WO2014197038A1 - Procédés et appareils pour l'interception aérienne de menaces aériennes - Google Patents

Procédés et appareils pour l'interception aérienne de menaces aériennes Download PDF

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Publication number
WO2014197038A1
WO2014197038A1 PCT/US2014/023109 US2014023109W WO2014197038A1 WO 2014197038 A1 WO2014197038 A1 WO 2014197038A1 US 2014023109 W US2014023109 W US 2014023109W WO 2014197038 A1 WO2014197038 A1 WO 2014197038A1
Authority
WO
WIPO (PCT)
Prior art keywords
eject vehicle
aerial
eject
vehicle
intercept
Prior art date
Application number
PCT/US2014/023109
Other languages
English (en)
Inventor
James Kolanek
Behshad Baseghi
David Sharpin
Anthony VISCO
Falin Shieh
Original Assignee
Alliant Techsystems Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US13/839,637 external-priority patent/US9551552B2/en
Application filed by Alliant Techsystems Inc. filed Critical Alliant Techsystems Inc.
Publication of WO2014197038A1 publication Critical patent/WO2014197038A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41G—WEAPON SIGHTS; AIMING
    • F41G7/00—Direction control systems for self-propelled missiles
    • F41G7/34—Direction control systems for self-propelled missiles based on predetermined target position data
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41G—WEAPON SIGHTS; AIMING
    • F41G7/00—Direction control systems for self-propelled missiles
    • F41G7/007—Preparatory measures taken before the launching of the guided missiles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41G—WEAPON SIGHTS; AIMING
    • F41G7/00—Direction control systems for self-propelled missiles
    • F41G7/20—Direction control systems for self-propelled missiles based on continuous observation of target position
    • F41G7/30—Command link guidance systems
    • F41G7/301—Details
    • F41G7/303—Sighting or tracking devices especially provided for simultaneous observation of the target and of the missile
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41H—ARMOUR; ARMOURED TURRETS; ARMOURED OR ARMED VEHICLES; MEANS OF ATTACK OR DEFENCE, e.g. CAMOUFLAGE, IN GENERAL
    • F41H11/00—Defence installations; Defence devices
    • F41H11/02—Anti-aircraft or anti-guided missile or anti-torpedo defence installations or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F42—AMMUNITION; BLASTING
    • F42B—EXPLOSIVE CHARGES, e.g. FOR BLASTING, FIREWORKS, AMMUNITION
    • F42B10/00—Means for influencing, e.g. improving, the aerodynamic properties of projectiles or missiles; Arrangements on projectiles or missiles for stabilising, steering, range-reducing, range-increasing or fall-retarding
    • F42B10/60—Steering arrangements
    • F42B10/66—Steering by varying intensity or direction of thrust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F42—AMMUNITION; BLASTING
    • F42B—EXPLOSIVE CHARGES, e.g. FOR BLASTING, FIREWORKS, AMMUNITION
    • F42B15/00—Self-propelled projectiles or missiles, e.g. rockets; Guided missiles
    • F42B15/01—Arrangements thereon for guidance or control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F42—AMMUNITION; BLASTING
    • F42B—EXPLOSIVE CHARGES, e.g. FOR BLASTING, FIREWORKS, AMMUNITION
    • F42B15/00—Self-propelled projectiles or missiles, e.g. rockets; Guided missiles
    • F42B15/10—Missiles having a trajectory only in the air
    • F42B15/105—Air torpedoes, e.g. projectiles with or without propulsion, provided with supporting air foil surfaces
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
    • G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft

Definitions

  • Embodiments of the present disclosure relate generally to methods and apparatuses for engagement management relative to a threat and, more particularly, to aerial interception of aerial threats.
  • RPGs Rocket Propelled Grenades
  • MANPADS Man-portable Air-Defense Systems
  • MP ADS MP ADS
  • SAMs Surface-to-Air Missiles
  • SAMs shoulder-launched Surface-to-Air Missiles
  • -Even inexperienced RPG operators can engage a stationary target effectively from 150-300 meters, while experienced users could kill a target at up to 500 meters, and moving targets at 300 meters.
  • One known way of protecting a platform against RPGs is often referred to as active protection and generally causes explosion or discharge of a warhead on the RPG at a safe distance away from the threatened platform.
  • Another known protection approaches against RPGs and short range missiles are more passive and generally employ fitting the platform to be protected with armor (e.g., reactive armor, hybrid armor or slat armor).
  • armor e.g., reactive armor, hybrid armor or slat armor
  • APS Active Protection Systems
  • these systems are proposed to protect vehicles that are: 1 ) armored, 2) can carry heavy loads, and 3) have plenty of available space for incorporation of large critical systems.
  • these systems can weigh anywhere between 300 to 3000 lbs. and can protect the vehicle when intercepting incoming threats as close as 5 to 10 ft.
  • FIGS. 1A and IB illustrate a helicopter as an aerial platform that may be under attack from an aerial threat and coverage areas that may be employed to sense when such a threat is present;
  • FIGS. 2A and 2B illustrate a conventional dispenser in which an eject vehicle 400 according to one or more embodiments of the present disclosure may be placed;
  • FIG. 3 illustrates systems that may be present on a helicopter and that may intercommunicate according to one or more embodiments of the present disclosure
  • FIG. 4 illustrates an exploded view of an eject vehicle showing various elements of the EV according to one or more embodiments of the present disclosure
  • FIGS. 5A-5C illustrate the eject vehicle of FIG. 4 as it may be configured during various stages of an intercept mission according to one or more embodiments of the present disclosure
  • FIGS. 6A-6C illustrate various propulsion and thruster elements that may be included with one or more embodiments of the present disclosure
  • FIG. 7 illustrates various electrical and communication connections that may be present on an EV while it is disposed on the mobile platform prior to launch
  • FIG. 8 is a block diagram illustrating elements that may be present on the eject vehicle according to one or more embodiments of the present disclosure
  • FIG. 9A is a block diagram illustrating elements that may be present on the aerial platform according to one or more embodiments of the present disclosure.
  • FIG. 9B is a perspective view of a radar module that may be present on the aerial platform according to one or more embodiments of the present disclosure.
  • FIGS. 10A and 10B are diagrams illustrating radar-scanning beams during an acquisition mode and a tracking mode, respectively;
  • FIG. 11 is a spectrum diagram illustrating possible Doppler spectrum regions where various aerial vehicles may be detected
  • FIG. 12 is a simplified flow diagram illustrating some of the processes involved in one or more embodiments of the present disclosure.
  • FIG. 13 illustrates an example flight path for the eject vehicle and an aerial threat during an intercept process
  • FIG. 14 illustrates two aerial vehicles flying in a formation and various radar sectors that may be covered by the aerial vehicles
  • FIG. 15 is a simplified side view of a kill vehicle illustrating the principle forces of interest on the kill vehicle
  • FIGs. 16A and 16B illustrate a nose thruster module
  • FIG. 17 is a simplified block diagram of an attitude control loop
  • FIG. 18 is a simplified flow chart of a Joint Adaptive Polarization and Roll Angle Estimator (JAP ARE) algorithm
  • FIG. 19 illustrates the JAP ARE algorithm in the form of a conventional servo loop
  • FIG. 20 illustrates a non-limiting example of a set of simulation results of the
  • FIG. 21 illustrates a set of position results of an Extneded Kalman Filter (EKF) fusion algorithm simulation
  • FIG. 22 illustrates a set of velocity results of the EKF fusion algorithm simulation of FIG. 21 ;
  • FIG. 23 illustrates a set of attitude results of the EKF fusion algorithm simulation of FIG. 21 ;
  • FIG. 24 illustrates an attitude control loop;
  • FIG. 25 illustrates a controller input-output topology
  • FIG. 26 illustrates an example of a search procedure that may be used to find a thruster to fire
  • FIG. 27 illustrates a mass and center of gravity (CG) location update algorithm.
  • a general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
  • DSP Digital Signal Processor
  • ASIC Application Specific Integrated Circuit
  • FPGA Field Programmable Gate Array
  • a general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine.
