JP3336743B2 - Flight control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flying object for changing a flight route and an attitude angle by a lateral acceleration command or an attitude angle command from the outside or both of them, and more particularly to a flight control device therefor. .

[0002]

2. Description of the Related Art Generally, a flight control device includes a necessary and sufficient amount of flight route change according to a lateral acceleration command signal.
It is desired to achieve a very high speed response. Conventionally, a flight control device as shown in FIG. 17 has been proposed to meet such a demand. C1, C2 in FIG.
C3 is a control system constant. FIG. 18 is a diagram showing the state of flight of the flying object at this time. Conventionally, when a required acceleration command ac is given to the steering control device 97, the control device 97 issues a steering angle command δc to the steering actuator 98 and steers the steering wing by δ. When the body attitude angle is changed by θ by the steering angle δ, the body attitude angle change rate θ
^Since the path angle γ, which is the angle formed by the speed direction VM, changes in accordance with the condition (1), the lateral acceleration aM generated by the change in the speed vector is detected by the accelerometer and fed back to the steering control device 97 for flight control.

[0003]

In the conventional flight control device, the lateral acceleration is obtained only by the aerodynamic effect of the steering wing as described above. For this reason, when the aerodynamic effect cannot be expected when the flying body is slow or when flying at high altitudes, the required lateral acceleration cannot be obtained or the response speed is extremely low. There was a problem that only the route could be changed.

Further, in the conventional flight control device, the aircraft attitude angle θ and the lateral acceleration aM are dependent on each other, and the aircraft attitude angle θ and the lateral acceleration aM cannot be controlled independently. For this reason, although control could be performed so that the flying center of gravity and the target center of gravity approach each other, there was a problem that it was not possible to point the aircraft in the direction of the axis with a high target destruction effect toward the target.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is necessary to cover a required range from a low-speed range to a high-speed range from combustion of a rocket motor immediately after launching a flying object to meeting a target. It is an object of the present invention to obtain a flight control device capable of generating a lateral acceleration.

Further, it is possible to change a flight route with a high speed response from a low speed range to a high speed range.

It is another object of the present invention to provide a flight control device capable of associating with a target at a required incident angle independently of a lateral acceleration command.

[0008]

A flight control device according to the present invention is a flight control device for a flying object provided with a lateral acceleration generating device by jet flow jetting, which is disposed on the periphery of the flying object. And the actuator device with jet flow jets in multiple directions is connected to the center of gravity of the flying object .
At the front and rear in the machine axis direction, and at least two turns on one side of the front and rear
Is what you do.

Further, the flight control device according to the present invention is a flight control device for a flying object provided with a lateral acceleration generating device by jet flow jetting, wherein the flight control device is disposed on the circumference of the flying object in a plurality of directions. Move the actuator device with a jet flow jet from the center of gravity of the flying object
At least two turns on the front and rear sides of the
Simultaneous injection of multiple selected jet flow outlets
It controls the flying object .

[0010] Incidentally, the flight control system according to the embodiment of the invention, Fei
At the distance from the center of gravity of the carrier to the jet flow jet
Rotational movement obtained in proportion to the sum of determined moments
The power and the average obtained in proportion to the sum of the thruster's injection power
It is also good to exercise the flying body with the forward movement power .

It is to be noted that the rotational kinetic force and the translational kinetic force are defined as distances.
Even if the equation expressed by the injection force is expressed by Equation 1,
good.

[0012]

The rotational motion of the flight control device according to the present invention is performed by generating a rotational force by injecting a jet stream in the opposite direction before and after the center of gravity.

The translational movement of the flight control device according to the present invention is performed by generating a translational force by injecting a jet stream in the same direction opposite to the lateral acceleration command before and after the center of gravity.

The simultaneous control of the rotational motion and the translational motion of the flight control apparatus according to the present invention is achieved by changing the number of jet stream jets to be simultaneously ignited, so that the jet stream generated around the center of gravity orthogonal to the axis of the aircraft is controlled. And the difference between the propulsive forces of the jet stream generated in the direction perpendicular to the axis of the flying aircraft. It is to be noted that, even if a different number of jet streams are not injected before and after the center of gravity, it is also possible to realize an apparatus having a jet stream injection amount adjusting device at each injection port.

