JP2001041695A - Guided missile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a rolling control by steering wings in a simple structure by arranging the steering wings at a front part of a fuselage and stabilizing wings at a rear part, and supporting a lift surface to a flat surface including a central axis of the huselage and radially overhanging the lift surface from a surface of the fuselage to support it in a T shape. SOLUTION: The missile 31 comprises a lift surface 32 at a rear part of a body, struts 33, and steering wings 34 rotatably supported around a steering shaft perpendicular to an airframe axis. The surface 32 is fixed to a T shape by the struts 33 to constitute stabilizing wings 35. The wings 34 and 35 are mounted one by one at positions equally divided into four from an outer periphery of the fuselage. When the wings 34 take a rolling angle 6, a lift L6 is generated at each wing 34, a uniform flow is bent by ε from a longitudinal direction of the fuselarge at a rear side of each wing 34 to become an obliquely rearward direction from the longitudinal direction. Even when the surface 32 of each wing 35 is bent by the ε, no lift is generated, and a lift L7 is generated reversely to the wing 34. Since the L7 is smaller than the L6 and a rolling moment is generated in a rounding direction around a longitudinal axis, the missile 31 is rolling-controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stable wing technology for a front wing steering type guided vehicle.

[0002]

2. Description of the Related Art FIG. 11 is a conceptual view of a conventional guided flying object which is launched from a launcher toward a predetermined target.
In the figure, 1 is a guided flying object, 2 is a launcher, 3 is a target object such as an aircraft or a guided bomb, which is a threat, and 4 is a launch control device. The guided flying vehicle 1, the launcher 2, and the launch control device 4 are mounted on an aircraft, a ship, a vehicle, or the like or fixed on the ground. When the target body 3 approaches, the guidance flying object 1 is given a firing command from the launch control device 4, is separated from the launcher 2, and flies toward the target body 3.

FIG. 12 is a diagram showing components of a conventional front wing steering type guidance vehicle. In the drawing, reference numeral 5 denotes a radio wave sensor, which is disposed at the front of the guidance vehicle 1. A guiding device having a seeker 6 such as a light wave sensor, 7
Is a dome mounted on the front of the guidance vehicle 1, 8 is a stabilizer wing fixed to the rear of the guidance vehicle 1, 9 is a steering wing rotatably supported by the guidance vehicle 1, 10 Denotes a propulsion device for generating a propulsive force on the guidance flying vehicle 1.

[0004] Each component of such a guided flying vehicle 1 operates as follows. The stabilizing wing 8 and the steering wing 9 are respectively provided on the outer periphery of the fuselage of the guided flying vehicle 1 when viewed from the machine axis direction.
A total of four pieces are mounted as a set at each position where they are equally divided, and the guided flying object 1 is stabilized by the stabilizer wing 8 and the steering wing 9.
Posture stability is ensured. The dome 7 is formed of a material that transmits radio waves and light waves, and functions to protect the seeker portion 6 of the guidance device 5 and reduce the air resistance of the guidance flying object 1.

FIG. 13 is a diagram showing a configuration of a conventional control system for guiding the guided flying object 1 to a target object and stabilizing the attitude of the aircraft. In the figure, 11 is an inertial device, 1
Reference numeral 2 denotes a navigation calculation circuit, reference numeral 13 denotes a gain calculation circuit, reference numeral 14 denotes a steering angle command calculation circuit, and reference numeral 15 denotes a steering blade driving device for rotating the steering blade 9.

Next, the operation of the control system will be described. The guidance flying object 1 is provided with target information indicating the position, speed, and the like of the target 3 from the launch control device 4 at the time of firing. After the launch, the guidance device 5 searches for the target body 3 based on the target information, and the seeker unit 6 supplements and tracks the target body 3. Further, the guidance device 5 estimates the rate of change of the line-of-sight angle formed between the guidance flying object 1 and the target body 3 and indicates the guiding direction and the target speed of the guidance flying object 1 to the target body 3. Generate a target guidance signal. In the inertial device 11, the guided flying object 1 is controlled by an inertial sensor unit provided therein.
Angular velocity and acceleration are measured, and the measurement results are used as inertial information signals as a navigation calculation circuit 12 and a steering angle command calculation circuit 14.
Is output to The navigation calculation circuit 12 calculates an acceleration command and an angular velocity command necessary for guidance based on a target guidance signal from the guidance device 5 and an inertial information signal from the inertial device 11. When the guided vehicle 1 is launched from the launcher 2, the inertial device 11 is given the initial position and the initial velocity of the guided vehicle 1 from the launch control device 4. In the inertial device 11, based on the initial position and velocity, and the angular velocity and acceleration of the guided flying object 1 measured by the internal inertial sensor unit after launch, the position and speed of the guided flying object 1 are calculated by a calculation unit provided therein. Is calculated. Further, the gain calculation circuit 13 calculates an autopilot system gain according to the position and the speed calculated by the inertial device 11. The steering angle command calculation circuit 14 calculates an acceleration deviation from the acceleration command given from the navigation calculation circuit 12 and the measurement data of the acceleration given from the inertial device 11, and calculates the autopilot system calculated by the gain calculation circuit 13 based on the deviation. A steering angle command for realizing a predetermined navigation until the guidance vehicle 1 meets the target 3 is calculated based on the product of the multiplication by the gain and the angular velocity given by the inertial device 11 based on the result of the multiplication. I do. This steering angle command is output to the steering wing driving device 15, and the steering wing 9 is steered to obtain a required steering angle in the guided flying object 1.