  • general-purpose processor may be considered a special-purpose processor while the general-purpose processor is configured to execute instructions (e.g., software code) stored on a computer-readable medium.
  • a processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
  • embodiments may be described in terms of a process that may be depicted as a flowchart, a flow diagram, a structure diagram, or a block diagram. Although a process may describe operational acts as a sequential process, many of these acts can be performed in another sequence, in parallel, or substantially concurrently. In addition, the order of the acts may be rearranged.
  • Elements described herein may include multiple instances of the same element. These elements may be generically indicated by a numerical designator (e.g. 1 10) and specifically indicated by the numerical indicator followed by an alphabetic designator (e.g., 1 10A) or a numeric indicator preceded by a "dash" (e.g., 1 10-1 ).
  • a numerical designator e.g. 1
  • an alphabetic designator e.g. 1 10A
  • a numeric indicator e.g., 1 10-1
  • any reference to an element herein using a designation such as “first,” “second,” and so forth does not limit the quantity or order of those elements, unless such limitation is explicitly stated. Rather, these designations may be used herein as a convenient method of distinguishing between two or more elements or instances of an element. Thus, a reference to first and second elements does not mean that only two elements may be employed or that the first element must precede the second element in some manner.
  • a set of elements may comprise one or more elements.
  • Embodiments of the present disclosure include apparatuses and methods for providing protection for mobile platforms, such as, for example a helicopter, from an aerial threat. Some embodiments of the present disclosure may include methods and apparatuses that are portable and lightweight enough for carrying on aerial platforms that may have significant weight and size constraints. Some embodiments of the present disclosure may include methods and apparatuses that can be incorporated into existing systems already installed on aerial platforms.
  • FIGS. 1A and IB illustrate a helicopter as an aerial platform 100 that may be under attack from an aerial threat 120 and coverage areas 140 that may be employed to sense when such a threat is present within an intercept range (may also be referred to herein as a threat range) of embodiments of the present disclosure.
  • the aerial threat 120 may be shot by an attacker 110 toward the aerial platform 100.
  • aerial threat or “threat” are used interchangeable to refer to any threat directed toward a mobile platform, including projectiles, rockets, and missiles that may be shoulder launched or launched from other platforms.
  • aerial threats include Rocket Propelled Grenades (RPGs), Man-portable Air-Defense Systems (MANPADS or MPADS), shoulder-launched Surface-to-Air Missiles (SAMs) Tube-launched, Optically tracked, Wire-guided missiles (TOWs), and other aerial weapons, having a trajectory and ordnance such that they may cause damage to the mobile platform.
  • RPGs Rocket Propelled Grenades
  • MANPADS or MPADS Man-portable Air-Defense Systems
  • SAMs Surface-to-Air Missiles
  • TOWs Wire-guided missiles
  • aerial weapons having a trajectory and ordnance such that they may cause damage to the mobile platform.
  • Aerial platform includes, but is not limited to platform such as, helicopters, Unmanned Airborne Vehicle (UAVs), Remotely Piloted Vehicles (RPVs), light aircraft, hovering platforms, and low speed traveling platforms.
  • UAVs Unmanned Airborne Vehicle
  • RVs Remotely Piloted Vehicles
  • the protection systems and methods of the present disclosure are particularly useful for protecting aerial platforms against many kinds of aerial threats.
  • embodiments of the present disclosure may be particularly suitable for use on aerial platforms 100 due to the small size and weight, they may also be used in other types of mobile platforms like ground-based mobile platforms such as, for example, tanks, armored personnel carriers, personnel carriers (e.g., Humvee and Stryker vehicles) and other mobile platforms capable of bearing embodiments of the present disclosure. Moreover, embodiments of the present disclosure may be used for relatively stationary ground based personnel protection wherein a mobile platform may not be involved. Accordingly, embodiments of the disclosure are not limited to aerial applications.
  • FIG. IB illustrates coverage areas 140 in which one or more embodiments of the present disclosure may detect an incoming aerial threat 120 and perform active countermeasures using one or more embodiments of the present invention to remove the aerial threat 120 before it can damage the aerial platform 100.
  • Some embodiments of the present disclosure may be configured such that they can be disposed in previously existing Countermeasures Dispenser Systems (CMDS).
  • CMDS Countermeasures Dispenser Systems
  • FIGS. 2A and 2B illustrate a dispenser 200 configured as a conventional CMDS (e.g. an AN/ALE-47) in which an eject vehicle 400 (EV) according to one or more embodiments of the present disclosure may be placed.
  • CMDS e.g. an AN/ALE-47
  • eject vehicle 400 EV
  • FIGS. 2A and 2B illustrate a dispenser 200 configured as a conventional CMDS (e.g. an AN/ALE-47) in which an eject vehicle 400 (EV) according to one or more embodiments of the present disclosure may be placed.
  • AN/ALE-47 dispensers are conventionally used to dispense passive countermeasures, such as, for example, radar-reflecting chaff, infrared countermeasures to confuse heat-seeking missile guidance, and disposable radar transmitters.
  • eject vehicles 400 may also be placed in the AN/ALE-47 and ejected therefrom under control of the AN/ALE-47 and other electronics on the aerial platform 100 (FI
  • the eject vehicle 400 may be configured as a substantially cylindrical vehicle to be placed in a tubular dispenser 210 and ejection may be controlled from control wiring 220 connected to the dispenser 200. Moreover, the dispenser 200 may be configured to hold both the passive countermeasures for -8- which it was originally designed, as well as one or more eject vehicles 400 according to embodiments of the present disclosure.
  • the eject vehicle 400 may be configured to be disposed in an AN/ALE-47, other types of dispensers 200 or other types of carriers for the eject vehicle 400 may also be used.
  • the tubular dispenser 210 is illustrated with a circular cross section. However, other cross sections may be used, such as, for example, square, hexagonal, or octagonal.
  • FIG. 3 illustrates systems that may be present on a helicopter frame 300 and that may intercommunicate according to one or more embodiments of the present disclosure.
  • the helicopter frame 300 and systems described are used as specific examples to assist in giving details about embodiments of the present disclosure.
  • an AAR-47 Missile Approach Warning System
  • MAWS warns of threat missile approaches by detecting radiation associated with the missile.
  • four MAWSs (320A, 320B, 320C, and 320D) are disposed near four corners of the helicopter frame 300.
  • a central processor 360 may be used to control and coordinate the four MAWSs (320A, 320B, 320C, and
  • Two AN/ALE-47 dispensers (200A and 200B) are positioned on outboard sides of the helicopter frame 300, each of which may contain one or more eject vehicles 400. As shown in FIG. 3, there are four eject vehicles 400 on each side labeled EV1 through EV4 on one side and labeled EV5-EV8 on the other side.
  • the AN/ALE-47 dispensers are each controlled by an AN/ALE-47 sequencer (350A and 350B), which are, in turn, controlled by the central processer 360.
  • radar modules 900A, 900B, 900C, and 900D are included to augment and connect with the AAR-47s and communicate with the eject vehicles 400.
  • These radar modules 900 (See FIG. 9A) are configured to detect and track relatively small incoming aerial threats (e.g., an RPG) as well as the outgoing eject vehicles 400.
  • the radar modules 900 can send wireless communications (340A, 340B, 340C, and 340D) to the eject vehicles 400 both before and after they are ejected from the dispensers (200A and 200B).
  • the radar modules 900, and eject vehicles 400 may each include unique identifiers, such as, for example, a Media Access Control (MAC) address.
  • the radar modules 900 may also be configured to detect, track, and communicate with other friendly platforms such as, for example other helicopters flying in formation with the helicopter.
  • MAC Media Access Control
  • all helicopters within communication range can communicate and share radar and control information to fonn a broad coverage area, similar to cellular telephone base station coverage.
  • the helicopters may communicate to define different sector coverage areas such that one helicopter does not launch an eject vehicle 400 into a sector that may damage or interfere with another helicopter.
  • control processors such as the central processor 360, the MAWSs 320, the radar modules 900, the sequencers 350, and the dispensers 200 may be configured to form an ad hoc network and include the eject vehicles 400.