The operation mode switching of the flight control device according to the present invention is performed by a condition judgment device set in advance, using three detection amounts of presence / absence of a posture angle command, presence / absence of a lateral acceleration command, and a flying speed. By changing the condition, the combination of the rotational motion and the translational motion is changed.
The condition determination device may be a software-based table map or a hardware-configured logic circuit.

[0016]

【Example】

Embodiment 1 FIG. FIG. 1 is an external view of a flying object 1 according to one embodiment of the present invention. Reference numerals 2 to 4 denote thruster actuator devices each having four independent pyrotechnics, each of which is called an impulse thruster. The thruster ignition devices 12a to 15b shown in FIG. The ignition device operates as a device for generating thrust of F26 shown in FIG. 8 in four orthogonal directions.

FIG. 2 is a sectional view of the flying object 1. The flying object 1 includes a command receiver 8 for receiving a lateral acceleration command and an attitude angle command from a ground device, a yaw, a pitch of the flying object, A gyrometer 10 for detecting the roll angular velocity, an accelerometer 11 for detecting the yaw, pitch, and roll direction acceleration of the flying object; a thruster control device 9 for determining a thruster ignition device to be activated based on the above information and outputting an output signal; Ignition devices 12a to 12g for igniting thrusters for igniting impulse thrusters by the output of the thruster control device 9
15b. FIG. 3A is a cross-sectional view of the thruster actuator device 2 in the first row from the tip of the flying object in a direction perpendicular to the axis of the flying aircraft. Reference numerals 2a, 2b, 2c, and 2d denote impulse thrusters located at 180 degrees on the circumference of the flying object, 12a denotes an impulse thruster 2a ignition device, and 12b denotes an impulse thruster 2b ignition device. 3 (b), 3 (c), and 3 (d) are cross-sectional views of the thruster actuator 3, the thruster actuator device 4, and the thruster actuator device 5 in a direction orthogonal to the axis of the flying vehicle, similarly to FIG. 3 (a). It is.

FIG. 4 shows a thruster actuator device 2, 3, 4, 5 which can eject a jet stream in four directions of yaw and pitch of a flying object according to a lateral acceleration command ac and an attitude angle command θc. FIG. 1 is an overall system block diagram of a flight control device of the present invention that controls a body motion by operating a vehicle. In the figure, reference numeral 10 denotes a gyrometer for detecting a rate of change of the attitude angle θM, and reference numeral 11 denotes a total of a lateral acceleration aMA21 of the flying object due to aerodynamic action and a lateral acceleration aMS21 of the flying object due to thruster output. An accelerometer for detecting the translational acceleration aM23. A time integrator 99 integrates the attitude angle change rate.

FIG. 5 is a diagram showing the input / output relationship of the thruster control device. In the figure, 8 is a command receiver for receiving the lateral acceleration command ac and the attitude angle command θc, 16 is an input device for receiving each input signal, 17 is a calculating device 17 for calculating a signal from the input device 16, and 18 is a calculating device This is an output device that outputs the calculation result of the device 17. 12a to 15b are output devices 18
This is an ignition device that ignites the impulse thrusters 2a to 5b in each direction in accordance with an output signal 18 from the controller.

Next, the operation of the control device from the launch of the flying object until it meets the target will be described in four modes as shown in FIG. Each of the modes 1 to 4 is selected by the arithmetic unit 17 in the thruster control unit 9 according to the table map shown in FIG. Then, a thruster ignition device to be operated is determined according to an algorithm specific to each mode.

The angle θ of the rotational motion in the yaw / pitch direction around the center of gravity of the flying object and the lateral acceleration a generated at the center of gravity of the flying object by the jet injection in modes 1 to 4 are as follows. Is a common feature.