Next, the roll control of the conventional front wing steering type guided flying object 1 will be described. FIGS. 14A and 14B are diagrams for explaining the behavior when the conventional front wing steering type guided flying object 1 takes a roll rudder. FIG. 14A is a side view, and FIG. 14B is a rear view. Assuming that the steering wing 9 is steered clockwise (in the direction of arrow A) when viewed from the outside of the fuselage, for example, the steering wing 9 has a lift L
1 occurs. Since the roll rudder takes two or all four steering wings facing each other across the fuselage in the same direction and has the same steering angle, the lift generated on the two steering wings facing each other across the fuselage is large. In the same direction but in the opposite direction, ie forming a couple,
In this example, as shown by an arrow A in FIG. 14B, a clockwise roll moment is generated when viewed from the rear of the fuselage.

At this time, when the steering wing 9 generates a lift, a down flow occurs in the rearward direction as shown in FIG. 14 (a) as shown in FIG.
Is bent only in the direction indicated by the arrow e. As a result, the stable wing 8 disposed behind the steering wing 9 has taken the angle of attack by the blow-down angle ε, and generates a lift L2 (dashed arrow). A counterclockwise roll moment is generated when viewed from the rear of the aircraft, as indicated by the dashed arrow.

In the case of a wing having a small aspect ratio such as used in a guided flying vehicle, the steering angle of the steering wing 9 and the blow-down angle ε are substantially the same, and the roll moment generated by the steering wing 9 and the stable wing The roll moments generated in step 8 cancel each other, and even if the roll steering is performed, almost no roll moment is generated to rotate the guided flying object 1.

[0010] Since the guided flying object has a small inertia rate around the axle, a large roll rate is generated even by a small disturbance torque received during the flight. Rate sensors used in inertial devices tend to saturate at roll rates above a certain value, and once such a condition occurs, the guided flying vehicle becomes uncontrollable. In order to avoid such a situation, the guided flying vehicle requires some means for attenuating the roll rate. This can be realized by roll steering by an autopilot, but as described above, in a front wing steering type guided flying vehicle, there is almost no moment to rotate the fuselage by the roll rudder, so other means are required .

FIG. 15 shows an example of a means for attenuating the roll rate in a front wing steering type guided vehicle. In the figure, reference numeral 16 denotes a body shell, and 17 denotes a bearing. The steering wing 9 is attached to the fuselage of the guidance flying vehicle 1 so as to be rotatable around the axle via a bearing 17 attached to a fuselage outer cylinder 16. As described in FIG.
When a roll rudder is set by the steering blade 9, a clockwise roll moment indicated by an arrow key is generated on the steering blade 9, and a counterclockwise roll moment indicated by a broken arrow C is generated on the stable blade 8. However, since the stabilizer 8 is attached to the guidance vehicle via the bearing 17, the stabilizer 8 only rotates in the direction indicated by the dashed arrow C, and the roll moment of the stabilizer 8 is applied to the guidance vehicle 1. I don't get it. Therefore, the guided flying object 1 can attenuate the roll rate of the aircraft by the roll moment of the steering wing 9.

FIG. 16 shows an example of another means for attenuating the roll rate in a guided vehicle of the front wing steering system. In the drawing, reference numeral 18 denotes an auxiliary wing, which is rotatably attached to the stabilizer wing 9 via a hinge 19,
0 keeps it in neutral position. Reference numeral 21 denotes a wind turbine, which is attached so as to be rotatable around an axis perpendicular to the wing surface of the auxiliary wing 18.

While the guided flying object 1 is flying, the windmill 21 rotates at a high speed in the direction of the arrow due to the action of the air flow.
At this time, when a clockwise roll rate is generated as viewed from the rear as indicated by the arrow U, a gyro moment is generated in the windmill 21 in the direction indicated by the arrow. Due to the gyro moment, the auxiliary wing 18 rotates around the hinge 19 by the angle δ proportional to the roll rate in the direction indicated by the arrow S, and the stable wing 8 generates an additional air force L3 proportional to the rotation angle δ. Due to this additional aerodynamic force, a roll moment indicated by an arrow is generated in the guided flying object 1, which is a moment for attenuating the roll rate. Therefore, the guided flying object 1 can attenuate the roll rate of the aircraft by this damping moment without performing roll steering.

