JP3189027B2 - Aircraft attitude 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 attitude control apparatus for automatically controlling the attitude of a wirelessly controlled flying object.

[0002]

2. Description of the Related Art Conventionally, a radio-controlled unmanned helicopter for spraying pesticides, for example, has a structure in which the azimuth, inclination angle, etc. of an airframe are remotely controlled by a pilot command signal from a pilot. In this type of unmanned helicopter, the actual azimuth, tilt angle, altitude, etc. of the aircraft are determined by It has been desired to provide an attitude control device that automatically corrects the attitude of the aircraft even if it changes due to disturbances such as the above.

This attitude control device uses an angular velocity sensor to detect how many times the aircraft turns with respect to its left, right, front and rear and up and down axes, and detects the altitude of the machine in the vertical direction of the machine. It is conceivable to detect the acceleration sensor and the altitude sensor, and control the attitude angle and the altitude to be set to target values.

[0004]

However, if control is performed so that the flight state of the airframe becomes a target state, the weight of luggage (pesticide) other than fuel as well as fuel, such as an unmanned helicopter for spraying pesticides, is increased during flight. When it becomes light, there is a problem that it becomes difficult to keep the traveling direction constant.

[0005] This is because the helicopter needs to be tilted in order to cancel the flight in the left and right direction by the thrust of the tail rotor. However, when the attitude control is performed, the attitude angle is adjusted to cancel the thrust. Because it cannot be changed. For example, if the target attitude angle is set so that the vehicle travels straight ahead with a full load of pesticides and fuel, the tail can be adjusted according to the thrust of the main rotor when the weight of the aircraft is reduced due to a decrease in the remaining amount of pesticides and fuel. Since the thrust of the rotor is also reduced and the thrust in the left-right direction is relatively reduced, the flight direction shifts left and right in the automatic control for maintaining the attitude angle in the full load state. Such a phenomenon also occurs when a disturbance such as wind is applied.

Further, if automatic control is performed so that the altitude becomes the target altitude, there is also a problem that the altitude is reduced when, for example, turning or performing a rapid flare operation. This flare operation refers to inclining so that a backward thrust is obtained in order to quickly stop the advancing aircraft.

The cause of the altitude drop is related to the altitude detecting structure of the altitude sensor. That is, the conventional altitude sensor has a structure that optically detects the distance between the aircraft and the ground in a direction along an imaginary line obtained by extending the vertical axis of the aircraft (the axis of the main rotor) downward, For example, if the inclination angle of the aircraft with respect to the vertical direction increases, the altitude detected by the altitude sensor increases accordingly, and the altitude is reduced so that the value becomes the altitude before the inclination (target altitude). .

The present invention has been made to solve such a problem, and an object of the present invention is to make it possible to cancel the influence of the thrust and disturbance of the tail rotor while automatically controlling the body. It is another object of the present invention to prevent the altitude from lowering even when the aircraft is tilted while automatically controlling the aircraft.

[0009]

According to a first aspect of the present invention, there is provided a flying object attitude control apparatus for detecting an acceleration (αX, αY) in the longitudinal and lateral directions of a body, a longitudinal acceleration sensor, and a lateral acceleration. A sensor, a posture angle calculating device for calculating a body posture angle (θX, θY) composed of an inclination angle with respect to a vertical line of the two axes, and a longitudinal acceleration (αX) detected by the longitudinal acceleration sensor And the lateral acceleration (αY) detected by the lateral acceleration sensor is substituted into the following equation ｇX = αY / g ΘY = −αX / g, where g is the gravitational acceleration, and the target attitude angle (ΘX, ΘY), and a body control device for controlling the body such that the body posture angles (θX, θY) obtained by the posture angle calculation device coincide with the target posture angles (ΘX, ΘY). .

A flying object attitude control device according to a second aspect of the present invention is the flying object attitude control device according to the first aspect,
An altitude sensor is provided for detecting the distance (h) between the aircraft and the ground along an imaginary line obtained by extending the vertical axis of the aircraft downward, and the aircraft controller has a distance (h) detected by the altitude sensor. And the aircraft attitude angle (θX, θY) obtained by the attitude angle calculation device is substituted into the following equation H = hcosθXcosθY to obtain the current altitude H in the earth coordinate system, and the current altitude H is set by the pilot. Altitude control means for controlling so as to coincide with the target altitude in the earth coordinate system.

