JP2001201300A - Guidance missile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a bipennate steering guidance missile that can be guided to a target by stably controlling a body, even if aerodynamic interference is generated from a front wing to a rear wing by bipennate steering. SOLUTION: The value of guidance roll moment to a rear wing from the value of a steering command of a front wing is estimated, and the output of a front/back wing aerodynamic interference compensating operation part 11 for calculating roll steering in the opposite direction is added to the output of the roll control operation part of the body for use as the miner loop of roll control, according to a value outputted from a dynamic pressure operation part 10 for obtaining a dynamic pressure where the missile is exposed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a guided flying object flying toward a target object.

[0002]

2. Description of the Related Art First, a conventional guided flying object will be described with reference to FIG. In the figure, 12 is a guided flying object,
13 is a front wing and 14 is a rear wing. Front wing 13 has one axis and 18
The three axes on the opposite side of 0 degrees are directly connected and perform the same movement. Similarly, the four axes 180 degrees opposite to the two axes of the front wing 13 are directly connected and perform the same movement. Each of the rear wings 90
One axis, two axes, three axes, and four axes at the angle intervals are independently controlled. The front wing 13 and the rear wing 14 of each axis are located on the same straight line.

In the above configuration, the guided flying object 1 operates the front and rear wings toward the target object to approach the target object.

Next, a specific configuration and operation of a conventional guided flying object will be described. FIG. 5 is a configuration diagram of a conventional attitude control of a guided flying object, wherein 1 is an acceleration command generation circuit, 2 is an attitude angle command generation circuit, 3 is a pitch / yaw control calculation unit, 4 is a roll control calculation unit, and 5 is a roll control calculation unit. Is a steering angle synthesis operation unit, 6
Denotes a steering device controlled by an electric motor, 7 denotes the body motion of the flying object due to the operation of the wing, and 8 and 9 denote inertia devices provided with a body acceleration sensor and a pitch / roll rate sensor.

Next, the operation will be described with reference to FIGS. The flying object keeps its flight path by the acceleration command while maintaining the attitude by the attitude angle command.
The acceleration command is input to the pitch / yaw control calculation unit 3, performs control for minimizing the deviation from the acceleration of the vehicle, and outputs the pitch / yaw steering angle. Here, the angular velocity of the aircraft is used as an input to a minor loop of acceleration control in order to improve the response of acceleration.

On the other hand, the attitude angle command is given to maintain the attitude angle of the body in the roll direction at a predetermined angle. The attitude angle command is input to the roll control calculation unit 4, performs control to minimize the deviation from the body roll attitude angle, and is output as a roll steering angle. Here, the roll angular velocity of the fuselage is used as an input to a minor loop of attitude angle control in order to improve the response of acceleration.

Next, the pitch / yaw steering angle and the roll steering angle are input to the steering angle synthesizing operation unit 5 and are converted into respective axial components of the front wing 13 and the rear wing 14, and each steering device 6 is used as a steering angle command. Is input to

The control circuit of each steering device 6 is configured as shown in FIG. 6. The steering angle command is amplified by a steering angle control amplifier 15 with a constant gain to a deviation from the actual steering angle.
It becomes a speed reference signal of the electric motor 21 for moving the control surface,
The deviation from the rotational speed feedback signal of the electric motor 21 is amplified by the steering angular velocity control amplifier 17 having a constant gain, and becomes a current reference signal of the electric motor control power amplifier 20. The output of the electric motor 21 can be obtained by the reduction gear 22 to obtain a predetermined steering angle against the control surface aerodynamic load 23. One of the outputs of the power amplifier 20 is output to the electric motor 21, and the other is processed by the power amplifier 24 for power amplifier current detection and output to the current control amplifier 19 as a difference from the output of the amplifier 17.

[0009] Here, the body motion is 4
Controlled by the rear wing 14, which can be controlled independently of the rudder,
In the yaw control, a larger turning load is secured even at a low speed by the combined steering of the front wing 13 and the rear wing 14.

[0010]

The conventional guided flying vehicle is constructed as described above. In order to control the pitch / yaw of the fuselage, as shown in FIG. Is greater than or equal to θ = tan (c / l), the wake from the front wing 13 hits the control surface of the rear wing 14 of the shaft adjacent by 90 degrees, and induces a roll moment to the fuselage. The roll control attempts to suppress the fluctuation of the roll attitude angle based on the induced roll moment due to the aerodynamic interference from the front wing 13 to the rear wing 14, but in a region where the dynamic pressure is large, the effect as a disturbance is large, and the steering device 6 Due to the response delay of the control system including the above, there is a problem that the phase is inverted and the control system diverges, and the control of the aircraft cannot be performed. When trying to control the induced roll moment only by the roll control calculation, the response time delay of the control, for example, when flying at Mach 4, the distance between the front wing 13 and the rear wing 14 in FIG. If 1 = 4 m, 4 / (sound speed × 4) = about 2.8 m
s or less, and it is difficult to realize it as a control system for a flying object.

