EP3163250A1 - Full calibre, spin-stabilized guided projectile with a high range - Google Patents

Abstract

A known steering column (1) has the following features: a) the steering floor (1) is designed so that it is spin-stabilized over an entire trajectory, b) the steering floor (1) comprises a nose (2) with a Canard steering device (20) with canard steering wings (21), c) the steering floor (1) is a large-caliber full-caliber bullet, d) the trajectory of the basement (1) is influenced by aerodynamic coefficients, such as a pitching moment coefficient (C m ±), In order to increase the range of the basement, the new basement also has the following features: e) the steering floor (1) has hinged, überkallbrige side torque reduction wings (10), f) the Seitenmomenteri-reduction wings (10) are formed and arranged behind the center of gravity (D) in Heckrlchtung on the basement (1), that the NmckmomCntanstiegs-coefficient (C m ±) of the basement (1) in the range of ± 0.5 is when € ¢ the steering floor (1) has a speed which is in the speed range of Mach 0.4 to 0.8, € ¢ the rare-moment reduction wings (10) are in their unfolded position and € ¢ the Canard steering device (20) exerts no steering torque.   

Description

The invention relates to a spin-stabilized over the entire flight phase of the projectile, which is steerable from the peak of the trajectory to the destination.

In a textbook on foreign ballistics (title: Modern Exterior Ballistics, Author: Robert L. McCoy, ISBN: 0-7643-0720-7, Release Year: 1999 ) are the basics of a swirl stabilization and the distinction against an arrow stabilization called. In the case of swirl stabilization, the air attack point lies on the bow side in front of the center of gravity of the projectile. There are aerodynamic Belwerte called, such as a pitch torque increase coefficient C _mα (pitching moment derivative coefficient), which influence the trajectory. A formula (page 37 numbered (2.25)) indicates that the caliber-related distance between the static air attack point and the center of gravity of the projectile corresponds to the quotient of the pitch torque increase coefficient C _mα and the normal force derivative coefficient C _Nα ,

A generic steering column is a conventional, high-load 155 mm full-caliber high-load bullet with a precision steering kit screwed into the nose of the bullet (bullet with a Precision Guidance Kit (PGK) published and described on the website: http: // en.wikipedia.org/wiki/XM1155 Precision Guidance Kit ). The steering floor is designed so that it is spin-stabilized over the entire trajectory. The swirl stabilization causes a good stabilization of the projectile. In contrast to arrow stabilization with tail-side guide vanes, the air resistance of spin-stabilized projectiles is lower. Accordingly, spin-stabilized projectiles have a high range. However, swirl-grounded projectiles are more difficult to steer- The precision steering kit on the nose of the bullet comprises a Canard steering device with Canard steering wings. Canard steering devices are widely used as steering devices and are part of a guidance, navigation and control system. The Canard wings are the only wings of the projectile with the precision steering kit. Since the Canard-wing are fixed and depending on the rotational position in the room a fixed steering torque is generated, steering takes place via a control of the rotation angle or rate of rotation of the roll-coupled Canard-steering device with the aid of an electric motor, aerodynamic coefficients, such as the pitch torque increase coefficient C _mα ( pitching moment derivative coefficient), influence the trajectory. In a conventional 155 mm full-scale missile without a precision steering kit, the pitch torque increase coefficient C _{mα is} on the order of 3 to 5 , depending on the exact bullet geometry and flight conditions. Accordingly, the distance between the static nose and the nose of the bullet is Air attack point and the center of gravity of the projectile in the order of 1 to 3 times the caliber, ie in the range between 15 to 45 cm. The steering floor has a range of about 30 - 35 km.

• Die US 7 963 442 B2 zeigt ein Lenkgeschoss, das so ausgebildet ist, dass es über die gesamte Flugphase drallstabilisiert ist. Das Lenkgeschoss umfasst eine Nase mit einer Lenkeinrichtung. Die Lenkeinrichtung weist an Stelle von Canard-Lenkflügeln eine rotatorisch verstellbare Geschossnase mit einer Asymmetrie auf. Die Anströmung der asymmetrischen Geschossnase erzeugt eine Lenkkraft. Bei dem Lenkgeschoss kann es sich um ein großkalibriges Vollkallbergeschoss handeln.

In the following, documents are mentioned which, like the present invention, relate to steering floors which are also spin-stabilized in the last phase of flight of the projectile:

• The US Pat. No. 7,963,442 B2 shows a steering floor, which is designed so that it is spin-stabilized over the entire flight phase. The steering floor comprises a nose with a steering device. The steering device has, instead of Canard steering wings on a rotationally adjustable projectile nose with an asymmetry. The flow of the asymmetric bullet nose generates a steering force. The steering floor can be a large-caliber Vollkallbergeschoss.

The US 6,666,402 shows another steering floor, which is designed so that it is spin-stabilized over the entire flight phase. The steered floor includes a nose with a Canard steering device with Canard steering wings. The steering floor is a large caliber full caliber bullet. To increase the range is a rocket assembly in the rear.

