JP2003336545A - Side thruster valve and side thruster device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a side thruster valve for an airframe and a side thruster device using the side thruster valve capable of reducing necessary power for device required for opening and closing a nozzle to achieve the compactness and light weight of the device, and improving fuel consumption by providing the side thruster valves that are compact and light separately from each other, and enlarging the range of combustion control. <P>SOLUTION: The relation of a pressure balance between one side of a piston and a cylinder chamber on the other side communicated to the one side through an orifice and spring force to energize a valve element to the closing side is regulated by controlling the pressure (back pressure) of the cylinder chamber by a control device to release the cylinder chamber to atmospheric air for opening/closing the valve element. The device is thus formed compact and light. By separately providing the valves from each other, a plurality of valves are provided at symmetric positions around the axial line of an aircraft, and fuel consumption is improved by full open control. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a side thruster valve for controlling the motion of a flying body using a solid propellant, and a side thruster device using the side thruster valve.

[0002]

2. Description of the Related Art A side thruster valve for controlling the motion of a flying object is of a type in which a plurality of independent ones are arranged, and two nozzles are placed with their backs facing each other and centered around the axis of the flying object. Are symmetrically arranged and are opened / closed by a common valve body. Here, the latter is taken as an example of a conventional side thruster valve.
The outline will be described with reference to FIG.

FIG. 6 is a sectional view showing an example of a side thruster valve in a conventional side thruster device.

Reference numerals 01a and 01b denote nozzles. The nozzles 01a and 01b are constituted by including nozzle skirts 03a and 03b incorporated in a housing 02 and valve bodies 04a and 04b. Are symmetrically arranged with their backs facing each other.

In this way, the valve bodies 04a and 04b are arranged inside the nozzle skirts 03a and 03b which face each other back to back, and the valve bodies 04a and 04b are connected by a common shaft 06. There is.

The shaft 06 is connected to the link 018 via one joint 015 at the center position in the longitudinal direction. The link 018 is connected to the screw shaft 013 via the other joint 014 which is symmetrical to the joint 015, and is configured to be rotatable (swingable) to the left and right with the pin 017 as a fulcrum.

The screw shaft 013 meshes with a nut 012 fixed to the housing 09, and the nut 02
Reference numeral 12 is joined to a gear 011 and the gear 011 is rotated by a servo motor or the like (not shown).

The screw shaft 013 is connected to the potentiometer 021 and the potentiometer 02 is connected to the potentiometer 02.
1, the axial movement of the screw shaft 013 and, as a result, the rotation angle of the link 018 with the pin 017 as a fulcrum is detected.

In the conventional side thruster valve exemplified above with the above configuration, when the servo motor (not shown) is rotated, the screw shaft 013 is rotated by the engagement of the nut 012 and the screw shaft 013 is moved in the axial direction.

The axial movement of the screw shaft 013 is transmitted to the shaft 06 via the link 018, and the valve bodies 04a and 04b arranged at both ends of the shaft 06 release one of the nozzle throats 05a and 05b. The other is closed and the injection of the combustion gas supplied from the supply ports 019a and 019b is adjusted, whereby the thrust is changed continuously or differentially.

[0011]

As described above, in the conventional side thruster valve illustrated here, the valve bodies 04a and 04b are connected to the valve bodies 04a and 04b by connecting the opposing valve bodies 04a and 04b with one shaft 06. It can be reasonably evaluated in that the acting fluid forces are canceled out and the driving force of the servo motor is reduced.

Two opposing nozzles 01a, 01
For b, since the thrust can be switched to the left or right with one servo motor, the nozzles 01a, 0
There is an advantage that the installation of the servo motor can be reduced as compared with the case where 1b is opened and closed independently.

However, the driving force of the nozzles 01a and 01b must be dependent on the actuator composed of the screw shaft 013, the link 018, etc., centering on the servo motor, and the time required to switch the thrust force must be shortened. , When trying to realize a high response, the shaft 06,
The inertial force of the valve bodies 04a, 04b, the link 018, etc. becomes dominant, and as a result, the required servo motor torque becomes large, and the size of the device becomes large.