[0022]

(Equation 1)

Mode 1 is a phase in which the rotary motion is performed by the injection of an impulse thruster positioned symmetrically with respect to the center of gravity. The situation that is used is a state in which the flight speed is just below Mach 0.1 immediately after the launch, the dynamic pressure is low, and normal aerodynamic steering is not effective, and the lateral acceleration command a
This is when c = 0 and only the posture angle command θc19 exists.
In the example shown in FIG. 6, the rocket motor, which is the propulsive force of the projectile immediately after launch, is burning, and it is possible to control the attitude angle so that the aircraft's axis direction is quickly directed to the target. Suitable for the desired situation.

FIG. 8 shows the flying object 1 in the mode 1.
The impulse thrusters 2b and 5a provided before and after the center of gravity of the flying object generate a propulsive force F26 having the same magnitude, and generate a rotational force in the direction of θM25. I have. FIG. 9 shows a flow of the mode 1 in the arithmetic unit 17 in the thruster control device 9 at this time.

When the attitude angle command θc25 in which the mode 1 is selected by the thruster control device is input in step 32 of FIG. 9, the attitude angle command θc19 and the attitude angle command θc19 of the thruster actuators 2 and 3 located forward of the center of gravity 31 are provided. The impulse thruster groups 2b and 3b located in opposite directions are selected (step 33). Next, among the selected impulse thruster groups 2b and 3b, the one 2b farther from the center of gravity is preferentially selected in step 34. Next, in step 35, it is determined whether or not the selected impulse thruster 2b has been used before. If the selected impulse thruster 2b is not yet used, the process proceeds to step 37. If the selected impulse thruster 2b is already used and cannot generate the propulsion force F26, the impulse thruster 3b close to one center of gravity is selected. Step 36
I do.

Next, at step 37, the post-center-of-gravity thruster actuator groups 4 and 5, this time at the attitude angle command θ
an impulse thruster group 4a located in the same direction as c19,
5a, and step 34, step 3
5. In steps 38, 39, and 40 similar to step 36, an impulse thruster 5a farther from the center of gravity is selected.

When a pair of impulse thrusters 2b and 5a located symmetrically with respect to the center of gravity is selected, the ignition device 12b of the impulse thruster 2b and the impulse thruster 5a
Output device 18 of the thruster control device 9 to the ignition device 15a
Thus, an ignition signal is output. The impulse thrusters 2b and 5a ignited by this ignition signal respectively have propulsion force F
26, the flying object is caused to generate the attitude angle θM25 of the flying object by the rotational movement in the attitude angle command direction θc19. The attitude angle θ of the flying object due to the rotational motion in this space
M25 is detected by the gyrometer 10 and the arithmetic unit 17 in the thruster controller 9 controls the attitude angle command θc19 and the attitude angle θ.
M25 is compared in step 42, and the loop is continued until θM25 matches θc19.

In mode 2, the same number of impulse thrusters 2a to 3d before the center of gravity and the groups of impulse thrusters 4a to 5b after the center of gravity located in the direction opposite to the acceleration command ac20 in the group of impulse thrusters generate a translational movement of the flying object. Phase. The situation used is the attitude angle command θ
This is when c19 = 0 and only the lateral acceleration command ac20 exists. In the example shown in FIG. 6, this is a time when a high-speed response is required for the flying object.

FIG. 10 shows the movement of the flying object 1 in the mode 2, and shows the impulse thrusters 2b and 2b.
Propulsion force F generated by each of the impulse thrusters 5b
26 generates a lateral acceleration aMS of the translational motion by the thruster in the direction of the lateral acceleration command ac20. FIG. 11 shows a flow of the mode 2 in the arithmetic unit 17 in the thruster control device 9 at this time.