  • FIG. 3 The specific example of FIG. 3 is shown to illustrate how radar modules (900A-900C) and eject vehicles (EV1-EV8) of the present disclosure can be incorporated with existing systems on helicopter platforms with little change.
  • one radar 900A may be position on one side of the helicopter frame 300 and another radar module 900C may be positioned on another side of the helicopter frame.
  • the radar modules 900 would be configured to provide hemispherical coverage areas.
  • These radar modules 900 may be controlled by, communicate with, or a combination thereof, a different central processor 360 configured specifically for embodiments of the present disclosure.
  • the eject vehicles 400 may be disposed in different carriers or different dispensers from the AN/ALE-47 dispensers (200A and 200B) shown in FIG. 3.
  • embodiments of the present disclosure are used as illustrated in FIG. 3, they provide an ultra-light weight active protection system for helicopter platforms that may increase the survivability against RPG attacks to better than 90% for RPGs fired from ranges as close as about 100 meters away.
  • Every pound of added airframe equipment will reduce capacity to carry personnel or cargo, and the space for adding equipment to the airframe may be at a premium.
  • At least some embodiments of the present disclosure are configured to be less than about 50 pounds and occupy about 5.5" x 5.5" surface area at each of the four corners of a helicopter exterior shell and with minimal impact to existing wiring kits.
  • Helicopters generally do not carry armor and thus, the intercept of an incoming threat (e.g., an RPG) must occur at a range that is safe to the un-armored helicopter airframe.
  • an RPG-7 as an example, to achieve a survival probability of about 99% from the blast alone, the intercept should occur at distances beyond 30 meters from the helicopter shell. This requirement significantly influences the system response time, when considering that an RPG fired at a 100-meter distance may impact the helicopter in less than about 600 milliseconds.
  • a third concern is fratricide and collateral damage to friendly forces that may be amplified by the helicopter platform deploying kinetic countermeasures in a position above ground and potentially next to a wingman helicopter or in the vicinity of civilians, friendly troops, or a combination thereof.
  • Some embodiments of the present disclosure are configured to work in combination with embodiments on other helicopters when the helicopters are flying in formation relatively close to each other.
  • Some embodiments of the present disclosure can geo-locate the attacker 110 (FIG. 1 ) after few radar track frames are processed.
  • Embodiments of the present disclosure can engage multiple threats at a time.
  • multiple incoming aerial threats 120 can be detected and tracked and multiple outgoing eject vehicles 400 can be tracked.
  • multiple eject vehicles 400 may be launched, directed toward, and detonated proximate the same aerial threat 120.
  • eject vehicles 400 can be launched and guided to the point of attack with the same or different warheads and detonated above the threat point of origin.
  • some embodiments of the present disclosures include an active kinetic countermeasure projectile (i.e., the eject vehicle 400 of FIG. 2) including an ejection mechanism with an impulse charge that can fit in, and can be launched by, the AN/ALE-47 chaff/flare dispenser 200.
  • Some embodiments of the present disclosures include the radar module 900 covering a 90 degree sector or more (i.e., with a 90 degree sector each helicopter platform would use four radar modules 900).
  • the radar module 900 may perform the operations described herein in combination with other electronics and processors on the aerial platform 100.
  • the radar modules 900 may be used to: 1) search, acquire, and track incoming aerial threats 120, launch the active kinetic countermeasure (i.e., eject vehicle 400), 3) track the outgoing eject vehicle 400 with respect to the incoming aerial threat 120, 4) point and guide the eject vehicle 400 toward the incoming aerial threat 120, 5) command detonate the eject vehicle 400, and 6) geo-locate the attacker 110, all in less than about one second.
  • at least two AN/ALE-47 dispensers 200 would be used in conjunction with the four radar modules 900 such that each dispenser 200 provides
  • the radar modules 900 may be configured as pulse Doppler radar modules 900 to scan the azimuth plane and the elevation plane using two orthogonal fan beams and may be configured to cover a 90 degree sector in about 20 milliseconds. Upon detecting an incoming aerial threat 120, the associated radar module 900 may then direct the launch and guidance of an eject vehicle 400 from an AN/ALE-47 dispenser 200 that covers that sector. The eject vehicle 400 may be command guided to the target by the radar module 900 and command detonated.
  • the radar modules 900 may be configured as an addition to the existing
  • AN/AAR-47 system may use its existing interface for launching of the eject vehicle 400.
  • Some of the embodiments of the present disclosure may be configured to deploy an eject vehicle 400 that fits in a standard dispenser 200 but could be stabilized and pointed towards the threat after launch, in less than about
  • FIG. 4 illustrates an exploded view of an eject vehicle 400 showing various elements of the eject vehicle 400 according to one or more embodiments of the present disclosure. Reference may also be made to FIGS. 1 -3 in describing features and operations of the eject vehicle 400.
  • the eject vehicle 400 is a lightweight guided projectile that, in some embodiments, may be designed to be launched from chaff/flare dispensers.
  • the eject vehicle 400 may intercept and destroy incoming aerial threats 120 at ranges sufficient to prevent damage to the host aerial platform 100.
  • the eject vehicle 400 may be packaged in a cartridge containing an impulse charge and interface electronics designed to fit the AN/ALE-47 dispenser magazine.
  • the eject vehicle 400 includes an ejection piston 780 configured to transmit the energy of an impulse cartridge 750 (described below in connection with FIG. 7) to the eject vehicle 400 and launch the eject vehicle 400 away from the aerial platfonn 100 to a distance safe enough for the eject vehicle 400 to begin performing alignment and interception maneuvers.
  • an impulse cartridge 750 described below in connection with FIG. 7
  • a rocket motor 420 may be used to propel the eject vehicle 400 toward the aerial threat 120 after the eject vehicle 400 has been rotated such that a longitudinal axis of the eject vehicle 400 is pointed in the general direction of the aerial threat 120.
  • a first set of folding fins 482 may be attached to the rocket motor 420 and configured to deploy once the eject vehicle 400 has exited the dispenser 200. The folding fins 482 are small and configured to provide stability to the eject vehicle 400 during its flight path rather than as control surfaces for directing the fight path.
  • An airframe shell 430 may be configured to contain a warhead 440, a divert thruster module 610, a nose thruster module 620 (may also be referred to herein as an alignment thruster module 620), an electronics module 450, and a battery 452.
  • An airframe nose 490 may be configured to attach to the airframe shell 430 to protect the electronics module 450 and provide a somewhat aerodynamic nose for the eject vehicle 400.
  • a safe and arm module 460 may be included within the airframe shell 430 and configured to safely arm the warhead 440 when the eject vehicle 400 is a safe distance away from the aerial platform 100.
  • FIGS. 5A-5C illustrates the eject vehicle 400 of FIG. 4 as it may be configured during various stages of an intercept mission according to one or more embodiments of the present disclosure.
  • Stage 1 in FIG. 5A, illustrates the eject vehicle 400 in the cartridge and including the ejection piston 780, the rocket motor 420, the airframe shell 430, and the airframe nose 490.
  • Stage 2 in FIG. 5B illustrates the eject vehicle 400 after it has been dispensed and shows the rocket motor 420, the airframe shell 430, and the airframe nose 490.
  • FIG. 5B also illustrates the folding fins 482 deployed near the end of the rocket motor 420 and wireless communication antennas 890 deployed near the airframe nose 490.
  • Stage 3 in FIG. 5C illustrates the eject vehicle 400 after the rocket motor 420 has burned and been detached from the airframe shell 430.
  • the eject vehicle 400 may be referred to as a terminal vehicle and includes the airframe nose 490, the wireless communication antennas 890, and the airframe shell 430. Still within the airframe shell 430 are the warhead 440, the divert thruster module 610, the alignment thruster module 620, the electronics module 450 the battery 452, and the safe and arm module 460.