Further, when the nozzles 01a and 01b in the symmetrical arrangement are opened and closed symmetrically by the link 018 and the like, the areas of the nozzle throats 05a and 05b cannot be independently varied, so that when solid propellant is used, thrust is increased. When not needed, open all nozzles to lower the combustion pressure of solid propellant,
There is a problem that combustion control that reduces the combustion speed to improve fuel efficiency cannot be performed.

The present invention solves the above problems in the conventional side thruster valve, and reduces the power required for the device and its parts for opening and closing the nozzle to reduce the size and weight of the device. It is an object of the present invention to provide a side thruster device in which such small and lightweight side thruster valves are individually provided, the range of combustion control is widened, and fuel consumption is improved.

[0016]

The present invention has been made to solve the above-mentioned problems. As a first means thereof, the injection of combustion gas is changed by changing the opening of the valve body to adjust the thrust. In a side thruster valve for controlling the motion of a flying body, the valve body is configured coaxially with a piston that receives the combustion gas on one side and slides in the cylinder, and one side of the piston is formed on the other side. The present invention provides a side thruster valve provided with a device that communicates with an opened cylinder chamber through an orifice and controls the opening of the cylinder chamber to the atmosphere, and a spring that biases the valve body toward the closed side.

That is, according to the first means, the combustion gas acting on one side of the piston coaxially arranged with the valve body is introduced into the opposite cylinder chamber of the other side through the orifice, and the one side Side combustion gas pressure and back pressure generated in the cylinder chamber are balanced, and a spring force for urging the valve body toward the closing side is applied to the balance pressure to close the valve body, and the cylinder chamber is opened to the atmosphere. The control device is operated to move the valve body to the open side by breaking the balance between the combustion gas pressure and the back pressure of the cylinder chamber. For example, the back pressure control of the cylinder chamber is performed by a control device such as a simple actuator. By doing so, the valve body can be opened and closed, and the size and weight of the device can be easily achieved.

The present invention also provides, as a second means, a side thruster device in which a plurality of the side thruster valves in the first means are individually and independently arranged at symmetrical positions with respect to the axis of the flying vehicle. To do.

That is, according to the second means, a plurality of the side thruster valves, which are reduced in size and weight in the first means, are independent and are arranged at symmetrical positions with the axis of the flying body as the axis of symmetry. Therefore, all of the multiple side thruster valves can be controlled individually to the fully open position, and when thrust as a side thruster valve is not needed, the combustion gas pressure can be reduced by fully opening all of the multiple side thruster valves. It is possible to reduce the burning speed of the propellant and improve fuel efficiency.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic view of the entire side thruster valve according to the present embodiment, showing a sectional view of the thruster valve when it is in a half-open state, and FIG. 2 is a sectional view when the side thruster valve of FIG. 1 is in a fully open state. Figure,
3 is a sectional view of the side thruster valve of FIG. 1 when it is fully closed, and FIG. 4 is a sectional view of the side thruster valve of FIG. 5 is an explanatory diagram showing the relationship between the valve opening and the nozzle throat pressure.

In the present embodiment, reference numeral 1 denotes a nozzle, and the nozzle 1 is constituted by combining a cylinder 2, a nozzle skirt 3 formed at the tip of the cylinder 2, a valve body 4 and the like as main members. .

That is, the valve body 4 is provided on the upstream side of the nozzle skirt 3, and the combustion is supplied from the supply port 6 opened to the side of the valve body 4 through the gap between the nozzle throat 5 and the valve body 4. Gas flows and is ejected from the nozzle 1 to generate thrust.

A piston 14 is coaxially connected to the center of the valve body 4, and the combustion gas supplied from the supply port 6 (combustion gas supply pressure P is supplied to one surface of the piston 14).
s), it is slidable in the cylinder 2 in the valve axis direction. By continuously varying the flow passage area of the nozzle throat 5 by this sliding, the magnitude of the thrust can be continuously changed. It is configured to be controllable.

A cylinder chamber 15 is formed on the other surface of the piston 14 opposite to the one surface thereof. The cylinder chamber 15 is formed by the function of an orifice (valve body internal orifice) 13 and the like, as will be described later. The pressure generated inside is the back pressure P
I will call it v.

The side of the valve body 4 opposite to the nozzle 1 penetrates the cylinder 2 and abuts against a spring 8, and the spring 8 is held at its end by a spring seat 7 integrated with the cylinder 2. The spring force Fs biases the valve body 4 in the closing direction.

