Multi-mode self-adaptive flapping-wing air vehicle

Abstract

The invention relates to the field of ornithopters, in particular to a multi-mode self-adaptive ornithopter which comprises a fuselage, a driving assembly, a wing assembly and an empennage assembly. The driving assembly is mounted at the front end of the fuselage, and the core of the fuselage is that two sets of independent steering engine systems, namely a longitudinal flapping steering engine and a transverse flapping steering engine, are integrated; the longitudinal flapping steering engine is responsible for driving the double wings to flap up and down and providing core lift force and thrust for flight; the transverse flapping steering engine is independently arranged, and an output shaft of the transverse flapping steering engine is coaxially connected with the wing fixing frame through a first rocker arm and a wedge mechanism. During normal flapping, the transverse mechanism is in a free state and does not interfere with longitudinal flapping; when the flight mode needs to be changed, the transverse flapping steering engine is started to drive the whole wing surface to rotate around the axis to a vertical or specific angle, and transverse flapping is performed by taking the new attitude as a balance point, so that mode conversion such as hovering and decelerating landing is realized. A heavy longitudinal flapping steering engine does not need to be driven in the process, and inertia and energy consumption are greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of flapping-wing aircraft, and more specifically to a multimodal adaptive flapping-wing aircraft. Background Technology

[0002] Existing technologies for achieving multimodal flight (such as the transition between hovering and high-speed cruise) in flapping-wing aircraft typically employ two main approaches: One is to add an independent propulsion system (such as a propeller) and control system to the aircraft. However, this undoubtedly increases the overall weight, structural complexity, and power consumption of the aircraft significantly, contradicting the design principles of lightweight and efficient flapping-wing aircraft. The second approach attempts to directly drive the entire heavy wing assembly (including the flapping servo providing the main lift) to deflect via complex linkage mechanisms or powerful servos, thereby changing the flapping plane. While this approach simplifies the system architecture, driving a large inertial body to frequently switch attitudes during flight leads to slow response, enormous energy loss, and is highly susceptible to causing severe vibrations, seriously compromising flight stability and controllability.

[0003] Therefore, those skilled in the art have long faced a key dilemma: how to achieve rapid, stable, and low-power switching of flight modes in flapping-wing aircraft without significantly increasing system complexity and weight. The core of this dilemma lies in the fact that existing designs cannot effectively decouple the "flapping" motion that provides core lift from the "deflection" motion that enables mode switching in terms of mechanical structure and drive source. Summary of the Invention

[0004] The present invention aims to overcome the above-mentioned defects of the prior art and provide a multimodal adaptive flapping-wing aircraft. The aircraft has a compact structure, good stability, and can realize seven flight modes, including acceleration, small-angle climb, large-angle climb, dive, turn, hover, and slow landing. It can not only realize vertical take-off and landing, hovering, high-speed forward flight, and dive pull-up, but also fundamentally solve the problems of large inertia, high energy consumption, and poor switching stability of the drive mechanism from the structural design.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A multimodal adaptive flapping-wing aircraft includes a fuselage, a drive assembly, a wing assembly, and a tail assembly; The drive assembly is mounted at one end of the fuselage, and the tail assembly is mounted at the other end. The wing assembly includes a pair of wings symmetrically distributed with respect to the line connecting the two ends of the fuselage. The wings include a wing mount and a wing frame mounted on the wing mount. The drive assembly includes a servo frame, on which longitudinal flapping servos are symmetrically mounted on the left and right sides, and two lateral flapping servos are mounted at the center of the servo frame. Each of the longitudinal flapping servos is hinged to the wing fixing frame through a longitudinal flapping servo rotator and is responsible for driving the wings to flap up and down. The lateral flapping servos are set independently, and their output shafts are connected to the wing fixing frame through a first rocker arm and a wedge. The tail fin assembly includes a tail fin mounting bracket, on which a tail fin assembly rotation servo is mounted. The tail fin assembly rotation servo is connected to one end of a second rocker arm, and the other end of the second rocker arm is rotatably connected to the tail fin mounting bracket. The second rocker arm has a slot for fixing a tail fin servo mounting plate. A vertical tail fin rotation servo is fixed on the central axis of the tail fin servo mounting plate. The output end of the vertical tail fin rotation servo is fixed to a vertical tail fin rotator, and a vertical tail fin frame is fixed on the vertical tail fin rotator, allowing the vertical tail fin to rotate. A folding tail fin servo is also fixed to the tail fin servo mounting plate, and the folding tail fin servo drives the folding tail fin frame to fold and unfold.

