JP2002115999A - Guided projectile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a guided projectile in which more stable flight can be ensured in the entire speed region from the rear to the front of the body. SOLUTION: A lattice wing comprising a plurality of planar wings intersecting in lattice shape is disposed in the rear of the body. When a guided projectile separated from a mother plane is flying rearward of the body, the lift is low because the lattice wing is subjected to an air flow from the rear end cut off vertically. When the guided projectile is subsequently flying forward of the body, a large lift is generated because the lattice wing is subjected to an air flow from the pointed front end. Consequently, aerodynamic static stability is ensured both when the guided projectile is flying forward and rearward of the body.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to a helicopter,
It relates to a guided flying object that is mounted on an aircraft such as an airplane and can be launched or dropped toward another aircraft located behind the aircraft, a target such as a guidance bullet, and fly backward. .

[0002]

2. Description of the Related Art Mounted on an aircraft (hereinafter referred to as "base machine"),
A conventional technique relating to a guided flying object capable of rearward launch will be described with reference to the drawings. FIG. 13 is a conceptual diagram of a conventional guided flying object that is fired from a base machine toward a predetermined target body located behind the base machine. In the figure, 1 is a guided flying object that can be fired backward, 2 is a base unit, and 3 is a target object such as an aircraft or a guided bullet that is a threat behind the base unit 2. The guided flying object 1
The main body 2 is mounted on the main body 2 such that the front of the body faces rearward (to the right in the drawing) of the main body 2 in flight. When the target body 3 exists behind the base unit 2, the guided flying object 1 is given a firing command from the base unit 2, is separated from the base unit 2, and is separated from the base unit 3.
Let's fly to

FIG. 14 (a) is a view showing the components of a conventional guided flying vehicle 1. In the drawing, reference numeral 4 denotes the body of the guided flying vehicle 1 mounted on the base unit 2, and reference numeral 5 denotes the front of the aircraft 4. A guidance device having a seeker unit 6 such as a radio wave sensor or a light wave sensor in front of the unit 4 (the right side of the figure);
, A rear wing which is a fixed wing fixed to a rear part (left side in the figure) of the fuselage 4, a steering wing 9 rotatably supported by the fuselage 4, and a front part 10 , A propulsion device for generating a propulsive force on the guidance vehicle 1, and a cover 12 attached to the rear of the body 4 so as to cover the propulsion device 11. FIG. 14B shows the internal configuration of the propulsion device 11. In the figure, reference numeral 13 denotes a combustion gas that is provided inside the propulsion device 11 and ejects combustion gas in the rearward direction (leftward direction in the figure) of the body 4. Nozzle that generates propulsion
Reference numeral 14 denotes a thrust deflecting device for deflecting the thrust of the body 4, and 15 denotes a vane.

[0004] Each component of such a guided flying object 1 operates as follows. Rear wing 8, steering wing 9, front wing 10
Each of the rear wing 8, the steering wing 9, and the front wing 10 is mounted as a set at each position where the fuselage outer periphery of the fuselage 4 is divided into four equal parts when viewed from the machine axis direction. By the thrust deflection device 14, the attitude stability of the guidance flying object 1 is ensured. The dome 7 is formed of a material that transmits radio waves and light waves, and has functions of protecting the seeker 6 of the guidance device 5 and reducing the air resistance of the body 4.

[0005] Further, after the launch vehicle 1 is launched, it flies for a while from the dome 7 toward the propulsion device 11 (rearward of the fuselage) with the propulsion device 11 at the head. The cover 12 is attached between the two. The thrust deflecting device 14 is configured by providing a vane 15 around the ejection opening of the nozzle 13, and drives the vane 15 to a desired position in accordance with a thrust deflection angle command described later. By deflecting the combustion gas of the propellant to be ejected, a desired rotational moment can be generated in the airframe 4.

FIG. 15 is a diagram showing a configuration of a conventional control system for guiding the guided flying object 1 to the target object 3 and stabilizing the attitude of the aircraft. In the figure, 16 is an inertial device,
Reference numeral 17 denotes a navigation calculation circuit, reference numeral 18 denotes a gain calculation circuit, reference numeral 19 denotes a steering angle and thrust deflection angle command calculation circuit, and reference numeral 20 denotes a steering blade drive device for rotating the steering blade 9.

Next, the operation of the control system will be described. The guided flying object 1 is moved from the base unit 2 to the target
Target information indicating the position, speed, etc. of the vehicle. 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 unit 16, the angular velocity and acceleration of the body 4 are measured by an inertial sensor unit provided therein, and the measurement results are used as inertial information signals as a navigation calculation circuit 17, a steering angle and a thrust deflection angle command calculation circuit 19. Is output to The navigation calculation circuit 17 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 inertia information signal from the inertia device 16. Further, when the guided flying vehicle 1 is fired from the base unit 2, the inertial device 16 is given the initial altitude and initial speed of the guided flying unit 1 from the base unit 2.