  • a second set of folding fins 484 are deployed from the airframe shell 430 to stabilize the eject vehicle 400 during the remainder of the flight to intercept the aerial threat 120. This second set of folding fins 484 are used to replace the first set of folding fins 482 that were attached to the rocket motor 420, which has been detached from the airframe shell 430 during stage 3.
  • the corner reflector 470 may be configured with sharp angles to enhance radar detection of the eject vehicle 400 by a radar module 900 on the aerial platform 100.
  • the corner reflector 470 may be configured as an interior angle of a small cube shape, which will enhance radar detection.
  • the alignment thruster module 620 is offset from a center of mass of the eject vehicle 400 such that an initial pitch maneuver can be performed to align the longitudinal axis of the eject vehicle 400 along an intercept vector pointed toward the aerial threat 120. This alignment maneuver is performed prior to the burn of the rocket motor 420.
  • the divert thruster module 610 is position substantially near a center of mass of the terminal vehicle and is used to laterally divert the terminal vehicle from its current flight path to make minor corrections to the flight path in order to more accurately intercept the aerial threat 120.
  • the terminal vehicle may be referred to herein as the eject vehicle 400 and it should be understood what is being referred to based on the context of the discussion.
  • the warhead 440 may be command detonated when the radar module 900 on the aerial platform 100 determines that the eject vehicle 400 has reached the closest point of approach (nominally about 15 cm).
  • the use of thrusters provide the fast reaction times that may be needed to intercept the aerial threat 120 at a nominal distance of about 50 meters when the aerial threat 120 is launched from a range of about 100 meters.
  • FIGS. 6A-6C illustrate various propulsion and thruster elements that may be included with one or more embodiments of the present disclosure.
  • FIG. 6A illustrates a nose thruster module 620 with four nose thrusters 622 (two are hidden) arranged around a periphery of the nose thruster module 620.
  • These nose thrusters 622 are positioned to generate a perpendicular force on the eject vehicle 400 relative to the longitudinal axis and are offset from the center of mass of the eject vehicle 400 so that an initial pitch maneuver can be performed to rotate and align the longitudinal axis of the eject vehicle 400 along an intercept vector pointed toward the aerial threat 120.
  • the four nose thrusters are orthogonally arranged giving two opportunities to adjust the pitch of the eject vehicle 400 in each direction.
  • other embodiments may include fewer or more alignment thrusters 622.
  • FIG. 6B illustrates a divert thruster module 610 with eight divert thrusters 612 (five are hidden) arranged around a periphery of the divert thruster module 610.
  • These divert thrusters 612 are positioned to generate a perpendicular force on the eject vehicle 400 relative to the longitudinal axis and are positioned near the center of mass of the eject vehicle 400 so that the divert thrusters will move the eject vehicle 400 laterally to a slightly different travel path while substantially maintaining the same pitch.
  • the divert thrusters 612 can modify the flight path of the eject vehicle 400 to correct for minor errors in the initial pitch maneuvers pointing directly toward the aerial threat.
  • eight divert thrusters 612 are used giving eight opportunities to adjust the flight path of the eject vehicle 400 during its flight toward the aerial threat 120.
  • other embodiments may include fewer or more divert thrusters 612.
  • FIG. 6C illustrates a thruster 650 configured to expel a gas through a nozzle 652 to create a lateral force.
  • the tliruster 650 may be controlled from a thrust signal 654, which may be connected to the electronics module 450 of the eject vehicle 400.
  • the thruster 650 is one example of a type of thruster that may be used for both the divert thrusters 612 and the alignment thrusters 622.
  • FIG. 7 illustrates various electrical and communication connections that may be present on the eject vehicle 400 while it is disposed on the aerial platform 100 prior to launch.
  • a cartridge 710 includes a cartridge flange 720 such that the cartridge 710 may be securely placed in a dispenser 200 (FIG. 2).
  • An end cap 790 may be positioned over the cartridge 710 to hold the eject vehicle 400 within the cartridge 710.
  • An impulse cartridge 750 is positioned near the base of the cartridge flange 720 and is configured to fire in response to a fire command signal 755 from the radar module 900 (FIG. 3) or other electronics on the aerial platform 100.
  • An ejection piston 780 is positioned between the impulse cartridge 750 and the eject vehicle 400 and is configured to transmit the energy of the firing impulse cartridge 750 to the eject vehicle 400 and propel the eject vehicle 400 out of the dispenser 200 and safely away from the aerial platform 100.
  • a power signal 740 and a ground signal 730 may run along or through the cartridge to an antenna spring contact 745 and a ground spring contact 735, respectively.
  • the ground spring contact 735 is configured to flexibly couple with a ground patch 738 on the eject vehicle 400 to provide a ground for the eject vehicle 400 electronics while the eject vehicle 400 is in the cartridge 710.
  • the antenna spring contact 745 is configured to flexibly couple with the antenna 890 on the eject vehicle 400 and a power signal on the eject vehicle 400 to provide power and direct communication for the eject vehicle 400 electronics while the eject vehicle 400 is in the cartridge 710.
  • the cartridge 710 may include a cartridge antenna 760 that may be coupled to the antenna 890 of the eject vehicle 400 by the antenna spring contact 745.
  • the eject vehicle 400 may communicate wirelessly 795 with electronics on board the aerial platform 100 through the antenna 890 on the eject vehicle 400 or through the cartridge antenna 760.
  • FIG. 8 is a block diagram illustrating elements that may be present on the eject vehicle 400 according to one or more embodiments of the present disclosure.
  • a microcontroller 810 may be coupled to a memory 820, which is configured to hold instructions for execution by the microcontroller 810 and data related to command and control of the eject vehicle 400.
  • the microcontroller 810 may be any suitable microcontroller, microprocessor, or custom logic configured to directly execute, or execute responsive to software instructions, processes related to operation of the eject vehicle 400.
  • the memory may be any suitable combination of volatile and non-volatile memory configured to hold data and computing instructions related to operation of the eject vehicle 400.
  • One or more antennas 890 may be configured to provide a communication link with electronics (e.g., the radar module 900) onboard the aerial platform 100.
  • the communication link may be configured using WiFi or WiMax frequencies and protocols.
  • a diversity combiner 880 may be used to combine signals from multiple antennas.
  • a communication transceiver 870 may be coupled to the diversity combiner 880 and be configured to transmit and receive frequencies to and from the diversity combiner 880.
  • a communication modem 860 e.g., a WiFi modem
  • the microcontroller 810 receives information from the communication modem 860 and may perform operation related to the received information. In addition, based on processes performed on the microcontroller 810, information may be sent to the communication modem 860 for transmission through the one or more antennas 890.
  • the microcontroller 810 may be coupled to a thrust controller 830, which interfaces with the alignment thrusters 622 and the divert thrusters 612 (FIG. 6).
  • a warhead fuzing interface 840 may be provided to interface to the warhead 440
  • a roll sensor 850 and a vertical reference 855 may be used in combination to determine the attitude of the eject vehicle 400 as well as a spin rate and spin position of the eject vehicle 400 and communicate such information to the
  • microcontroller 810 Other types of sensors, such as, for example, accelerometers and magnetometers may also be used for this purpose.
  • FIG. 9A is a block diagram illustrating elements that may be present on the aerial platform 100 according to one or more embodiments of the present disclosure.
  • the electronics module and functions thereof on the aerial platform 100 may be contained within a radar module 900, as illustrated in FIG. 9B.
  • some of the function may be within the radar module 900 while other functions may be located in different places on the aerial platform 100 such as, for example, the central processor 360 (FIG. 3).
  • the various modules used to control the radar module 900 and the eject vehicle 400 and determine other information related thereto may be collectively referred to herein as an onboard system.
  • FIG. 9B is perspective view of the radar module 900 that may be present on the aerial platform according to one or more embodiments of the present disclosure.
  • the radar module 900 includes an azimuth scan radar antenna 920, an elevation scan radar antenna 940, and a wireless communication link antenna 960.
  • the azimuth scan radar antenna 920 is included in an azimuth radar subsystem, which includes a diplexer 922 for combining radar sent and reflected radar received.
