JP2008224115A - Guided missile, and guidance control device and method for guided missile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem on degradation of a flying distance and turning performance as in a conventional side thruster, the attitude is controlled by optionally changing the direction of thrust by moving an injection tip projected to a side face, which causes the increase of resistance by the movable injection tip and the increase of base machine mass by installation of a dedicated driving device. <P>SOLUTION: This guided missile comprises the thruster injecting a gas and controlling the attitude of the guided flying object, a steering wing controlling the flowing direction of the gas injected by the thruster and controlling the attitude during flying, and a guidance control portion for operating the thruster and the steering wing and guiding the flying object to a target, and high attitude controllability can be achieved by deflecting the injected gas injected by the thruster without increasing air resistance and mass. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a guided vehicle that is launched from the ground or in the air and flies in the air toward a target.

  When a guided flying object is flying at a high altitude with a low air density, or when flying at a low speed just after launching, the dynamic pressure around the fuselage's airframe becomes very small. For this reason, when the attitude control is performed using the aerodynamic steering apparatus using the steering blade, the effect of the control becomes very small. Therefore, at present, mobility is improved by using a side thruster device that injects gas to the outside of the fuselage from an injection port provided on the peripheral surface of the fuselage and controls the posture by the thrust.

  As an example of such a side thruster device, conventionally, a rotatable injection port is provided on the surface of the fuselage, and a deflection plate is provided behind the injection port fixed to the rear of the fuselage so that the thrust direction of the side thruster can be changed. A flying body attitude control device that is arbitrarily changed is known (for example, see Patent Document 1).

Japanese Patent Laid-Open No. 06-337200 (page 6, FIG. 1)

  However, since the flying body described in Patent Document 1 requires an injection port protruding from the side of the fuselage or a dedicated deflection plate, there is a problem that aerodynamic resistance increases. Further, since a dedicated drive device for operating the injection port or the dedicated deflecting plate is required, the mass of the airframe is increased, resulting in a problem that the distance that can be fly is reduced.

  Conventionally, side thrusters have been used to control posture under low dynamic pressure conditions. However, the air resistance of the flying object is increased by the injection port or deflecting plate that changes the control direction. In addition to causing a reduction in the clearance distance, a dedicated drive device that operates the injection port or the deflecting plate hinders the density of the airframe from being increased and causes a decrease in turning performance due to an increase in mass.

  The present invention has been made to solve such a problem, and when performing posture control using a side thruster device under a low dynamic pressure condition, the turning performance is reduced due to an increase in the mass of the fuselage or the resistance is increased. An object is to obtain a guided flying body that realizes high mobility with a simple configuration without causing a decrease in flying distance.

  The guided flying body of the present invention controls the attitude of the guided flying body by controlling the orientation of the gas flow injected by the thruster and the thruster for injecting gas to control the attitude of the guided flying body. And a guidance control unit that operates the thruster and the steering wing to guide the guided flying object to a target.

  According to the present invention, even under low dynamic pressure conditions, the flying body can be operated with a simple configuration without causing a decrease in turning performance due to an increase in the mass of the aircraft or a reduction in flying distance due to an increase in resistance. Can be improved.

Embodiment 1 FIG.
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows the configuration of a side thruster device for a guided flying object according to the first embodiment. Hereinafter, various types of components and devices are provided in the guided flying body 1 shown in the drawings, but only the part that is the gist of the present invention will be described here.