In the inertial device 16, the initial altitude and speed, and the body 4 measured by the internal inertial sensor after firing are measured.
The altitude and speed of the guided flying object 1 are calculated by a calculation unit provided therein based on the angular velocity and acceleration of the vehicle. Further, the gain calculation circuit 18 calculates an autopilot gain according to the altitude and the speed calculated by the inertial device 16.

The steering angle and thrust deflection angle command calculation circuit 19 calculates an acceleration deviation from the acceleration command given from the navigation calculation circuit 17 and the measurement data of the acceleration given from the inertial device 16. Multiply by the multiplier of the autopilot gain calculated in
Further, based on the result of the multiplication and the angular velocity given by the inertial device 16, a steering angle command and a thrust deflection angle command for realizing a predetermined navigation until the guidance vehicle 1 meets the target 3 are calculated. This steering angle command is output to the steering wing drive device 20, and the steering wing 9 is steered to obtain a required steering angle in the guided flying object 1.

Further, the thrust deflection angle command from the steering angle and thrust deflection angle command calculation circuit 19 is input to the thrust deflection device 14 to deflect the thrust of the guidance vehicle 1 in a required direction.

Next, the conventional guided flying object 1 is
The guidance process from launching to the target 3 will be described. FIG. 16 is a diagram showing the behavior of the guided flying object 1 launched from the base unit 2 and flying backward. In the figure, reference numeral 21 denotes a stage in which the guided flying object 1 is fired backward from the base unit 2 in flight at the speed V0, for example, and is flying at the speed Vb toward the rear of the aircraft. And guided flying object 1
Is flying at the speed Vc facing the rear of the aircraft,
Reference numeral 23 denotes a stage in which the guided flying object 1 is flying at a speed Va in the direction (forward of the fuselage) from the propulsion device 11 to the dome 7.

After the existence of the target body 3 which poses a threat to the base unit 2 is confirmed, the guided flying object 1 fired from the base unit 2 returns to the state before the propulsion device 11 is ignited, as in step 21. The aircraft flies at a flying speed Vb heading rearward of the aircraft, which is almost the same as the speed V0 of the mother machine 2. Thereafter, when the propulsion device 11 is ignited, an initial stage 22 having a speed Vc toward the rear of the vehicle is passed. Thereafter, the guided flying object 1 is accelerated, and finally reaches the stage 23 having the flying speed Va heading forward of the aircraft, and is guided to the target body 3.

During such a process, the guided flying vehicle 1 passes through a stage 22 having a velocity Vc toward the rear of the aircraft, which is an aerodynamically unstable speed range, and the aircraft speed becomes close to zero. The speed range also elapses.

FIG. 17 is a diagram showing the aerodynamic moment acting on the conventional guided flying vehicle 1. FIG. 17 (a) shows the case where the vehicle flies forward, and FIG. Each case is shown below. In FIG. 17A, Va is the velocity vector of the guided flying vehicle 1 at the stage 23 of flying forward the aircraft, α is the angle of attack with respect to the airflow around the aircraft, L1 is the lift of the wing 10, and Xc1 is the center of gravity CG1.
, The distance from the center of gravity CG1 to the center of the aerodynamic force of the rear wing 8, Ma is around the center of gravity CG1 in the case of the stage 23 of flying forward. , Vair indicates the velocity vector (airspeed) of the airflow.

In the stage 23 in which the guided flying vehicle 1 has a speed Va toward the front of the fuselage, in order to secure aerodynamic static stability, for example, in the case of the angle of attack α, the front wing 10 Lift L1, distance Xc from center of gravity CG1
1. Lift L2 of rear wing 8 and distance Xc from center of gravity CG1
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.)

[0017]

(Equation 1)

That is, even if disturbance such as a change in the direction of the air flow due to the turbulence of the air flow 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 with respect to the airflow is improved. Can be secured. At this time, the aerodynamic center of the guidance flying vehicle 1 is located downstream of the center of gravity CG1 with respect to the airflow.

On the other hand, immediately after the launch from the base unit 2, the guided flying vehicle 1 enters a stage 21 having a velocity toward the rear of the aircraft. Here, assuming that the steering wing 9 and the thrust deflecting device 14 do not operate when the guidance vehicle 1 takes the angle of attack α, as in the case of the guidance vehicle 1 in step 23, FIG. As shown in FIG.
The lift L2 of the rear wing 8 is 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 23, but the moment Mb is represented by the following equation (2). And acts in a direction to further increase the angle of attack α.