Next, a description will be given of a guided flying object which is separated from an aircraft in flight and is made to fly toward the rear of the aircraft. FIG. 17 is a diagram showing the behavior of a guided flying object that is launched from the base unit and flies backward. In the figure, 22 is a guided flying object that can be launched backward, 23 is a base unit, 24 is a target object such as an aircraft or a guided bomb behind the base unit 23, and 25 is a guided flying unit 2
2 is, for example, fired backward from the mother aircraft 23 in flight at the speed V0, and is flying at the speed Vb toward the rear of the aircraft, 26 is a state in which the propulsion device 10 is ignited, and the guidance flying vehicle 22 is 27 indicates a stage in which the guidance flying object 22 is flying at a speed Va heading forward of the fuselage.

After it is confirmed that the target body 24 poses a threat to the base unit 23, the guided flying object 22 fired from the base unit 23 is moved to a stage 25 before the propulsion device 10 is ignited.
As described above, the aircraft flies at the flying speed Vb heading rearward of the aircraft, which is almost the same as the speed V0 of the mother machine 23. Thereafter, when the propulsion device 10 is ignited, an initial stage 26 having a speed Vc toward the rear of the vehicle is passed. Thereafter, the guidance flying body 22 is accelerated, and finally reaches the target body 24 at a stage 27 having a flying speed Va heading forward of the aircraft. During this process, the guided flying vehicle 22 goes through steps 25 and 26 having a velocity toward the rear of the aircraft, which is an aerodynamically unstable velocity region.

FIG. 18 is a diagram showing the aerodynamic moment acting on the conventional guided flying object 22, and FIG.
FIG. 18B shows a case of flying forward of the aircraft, and FIG. 18B shows a case of flying backward of the aircraft. In FIG. 18 (a), Va is the velocity vector of the guided flying vehicle 22 in the stage 27 of flying forward the aircraft, α is the angle of attack with respect to the airflow around the aircraft, L4 is the lift of the steering wing 9, and Xc1 is the center of gravity G1. Distance of the steering wing 9 to the aerodynamic center, L5 is the lift of the stable wing 8, Xc2 is the distance from the center of gravity G1 to the aerodynamic center of the stable wing 8, and Ma is the step of flying forward of the aircraft 27.
In the case of (1), the rotational moment around the center of gravity G1, Vair indicates the velocity vector of the airflow (airspeed).

In the stage 27 having the speed Va at which the guidance flying vehicle 22 moves toward the forward of the aircraft, the steering wing 9 is required to secure aerodynamic static stability, for example, as shown in the following equation (1) at the angle of attack α. Lift L4, distance Xc from center of gravity G1
1. Lift L5 of stable wing 8 and distance Xc from center of gravity G1
In view of the relationship with 2, a configuration is made such that a head-down moment Ma for reducing the angle of attack α is generated on the dome 7 side. (Moment is positive.)

[0018]

(Equation 1)

That is, even if disturbance such as a change in the direction of the airflow due to the turbulence of the airflow around the airframe acts to generate the angle of attack α, a moment Ma for canceling the angle of attack α is generated, and the static stability of the airframe 4 against the airflow is improved. Can be secured. At this time, the aerodynamic center of the guidance flying object 22 is located downstream of the center of gravity G1 with respect to the airflow.

On the other hand, immediately after the launch from the base unit 23, the guided flying object 22 enters a stage 25 having a velocity toward the rear of the aircraft. Here, assuming that the steering wing 9 does not operate when the guidance flying vehicle 22 takes the angle of attack α, step 27
As in the case of the guided flying vehicle 22 in FIG.
And the lift L5 of the stable wing 8 are generated. In this case, if the positions of the centers of gravity are substantially the same, a moment is generated by the lift as in the case of the step 27, but the moment Mb is expressed by the following equation (2).
On the side, and acts in a direction to further increase the angle of attack α.

[0021]

(Equation 2)

As a result, it is difficult to maintain the attitude with respect to the airflow using only the steering wing 9 and the stable wing 8, and it is necessary to constantly generate a moment for canceling the moment caused by the angle of attack α by using the steering wing 9. At this time, the center of aerodynamic force of the guidance flying object 22 is located upstream of the center of gravity G1 with respect to the airflow.

Next, another conventional example relating to a guided vehicle capable of rearward launch described in, for example, Japanese Patent Publication No. 2912368 will be described. 19A and 19B show a conventional flying object capable of rearward launching. FIG. 19A shows a case of flying backward of the aircraft, and FIG. 19B shows a case of flying forward of the aircraft. In the figure, reference numeral 28 denotes a stable wing which is a developing wing, 29 denotes a differential pressure sensor which is supported outside the fuselage substantially parallel to the machine axis and detects a pressure difference (total pressure difference) before and after, and 30 denotes an output of the differential pressure sensor 29. , A differential pressure detector that detects a flight direction and issues a deployment command to deploy the stable wing 28, G2 indicates the center of gravity of the aircraft located between the stable wing 28 and the steering wing 9, and the other components are the same as those in FIG. Things.

