JPH03125900A - Guided flying object - Google Patents

Abstract

PURPOSE:To obtain the merits of both of fore-wing steering system and rear-wing steering system by a method wherein main wings or fore wings and rear wings are moved forward after the combustion of a rocket motor and control signals for one set of control devices are sent to the actuator of two kinds of steering blades of the fore wings and rear wings to steer both of the blades simultaneously. CONSTITUTION:When a fuselage receives the combustion finishing signal of a rocket motor 10, the forward movement mechanism 9a of main wings and the forward movement mechanism 9b of rear wings are operated to move main wings and rear wings. When the main wings and the rear wings are moved forward, the distance between the position of center of gravity and the acting point of aerodynamic force is shortened and, therefore, the static stability of the fuselage, which has been temporarily enhanced through combustion of the rocket motor 10, is deteriorated whereas deteriorated response of the fuselage is improved. Upon start of turning of a flying object, the actuator 6a of the fore wings 2 is operated in the direction for elevating the leading edge of the fore wings and the actuator 6b of the rear wings 4 is operated in the direction for descending the leading edge of the rear wings 4, by the control signal of the control device 5. In this case, the response of the fuselage is improved by steering the fore wings 2 while the generation of reverse acceleration in rear-wing steering system may be prevented or reduced.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to an improvement of a guide body, and more specifically, the main wing or the front wing and the rear wing are moved forward after combustion of a rocket motor, and one control device is moved. The main feature is that the performance of the guide body is improved by simultaneously steering the control vanes located in front and behind the main wing by sending control signals to two actuators each for the front and rear wings. .

[Conventional technology]

Figures 11 and 12 are schematic diagrams showing examples of conventional aircraft with a body that climbs over the guidance section. In Figure 2, (1) is the fuselage;
2+ is the front wing, (3) is the main wing,! 41 is the rear wing. Here, Fig. 11 shows an example of a front wing steering type aircraft, and Fig. 12 shows a rear gi! ! ! This is an example of a rudder-based search method. FIG. 13 is a schematic diagram showing the internal structure of a conventional guided flying vehicle.

α[ is the rocket motor;

Fig. 14 is a schematic diagram showing an example of the state at the start of a turn using the forward R steering method, and Fig. 15 is a schematic diagram showing an example of the state during a steady turn using the same method. The coordinate axis is t, and (8a) parallel to the mainstream is the X axis.

Let (8b) orthogonal to the X-axis be the y-axis. In the figure, the arrow δ indicates the amount of steering angle of the steering blade, the arrow a indicates the amount of angle of attack, and the white arrow indicates the direction of the mainstream.

In the aircraft shown in Figure 13, the center of gravity before the combustion of the rocket motor is xm□, but after the two aircraft start flying, as the rocket motors are burned, the weight at the rear of the two aircraft becomes lighter and The center of gravity moves to Xm□ in front.

As a result, the distance from the double center of gravity to the aircraft's point of impact is,
It changes from ΔX1 to Δx2. That is, as the rocket motor burns, the center of gravity of the aircraft moves forward, the distance between the two centers of gravity and the point of impact increases, and the stability of the two aircraft increases.

Now, consider the case where turning acceleration in the positive direction of the y-axis is generated. At the start of a turn, a positive rudder angle is first applied to generate lift on the front wing, thereby generating a clockwise moment in FIG. 15 and rotating the two aircraft in that direction. As the angle of attack increases, lift is generated from the main wings and fuselage, and at the same time the value of the clockwise moment changes. For a statically stable aircraft, the moment decreases as the angle of attack increases, so there is usually an angle of attack at which the moment becomes zero. This angle of attack is called the trim angle, and is usually uniquely determined once the rudder angle is determined for each aircraft.

Also, the state where the angle of attack is kept at the trim angle is called the trim state.
As shown in FIG. 15, the aircraft is in a trim state during a steady turn. At this time, the steering angle is set to a value corresponding to the trim angle necessary to generate the required turning acceleration.

Figures 16 and 17 are schematic diagrams showing an example of the state at the start of a turn and an example of the state during a steady turn, respectively, of the rear wing steering system, and the symbols in the figures are the same as in Figs. 14 and 15. It is. However, the angle of attack α and the steering angle δ are positive if they are in the same direction as in FIG.