[0020]

(Equation 2)

As a result, it is difficult to maintain the attitude with respect to the airflow only by the front wing 10 and the rear wing 8, and the thrust deflecting device 14 and the steering wing 9 constantly generate a moment that cancels the moment generated by the angle of attack α. There is a need. At this time, the aerodynamic center of the guided flying object 1 is located upstream of the center of gravity CG1 with respect to the airflow.

[0022]

When the guided flying vehicle is fired backward from the base unit, the flying speed changes from the rear (negative speed) to the forward (positive speed) during the flying process. I do. At this time, the guiding flying object 1 using the thrust deflection device as shown in FIG. 14 shown in the first conventional example has the following problems.

In the guided flying vehicle 1, while flying backwards, a head-lifting moment that increases the angle of attack α is generated due to the balance of the lift acting on the front wing 10 and the rear wing 8, resulting in aerodynamics. Is unstable, and the Aircraft 4
There is a problem that it is difficult to secure the posture stability of the person.

Further, in order to secure the attitude of the body 4, the thrust and the lift are deflected by using the thrust deflecting device 14 and the steering wing 9 to generate a moment in a direction to cancel the head-lifting moment. Even if the attitude control of No. 4 is performed, there is a problem that the control becomes impossible if a disturbance exceeding the control force is applied.

Further, the thrust deflecting device 14 cannot deflect the thrust when the propulsion device 11 does not operate, such as immediately after the fuselage 4 is fired from the base unit 2,
It is impossible to generate a moment that counteracts this lifting moment, and for some reason the propulsion device 1
There is a problem that the control becomes impossible when 1 does not operate.

Further, in the propulsion device 11 having the thrust deflection device 14 inside, the attitude of the head is always unstable due to the moment of head-lifting while flying at the speed toward the rear of the fuselage. In addition, it is necessary to constantly generate a thrust in a direction perpendicular to the machine axis for thrust deflection to maintain the attitude of the body 4 at all times. For this reason, it is necessary to mount a large-capacity propellant on the fuselage 4 and mount a high-output nozzle, and there is a problem that the fuselage 4 becomes large. Furthermore, since the aircraft on which the guidance flying vehicle 1 is mounted is generally limited in the mass and size of the mounted objects, there is a possibility that such an increase in the size of the airframe 4 may cause a problem in the mounting base unit.

The present invention has been made in order to solve such a problem, and compared with a conventional device using only a thrust deflection device or only an aerodynamic characteristic changing device, the entire length from the rear of the aircraft to the front is increased. It is an object of the present invention to obtain a guided flying object capable of securing a more stable flying in the speed range of.

[0028]

According to a first aspect of the present invention, there is provided a guided flying object which is separated from an aircraft in flight and has a front portion flying toward the rear of the aircraft. A grid shape is formed by intersecting a plurality of plane wings, which are arranged at the front of the fuselage, and are arranged at the rear of the fuselage and have sharply sharpened front edges and vertically cut rear edges. A lattice wing that increases the lift generated when the direction of the airflow changes from the rear to the front, a steering wing drive device that steers the lattice wing, and a thrust deflecting unit that deflects the thrust of the airframe. Things.

[0029] The guided flying object according to the second invention is the first flying object.
In the invention of the invention, disposed at a vertically cut portion of the trailing edge of the lattice wing, when the direction of the airflow is backward, reduce the lift generated by closing some of the lattice of the lattice wing, When the direction of the airflow changes forward, a seal having a function of increasing the lift generated by opening the space between the closed lattices, a detection means for detecting the direction of the airflow, and the detection means according to the detection by the detection means And a fixing device for removing the seal closing the space between the lattices of the lattice wing.

The guided flying object according to the third aspect of the present invention is
In the invention, a fillet is provided at a rear portion of the fuselage and reduces a resistance of the lattice wing when the mother machine is mounted.

[0031] The guided flying object according to the fourth invention is the first flying object.
In the invention of the above, detecting means for detecting the direction of the air flow, and disposed on the outer frame of the lattice wing, change the lift generated by changing the lattice of the lattice wing according to the detection by the detecting means And a slide device for moving the slide.

[0032] The guided flying object according to the fifth invention is the fourth object.
According to the invention, when the flying speed of the guided flying object is ahead of the airframe, a generating means for issuing a command to the slide device is provided so as to increase the interval between the lattices.

The guided flying object according to the sixth aspect of the present invention is
In the invention according to the invention, when the flying speed of the guided flying object is in the rear of the aircraft, the sliding device is provided with generating means for generating a command so that some intervals between the lattices are smaller than those between other lattices. It is.