Next, the operation of the guided flying object will be described. In the early stage when the guided flying object 22 is fired backward from the base unit 23, the propulsion device 10 causes the front of the aircraft (FIG. 1).
9 (a) (left direction), the mother machine 23 originally travels behind the flying body 22 (right direction in FIG. 19 (a)), and the flying body 22 also coasts. While flying backward by force, the air current Vair is flowing in the direction of the arrow in FIG. At this time, the stable wing 28 is folded, and the generated lift is smaller than that at the time of deployment. Since the center of aerodynamic force is located downstream of the center of gravity G2 with respect to the airflow due to the balance between the stable wing 28 and the steering wing 9, the aerodynamic Static stability is maintained.

On the other hand, when the backward speed decreases and the pressure difference between the front and rear at the differential pressure sensor 29 reverses, that is, when the flying direction changes from the rear of the aircraft to the front of the aircraft, the differential pressure detector 3
A deployment command is issued from 0, the stabilizer wing 28 is deployed, and the center of aerodynamic force shifts to the rear of the aircraft with respect to the center of gravity G2, that is, to the left in FIG. 19 (b) due to the balance between the stabilizer wing 28 and the steering wing 9. At this time, the airflow Vair is flowing in the direction of the arrow in FIG. 19B, and the center of aerodynamics is located downstream of the center of gravity G2 with respect to the airflow (on the side of the stable blade 28), so that aerodynamic stability is achieved.

That is, the steering wing 9 having a wing area necessary for arranging the center of aerodynamic force in front of the fuselage with the stable wing folded with respect to the center of gravity G2 of the flying object 22 is provided. Flying object 2 fired backward
While the vehicle 2 is moving backward, the airflow flows from the rear of the flying body 22 to the front, and the center of aerodynamic force is located downstream of the center of gravity G2, so that aerodynamic stability can be achieved. Further, when the airspeed of the flying object 22 becomes zero, this is detected and the stabilizing wing 28 is deployed, so that the flying object 22 turns forward and the airflow is increased.
Even if the aircraft 2 flows from the front to the rear, the aerodynamic center of the flying body 22 moves backward with respect to the airflow from the center of gravity G2, so that the aerodynamic center is located downstream of the center of gravity G2 and is aerodynamically stable. Can be.

Further, the conventional guided flying vehicle 22 capable of rearward launch shown here becomes a front wing steering when flying at a speed heading forward of the fuselage, and has the same roll control as the conventional guided flying vehicle 1. Cause problems.

[0028]

However, the following problems have been encountered in the front wing steering type guided vehicle.

When roll steering is performed by the front wing steering wings, opposite roll moments substantially equal to the roll moments generated on the steering wings are generated on the stable wings and cancel each other, so that the roll rate may be attenuated by steering. There was a problem that it was not possible.

Further, in the flying object using means such as the first conventional example shown in FIG. 15, the structure is complicated because it includes a movable part, and the roll position of the steering wing and the stable wing is not constant. However, there is a problem that complicated aerodynamic interference occurs between the steering wing and the stable wing.

Further, in the flying object using means such as the second conventional example shown in FIG. 16, there is a problem that the thickness of the stabilizing wing is increased and the air resistance is increased due to the necessity of providing a windmill. . Further, there is a problem that the damping moment generated by this is not so large that the roll rate is not sufficiently damped completely.

In the case of a guided flying vehicle separated from an aircraft in flight and flying toward the rear of the aircraft, the flying speed in the flying process is changed from the rear of the aircraft (negative speed) to the front (positive speed). Speed), there was the following problem.

In the third prior art guided flying vehicle 22 shown in FIG. 18, while flying backward, the angle of attack α is increased by the balance between the lift acting on the steering wing 9 and the stable wing 8 respectively. There is a problem in that a head-lifting moment is generated and an aerodynamically unstable state occurs, making it difficult to secure the attitude of the aircraft.

Further, the flying object 22 using the deployable wings as in the fourth conventional example shown in FIG. 19 has the following problem. Since the stable wings generate a certain amount of lift even when folded, it requires larger steering wings to ensure static stability when flying at the speed toward the rear of the aircraft than when there are no stable wings . In such a case, in order to secure static stability while flying at the speed ahead of the fuselage, it is necessary to increase the deployed stable wing area, and the large stable wing must be folded very compactly was there.

Further, when flying at a forward speed, there is a problem that the roll rate cannot be attenuated by steering, as in the case of a guidance vehicle of the front wing steering system.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to obtain a guided flying object capable of roll control without any additional mechanism in a guided vehicle of a front wing steering system. It is another object of the present invention to obtain a guided flying object that can secure a more stable flying in all speed ranges from the rear of the aircraft to the front.