• Die US 2014/0326824 A1 zeigt ein Lenkgeschoss. Mit Hilfe eines rollentkoppelten Heckleitwerks wird das Lenkgeschoss in der Endphase des Fluges, der Lenkungsphase, überwiegend pfeilstabflisiert. Das Lenkgeschoss umfasst eine Nase mit einer Canard-Lenkeinrichtung mit Canard-Lenkflügeln. Das Lenkgeschoss ist ein großkalibriges Vollkalibergeschoss.

In the following, guide bullets are described that, unlike the present invention, are not spin-stabilized over the entire flight phase and, rather, are arrow-stabilized at least in the last flight phase of the projectile, the steering phase:

• The US 2014/0326824 A1 shows a steering floor. With the help of a roll-decoupled tailplane, the steering column in the final phase of the flight, the steering phase, is predominantly arrow-barged. The steered floor includes a nose with a Canard steering device with Canard steering wings. The steering floor is a large caliber full caliber bullet.

The EP 2 165 152 B1 shows another steering floor. Until it reaches its climax, the projectile is stabilized with swirl-stabilized wings and folded-in rear wings. With the help of a rocket engine, the rate of rotation is then reduced to then unfold the rear wings for arrow stabilization. The steered floor includes a nose with a Canard steering device with Canard steering wings. The basement is a large-caliber full-caliber bullet,

The EP 1309 831 B1 shows another, designed as großkalibriges full-caliber bullet base. The steering floor comprises, in addition to a Canard steering device with Canard steering wings, in addition to a rocket motor and next to rear wings to arrow stabilization still aircraft-like wing wings on to increase the range by a long sliding phase.

• Die DE 20 16 05 A zeigt ein Geschoss mit verschränkten, aufklappbaren Heckflügeln, Durch die Verschränkung der Heckflügel wird dem Geschoss ein Drall aufgezwungen, um das Geschoss zu stabilisieren.

Below is a document that refers to a special wing training:

• The DE 20 16 05 A shows a projectile with entangled, hinged rear wings, The entanglement of the rear wing is imposed on the projectile a spin to stabilize the projectile.

• In Fachkreisen unterscheidet man zwei Haupttypen von Magnuseffekten, die beide auf der Rotation des Geschosses beruhen: Erstens der klassische Magnuseffekt, der auf den Geschosskörper bezogen ist. Zweitens der Magnuseffekt, der an den Flügeln des Geschosses auftritt und der in Fachkreisen als Pseudo-Magnuseffekt bezeichnet wird.

The following is about terms in terms of Magnus power:

• In technical circles, two main types of Magnus effects are distinguished, both of which are based on the rotation of the projectile: First, the classic Magnus effect, which is related to the projectile body. Second, the Magnus effect, which occurs at the wings of the projectile and which is referred to in professional circles as a pseudo-Magnus effect.

The invention is based on the basis of a generic steering column the task of increasing the range.

This object is achieved by the features of claim 1.

The advantages of the invention are based on the idea of the invention that the steering floor has hinged, over-caliber side-moment reduction vanes and that the rare-moment reduction vanes are formed and arranged behind the center of gravity in the rear direction on the steering floor, that the side moments during a section the descent phase are close to zero. The lateral moments are zero when the air strike point coincides with the center of gravity of the projectile.

Alternatively, the advantages of the invention are based on the idea of the invention that the side-moment reduction vanes are formed and positioned behind the rear-center of gravity on the steering floor such that during a portion of the descent phase the air-attack point is nearly coincident with the center of gravity of the projectile. When the air strike point coincides with the center of gravity of the projectile, the side moments are zero.

1. a) erstens das Lenkgeschoss eine Geschwindigkeit aufweist, die im Geschwindigkeitsbereich von Mach 0,4 bis 0,8 liegt. Wegen der Abhängigkeit von der Geschwindigkeit können die Seitenmomenten-Reduzierungs-Flügel nur für eine bestimmte Geschwindigkeit optimiert werden. Weil die Geschwindigkeit in der gelenkten Phase überwiegend in dem Geschwindigkeitsbereich von Mach 0,4 bis 0,8 liegt, optimiert man die Seitenmomenten-Reduzierungs-Flügel auf eine Geschwindigkeit in dem genannten Geschwindigkeitsbereich.
2. b) zweitens die Seitenmomenten-Reduzierungs-Flügel sich in ihrer aufgeklappter Stellung befinden, wie dies in der Lenkphase der Fall ist.
3. c) drittens die Canard-Lenkeinrichtung keine Lenkmomente ausübt. Denn Lenkmomente der Canard-Lenkeinrichtung verändern die Seitenmomente und damit den Nickmomentanstiegs-Beiwert C_mα des Lenkgeschosses. Entsprechend sollen die niedrigen Nickmomentanstiegs-Beiwerte C_mα dann gelten, wenn die Canard-lenkeinrichtung sich neutral verhält.