[0034]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 1, 2, and 3
Embodiment 1 according to the present invention will be described with reference to FIG. FIG. 1 is a diagram showing components of a guided flying object 24 according to this embodiment. FIG. 1A shows a case of flying forward of the aircraft, and FIG. 1B shows a case of flying backward of the aircraft. Shown respectively. In the drawing, reference numeral 25 denotes a lattice wing provided on the rear part (left side of the figure) of the fuselage 4 and having a plurality of plane wings crossing to form a lattice shape. FIG. 1C shows the body 4
FIG. The lattice wings 25 are provided one by one at each position where the fuselage outer periphery of the fuselage 4 is equally divided into four when viewed from the machine axis direction.
The pieces are attached as a set.

FIG. 2 is a view showing a cross section of a plane wing constituting the lattice wing 25. FIG. 2 (a) shows a case where the aircraft flies forward, and FIG. 2 (b) shows a case where it flies backward. Each case is shown. In the figure, 26 is a lattice wing in the state of flying forward of the fuselage, 27 is a lattice wing in the case of flying backward, 28 is a pointed front edge of the plane wing, and 29 is a vertical cut of the plane wing. The trailing edge, Qa, is the airflow that flows between the plane wings (between the grids) when flying forward, La is the lift at that time, and Qb is the space between the grids when flying backwards. Lb indicates the lift at that time. FIG. 3 is a diagram showing the behavior of the guided flying object 24 fired or dropped from the base unit 2.

Next, the operation will be described. In FIG. 3, the stage at which the guided flying object 24 is mounted on the base unit 2 that flies at the speed V0 (for example, in the supersonic range) is assumed to be 30. As shown in step 31, the guided flying object 24 fired or dropped from the base unit 2 has the velocity Vb immediately after separation.
And fly in the direction of travel of the main unit 2. At this time,
As shown in FIG. 1 (b), the guided flying object 24 is
With the dome 7 at the rear and the cover 12 held by the fuselage 4
Fly to the rear of the aircraft with In this stage 31, the speed Vb in the same direction as the base unit 2 is reduced by the action of the air resistance of the body 4. At this time, the provision of the cover 12 can prevent the airflow from flowing into the propulsion device 11.

Thereafter, after being separated from the base unit 2, tr1
After a few seconds, the propulsion device 11 is ignited and the holding member of the cover 12 is disengaged and the cover 12 is discharged to the rear of the aircraft, as shown in step 32 of FIG. In this stage 32, the speed Vc (for example, a subsonic region) in the same direction as the base unit 2, that is, the rearward direction of the unit, is reduced by the action of the propulsion force of the propulsion device 11 and the air resistance of the unit 4, and separated from the unit 2. After tw1 seconds from the start, the vehicle has a direction Va opposite to the traveling direction of the base unit 2, that is, the speed Va toward the front of the fuselage.
Further, when the guided flying object 24 is separated from the base unit 2, information for setting the ignition time tr 1 is given from the base unit 2, and the ignition time tr 1 is set in advance in the propulsion device 11.

Here, the aerodynamic characteristics of the lattice wing 25 will be described with reference to FIG. As shown in FIG. 2B, when the air flow is received from the trailing edge portion 29, the air flow Qb between the lattices is reduced because the trailing edge portion 29 is cut off vertically so that the flow of the air flow is interrupted. As shown in (a), when the airflow is received from the front edge portion 28 side, the airflow Qa between the lattices is smaller. Therefore, the lift Lb generated in the state 27 is smaller than the lift La generated in the state 26.

Next, the operation of the steering blade drive device 20 and the thrust deflection device 14 of the lattice blade 25 will be described with reference to FIG. Transient stages 32 and 3 in which the speed of the aircraft 4 is reduced.
In 3, the gain of a circuit necessary for controlling the airframe 4 changes greatly due to a change in the flying speed. Thus, similarly to the conventional guidance vehicle 1 shown in FIG. 15, the steering angle and thrust deflection angle command calculation circuit 19 calculates the steering angle and the thrust deflection angle command for realizing the predetermined navigation. The steering angle command is output to the steering wing drive device 20, and the thrust deflection angle command is output to the thrust deflection device 14.

Based on the output steering angle command and thrust deflection angle command, the steering blade driving device 20 and the thrust deflection device 14 perform required attitude control of the body 4 moment by moment. For example, in FIG. 1B, when a steering angle command for tilting the fuselage 4 of the guidance flying vehicle 24 in a direction to raise the tip of the cover 12 is output, the steering blade driving device 20 moves the grid wing 25 toward the drawing. When a steering angle command to turn clockwise (in the direction of arrow A in the figure) and tilt the fuselage 4 of the guided flying object 24 in a direction to lower the tip of the cover 12 is output,
Steering is performed such that the steering blade driving device 20 turns the lattice blade 25 counterclockwise as viewed in the drawing (in the direction of arrow A in the drawing).