A flying object attitude control device according to a third aspect of the present invention is the flying object attitude control device according to the first aspect, wherein:
A vertical acceleration sensor for detecting the vertical acceleration (αZ) of the fuselage is provided, and the vertical control (αZ) and the vertical acceleration detected by the vertical acceleration sensor are provided in the fuselage control device. The following equation, where g is the gravitational acceleration, and the acceleration (αX, αY) in the front-rear and left-right directions detected by the sensor and the acceleration sensor for the left-right direction is AZ = g−sinθYαX + cosθYsinθXαY + cosθXcosθY
Substitute αZ to obtain the current vertical acceleration AZ in the earth coordinate system, and control so that the current vertical acceleration AZ matches the target vertical acceleration in the earth coordinate system set by the pilot. Altitude control means.

[0012]

According to the first aspect of the invention, when acceleration in the front-rear, left-right direction is applied to the body, the body posture angle obtained by the posture angle calculation device is controlled so as to coincide with the target posture angle.

According to the second and third aspects of the present invention, when the vehicle is subjected to acceleration in the front / rear, left / right directions, or changes in the attitude angle of the vehicle, the current altitude H of the vehicle in the earth coordinate system and the vertical direction Is controlled so that the acceleration AZ is equal to the target altitude and acceleration.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to FIGS. FIG. 1 is a schematic configuration diagram of an unmanned helicopter equipped with a flying object attitude control device according to the present invention, FIG. 2 is a block diagram showing an overall configuration of the flying object attitude control device according to the present invention, and FIG. FIG. 4 is a block diagram showing the configuration, and FIG. 4 is a diagram for explaining altitude control.

In these figures, 1 is an unmanned helicopter body as a flying object, 2 is a main rotor, 3 is a tail rotor, 4 is the main rotor 2 and the tail rotor 3
This is the engine that drives the rotation. 5 is an engine controller servo motor for controlling the number of revolutions of the engine 4;
Reference numeral 6 denotes a collective servo motor for controlling the inclination angle and the pitch angle of the main rotor 2, and 7 a ladder servo motor for controlling the pitch angle of the tail rotor 3, and these servo motors 5 to 7 are controlled by a controller 8 described later. The structure is

Reference numeral 9 denotes a receiver mounted on the body 1. The receiver 9 receives a pilot command signal transmitted from the transmitter 10 by the receiving unit 9a and outputs the pilot command signal to the controller 8.
The control signal from the controller 8
7 is built in. Although not shown, the machine 1 is equipped with a pesticide spraying device for spraying pesticides from the air.

The controller 8 detects the angles of the body 1 with respect to three main directions (front-rear, left-right and up-down directions), the altitude of the body, acceleration in the vertical direction, and the like using various sensors described later. The structure is such that the target flight state set by the pilot command signal sent from the transmitter 10 is controlled. here,
As the sensor, the horizontal axis (Y axis) of the body 1
Acceleration sensor 11 as inclinometer for detecting rotation angle
And an angular velocity sensor 12, an acceleration sensor 13 and an angular velocity sensor 14 as inclinometers for detecting angles around the longitudinal axis (X axis) of the fuselage 1, and an angle around the vertical axis (Z axis) of the fuselage 1. , A geomagnetic azimuth sensor 15 and an angular velocity sensor 16, an acceleration sensor 17 for detecting the acceleration of the body 1 in the Z-axis direction, an altitude sensor 18 for detecting the altitude of the body 1, and a rotation speed of the engine 4. Engine speed detection sensor 19 for detecting
(FIG. 2).

Among these sensors, the Y-axis acceleration sensor 11 detects how many degrees the Y-axis of the body 1 is inclined with respect to the vertical direction from the acceleration in the Y-axis direction. It is configured to detect an angular velocity when the body 1 rotates around the Y axis. The X-axis acceleration sensor 13 detects how many times the X-axis of the body 1 is inclined with respect to the vertical direction based on the acceleration in the X-axis direction. It is configured to detect the angular velocity when rotating.