For this purpose, the lateral moment reduction wings are designed in such a way and arranged behind the center of gravity in the rear direction on the steering floor, that the pitch torque increase coefficient C _{mα of} the steering floor is in the range of ± 0.5. This range between -0.5 to +0.5 means that the side moments, more specifically the static side moments, which will be explained in more detail in the embodiments, are close to zero. In other words, this means that the air attack point, more specifically the static air attack point, and the center of gravity are nearly coincident. The said range of ± 0.5 of the pitch torque increase coefficient C _{mα of} the steering floor is when

1. a) first, the steering floor has a speed which is in the speed range of Mach 0.4 to 0.8. Because of the dependence on speed, the lateral moment reduction vanes can only be optimized for a certain speed. Because the speed in the steered phase is predominantly in the speed range of Mach 0.4 to 0.8, the side-torque reduction vanes are optimized for a speed in said speed range.
2. b) second, the side-torque reduction vanes are in their unfolded position, as is the case in the steering phase.
3. c) third, the Canard steering device exerts no steering torque. For steering moments of Canard steering device change the side moments and thus the pitching moment coefficient C _{mα of} the steering floor. Accordingly, the low pitch torque increase coefficients C _{mα should} apply when the Canard steering device is neutral.

The side-moment reduction wings cause a natural glide of the steering floor and a behavior like a nearly perfect top, because the side moments are almost absent. An optimal angle of attack, adjustable with the Canard steering device, maximizes range. Details of this are listed in the embodiment.

Because the steering column of course slides and because the steering floor behaves almost like a perfect gyroscope, only small actuating forces of the Canard steering device are required. This means that only small Canard wings are required, which only slightly increase the air resistance, which in turn increases the range.

The side-moment reduction wings form lift surfaces and thereby increase the range.

• das Lenkgeschoss eine Geschwindigkeit aufweist, nachfolgend Auslegungsgeschwindigkeit genannt, die im Geschwindigkeitsbereich von Mach 0,4 bis 0,8 liegt, sondern auch
• in einem gesamten Geschwindigkeitsbereich, der von der Auslegungsgeschwindigkeit minus einer Geschwindigkeit von Mach 0,1 bis zu der Auslegungsgeschwindigkeit plus einer Geschwindigkeit von Mach 0,1 reicht. Desto größer der Geschwindigkeitsbereich ist, für den niedrige Nickmomentanstiegs-Beiwerte C_mα realisiert werden, desto größer ist die Reichweite des Lenkgeschosses.

According to an advantageous embodiment of the invention, the pitch torque increase coefficient C _{mα of} the steering floor is not only in the range of ± 0.5, if

• the steering floor has a speed, hereafter called the design speed, which is in the speed range of Mach 0.4 to 0.8, but also
• in a total speed range ranging from the design speed minus a Mach 0.1 speed up to the design speed plus Mach 0.1 speed. The larger the speed range for which low pitch torque increase coefficients C _{mα are} realized, the greater the reach of the steering floor.

According to a further advantageous embodiment of the invention, the lateral moment reduction vanes each have an attachment end, and the axial distance between the side moment reduction vanes, measured at the center of the attachment end, and the center of gravity S is 0.01 times to 1.0 times the caliber. Within the specified axial distance range, it is possible that the pitch torque increase coefficient C _{mα of} the steering floor can be reduced to small values.

According to a further advantageous embodiment of the invention, each side-moment reduction wing protrudes in the unfolded position with a radial extent beyond the mantle of the steering floor, such that the radial extent is 0.8 to 2 times the caliber of the steering floor. The amount of radial extension of the lateral moment reduction vanes beyond the mantle of the steering floor is an important parameter. Long side-moment reduction wings increase lift, but also drag. Further, the local velocity at the outer tip of the side-moment reduction vanes must not be close to Mach 1, otherwise the air resistance would be too high. The local velocity at the outer tip of the side-moment reduction vanes is less than Mach 1. This explains the specified radial extent of 0.8 to 2 times the caliber. In the context of the embodiments will be discussed in more detail hereon.

According to a further advantageous embodiment, the lateral moment reduction wings are entangled in a propeller manner such that at least during a portion of the descent phase rotational energy is translated into translational energy and at least that the side moment reduction vanes are non-rotatably connected to the steering floor. hereby increases on the one hand the range, because the translational speed is increased with decreasing the rotational speed. Further, the pseudo-Magnus force is reduced because the wing profile follows the local velocity vector.

According to a further advantageous embodiment, the lateral moment reduction wings are mounted roller decoupled. The roll decoupling of the lateral moment reduction vanes reduces the yaw rate of the side moment reduction vanes, and hence the pseudo magnus effects, which are dependent on the magnitude of the yaw rate of the side moment reduction vanes.

According to a further advantageous embodiment, the steering floor exclusively on the canard-wing and the side-moment reduction wing. This simplifies the training and design of the steering floor.

According to a further advantageous embodiment, the canard-steering device is designed so that the canard-steering wings are extendable and retractable. In the retracted position, the air resistance is low and the range increased. The Canard-Lenkflügel are retracted in the ballistic ascent phase and also during the steering phase, if no correction of the trajectory is necessary.