For example, in FIG. 1A, when a steering angle command for tilting the fuselage 4 of the guided flying object 24 in a direction to raise the tip of the dome 7 is output, the steering blade driving device 2
0 turns the lattice wing 25 clockwise (in the direction of arrow d) in the figure, and outputs a steering angle command to tilt the fuselage 4 of the guided flying object 24 in a direction to lower the tip of the cover 12. The steering is performed such that the steering blade driving device 20 turns the lattice blade 25 counterclockwise as viewed in the figure (in the direction of arrow C in the figure).

Further, when a thrust deflection angle command for tilting the fuselage 4 of the guidance flying object 24 in the direction of raising the tip of the dome 7 is output, the thrust deflection device 14 is moved downward in the figure (in the direction of arrow f in the figure). ), The thrust deflection device 14 outputs the thrust deflection angle command to tilt the fuselage 4 of the guidance flying object 24 in the direction of lowering the tip of the dome 7. Direction), the thrust deflection is performed.

Here, the relationship between the flying speed and the static stability will be described in detail. FIG. 4A is a diagram showing an aerodynamic moment acting on the guidance flying object 24 when flying forward of the fuselage, and FIG.

In the case of step 31 in FIG. 3 in which the guided flying vehicle 24 flies at the speed Vb toward the rear of the aircraft, assuming that the guided flying vehicle 24 has an angle of attack α with respect to the airflow, FIG. As shown in ()), a lift L4 is generated by the lattice wing 25. This lift L4 and the lift L generated by the front wing 10
1. The distance Xc between the aerodynamic center of the lattice wing 25 and the center of gravity CG2
3. The relationship of the moment balance shown in Equation 3 is established between the aerodynamic center of the front wing 10 and the distance Xc1 between the center of gravity CG2.

[0045]

(Equation 3)

In the stage 31, the lattice wing 25 receives an airflow from the trailing edge 29 side as shown in FIG. 2B, so that the generated lift L4 can be reduced. Therefore, when the angle of attack α is taken, the head-down moment Md (Md <0) for reducing the angle of attack α on the cover 12 side around the center of gravity CG2 of the body 4
Can be generated. (Moment is head-up positive.)

In the case of step 32 in which the guided flying object 24 flies at the speed Vc toward the rear of the aircraft, step 3
The same moment as in the case of 1 is generated. Therefore, when the guidance flying body 24 flies toward the rear of the aircraft, when the angle of attack α is generated, a moment Md is generated to cancel the angle of attack α, and the static stability of the aircraft 4 against the airflow can be secured.

The flying speed of the guided flying object 24 is reversed by the action of the thrust of the propulsion device 11 and the air resistance, and the flying vehicle 24 flies forward at the speed Va in a step 33 in FIG.
2, the lattice blade 25 receives an airflow from the front edge portion 28 side as shown in FIG. Here the guided flying object 24
Assumes that the angle of attack α is the same as that in the case of FIG. 4B with respect to the airflow, as shown in FIG.
, A lift L3 is generated. The moment balance shown in Formula 4 between the lift L3 and the lift L1 generated by the front wing 10, the distance Xc3 between the aerodynamic center of the lattice wing 25 and the center of gravity CG2, and the distance Xc1 between the aerodynamic center of the front wing 10 and the center of gravity CG2. Holds.

[0049]

(Equation 4)

In step 33, the lattice wing 25 receives an airflow from the leading edge 28 side as shown in FIG. 2A, so that the generated lift L3 can be increased. Therefore, the center of gravity CG of the fuselage 4
The head lowering moment Mc (Mc <0) for reducing the angle of attack α on the dome 7 side around the dome 7 can be generated. As a result, even when the guidance flying body 24 flies toward the front of the aircraft, aerodynamic static stability is ensured, and the attitude of the aircraft 4 with respect to the airflow can be kept stable.

On the other hand, the guided flying object 24 passes through a speed region where the speed is near zero in a transition period in which the flying speed changes from the rear of the aircraft to the front of the aircraft. In this speed range, the lift acting on each wing becomes small, and an aerodynamically unstable state occurs for the guided flying object 24.

