JPS62206391A - Guided missile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] [Industrial application field] This invention provides a steering blade at a predetermined position in the front half of the Ja body.

This invention relates to improving the maneuverability and aerodynamic performance of a flying object that has stabilizing wings at a predetermined position in the rear half of the aircraft.

[Conventional technology]

In order to generally have maneuverability and aerodynamic stability, a flying object has a steering wing at a predetermined position in the front half and a stabilizing wing at a predetermined position in the rear half. The above-mentioned steering blades are steered by a steering device built into the flying object to obtain maneuverability, and the stable wings provide aerodynamically stable flight performance.

An example of a conventional flying object is shown in FIG. In Figure 8 (
11 is the body of the guided flying vehicle, (2) is the steering wing, (3) is the stabilizing wing, (4) is the antenna, and (5) is the antenna drive mechanism.

(6) is the target, and ■ is the flight velocity vector of the guided flying object.

Ll is a force perpendicular to the flight direction, hereinafter referred to as lift force. θ is the reference axis, which is usually the angle between the ground and the axis of the guided flying object, and is hereinafter referred to as attitude angle. a is the angle between the flight direction and the axis of the guided flying object, hereinafter referred to as the angle of attack. σ
is the angle formed between the direction of the target (6) seen from the tracking device consisting of the antenna (4) and the antenna drive mechanism (5) and the axis of the guided flying object, and is hereinafter described as the oscillation angle. In order for a guided flying object to follow the movement of the target (6) and fly, a lift force is required to change the flight direction, but the most common method is to use aerodynamic force for lift force. be. That is,
Move the steering wheel N (2) to change the attitude of the aircraft (1) using the lift force acting on the steering wing (2), create an angle of attack a, and apply lift to the aircraft (11 and stability N (3)). In order to obtain high maneuverability and aerodynamic stability for such guided flying objects, it is sufficient to increase the wing area, but in order to install them on an aircraft or store them in a launcher, The wing width is limited.

You can't make your wings bigger unnecessarily. For this reason, conventional guided flying vehicles have been limited in their maneuverability and aerodynamic stability.

[Problem to be solved by the invention] In the example of the conventional flying object shown in Fig. 8, when the target (6) moves at high speed, a large lifting force is required to follow it. , for that the angle of attack is a6! There is a method of increasing the size or increasing the size of the steering blade (2) and the stabilizing blade (3).

However, as the angle of attack α increases, the lift force increases, but there is a limit to this, and once this limit is exceeded, the lift force will not increase any further. On the contrary, it will decrease. Also, if the angle of attack a is made too large, the swing angle σ will become large.
There is a risk that the swing angle limit of the antenna drive mechanism (5) will be exceeded and the target (6) will be lost.

On the other hand, if the steering blade (2) and stabilizing blade (3) are made too large.

Launcher 2 becomes difficult to mount on an aircraft, etc., and also difficult to handle. Particularly in guided flying vehicles mounted on aircraft, if the steering H (21) and stabilizing wings (3) are large, the air resistance increases, which increases the burden on the mother aircraft during carry-over flight, and reduces its flight performance. The disadvantage was that it decreased.

As described above, the motion performance and aerodynamic stability performance of conventional guided flying vehicles are limited by the wing area. This invention was made to solve this problem, and when installed on Launcher-2RA aircraft etc., the deployable wings are housed in the conventional stabilizing wings, keeping the two aircraft compact, and after the second launch, the hydraulic After a predetermined delay time set as the operating time of a locking device consisting of a cylinder and a coil spring, that is, after the deployable wing reaches a distance where it does not mechanically interfere with the mother aircraft or the launcher, the deployable wing is deployed. The objective is to obtain a larger stable wing area than a guided flying vehicle, and to obtain large lift, good maneuverability, and stability.

[Means for solving problems]

The guided flying object according to the present invention includes a deployable wing for increasing the wing area within a stable wing, a torsion bar that stores torsional torque as energy for deploying these guests, and a torsion bar that stores this torsional torque into the deployable wing. Store the transmission mechanism that transmits the information and the deployable wings.