  • a Radio Frequency (RF) up/down converter 925 converts the radar frequencies sent from a digital synthesizer 930 and converts the radar frequencies received for use by a digital receiver 935.
  • RF Radio Frequency
  • the elevation scan radar antenna 940 is included in an elevation radar subsystem similar to the azimuth radar subsystem, but configured for the elevation direction.
  • the elevation radar subsystem includes a diplexer 942 for combining radar sent and reflected radar received.
  • a Radio Frequency (RF) up/down converter 945 converts the radar frequencies sent from a digital synthesizer 950 and converts the radar frequencies received for use by a digital receiver 955.
  • RF Radio Frequency
  • the wireless communication link antenna 960 may be configured to provide a communication link with electronics onboard the eject vehicle 400.
  • the communication link may be configured using WiFi or WiMax frequencies and protocols.
  • a wireless communication subsystem includes a communication transceiver 965 (e.g., a WiFi transceiver) coupled to the wireless communication link antenna 960 and configured to transmit and receive frequencies to and from the antenna 960.
  • a communication modem 970 e.g., a WiFi modem
  • a sector processor 910 communicates with the elevation radar subsystem, the azimuth radar subsystem, and the wireless communication subsystem.
  • the sector processor 910 may communicate helicopter navigation information 912 from other electronics on the aerial platform 100.
  • the sector processor 910 may also communicate with the dispenser 200 (e.g., one or more ALE-47s) using communication signal 914 and the missile approach warning system 320 (e.g., one or more AAR-47s) using communication signal 916.
  • the sector processor 910 performs a number of functions to detect and track aerial threats 120, control and track the eject vehicle 400, as well as other functions related to the active protection system.
  • communication between the dispenser 200 and the sector processor 910 may be accomplished through the missile approach warning system 320.
  • the sector processor 910 in combination with the radar subsystems can detect and track incoming aerial threats 120 (.e.g., RPGs). Based on the tracking of the incoming aerial threat, and in combination with navigation information from the aerial platform, the sector processor can extrapolate to a geo-location of the attacker 110, from where the aerial threat was launched.
  • the aerial platform may act on this geo-location or transmit the geo-location to other aerial platforms or ground based platforms for follow-up actions.
  • the sector processor 910 may be configured to send launch commands to the dispenser 200 on communication signal 914 to launch one or more eject vehicles 400 to intercept one or more detected aerial threats 120.
  • the sector processor 910 may also calculate required pitch adjustments that should be performed by the eject vehicle 400 after it has been ejected and is safely away from the aerial platform 100.
  • the sector processor 910 may be configured to track the eject vehicle 400 and send guidance commands (i.e., divert commands) to the eject vehicle 400 so the eject vehicle 400 can perform divert maneuvers to adjust its flight path toward the aerial threat 120.
  • guidance commands i.e., divert commands
  • the sector processor 910 may also be configured to determine when the eject vehicle 400 will be near enough to the aerial threat 120 to destroy the aerial threat 120 by detonation of the warhead 440 on the eject vehicle 400. Thus, a detonation command may be sent to the eject vehicle 400 instructing it to detonate, or instructing it to detonate at a detonation time after receiving the command.
  • FIGS. 10A and 10B are diagrams illustrating radar-scanning beams during an acquisition mode and a tracking mode, respectively.
  • the radar modules 900 may be mounted in close proximity to the existing AN/ALR-47 missile warning receiver (MWR) installations to provide 360 degrees spatial coverage while minimizing wiring modifications to the helicopter. It is anticipated that an aerial threat 120 will be launched at relatively short ranges, typically on the order of 100 m.
  • the radar modules 900 are designed to detect and track the low radar cross section (typically -15 dBsm) of an RPG fired from any aspect angle, within 30 milliseconds of launch, and out to a range of at least 300 meters.
  • the radars operate in the Ka-Band to minimize the antenna size yet provide the precision angular measurements needed to guide the eject vehicle 400 to intercept the aerial threat 120.
  • a high pulse-repetition-frequency pulse Doppler waveform provides radial velocity measurements as well as the clutter rejection needed to operate in close proximity to the ground while detecting low radar cross section targets.
  • Pulse compression may be used to achieve precision range measurements as well as increasing the transmit duty cycle to best utilize the capabilities of existing Ka-Band solid-state power amplifiers.
  • the antennas generate a pair of orthogonal fan beams, providing a continuous track-while-scan capability to minimize detection latency and provide multiple target track capability. Beam scanning can be accomplished using a frequency scan method to eliminate the need for expensive phase shifters.
  • FIG. 10A illustrates an acquisition mode wherein the elevation radar generates an elevation fan beam extending in the vertical direction that sweeps in the horizontal direction and the azimuth radar generates an azimuth fan beam extending in the horizontal direction that sweeps in the vertical direction.
  • the radar systems can cover an entire 90-degree scan sector to quickly detect and acquire an incoming aerial threat 120 when it is within range.
  • FIG. 10B illustrates a track mode.
  • two sequential azimuth scans and two sequential elevation scans are shown that pinpoint a first
  • the sector processor can derive relative position information that can be used to provide divert commands to the eject vehicle 400 to more closely intercept the aerial threat 120.
  • FIG. 1 1 is a spectrum diagram illustrating possible Doppler spectrum regions where various aerial vehicles may be detected.
  • FIG. 11 illustrates a ground clutter spectrum 11 10, a spectrum 1 120 for the eject vehicle 400 (i.e., PRJ in FIG. 11), a spectrum 1130 that may be indicative of an RPG, and a spectrum 1 140 that may be indicative of a MANPAD.
  • PRJ the eject vehicle 400
  • FIG. 11 illustrates a spectrum 1 120 for the eject vehicle 400 (i.e., PRJ in FIG. 11)
  • a spectrum 1130 that may be indicative of an RPG
  • a spectrum 1 140 that may be indicative of a MANPAD.
  • other aerial threats and their associated spectrums may also be identified.
  • FIG. 12 is a simplified flow diagram illustrating some of the processes 1200 involved in one or more embodiments of the present disclosure.
  • the processes may be loosely considered as an acquisition phase 1210, a pre-launch phase 1220, an align and launch phase 1240, a guidance phase 1260, a divert phase 1270, and a detonation phase 1280.
  • Operation block 1212 indicates that continuous radar scans are performed looking for incoming aerial threats.
  • Decision block 1214 indicates that the process loops until a target is detected. While not shown, during this phase the radar modules 900 may also be detecting distance and angle to wingman platforms (i.e., other aerial platforms) in the vicinity. Using communication between the various wingman platforms, sectors of responsibility can be identified as discussed more fully below in connection with FIG. 14.
  • the process 1200 enters the pre-launch phase 1220.
  • Operation block 1222 indicates that the sector processor 910 uses the range and travel direction of the incoming aerial threat 120 to calculate a threat direction to the incoming aerial threat 120 and an intercept vector pointing from a deployed eject vehicle 400 to a projected intercept point where the eject vehicle 400 would intercept the incoming aerial threat 120.
  • Operation block 1224 indicates that the intercept vector is sent to the eject vehicle 400.
  • the intercept vector may be sent to the eject vehicle 400 in a number of forms.
  • the actual directional coordinates may be sent and the eject vehicle 400 would be responsible for determining the proper pitch maneuvers to perform.
  • the sector processor 910 may determine the proper pitch maneuvers that the eject vehicle 400 should perform after launch and send only pitch commands (e.g., start and burn times for each alignment thruster 622) to be used during the pitch maneuvers. While FIG. 12 indicates that the intercept vector or pitch commands are sent before launch, some embodiments may be configured such that this information can be sent after launch.
  • pitch commands e.g., start and burn times for each alignment thruster 622
  • the eject vehicle 400 During the acquisition phase 1210 and pre-launch phase 1220, the eject vehicle 400 remains in the dispenser 200 and connected to power.
  • An RF communication link may be in operation through the eject vehicle 400 antenna via a transmission line inside the dispenser 200.
  • Operation block 1242 indicates the impulse cartridge 750 is fired to propel the eject vehicle 400 from the dispenser 200 and safely away from the aerial platform 100.