When the lateral acceleration command ac20 in which the mode 2 is selected by the thruster control device is inputted in step 44 of FIG. 11, the lateral acceleration command of the thruster actuator devices 2 and 3 located forward of the center of gravity 31 is obtained. The impulse thruster groups 2b and 3b located in the opposite direction to ac20 are selected (step 45). Next, in step 46, of the selected impulse thruster groups 2b and 3b, the one 2b farther from the center of gravity is preferentially selected. Next, in step 47, it is determined whether or not the selected impulse thruster 2b has been used before. Step 4 if the selected impulse thruster 2b is not yet used
Go to 9. If the selected impulse thruster 2b has already been used and cannot generate the thrust F26,
Proceeding to step 48, one impulse thruster 3b close to the center of gravity is selected. Next, in step 51, of the thruster actuator devices 4 and 5 after the center of gravity, the lateral acceleration command a
Impulse thruster group 4 located in the opposite direction to c20
b and 5b are selected, and in steps 50, 51 and 52 similar to steps 46, 47 and 48, the impulse thruster 5b farther from the center of gravity is selected.

Impulse thrusters 2b, 5a before and after the center of gravity
Is selected, the ignition device 1 of the impulse thruster 2b is
2b, an ignition signal is output from the output device 18 of the thruster control device 9 to the ignition device 15b of the impulse thruster 5b. The impulse thrusters 2b and 5a ignited by this ignition signal each generate a propulsive force F26 to cause the flying object to generate a translational motion aMS21 by the thruster to the lateral acceleration command ac20. The lateral acceleration aM23 of the translational movement of the entire flying object by the translational movement aMS21 of the thruster in this space is detected by the accelerometer 11, and the lateral acceleration command ac2 is detected by the arithmetic unit 17 in the thruster control unit 9.
Zero is compared with the lateral acceleration aM23 of the translational movement of the entire flying object in step 54, and the loop is continued until ac20 and aM23 match.

The mode 3 uses an impulse thruster in the same manner as the mode 1, but the object is not the rotary motion but the turning motion based on the angle of attack α generated by the rotary motion. Thereby, acceleration aMA22 due to aerodynamic action
Is the phase in which As a situation to be used, aerodynamic steering with high dynamic pressure is effective because the flight speed is sufficiently high, the air density is large at a relatively low altitude. In the example shown in FIG. 6, this is a situation in which the booster of the rocket motor has finished and the flying object has a sufficient speed and is flying at a relatively low altitude.

FIG. 12 shows the movement of the flying object 1 in this mode 3, and the usage of the impulse thruster is the same as in mode 1. Impulse thruster 2b,
The impulse 5a generates a propulsive force F26, which is the same magnitude of the propulsive force, and generates a rotational force in the direction of θM25. According to the angle of attack α of the flying object generated according to the attitude angle θM25 of the flying object, the acceleration a due to aerodynamic action a
MA22 occurs. FIG. 13 shows a flow of the mode 3 in the arithmetic unit 17 in the thruster control device 9 at this time.

Mode 3 is selected by the thruster controller,
When the lateral acceleration command ac20 is input in step 56 of FIG. 13, the impulse thruster group 2 located in the direction opposite to the attitude angle command θc19 among the thruster actuator devices 2 and 3 located in front of the center of gravity 31 in step 57.
b and 3b are selected. Next, among the impulse thruster groups 2b and 3b selected in step 58, those 2b that are farther from the center of gravity are preferentially selected. Next, it is determined whether or not the impulse thruster 2b selected in step 59 has been used before. If the selected impulse thruster 2b is not yet used, the process proceeds to step 61. If the selected impulse thruster 2b has already been used and the thrust F26 cannot be generated, the process proceeds to step 60, where one impulse thruster 3b close to the center of gravity is set.
Select

Next, at step 61, of the thruster actuators 4 and 5 after the center of gravity, this time the attitude angle command θc
The impulse thruster groups 4a and 5 located in the same direction as 19
a is selected. And step 58, step 59,
Step 62, Step 6 similar to Step 60
3. In step 64, an impulse thruster 5a farther from the center of gravity is selected.