Further, the geomagnetic azimuth sensor 15 detects, for example, how many times the X-axis of the fuselage rotates with respect to the north azimuth,
The Z-axis angular velocity sensor 16 is configured to detect an angular velocity when the body 1 rotates around the Z-axis. In addition, the Z-axis acceleration sensor 17 is configured to detect the acceleration of the body 1 in the Z-axis direction in the Z-axis direction, and the altitude sensor 18 optically measures the distance between the body 1 and the ground. It is configured to detect. This altitude sensor 18
Has a structure for detecting a distance h between the aircraft 1 and the ground surface E along an imaginary line obtained by extending the vertical axis (Z axis) of the aircraft 1 downward as shown by a broken line in FIG. . Further, the engine speed detection sensor 19 is configured to detect the rotation of a crankshaft (not shown) of the engine 4. In this embodiment, optical fiber gyros are used as the angular velocity sensors 12, 14, and 16.

As shown in FIG. 2, the controller 8 calculates an actual attitude angle of the body 1 from the output values of the various sensors, and an attitude angle calculating device 21 for calculating the actual attitude angle of the body 1. Of the aircraft based on the actual attitude angle, the acceleration detected by the acceleration sensors 11, 13, and 17, the distance from the ground detected by the altitude sensor 18, and the engine speed detected by the engine speed detection sensor 19. It comprises a CPU 22 for controlling the flight state to a state intended by the operator, an interface for connecting each sensor to the CPU 22, and the like. This CPU 22 constitutes the airframe control device according to the present invention.

The attitude angle calculating device 21 detects the inclination angle and azimuth of the airframe 1 with respect to the earth when the airframe is stationary before takeoff and stores the values in a memory (not shown). After the takeoff, the angular velocity sensors 14 and The current attitude angles θX, θY, θZ are obtained by adding an angle obtained by integrating the angular velocities detected by 12, 12 to the value before takeoff. The inclination angle required before takeoff is the acceleration sensor 11,1
3, and the azimuth uses the output value of the geomagnetic azimuth sensor 15. In order to detect that the body 1 is stationary, the angular velocity sensors 14, 12, 16
Is continuously output during the predetermined period of time with a value smaller than a predetermined value.

The CPU 22 is composed of actuator control amount calculation processing means 23 and attitude maintaining means 24. Each actuator control amount calculation processing means 23
Has a function of calculating a target attitude angle and a target value such as a target azimuth, a target altitude and a target thrust based on a pilot command signal transmitted from the transmitter 10; and an acceleration αZ detected by the acceleration sensor 17 in the Z-axis direction. And a function for obtaining the actual thrust based on the engine speed detected by the engine speed detection sensor 19 and the attitude angles θX, θY, θZ obtained by the attitude angle calculation device 21 and the ground surface detected by the altitude sensor 18. And a function of controlling the servomotors 5 to 7 so that the distance h and the actual thrust coincide with the target attitude angle, the target altitude, and the target thrust.

The attitude maintaining means 24 is capable of maintaining a desired flight state even if the amount of agricultural chemicals and fuel loaded on the aircraft 1 is reduced, the aircraft 1 is subjected to disturbance such as wind, or if the aircraft 1 performs a turning or rapid flare operation. So that the attitude angles θX and θY obtained by the attitude angle calculation device and the acceleration sensors 11 and 1 are maintained.
Based on the angular velocities αX, αY, αZ detected by the sensors 3 and 17 and the distance h detected by the altitude sensor 18, the target attitude angles 目標 X and ΘY, the current altitude H in the earth coordinate system, and the current vertical acceleration AZ are calculated. And outputs these to the actuator control amount calculation processing means 23. Note that this posture maintaining means 2
4 uses the target attitude angles を X, ΘY, the current altitude H, and the current vertical acceleration AZ obtained by the actuator control amount calculation processing means 23 because the operator operates the transmitter 10 to control the control switch ( (Not shown) is ON.

For this reason, this flight state maintaining switch is
When in the N state, the distance h to the ground surface detected by the altitude sensor 18 and the acceleration sensor 17 in the Z-axis direction
The acceleration αZ detected by the above is replaced with the altitude H and the acceleration AZ obtained by the attitude maintaining means 24.

Here, a method for obtaining the target attitude angles 求 め る X, ΘY, the current altitude H, and the current vertical acceleration AZ for maintaining the flight state will be described. First, when the position of the airframe 1 with respect to the earth E is represented by coordinates, the following equation (1) is obtained.

[0026]

(Equation 1) Then, when the equation (1) is subjected to coordinate transformation, the following equation (2) is obtained.

[0027]

(Equation 2) Note that E and E in the above formulas (1) and (2)
^-1 is represented by the following equations (3) and (4).