  • Operation block 1244 indicates that the pitch maneuvers are performed to align the eject vehicle 400 with the already determined intercept vector.
  • the pitch maneuver is a two-stage process that sequentially executes an azimuth rotation and an elevation rotation to align the longitudinal axis of the eject vehicle along the intercept vector.
  • the pitch maneuver does not have to be exact.
  • offsets of up to about 10 to 15 degrees may be corrected during flight of the eject vehicle 400 using the divert thrusters 612 during the guidance phase 1260.
  • the folding fins 482 will deploy and the communication link antennas 890 will deploy and wireless communication between the eject vehicle 400 and the radar module 900 may commence.
  • Operation block 1246 indicates that the rocket motor 420 will fire, which accelerates the eject vehicle 400 to about 160 meters/second and imposes a spin rate on the eject vehicle 400 of about 10 Hertz.
  • the rocket motor 420 and folding fins 482 Upon exhaustion, the rocket motor 420 and folding fins 482 will separate and the Terminal Vehicle (TV) is exposed. With separation of the TV, the second folding fins 484 deploy and the corner reflector 470 is exposed.
  • TV Terminal Vehicle
  • Operation block 1262 indicates that the sector processor 910 will track the eject vehicle 400 and aerial threat 120 as discussed above with reference to FIGS 9A-10B.
  • Decision block 1264 indicates that the sector processor 910 will determine if a divert maneuver is required to intercept the incoming aerial threat 120 and estimate the direction of divert thrust required.
  • a divert phase 1270 includes operations to cause the eject vehicle 400 to modify its course.
  • Operation block 1272 indicates that the divert direction and time, if required, are sent to the eject vehicle 400.
  • the divert process takes into account the rotation of the eject vehicle 400 and the direction of the desired divert thrust. This rotation adds a complication to the selection and fire time determination of the proper divert thruster 612, but also ensures that all of the available divert thrusters 612 can be used to divert the eject vehicle 400 in any desired direction substantially perpendicular to the travel direction of the eject vehicle 400.
  • Operation block 1274 indicates that the processor on the eject vehicle 400 will select the divert thruster to be fired and determine the firing time based on the divert angle received from the sector processor and its internal attitude sensors.
  • Operation block 1276 indicates that the appropriate divert thruster 612 is fired at the appropriate fire time to move the eject vehicle 400 laterally along a diversion vector to adjust the flight path of the eject vehicle 400.
  • each divert thruster 612 may be capable of correcting for about two degrees of error from the initial pointing of the eject vehicle 400 during the pitch maneuver.
  • the process can slide the travel direction vector of the eject vehicle 400 toward the path of the aerial threat 120.
  • the process can 14 023109
  • FIG. 12 indicates the guidance phase 1260 and the detonation
  • operation block 1282 indicates that the sector processor 910 determines an optimum intercept time when the eject vehicle 400 will be at its closest point to the aerial threat 120.
  • Operation block 1284 indicates that a
  • detonation command may be sent to the eject vehicle 400. This detonation
  • command may be in the form of a detonation time for the eject vehicle to count out or it may be in the form of an immediate command for the eject vehicle 400 to perform as soon as the command is received.
  • Operation block 1286 indicates that the warhead 440 on the eject vehicle 400 is detonated at the intercept time responsive to the detonation command received from the sector processor 910.
  • FIG. 13 illustrates an example flight path for the eject vehicle 400 and an aerial threat 120 during an intercept process.
  • a typical RPG and EV trajectory example are shown.
  • the RPG is launched at a range of about 100 meters and 30 degrees left of the nose of the helicopter.
  • the eject vehicle 400 receives its coordinate commands from the radar module 900 and is then ejected from the port chaff dispenser 200 at an angle of 90 degrees to the helicopter axis.
  • the eject vehicle 400 separates to a distance of about two meters from the helicopter.
  • the nose thrusters pitch the eject vehicle 400 to the approximate approach angle of the incoming RPG (e.g., within about ⁇ 10° accuracy).
  • the rocket motor 420 then fires to accelerate the eject vehicle 400 to approximately 160 meters/second and is then separated from the remaining terminal vehicle upon exhaustion.
  • the radar module 900 transmits a series of divert
  • the guidance algorithm may be configured to produce a maximum CPA of about 30 centimeters, which is well within the lethal 0.6-meter kill radius of the warhead 440.
  • FIG. 14 illustrates two aerial vehicles flying in a formation and various radar sectors that may be covered by the aerial vehicles.
  • a significant concern is the presence of wingman helicopters and the potential damage caused by accidental targeting.
  • the system presented has capability of tracking and recognizing the adjacent helicopters and networking with their associated active protection systems to avoid collateral damage by handing off sectors covered by other platforms.
  • a first helicopter 1410 is monitoring a first radar sector 141 OA, a second radar sector 1410B, a third radar sector 1410C, and a fourth radar sector 1410D.
  • a second helicopter 1420 near the first helicopter 1410 is monitoring a fifth radar sector 1420A, a sixth radar sector 1420B, a seventh radar sector 1420C, and an eighth radar sector 1420D. If an aerial threat approaches form a direction indicated by arrow 1430 it may be detected by the third radar sector 1410C of the first helicopter 1410 and the seventh radar sector 1410C of the second helicopter 1420. If the first helicopter 1410 attempts to launch an eject vehicle, it may cause damage to the second helicopter 1420. However, using communication between the various wingman platforms, sectors of responsibility can be identified. Thus, for the direction indicated by arrow 1430, the first helicopter 1410 can determine that the third radar sector 1410C will be covered by the seventh radar sector 1420C of the second helicopter 1420. As a result, while this formation continues, the first helicopter does not respond to threats in its third radar sector 1410C.
  • the radar module 900 may also be referred to herein more generically as an Engagement Management Module (EMM) 900.
  • EMM Engagement Management Module
  • an aerial platform 100 FIG. 1
  • FIG. 3 An example of which is shown in FIG. 3.
  • the engagement management modules 900 may be used as part of a Helicopter Active Protection System (HAPS), but may also be used in other types of aerial vehicles, ground vehicles, water vehicles, and stationary deployments.
  • HAPS Helicopter Active Protection System
  • the eject vehicle 400 may also be referred to herein as an intercept vehicle 400 and a kill vehicle (KV) 400.
  • FIG. 5C illustrates the eject vehicle 400 after the rocket motor 420 has burned and been detached from the airframe shell 430.
  • the eject vehicle 400 may be referred to as a terminal vehicle, a terminal section, or a terminal section of the kill vehicle 400. Still within the terminal section are the warhead 440, the divert thruster module 610, the alignment thruster module 620, the electronics module 450 the battery 452, and the safe and arm module 460.
  • radar on the EMM 900 detects and tracks an aerial threat (e.g., an RPG) launched at the helicopter and launches one or more KVs 400 from the AN/ALE-47 Countermeasure Dispenser to intercept the incoming RPG.
  • the KV 400 executes a series of pitch maneuvers using nose thrusters (i.e., in the alignment thruster module 620) to align the body axis with the estimated intercept point, uses a boost motor to accelerate to high speed to intercept the RPG at maximum range, and executes a series of commands for lateral guidance maneuvers using a set of divert thrusters 610.
  • the KV 400 warhead 440 is command detonated when the KV 400 reaches the closest point of approach (CPA) computed by an EMM guidance processor.
  • CPA closest point of approach
  • the flight time of the KV is typically on the order of 300 to 500 msec.
  • the KV is exposed to strong moments due to divert thruster offsets from the center of gravity and to strong aerodynamic moments due principally to the Jet Interaction (JI) effect when the divert thrusters are fired.
  • JI Jet Interaction
  • FIG. 15 is a simplified side view of a kill vehicle (KV) 400 illustrating the principle forces of interest on the kill vehicle (KV) 400.
  • the divert thruster' s 610 center of thrust, XCT would be aligned with the KV 400 center of gravity (CG) to minimize any moments introduced by its thrust force (F DT ).