When a pair of impulse thrusters 2b and 5a located symmetrically with respect to the center of gravity is selected, the ignition device 12b of the impulse thruster 2b and the impulse thruster 5a
Output device 18 of the thruster control device 9 to the ignition device 15a
Thus, an ignition signal is output. The impulse thrusters 2b and 5a ignited by this ignition signal respectively have propulsion force F
26, the flying object is caused to generate the attitude angle θM25 of the flying object due to the rotational movement in the attitude angle command direction θc19. Accordingly, in the mode 3 in which the aerodynamic action is generated, a lateral acceleration aMA22 is generated in the flying object by the aerodynamic action. Lateral acceleration aMA22 due to aerodynamic action in this space
The accelerometer 11 detects the lateral acceleration aM23 caused by the translational movement of the entire flying object, and the arithmetic unit 17 in the thruster control device 9 uses the lateral acceleration command ac20 and the lateral acceleration due to the translational movement of the entire flying object. The acceleration aM23 is compared in step 66, and the loop is continued until ac20 and aM23 match.

Mode 4 is a phase in which both the rotational motion using the difference in the lateral acceleration due to the injection of the impulse thrusters before and after the center of gravity and the translational motion due to the sum of the lateral accelerations due to the injection of the impulse thrusters before and after the center of gravity are performed. . The conditions used are lateral acceleration command ac20 and attitude angle command θ.
This is a case where the directions of c19 are simultaneously controlled. Speaking of the example shown in FIG. 6, just before the projectile meets the target, the translational motion that brings the projectile closer to the target and the heading direction so that the warhead mounted on the front end of the projectile can be effectively used It is suitable for a situation in which it is desired to simultaneously control both of the rotational movements for directing the target.

FIG. 14 shows the motion of the flying object 1 in this mode 4, and shows the impulse thrusters 2b and 2b.
The impulse thruster 3b and the impulse thruster 5b respectively generate a propulsion force F26 having the same magnitude. Comparing before and after the center of gravity, the propulsive force generated by the impulse thruster 2b before the center of gravity and the resultant force of the impulse thruster 3b generated after the center of gravity are larger than the propulsive force generated by the impulse thruster 5b after the center of gravity. The attitude angle θM25 due to the rotational movement in the direction of θM25 due to the difference
Occurs. Further, the flying object performs a translational motion by the thruster by the sum of the propulsive force generated by the impulse thrusters 2b and 3b before the center of gravity and the propulsive force generated by the impulse thruster 5b after the center of gravity, and generates a lateral acceleration aMS21. . In addition, since the flying object takes the angle of attack α in association with the rotational movement, a side acceleration aMA22 due to the angle of attack α26 also occurs. For this reason, a lateral acceleration of aM23, which is a combination of the lateral acceleration vectors of both, is generated in the flying object. FIGS. 15 and 16 show the flow of mode 4 in the arithmetic unit 17 in the thruster control unit 9 at this time.

When the mode 4 is selected by the thruster controller and the lateral acceleration command ac20 and the attitude angle command θc25 are input in step 68 of FIG. 15, in the next step 69, the lateral acceleration command ac20 and the attitude angle command θc25 are changed. Determine whether the direction is the same or opposite. If it is determined in the same direction, the process proceeds to step 70, and if the direction is different, the process proceeds to step 71.

At step 70, the lateral acceleration command ac2
If 0 and the attitude angle command θc25 are in the same direction, the impulse thruster groups 2b and 3b located in the opposite direction to the attitude angle command θc19 are selected from the thruster actuator device groups 2 and 3 located ahead of the center of gravity 31. Next, in step 72, among the selected impulse thruster groups 2b, 3b, those that are farther from the center of gravity are preferentially selected.
Next, the impulse thruster 2b selected in step 73
Is determined to have been used before, if the selected impulse thruster 2b is still unused, go to step 75, and simultaneously select the impulse thruster 3b closer to the center of gravity than the selected impulse thruster 2b I do.

Next, in step 76, the lateral acceleration command ac of the thruster actuator groups 4 and 5 after the center of gravity is obtained.
A group of impulse thrusters 4a located in the opposite direction to 20;
5a is selected. And step 72, step 7
3. In steps 77, 78 and 79 similar to step 74, the impulse thruster 5b farther from the center of gravity is selected.