[0028]

(Equation 3) From these equations, the acceleration in the earth coordinate system and the acceleration in the body coordinate system are expressed by the following equation (5). In equation (5), (αEX, αEY, αEZ) indicates acceleration in the earth coordinate system, and (αBX, αBY, αBZ) indicates acceleration in the body coordinate system. Equation (6) shows the acceleration in the body coordinate system (αB
X, αBY, αBZ) and the outputs (αX, αY, αZ) of the acceleration sensors 13, 11, 17 mounted on the body 1 are shown.

[0029]

(Equation 4) Here, in order for the body 1 to have no acceleration in the left, right, front and rear, and up and down directions with respect to the earth, the following equation (7) may be used.

[0030]

(Equation 5) Then, the following equation (8) is obtained from the above equations (5) and (6). Note that g in the equation is a gravitational acceleration.

[0031]

(Equation 6) From Expression (8) and Expression (7), αEX = cosθYαX + sinθXsinθYαY + sinθYcosθXαZ = 0 = 0 (9) αEY = cosθXαY−sinθXαZ = 0 (10) The angle θZ around the Z axis is set to zero. Equations (9) and (10) are transformed into an angle θY about the Y axis.
, And the angle θX about the X axis, the following equation (11) is obtained.
Equation (12) is obtained.

[0032]

(Equation 7) From Expressions (11) and (12), in order to prevent the body 1 from moving in the left-right and front-rear directions due to disturbance or the like, θX and θY determined by the attitude angle calculation device 21 were determined from the αY / g. The control may be performed so as to match θX and θY obtained from -αX / g. Accordingly, the target posture angles ΘX and ΘY determined by the posture maintaining means 24 are な る X = αY / g and ΘY = −αX / g.

When the Z component of the above equation (5) is calculated, the following equation (13) is obtained. αEZ = -sinθYαX + cosθYsinθXαY + cosθXcosθYαZ + g (13)

That is, in order to obtain a thrust that does not lower the altitude even when the body 1 is tilted, αZ detected by the acceleration sensor 17 in the Z-axis direction may be replaced with αEZ shown in the above equation (13). Will be. As a result, the current acceleration AZ obtained by the attitude maintaining means 24 is as follows: AZ = g−sin θYαX + cos θY sin Sin θXαY + cos θXcos θYαZ (14)

In order to prevent the altitude from lowering when the aircraft 1 turns or performs a sudden flare operation, the following equation (15) may be used.

[0036]

(Equation 8) When ZE is obtained from this equation (15), ZE = Z · cos θXco
sθY (16) From this equation (16), assuming that the distance detected by the altitude sensor 18 is h, the actual altitude H of the body 1 is H = hcosθXcosθY.
(17). FIG. 4 shows this altitude detection state.

That is, to calculate the target altitude H0 in the earth coordinate system from the distance h detected by the altitude sensor 18 when the control switch is turned ON, the following equation (18) may be used. H0 = hcosθXcosθY (18)

The target altitude H0 can be set as described below, in addition to the above-mentioned equation (18). For example, when the flight altitude is determined and the altitude is to be maintained, the set altitude is stored in the CPU 22 in advance, and the set altitude is set as the target altitude H0. Further, the target altitude H0 can be increased or decreased in accordance with a value detected by a sensor for detecting the inclination angle of the elevating operation stick (not shown) of the transmitter 10. At this time, the target altitude H0 corresponding to the stick inclination angle is stored in a memory (not shown) of the CPU 22 in advance.

On the other hand, as the target vertical acceleration AZ0 when the control switch is ON, the set acceleration is CP
The set acceleration is stored in advance in U22, and the set acceleration is set as a target vertical acceleration AZ0, or the target acceleration is correlated with a value detected by a sensor that detects a tilt angle of an elevating operation stick (not shown) of the transmitter 10. The vertical acceleration AZ0 can be increased or decreased. In this case, the target vertical acceleration AZ0 corresponding to the stick tilt angle is stored in a memory (not shown) of the CPU 22 in advance.

The controller 8 configured as described above
In the unmanned helicopter provided with, the servo motors 5 to 7 are controlled by the controller 8 so that the current flight state of the aircraft 1 becomes a target flight state intended by the operator. At this time, the actual posture angle θ obtained by the posture angle calculation device 21
X, θY, θZ, an acceleration αZ in the body Z-axis direction detected by the acceleration sensor 17 in the Z-axis direction, and an altitude sensor 1
The control is performed based on data such as the distance h to the ground detected by 8 and the engine speed detected by the engine speed sensor 19.