• Fig. 1 ein Lenkgeschoss mit Seitenmomenten-Reduzierungs-Flügeln, in perspektivischer Darstellung;
• Fig. 2 das in Fig. 1 gezeigte Lenkgeschoss mit Eintragungen für Erläuterungen, in der Vorderansicht;
• Fig. 3 einen Verlauf einer Flugbahn des in den Fig. 1 und 2 gezeigten Lenkgeschosses.

Embodiments of the invention are described below with reference to the drawings. Here are shown as schematic diagrams:

• Fig. 1 a steering column with lateral moment reduction wings, in perspective view;
• Fig. 2 this in Fig. 1 shown steering column with entries for explanations, in front view;
• Fig. 3 a course of a trajectory of the in Fig. 1 and 2 shown steering floor.

Steering Missile with Side Moments Reduction Wings

The Fig. 1 shows a steering column 1. The steering column 1 is designed so that it is spin-stabilized over the entire flight phase. The steering column 1 comprises a nose 2 with a canard-steering device 20 with canard-steering wings 21. The steering-floor 1 is a large-caliber full-caliber projectile of caliber 155 mm. In deviation from the illustrated embodiment, the caliber could also be other values. The basement 1 has hinged, over-caliber lateral moment reduction wings 10, whose function will be described in detail.

Canard-steering device

The Canard steering device 20 is roller-decoupled and driven by an axial motor. Furthermore, the Canard steering device 20 is part of a guidance, navigation and control system. The Canard-steering device 20 is formed so that the Canard-fins 21 are more or less extensible and retractable. In the retracted position, the air resistance is reduced. In extended positions of a Canard steering wing 21 steering forces are generated. The canard-fins 21 are used to the in Fig. 2 drawn approach angle α according to calculations according to the steering rules set so that the target is taken. The angle of attack α is the angle between the axis of symmetry r of the steering floor 1 and the velocity vector v. Alternatively, Canard wings for Rolfentkopplung and setting the roll angle can be used. Again alternatively, other concepts of Canard steering devices can be used, as are well known in the art.

phases of flight

The Fig. 3 illustrates the different phases of the trajectory. A ballistic promotion phase B is followed by a descent phase F. The Absinkflugphase F consists of a Aufklappphase K and a steering phase G together. The Fig. 3 represents a coordinate system in which the height a is plotted over the range w.

Ballistic Ascension Phase B: The lateral momentum reduction wings 10 are in their retracted position during acceleration in the gun barrel and ballistic flight until the culmination of the trajectory is reached. The roll-decoupled steering device 20 is initially blocked with the rest of the steering block 1, so that the roller-decoupled steering device 20 rotates at the same rate of rotation as the rest of the steering column 1. Alternatively, the steering device 20 may already be roller-decoupled in the ballistic rise phase B. The steering column 1 is dralistabilized at a high rate of rotation throughout the ballistic ascent phase 8, in which the side-moment reduction vanes 10 are collapsed.

Opening phase K: Close to the climax of the trajectory, the guidance, navigation and control system is activated. The lateral moment reduction wings 10 unfold. The rotational blockade of Canard steering device 20 is released. The guidance, navigation and control system calculates a desired roll angle and ensures that the nose 2 of the steering floor 1 with the aid of the axial motor follows the target roll angle. Other concepts of a Canard steering device without Axial motor can also be used, with wings of the Canard steering device set the desired roll angle.

Steering phase G: After the unfolding phase K, the lateral moment reduction wings 10 are completely unfolded. During the steering phase G, the lateral moment reduction vanes 10 remain in their fully unfolded position. The Canard steering device 20 is active. While maintaining a calculated roll angle steering forces are generated by the fact that the individual Canard-wings 21 are extended or retracted more or less.

Technical training of the basement to increase the range

• das Lenkgeschoss 1 eine Geschwindigkeit aufweist, die im Geschwindigkeitsbereich von Mach 0,4 bis 0,8 liegt,
• die Seitenmomenten-Reduzierungs-Flügel 10 sich in ihrer aufgeklappter Stellung befinden und
• die Canard-Lenkeinrichtung 20 keine Lenkmomente ausübt.

Below is on the Fig. 2 received. The steering floor 1 has hinged, over-caliber lateral moment reduction wings 10, which are designed and arranged behind the center of gravity S in the rear direction on the steering floor 1, that the pitch torque increase coefficient C _{mα of} the steering floor 1 is in the range of ± 0.5 , if

• the steering column 1 has a speed which is in the speed range of Mach 0.4 to 0.8,
• the lateral moment reduction vanes 10 are in their unfolded position and
• the Canard steering device 20 exerts no steering torque.