In FIG. 1, a thruster 3 that controls the attitude during flight by thrust is directed to the outer periphery of the side surface of the fuselage 2 constituting the guided flight vehicle 1, with the injection port directed toward the outer surface of the fuselage 2, Arranged in the direction perpendicular to the aircraft axis. The thruster 3 injects gas outward from the injection port and generates thrust in the direction perpendicular to the body axis. The magnitude of the thrust is controlled by the gas flow rate control device 4 inside the body 2.
Further, the steering wing 5 that controls the direction of the flow of the gas injected by the thruster 3 and aerodynamically controls the attitude of the guided flying object during the flight is located in the vicinity of the thruster 3 from the rear position of the thruster 3. It is arranged at the position. The steering blade drive device 6 inside the fuselage 2 generates lift of a required magnitude by controlling the angle of the steering blade 5. In addition, when flying at a high altitude with a small air density, or when flying at a low speed just after launching, the steering wing 5 is used as a fuselage (both guided flying bodies) under normal dynamic pressure conditions. Can be used for attitude control.
Further, in the fuselage 2, a gas flow rate control device 4 and a steering drive device 6 are used to guide the guided flying object 1 to the target by using the thrust generated by the thruster 3 and the lift generated by the steering blade 5. A guidance control unit 7 for sending a command to is arranged.

  Further, a main thruster (not shown) for generating a thrust in front of the aircraft axis is provided behind the aircraft body of the guided flying body 1. The guided vehicle 1 propels the aircraft by the operation of the main thruster. The guided flying object 1 flies forward of the aircraft axis by the operation of the main thruster. As the thruster 3 is disposed at a position away from the center of gravity of the flying body 1 in the direction of the aircraft axis, the control force for working in the direction perpendicular to the aircraft axis can be increased. The thruster 3 may be arranged at an appropriate position of the guided flying object 1 according to a desired control force.

FIG. 2 is a diagram showing a detailed configuration of the guidance control unit 7 that controls the attitude of the airframe in order to guide the guided flying object 1 toward the target. Next, operation | movement of the guidance control part 7 is demonstrated using FIG.
The guidance device 10 receives target information 1 such as a target position and a target speed from a mother machine or a launcher 8 (hereinafter referred to as a mother machine / launcher 8). In addition, the guidance device 10 receives target information 2 such as a target direction from a seeker unit 9 that captures and tracks a target.
Based on the target information 1 and 2 from the mother aircraft / launcher 8 and the seeker unit 9, the guidance device 10 generates a guidance signal that defines a guidance direction, a target speed, and the like, and outputs the guidance signal to the navigation calculation circuit 12.
Inertial device 11 receives target information 1 from mother machine / launcher 8. The inertial device 11 is based on the target information 1 and the acceleration and angular velocity of the guided flying object 1 measured by the internal inertial sensor, and the aircraft position, aircraft altitude, aircraft speed, aircraft acceleration, and aircraft attitude angle of the guided flying vehicle 1. (Attitude angle and angular velocity) are calculated and output to the navigation calculation circuit 12, the steering angle command calculation circuit 13, the thruster thrust control circuit 14 and the gain calculation circuit 15 as inertia signals.
The navigation calculation circuit 12 calculates an acceleration command and an angle command instructing an acceleration and an angle for guiding the guided flying object toward the target based on the guidance signal and the inertia signal, and the acceleration command and the angle command are calculated. Output to the steering angle command calculation circuit 13 and the thruster thrust control circuit 14.
The gain calculation circuit 15 calculates an autopilot system gain according to the altitude and speed of the flying object 1 based on the inertia signal, and outputs it to the steering angle command calculation circuit 13 and the thruster thrust control circuit 14.

The steering angle command calculation circuit 13 and the thruster thrust control circuit 14 are based on the inertia signal received from the inertial device 11, the acceleration command and angle command received from the navigation calculation circuit 12, and the autopilot system gain received from the gain calculation circuit 15. The steering angle command and the gas flow rate command for realizing that the guided flying object 1 meets the target are respectively determined.
Specifically, to calculate the acceleration deviation from the acceleration command and the acceleration of the airframe of the inertia signal, multiply this deviation by a multiplier of the autopilot system gain, and to realize a predetermined navigation based on this result and the angular velocity of the inertia signal Calculate the required load and rotational moment for the flying object. Then, the rudder angle command calculation circuit 13 and the thruster thrust control circuit 14 refer to the control database 16 and calculate a rudder angle command and a gas flow rate command for generating a necessary load and rotational moment.