As described above, a part of the piston 14 is provided with the valve body internal orifice 13 which communicates one side and the other side of the piston 14, and the combustion gas introduced from the supply port 6 is supplied to the cylinder chamber 15 It can be flowed to.

A pilot channel 16 is opened in a part of the cylinder chamber 15 and is arranged at the downstream end to have a slightly smaller channel area than the pilot channel 16 and the internal orifice 13 of the valve body 4. The pilot flow is discharged to the outside through the pilot orifice 11 having a larger flow passage area.

Numeral 9 is a linear actuator,
It is fixed to the cylinder 2 via a support 10, and when the actuator 9 is driven, the pilot valve 12 opens and closes the pilot orifice 11 to control the pilot flow rate, thereby controlling the back pressure Pv in the cylinder chamber 15. To be done.

That is, a device for controlling the opening of the cylinder chamber 15 to the atmosphere is constructed by including the pilot orifice 11 which is opened and closed by the pilot valve 12 using the actuator 9 as a main member.

In the present embodiment configured as described above, the pressure acting on the nozzle throat 5 side surface of the valve body 4 (nozzle throat pressure) is Pt, the ambient pressure is Pa, the combustion gas supply pressure is Ps, And the back pressure of the cylinder chamber 15 is Pv
As shown in FIG. 2, when the valve body 4 is separated from the nozzle throat 5, the nozzle throat pressure Pt finally becomes equal to the ambient pressure Ps, and this position is the fully open position of the valve body 4.

On the other hand, when the valve body 4 is brought closer to the nozzle throat 5 as shown in FIG. 3, the nozzle throat 5 is finally completely blocked and the nozzle throat pressure Pt is reached.
Becomes the same as the ambient pressure Pa, and this position becomes the fully closed position of the valve body 4.

It has been confirmed by experiments that the nozzle throat pressure Pt from when the valve body 4 is fully opened to when it is fully closed decreases linearly as shown in FIG. In the present embodiment, the spring 8 functions to cancel this change in the nozzle throat pressure Pt.

That is, when the pilot valve 12 is fully opened, the back pressure Pv of the cylinder chamber 15 becomes lower than the combustion gas supply pressure Ps, and the valve body 4 causes the spring 8 to move due to the differential pressure between the back pressure Pv and the combustion gas supply pressure Ps. The valve body 4 is finally settled and fully opened at a position where it is balanced with the spring force Fs, and thrust is generated from the nozzle 1.

On the other hand, when the pilot valve 12 is fully closed, the back pressure Pv of the cylinder chamber 15 becomes equal to the combustion gas supply pressure Ps, the force of the spring 8 pushes the valve body 4 toward the nozzle 1, and the nozzle throat 5 The valve element 4 comes into contact with the valve element 4 and the valve element 4 is fully closed, so that thrust is not generated.

When the pilot valve 12 is at the intermediate position, the back pressure Pv becomes a value according to the opening of the pilot valve 12, and the force due to the differential pressure between the back pressure Pv and the combustion gas supply pressure Ps and the spring force Fs, Also, the force due to the pressure (nozzle throat pressure) Pt acting on the nozzle throat portion of the valve body 4 is held at a balanced position.

As described above, according to the present embodiment, the cylinder chamber 15 is not affected by a slight movement of the pilot valve 12.
Since the back pressure Pv of the valve changes drastically and the supply gas pressure Ps is a high pressure of several MPa, the force acting on the valve body 4 is large. Can be driven.

The following is a supplementary explanation of an example of calculation of the spring constant of the spring 8 and the relationship of the position of the valve body 4 and the like based on the calculation in the above embodiment.

Ambient pressure Pa = 0 (vacuum), throat area At = rod area Ar, pilot valve opening is variable between valve body internal orifice areas Af to 2Af, cylinder pressure Pv
Is a variable of the combustion gas supply pressure Ps to Ps / 2, and the stroke from full opening to full closing of the valve body 4 is δ; spring constant k
K = {AtPs + (Ap-At) Ps- (Ap-Ar) Pv} / [delta] = {ApPs- (Ap-Ar) Pv} / [delta] = {2At from the balance when the valve body 4 is fully opened. Ps-At Ps / 2} / δ = 3Ps At / 2δ (Ap is the total area of the cylinder 2).