The aircraft is equipped with a deployable wing locking device for deploying the deployable wings after a predetermined delay time after launch.

[For production]

In this invention, the wire is withdrawn from the locking device after launch from the launcher or aircraft.

After the V1 locking device is released and a predetermined delay time set by the locking device has elapsed, the deploying wing is deployed by the deployment energy stored in the torsion bar.

〔Example〕

FIGS. 1 and 2 are overall configuration diagrams of an embodiment of a guided flying object according to the present invention.

Figure 1 shows a guided flying vehicle before launch.
A steering device (not shown) built into the aircraft, a steering system 11+21 that is steered by the steering device, and a stabilizing wing (3) fixed to the two fuselage (1) are provided, and the stabilizing wing (3) has a deployable wing (7). It is in a state where it is stored by a locking device (8) provided in the container. (9) is a wire for unlocking.

Figure 2 shows the guided flying object after firing, and the wire (9) is pulled out from the locking device f (8) at the second firing.

The lock has been released and the deployment H (7) has been deployed, increasing the wing area.

FIG. 3 is a sectional view taken along the line AA in FIG. 1, and is composed of two bodies (1), a stabilizer N +31 , a locking device (8), and a wire (9).

Figure 4 shows the stabilizing blade (
3), and shows the inside of the stabilizing wing (3) as an example.

In Fig. 4, a torsion bar is provided to store the torsional torque energy for deploying the deployable wing (7) housed inside the stabilizing wing (3), and on the other hand, an I-john bar (
In order to transmit the deployment force of 10), a pair of bevel gears (11
), (12) and the same shaft (13) as the bevel gear (12)
A gear (14) supported by a gear (14) and a gear (14) meshing with it
5), and is configured to maintain the stored state with a locking device (8).

Figure 5 shows B of the stabilizing blade (3) used in the embodiment of Figure 4.
-B sectional view. Torsion bar〇〇 is bearing 1 (1
B) and is supported on the stabilizing wing (3) by a bracket (17). The shaft (13) is also supported by the stabilizing blade (3) through a bearing 2 (18).

6 and 7 are sectional views taken along the line CC in FIG. 4.

r! It shows a cross section of the rack placement (8). Figure 6 shows the state before launch, showing the deployable wing (7) and gear (1).
5) It is supported by the stabilizing blade (3) via a shaft (19) and a bearing (not shown). The hydraulic cylinder (20) is fixed to the stabilizing wing (3) via a guide (21).

A hole (23) provided in the piston rod (22) of the hydraulic cylinder (20) and a hole (2) provided in the guide (21).
4) is penetrated by a wire (9). Moreover, the piston rod (22) is inserted into the hole (25) provided in the deployable wing (7), and the deployable wing (7), which is about to be deployed by the torsional torque stored in the torsion bar in FIG. 5, is placed in the stored state. It is kept in (26) is the piston, and (27) is the spring of piston I@effect. (28) is the oil in the hydraulic sill (20).

(29) is an O-ring for sealing oil (28).

Figure 7 is a diagram after a predetermined delay time has elapsed after launch from the mother aircraft, and after the wire (not shown) has been pulled out from the guide (21) and pitstone rod (22), the coil spring (2
7) due to the energy stored in it.

The piston (26) and piston rod (22) rise.

When it is pulled out from the hole (25) provided in the deployable wing (7).

Development N 171 is 1-- in Fig. 5 via gear (15).
It unfolds due to the force of torsional torque stored in the Jonver scream.

Next, the operation of the above embodiment will be explained with reference to FIGS. 1 to 7. In Figure 1, the deployable wing (7) is the stabilizing wing (3).
FIG. 2 is an explanatory diagram showing the state in which these are stored. FIG. 2 is an explanatory diagram showing the state in which they are unfolded.

Figure 3 shows the stabilizing wing (7) with the deployable wing (7) retracted.
3) seen from the front, Figures 4 and 5 are the deployable wings (7)
An explanatory diagram of the inside of the stabilizing blade (3) in a state where the blade is housed.