When the flight state maintaining switch is turned on during the flight, each actuator control amount calculation processing means 23 of the controller 8 outputs the target attitude angles ΘX, ΘY obtained by the attitude maintaining means 24 and the current attitude angles in the earth coordinate system. The flight state is controlled using the altitude H and the current vertical acceleration AZ. In other words, when accelerations αX and αY in the left-right and front-rear directions are applied to the body 1, the body posture angles θX and θY obtained by the posture angle calculation device 21 are controlled so as to coincide with target values corresponding to the accelerations. Will be.

When control is performed using the target attitude angles ΘX and ΘY, the acceleration α applied to the body 1 in the left-right direction and the front-back direction is obtained.
The attitude of the body 1 changes according to X and αY. As a result, the weight of the body 1 is reduced due to the decrease in the amount of pesticides and fuel mounted on the body 1, the thrust of the main rotor 2 and the tail rotor 3 is reduced, and acceleration is applied to the body 1 in either the left or right direction. Sometimes, the aircraft 1 tilts according to this acceleration,
The thrust in the left-right direction is canceled by the inclination of the body 1. Also, at this time, even when the airframe 1 is swept in the left, right, front and rear directions by, for example, receiving the wind, the airbag 1 is tilted in the same manner as described above, and is controlled so as to generate a thrust toward the windward side.

Therefore, the influence of disturbance such as thrust of the tail rotor 3 and wind can be canceled without any operation by the operator.

Further, when control is performed using the current altitude H and the angular velocity AZ, the altitude and thrust are changed according to the acceleration αX, αY applied to the body 1 in the left-right direction and the front-rear direction, and the attitude angles θX, θY. Become controlled. In other words, when the accelerations αX and αY are applied to the body 1 or the attitude angles θX and θY change, the outputs of the acceleration sensor 17 and the altitude sensor 18 in the Z-axis direction are changed according to the accelerations αX and αY and the attitude angles θX and θY. Will be corrected to the calculated value. Therefore, even if the Z-axis of the airframe 1 is inclined with respect to the vertical direction by turning the airframe 1 or performing a sudden flare operation, the altitude of the airframe 1 is maintained at the target altitude.

In this embodiment, an example has been described in which altitude control is performed by using both the current altitude H and the current vertical acceleration AZ. However, only one of these is employed in performing altitude control. Just do it.

Further, in this embodiment, an example in which flight control of an unmanned helicopter is performed has been described. However, a flying object to be controlled may be an airship or an airplane that is wirelessly controlled.

[0047]

As described above, the flying object attitude control apparatus according to the first aspect of the present invention includes a longitudinal acceleration sensor for detecting longitudinal (left and right) accelerations (αX, αY) of the aircraft, and a left-right acceleration sensor. An acceleration sensor, a posture angle calculating device for calculating a body posture angle (θX, θY) composed of an inclination angle of the two axes with respect to a vertical line, and a longitudinal acceleration (αX) detected by the longitudinal acceleration sensor. ) And the lateral acceleration (αY) detected by the lateral acceleration sensor are substituted into the following formula ｇX = αY / g ΘY = -αX / g, where g is the gravitational acceleration, and the target attitude angle (ΘX , ΘY), and a body control device for controlling the body so that the body posture angles (θX, θY) obtained by the posture angle calculation device coincide with the target posture angles (ΘX, ΘY). Acceleration in the left, right, front and back directions If, aircraft attitude angle attitude angle calculation unit has calculated is corrected to a value corresponding to the acceleration.

Therefore, the influence of disturbance such as thrust of the tail rotor and wind can be canceled without any operation by the operator.