In order to generate a clockwise moment at the start of a turn, unlike the front 'R steering system, it is necessary to use a negative steering angle to generate negative lift at the rear as shown in Figure 17. becomes. In a statically stable aircraft, the moment decreases as the angle of attack increases, as in the case of the front wing steering system, and during a steady turn, the aircraft enters a trim state as shown in FIG. 17. The steering angle at this time also takes a negative value, unlike in the case of the front wing steering method.

[Problem to be solved by the invention]

As shown in Figure 15, in the case of a canard steering system using a stable aircraft in terms of Wp, the rudder angle during a steady turn is positive, so the effective angle of attack of the canard is that of the aircraft. greater than the angle of attack. Therefore, the upper limit of the value that can be taken as the trim angle is limited by the stall characteristics of the front wing, and the maximum turning acceleration during steady turning is also restricted thereby.

On the other hand, in the rear wing steering system, as shown in FIG. 17, acceleration occurs in the opposite direction to the direction originally intended to be obtained at the start of a turn, which deteriorates the responsiveness of the aircraft.

In either steering method, as shown in FIG. 13, after the start of flight, the center of gravity moves forward as the rocket motor burns, and the distance between the center of gravity and the point of force of the aircraft becomes longer. This increases the stability by 1 and reduces the responsiveness of the aircraft.

This invention was made to solve this problem. After the rocket motor burns, the main wing or front wing and rear wing are moved forward, and the two types of control wings are simultaneously steered, thereby improving performance. This paper proposes a guided spacecraft that can

[Means to solve the problem]

The means for improving the performance of the spacecraft according to the present invention is the movement mechanism of the main wing or front wing and the movement of the rear wing after the rocket motor is combusted. ! ! The main wing or the front and rear wings are each moved forward by a mechanism, and each actuator of the rudder blade is attached to the front and rear of the main wing. By sending one signal, the actuators should be actuated at the same time.

[For production]

In this invention, the guided flying object has two types of control wings: a front wing in front of the main wing and a rear wing behind the main wing, and these wings receive control signals from one control device. The aircraft is steered by simultaneously operating the actuators on each wing.

The distance between the weight IG and the point of impact is increased by moving the main wing, front wing, and rear wing forward. It can be made shorter, reducing stability force by 9 times and improving aircraft response.

In addition, one control device: two types of steering 3iI force 5
By being steered at the same time, it is possible to obtain the advantages of both the quick response of the front g steering method and the high IJ arm angular force τ1 of the rear R steering method, improving the performance of the guided flying object. be achieved.

〔Example〕

FIG. 1 is a schematic diagram showing an embodiment of the present invention. The broken lines indicate the positions of the main wing and rear wing before rocket motor combustion.

Figure 2 is a sectional view showing the internal structure of the guided flying vehicle according to the present invention, where f5J is a control device for steering, (6a) is an actuator for the front wing (2), and (6b) is a control device for steering.
) is the actuator of the rear wing (4), the cable (7) is the cable that sends the control signal of the control device (5) to the actuator (6b), (9a) is the forward movement mechanism of the main wing, (9b
) is the forward movement mechanism of the rear wing, and α0) is the rocket motor.

Figure 3 is a diagram showing the internal structure of the wing-guided flight body shown in Figure 1 during operation, and XC,2 is the point of impact of the aircraft after the main wing and rear wing have moved forward.

ΔX is the distance between the center of gravity and the point of impact after the main wing and rear wing move forward. The dashed lines indicate the positions of the main wing and rear wing before the rocket motor combustion.

Figures 4 and 5 are schematic diagrams showing an example of the operation of the guided flying vehicle shown in Figure 1, and are examples of the aircraft at the start of a turn after the main wing and rear wing have moved forward, respectively. This is an example of the aircraft during steady turning. Figure (here, (8) is the coordinate axis set within the plane of the figure.

(8a) is the X-axis, and (8b) is the y-axis. Arrow δ: indicates the steering angle of the steering blade, δa indicates the front wing, δb: the steering angle of the rear wing, and arrow σ indicates the angle of attack.

In each figure, open arrows indicate the direction of airflow.

With a statically stable guided flying object constructed as above, I
f, as shown in Figure 2 (from the point of force 1 of the two aircraft to the rocket motor (constant regardless of the combustion of 101, it is accompanied by the combustion of rocket motor α■)) The distance changes in the direction of increasing from ΔX to ΔX2. When this aircraft receives the rocket motor U negative combustion completion signal, the main wing forward movement mechanism (9a) and Forward movement of the rear wing 81 Half line (9b) Power is activated to move the main wing and rear wing to the position shown by the broken line (the position shown by the solid line in front).