[0006] The multimodal adaptive flapping-wing aircraft proposed in this invention operates with its lateral flapping servo in a free state during normal flapping, not interfering with longitudinal flapping. When a change in flight mode is required, the lateral flapping servo activates, rotating the entire wing surface around its axis to a vertical or specific angle. Using this new attitude as a balance point, it performs lateral flapping, thereby achieving mode transitions such as hovering and deceleration landing. This process eliminates the need to drive a heavy longitudinal flapping servo, significantly reducing inertia and energy consumption. The tail assembly integrates rotation, folding, and deflection functions, controlled collaboratively by the tail assembly rotation servo, the folding tail servo, and the vertical tail rotation servo. This allows for flexible attitude adjustment to meet various flight requirements such as acceleration, climb, dive, and turning.

[0007] As a further technical solution, the folding tail fin servo drives the first folding tail fin gear, which meshes with the second folding tail fin gear. The first and second folding tail fin gears each drive a folding tail fin disc. A first folding tail fin frame is fixed on each of the two folding tail fin discs, and a second folding tail fin frame is provided between the two first folding tail fin frames. The second folding tail fin frame is fixed on the tail fin servo mounting plate.

[0008] As a further technical solution, the first rocker arm is coaxial with the wedge and can rotate freely on the wedge. At the same time, the diameters of the circular holes of the wedge and the first rocker arm are close, and there is a clearance fit between the circular holes of the wedge and the first rocker arm. This allows the first rocker arm to rotate freely on the wedge when the longitudinal flapping servo is flapping, and the first rocker arm and the longitudinal flapping do not interfere with each other. The lateral flapping servo transmits power through the first rocker arm, driving the wing assembly perpendicular to the line connecting the two ends of the fuselage.

[0009] As a further technical solution, the second rocker arm is connected to the tail fin mounting bracket via a connecting shaft to stabilize the rotational movement of the tail fin servo mounting plate.

[0010] As a further technical solution, the servo mount and tail fin mounting bracket are connected by multiple connecting rods.

[0011] As a further technical solution, a rectangular slot is provided at each of the left and right ends of the servo frame, and the two rectangular slots are used to install the longitudinal flapping servo.

[0012] As a further technical solution, the front part of the servo frame protrudes to install a lateral flapping servo.

[0013] As a further technical solution, the vertical tail fin frame comprises multiple components that extend in different directions.

[0014] As a further technical solution, the wing frame comprises multiple frames that extend in different directions.

[0015] As a further technical solution, the first rocker arm is an L-shaped rocker arm, and the second rocker arm is a combination of an arc-shaped rocker arm and a linear rocker arm.

[0016] Compared with the prior art, the advantages and positive effects of this invention are: (1) By setting up an independent lateral flapping servo, this invention eliminates the need to drive the massive longitudinal flapping servo system when mode switching is required. Only the lateral flapping servo needs to be controlled to drive the entire wing assembly to deflect, fundamentally solving the problems of flight instability and high power consumption caused by excessive rotational inertia. The longitudinal flapping of the flapping wing aircraft is achieved through the coordinated action of the longitudinal flapping servo rotator in the drive assembly, the wing fixation frame, and the first rocker arm. When lateral flapping is required, the lateral flapping servo drives the first rocker arm to transmit power to the wing fixation frame. Through the hinge of the first rocker arm and its coaxial action with the wing fixation frame, the wing assembly can flap laterally at any position without motion interference. The optimal lateral position is when the wing flaps perpendicular to the line connecting the two ends of the fuselage to achieve landing deceleration of the flapping wing aircraft.

[0017] (2) Compared with the widely used wing folding, the dynamic folding of the tail is a key technology that has not been fully utilized. This invention optimizes the aerodynamic efficiency and torque balance of the aircraft by precisely controlling the deployment and folding of the tail and actively adjusting its deployment area and angle of attack, thereby providing a new way to achieve more agile acceleration, climb, descent and turning. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 1 of the present invention.

[0020] Figure 2 This is a schematic diagram of the wing assembly in Embodiment 1 of the present invention.

[0021] Figure 3 This is a schematic diagram of the drive assembly in Embodiment 1 of the present invention.

[0022] Figure 4 This is a schematic diagram of the tail wing assembly in Embodiment 1 of the present invention.

[0023] Figure 5 This is a side view of the tail wing assembly in Embodiment 1 of the present invention.

[0024] Figure 6 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 2 of the present invention.

[0025] Figure 7 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 3 of the present invention.