In a region where the dynamic pressure is large, the front wing 13
Of the rear wing 14 acts as an increase in aerodynamic load on the control surface of the rear wing 14. When the aerodynamic load on the control surface increases, the load time constant increases, so that the gain of the control system of the steering device 6 decreases. As a result, the actual steering angle is pressed against the steering angle including the maximum error of the steering angle offset error proportional to the reciprocal of the control gain by the aerodynamic force acting on the steering surface, and cannot follow the steering angle command. There was a problem.

SUMMARY OF THE INVENTION The present invention solves the above-mentioned problems, and provides a twin-wing steering type guided flying object capable of stably controlling an aircraft even in a state where aerodynamic interference occurs from a front wing to a rear wing. It is intended to be.

[0013]

SUMMARY OF THE INVENTION A guided flying object according to the present invention estimates a value of a guided roll moment to a rear wing from a value of a steering angle command of a front wing, and determines a roll steering angle in a direction opposite to that. This is calculated, added to the output of the roll control calculation unit, and used as a minor loop for roll control.

The guidance vehicle according to the present invention, as a steering device, estimates the aerodynamic load torque acting on the control surface from the current value required to move the wings and compares the change in the steering angle command with the steady value. When the aerodynamic load torque on the control surface is large, the control gain of the steering device is increased.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 FIG. 1 is a configuration diagram of a guided flying object according to Embodiment 1 of the present invention,
1 is an acceleration command generation circuit, 2 is an attitude angle command generation circuit, 3
Is a pitch / yaw control calculator, 4 is a roll control calculator, 5
Is a steering angle synthesis operation unit, 6 is a steering device controlled by an electric motor, 7
Represents the body motion of the flying object due to the operation of the wing, 8 and 9 are inertial devices equipped with an aircraft acceleration sensor and a pitch / roll rate sensor, 10 is a dynamic pressure calculation unit, and 11 is from a front wing to a rear wing. Is an aerodynamic interference compensation calculation unit.

Next, the operation of the above embodiment will be described with reference to FIGS. As shown in Equation 1, the X-axis, Y-axis,
If the altitude and speed during flight are calculated from the accelerations in the three axial directions of the Z axis, and the air density at that altitude is ρ and the speed is V, the dynamic pressure value represented by (1/2) ρV ² Calculate and output.

[0017]

(Equation 1)

Further, when the front wing rudder angle is equal to or larger than the angle θ at which the wake from the front wing 13 hits the rear wing 14, the dynamic pressure at which the induced roll moment can be further controlled by the roll control loop is not obtained. The value is set as a dynamic pressure reference value Q0, and when the dynamic pressure value exceeds Q0, as shown in FIG.
A compensating roll steering angle having a coefficient K times such that the roll moment in the opposite direction is generated at the same value as the induced roll moment due to the wake from the front wing 13 so as to become larger as the dynamic pressure reference value is exceeded. Let it.

Next, the compensation roll steering angle is added to the output of the roll control system, and each steering angle of the rear wing 14 is swung at a predetermined angle. This compensating roll steering angle is added to the final output of the roll control loop of the flying object as an open loop to obtain a fast control response as feedforward control. Since the addition of the compensating roll steering angle is an open loop control based on a prediction calculation, the overall roll control is controlled by a roll posture angle control loop.

Embodiment 2 In the first embodiment, the compensation roll steering angle is added to the final output of the roll control loop of the flying object as an open loop to generate a steering angle command to each rear-wing axis steering device 6. The response performance to the steering angle is limited by the response performance of the steering device 6. The response performance of the steering device 6 can be improved by increasing the control gain of the steering device 6 according to the aerodynamic load torque on the control surface. In FIG. 4, 5 to 24 are the same as those in the conventional art, and 25 indicates a case where the deviation value between the steering angle command and the aerodynamic load torque on the control surface estimated from the current value exceeds a predetermined value. A comparison / judgment circuit that generates an output according to the amount of the excess,
Reference numeral 26 denotes a gain control command generation circuit for increasing the gain of the control amplifier in accordance with the output from the comparison determination circuit 25.