By moving the main wing and the rear wing forward, the point of force of the aircraft moves forward to Xcpt, and the distance from the center of gravity x, 2 becomes shorter from ΔX2 to ΔX. The distance between the center of gravity position and the point of impact becomes shorter, and the aircraft's stability, which had been increasing due to the combustion of the location motor aω, decreases, and along with this, the aircraft's stability, which had been worsening, decreases. This has the effect of improving responsiveness.

At the start of a turn, as shown in FIG. 4, the actuator (6a) of the front wing (2) is actuated in a direction to raise the leading edge of the front wing (2) in response to a control signal from the control device (5).

The actuator (6b) of the rear wing (4)
It operates in the direction of lowering the leading edge of the At this time, the two aircraft are ff1
By steering J'R (21), the aircraft's responsiveness improves, and it is possible to prevent or reduce the occurrence of reverse acceleration in the rear wing steering system, which has the same effect as steering only the front wings. has.

During a steady turn, as shown in Fig. 5, the front*f2) actuator (6a) operates in the direction of raising the leading edge of the front wing (2) according to the control signal from the control device (5), and the rear The actuator (6b) of the wing (4) operates in a direction to lower the leading edge of the rear wing (4). At this time, the clockwise moment required for the balance of 81 bodies is obtained from both the front wing (2) and the rear "R" (4), so the steering angle of each wing is 1111M. Compared to the case where only the steering wheel is steered, fewer items are required.

Before! [By requiring only a small steering angle in the positive direction in (2), the restriction on the angle of attack caused by the stall characteristic of R is relaxed, and a high trim angle can be achieved.Also.

The rudder angle in the negative direction of the t& wing can also be small, resulting in 2
This has the effect of suppressing the amount of acceleration generated in the opposite direction to the direction that the aircraft is originally intended to obtain, and by being able to obtain a high trim angle, which is an advantage of the rear wing steering system, a larger maximum acceleration can be obtained.

FIG. 6 is a schematic diagram showing another embodiment of the invention. The dashed lines indicate the positions of the front and rear wings before rocket motor combustion.

FIG. 7 is a sectional view showing the internal structure of a guide layer body according to another embodiment of the present invention. (eb) is the rear N(4) actuator, and (
7) transfers the control signal from the control device (5) to the actuator (6).
(9a”) is the front wing forward movement mechanism, (9b) is the rear wing forward movement mechanism, and α0) is the rocket motor.

FIG. 8 is a sectional view showing the internal structure of the guiding layer body shown in FIG. 6 during operation, and Xc, 2 is the point of force of the aircraft after the front wing and rear wing have moved forward.

ΔX3 is the distance between the center of gravity and the point of impact after the front and rear wings move forward. The dashed lines indicate the positions of the front and rear wings before the rocket motor combustion.

FIG. 9 and FIG. 1O are schematic diagrams showing an example of the operation of the guiding layer body shown in FIG. This is an example of the aircraft during steady turning. In the figure, (8) is a coordinate axis set within the plane of the figure.

(8a) is the X-axis, and (8b) is the y-axis. Arrow δ indicates the steering angle of the steering blade, δa indicates the steering angle of the front wing, δb indicates the steering angle of the rear wing, and arrow α indicates the angle of attack.

In each figure, open arrows indicate the direction of airflow.

In the statically stable induction layer body configured as described above, as shown in Figure 7, the point of force on the 81 body is constant regardless of the combustion of the rocket motor α0, so the combustion of the rocket motor α0 Accordingly, the distance between the 2M center position and the point of force is △
X, changes in the direction of lengthening from ΔX2. When this aircraft receives a signal indicating the completion of combustion from the rocket motor 00), the front wing forward movement mechanism (9a'') and the rear wing forward movement mechanism (9b) are activated, as shown in Figure 8, and are represented by broken lines. Move the front and rear wings that were in position to the position shown by the solid line in front.

By moving the front and rear wings forward, the point of force of the aircraft moves forward to X C,2, and the distance from the TL center position x0 shortens from Δx2 to ΔX3. By shortening the distance between the center of gravity and the point of force, the rocket motor αω
This has the effect of reducing the static stability of the aircraft, which had been increasing with the combustion of fuel, and improving the responsiveness of the aircraft, which had deteriorated along with this.