[0037]

According to a first aspect of the present invention, there is provided a guided flying vehicle including a steering wing disposed at a front portion of a fuselage, a lift surface parallel to a plane including a fuselage center axis, and a lift surface provided on the fuselage. It has a column that protrudes from the surface in the radial direction of the fuselage and supports it in a T-shape, and includes a stabilizer wing disposed at the rear of the fuselage.

[0038] The guided flying object according to the second invention is the first flying object.
In the invention, the strut has a circular cross section.

The guided flying object according to the third invention is the first flying object.
In the invention of the fifth aspect, the stable wing has a plurality of lift surfaces arranged in a radial direction in order to increase the lift to form a double leaf.

[0040] The guided flying object according to the fourth invention is the first flying object.
In the invention of the above, the stabilizer wing has a mechanism for rotating the column in the machine axis direction and retracting it to a position in contact with the fuselage surface, separated from the aircraft in flight, and flying toward the rear of the aircraft. .

According to a fifth aspect of the present invention, there is provided a guided flying vehicle comprising: a steering wing disposed at a front portion of a fuselage; a lift surface having a cross section of a quarter arc having the same radius as that of the fuselage;
It has a column that projects the lifting surface in the fuselage radial direction and supports it in a T-shape, and a mechanism that rotates this column in the machine axis direction and retracts it to a position where it comes into contact with the fuselage surface. It has wings.

The guided flying object according to the sixth aspect of the present invention is
In the invention, the stable wing has an offset angle raised on the nose side with respect to the airflow, and is deployed by aerodynamic force when the guided flying vehicle is directed forward, and the offset angle is set to 0 when deployment is completed. It is provided with a mechanism for fixing by pressing.

[0043]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 is a diagram showing components of a guided flying object 31 in this embodiment. In the figure, reference numeral 32 denotes a lift surface provided at the rear of the fuselage, reference numeral 33 denotes a column, reference numeral 34 denotes a steering wing rotatably supported around a steering axis perpendicular to the machine axis.
Thus, the stable wing 35 is fixed to the fuselage in a T-shape. One or more columns may be provided, but the area of the columns is made sufficiently smaller than the area of the steering wing, which is the front wing. Steering wing 3
The four stabilizer wings 35 are mounted as a set of four pieces each at each position that divides the fuselage outer periphery of the fuselage into four equal parts when viewed from the machine axis direction.

As in the case described with reference to FIG.
When the roll 4 takes the roll steering angle δ, a lift L1 is generated in the steering blade 34, and the uniform flow is bent by ε from the direction of the arrow S behind the steering blade 34 by blowing down, and becomes the direction of the arrow C. Since the lift surface 32 of the stabilizing wing 35 is parallel to the plane where the arrow S and the arrow C extend, even if the air current is bent down by ε by blowing down, no lift is generated due to it. An angle of attack is generated on the support 33 by ε, and the lift L7 is generated in the direction opposite to that of the steering wing 34. However, as described above, since the area of the column is sufficiently smaller than the area of the steering wing, which is the front wing, L7 is sufficiently smaller than L6, and a roll moment is generated in the guidance flying object 31 in the direction of the arrow S. The roll moment of the guidance flying object 31 can be controlled by the roll moment. Further, the main lift generated by the stable wing 35 does not generate a bending moment on the column 33, so that the strength is more advantageous than the conventional wing.

Embodiment 2 FIG. 2 is a diagram showing components of the guidance flying vehicle 36 in this embodiment. In the figure, reference numeral 37 denotes a column, and the shape of a cross section parallel to the lift surface 32 forms a circle. Other components are the same as those of the first embodiment.

Guided flying object 3 in this embodiment
Roll control 6 will be described. As in the case described with reference to FIG. 1, when the steering blade 34 takes the roll steering angle δ, a lift L1 is generated in the steering blade 34, and the uniform flow is blown down to remove the steering blade 3
At the rear of 4, it is bent by ε from the direction of the arrow, and becomes the direction of the arrow. Since the lift surface of the stable wing 35 is parallel to the plane formed by the arrows and the arrows, even if the airflow is bent down by ε by blowing down, no lift is generated due to it. In addition, prop 37
Has a circular cross section, and no lift is generated even if the angle of attack is generated by ε. Therefore, almost no moment is generated on the column 37 so as to cancel the roll moment generated by the steering blade 34, and the first embodiment is applied to the same steering angle δ.
Can generate a larger roll moment than the guided flying object 31 of FIG.