For this reason, in the guided flying object 24 of this embodiment, control is performed by the thrust deflection device 14 so that the attitude of the aircraft body 4 is kept stable. For example, the steering angle and thrust deflection angle command calculation circuit 19 shown in FIG.
When it is detected that the magnitude of the flying speed observed at the time becomes smaller than a predetermined value (for example, the magnitude of the speed becomes 30 m / s or less), the speed and the acceleration observed by the inertial device 16 are reduced. On the basis of this, a thrust deflection command for giving a thrust in a direction perpendicular to the machine axis is generated to stabilize the machine body 4 in space.

In the thrust deflection device 14, a thrust deflection angle command is given from the steering angle and thrust deflection angle command calculation circuit 19, and during that time, thrust deflection control is constantly performed by the thrust deflection device 14, so that the attitude of the body 4 is stabilized. Is kept.

The present invention relates to a guided flying object separated from an aircraft and flying rearward toward the aircraft,
When the flying body speed was behind the fuselage, the airflow was received from the vertically cut rear edge of the grid wing to ensure static stability, and when the flying body speed was forward, the grid wing was sharply pointed. As a result of receiving the airflow from the leading edge aircraft, securing the static stability makes it possible to obtain a guided flying object that can ensure a more stable flying in all the speed ranges from the rear to the front of the aircraft.

Embodiment 2 Embodiment 2 will be described with reference to FIGS. 5, 6, 7, and 8. FIG. FIG. 5 is a diagram showing components of the guided flying object 24 in this embodiment. FIG. 5 (a) shows a case where the aircraft flies forward, FIG. 5 (b) shows a case where it flies backward. FIG.
(C) shows the case when viewed from behind the body 4. FIGS. 6A and 6B are diagrams showing a cross section of a plane wing constituting the lattice wing 25. FIG. 6A shows a case of flying to the rear of the aircraft, and FIG. 6B shows a case of flying to the rear of the aircraft. Show. In the drawing, reference numeral 34 denotes a seal that closes some spaces between the lattices of the lattice wing 25, and reference numeral 35 denotes a fixing device that can attach and detach the seal 34 to and from the lattice wing 25, and the other parts are the same as those in the first embodiment according to the present invention. is there.

First, the aerodynamic characteristics of the lattice wing 25 will be described with reference to FIG. As shown in FIG. 6B, the air flow Qb between the lattices when receiving the airflow from the rear edge 29 is the seal 34 fixed to the rear edge 29 by the fixing device 35.
Since the area that is closed by is almost zero,
As shown in FIG. 6A, the air flow Qa between the lattices when the air flow is received from the front edge 28 side is smaller. Therefore, the lift Lb generated in the state 27 is smaller than the lift La generated in the state 26.

Next, the operation of the seal fixing device 35 for the lattice blade 25 will be described with reference to FIG. In this embodiment, the flying speed observed by the inertial device 16 is given to the flying direction determination circuit 36. The flying direction determination circuit 36 detects that the observed flying speed falls below a predetermined speed reference value (for example, 50 km / h) near zero speed, and that the flying speed reverses from the rear of the aircraft to the front. Then, a seal release command is issued.

The seal fixing device 35 receives a seal release command from the flying direction determination circuit 36 and
From the lattice wing 25. As a result, as shown in FIG. 6A, the lift generated by the lattice wing 25 increases, and the static stability of the airframe 4 on the flight path is ensured.

Here, the relationship between the flying speed and the static stability will be described in detail. FIG. 8A shows the aerodynamic moment acting on the guided flying vehicle 24 when all the lattices of the lattice wing 25 are not closed, and FIG. FIG. 3 is a diagram showing an aerodynamic moment acting on the guidance flying object 24 when the airplane is closed by a seal 34.

In the case of step 31 in FIG. 3 in which the guided flying vehicle 24 flies at the speed Vb toward the rear of the aircraft, assuming that the guided flying vehicle 24 has an angle of attack α with respect to the airflow, FIG. As shown in ()), a lift L6 is generated by the lattice wing 25. At this time, the relationship of moment balance shown in Expression 5 is established.

[0061]

(Equation 5)

In the stage 31, the lattice wing 25 receives an air current from the trailing edge 29 side as shown in FIG. 6B, so that the generated lift L6 can be reduced. Therefore, when the angle of attack α is taken, the head-down moment Mf (Mf <0) for reducing the angle of attack α on the cover 12 side around the center of gravity CG2 of the body 4
Can be generated. Therefore, when the guidance flying vehicle 24 flies toward the rear of the aircraft, a moment Md that cancels the angle of attack α occurs when the guidance flying vehicle 24 is generated. 4 can secure static stability.