Impulse thrusters 2b, 3b before the center of gravity
When the impulse thruster 5b after the center of gravity is selected,
In step 80, an ignition signal is output from the output device 18 of the thruster control device 9 to each of the ignition devices 12b, 13b, 15b of the impulse thrusters 2b, 3b, 5b.
Impulse thruster 2 ignited by this ignition signal
b, 3b and 5b respectively generate a propulsive force F26 to generate a posture angle θM25 and a lateral acceleration aM23 on the flying object due to the rotational movement in the posture angle command direction θc19.

If the lateral acceleration command ac20 and the attitude angle command θc25 are in opposite directions, step 7 in FIG.
Proceed to step 1. First, in step 85, among the thruster actuator devices 2 and 3 located ahead of the center of gravity 31, the impulse thruster groups 2b and 3b located in the direction opposite to the attitude angle command θc19 are selected. Then step 8
Among the impulse thruster groups 2b, 3b selected in 6, those 2b farther than the center of gravity are preferentially selected. Next, it is determined whether or not the impulse thruster 2b selected in step 87 has been used before. If the selected impulse thruster 2b is not yet used, the process proceeds to step 89. Next, in step 89, the impulse thruster groups 4a and 5a located in the direction opposite to the lateral acceleration command ac20 are selected from the thruster actuator groups 4 and 5 after the center of gravity. Then, in steps 90, 91 and 92 similar to steps 86, 87 and 88, the impulse thruster 5b farther from the center of gravity is selected. In step 93, the impulse thruster 4b closer to the center of gravity than the selected impulse thruster 5b is also selected.

When the impulse thruster 2b before the center of gravity and the impulse thrusters 4b and 5b after the center of gravity are selected, in step 94, the ignition devices 12b, 14b and 15b of the impulse thrusters 2b, 4b and 5b are connected to the thruster control device. An ignition signal is output from the output device 18 of the ninth embodiment.
Impulse thruster 2 ignited by this ignition signal
b, 4b and 5b respectively generate a propulsive force F26 to generate a posture angle θM25 and a lateral acceleration aM23 on the flying object due to the rotational movement in the posture angle command direction θc19.

Step 81 for the above movement in the space
Then, the attitude angle θM25 of the flying object is determined by the gyrometer 10
And the arithmetic unit 17 in the thruster controller 9 compares the attitude angle command θc19 with the attitude angle θM25 of the flying object. At the same time, the lateral acceleration aM23 due to the translational movement of the entire flying object is detected by the accelerometer 11, and the lateral acceleration command ac20 and the lateral acceleration due to the translational movement of the entire flying object are calculated by the arithmetic unit 17 in the thruster controller 9. The acceleration aM23 is compared. Then, the loop is continued until θM25 and θc19 match, and ac20 matches aM23.

[0046]

As described above, according to the lateral acceleration generator of the present invention, since the lateral acceleration generator by jet injection before and after the center of gravity that burns at an extremely high speed is used, a higher speed than that by ordinary aerodynamic steering is used. Lateral acceleration control can be performed in response. For this reason, the hit accuracy of the flying object can be improved.

According to the attitude angle control device of the present invention,
Since the above-mentioned lateral acceleration generators before and after the center of gravity are used, the attitude angle can be controlled independently of the aerodynamic turning direction with a higher speed response than normal aerodynamic steering. For this reason, the target can be met at the angle of incidence required for the flying object, and the warhead power of the flying object can be fully utilized.

According to the flight control device of the present invention, the lateral acceleration generating device and the attitude angle control device can be operated simultaneously to control the lateral acceleration and the attitude angle of the flying object simultaneously. Therefore, the degree of freedom of movement of the flying object can be increased.

Further, according to the flight control device of the present invention, the flight mode is changed according to the flight situation, and the lateral acceleration control and the attitude angle control can be performed. For this reason, flight control resistant to fluctuations in altitude and speed can be performed. In addition, there is an effect that the meeting can be performed while maintaining the flying speed to the target.

[Brief description of the drawings]

FIG. 1 is an external view of a flying object according to an embodiment of the present invention.