Embodiment 3 FIG. 3 is a diagram showing components of the guidance vehicle 38 in this embodiment. In the figure, reference numeral 39 denotes a lift surface provided at the rear of the fuselage;
Is a support, and a plurality of lift surfaces 39 are provided in the fuselage radial direction, and are fixed to the fuselage in a T-shape by the support 40 to form a stable wing 41. Other components are the same as those of the first embodiment. Compared with the guided flying object of the first embodiment, the guided flying object of the present embodiment increases the lift generated by the stable wings 41 by the increased number of lift surfaces 39.

As described with reference to FIG. 18, the steering wings 3
It is necessary to balance the lift of the stabilizer 4 and the lift of the stabilizer 41, and if it is necessary to increase the lift generated by the stabilizer 41, the area of the stabilizer 41 must be increased. FIG. 4A is an example of a lift surface constituting the stable wing 41. When increasing the area of one lift surface, there are a method 1 for increasing the blade width, that is, the value of b in the figure, and a method 2 for increasing the chord, that is, the value of c in the figure. FIG. 4B is an example of a result obtained by calculating the relationship between the area magnification and the lift magnification based on the three-dimensional wing theory.
The horizontal axis indicates the area ratio, and the vertical axis indicates the lift ratio. Method 1 above
According to the method described above, if the area is increased, the lift is correspondingly increased. However, according to the method 2, even if the area is increased, the corresponding lift cannot be obtained.

However, when the wing width of the lift surface of the guided flying object according to the first embodiment is increased, the stable wings at positions rotated by 90 degrees interfere with each other, so that the length of the column must be increased. Increasing the length of the support increases the weight and resistance of the guided flying object, causing a problem that performance is deteriorated.
In the guided flying object according to the embodiment of the present invention, such a problem does not occur because a large increase in the lift surface area can be obtained by a slight increase in the length of the support.

Embodiment 4 FIG. 5 is a diagram showing components of the guided flying object in this embodiment. In the figure, reference numeral 42 denotes a guided flying vehicle separated from an aircraft in flight and made to fly toward the rear of the aircraft, 43 denotes a lift surface provided on the rear part (right side in the figure) of the aircraft, and 44 denotes a column. The lift surface 43 is fixed to the fuselage in a T-shape by a support column 44 to form a stable wing 45. Reference numeral 46 denotes a rotating hinge, and the column 44 has a structure rotatable around the rotating hinge 46. 47 is a spring having one end fixed to the body and the other end fixed to the support 44, 48 is a solenoid, 49
Is a rod, and 50 is a flying direction determiner. Stable wing 4
5. A total of four steering blades 34 are mounted as a set at each position where the outer periphery of the fuselage of the fuselage is divided into four equal parts when viewed from the machine axis direction.

Next, the operation of the stable wing in this embodiment will be described. 6A and 6B are diagrams for explaining the operation of the stabilizing wing 45. FIG. 6A shows the case where the guided flying object 42 flies at the speed toward the rear of the aircraft, and FIG. Indicates when to fly. While the guided flying body 42 is carried by the base unit 23 and flies at a speed toward the rear of the aircraft, the stabilizer 47 exerts a compressive force counterclockwise against the rotating hinge 46 against the rotating hinge 46 by a spring 47. It is generated and fixed at the position shown in FIG. The lift surface 43 of the stable wing 45 is in contact with the fuselage, and a large lift is not generated because the airflow cannot freely flow around the lift surface. In this flying state, static stability is ensured by the lift of the steering wing 34, and the guided flying body 42 flies stably.

When it is determined by the flying direction determiner 50 that the speed of the guidance flying object 42 has reached the forward speed of the aircraft, a wing deployment command is issued by the flying direction determiner 50 and the solenoid 48 is energized. While the rod 49 is extended and the spring 47 is extended, the strut 44 is pushed to a position where the line connecting both ends of the spring 47 passes through the rotating hinge 46, and the spring 47 compresses the rotating hinge 46 clockwise against the rotating hinge 46 in the figure. A force is generated, and the compression force causes the stable wing 45 to rotate and expand in the direction indicated by the arrow in FIG. 6B, and is fixed to the position shown by the solid line in FIG. Is done. In this flying state, the stable wing 45
And the lift characteristics of the steering wing 34,
Since the lift of the stable wing is superior, static stability is ensured, and the guided flying object 42 flies stably.

Embodiment 5 FIG. 7 is a diagram showing components of the guided flying object 51 in this embodiment. In the figure, reference numeral 52 denotes a lift surface provided on the rear part (right side of the figure) of the fuselage, and its cross-sectional shape by a plane perpendicular to the machine axis is a quarter of a circle substantially equal to the fuselage diameter. Other components are the same as those of the guided flying object of the fourth embodiment.