At the start of a turn, as shown in FIG. The l1lI@ signal causes the front Rf21 actuator (6a) to operate in the direction of raising the leading edge of the front wing (2), and the rear Rf21 actuator (6b) to raise the rear Rf21 leading edge.
It operates in the direction of lowering the leading edge of t41. At this time, the two aircraft's front "R (2)" is steered, which improves the aircraft response, preventing or reducing the occurrence of acceleration in the opposite direction in the rear wing steering system, and steering only the front wing. It has a similar effect.

During a steady turn, as shown in Fig. 10, the actuator (6a) of the front wing (2) is actuated in the direction to raise the leading edge of the front wing (21) by the control signal from the control device (5). The actuator (6b) of the wing (4) is the rear wing (4)
It operates in the direction of lowering the leading edge of the At this time, the clockwise moment required for the balance of the aircraft (2) is obtained from both the front Hf2) and the rear wing (4), so the rudder angle of each wing is controlled by only one type of steering wing. It requires less than it would otherwise be.

By requiring only a small positive steering angle of the front wing (2), restrictions on the angle of attack caused by the stall characteristics of the wing are relaxed and a high trim angle can be achieved. Also.

By requiring only a small negative steering angle of the rear wing, the amount of acceleration generated in the direction opposite to the direction the aircraft is originally trying to obtain can be kept to a minimum, and a high trim angle, which is an advantage of the rear wing steering system, can be achieved. Therefore, it has the effect that a larger maximum acceleration can be obtained.

〔Effect of the invention〕

As explained above, this invention improves the responsiveness of the aircraft by moving the main wing or the front wing and the rear wing forward after the two rocket smokes burn, and then
By sending a control signal from one control device to the actuators of different types of steering blades, both blades can be steered simultaneously.
There is an effect that the advantages of both the front wing steering method and the rear wing steering method can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a guided vehicle according to an embodiment of the present invention, FIG. 2 is a sectional view showing the internal structure of the guided vehicle according to the present invention, and FIG. 3 is a guided vehicle according to the present invention. FIG. 4 and FIG. 5 are schematic diagrams showing an example of the operation of the training flying vehicle according to the present invention. FIG. 6 is a schematic diagram of a guided vehicle according to another embodiment of the present invention, FIG. 7 is a sectional view showing the internal structure of a guided vehicle according to another embodiment of the present invention, and FIG. 8 9 is a cross-sectional view showing the internal structure of a guided flying vehicle according to another embodiment of the present invention during operation, and FIGS. FIG. 11 and FIG. 12 are schematic diagrams showing conventional guided flying vehicles. Fig. 13 is a schematic diagram showing a part of the internal structure of a conventional guided flying object, and Fig. 14, Fig. 15, Fig. 16, and Fig. 17 show an example of the operation of a conventional three-guided flying object. It is a schematic diagram. In the figure, (2) is the front wing, (3) is the main wing, and (4) is the rear wing. (5) is a control device, (6) is an actuator, and (9) is a moving mechanism. In each figure, the same reference numerals indicate the same or corresponding parts. Masuo Daiwa, Figure 2, Figure 1, 9d, 9b, Kenda Φwa 6 (horizontal Figure 3, 2, front wing 3, main wing 4, narrow wing 2, Figure 10, minor figure) (

Claims (2)

[Claims] (1) In a guided flying object that has a guidance section for guiding to a target and a control section for controlling the attitude of the aircraft, and that flies by obtaining thrust from a rocket motor, there is a main wing and a control section for controlling the attitude of the aircraft. A front wing provided forward, a rear wing provided behind the main wing, a control device for steering, a movement mechanism for moving the main wing position of this aircraft forward, and a rear wing position of the above-mentioned aircraft. A guided flying object, comprising: a movement mechanism for moving forward; and the front wing actuator and the rear wing actuator that operate in response to a control signal from the control device. (2) In a guided flying vehicle that has a guidance unit for guiding to a target and a control unit for controlling the attitude of the aircraft, and that flies by obtaining thrust from a rocket motor, the main wing and the A front wing provided forward, a rear wing provided behind the main wing, a control device for steering, a movement mechanism for moving the front wing position of the aircraft forward, and a rear wing position of the aircraft. A guided flying object, comprising: a movement mechanism for moving the front wing forward; and the front wing actuator and the rear wing actuator that operate in response to a control signal from the control device.