[0026] Figure 8 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 4 of the present invention.

[0027] Figure 9 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 5 of the present invention.

[0028] Figure 10 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 6 of the present invention.

[0029] Figure 11 This is a schematic diagram of the multimodal adaptive flapping-wing aircraft in Embodiment 7 of the present invention.

[0030] In the diagram, 1. Wing assembly; 2. Drive assembly; 3. Fuselage; 4. Tail assembly; 11. Wing mounting frame; 12. First wing frame; 13. Second wing frame; 14. Third wing frame; 15. Fourth wing frame; 21. Servo mount; 22. Longitudinal flapping servo; 23. Longitudinal flapping servo rotator; 24. First rocker arm; 25. Wedge; 26. Lateral flapping servo; 41. Tail mounting frame; 42. Tail assembly rotating servo; 43. Second rocker arm; 44. Tail servo mounting plate; 45. Vertical tail rotating servo; 46. Vertical tail rotator; 47. Folding tail servo; 48. Folding tail gear one; 49. Folding tail disc; 410. Second folding tail frame; 411. Vertical tail frame; 412. First folding tail frame; 413. Folding tail gear two. Detailed Implementation Example 1 In a typical embodiment of the present invention, such as Figures 1-11 As shown, a multimodal adaptive flapping-wing aircraft is presented.

[0031] If the wing is to be deflected by driving the entire flapping mechanism, the large mass of the longitudinal flapping servo 22 will generate a huge moment of inertia. The huge torque required for its start and stop can easily cause the fuselage 3 to vibrate, resulting in flight instability. Based on this, this embodiment provides a multi-modal adaptive flapping wing aircraft. A pair of lateral flapping servos 26 are added to the servo frame 21. The flapping of the longitudinal flapping servo 22 causes the flapping wing aircraft to generate thrust and lift. Various flight conditions of the flapping wing aircraft are realized through the tail assembly rotation servo 42, the vertical tail rotation servo 45, and the folding tail servo 47. When landing is required, the lateral flapping servo 26 rotates the wing assembly 1, and the synergistic action of the tail assembly rotation servo 42 and the folding tail servo 47 causes the wing assembly 1 to flap perpendicular to the line connecting the two ends of the fuselage 3, thereby achieving the landing deceleration of the flapping wing aircraft.

[0032] like Figure 1 As shown, the multimodal adaptive flapping-wing aircraft mainly includes a wing assembly 1, a drive assembly 2, a fuselage 3, and a tail assembly 4. The fuselage 3 serves as the main component, with the drive assembly 2 mounted at one end and the tail assembly 4 mounted at the other end. The drive assembly 2 is connected to the wing assembly 1. The specific structure of each part is described below: like Figure 2 As shown, the wing assembly 1 includes a wing mounting frame 11, a first wing frame 12, a second wing frame 13, a third wing frame 14, and a fourth wing frame 15; the first wing frame 12, the second wing frame 13, the third wing frame 14, and the fourth wing frame 15 are connected to the wing mounting frame 11; the four frames corresponding to one wing are respectively connected to the wing mounting frame 11.

[0033] like Figure 3 As shown, the drive assembly 2 includes a servo frame 21, a longitudinal flapping servo 22, a longitudinal flapping servo rotor 23, a first rocker arm 24, a wedge 25, and a lateral flapping servo 26. A pair of longitudinal flapping servos 22 are symmetrically arranged on the left and right sides of the servo frame 21. Each of the two longitudinal flapping servo rotors 23 is connected to a longitudinal flapping servo rotor 23. A pair of lateral flapping servos 26 are arranged at the center of the servo frame 21. Each of the two lateral flapping servos 26 is connected to a first rocker arm 24. The first rocker arm 24 is coaxially connected to the circular hole of the wing fixing frame 11 through the wedge 25 to control the deflection attitude of the wing assembly 1. The longitudinal flapping servos 22 output power through the longitudinal flapping servo rotor 23, causing the wing assembly 1 to flap longitudinally. The lateral flapping servos 26 achieve the perpendicularity of the wing assembly 1 to the line connecting the two ends of the fuselage 3 through the first rocker arm 24. That is, the drive assembly 2 in this embodiment mainly includes a pair of longitudinal flapping servos 22 and a pair of lateral flapping servos 26. The longitudinal flapping servos 22 are symmetrically distributed on both sides of the line connecting the two ends of the fuselage 3 and are fixed on the servo frame 21. One end of the longitudinal flapping servo rotor 23 is connected to the output end of the longitudinal flapping servo 22, and the other end is hinged to the wing fixing frame 11, thereby transmitting the flapping power to the wing assembly 1. The lateral flapping servos 26 are also fixed to the servo frame 21. The first rocker arm 24 is coaxially connected to the circular hole of the wing fixing frame 11 through the wedge 25, thereby controlling the deflection attitude of the wing assembly 1. This connection structure ensures that the lateral mechanism does not interfere during the longitudinal flapping process. When the lateral flapping is started, the longitudinal flapping servos 22 return to center and stop working. At this time, the lateral flapping servos 26 start working, and its output shaft is on the same axis as the hinge point of the longitudinal flapping servo rotor 23 on the wing fixing frame 11. The lateral flapping servo 26 drives the entire wing assembly 1 to deflect to a position perpendicular to the line connecting the two ends of the fuselage 3 via the first rocker arm 24, and uses this attitude as a balance point to drive the wing surface to flap laterally, thereby switching the flight mode.