  • One or more tail fins 1524 can be used to add aerodynamic stability, but the time constants associated with these tail fins generally are not fast enough to stabilize the KV 400 during its short flight time. Instead, or in addition to the tail fins 1524, a plurality of small micro-thrusters 1604 (FIG. 16A) are added to the nose thruster module 620 (FIGs. 4 and 16A) to implement an active attitude control. This introduces ⁇ ⁇ at location ⁇ ⁇ .
  • FIGs. 16A and 16B illustrate a nose thruster module 620.
  • the nose thruster module 620 may include a plurality of pitch thrusters 622 and a plurality of attitude control thrusters 1604.
  • FIG. 16A illustrates a plurality of cylinders 1606 and 1608 configured for storing propellant grains.
  • the larger cylinders 1606 correspond to the pitch thrusters 622 while the smaller cylinders 1608 correspond to the attitude control thrusters 1604.
  • FIG. 16B illustrates a plurality of nozzles 1610 and 1612, each configured to divert a flow from one of the plurality of cylinders 1606, 1608.
  • the combination of cylinders 1606 and nozzles 1610 create the pitch thrusters 622 and the combination of cylinders 1608 and nozzles 1612 create the attitude control thrusters 1604.
  • the various moments described earlier may cause the KV 400 to become unstable and likely to tumble without stabilization.
  • Maintaining the angle of attack a within a nominal 10 to 20 degrees is useful to maintain the divert thrusters normal to the velocity vector V for proper guidance maneuvering and in directing the warhead 440 blast toward the RPG at the point of detonation.
  • FIG. 17 is a simplified block diagram of an attitude control loop 1700.
  • the EMM 900 radar generates position d KV and velocity v KV track data for the KV 400 and sends this information to the KV 400 via a command link radio (CLR) 1706.
  • CLR command link radio
  • the EMM also transmits a roll angle ⁇ ⁇ via a transmit antenna 1804 (FIG. 18) to the CLR 1706 to the KV 400 over the CLR 1706.
  • a Joint Adaptive Polarization and Roll Angle Estimator (JAP ARE) algorithm 1710 resident in the KV 400, processes the polarized CLR 1706 signal received by two orthogonal linear receive antennas 1802 (FIG. 18) on the KV 400 to estimate a roll angle ⁇ ⁇ ⁇ the KV 400.
  • An onboard Inertial Management Unit (IMU) 1714 measures an acceleration a Ky and an angular velocity ⁇ ⁇ of the KV 400. This information is processed by an IMU 1714 .
  • Extended Kalman Filter (EKF) 1720 to generate fused estimates of the position d Ky , velocity KV , attitude [ ⁇ ⁇ , ⁇ ⁇ , ⁇ ⁇ ] , and angular velocity ⁇ ⁇ of the KV 400.
  • the Attitude Control Algorithm 1730 is designed to fire the nose mounted attitude control thrusters 1604 to maintain the angle of attack a (FIG. 15) within preset limits. Once it is determined that an attitude correction thrust is required, the Attitude Control Algorithm 1730 selects the next available attitude control thruster 1604 that comes into position due to the body spin at operational block 1732, and times the firing to coincide with the desired direction of thrust at operational block 1734. The Attitude Control Algorithm 1730 maintains knowledge of which attitude control thrusters 1604 have been fired and which are available at operational block 1736.
  • the KV 400 has an onboard IMU 1714 that measures the angular rate and acceleration.
  • the IMU 1714 may include a set of 3-axis gyros, 3-axis
  • the sensors may be solid-state MEMS that are machined on a small circuit board.
  • the IMU 1714 also includes an FPGA, which contains the EKF 1720 to fuse the output of the sensors into three
  • FIG. 18 is a simplified flow chart of the Joint Adaptive Polarization and Roll
  • the JAP ARE algorithm 1710 may process the CLR 1706 signals received, for example, by orthogonal linearly polarized receive antennas 1802, to adapt the two receive signals in a beam former 1806 (also "the dual polarized receiver 1806") to match the incoming polarization to eliminate polarization mismatch loss induced by body rotation.
  • the JAPARE algorithm 1710 also processes the CLR 1706 signals received to provide an estimate of the KV 400 roll angle ⁇ .
  • u tt ⁇ and ⁇ ⁇ 2 are orthogonal unit vectors that define the direction of the electric field components
  • ⁇ ⁇ ( ⁇ ) and p 2 (t) are the complex components of a unit vector that define the projection of the electric field vector on the basis vectors
  • U and p are the matrix of basis unit vectors and the polarization vector respectively.
  • the polarization of an antenna can be defined by a 2x1 complex vector q.
  • the signal received by an antenna with polarization q from a signal with polarization p is simply the inner product of p and q:
  • the signal generated at the input of the dual polarized receiver 1806 is given by:
  • FIG.19 illustrates the JAP ARE algorithm 1710 in the form of a conventional servo loop 1900.
  • the closed loop may force y rX 2 to zero, hence ⁇ - ⁇ .
  • the KV 400 roll angle is estimated by:
  • the transmitter roll angle, ⁇ ⁇ can be transmitted to the KV 400 via the data link 1806.
  • FIG. 20 illustrates a non-limiting example of a set of simulation results 2000 of the JAP ARE algorithm 1710 tracking the roll angle of a KV 400 body spinning on its longitudinal axis 1520 (FIG. 15) at 2200 degrees per second.
  • a top plot 2002 of FIG. 20 illustrates an overlay of true and estimated roll angles.
  • a bottom plot 2004 illustrates a difference or error between the overlay of true and estimated roll angles.
  • the set of simulation results 2000 are shown without additive noise and illustrate the performance of the servo loop 1900.
  • a Kalman Filter methodology is used to fuse the sensor data.
  • the translational motion involves a set of linear equations and the conventional Kalman Filter (KF) can be used whereas the rotational motion involves a set of nonlinear equations and the conventional Extended Kalman Filter (EKF) can be used.
  • KF Kalman Filter
  • EKF Extended Kalman Filter
  • a 9x1 discrete time translational motion state vector, x(k), includes 3-D spatial components comprising a position vector, d(k), a velocity vector, v(k), and an acceleration vector, a(k), as follows:
  • Transition and measurement equations include a transition matrix, F k , a plant noise coupling matrix, G k , a measurement matrix, 3 ⁇ 4, state transition noise Wk and measurement noise Vk.
  • the state transition noise Wk is i.i.d. zero mean Gaussian with covariance R k
  • the measurement noise Vk is also i.i.d. zero mean Gaussion with covariance (3 ⁇ 4.
  • the subscript k indicates the variables might be time varying.
  • T s is the sample interval and 3 ⁇ 4 and O3 are 3x3 unity and zero matrices respectively.
  • the Kalman filter 1720 (FIG. 17) involves two acts: the projection act and the update act.
  • the projection act is given by:
  • the 9x1 discrete time translational motion state vector, x ⁇ k) comprises 3-D spatial components including attitude, 9(k), and angle rate, co(k).
  • An overbar is used to distinguish the rotational variables from the translational variables:
  • transition and measurement equations have a similar form as the translational equations except the transition equation is nonlinear.
  • ⁇ ⁇ + ⁇ F t (y*)+ G ⁇
  • the transition noise, w t is i.i.d. zero mean Gaussian with covariance R k and the measurement noise v k is i.i.d Gaussian with covariance Q k .
  • the nonlinear property is shown in the expanded form.
  • the nonlinear matrix B(0 k ) converts angle rate to Euler angle rate and is given by:
  • the EKF method is similar to the KF method except the transition equation linearized usina the Jacobian.
  • the projection step for the EKF is given by:
  • the update step for the EKF is given by:
  • FIGs. 21 , 22, and 23 illustrate sets of simulation results of the EKF fusion algorithm using the EMM 900 radar, JAP ARE 1710 and IMU 1714 (FIG. 17) inputs for a typical KV 400 flight profile.
  • FIG. 21 illustrates position results of the simulation.
  • a top plot illustrates true position values
  • a middle plot illustrates estimated position values
  • a bottom plot illustrates position error.
  • An x position is indicated by solid lines or blue lines
  • a y position is indicated by dotted lines or green lines
  • a z position is indicated by dashed lines or red lines.