Further, the flying speed of the guidance flying object 24 is reversed by the action of the thrust of the propulsion device 11 and the air resistance, and the flying vehicle 24 flies forward at the speed Va in step 33 in FIG.
6A, the lattice wing 25 receives an airflow from the leading edge portion 28 side as shown in FIG. 6A, and a lift L5 is generated by the lattice wing 25 as shown in FIG. 8A. At this time, the relationship of the moment balance shown in Expression 6 is established.

[0064]

(Equation 6)

In step 33, the lattice wing 25 receives an airflow from the front edge portion 28 side as shown in FIG. 6A, so that the generated lift L5 can be increased. Therefore, the center of gravity CG of the fuselage 4
It is possible to generate a head-down moment Me (Me <0) for reducing the angle of attack α on the dome 7 side around 2. As a result, even when the guidance flying body 24 flies toward the front of the aircraft, aerodynamic static stability is ensured, and the attitude of the aircraft 4 with respect to the airflow can be kept stable.

According to the present invention, in the guided flying vehicle separated from the aircraft and flying rearward toward the rear of the aircraft, when the flying vehicle speed is at the rear of the aircraft, the space between the lattices of the lattice wings is closed to thereby stabilize the static stability. Secure and fly When the body speed is in front of the aircraft, open the gap between the lattice wings to secure static stability, so that you can fly more stable in all speed ranges from the rear of the aircraft to the front It is possible to obtain a guided flying object that can secure the vehicle.

Embodiment 3 FIG. 9 is a diagram showing components of the guided flying object 24 according to Embodiment 3 of the present invention. In the figure, reference numeral 37 denotes a fillet attached to the cover 12, and the other components are the same as those of the second embodiment according to the present invention. FIG. 9 (a) shows the configuration at the stage 33 when the propulsion device 11 of the guidance vehicle 24 of FIG.
(B) shows the configuration at the stage 30 in which the guided flying object 24 is mounted on the base unit 2 and the stage 31 immediately after the launch from the base unit 2
The form in is shown.

When mounted on the base unit 2, FIG.
As shown in the figure, the fillet 37 is mounted at the same position as the lattice wing 25 as a set of four pieces, one for each position that divides the outer periphery of the fuselage 4 into four equal parts when viewed from the machine axis direction. Is sealed with a seal 34 to reduce the air resistance of the lattice wing 25, thereby reducing the effect of increasing the resistance when the guide flying object 24 of the base unit 2 is mounted, such as shortening the cruising distance.

When the guided flying object 24 is fired and the propulsion device 11 is ignited, the cover 1 is turned off as shown in FIG.
The second holding member comes off, and the fillet 37 is discharged to the rear of the fuselage together with the cover 12.

According to the present invention, by mounting the fillet so as to hide the space between the grids closed behind the airframe of the grid wing, the resistance of the guided flying vehicle mounted on the aircraft is reduced, An increase in resistance can be suppressed.

Embodiment 4 10, 11, and 1
Embodiment 4 of the present invention will be described with reference to FIG.
10A and 10B are diagrams showing components of the guidance flying object 24 in this embodiment. FIG. 10A shows the case of flying forward of the aircraft, and FIG. 10B shows the case of flying backward of the aircraft. Each figure shows the fuselage as viewed from the front. FIG.
FIGS. 11A and 11B are diagrams showing cross sections of the plane wings constituting the lattice wing 25. FIG. 11A shows a case of flying forward of the aircraft, and FIG. 11B shows a case of flying backward of the aircraft. In the drawing, reference numeral 38 denotes a slide device for changing the lattice spacing of the lattice blades 25, and the other components are the same as those in the first embodiment according to the present invention.

First, the aerodynamic characteristics of the lattice wing 25 will be described with reference to FIG. As shown in FIG. 11B, the air flow Qb between the lattices when receiving the airflow from the trailing edge 29 is extremely small in the portion where the lattice interval is reduced by the slide device 38, and therefore, FIG. Air flow Q between lattices when receiving air flow from the leading edge 28 side
It is smaller than a. Therefore, the lift Lb generated in the state 27 is smaller than the lift La generated in the state 26.

Next, the operation of the slide device 38 of the lattice wing 25 will be described with reference to FIG. In this embodiment, the flying speed observed by the inertial device 16 is given to the flying direction determination circuit 37. The flying direction determination circuit 37 detects that the observed flying speed falls below a predetermined speed reference value (for example, 50 km / h) near zero speed, and that the flying speed reverses from the rear of the aircraft to the front. Then, a lattice spacing change command is issued.

In the slide device 38, a lattice spacing change command is given from the flying direction determination circuit 37, and the extremely small lattice spacing is moved and widened. As a result, FIG.
As shown in FIG. 1A, the lift generated by the lattice wing 25 increases. As a result, even when the guidance flying object 24 flies toward the rear and front of the aircraft, aerodynamic static stability is ensured, and the attitude of the aircraft 4 with respect to the airflow can be kept stable.