The operation of the above embodiment will now be described with reference to FIG. The steering angle command is amplified by a steering angle control amplifier 15 with a constant gain from a deviation from the actual steering angle, and is input to a variable gain circuit 16. The variable gain circuit 16 is usually an amplifier having a gain of 1, but the gain control command generation circuit 26
The gain can be increased from 1 depending on the signal level from. The output of the variable gain circuit 16 becomes a speed reference signal of the electric motor 21 for moving the control surface, and is amplified by a steering angular velocity control amplifier 17 having a constant gain as a deviation from a rotation speed feedback signal of the electric motor 21, Current reference signal of the power amplifier 20 for use. The variable gain circuit 18 has the same function as the variable gain circuit 17. When the control surface is at an angle different from the direction of travel of the flying object, an aerodynamic load is applied to the control surface in a direction in which the control angle is pushed back.

[0022]

As described above, according to the present invention, even when aerodynamic interference from the front wing to the rear wing occurs due to twin wing steering, it is possible to stably control the aircraft.

Further, according to the present invention, it is possible to reduce an increase in response delay of the steering device due to an increase in aerodynamic load torque on the control surface during flight, so that the actual steering angle can follow the steering angle command. Is possible.

In the embodiment of the invention described above, since the information can be dealt with by processing the information on the components originally attached to the guided flying object, the guided flying object equipped with the computer has an analog digital signal. An inexpensive and highly reliable guidance flying object guidance control device can be realized only by adding a conversion circuit and changing a program.

[Brief description of the drawings]

FIG. 1 is an attitude control system diagram of a guided flying object according to Embodiment 1 of the present invention.

FIG. 2 is an explanatory diagram showing the relationship of aerodynamic interference due to twin wing steering of a guided flying object.

FIG. 3 is an explanatory diagram illustrating the operation of the present invention, and is a diagram illustrating a calculation flow of a compensation roll steering angle.

FIG. 4 is a control system diagram of a steering device according to a second embodiment of the present invention.

FIG. 5 is a control system diagram of a conventional guided flying object.

FIG. 6 is a control system diagram of a conventional steering device.

[Explanation of symbols]

1 acceleration command generation circuit, 2 attitude angle command generation circuit, 3
Pitch / Yaw control calculation unit, 4 Roll control calculation unit, 5
Steering angle synthesis calculation unit, 6 steering device, 7 control surface, 8 inertia device, 9 inertia device, 10 dynamic pressure calculation unit, 11 front and rear wing aerodynamic interference compensation calculation unit, 12 guided vehicle, 13 front wing, 14 rear wing , 15 steering angle control amplifier, 16 variable gain circuit, 17 steering angle speed control amplifier, 18 variable gain circuit, 19 current control amplifier, 20 power amplifier, 21
Motor, 22 reduction gear, 23 control surface aerodynamic load, 24 power amplifier current detection, 25 comparison and judgment circuit, 26 gain control command generation circuit.

Claims (2)

[Claims] 1. An acceleration command generation circuit for outputting a flying object acceleration command, an aircraft acceleration sensor for detecting an acceleration of an induced flying object, an aircraft angular velocity sensor for measuring an angular velocity of the guided flying object, and the aircraft acceleration A pitch / yaw control calculation unit that performs control to minimize the deviation between the sensor output and the output of the acceleration command generation circuit, an airframe roll rate sensor that detects the roll angular velocity direction of the guided flying object, and a roll of the guided flying object A roll rate integration calculating device that outputs a direction and attitude angle, and a roll control calculating unit that performs control to minimize a deviation between the output of the airframe roll rate sensor and the roll rate integration calculating device and the output of the attitude angle command generation circuit. A dynamic pressure calculation unit that estimates the dynamic pressure during flight from the aircraft acceleration, and before the dynamic pressure is applied from the steering angle of the front wing and the dynamic pressure applied to the flying object A front-rear wing aerodynamic interference compensation calculation unit that outputs a roll steering angle that results in a roll moment in the opposite direction to the induced roll moment due to the rear wing aerodynamic interference, and the output of the front-rear wing aerodynamic interference compensation calculation is used as a roll control minor loop as a roll control. A steering device that generates an angle, and controls the wing based on steering commands for two front wing axes and four rear wing axes in a steering angle synthesis calculation unit using the output of the pitch / yaw control calculation unit and the steering device; A guided flying object consisting of mechanically coupled and movable wings. 2. The control circuit of the steering device according to claim 1, further comprising: estimating an aerodynamic load torque acting on the control surface based on a steering angle command and a current value required for the steering device to move the wings; 2. The guidance vehicle according to claim 1, comprising a steering device including a circuit for increasing a control gain of the steering device when the current value is larger than a steady value.