  • FIG. 22 illustrates velocity results of the simulation.
  • a top plot illustrates true velocity values
  • a middle plot illustrates estimated velocity values
  • a bottom plot illustrates velocity error.
  • An x velocity is indicated by solid lines or blue lines
  • a y velocity is indicated by dotted lines or green lines
  • a z velocity is indicated by dashed lines or red lines.
  • FIG. 23 illustrates attitude, results of the simulation.
  • a top plot illustrates true attitude values
  • a middle plot illustrates estimated attitude values
  • a bottom plot illustrates attitude error.
  • An x attitude is indicated by solid lines or blue lines
  • a y attitude is indicated by dotted lines or green lines
  • a z attitude is indicated by dashed lines or red lines.
  • FIG. 24 illustrates an attitude control loop 2400.
  • the attitude control loop 2400 utilizes an uplink and on-board EKF outputs to compute firing commands to the plurality of Attitude Control Thrusters (ACT) 1604 to maintain the KV 400 body axis 1520 aligned with the velocity vector V (FIG. 15).
  • ACT Attitude Control Thrusters
  • d KV and v KV are projectile position and velocity vectors in the
  • the attitude control loop 2400 may include an Attitude Control Algorithm 2402.
  • the Attitude Control Algorithm 2402 may compute how much attitude control thrust is needed at the attitude thruster station 620 and which direction the thrust centroid should point to. If the Attitude Control Thrust (ACT) exceeds a certain fraction of the ACT force, then the algorithm may initiate a command to fire an ACT.
  • the Attitude Thruster Select function then search for an ACT to fire at operational block 2404.
  • the Attitude Thruster Fire Control electronics squib the selected ACT to fire at operational block 2406. Otherwise, the process exits the control loop. Finally, the Attitude Thruster Units Remaining function 2410 keeps track of which ACTs are spent and which are available for use. This information is fed back to the Mass Property Estimator function 2412 and the Attitude Thruster Select function 2404.
  • Act 3 The total angle of attack a iolal and aerodynamic roll angles ⁇ j) aero is then computed. The total angle of attack should be small at all times. The aerodynamic angle tells where the total angle of attack is relative to the body roll axis.
  • Act 5 Compute the KV 400 heading and flight path angles in the NED frame. These are the desired body yaw and pitch attitude angles that we want to control. Note that the body roll angle is free.
  • FIG. 25 illustrates a controller input-output topology.
  • the yaw and pitch commands are derived from Act 5.
  • the estimated body attitude angles, Euler, and body rates, ⁇ are provided by the JAP ARE algorithm 1710.
  • the controller gain Kp 0Uter aTi d Kp imer are to De optimized for various engagement scenarios.
  • the symbol Eulerj represents the Euler rate vector , ⁇ ⁇ , ⁇ ⁇ j .
  • Euler dd represents the Euler acceleration vector p KV , ⁇ ⁇ , ⁇ ⁇ J.
  • F cmd is the output of the controller containing the magnitude of the attitude thrust force command and its orientation relative to the body roll axis 1520. The function that computes the force command is described in Acts 8 through 10.
  • Act 8 Because the air vehicle is aerodynamically unstable at all flight regimes, angle of attack will grow if unchecked. For this reason, the aerodynamic moment to be countered must be estimated, in addition to the moment needed to produce the attitude acceleration of Act 7. The estimation is done by storing a complete set of aerodynamic coefficient tables on board the projectile and computing the total yawing and pitching moments about the estimated CG location on the flight. The algorithm to estimate the KV 400 mass, CG location and inertia tensor will be described below with respect to FIG. 27. The total aerodynamic moment in the body frame, ignoring the rolling moment, may be computed as:
  • C n total yawing moment coefficient
  • X cp is normalized center of pressure location along the body x-axis
  • X CG is normalized center of gravity location along the body x-axis
  • Y CG is CG offset from the body x-axis
  • Z ca is CG offset from the body x-axis
  • r is normalized yawing rate.
  • I a denotes the estimated moment of inertia about the roll axis.
  • FIG. 26 illustrates an example of a search procedure that may be used to find a thruster to fire.
  • a plurality of attitude thrusters 1 , 2, 3, 4, 5, 6, 7, and 8 are shown with circles.
  • a white circle, such as attitude thrusters 1 , 4, 6, and 8, indicates the attitude thruster has been spent.
  • a shaded circle, such as attitude thrusters 2, 3, 5, and 7, indicates the attitude thruster has not been spent.
  • an attitude thruster may be fired 180 degrees opposite to (j) aero such that the resultant force F pushes the body nose toward the velocity vector.
  • attitude thruster number 8 is about to reach the ignition command position; but it has already been spent, so it can't be selected.
  • Thruster number 7 is available but it's too soon to be fired so it will not be selected, either.
  • the ignition command angle ⁇ ⁇ and an d thruster number 7 may line up and be selected to fire.
  • the attitude control loop may keep track of which attitude thrusters are available to use in an availability list. When a certain attitude thruster is commanded to fire, it is removed from the availability list.
  • the CG location and the inertia tensor will migrate as any divert thruster 610 or an attitude thruster 1604 is firing.
  • FIG. 27 illustrates a mass and CG location update algorithm 2700.
  • the mass and CG location update algorithm 2700 may be configured to update the total mass, CG location and inertia tensor as a divert thruster 610 or attitude thruster 1604 is firing.
  • the definitions of the symbols are:
  • intercept vehicle e.g., the eject vehicle 400
  • engagement management systems described herein may be used with many types of intercept vehicles 400 in which the engagement management system can track the intercept vehicle 400, alter the course of the intercept vehicle 400, determine when to detonate the intercept vehicle 400, or combinations thereof using command communicated between the engagement management system and the intercept vehicle 400.
  • embodiments of the present disclosure may be particularly suitable for use on aerial platforms, they may also be used in other types of mobile platforms like ground-based mobile platforms such as, for example, tanks, armored personnel carriers, personnel carriers (e.g., Humvee and Stryker vehicles) and other mobile platforms capable of bearing embodiments of the present disclosure.
  • ground-based mobile platforms such as, for example, tanks, armored personnel carriers, personnel carriers (e.g., Humvee and Stryker vehicles) and other mobile platforms capable of bearing embodiments of the present disclosure.
  • embodiments of the present disclosure may be used for relatively stationary ground based personnel protection wherein a mobile platform may not be involved. Accordingly, embodiments of the disclosure are not limited to aerial applications

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

La présente invention concerne des systèmes et des procédés de protection active destinés à une plate-forme aérienne. Un système embarqué comprend des modules radar, détecte des véhicules aériens dans une distance de menaces de la plate-forme aérienne et détermine si l'un quelconque des véhicules aériens constitue une menace aérienne. Le système embarqué attribue également un vecteur d'interception à la menace aérienne, communique le vecteur d'interception à un véhicule d'éjection et amène le véhicule d'éjection à s'éjecter de la plate-forme aérienne pour intercepter la menace aérienne. Le véhicule d'éjection comprend des propulseurs d'alignement pour faire tourner un axe longitudinal du véhicule d'éjection afin de s'aligner sensiblement sur le vecteur d'interception, un moteur-fusée pour accélérer le véhicule d'éjection sur un vecteur d'interception, des propulseurs de désaxement pour dévier le véhicule d'éjection dans une direction sensiblement perpendiculaire au vecteur d'interception, et des propulseurs de commande d'attitude pour effectuer des ajustements de l'attitude du véhicule d'éjection.
PCT/US2014/023109 2013-03-15 2014-03-11 Procédés et appareils pour l'interception aérienne de menaces aériennes WO2014197038A1 (fr)

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US13/839,637 US9551552B2 (en) 2012-03-02 2013-03-15 Methods and apparatuses for aerial interception of aerial threats
US13/839,637 2013-03-15

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CN113740845A (zh) * 2021-08-30 2021-12-03 山西宇翔信息技术有限公司 用于特种车辆的高速小目标探测设备及安装方法

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