[0034] like Figure 4 and Figure 5As shown, the tail fin assembly 4 includes a tail fin mounting bracket 41, a tail fin assembly rotary servo 42, a second rocker arm 43, a tail fin servo mounting plate 44, a vertical tail fin rotary servo 45, a vertical tail fin rotator 46, a folding tail fin servo 47, a folding tail fin gear 1 48, a folding tail fin disc 49, a second folding tail fin frame 410, a first folding tail fin frame 412, a vertical tail fin frame 411, and a folding tail fin gear 2 413; the tail fin mounting bracket 41 has a slot, and the tail fin assembly rotary servo 42 is fixed in place. Inside the slot, the second rocker arm 43 has two round holes. One round hole is fixed to the output end of the tail fin assembly rotary servo 42, and the other round hole is rotatably connected to the tail fin mounting bracket 41 to stabilize the rotational movement of the tail fin servo mounting plate 44. The vertical tail fin rotary servo 45 is fixed to the central axis of the tail fin servo mounting plate 44 by bolts. The output end of the vertical tail fin rotary servo 45 is fixed to the vertical tail fin rotator 46. The vertical tail fin frame 411 is fixed on the vertical tail fin rotator 46, so that the vertical tail fin can rotate. The folding tail fin servo 47 is fixed to the tail fin servo mounting plate 44 by bolts. The folding tail fin gear 48 and the folding tail fin disc 49 are coaxial. Another folding tail fin gear 413, which is fixed to the tail fin servo mounting plate 44, meshes with the folding tail fin gear 48. The folding tail fin gear 48 is also coaxial with another corresponding folding tail fin disc 49. The two first folding tail fin frames 412 on both sides are fixed to the two folding tail fin discs 49. The second folding tail fin frame 410 in the middle is fixed to the protrusion of the tail fin servo mounting plate 44. By rotating the folding tail fin servo 47, the first folding tail fin frames 412 on both sides can be folded and unfolded, thereby controlling the area of ​​the folding tail fin.

[0035] The coordinated action of the aforementioned tail assembly rotation servo 42, vertical tail rotation servo 45, and folding tail servo 47 can achieve changes in the position and orientation of the tail assembly 4.

[0036] For fuselage 3, such as Figure 1 As shown, the fuselage 3 between the drive assembly 2 and the tail assembly 4 is a frame structure. One end of the frame structure is the servo mount 21 that supports the drive assembly 2, and the other end is the tail mount 41 of the tail assembly 4.

[0037] Specifically, the fuselage 3 is mainly composed of a servo mount 21, a tail fin mounting bracket 41, and several carbon rods. The tail of the fuselage 3 is connected to the tail fin assembly 4. The front of the fuselage 3 is provided with a servo mount 21 for installing a longitudinal flapping servo 22 and a lateral flapping servo 26. The servo mount 21 is designed with two rectangular slots. The two rectangular slots are used to install the longitudinal flapping servo 22. A part of the front of the servo mount 21 protrudes to install the lateral flapping servo 26.

[0038] The working principle of the above-mentioned flapping-wing aircraft is as follows: When the flapping-wing aircraft is flapping longitudinally normally, the longitudinal flapping servo 22 flaps normally, and the wing fixing frame 11 is aligned with the longitudinal flapping servo 23 under the support of the first rocker arm 24, ensuring the normal longitudinal flapping of the flapping-wing aircraft, while the tail assembly 4 remains in its original state.

