JPH04306500A - Highly maneouverable missile - Google Patents

Abstract

PURPOSE:To provide a highly maneuverable missile capable of generating a high maneuvering acceleration even upon flying with a low speed by deviating a propulsive force without any loss of the propulsive force by a method wherein the steering wings of the missile are provided with auxiliary propulsive devices or auxiliary propulsive nozzles to steer the steering wings in the same manner as aeronautical steering under the combustion of a main propulsive device. CONSTITUTION:The title missile is provided with auxiliary propulsive devices 3 on steering wings 2 and auxiliary propulsive nozzles 13 on steering wings 12 as well as an auto-pilot switching device 5, switching auto-pilot operating devices 7, 8 effecting the control of propulsive charge 9 during the combustion and after the combustion of the propulsive charge 9, whereby necessary maneuvering acceleration, given by a target detecting device 4, can be obtained by propulsive force deviating method during the combustion of propulsive charge and by aeronautical method after the combustion of the same charge. In this case, a control system is required to provide the steering wings with a steering command only same as the control system so far and, therefore, any special actuator for deviating the propulsive force like as so far is not necessitated and the loss of a thrust after deviating the propulsive force can be eliminated.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flying object that performs high turning motion using a propulsion deflection method.

0002

[Prior Art] Figure 5(a) shows an outline of the flight trajectory of a flying object that turns using the propulsion deflection method.
is the projectile, 15 is the thrust vector direction after deflection, 1
6 is the thrust vector direction perpendicular to the machine axis, 17
is the velocity vector direction, and 18 is the flight trajectory. Figure 5
(b) is a comparison of flight trajectories when turning with the propulsion deflection method and the aerodynamic steering method, and in the figure, 19 shows the flight trajectory in the case of the propulsion deflection method and 20 shows the flight trajectory in the case of the aerodynamic steering method. It is something. In addition, FIG. 6 shows a typical example of the conventional propulsion deflection system, and 9 in the figure shows the propellant,
10 is a nozzle, 21 is a vane that deflects combustion gas, 2
2 is an actuator that drives the vane, and 25 is a propulsive force deflection type autopilot device.

Next, the operation of the conventional device will be explained. The combustion gas is deflected by the vane 21, and the thrust vector 1
By generating 6, a moment is generated in the flight. This moment causes the projectile to rotate,
By directing the thrust vector direction 15 in a desired turning direction, a turning movement as shown at 18 is performed. Figure 7 shows the dynamic pressure (Q) during flight and the turning acceleration (
g), in which 23 indicates the case of the propulsion deflection system, and 24 indicates the case of the aerodynamic steering system. In this way, in the case of the aerodynamic steering method, the turning acceleration depends on the dynamic pressure during flight, while with the propulsion deflection method, the turning acceleration generated does not depend on the dynamic pressure during flight. In this case, as explained in 19 and 20, the propulsion deflection system has better turning performance than the aerodynamic steering system. However, conventional propulsion deflection type aircraft require a device like the one shown in Figure 6, and with this type of system, there is a risk of developing heat-resistant vanes, loss of total thrust, and problems with the deflection autopilot. There are problems such as the presence of two aerodynamic steering autopilots, which makes the overall control system complex.

0004

[Problems to be Solved by the Invention] Conventional propulsion force deflection systems require a device for deflecting combustion gas in addition to a steering device for aerodynamic steering, an autopilot device, etc.
When using such a device, there were problems such as the risk of vane development, loss of propulsion, and the complexity of the control system due to the presence of two types of autopilots.

[0005] In order to solve the above problems, the present invention does not use a combustion gas deflection device or the like and uses the propulsion deflection autopilot in common with the aerodynamic steering autopilot, thereby achieving a high turning angle using the propulsion deflection method. The purpose is to realize flight.

[0006]

[Means for Solving the Problems] A high turning flying vehicle according to the present invention includes an auxiliary propulsion device for deflecting propulsive force attached to a steering wing, and an autopilot gain before and after combustion of this auxiliary propulsion device. The device is equipped with a switching device for switching.

[0007] A high-turning flying vehicle according to another aspect of the present invention includes an auxiliary propulsion nozzle attached to a steering wing for deflecting the propulsive force, and a main propulsion device that distributes combustion gas to the auxiliary propulsion nozzle. The main propulsion device includes a distribution device and a switching device that switches the autopilot gain before and after the main propulsion device burns.