In the above, the pilot valve opening Av is
"Valve position", "Spring compression force Fs", "Nozzle throat pressure Pt" when Af, 1.5Af, 2Af are changed
The "supply gas pressure Ps" and the "cylinder chamber pressure Pv" are as follows. Pilot valve opening Av: Af 1.5Af 2Af Valve position: Full open Half open 1/2 Full open Spring compression force Fs: 0 (natural length) 3Ps At / 4 3Ps At / 2 Nozzle throat pressure Pt: 0 (vacuum) Ps / 2 Ps Supply gas pressure Ps: Ps Ps Ps Cylinder chamber back pressure Pv: Ps Ps / 1.5 Ps / 2 ・ That is, when the valve body 4 starts to open, the pilot valve 12 has an orifice area inside the valve body. When opened to a state slightly larger than Af, the cylinder chamber pressure Pv falls slightly, the force balance is lost, and the valve body 4 moves in the opening direction. -During the opening operation of the valve body 4, the nozzle throat pressure Pt rises, and a force further acts to open the valve body 4. Immediately before the valve body 4 is fully opened, the force of the spring 8 in the opposite direction becomes large, and the movement of the valve body 4 slows down. At the start of the closing operation of the valve element 4, the opening of the pilot valve 12 becomes smaller than 2Af, the cylinder chamber pressure Pv rises, and a force acts in the direction of closing the valve element 4.

Furthermore, this side thruster valve is
It can be incorporated into a side thruster device as shown as FIG. That is, the two thruster valves are arranged facing each other with their backs facing each other so as to be symmetrical with respect to the axis of the flying body, and are connected to the case 20 of one gas generator.

Inside the case 20, there is an insulator 21, which is filled with a solid propellant 22. The solid propellant 22 has a combustion gas pressure 2 from a combustion surface 23.
4 is generated.

FIG. 4 shows an example in which thrust is unnecessary.
Although the thruster valves are in the neutral position, the thruster valves are fully opened to cancel the generated thrust, and the combustion gas pressure 24 of the gas generator is reduced by making the nozzle throat twice the rated combustion time. Thus, it is possible to reduce the burning speed 25 of the solid propellant 22 and improve fuel efficiency. When thrust is required for one of the thruster valves, the nozzle throat of the required thruster valve is opened and the other thruster valve is fully closed, so that the solid propellant 22 undergoes end-face combustion, Combustion gas is discharged from one of the opened nozzle throats to generate thrust.

That is, since the thruster valves, which are light and compact and save energy for opening and closing operations, are individually provided, the opening and closing control of the thruster valve can be diversified.
In particular, when thrust is unnecessary, each thruster valve is controlled to be fully opened to reduce the combustion speed 25 of the solid propellant, thereby improving fuel efficiency.

Although the present invention has been described above with reference to the illustrated embodiments, the present invention is not limited to such embodiments.
It goes without saying that various modifications may be made to the specific structure within the scope of the present invention.

For example, the actuator 9 which is a main member of the device for controlling the opening of the cylinder chamber 15 to the atmosphere.
Is shown as a linear type actuator, but the actuator is not limited to a linear type, and may have any form as long as it can open and close the pilot orifice 11.

[0046]

As described above, according to the invention described in claim 1 of the present application, the side for controlling the motion of the flying body by changing the thrust of the combustion gas by changing the opening of the valve body to change the injection of the combustion gas. In the thruster valve, the valve body is configured coaxially with a piston that receives the combustion gas on one side and slides in the cylinder, and one side of the piston communicates with a cylinder chamber formed on the other side through an orifice. However, since a side thruster valve is configured by providing a device for controlling the opening of the cylinder chamber to the atmosphere and a spring for urging the valve body to the closing side, an orifice is provided on one side of the piston and on the same side. The pressure balance of the cylinder chamber on the other side, which is in communication with the cylinder chamber, and the spring force for urging the valve body to the closing side are related to the pressure (back pressure) of the cylinder chamber in the control device that opens the cylinder chamber to the atmosphere. To control Will be opened and closed more regulated by the valve body, in which it was possible to obtain a suitable side thruster valve are easy to achieve size and weight of the device.