Next, the operation of the stable wing in this embodiment will be described. 8A and 8B are diagrams for explaining the operation of the stabilizer wing 45. FIG. 8A shows the case where the guided flying object 51 flies at the speed toward the rear of the aircraft, and FIG. Indicates when to fly. While the guided flying object 51 is being carried by the base unit 23 and flying at a speed toward the rear of the aircraft, the stabilizer wing 45 is in the position shown in FIG.
It is fixed at the position shown in FIG. The lift surface 52 of the stabilizer wing 45 is in close contact with the fuselage, and the lift surface does not generate any lift. In this flying state, the steering wings 34
As a result, static stability is ensured by the lift force, and the guided flying object 51 flies stably.

When it is determined that the speed of the guided flying object 51 has reached the speed directed toward the front of the aircraft, the stable wing 45 as shown in FIG. 8 (b) is similar to the guided flying object of the fourth embodiment of the present invention. Is deployed, static stability is ensured by the balance between the steering wing 34 and the stable wing 45, and the guided flying object 51 flies stably.

Furthermore, since the stable wing does not generate any lift when flying at the speed toward the rear of the aircraft, static stability can be secured with a smaller steering wing than the guided flying body in the fourth embodiment of the present invention, and as a result, Static stability when flying at a speed toward the forward of the fuselage can be ensured with smaller stabilizer wings, and the resistance can be reduced as compared with the guidance flying vehicle in the fourth embodiment of the present invention.

Embodiment 6 FIG. FIG. 9 is a diagram showing components of the guidance flying vehicle 53 in this embodiment. In the figure, reference numeral 54 denotes a lift surface provided on the rear part (right side in the figure) of the fuselage, and 55 denotes a support. The lift surface 54 is fixed to the fuselage by a support 55 in a T-shape to form a stable wing 56. 5
Reference numeral 7 denotes a rotating hinge fixed to the machine body, and the column 55 has a structure that can rotate around the rotating hinge 57. Reference numeral 58 denotes a link, 59 denotes a spring, 60 denotes a fulcrum fixed to the body, 61 denotes a stopper, and the link 58 is rotatably supported around the fulcrum 60. In addition, the link 58 and the support column 55 rotate relative to each other through a rotation hinge. The stable wings 56 and the steering wings 34 are mounted as a set of four pieces each at each position that divides the outer periphery of the fuselage 4 into four when viewed from the machine axis direction.

Next, the operation of the stable wing in this embodiment will be described. FIG. 10 is a diagram for explaining the operation of the stabilizer wing 56. FIG. 10A shows a case where the guidance flying object 53 flies at a speed toward the rear of the aircraft.
(C) shows a case in which the airplane flies at a speed heading forward. As shown in FIG. 10 (a), while the guided flying vehicle 53 is carried by the base unit 23 and flies at a speed toward the rear of the aircraft, the stabilizer wing 56 is mounted at an angle θ raised on the nose side. I have. The stabilizing wing 56 is stopped by a spring 59 and an aerodynamic force F generated by the angle θ.
It is fixed at position 1. In this flying state,
The stable wing 56 is in contact with the fuselage, and
Similarly, large lift is not generated, and static stability is ensured by the lift of the steering wing 34, so that the guided flying object 53 flies stably.

When the flying speed of the flying guide 53 changes from the direction toward the rear of the aircraft to the direction toward the front of the aircraft,
As shown in FIG. 10B, the lift surface 54 has an angle θ with respect to the airflow.
And a lift L8 is generated on the lift surface 45. Due to this lift L8, the strut 55 of the stable wing 56 rotates in the direction of arrow H. During this time, the lift surface 54 maintains the angle θ with respect to the airflow.

When the support 55 of the stabilizing wing 56 rotates to the position where it hits the link 58, that is, the position shown by the solid line in FIG. 10B, the link 58 is rotated by the support 55 in the direction of the arrow, and the link 58 in FIG. It is fixed by the spring 59 at the position shown by the solid line. At this time, the lift surface 54 becomes parallel to the airflow, and the deployment of the stable wing ends. In this flying state, the balance between the lift characteristics of the stable wings 56 and the lift characteristics of the steering wings 34 enhances the lift of the stable wings, so that static stability is ensured and the guided flying vehicle 53 flies stably.

As described above, in the guided flying object of this embodiment, the stable wing can be automatically deployed depending on the flying direction without any flying direction judgment device or power for deployment. .

[0062]

Since the guided flying object according to the present invention is constituted as described above, the following effects can be obtained.

According to the first, second, and third aspects of the present invention, roll control can be performed by the steering wings without using any special mechanism in the guided wing of the front wing steering system.
In addition, since no additional movable part is required, the structure is simple and the size and weight can be reduced.

According to the fourth, fifth, and sixth aspects of the invention, a guided flying vehicle capable of rearward launching can fly stably while its flying speed changes from the rear of the aircraft to the front of the aircraft. In addition, when flying at a forward speed, the roll control can be performed by the steering wings in spite of the front wing steering method.

According to the sixth aspect of the present invention, in a guided flying object capable of rearward launch, the aerodynamic characteristics are automatically adjusted according to the direction of the flying speed without using a sensor for detecting the flying speed or direction. Can be changed to let it fly stably.