The attitude control device for a flying object according to the second invention is the attitude control device for a flying object according to the first invention, wherein:
An altitude sensor is provided for detecting the distance (h) between the aircraft and the ground along an imaginary line obtained by extending the vertical axis of the aircraft downward, and the aircraft controller has a distance (h) detected by the altitude sensor. And the aircraft attitude angle (θX, θY) obtained by the attitude angle calculation device is substituted into the following equation H = hcosθXcosθY to obtain the current altitude H in the earth coordinate system, and the current altitude H is set by the pilot. Altitude control means for performing control so that the altitude coincides with a target altitude in the earth coordinate system, wherein the attitude control device for an air vehicle according to the third invention is provided with an attitude control device for an air vehicle according to the first invention , A vertical acceleration sensor for detecting the vertical acceleration (αZ) of the body is provided, and the vertical control (αZ) detected by the vertical acceleration sensor is provided to the body control device. The following equation where the acceleration (αX, αY) in the front / rear and left / right directions detected by the direction acceleration sensor and the left / right direction acceleration sensor is g as gravitational acceleration: AZ = g−sin θYαX + cos θY sin θXαY + cos θXcos θY
Substitute αZ to obtain the current vertical acceleration AZ in the earth coordinate system, and control so that the current vertical acceleration AZ matches the target vertical acceleration in the earth coordinate system set by the pilot. When the aircraft is subjected to longitudinal and lateral acceleration or the attitude angle of the aircraft changes, the current altitude H and the vertical acceleration AZ of the aircraft in the earth coordinate system are changed. Control is performed so as to match the target altitude and acceleration.

Therefore, even if the vertical axis of the aircraft is inclined with respect to the vertical direction by turning the aircraft or performing a sudden flare operation, the altitude of the aircraft is maintained at the target altitude.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an unmanned helicopter equipped with a flying object attitude control device according to the present invention.

FIG. 2 is a block diagram showing an overall configuration of a flying object attitude control device according to the present invention.

FIG. 3 is a block diagram showing a configuration of a main part.

FIG. 4 is a diagram for explaining altitude correction;

[Explanation of symbols]

1. Airframe, 2. Main rotor, 3. Tail rotor, 4.
Engine, 5 ... Engine controller servo motor, 6
... collective servo motor, 7 ... ladder servo motor, 8 ... controller, 9 ... receiver, 10 ... transmitter, 1
DESCRIPTION OF SYMBOLS 1 ... acceleration sensor, 12 ... angular velocity sensor, 13 ... acceleration sensor, 14 ... angular velocity sensor, 15 ... geomagnetic direction sensor, 16 ... angular velocity sensor, 21 ... attitude angle calculation device, 22
... CPU, 23... Each actuator control amount calculation processing means, 24.

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B64C 13/16 B64C 27/04 B64C 39/02 G05D 1/08

Claims (3)

(57) [Claims] 1. An acceleration (α) in the longitudinal and lateral directions of an airframe.
X, αY), a front-rear direction acceleration sensor, a left-right direction acceleration sensor, and a posture angle calculation device for calculating an aircraft posture angle (θX, θY) comprising an inclination angle of the two directions with respect to a vertical line. The longitudinal acceleration (αX) detected by the longitudinal acceleration sensor and the lateral acceleration (α) detected by the lateral acceleration sensor
Y) is substituted into the following formula ｇX = αY / g ΘY = −αX / g, where g is the gravitational acceleration, to obtain a target attitude angle (ΘX, ΘY). An attitude control device for a flying object, comprising: an airframe control device that controls the aircraft so that the attitude angles (θX, θY) obtained by the attitude angle calculation device match. 2. A flying object attitude control apparatus according to claim 1, further comprising an altitude sensor for detecting a distance (h) between the aircraft and the ground surface along an imaginary line extending downward in the vertical axis of the aircraft. At the same time, the distance (h) detected by the altitude sensor and the body attitude angles (θX, θY) obtained by the attitude angle calculation device are substituted into the following formula H = hcosθXcosθY in the body coordinate system. And a height control means for controlling the current height H to be equal to a target height in the earth coordinate system set by the pilot. . 3. The flying object attitude control device according to claim 1, further comprising a vertical acceleration sensor for detecting a vertical acceleration (αZ) of the airframe, and wherein the airframe control device includes the vertical acceleration sensor. The acceleration in the vertical direction (αZ) detected by the acceleration sensor and the acceleration in the front-rear and left-right directions (αX, αY) detected by the acceleration sensor for the front-rear direction and the acceleration sensor for the left-right direction are referred to as g. The following equation: AZ = g-sinθYαX + cosθYsinθXαY + cosθXcosθY
Substitute αZ to obtain the current vertical acceleration AZ in the earth coordinate system, and control so that the current vertical acceleration AZ matches the target vertical acceleration in the earth coordinate system set by the pilot. An attitude control device for a flying object provided with altitude control means for performing the following operations.