Increase the range of the steering floor

In principle, if no lateral moment is exerted on a spin-stabilized steering base 1, yawing moments are equal to zero and no steering of the steering round 1 takes place, an equilibrium position is theoretically achieved. In the equilibrium position, the angular position of the symmetry axis r and the velocity vector v naturally forms an angle of incidence α, the velocity vector v following the trajectory curve corresponding to the gravitational force. The angle of attack α is not a constant size and would increase in the steering phase G, if the Canard steering device would exercise no corrective steering forces. Since both the lift and the air resistance increase with increasing angle of incidence α, there is an optimum angle of incidence α which maximizes the range. Approximately the optimum angle of attack is that angle of attack with the best lift-to-air resistance ratio.

Despite the lateral moment reduction wings 10, in practice, residual small pitch and yaw moments remain. However, the Carlard fins 21 do not need to generate high steering torques to set an optimum angle of attack α between the axis of symmetry r and the velocity vector v to achieve long ranges.

For a better understanding of the above, the following is the decomposition of the aerodynamic moments. With respect to the symmetry axis r, the resulting aerodynamic moment can be decomposed into a roll, pitch, and yaw component. The lateral pitching moment can be further decomposed into a sum of a static term, the so-called static pitching moment, a damping term and a dynamic term, the so-called pseudo-Magnusmoment. The same applies to the lateral yaw moment. The lateral moment reduction vanes 10 are arranged and configured such that the static air attack point D (hereby means the air attack point of the projectile's static aerodynamic forces, both the drag and lift forces) coincides as much as possible with the center of gravity S of the projectile 1 when the Canard fins 21 are retracted. This reduces the static pitch and yaw moments to near zero. As pitching and yawing moments, only the damping and pseudo-Magnus terms remain. The damping terms of the pitching and yawing moments contribute to the stability of the symmetry axis r of the steering floor 1. The pseudo-Magnus terms are reduced by using either propeller-entangled, non-roller-decoupled, or roll-decoupled side-torque reduction vanes, as discussed further below. Because all aerodynamic forces depend on the Mach number, the static pitch and yaw moments are close to zero only during a portion of the descent phase F.

If the static pitch and yaw moments due to the lateral moment reduction vanes 10 are close to zero and the pseudo-Magnus moments are reduced, then the total lateral aerodynamic moments are very small and very reduced compared to a classic 155mm bullet , In this case, the steering column 1 will behave almost like a perfect gyro and the axis of symmetry r of the basement 1 will remain in almost the same direction. In the descent phase F, one has a situation with an almost constant symmetry axis r of the steering round 1 and a curved trajectory corresponding to gravity. In a natural way, an angle of incidence α sets in, which causes the steering floor 1 slides, in which form upward vertical buoyancy forces on the steering floor, so that the Range is increased. The smaller the inclination angle of the trajectory is, the greater the range.

This confirms the theory of classical aerobalistics. In classical aerobalistics, the angle of attack α is mapped using the sum of 3 three terms: First, the equilibrium angle term (in the English-language literature, the equilibrium angle is denoted by "yaw of repose"), secondly the precession term, and thirdly the nutation angle. Term. From a mathematical point of view, the yaw of repose is a complex quantity comprising the vertical angle of incidence and the lateral angle of displacement. In the case of a conventional 155mm ballistic missile without canard wing, the yaw of repose near the cul-de-sac of the trajectory is a lateral sideslip angle which translates into a lateral displacement force "lateral lift force") and thus leads to a lateral deflection of a conventional ballistic 155 mm projectile. Since the static side moments are brought to values close to zero, in theory, the lateral sideslip angle translates into a vertical angle of attack, which increases the range .

Determining the Exact Arrangement of the Side-Moment Reduction Wing 10

In reality, the aerodynamic moments are dependent on the flight conditions. It would be possible to keep the static aerodynamic lateral moments to near zero over a long period of time by varying the geometry of the side-moment reduction vanes 10 or their sweep angle during the descent phase F. However, this would require additional motors that would make the steering column 1 too expensive and too complicated. However, it is possible to bring the static lateral aerodynamic moments during a portion of the flight curve of the steering phase G close to zero.

• Eine erste Ausbildung und Anordnung von Seitenmomenten-Reduzierungs-Flügeln 10 wird so gewählt, dass der Nickmomentanstiegs-Beiwert C_mα (pitching moment derivative coefficient) des Lenkgeschoss 1 für einen ausgewählten Punkt der Flugbahn der Lenkphase gleich null ist. Der ausgewählte Punkt liegt in einem für großkalibrige Lenkgeschosse typischen Geschwindigkeitsbereich von Mach 0,4 bis 0,8. Die gewählte Geschwindigkeit, oder anders ausgedrückt, die Auslegungsgeschwindigkeit ist im vorliegenden Beispiel Mach 0,6. Alternativ hätte auch eine andere Auslegungsgeschwindigkeit im Geschwlndigkeitsbereich von Mach 0,4 bis 0,8 gewählt werden können. In Fig. 3 sind zur Illustration die Punkte P_V=M0,8, P_V=M0,6 und P_V=M0,4 eingezeichnet.
• Weil die aerodynamischen Beiwert von der Machzahl abhängen, wird die erste Ausbildung und Anordnung von Seitenmomenten-Reduzierungs-Flügel 10 derart optimiert, dass der Nickmomentanstiegs-Beiwert C_mα des Lenkgeschosses 1 nicht nur dann im Bereich von ± 0,5 liegt, wenn
  • das Lenkgeschoss 1 seine Auslegungsgeschwindigkeit, die im Geschwindigkeitsbereich von Mach 0,4 bis 0,8 liegt, aufweist, sondern auch
  • In einem gesamten Geschwindigkeitsbereich, der von der Auslegungsgeschwindigkeit minus einer Geschwindigkeit von Mach 0,1 bis zu der Auslegungsgeschwindigkeit plus einer Geschwindigkeit von Mach 0,1 reicht. Bezogen auf das vorliegende Beispiel bedeutet dies, das im gesamten Geschwindigkeitsbereich von Mach 0,5 bis Mach 0,7 die niedrigen Nickmomentanstiegs-Beiwert C_mα des Lenkgeschosses gelten.
• In einem letzten Schritt kann die Ausbildung und Anordnung der Seitenmomenten-Reduzierungs-Flügel 10 noch derart weiter optimiert werden, dass möglichst niedrige Nickmomentanstiegs-Beiwerte C_mα des Lenkgeschosses für die gesamte Lenkphase G erzielt werden.

In order to reduce the static lateral aerodynamic moments to near zero, the lateral moment reduction vanes 10 are placed at carefully determined locations on the steering floor 1, depending on their wing size and geometry. To minimize pitch and yaw momentum, the lateral moment reduction vanes 10 are easily placed in the rear center of gravity to balance the momentum of the normal force of the air attack force on the fuselage whose air attack point is in the forward center of gravity. The position of the Side torque reduction vane 10 is optimized for the steering phase G, which is a subsonic flight phase, as previously stated. The formation of the lateral moment reduction vanes 10 and the determination of the exact location of the side moment reduction vanes 10 is accomplished in several steps:

• A first design and arrangement of lateral moment reduction vanes 10 is selected so that the pitch moment derivative coefficient C _{mα of} the steering floor 1 for a selected point of the trajectory of the steering phase is zero. The selected point is in a typical speed range of Mach 0.4 to 0.8 for large-caliber missiles. The selected speed, or in other words, the design speed is Mach 0.6 in the present example. Alternatively, a different design speed in the range of mach 0.4 to 0.8 could have been chosen. In Fig. 3 For illustration, the points P _{V = M 0.8} , P _{V = M 0.6} and P _{V = M 0.4 are plotted} .
• Because the aerodynamic coefficient depends on the Mach number, the first design and arrangement of lateral moment reduction vanes 10 is optimized such that the pitch momentum gain coefficient C _{mα of} the steering bullet 1 is not in the range of ± 0.5, only if
  • the steering floor 1 has its design speed, which is in the speed range of Mach 0.4 to 0.8, but also
  • In an entire speed range ranging from the design speed minus a Mach 0.1 speed up to the design speed plus a Mach 0.1 speed. In relation to the present example, this means that in the entire speed range from Mach 0.5 to Mach 0.7, the low pitch torque increase coefficient C _{mα of} the steering floor applies.
• In a final step, the formation and arrangement of the lateral moment reduction wings 10 can be further optimized such that the lowest possible pitch torque increase coefficients C _{mα of} the steering floor for the entire steering phase G are achieved.

• Verwendung von aerodynamischen Vorhersage-Computerprogrammen (semi-empirical aerodynamics prediction codes, aerodynamic coefficient estimation tools),
• Simulationen (computational fluid dynamics (CFD)- simulations),
• Windkanal-Messungen,
• Flugversuche im Freien.

The tools for forming and arranging the lateral moment reduction vanes 10 are:

• Use of semi-empirical aerodynamic prediction codes (aerodynamic coefficient estimation tools),
• Simulations (computational fluid dynamics (CFD) - simulations),
• Wind tunnel measurements
• Outdoor trials.

If the pitch torque increase coefficient C _{mα is} in the range of -0.5 to 0.5, then the distance between the static air attack point D and the center of gravity S is also very small. This distance is less than 0.05 times the caliber. Based on the embodiment of a 155 mm projectile, the distance is less than 8 mm.

This is shown by the following formula: $$x=\frac{C_{\mathit{m\alpha }}}{C_{\mathit{N\alpha }}}d=\frac{0.5}{10}d=0.05d$$

• x der Abstand zwischen dem statischen Luftangriffspunkt D und dem Schwerpunkt S;
• d das Kaliber;
• C_mα der Nickmomentanstiegs-Beiwert (pitching moment derivative coefficient), der maximal ± 0,5 betragen soll, wobei in der Formel der obere positive Grenzwert in Höhe von 0,5 eingesetzt wurde;
• C_Nα der Normalkraftanstiegs-Beiwert (normal force derivative coefficient), der in der Größenordnung von 10 liegt.

Here are:

• x is the distance between the static air attack point D and the center of gravity S;
• d the caliber;
• C _{mα is} the pitching moment derivative coefficient, which should be a maximum of ± 0.5, with the formula using the upper positive limit value of 0.5;
• C _{Nα is} the normal force derivative coefficient, which is on the order of 10.

Propeller-like entanglement and rotationally fixed arrangement of the lateral moment reduction wings for speed increase and reduction of the pseudo-Magnuseffekte

As in Fig. 1 indicated, the lateral moment reduction wing 10 are entangled by propeller type. At least during a portion of the descent phase F rotational energy is translated into translational energy when, as explained below, the rotational speed is higher than the compensation rotational speed. At least in this case, the lateral moment reduction wings 10 are non-rotatably connected to the steering floor 1. The pseudo-Magnus effects cause forces and moments on the lateral torque reduction vanes 10, depending on the magnitude of the local angle of attack. The local angle of attack is reduced by the propeller-like entanglement of the lateral torque reduction vanes 10, as the wing profile follows the local velocity vector ,

Calculation of the propeller-like entanglement of the lateral moment reduction wings 10

• Der Winkel liegt bei 10,15°am unteren Teil des Tragflügels (η = 0,0775 m).
• Der Winkel beträgt 35,6° in einem Abstand des zweifachen Kalibers d von der Symmetrieachse r (η = 2d).

The lateral moment reduction vanes are interleaved such that each cross section of a side moment reduction vane at a distance from the axis of symmetry r of the steering turret forms an angle a _i to the axis according to the following equation: tan a _i = η W / V, where W the speed of rotation (in radians / sec) and V the bullet velocity. Example of a 155 mm bullet at V = 270 m / s and W = 628 rad / s (100 Hz):

• The angle is 10.15 ° at the lower part of the wing (η = 0.0775 m).
• The angle is 35.6 ° at a distance of twice the caliber d from the symmetry axis r (η = 2d).

That is, at each distance η from the axis of symmetry r of the steering bullet, the cross-section of the lateral moment reduction vane 10 is collinear with the velocity vector resulting from the bullet velocity and the peripheral velocity. In addition to minimizing the pseudo-Magnus torque, this improves the lift-to-resistance ratio. When reducing the rotational speed, it comes to the exercise of a tensile force. If, during the transitional phase after extension of the lateral moment reduction wing 10, the rotational speed is higher than a compensation rotational speed, the steering bullet 7 is pulled until the compensation rotational speed is reached. The tensile force on the Seftenmomenten reduction wings 10 reduces the air resistance at the basement 1 and improves the lift to air resistance ratio, whereby the range is increased.

Alternative to propeller-like entanglement and rotationally fixed arrangement of the lateral moment reduction wings; roll decoupling

In deviation from the illustrated embodiment, the lateral moment reduction vanes 10 may also be mounted roller decoupled. In this case, the lateral moment reduction vanes 10 may be straight, that is not entangled, or entangled in the manner of a propeller. A propeller-type entangled design is chosen when the side-moment reduction vanes 10 are to roll-decoupled at a low compensation rotational speed dictated by the propeller-type entanglement. Due to the roll decoupling the rate of rotation and thus the pseudo-Magnus effect are greatly reduced.

Radial extent of the lateral moment reduction wings 10

As Fig. 2 illustrated, each side moment reduction wing 10 protrudes in the deployed position with a radial extension e over the mantle of the basement 1 such that the radial extent e is in the range of 0.8 to 2 times the caliber d of the steering floor 1. This is a compromise. Because long side torque reduction wings 10 increase the buoyancy, but also the air resistance. Furthermore, the speed at the outer tip of the side-moment reduction vanes 10 must not be greater than Mach 1, because otherwise the air resistance would be too high.

In the event that the side-moment reduction vanes are entangled in a propeller manner and the side-moment reduction vanes are non-rotatably connected to the steered ground 1, then the local velocity at the outer tip of the side-moment reduction vanes 10 is vectorially composed the projectile speed and the peripheral speed according to the rotation rate. In order to achieve values less than Mach 1 at the outer peaks of the R-moment reduction vanes 10, the rate of turn, which is 200 to 250 revolutions per second (Hz) at the beginning of the descent phase, must be reduced. Depending on the projectile speed, a rotation rate in the order of 50 to 100 Hz is to be aimed for. This is achieved by a more or less large propeller-like entanglement of the lateral moment reduction vanes, which leads to the desired compensation rotational speed. With the reduced rotation rate, the gyroscopic stability of the steering floor is lowered. Therefore, the yaw rate, taking into account the aerodynamic characteristics and the performance of the guidance, navigation and control system to stabilize the steering floor to optimize.

In the case of torsionally coupled side-moment reduction vanes, the rate of rotation of these vanes is independent of the rate of rotation of the rest of the steering bullet, so that it is not necessary to reduce the rate of rotation of the stepladder.