[Brief description of the drawings]

FIG. 1 is an embodiment of a guided flying object according to the present invention.
FIG.

FIG. 2 is a configuration diagram showing a second embodiment of a guided flying object according to the present invention.

FIG. 3 is a configuration diagram showing a third embodiment of a guided flying object according to the present invention.

FIG. 4 is a diagram showing characteristics of a lift surface according to a third embodiment of the present invention.

FIG. 5 is a configuration diagram showing a fourth embodiment of a guided flying object according to the present invention.

FIG. 6 is a diagram illustrating an operation of a stable wing according to Embodiment 4 of the present invention.

FIG. 7 is a configuration diagram showing Embodiment 5 of a guided flying object according to the present invention.

FIG. 8 is a diagram illustrating an operation of a stable wing according to Embodiment 5 of the present invention.

FIG. 9 is a configuration diagram showing a sixth embodiment of the guided flying object according to the present invention.

FIG. 10 is a diagram illustrating an operation of a stable wing according to a sixth embodiment of the present invention.

FIG. 11 is a diagram showing the concept of a conventional guided flying object system.

FIG. 12 is a configuration diagram showing a conventional guided flying object.

FIG. 13 is a configuration diagram of a conventional control system for a guided flying object.

FIG. 14 is a diagram illustrating roll control of a conventional guided flying object.

FIG. 15 is a configuration diagram showing a second conventional guided flying object.

FIG. 16 is a configuration diagram showing a third conventional guided flying object.

FIG. 17 is a view showing the behavior of a guided flying vehicle capable of being fired backward.

FIG. 18 is a configuration diagram showing a fourth conventional guided flying object.

FIG. 19 is a configuration diagram showing a fifth conventional guided flying object.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Conventional guidance flying object 2 Launcher 3 Target object 4 Launch control device 5 Guidance device 6 Seeker part 7 Dome 8 Stability wing 9 Steering wing 10 Propulsion device 11 Inertial device 12 Navigation calculation circuit 13 Gain calculation circuit 14 Steering angle command calculation circuit DESCRIPTION OF SYMBOLS 15 Steering wing drive device 16 Fuselage cylinder 17 Bearing 18 Auxiliary wing 19 Hinge 20 Spring 21 Windmill 22 Conventional flying body that can be launched backward 23 Base unit 24 Target body 25 Flying at the speed Vb toward the rear of the aircraft 26 Rear of the aircraft Stage at which the aircraft flies at a speed Vc toward the aircraft 27 stage at which the aircraft flies at a speed Va toward the front of the fuselage 28 deployment wing 29 differential pressure sensor 30 differential pressure detector 31 guide vehicle 32 lift surface 33 prop 34 steering wing 35 stable wing 36 Guide flying vehicle 37 Prop 38 Guide flying vehicle 39 Lifting surface 40 Prop 41 Stable wing 42 Guide flying body 43 that can be fired backward 43 Lifting surface 44 Post 45 Stabilizing wing 46 Rotating hinge 47 Spring 48 Solenoid 49 Rod 50 Flying direction determiner 51 Guide flying vehicle 52 Lifting surface 53 Guide flying vehicle 54 Lifting surface 55 Prop 56 Stabilizing wing 57 Rotating hinge 58 Link 59 Spring 60 Support point 61 Stopper

Claims (6)

[Claims] 1. A steering wing disposed at a front portion of a fuselage, a lift surface parallel to a plane including a fuselage center axis, and a column that supports the lift surface in a T-shape by projecting from the fuselage surface in a fuselage radial direction. And a stabilizing wing disposed at a rear portion of the airframe. 2. The guidance vehicle according to claim 1, wherein the support has a circular cross section. 3. The guided flying object according to claim 1, wherein the stable wing has a plurality of lift surfaces arranged in a radial direction to increase lift. 4. The stabilizing wing has a mechanism for rotating a strut in an axle direction and retracting the strut to a position in contact with a fuselage surface, so that the wing can be separated from a flying aircraft and fly toward the rear of the aircraft. The guided flying object according to claim 1, characterized in that: 5. A steering wing disposed at the front of the fuselage, a lifting surface having a quarter-arc cross-sectional shape equal to the radius of the fuselage, which is in close contact with the fuselage surface when retracted, and extending the lifting surface in the fuselage radial direction. A guide wing having a T-shaped support and a mechanism for rotating the support in the direction of the aircraft axis and retracting it to a position in contact with the fuselage surface, and having a stabilizer wing disposed at the rear of the aircraft. . 6. The stable wing has an offset angle raised on the nose side with respect to an airflow, and is deployed by aerodynamic force when the guided flying vehicle is directed forward, and the offset angle is reduced to 0 when deployment is completed. 5. The guided flying object according to claim 4, further comprising a mechanism for fixing the guided flying object.