[0008]

[Operation] The high-turning flying vehicle of the present invention has a control system that includes an auxiliary propulsion device and an auxiliary propulsion nozzle provided on the steering blade, and a switching device that switches the autopilot gain before and after combustion of combustion gas. By steering the steering blades, a set of steering devices and an autopilot can enable a high turning flight using a propulsion deflection method while the combustion gas is being combusted and aerodynamic steering after combustion.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an example in which an auxiliary propulsion device is attached to a steering wing, and an auxiliary propulsion device 3 is attached to a steering wing 2 of a flying object 1. Figure 2 shows the configuration of the autopilot switching device, where 4 is a target position detection device, 5 is an autopilot switching device, 6 is a thrust calculation device in the auxiliary propulsion device or the auxiliary propulsion nozzle, and 7 is when combustion gas is combusted. An autopilot calculation device, 8 is an autopilot calculation device after the combustion gas is combusted, and 27 is a steering angle command to be output. Furthermore, FIG. 3 shows an example in which an auxiliary propulsion nozzle is attached to the steering blade. In the figure, 9 is the propellant, 10
is a nozzle of the main propulsion device, 11 is an actuator that drives a steering blade, 12 is a steering blade, 13 is an auxiliary propulsion nozzle, 26
is a distribution device that distributes the combustion gas of the main propulsion device. Further, FIG. 4 shows an example of the relationship between the magnitude of thrust and time.

Next, the operation of the embodiment will be explained. In the process of calculating a steering command from the target position detected by the target detection device 4, the autopilot switching device 5 determines whether the main propulsion device is in combustion based on the acceleration generated in the axial direction of the auxiliary propulsion device 3 or the aircraft. In other words, it is determined whether to turn using the propulsion deflection method or the aerodynamic steering method. When the combustion gas is combusted, the magnitude of the thrust is estimated and calculated based on the relationship between thrust and time as shown in FIG. 4, which is stored in advance in the thrust calculation device 6, and the time from the start of combustion. Based on the values calculated here, the autopilot calculation device 7 calculates the moment generated by momentarily deflecting the thrust, and uses a general control loop to calculate the thrust deflection angle, that is, the optimal steering angle. and outputs a steering angle command 27. In addition, after the combustion gas is combusted, the aerodynamic steering method is selected in step 5, and the autopilot calculation device 8 calculates the moment generated by the lift force on the steering blade, and the optimal steering is performed using the conventional general control loop as during combustion. The amount is calculated and a steering angle command 27 is output.

In the case of the above thrust deflection, the auxiliary propulsion nozzle 1 provided on the steering blade is transmitted through the thrust distribution device 26 provided behind the nozzle 10 of the auxiliary propulsion device 2 or the main propulsion device.
3 rotates in conjunction with the rudder angle command, it is possible to deflect the propulsive force to a greater extent than in conventional systems without loss of thrust by steering the steering blades.

0012

As described above, according to the present invention, aerodynamics can be improved by maximally sharing the steering device and autopilot control system of the steering device without using a complicated thrust deflection device as in the past. Similar to the steering system, it is possible to efficiently perform high turns using the propulsion deflection system simply by steering the control blades.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an example in which an auxiliary propulsion device is attached to a steering wing of a flying object according to the present invention.

FIG. 2 is a schematic diagram of an autopilot switching device of the present invention.

FIG. 3 is a schematic diagram of a thrust distribution device provided behind a main propulsion device nozzle and an auxiliary propulsion nozzle provided on a steering blade according to the present invention.

FIG. 4 is a diagram showing an example of the relationship between combustion time and propulsive force of a propulsion device.

FIG. 5(a) is an explanatory diagram of a flight trajectory of a projectile based on a propulsion deflection method, and FIG. 5(b) is a diagram comparing flight trajectories obtained using a propulsion deflection method and an aerodynamic steering method.

FIG. 6 is a diagram showing an outline of a conventional propulsion deflection device.

FIG. 7 is a diagram comparing the dynamic pressure and generated turning acceleration during flight between the propulsion deflection method and the aerodynamic steering method.

[Explanation of symbols]

1 Aircraft 2 Steering blade 3 Auxiliary propulsion device 4 Target position detection device 5 Autopilot switching device 6 Auxiliary propulsion device, auxiliary propulsion nozzle, thrust calculation device 7
Autopilot calculation device during combustion gas combustion 8 Autopilot calculation device after combustion gas combustion 9 Propellant 10 Main propulsion device nozzle 11 Actuator 12 Steering blade 13 Auxiliary propulsion nozzle 14 Spacecraft 15 Thrust vector direction 16 Perpendicular to the aircraft axis Direction thrust vector direction 1
7 Velocity vector direction 18 Flight trajectory 19 Flight trajectory in the case of propulsion deflection method 20
Flight trajectory 21 in case of aerodynamic steering method Vane 22 Actuator 23 Turning acceleration 24 in case of propulsion deflection method Turning acceleration 25 in case of aerodynamic steering method Autopilot device 26 Combustion gas distribution device 27 Rudder angle command

Claims (2)

[Claims] [Claim 1] In a flying vehicle that performs a vertical turn, the auxiliary propulsion device attached to the steering wing and the auxiliary propulsion device detect the acceleration of the flying object before and after combustion, and the autopilot gain is determined based on the acceleration. A high-turning flying object characterized by being equipped with a switching device for switching. Claim 2: In a flying vehicle that performs a high turn, an auxiliary propulsion nozzle attached to a steering wing, a distribution device that distributes combustion gas from a main propulsion device to the auxiliary propulsion nozzle, and a combustion A high-turning flying object characterized by being equipped with a switching device that detects the acceleration of the flying object before and after combustion, and switches the autopilot gain based on the detected acceleration.