FIG. 3 is a diagram showing an example of data stored in the control database 16. In the control database 16, conditions such as the attitude (attack angle, roll angle), altitude and speed of the flying object, the load and rotational moment applied to the flying object under the conditions, the steering angle δ of the steering blade 5, and A table indicating the relationship with the thrust NT of the thruster 3 is stored. Data indicating these relationships is created in advance by a simulation using a wind tunnel test or numerical calculation.
The angle command calculation circuit 13 and the thruster thrust control circuit 14 generate a load and a rotational moment necessary for controlling the aircraft in the altitude, speed, and attitude of the flying vehicle 1 obtained from the inertia signal. , Steering angle δ of steering blade 5 (steering angles δ1, δ2, δ3, δ4 of each steering blade 5 provided on flying body 1) and thrust NT of thruster 3 (each thruster provided on flying body 1) 3 thrusts NT1, NT2, NT3, NT4) are extracted and determined by complementary calculation or the like.
The steering angle δ determined by the angle command calculation circuit 13 is output to the steering drive device 6 to steer the steering blade 5 to a required steering angle.
The thrust NT determined by the thruster thrust control circuit 14 is output to the gas flow rate control device 4, and a predetermined amount of gas is injected from the thruster 3 to generate a required thrust.
As the number of table combinations increases, or the data intervals become denser, more accurate guidance control can be realized.

Next, the control of the airframe by the operation of the thruster 3 and the steering blade 5 according to the first embodiment will be described.
FIG. 4 is a diagram for explaining how the control force is generated by the operation of the pair of thrusters 3 and the steering blades 5. FIG. 4A is a diagram for explaining how the control force is generated when only the thruster 3 is operated. FIG. 4B is a diagram for explaining how the control force is generated when only the steering blade 5 is operated. FIG. 4C is a diagram for explaining the state of control force generation when the thruster 3 and the steering blade 5 are operated simultaneously. The guided flying object 1 is assumed to fly horizontally from the right to the left in FIG. As a result, it is assumed that an air flow 16 of dynamic pressure Q flows from the front of the aircraft with respect to the guided flying body 1.

  In FIG. 4A, when the injection gas 6 is injected from the thruster 3, the thruster thrust NT acts in the direction in which the guided flying body 1 is translated. At this time, the injected gas 17 is caused to flow downstream, that is, rearward of the aircraft by the air flow 16 of the dynamic pressure Q. However, since the steering blade 5 is not operated, the aircraft control force is only the thrust NT. Incidentally, the thrust NT does not depend on the dynamic pressure Q.

  In FIG. 4B, when the steering blade 5 is steered and the steering angle δ is taken, the lift NA by the airflow 9 acts in the direction in which the guided flying object 1 rotates (rolls) around the axis. The lift NA depends on the dynamic pressure Q, the steering angle δ, and the like, and decreases as the dynamic pressure Q decreases.

  In FIG. 4C, when the steering blade 5 is steered and the steering angle δ is taken while the thruster 3 is operating, the thruster thrust NT acts in the direction in which the guided flying object 1 is translated, and at the same time, the injection. When the gas 17 and the steering blade 5 interfere with each other, the lift NG acts in the direction in which the guided flying object 1 is rotated. Since the lift NG depends on the thrust NT as well as the dynamic pressure Q and the steering angle δ, the control gas can be prevented from being deteriorated by the injected gas 17 even when the dynamic pressure Q is reduced.

  In this way, the steering blade 5 that controls the attitude of the airframe by controlling the flow direction of the gas ejected by the thruster 3 is provided, and is operated simultaneously with the thruster 3 and the steering blade 5, so that the dynamic pressure Q is small. Even if it exists, the fall of the control performance of an airframe can be suppressed.

Next, control of the roll rotation direction of the airframe by the operation of the thruster 3 and the steering blade 5 will be described.
FIG. 5 shows a state in which the attitude control in the roll rotation direction of the fuselage is performed. FIGS. 5A and 5B show the control in the roll rotation direction when only the steering blade 5 is operated. FIG. 5C is a diagram for explaining the control of the roll rotation direction when the thruster 3 and the steering blade 5 are operated in combination.