According to a second aspect of the invention, a plurality of side thruster valves according to the first aspect are individually and independently arranged at symmetrical positions with respect to the axis of the flying body. Since the thruster device is configured, all of the multiple side thruster valves can be controlled independently to the fully open position, and when the thrust of the side thruster valves is not required, all of the multiple side thruster valves must be fully opened. As a result, the combustion gas pressure can be reduced, the combustion speed of the solid propellant can be reduced, and the fuel consumption can be improved, and a suitable side thruster device can be obtained.

[Brief description of drawings]

FIG. 1 is a schematic cross-sectional view of a side thruster valve according to an embodiment of the present invention when the thruster valve is in a half-opened state.

FIG. 2 is a cross-sectional view of the side thruster valve of FIG. 1 in a fully opened state.

FIG. 3 is a cross-sectional view of the side thruster valve of FIG. 1 in a fully closed state.

4 is a cross-sectional view of the side thruster device of FIG. 1 incorporated into a side thruster device when the thruster is no longer required.

FIG. 5 is an explanatory diagram showing a relationship between a valve opening and nozzle throat pressure.

FIG. 6 is a sectional view showing an example of a side thruster valve in a conventional side thruster device.

[Explanation of symbols]

01a, 01b nozzle 02 housing 03a, 03b Nozzle skirt 04a, 04b valve body 05a, 05b Nozzle throat 06 shaft 09 housing 011 gear 012 nut 013 screw shaft 014,015 Joint 017 pin 018 Link 019a, 019b Supply port 021 Potentiometer 1 nozzle 2 cylinders 3 nozzle skirt 4 valve body 5 nozzle throat 6 supply ports 7 Spring seat 8 springs 9 Actuator 10 Support 11 Pilot orifice 12 Pilot valve 13 Orifice inside valve body 14 pistons 15 cylinder chamber 16 Pilot channel 20 cases 21 insulator 22 Solid propellant 23 Burning surface 24 Combustion gas pressure 25 Burning speed

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[Procedure amendment]

[Submission date] May 13, 2003 (2003.5.1)
3)

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0039

[Correction method] Change

[Correction content]

In the above, the pilot valve opening Av is
"Valve position", "Spring compression force Fs", "Nozzle throat pressure Pt" when Af, 1.5Af, 2Af are changed
The "supply gas pressure Ps" and the "cylinder chamber pressure Pv" are as follows. Pilot valve opening Av: position of Af 1.5Af 2Af valve body: compressive forces fully closed half open half fully open spring Fs: 0 (natural length) 3Ps At / 4 3Ps At / 2 nozzle throat pressure Pt: 0 (Vacuum ) Ps / 2 Ps Supply gas pressure Ps: Ps Ps Ps Cylinder chamber back pressure Pv: Ps Ps / 1.5 Ps / 2 ・ That is, at the start of opening of the valve body 4, the pilot valve 12 has the valve body internal orifice. When the valve body 4 is opened to be slightly larger than the area Af, the cylinder chamber pressure Pv is slightly lowered, the balance of the forces is lost, and the valve body 4 moves in the opening direction. -During the opening operation of the valve body 4, the nozzle throat pressure Pt rises, and a force further acts to open the valve body 4. Immediately before the valve body 4 is fully opened, the force of the spring 8 in the opposite direction becomes large, and the movement of the valve body 4 slows down. At the start of the closing operation of the valve element 4, the opening of the pilot valve 12 becomes smaller than 2Af, the cylinder chamber pressure Pv rises, and a force acts in the direction of closing the valve element 4.

Claims (2)

[Claims] 1. A side thruster valve for controlling the motion of a flying body by adjusting the thrust by adjusting the thrust of the combustion gas by changing the opening of the valve body, wherein the valve body receives the combustion gas on one side. And a valve that is configured to be coaxial with a piston that slides in the cylinder, one side of which communicates with a cylinder chamber formed on the other side through an orifice, and that controls the opening of the cylinder chamber to the atmosphere. A side thruster valve having a spring for urging the body toward the closed side. 2. A side thruster device, wherein a plurality of the side thruster valves according to claim 1 are individually and independently arranged at symmetrical positions with respect to an axis of a flying object.