An optical detection device is included in a self-guided flying vehicle, the self-guided flying vehicle being composed of a cone located at the head of the self-guided flying vehicle, a propulsion device located at the rear of the self-guided flying vehicle and a body located between the cone and the propulsion device. The optical detection device includes at least two portholes disposed in a collar on the periphery of the body of the self-guided flying vehicle.

An aerodynamic nose cone capable of imaging through the nose cone is accomplished by forming the nose cone as an Afocal Axicon lens. Under a condition of RI≈cos(X)/cos(3X) where RI is an effective refractive index and X is a cone half angle of the solid right-circular cone. EMR incident on a front portion of the cone undergoes a total internal reflection (TIR) and exits a trailing surface of the cone with approximately the same parallelism with which it entered the cone. EMR incident behind the front portion of the cone that exits the trailing surface with different parallelism than it entered may be directed to a light dump or through a fustrum of a cone to re-establish the correct parallelism. The entire optical system may be monolithically integrated into the nose cone to eliminate alignment issues and moving parts.

An aerodynamic nose cone capable of imaging through the nose cone is accomplished by forming the nose cone as an Afocal Axicon lens. Under a condition of RI≈cos(X)/cos(3X) where RI is an effective refractive index and X is a cone half angle of the solid right-circular cone. EMR incident on a front portion of the cone undergoes a total internal reflection (TIR) and exits a trailing surface of the cone with approximately the same parallelism with which it entered the cone. EMR incident behind the front portion of the cone that exits the trailing surface with different parallelism than it entered may be directed to a light dump or through a fustrum of a cone to re-establish the correct parallelism. The entire optical system may be monolithically integrated into the nose cone to eliminate alignment issues and moving parts.

An optical detection device is included in a self-guided flying vehicle, the self-guided flying vehicle being composed of a cone located at the head of the self-guided flying vehicle, a propulsion device located at the rear of the self-guided flying vehicle and a body located between the cone and the propulsion device. The optical detection device includes at least two portholes disposed in a collar on the periphery of the body of the self-guided flying vehicle.

An optical detection device is included in a self-guided flying vehicle, the self-guided flying vehicle being composed of a cone located at the head of the self-guided flying vehicle, a propulsion device located at the rear of the self-guided flying vehicle and a body located between the cone and the propulsion device. The optical detection device includes at least two portholes disposed in a collar on the periphery of the body of the self-guided flying vehicle.

The system and method of directed navigation using an augmented semi-active laser seeker to provide initial altitude measurement and command denotation information for rounds. Using on-board sensors and communications links between members of a swarm, numerous targets can be engaged more quickly and precisely. The LCSAL can act as 3D LIDAR where the LCSAL's spatial resolution and the associated image from the imager can be correlated to the LCSAL pixel by pixel as time of arrival. The rounds trajectory can be refined due to coupling with accurate Target ID to provide optimum command detonation for specific target types.

The system and method of directed navigation using an augmented semi-active laser seeker to provide initial altitude measurement and command denotation information for rounds. Using on-board sensors and communications links between members of a swarm, numerous targets can be engaged more quickly and precisely. The LCSAL can act as 3D LIDAR where the LCSAL's spatial resolution and the associated image from the imager can be correlated to the LCSAL pixel by pixel as time of arrival. The rounds trajectory can be refined due to coupling with accurate Target ID to provide optimum command detonation for specific target types.

Techniques are disclosed for facilitating pulse detection and synchronized pulse imaging systems and methods. In one example, a system includes a light pulse detection device and an imaging device. The light pulse detection device is configured to detect a first light pulse. The light pulse detection device is further configured to determine that the first light pulse is associated with a pulse sequence. The light pulse detection device is further configured to determine timing information associated with a second light pulse of the pulse sequence. The light pulse detection device is further configured to generate data associated with the timing information. The imaging device is configured to determine an integration period based on the data. The imaging device is further configured to capture, using the integration period, an image that includes the second light pulse. Related devices and methods are also provided.

The system and method of attitude determination by pulse beacon and extremely low cost inertial measuring unit. A pulse beacon is used to generate a plurality of pulses detected by a detector or receiver located on the rear of a projectile such that direction of arrival can be determined. A synchronized clock proved for velocity and range information. Altitude can also be determined and may use an altimeter or the like. The use of a low cost IMU is possible with internal calibration by the system. Real-time attitude information provides for correction for crosswind and other drift enabling the system to have less down range dispersion.

The system and method of attitude determination by pulse beacon and extremely low cost inertial measuring unit. A pulse beacon is used to generate a plurality of pulses detected by a detector or receiver located on the rear of a projectile such that direction of arrival can be determined. A synchronized clock proved for velocity and range information. Altitude can also be determined and may use an altimeter or the like. The use of a low cost IMU is possible with internal calibration by the system. Real-time attitude information provides for correction for crosswind and other drift enabling the system to have less down range dispersion.