  When the guided vehicle 1 is flying at a low altitude with high air density, or when flying at a high speed, such as after being launched and accelerated by a propulsion device, the dynamic pressure around the aircraft is very high. Become. In the case of such a high dynamic pressure condition, as shown in FIG. 5A, by changing the steering angle of the steering blade 5 and controlling the lift NA, the roll moment L is controlled to change the posture in the roll rotation direction. Control becomes possible. However, in the case of low dynamic pressure conditions such as flying at high altitude or flying at low speed immediately after launch, as shown in FIG. 5 (b), the lift NA becomes smaller and the roll moment L becomes smaller. It becomes difficult to control the direction.

  However, even under a low dynamic pressure condition, as shown in FIG. 5C, by operating the steering blade 5 while operating the thruster 3, the lift NG is generated and the roll moment L is controlled to control the roll rotation direction. Can be controlled.

  In this way, by combining the thruster 3 and the steering blade 5 originally required for attitude control, a dedicated drive device for controlling the thruster without changing the projecting injection port or deflecting plate that changes the injection direction of the thruster. It is possible to control the direction of roll rotation of the guided flying object 1 without increasing.

  Since the first embodiment is configured as described above, any guided vehicle that is launched from the ground and in the air, tracks the target flying in the air, and associates with a nearby point of the target is arbitrary. A control force can be generated.

  Therefore, compared to conventional guided flying objects, it maintains high attitude control capability even under low dynamic pressure conditions without causing a decrease in turning performance due to an increase in mass or a decrease in flight distance due to an increase in resistance. can do.

Embodiment 2. FIG.
The second embodiment according to the present invention will be described below with reference to the drawings. In the first embodiment, it is possible to control the roll rotation direction of the airframe, but in the second embodiment, it is possible to improve the controllability in the direction perpendicular to the airframe.

FIG. 6 shows a state in which the attitude control in the vertical direction of the fuselage is performed by controlling the thruster 3 and the steering blade 5 in combination. FIG. 6A shows the case where only the thruster 3 is operated. FIG. 6B is a view for explaining the attitude control in the case where the thruster 3 and the steering blade 5 are operated in combination.

When the thruster 3 is operated and the magnitude of the thrust NT is controlled under the low dynamic pressure condition as shown in FIG. 6A, the magnitude and direction of the vertical force N that is the resultant force of the thrust NT can be controlled. is there. However, when further improvement in high mobility is required for the guided vehicle, the operation of the thruster 3 alone is insufficient.

In this case, lift NG can be generated by operating the thruster 3 and the steering blade 5 in combination as shown in FIG. As a result, the vertical force N becomes a resultant force of the thrust NT of the thruster 3 and the lift NG of the steering blade 5, and a control force in a thrust direction larger than the vertical force N obtained only by the thruster 3 can be obtained.
In this way, by combining the thruster 3 and the steering blade 5 originally required for attitude control, a protruding injection port or deflecting plate that changes the injection direction of the thruster can be attached even under low dynamic pressure conditions. In addition, a large vertical force can be obtained and the airframe can be controlled without increasing the number of dedicated driving devices that control this.

Embodiment 3 FIG.
The third embodiment according to the present invention will be described below with reference to the drawings. In the first embodiment, it is possible to control the roll rotation direction of the airframe, and in the second embodiment, it is possible to improve the controllability in the direction perpendicular to the airframe, but in the third embodiment, the roll rotation direction is controlled. While making it possible, the controllability in the vertical direction is improved.

FIG. 7 is a diagram illustrating a state in which the attitude control in the roll direction and the vertical direction of the fuselage is performed by controlling the thruster 3 and the steering blade 5 in combination. FIG. 7A shows a state in the case of controlling in the roll left rotation direction, and FIG. 7B shows a state in the case of control in the roll right rotation direction.

In order to generate the lift NG on all the steering blades 5 under the low dynamic pressure condition, all the thrusters 3 are operated to control the vertical force N which is the resultant force of the thrust NT and the lift NG. At the same time, the roll control force L is generated and controlled by breaking the balance in the roll direction, that is, the balance of the magnitude of each lift NG, and the direction of the control force L is reversed as shown in FIGS. It becomes possible to do.