According to the present invention, when the flying body speed is at the rear of the aircraft, static stability is ensured by reducing some of the grids between the lattice wings. By securing the static stability by widening the wing grids, it is possible to obtain a guided flying vehicle that can secure a more stable flying in all speed ranges from the rear to the front of the aircraft.

[0076]

According to the present invention, it is possible 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 forward.

According to the present invention, the resistance of the guided flying vehicle mounted on the aircraft can be reduced, and the increase in the resistance of the aircraft can be suppressed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing Embodiment 1 of a guided flying object of the present invention.

FIG. 2 is a diagram illustrating characteristics of a lattice wing according to the first embodiment of the guided flying object of the present invention.

FIG. 3 is a diagram showing a behavior of the embodiment of the guided flying object of the present invention.

FIG. 4 is a diagram showing an aerodynamic moment in the first embodiment of the guided flying object of the present invention.

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

FIG. 6 is a diagram showing characteristics of a lattice wing in Embodiment 2 of the guided flying object of the present invention.

FIG. 7 is a configuration diagram of a control system according to a second embodiment of the guided flying object of the present invention.

FIG. 8 is a diagram showing an aerodynamic moment in Embodiment 2 of the guided flying object of the present invention.

FIG. 9 is a configuration diagram showing Embodiment 3 of the guided flying object of the present invention.

FIG. 10 is a fourth embodiment of the guided flying object of the present invention.
FIG.

FIG. 11 is a fourth embodiment of the guided flying object of the present invention.
FIG. 6 is a diagram showing characteristics of the lattice wing in FIG.

FIG. 12 is a fourth embodiment of the guided flying object of the present invention.
3 is a configuration diagram of a control system of FIG.

FIG. 13 is a diagram showing the concept of a guided flying object system.

FIG. 14 is a configuration diagram showing a conventional guided flying object.

FIG. 15 is a configuration diagram of a conventional control system for a guided flying object.

FIG. 16 is a diagram showing the behavior of a conventional guided flying object.

FIG. 17 is a diagram showing an aerodynamic moment in a conventional guided flying object.

[Explanation of symbols]

2 mother machine, 3 target body, 4 aircraft, 5 guidance device, 6
Seeker part, 7 dome, 8 rear wing, 9 steering wing, 10
Front wing, 11 propulsion device, 12 cover, 13 nozzles, 1
4 thrust deflection device, 15 vanes, 16 inertia device, 1
7 navigation calculation circuit, 18 gain calculation circuit, 19 angle of attack and thrust deflection angle command calculation circuit, 20 steering blade drive,
24 Guided flying object, 25 grid wing, 28 wing leading edge, 29 wing trailing edge, 34 seal, 35 seal fixing device, 36 flight direction determination circuit, 37 fillet, 38 slide device.

Claims (6)

[Claims] 1. A guided vehicle separated from an aircraft in flight and having a front portion flying toward the rear of the aircraft, a stabilizer wing disposed at a front portion of the aircraft of the guided flying device, In the case where the direction of airflow changes from rear to front by forming a lattice shape by intersecting a plurality of plane wings arranged at the rear part of the aircraft and sharply cutting the front edge and cutting the rear edge vertically, thereby forming a lattice shape. And a thrust deflecting means for deflecting the thrust of the fuselage. 2. A lift which is disposed in a vertically cut portion of a trailing edge of the lattice wing, and which closes a portion between lattices of the lattice wing when an airflow direction is backward, to reduce a generated lift. Then, when the direction of the airflow changes forward, a seal having a function of increasing the generated lift by opening the closed lattice, a detection unit for detecting the direction of the airflow, and the detection unit 2. The guidance vehicle according to claim 1, further comprising: a fixing device that removes the seal that closes a space between the lattices of the lattice wings in response to the detection of the airbag. 3. The guidance vehicle according to claim 2, further comprising a cover disposed at a rear portion of the airframe and configured to reduce a resistance of the lattice wing when the mother device is mounted. 4. A sliding device, which is disposed on an outer frame of the lattice wing, and changes a lift generated by changing a lattice interval of the lattice wing in response to detection by the detection means. The guided flying object according to claim 1, characterized in that: 5. The slide device according to claim 4, further comprising: a generating means for issuing a command to the sliding device so as to widen the space between the lattices when the flying speed of the guided flying object is in front of the aircraft. Guided flying object. 6. When the flying speed of the guided flying object is behind the aircraft, generating means for issuing a command to the slide device is provided so that some intervals between the lattices are made smaller than those between other lattices. The guided flying object according to claim 4, characterized in that: