KR101193242B1 - Method for flight control of ornithopter, apparatus for flight control of ornithopter and ornithopter having the same - Google Patents

Abstract

The present invention relates to a flight control method of a wing vehicle, a flight control device of a wing vehicle and a wing aircraft having the same, the method of flight control of the wing aircraft, fly by the wing movement of the main wing, to tilt the tail wing A method for controlling flight of a winged wing controlled by a flying direction, the method comprising: detecting a first periodic motion corresponding to a wing motion of the main blade; and using a frequency of the first periodic motion, a second of the tail wing; Generating a periodic motion, searching for an amplitude of the second periodic motion and a phase difference between the first and second periodic motions to minimize vibration of the wing vehicle within a predetermined range; Controlling the second periodic motion using a phase difference. Thereby, flight stability of the wing vehicle can be realized.

Description

TECHNICAL FOR FLIGHT CONTROL OF ORNITHOPTER, APPARATUS FOR FLIGHT CONTROL OF ORNITHOPTER AND ORNITHOPTER HAVING THE SAME}

The present invention relates to a wing vehicle made to fly by a wing movement, and more particularly, to a wing control method of a wing vehicle, a flight control device of a wing vehicle and a wing aircraft having the same.

Ornithopters are made to fly through wing movements such as birds, insects and bats in nature. In general, the wing vehicle is controlled by the flight speed of the wing speed, the tail wing is controlled in which direction the aircraft is flying. In particular, in recent years, the remote control wing control aircraft has been commercialized to be easily accessible to the general public for leisure purposes. However, wing aircrafts are very difficult to fly stably due to complex aerodynamic characteristics, and thus require skilled steering skills.

Wings are developed to be able to fly through wing movements by mimicking natural aircraft such as birds, insects and bats, so they have a high camouflage in appearance unlike conventional fixed-wing or rotary wing vehicles. Therefore, it is a platform suitable for performing missions such as intelligence acquisition, surveillance, reconnaissance (Intelligence, Surveillance, Reconnaissance, ISR) by approaching the position very close to the target. Development is underway.

In order to be used as a surveillance, reconnaissance, and defense unmanned aerial vehicle platform, flight flight must have higher flight stability than radio-controlled wing aircraft developed for leisure. In particular, the vibration phenomenon generated during the flight by the wing movement deteriorates the acquired image information to cause false information, so that the technique of improving flight stability that can solve this vibration problem can be considered.

The present invention is to provide a flight control method for a wing aircraft, a flight control device for a wing vehicle and a wing vehicle having the same, which increases flight stability of a wing vehicle.

In addition, the present invention is to implement a flight control device of a wing aircraft that can be mounted and applied to the actual aircraft more lightly configured.

In order to achieve the above object of the present invention, in the flight control method of the wing aircraft flying by the wing movement of the main wing, the flight direction is controlled by the tilting of the tail wing, according to an embodiment of the present invention The method for controlling flight of a wing vehicle includes: detecting a first periodic motion corresponding to a wing motion of the main blade, generating a second periodic motion of the tail wing using a frequency of the first periodic motion; Searching for an amplitude of the second periodic motion and a phase difference between the first and second periodic motions to minimize vibration of the wing vehicle within a predetermined range, and using the detected amplitude and phase difference. Controlling the periodic motion.

According to an example related to the present invention, the sensing step continuously detects the frequency of the first periodic motion and continuously measures the relative angle of the main blade relative to the main body of the wing aircraft to determine the rising and falling motion of the main blade. Detect. The detecting step may be a step of detecting a magnetic field of a magnet attached to the main wing by a detection sensor mounted on the main body of the wing aircraft to continuously detect the relative angle.

According to another example related to the present invention, the generating step sets the frequency of the second periodic motion to be equal to the frequency or an integer multiple of the frequency. The second periodic motion is a variable set by a frequency of the second periodic motion, an amplitude set by the amplitude of the first periodic motion or the magnitude of vibration of the wing vehicle, and the phase difference between the first and second periodic motions. Can be sinusoidal.

According to another example related to the present invention, the searching step may include an amplitude of the second periodic motion such that the mean square root value of the pitch angular velocity of the wing vehicle generated in the pitch direction from the central axis of the wing vehicle is minimized. The phase difference between the first and second periodic motions is searched for. The pitch angular velocity may be detected by a sensor mounted on the wing vehicle or extracted from image data transmitted from an image sensor mounted on the wing vehicle.

According to another example related to the present invention, a flight control method of a wing vehicle includes searching for whether a flight state of the wing vehicle corresponds to a trim state of horizontal cruise flight. The generating step may generate the second periodic motion when the wing aircraft is in a trim state.

In order to realize the above object, the present invention, in the flight control device of the wing aircraft in which the flight direction is controlled by flying the wing blade movement of the main wing, the tilting of the tail wing, corresponding to the wing blade movement of the main blade A second periodic motion for generating a second periodic motion of the tail blade using a sensing unit detecting a first periodic motion and a frequency of the first periodic motion and minimizing vibration of the wing vehicle within a predetermined range; A tail wing controller configured to search for an amplitude of the phase difference between the first and second periodic motions and to control the second periodic motion using the detected amplitude and phase difference, and the tail wing relative motion with respect to the main body. The tail is formed to be electrically connected to the tail wing control unit to be controlled by the tail wing control unit It discloses a flight control apparatus for aircraft wings comprising at driving.

According to another example related to the present invention, the sensing unit includes a magnet attached to the main wing, and a sensing sensor mounted to the main body of the wing aircraft to detect a magnetic field change of the magnet. To detect the frequency of the first periodic motion and to determine the rising and falling movement of the main blade, the detector may continuously detect the relative angle of the main blade relative to the main body of the wing aircraft using the change in the magnetic field. have.

According to another embodiment related to the present invention, the tail wing driving unit generates a pitching movement in which the tail wing reciprocally rotates around the connection portion of the tail wing and the main body, or the tail wing is fixed to the connection portion. In the body of the tail wing is made to generate a camber motion.

According to another embodiment related to the present invention, the tail wing drive unit, the connecting shaft for rotatably connecting the tail wing to the end of the body, and is formed to reciprocally rotate the connecting shaft to generate the pitching motion It includes a drive motor controlled by the tail wing control unit. The tail wing drive unit may include a surface curvature generator mounted on one surface of the tail wing to generate the camber motion.

In addition, the present invention is the main body of the wing flying body, the main wing is mounted to the main body so that the main body is flying and is formed to perform the wing movement, the tail mounted to the rear end of the main body to control the flight direction of the main body by tilting Disclosed is a wing vehicle including a wing and a flight control device of the wing vehicle configured to generate and control the movement of the tail wing to reduce vibration of the wing vehicle.

According to the flight control method of the wing vehicle according to the present invention configured as described above, the flight control device of the wing vehicle and a wing vehicle having the same, the flight stability of the wing aircraft can be implemented by the periodic movement of the tail wing. In addition, there is an effect that the wing aircraft can be used as a drone platform for surveillance, reconnaissance, and defense.

In addition, since the present invention reduces the vibration by using the movement control of the tail wing, it can be applied to the wing aircraft having a large limit on the payload, and furthermore, the control device of the present invention utilizes the components mounted on the wing aircraft previously, Lightly configured with minimal component additions, it can be mounted and applied to real vehicles.

1 is a conceptual diagram showing a wing wing and a flight control method and apparatus thereof according to an embodiment of the present invention.
2 is a flow chart showing a flight control method of the wing aircraft according to an embodiment of the present invention.
3A to 3D are conceptual views illustrating an embodiment of generating a tail wing movement according to one cycle movement of a main wing of a wing vehicle.
4A and 4B are graphs showing periodic movements of the main wing and the tail wing shown in FIGS. 3A to 3D.
5 is a detailed configuration diagram of the wing vehicle of FIG.
6A and 6B are conceptual views illustrating a pitching motion and a camber motion of the tail wing drive unit of the wing wing of FIG. 5, respectively.
7 is a graph showing the periodic movement of the main wing and the tail wing shown in FIG.

Hereinafter, a flight control method of a wing vehicle according to the present invention, a flight control device for a wing vehicle, and a wing vehicle having the same will be described in detail with reference to the accompanying drawings. In the present specification, different embodiments are given the same or similar reference numerals for the same or similar configurations, and the description is replaced with the first description. As used herein, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise.

1 is a conceptual diagram showing a wing wing and a flight control method and apparatus thereof according to an embodiment of the present invention.

Referring to this figure, the wing aircraft 100 includes a main body 110, the main wing 120 and the tail wing 130.

The main body 110 forms an appearance of the wing wing body 100 and may be formed to be long in one direction (length direction).

The main wing 120 is mounted to the main body 110 and is provided in plurality to enable the wing movement. That is, the main body 110 is flying by the wing movement of the main wing 120.

Tail wing 130 is mounted on the rear end of the main body 110, and controls the flight direction of the main body 110 by tilting. That is, the flight direction of the main body 110 may be controlled by the tail wing 130 is twisted with respect to the longitudinal center axis of the main body 110.

According to the drawing, the wing vehicle 100 has a flight control device 140 (see FIG. 5) of the wing vehicle is formed to generate and control the movement of the tail wing 130 to reduce the vibration of the wing vehicle 100 It is provided.

The flight controller 140 performs the movement of the tail wing 130, for example, the pitching movement 151 of the tail wing, the camber movement 152, or a combination thereof according to the continuous movement of the main wing 120. In this way, the wing vehicle 100 may fly with higher stability without undergoing complicated modeling and controller design process.

Here, the pitching movement 151 refers to the movement of the tail wing reciprocating in the pitching direction about the connecting portion of the tail wing and the main body, camber movement 152 in the state where the tail wing is fixed to the connection portion Refers to the bending motion of the body of the tail blades.

Hereinafter, a method of controlling the flight of the wing vehicle 100 will be described in more detail.

Figure 2 is a flow chart showing a flight control method of the wing aircraft according to an embodiment of the present invention, Figures 3a to 3d shows an embodiment of generating a tail wing motion in accordance with one period of the main wing of the wing aircraft 4A and 4B are graphs showing the periodic movements of the main wing and the tail wing shown in FIGS. 2A to 2D.

Referring to FIG. 2, first, a flight control method of a wing vehicle searches for whether a flying state of the wing vehicle corresponds to a trim state of horizontal cruise flight (S100).

In the trim search step (S100), it may be a step of finding a trim angle of the tail wing which is generally determined according to the flight frequency of the main wing through a flight test of the wing vehicle. More specifically, this is a process in which the wing aircraft maintains a constant altitude and finds a flying state, that is, a trim state, flying in a straight line without additional pilot input.

In the wing vehicle, a periodic vibration phenomenon occurs with the wing movement frequency as the main vibration frequency by the wing movement in the trim state. Periodic vibration phenomena generated during the trim flight of the wing vehicle can be confirmed through an image sensor attached to the wing body. The flight control method of the present invention may be applied to a trim state to reduce the periodic vibration, but is not necessarily limited thereto.

Next, the main wing movement is detected (S200). For example, the sensing step S200 detects a first periodic motion corresponding to the wing movement of the main blade.

The sensing step S200 continuously detects the relative angle of the main blade with respect to the main body of the wing vehicle to detect the frequency of the first periodic motion and determine the rising and falling motion of the main blade. The main wing motion must be measured continuously and accurately because it is a reference signal in the generation of the tail wing motion. Therefore, it is possible to distinguish the upstroke and the downstroke of the main blade and to perform signal processing such as frequency analysis to form a clean sinusoidal waveform without distortion.

More specifically, to detect the relative angle continuously, a detection sensor mounted on the main body of the wing aircraft can detect the magnetic field of the magnet attached to the main wing. In addition, the sensing step (S200) converts the output voltage change of the sensing sensor measured to correspond to the main wing motion to the first periodic motion.

For example, the angle of movement of the main wing is measured based on a Hall-effect sensor that continuously detects the main wing motion, which is expressed by Equation 1 below.

Here, f is the wing movement frequency, and the Hall-effect sensor is attached to the position of the body of the wing aircraft whose value κ 0 is 0, and the value κ 1 generally has a preset value but is detected when the amplitude changes during flight. May be However, in addition to the Hall-effect sensor, a sensor capable of continuously detecting the movement of the main wing is applicable to the detection of the main wing motion.

Next, to generate the tail wing movement (S300). For example, the generating step S300 generates a second periodic motion of the tail wing using the frequency of the first periodic motion. In addition, the generating step (S300) may be made to generate the second periodic motion, if the wing aircraft is in a trim state.

More specifically, the generating step (S300) may be a step of setting the frequency of the second periodic motion to be equal to the frequency or an integer multiple of the frequency. The second periodic motion is a variable set by a frequency of the second periodic motion, an amplitude set by the amplitude of the first periodic motion or the magnitude of vibration of the wing vehicle, and the phase difference between the first and second periodic motions. Can be sinusoidal.

That is, the second periodic motion of the tail blades may be generated in the form of, for example, Equation 2 below.

Here, f is the tail wing movement frequency set to have the same value as the wing movement frequency (frequency of the first periodic movement), the value δ 0 is the initial amplitude determined with the frequency of the first periodic movement in the trim search step (S100) ( That is, the tilting value),? 1 is the tail wing motion amplitude value, and ψ is the phase difference between the main wing motion and the tail wing motion.

Alternatively, the movement frequency of the tail wing can be configured using one or more frequency components independent of the wing movement frequency of the main wing. For example, the movement frequency of the tail wing may be an integer multiple of the frequency of the first periodic movement, and may be generated in the form of Equation 3 below.

Here, N represents the number of frequency combinations necessary for generating the tail wing motion in order to increase the flight stability of the wing vehicle.

Tail wing motion amplitude δ1 or δn is greater than 0 and varies with the motion amplitude κ1 of the main wing or the magnitude of vibration of the wing vehicle, and the phase difference ψ or ψn varies in a range greater than or equal to 0 and less than.

Referring back to FIG. 2, the following secures flight stability (S400). The stability securing step S400 includes a search step and a control step.

The searching step searches for the amplitude of the second periodic motion and the phase difference between the first and second periodic motions to minimize the vibration of the wing vehicle within a predetermined range, and the control step uses the searched amplitude and phase difference. The second periodic motion is controlled.

For example, the searching step includes the amplitude of the second periodic motion and the first and second periodic motions such that the mean square root value of the pitch angular velocity of the wing vehicle is generated in the pitch direction from the central axis of the wing vehicle. Search for the phase difference of. In this case, the pitch angular velocity may be detected by a sensor mounted on the wing vehicle or extracted from image data transmitted from an image sensor mounted on the wing vehicle.

More specifically, the optimum tail wing movement is determined by Equation 4 or 5 below.

q denotes a vibration phenomenon generated by the wing movement at the pitch angular velocity of the wing vehicle generated in the pitch direction from the central axis of the wing vehicle. Such pitch angular velocity of the vehicle is a major cause of deterioration of the image sensor attached to the wing aircraft.

Root-Mean-Square (RMS) of the mean angular velocity of the pitch angular velocity calculated for each period of the wing vane main wing motion, which is changed by the tail wing amplitude δ1 or δn and the phase difference ψ or ψn of the main wing and tail wing motions. The optimum tail wing motion amplitude δ ^* 1 or δ ^* n and the phase difference ψ ^* or ψ ^* n between the main wing and the tail wing motion are searched repeatedly within the above range. That is, the tail wing motion amplitude is changed in a range greater than 0, the main wing motion amplitude κ1, or the magnitude of the vibration of the wing vehicle, and the phase difference is changed in a range greater than or equal to 0 and smaller, and the pitch angular velocity is changed. Obtain optimal tail wing amplitude and phase difference between main wing and tail wing movements to minimize root mean square value (Root-Mean-Square, RMS).

If it is difficult to mount a sensor capable of measuring the pitch angular velocity of the aircraft due to the weight of the payload of the wing vehicle, the pitch angular velocity component may be extracted approximately from the optical flow analysis of the image data transmitted to the image sensor. Can be.

Subsequently, in the control step, the tail blades are pitched or camberd to correspond to the detected amplitude and phase difference, or the tail blades movement is performed by a combination thereof. In this case, it can be confirmed that the wing vehicle ensures flight stability from the vibration reduction, the insulation, or the image transmitted from the image sensor mounted on the wing vehicle, without shaking. It will repeat until it is regenerated to ensure flight stability.

3A, 3B, 3C, and 3D illustrate changes in the movement 154 of the tail wing 130 generated according to the movement 153 of the main wing 120, and are sequentially performed according to the direction of the arrow. 3A to 3D show that the phase difference between the main blade movement 153 and the tail blade movement 154 is zero, and the main blade 120 performs the upstrokes 153a and 153d. In this case, the tail wing 130 also corresponds to the ascending movement (154a, 154d), and when the main wing 120 performs the down movement (downstroke, 153b, 153c), the tail wing 130 correspondingly Descent movements (154b, 154c) will be.

4A and 4B are graphs showing changes in the main wing movement 153 and the tail wing movement 154 for one period of the wing movement, respectively, κ1 (153a) and κ0 (153b, 153d) according to Equation (1). , and the solid line of FIG. 3B has values of δ1 (154a), δ0 (154b, 154d), -δ1 (154c), and ψ = 0 according to equation (2). If the non-zero phase difference 155 is generated, the tail wing movement is shown as a dotted line in FIG. 3B.

Hereinafter, a flight control apparatus for a wing aircraft to which the control method can be applied, and a wing vehicle including the same will be described in more detail.

FIG. 5 is a detailed configuration diagram of the wing vehicle of FIG. 1, and FIGS. 6A and 6B are conceptual views illustrating pitching and camber movements of a tail wing driving unit of the wing vehicle of FIG. 5, respectively. FIG. 7 is a main view of FIG. 5. It is a graph showing the periodic movement of wing and tail wings.

The image sensor 144 is mounted on the main body 110 of the wing vehicle, and the image sensor 144 detects image data around the vehicle. The flight control device 140 of the wing vehicle increases the flight stability of the wing vehicle so as to improve the quality of the image data.

According to the illustration, the flight control device 140 of the wing vehicle includes a sensing unit 141, tail wing control unit 142 and tail wing drive unit 143.

The sensing unit 141 is configured to detect a first periodic motion corresponding to the wing motion of the main wing 120. For example, the detector 141 includes a magnet (not shown) and a sensor (not shown).

The magnet is attached to the main wing 120, the detection sensor is mounted on the main body 110 of the wing aircraft to detect the change in the magnetic field of the magnet. To detect the frequency of the first periodic motion and to determine the rising and falling motion of the main blade, the detector 141 uses the magnetic field change relative angle of the main blade relative to the main body 110 of the wing aircraft. To be detected continuously. As one example of such a possible operation, the sensing sensor may be a Hall-effect sensor, through which the periodic motion of Equation 1 may be detected.

According to the illustration, the signal measured by the sensing unit 141 is transmitted by the electric wire 145a to the tail wing control unit 142 for generating and controlling the movement of the tail wing.

The tail wing control unit 142 is formed to control the periodic movement of the tail wing 130 using the tail wing control method described in Figure 2, the tail wing drive unit 143 is the tail wing 130 to the main body ( It is formed to be relative to the movement relative to 110, and is electrically connected to the tail wing control unit 142 to be controlled by the tail wing control unit 142.

5, 6A and 6B, the tail wing drive unit 143 generates a pitching movement in which the tail wing 130 is reciprocally rotated around the connecting portion of the tail wing 130 and the main body 110 or In addition, the tail wing 130 and the body of the tail wing 130 is fixed to the connecting portion of the tail wing 130 and the main body 110 is made to generate a camber movement.

5 and 6A, for example, the tail wing driving unit 143 includes a connecting shaft (not shown) and a driving motor 143a.

The connecting shaft rotatably connects the tail wing 130 to the end of the main body 110, and the driving motor 143a is formed to reciprocally rotate the connecting shaft to generate the pitching motion, and the tail wing control unit 142 Controlled by The tail wing movement operation signal generated by the tail wing controller 142 is transmitted to the driving motor 143a by the electric wire 145b.

That is, the connecting shaft is coupled to the main body 110 and the tail wing 130 of the wing wing, and at the same time is equipped with a device capable of performing the drive motor 143a or the corresponding tail wing movement generated in the fastening portion tail Generate the blade motion angle θ.

The drive motor 143a may be a servomotor, for example, may be used for driving a relatively low frequency tail wing movement, and may be configured to drive a tail wing pitching movement at about 3 Hz.

FIG. 6A shows the pitching motion 151 of the tail blades in a plane taken along the line VI-VI of FIG. 5. The tail wing driving unit 143 generates the pitching motion angular velocity? In the tail wing 130. In this case, the end face 131 of the tail wing is made of a rigid body that is light enough and hard to bend by the movement of the tail wing. The pitching movement 151 of the cross section 131 of the tail wing allows the wing body to generate periodic aerodynamic force in the tail wing 130 in order to have flight stability and is expressed dimensionlessly as shown in Equation 6 below.

Where C _F is a coefficient representing the non-dimensionalized force generated by the pitching motion in the tail wing, which is the length c of the tail wing having the line VI-VI in cross section, the angular velocity of the tail wing or the pitching of the tail wing. It is determined from the movement speed ω and the flight speed V of the wing vehicle.

5 and 6B, the tail wing drive unit 143 includes a surface curvature generator 143b mounted to one surface of the tail wing 130 to generate a camber motion. The tail wing movement operation signal generated by the tail wing controller 142 may be transmitted to the surface curvature generator 143b by the electric wire 145c.

The surface curvature generator 143b is attached with several supports that can support a force on the surface of the tail wing 130, thereby creating a curved surface on the tail wing surface to enable camber movement. Surface curvature generator 143b may comprise a flexible, high strain intelligent material, such as, for example, a Macro Fiber Composite (MFC).

FIG. 6B shows the tail wing driving unit 143 in a plane taken along the line VI-VI of FIG. 5, and the surface curvature generator 143b attached to the tail wing surface has a curvature by bending the surface of the tail wing 130. 132 is produced, resulting in a camber on the tail wing. The surface curvature generator 143b may implement the same aerodynamic performance as the tail wing angular movement generated by the pitching movement of the tail blades 151 (see FIG. 1) by periodically changing the size of the camber. The aerodynamic force generated by this camber is expressed by the following equation.

Here, C _F is a coefficient representing the non-dimensionalized force generated by the camber motion of the tail blades, and this coefficient is the length c of the tail blades having the line VI-VI in cross section, and the surface curvature generator attached to the tail blades 130. It is determined from the camber epsilon generated by 143b.

From the equations (6) and (7), the pitching motion and the camber motion of the tail blades are expressed by the following equation (8) having the same aerodynamic performance in performing the flight stability method of the wing vehicle.

Therefore, the tail wing movement generated by Equation 2 or Equation 3 in the tail wing controller 142 may be performed through a pitching movement, a camber movement, or a combination thereof through the tail wing driving unit 143. For example, as shown in FIG. 7, when the pitching movement 151 of the tail wing 130 is driven, a higher-order harmonic function 135 as shown in Equation 3 together with the corresponding sinusoidal wave 134. The tail wing 130 may be driven by combining the pitching motion 151 and the camber motion 152 (see FIG. 1).

Such a flight control method of a wing vehicle, a flight control device of a wing vehicle and a wing aircraft having the same is not limited to the configuration and method of the embodiments described above, the embodiments are implemented so that various modifications can be made All or part of the examples may be optionally combined.

Claims (16)

In the flying control method of the wing aircraft flying by the wing movement of the main wing, the flight direction is controlled by the tilting of the tail wing,
Detecting a first periodic motion corresponding to the wing movement of the main blade;
Generating a second periodic motion of the tail blade using the frequency of the first periodic motion;
Searching for an amplitude of the second periodic motion and a phase difference between the first and second periodic motions to minimize vibration of the wing vehicle within a predetermined range; And
And controlling the second periodic motion by using the searched amplitude and phase difference. The method of claim 1,
The detecting step,
And continuously detecting a relative angle of the main blade relative to the main body of the wing aircraft to detect the frequency of the first periodic motion and to determine the rising and falling motion of the main blade. The method of claim 2,
The detecting step,
And detecting a magnetic field of a magnet attached to the main blade by a detection sensor mounted on a main body of the wing aircraft to continuously detect the relative angle. The method of claim 1,
Wherein the generating comprises:
And setting the frequency of the second periodic motion so as to be equal to the frequency or to be an integer multiple of the frequency. The method of claim 4, wherein
The second periodic motion,
A sine wave whose amplitude is set by a frequency of the second periodic motion, an amplitude of the first periodic motion or a magnitude of vibration of the wing vehicle, and a phase difference between the first and second periodic motions are variables. Flight control method for wing aircraft. The method of claim 1,
The search step,
Searching for an amplitude of the second periodic motion and a phase difference between the first and second periodic motions such that an average square root value of the pitch angular velocity of the wing vehicle is minimized in the pitch direction from the central axis of the wing vehicle; Flight control method of the wing aircraft, characterized in that. The method of claim 6,
The pitch angular velocity is detected by a sensing sensor mounted on the wing aircraft, or the flight control method of the wing aircraft, characterized in that extracted from the image data transmitted from the image sensor mounted on the wing aircraft. The method of claim 1,
The method of claim 1, further comprising: searching whether the flight state of the wing vehicle corresponds to a trim state of horizontal cruise flight. 9. The method of claim 8,
Wherein the generating comprises:
And if the wing aircraft is in a trim state, generating the second periodic motion. In the flight control device of the wing aircraft flying by the wing movement of the main wing, the flight direction is controlled by the tilting of the tail wing,
A detector configured to detect a first periodic motion corresponding to the wing motion of the main blade;
The second periodic motion and the first and second periods of the second periodic motion to generate a second periodic motion of the tail wing using the frequency of the first periodic motion, and to minimize the vibration of the wing aircraft within a predetermined range A tail wing controller configured to search for a phase difference of motion and to control the second periodic motion by using the detected amplitude and phase difference; And
And a tail wing drive unit electrically connected to the tail wing controller to be controlled by the tail wing controller to move the tail wing relative to the main body of the wing vehicle. The method of claim 10,
The sensing unit includes:
A magnet attached to the main wing; And
And a sensing sensor mounted to the main body of the wing vehicle to detect a change in the magnetic field of the magnet. The method of claim 11,
The sensing unit continuously detects the relative angle of the main blade relative to the main body of the wing vehicle using the magnetic field change to detect the frequency of the first periodic motion and determine the rising and falling motion of the main blade. The flight control device of the wing aircraft. The method of claim 10,
The tail wing drive unit,
To generate a pitching motion of the tail wing reciprocating rotation around the connecting portion of the tail wing and the main body, or to generate a camber motion of the body of the tail wing is bent in the state that the tail wing is fixed to the connecting portion The flight control device of the wing aircraft. The method of claim 13,
The tail wing drive unit,
A connecting shaft rotatably connecting the tail wing to an end of the main body; And
It is formed to reciprocate the connecting shaft to generate the pitching motion, flight control device of a wing vehicle including a drive motor controlled by the tail wing control unit. The method of claim 13,
The tail wing drive unit,
And a surface curvature generator mounted to one surface of the tail wing to generate the camber motion. Main body of the wing vehicle;
A main wing mounted to the main body so as to fly the main body and formed to make a wing movement;
A tail wing mounted at a rear end of the main body and controlling a flying direction of the main body by tilting; And
15. A wing vehicle, comprising: a flight control device for a wing vehicle according to any one of claims 10 to 15, wherein the tail wing is configured to generate and control the movement of the tail wing to reduce vibration of the wing vehicle.

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