In the first to third embodiments, an example in which four thrusters are provided around the body of the flying body has been described. However, the number of installed thrusters is not limited to four, and the number of installed thrusters is other than four. However, the same effect can be obtained.

1 is a configuration diagram of a guided flying body according to Embodiment 1 of the present invention. FIG. It is a figure which shows the structure of the guidance control part by Embodiment 1 of this invention. It is an example of the control database used for the attitude | position control of the body by Embodiment 1 of this invention. It is a figure which shows the mode of the control force generation | occurrence | production by the action | operation of a set of thrusters and a steering blade by Embodiment 1 of this invention. It is a figure which shows a mode that the attitude | position control of the roll rotation direction of the body is performed by Embodiment 1 of this invention. It is a figure which shows a mode that the attitude | position control of the vertical direction of the body is performed by Embodiment 2 of this invention. It is a figure which shows a mode that the attitude | position control of the roll direction of a body and a perpendicular direction is performed by Embodiment 3 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Guide flying body, 2 fuselage, 3 thrusters, 4 gas flow control device, 5 steering blade, 6 steering blade drive device, 7 guidance control part, 8 mother machine or launcher, 9 seeker part, 10 guidance device, 11 inertial device , 12 Navigation calculation circuit, 13 Steering angle command calculation circuit, 14 Thruster thrust control circuit, 15 Gain calculation circuit, 16 Control database, 17 Airflow, 18 Injection gas.

Claims (4)

A thruster that controls the attitude of the guided vehicle by injecting gas;
A steering wing that controls the direction of the flow of the guided flying body by controlling the direction of the flow of gas injected by the thruster;
A guided flying body comprising: a guidance control device that operates the thruster and the steering blade to guide the guided flying body to a target. The guidance control device includes:
A condition consisting of a fuselage attitude angle, a fuselage height, a fuselage speed of the guided flying object, a load and a rotational moment applied to the guided flying object, a steering angle of the steering blade to be set under the condition, and the thruster A control database that stores a table that correlates thrust and
Based on the inputted body attitude angle, the body height, the body speed, the load, and the rotational moment, the steering angle and the thrust associated with each other are extracted from the control database, and the steering angle is applied to the steering wing. The guided flying body according to claim 1, wherein the thrust is output and the thrust is output to the thruster. The condition of the fuselage attitude angle, the fuselage height and the speed of the guided flying object, the load applied to the guided flying object and the rotational moment, the steering angle of the steering blade to be set under the condition and the thruster It has a control database that stores a table that associates thrust with
Based on the inputted body attitude angle, the body height, the body speed, the load, and the rotational moment, the steering angle and the thrust associated with each other are extracted from the control database, and the steering angle is applied to the steering wing. A guidance flying object guidance control device characterized in that the guidance thruster outputs the thrust to the thruster. An inertial device provided in the guided flying object obtains inertial information including the aircraft attitude angle, the aircraft height, the aircraft speed, and the thrusting angle command calculating unit and the thruster thrust calculating unit of the guided flying object; and ,
A navigation calculation circuit unit guides the guided vehicle toward the target based on a guidance signal including a guidance direction in which the guided vehicle is guided and a target speed, and the inertia information. Calculating an acceleration command and an angle command instructing an acceleration and an angle for output to the rudder angle command calculation unit and the thruster thrust calculation unit;
Rudder angle command calculator and thruster thrust calculator
The condition of the fuselage attitude angle, the fuselage height and the speed of the guided flying object, the load applied to the guided flying object and the rotational moment, the steering angle of the steering blade to be set under the condition and the thruster With reference to a control database storing a table in which thrust is associated, the body posture angle obtained from the inertia information, the body height, the body speed, the load obtained from the acceleration command and the angle command, and the Extracting the steering angle of the steering blade and the thrust of the thruster associated with a rotational moment, outputting the steering angle to the steering blade, and outputting the thrust to the thruster. A method for guiding and controlling a guided flying object.

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