FIG. 2 is a cross-sectional view of a flying object according to an embodiment of the present invention, taken along a plane parallel to an axis.

FIG. 3 is a cross-sectional view of a flying object according to an embodiment of the present invention, taken along a plane perpendicular to the machine axis.

FIG. 4 is a block diagram of a flight control device of the present invention.

FIG. 5 is a circuit diagram of a flight control device mounted on a flying object according to one embodiment of the present invention.

FIG. 6 is a conceptual diagram showing a flying object according to an embodiment of the present invention from launch to meeting at a target.

FIG. 7 is a table map describing an algorithm for selecting each phase of the flight control device according to the embodiment of the present invention.

FIG. 8 is a conceptual diagram showing a rotary motion of a flying object according to an embodiment of the present invention by a thruster in a mode 1 operating state.

FIG. 9 is an operation flowchart of a flight control device mounted on a flying object according to an embodiment of the present invention when mode 1 is selected.

FIG. 10 is a conceptual diagram showing a translational movement of a flying object according to an embodiment of the present invention by a thruster in a mode 2 operating state.

FIG. 11 is an operation flowchart of the flight control device mounted on a flying object according to one embodiment of the present invention when mode 2 is selected.

FIG. 12 is a conceptual diagram showing a turning motion of a flying object according to an embodiment of the present invention by aerodynamic force in a mode 3 operating state.

FIG. 13 is an operation flowchart of the flight control device mounted on a flying object according to one embodiment of the present invention when mode 3 is selected.

FIG. 14 is a conceptual diagram showing simultaneous translational and rotational motions of a flying object according to an embodiment of the present invention by a thruster in a mode 4 operating state.

FIG. 15 is an operation flowchart of a flight control device mounted on a flying object according to an embodiment of the present invention when mode 4 is selected.

16 is an operation flowchart of the flight control device mounted on the flying object according to one embodiment of the present invention when mode 4 is selected, and is a continuation of FIG. 15;

FIG. 17 is a block diagram of a conventional flight control device.

FIG. 18 shows a flying object using a conventional flight control device.
It is a conceptual diagram of a flying state.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 flying object 2 thruster actuator device before center of gravity 3 thruster actuator device before center of gravity 4 thruster actuator device after center of gravity 5 thruster actuator device after center of gravity 6 rocket motor 7 wing 8 command receiver 9 thruster control device 10 yaw, pitch, roll gyrometer 11 Yaw, pitch accelerometer 12 thruster igniter 13 thruster igniter 14 thruster igniter 15 thruster igniter 16 input device 17 computing device 18 output device

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ identification code FI F42B 15/01 F42B 15/01 (58) Investigated field (Int.Cl. ⁷ , DB name) G05D 1/10 B64C 13/18 B64G 1/26 F04G 7/00 F42B 10/66 F42B 15/01

Claims (4)

(57) [Claims] 1. A flight control device for a flying object provided with a lateral acceleration generator by jet flow injection, comprising: an actuator device arranged on a body circumference of the flying object and having jet flow injection ports in a plurality of directions. The weight of the flying object
It is located forward and backward in the machine axis direction from the center point, and two turns
A flight control device characterized by having the above . 2. A flight control device for a flying object provided with a lateral acceleration generating device by jet flow jetting, comprising: an actuator device which is arranged on the circumference of the flying object and has jet jet ports in a plurality of directions. The weight of the flying object
It has two or more rounds on one side in front and rear in the machine direction from the center point , and controls a flying object by simultaneously jetting a plurality of jet flow jets selected from the plurality of jet jets. Flight control device. 3. The rotational motion force obtained in proportion to the sum of moments determined by the distance from the center of gravity of the flying object to the jet stream injection port, and the rotational motion force obtained in proportion to the sum of the thruster injection force. 3. The moving object according to claim 1, wherein the flying object is moved from the translational movement force .
The flight control device according to claim 1. 4. The flight control device according to claim 3, wherein an equation expressing the rotational kinetic force and the translational kinetic force by the distance and the injection force is the following expression 2. (Equation 2)