Figure 6 shows that the deployed wing (7) is the piston rod (22) before launch.
), and Figure 7 shows the state immediately after the piston rod (22) rises after a predetermined delay time after firing and the deployable wings (7) are unlocked. It is an explanatory diagram.

First, in Fig. 4, the torsional torque energy stored in the torsion bar is expressed by the bevel gears (11) and (12).
The wings (7) try to deploy through the gears (14) and (15), but the locking device (8) prevents the deployment, resulting in the retracted state shown in FIG.

At this time, the wire (9) passes through the locking device (8) of each connector as shown in Figure 6, and the coil spring (
The piston rod (22) tries to rise by the piston rod (27)
) is locked. On the other hand, the other end of the piston rod (22) is inserted into the opening (25) of the expansion blade (7), thereby preventing the expansion operation. Next, when the fuselage (1) is launched from an aircraft or launcher, the wire (9) is pulled out from the locking device (8) and the piston rod (22) is moved by the force of the coil spring (27) shown in FIG. Enter the upward movement and W! ! Pull it out through the hole (25) provided in the wing (7). Then, the state shown in FIG. 7 is reached, which indicates the completion of extraction. The time from the start of the withdrawal to the completion of the withdrawal is determined by the viscosity of the oil (28) and the size of the gap between the piston (26) and the cylinder (20). By selecting and determining the viscosity of the oil (28) used and the size of the gap between the cylinder (20) and the piston (26) so that this time becomes the predetermined delay time described above.

After launch from the mother aircraft, the U-th wing will be deployed after a predetermined delay time.

〔Effect of the invention〕

As explained above, this invention incorporates a deployable wing into the conventional stabilizing wing of a guided flying vehicle, greatly increases the wing area of the stabilizing wing compared to the conventional wing area, and after one launch, the coil spring and hydraulic sill are released. after a predetermined delay time set in advance by the locking device.

1. By deploying it using the torsional torque stored in the John Bar, it has the effect of safely improving maneuverability and aerodynamic stability while preventing mechanical interference with the four aircraft or the launcher. .

[Brief explanation of drawings]

1 and 2 are overall configuration diagrams of an embodiment of a guided flying object according to the present invention, FIG. 3 is a sectional view taken along line AA in FIG. 1, and FIGS. 4 and 5 are internal configurations of stabilizing wings. 6 and 7 are cross-sectional views of the locking device, and FIG. 8 is a diagram showing an example of a conventional guided flying object. In the figure, (7) is a deployable wing, (8) is a locking device, (91 is a wire, 00) is a 1-version bar, (11> and (12) are bevel gears, (13) is a shaft, '( 14) and (15) are gears, (16) is a bearing 1° (
17) is the bracket, (18) is the bearing 2. (19) is the axis. (20) is the cylinder, (21) is the guide, (2
2) is the piston rod, (23) and (24) and (2
5) is a hole, (261 is a biston hole), (27) is a coil spring, (28) is oil, (29)
is an O-ring. Note that the same reference numerals in the two figures indicate the same or equivalent parts.

Claims (1)

[Claims] The body of the flying object, four steering wings installed at predetermined positions on the front half of the fuselage at equal intervals in the circumferential direction of the fuselage, and four control wings larger in area than the control wings and installed at predetermined positions on the rear half of the fuselage. four stabilizing wings mounted at equal intervals in the circumferential direction of the aircraft; a deployable wing housed within the stabilizing wing; and a deployable wing provided on the stabilizing wing for storing the deployable wing in the stabilizing wing; and a locking device constituted by a coil spring and a hydraulic cylinder; a torsion bar attached to the stabilizing wing and storing torsional torque energy for deploying the deployable wing; and a torsion bar that transfers the torsional torque of the torsion bar to the deployable wing. The deployable wing is stored in a stabilizing wing before the flying object is launched, and after launch, the hydraulic cylinder is actuated by the force of the coil spring, and after a predetermined delay time, the deployable wing is torsioned. A guided flying object characterized in that it is configured to be deployed by torsional torque stored in a bar.