Distance of the lateral moment reduction wings 10 behind the center of gravity S

In order to obtain a pitch torque increase coefficient C _mα in the range between -0.5 to 0.5, the axial distance b of the lateral torque reduction vanes 10, measured at the center of the attachment end, and the center of gravity S is the 0.01- times up to 1.0 times the caliber d. The axial distance b is measured at the level of the projectile jacket surface.

The distance b is small when, for example, the radial extent of the lateral moment reduction vanes 10 is large. The distance b is large when, for example, the radial extent of the lateral moment reduction vanes 10 is small.

In Fig. 1 and in Fig. 3 For example, this axial distance between lateral moment reduction vanes 10 measured at the center of the attachment end and center of gravity S is drawn too large and therefore not to scale.

Sweep of Side Moments Reduction Wings

The lateral moment reduction vanes 10 are swept in the unfolded position with the sweep in the direction of flight. Alternatively, the sweep can also point to the stern. Alternatively, the lateral moment reduction wings 10 in the unfolded position can also be arranged at right angles to the symmetry axis r of the steering floor 1.

Details of the steering floor

As Fig. 1 shows, the steering floor 1 no Heckleitwerk, because the steering column 1 is spin stabilized. Further, the steering floor 1 does not have a rocket motor, since the range is increased anyway by means of the side-moment reduction vanes 10 and a rocket motor would increase the complexity and cost of the stepladder.

LIST OF REFERENCE NUMBERS

• 1 steering floor
• 2 nose
• 10 side-moments reduction wings
• 20 Canard steering device
• 21 Canard steering wings
• D static air attack point
• S focus
• r symmetry axis
• v velocity vector
• α angle of attack
• d caliber
• b Axial distance between the center of gravity and the center of the hinged end of a side torque reduction wing
• e Radial extension of a lateral moment reduction wing
• B ballistic rise phase
• F descending phase
• K unfolding phase
• G steering phase
• a height
• w range
• P _{V = M0.4} point on the trajectory where the velocity M is 0.4
• P _{V = M0.6} point on the trajectory where the velocity M is 0.6
• P _{V = M0.8} point on the trajectory where the velocity M is 0.8

Claims (9)

Steering floor (1) with the following features: a) the steering floor (1) is designed so that it is dralistabilized over an entire trajectory, b) the steering floor (1) comprises a nose (2) with a Canard steering device (20) with canard steering wings (21), c) the steering floor (1) is a large-caliber full-caliber bullet, d) the trajectory of the basement (1) is influenced by aerodynamic coefficients, such as a pitching moment increase coefficient ( C _mα ),
characterized by the following features: e) the steering floor (1) has hinged, over-caliber lateral moment reduction wings (10), f) the lateral moment reduction wings (10) are formed and arranged behind the center of gravity (D) in the rear direction on the basement (1) that the pitch torque increase coefficient ( C _mα ) of the basement (1) in the range of ± 0 , 5 is, if The steering floor (1) has a speed which is in the speed range of Mach 0.4 to 0.8, • the lateral moment reduction vanes (10) are in their unfolded position and • the Canard steering device (20) exerts no steering torque. Steering floor according to claim 1, characterized
that the pitching moment-increasing coefficient (C _mα) of the steering projectile (1) not only in the range of ± 0.5 when • the steering column (1) has a speed, hereafter called the design speed, which is in the speed range of Mach 0.4 to 0.8, but also • in a total speed range ranging from the design speed minus a Mach 0.1 speed up to the design speed plus Mach 0.1 speed. Steering floor according to claim 1 or 2, characterized
that the side torque-reduction blades (10) each having an attachment end and the axial distance (b) between the lateral torque-reduction blades (10) measured at the center of the attachment end and the center of gravity (S) dac 0.01 times up to 1.0 times the caliber (d). Steering floor (1) according to one of claims 1 to 3, characterized
that each side torque-reducing wing (10) protrudes in the deployed position with a radial extension (s) via the casing (3) of the steering projectile (1), such that the radial extent (e) 0.8 to 2 times the caliber (d) of the steering floor (1) amounts to. Steering floor (1) according to one of claims 1 to 4, characterized
in that the lateral moment reduction vanes (10) are entangled in a propeller manner such that at least during one section in a descent phase (F) rotational energy is translated into translational energy and at least that the side moment reduction vanes (10) are rotationally fixed to the Steering floor (1) are connected. Steering floor (1) according to one of claims 4 to 4, characterized
in that the lateral moment reduction vanes (10) are mounted roller decoupled. Steering floor (1) according to one of claims 1 to 6, characterized
that the steering floor (1) next to the canard-guide vanes (21) and the side-moment reduction vanes (10) has no further wings. Steering floor (1) according to one of claims 1 to 7, characterized
in that the canard steering device (20) is designed so that the canard steering wings (21) can be extended and retracted. Steering floor (1) according to one of claims 1 to 8, characterized
in that the side-mum reduction vanes (10) are interlaced so that each cross-section of a side-moment reducing vane at an interval from the axis of symmetry r of the stub floor forms an angle a _l to the axis according to the following equation: tan a _l = η W / V, where W is the rotation speed (in radians / s) and V is the bullet velocity.

Images