceleration of the flying speed of the flying object. The flight body induction time constant is defined by the sum of the airframe time constant, the target seeker time constant, the guidance device time constant, and the steering device time constant. Generally, if the flight guidance time constant is set to 8/10 or less of the remaining flight time, the closest distance between the target and the flight will converge to a small value.
1/10 of remaining flight time
Set to. The target seeker time constant uses a value set for filtering the seeker noise, the guidance device time constant uses a value set by the guidance command calculation speed, and the operating device time constant is a value specific to the steering device. The aircraft time constant is set to a value obtained by subtracting the target seeker time constant, the guidance device time constant, and the steering device time constant from the flying body guidance time constant within a controllable range.

The flying body aerodynamic model uses the flying mach number and the position of the center of gravity, which are created based on the aerodynamic load, the Mach number, and the air density data measured by the wind tunnel test and / or the flight test, as the input values. This is a function whose output value is the coefficient / front wing position. Whether the function is a function for interpolating the table of measurement data or an approximate expression for measurement data by algebraic formula depends on the memory capacity and calculation speed of the processing computer, and the effect of control depends on the accuracy of the function.

The induction model varies depending on the purpose of use and operational form of the flying vehicle. For example, the chemical energy of the propellant is increased by increasing the altitude during the initial acceleration period so that the flying vehicle can be used for a longer distance. Program to convert to potential energy. Further, if the control amount is large, the power source for control is wasted. Therefore, a method of increasing the induction time constant has been proposed for the purpose of reducing the control amount.

As an example of the method of calculating the current time constant, consider the case where the guidance command is output in a pulse form. By measuring the response of the aircraft to the guidance command (time until it reaches 63% of the command), the current time constant is measured. The constant can be calculated.

As a method of calculating the center of gravity position, a method of back-calculating the center of gravity position from the equation for obtaining the current time constant from the aerodynamic coefficient, the center of gravity position, the dynamic pressure, the weight, and the moment of inertia, and the angle of attack, the rudder angle, and the lift of the steering blade are obtained. There is a method of obtaining the position of the center of gravity from the angular acceleration of the aircraft and acceleration.

Next, the operation of the entire guided vehicle will be described with reference to FIGS. The center of gravity of the flying body moves from CGb to CGa due to the combustion of the propellant 5. The front wing movement control device 9 sets the front wing movement amount, and the electric servo 8
Issue a command to move the front wing 2. Electric servo 8 is front wing 2
(See FIG. 5). Due to the movement of the front wing 2, the pressure center of the entire machine moves from Pb to Pa (see FIG. 6). At this time, the distance La between the center of gravity and the center of pressure is the distance Lb before combustion of the propellant.
If the center Pb of the entire machine is controlled so as to be equal to, the static stability margin becomes equal to that before the propellant combustion. Therefore, the guided aircraft constructed as described above has a function of adjusting the center position of the pressure of all the aircraft by moving the position of the front wing. Therefore, even if the static stability margin changes due to propellant combustion or the like, the pressure center position adjusting function can adjust the static stability margin to an appropriate value, and steering can be performed at a small steering angle. Further, the center of all aircraft pressure moves forward and backward due to the change of the flight Mach number, but by moving the front wing, it is possible to reduce the change of the response amount of the airframe with respect to the unit control amount of the steering angle due to the Mach number.

Example 2. In Example 1, the airspeed measuring device, the center of gravity position estimating device, and the flying body time constant setting device were used to set the amount of movement of the front wing. However, all or part of the above device should be launched after being launched. The same operation can be expected even if the time is calculated and each output is estimated by a model that is internally provided as a function of the flight time and the initial condition and is replaced with a virtual device in the computer.

Example 3. Although the airspeed measuring device is used in the first embodiment, the same operation can be expected by using a computer that integrates the acceleration output from the inertial device with the initial airspeed as an initial value.

Example 4. In the first embodiment, the case where the estimation / setting device is individually provided inside the front wing movement control device is shown.
Similar operations can be expected even if all or part of them are processed by a single computer.

Embodiment 5. In the first embodiment, the case where the measurement / estimation / setting device is included in the front wing movement amount control device is shown.
The same operation can be expected by using all or part of the measuring / estimating / setting device for the other functions of the flying object.

Example 6. FIG. 7 is an overhead view showing an embodiment in which the outer wing 17 is used to move the front wing position. FIG. 8 is a cross-sectional view of the front wing attachment portion in this embodiment. Although the front wing is moved by the metal belt in the first embodiment, the same operation is performed using the ball screw 18 in the present embodiment.
In addition, in the case of the present embodiment, since it is only necessary to prepare a bearing in the rear portion, there is an effect that the volume required inside the flying body for the present invention can be small.

Example 7. FIG. 9 is a cross-sectional view of the front wing attachment portion in this embodiment. In the first embodiment, the front wing is moved by the metal belt, but in the present embodiment, the rack and pinion mechanism 19 is used to perform the same operation.

In each of the above embodiments, an electric servo is used as a drive unit, but a hydraulic servo, a gas servo, a ram pressure servo or the like can be used to obtain the same effect.

[0026]

As described above, according to the present invention, the static stability margin can be controlled. Therefore, the static stability margin at the time of launching a projectile can be made sufficiently large, and the flight due to disturbance at launch can be performed. Highly accurate guidance is achieved by reducing body posture fluctuation and ensuring mother machine safety at the time of separation, and by reducing the static stability margin and the control time constant during the final induction period that requires quick control. You can get a flying body. Further, since the torque for steering can be small, the size of the flying body can be reduced, and an inexpensive device can be obtained.

[Brief description of drawings]

FIG. 1 is a sectional view showing a first embodiment of the present invention.

FIG. 2 is an overhead view showing the first embodiment of the present invention.

FIG. 3 is a cross-sectional view of a front wing attachment portion showing Embodiment 1 of the present invention.

FIG. 4 is a block diagram of a front wing movement control device according to the first embodiment of the present invention.

FIG. 5 is a conceptual diagram showing the operation of the first embodiment of the present invention.

FIG. 6 is a conceptual diagram showing the operation of the first embodiment of the present invention.

FIG. 7 is a sectional view of a front wing attachment portion showing Embodiment 6 of the present invention.

FIG. 8 is an overhead view showing a sixth embodiment of the present invention.

FIG. 9 is a sectional view of a front wing attachment portion showing Embodiment 7 of the present invention.

FIG. 10 is a cross-sectional view showing a conventional flying object.

FIG. 11 is a conceptual diagram showing the operation of a conventional flying object.

[Explanation of symbols]

 1 Body 2 Front Wing 3 Drive Motor 4 Rear Wing 5 Propellant 6 Rail 7 Metal Belt 8 Electric Servo 9 Front Wing Movement Control Device 10 Airspeed Measuring Device 11 Inertial Device 12 Center of Gravity Estimator 13 Guidance Device 14 Target Seeker 15 Flight time constant setting device 16 Front wing movement amount setting device 17 Outer cylinder 18 Ball screw 19 Rack and pinion mechanism

Claims (1)

[Claims] 1. A front wing provided on the outer surface of the fuselage so as to be movable in a direction parallel to the longitudinal axis of the fuselage, a front wing drive device for moving the front wing position, and a time constant of the fuselage obtained as a function of remaining flight time. And a front wing movement amount control device for determining the front wing movement amount based on the flight speed of the flying body and the flight center of gravity position, and providing the output to the front wing drive device. Flying body.