[0039] The aforementioned flapping-wing aircraft integrates two independent systems: a longitudinal flapping servo and a lateral flapping servo. The longitudinal flapping servo drives the wing's vertical flapping motion, providing core lift and thrust; the lateral flapping servo is coaxially connected to the wing's fixed frame via a first rocker arm and a wedge mechanism. When a change in flight mode is required, the lateral flapping servo can drive the entire wing surface to rotate to a specific angle (such as a vertical position), using this as a new equilibrium point for lateral flapping, thereby achieving mode transitions such as hovering and slow landing. The key advantage of this design is that mode transitions do not require driving the heavy longitudinal flapping servo system, significantly reducing inertia, power consumption, and airframe vibration. Furthermore, the tail assembly integrates rotation, folding, and deflection functions, controlled collaboratively by multiple servos, allowing for flexible attitude adjustments to meet flight requirements such as acceleration, climb, dive, and turn.

[0040] The aforementioned flapping-wing aircraft effectively overcomes the shortcomings of existing technologies, such as large weight, high power consumption, complex structure, and poor stability caused by actively driving large servo motors to achieve mode change. It provides a flapping-wing aircraft solution with a compact structure, good stability, and the ability to achieve multi-mode adaptive flight.

[0041] Example 2 like Figure 6 As shown, when the flapping-wing aircraft needs to accelerate, the longitudinal flapping servo 22 accelerates to provide greater thrust, while the lateral flapping servo 26 remains in place and does not operate. Simultaneously, the tail assembly 4 initiates coordinated actions: the tail assembly rotation servo 42 drives the second rocker arm 43 to adjust the tail servo mounting plate 44 to a horizontal position with the fuselage 3; the folding tail servo 47 activates, driving the folding tail fin disc 49 to rotate via the meshing folding tail fin gear one 48 and folding tail fin gear two 413, causing the first folding tail fin frame 412 mounted on the disc to retract inwards, reducing the folding tail fin area and thus decreasing aerodynamic drag; simultaneously, it controls the vertical tail fin to be parallel to the fuselage 3 axis. Through these coordinated operations, the flapping-wing aircraft obtains greater thrust while significantly reducing flight drag, thereby achieving efficient acceleration.

[0042] Example 3 like Figure 7As shown, when the flapping-wing aircraft needs to perform rapid upward flight at a small angle, the longitudinal flapping servo 22 accelerates the flapping motion to enhance lift and thrust, while the lateral flapping servo 26 remains in place and does not participate in the action. At this time, the tail assembly 4 initiates coordinated control: the tail assembly rotation servo 42 drives the second rocker arm 43, causing the tail servo mounting plate 44 to rise slightly; simultaneously, the folding tail servo 47 rotates, and through the transmission of the folding tail gear 1 48, the folding tail gear 2 413, and the folding tail disk 49, the first folding tail frame 412 mounted on the disk retracts inward to reduce the frontal area; the vertical tail remains parallel to the fuselage axis 3. Through the coordinated operation of the above multiple mechanisms, the flapping-wing aircraft can achieve efficient rapid climb at a small angle.

[0043] Example 4 like Figure 8 As shown, when the flapping-wing aircraft performs a large upward angle flight, the longitudinal flapping servo 22 accelerates the flapping motion to provide sufficient lift, while the lateral flapping servo 26 remains stationary. At this time, the tail assembly 4 intervenes in the control: the tail assembly rotation servo 42 drives the second rocker arm 43, causing the tail servo mounting plate 44 to tilt upward significantly; simultaneously, the folding tail servo 47 is activated, driving the corresponding folding tail disk 49 via the folding tail gear one 48 and folding tail gear two 413, causing the first folding tail frame 412 mounted on it to unfold outward to increase the aerodynamic area; the vertical tail remains parallel to the fuselage axis 3. Through the coordinated control of the above components, the flapping-wing aircraft can obtain a significant increase in pitching moment and lift, thereby achieving stable large-angle climb flight.

[0044] Example 5 like Figure 9 As shown, when the flapping-wing aircraft needs to dive downwards, the longitudinal flapping servo 22 accelerates to adjust thrust, while the lateral flapping servo 26 remains in place and does not participate in the action. At this time, the tail assembly 4 initiates coordinated control: the tail assembly rotation servo 42 drives the second rocker arm 43, causing the tail servo mounting plate 44 to depress significantly downwards; simultaneously, the folding tail servo 47 is activated, and through the transmission of the folding tail gear 1 48, folding tail gear 2 413 and their respective corresponding folding tail discs 49, the first folding tail frame 412 mounted on the disc retracts inwards, reducing the area of ​​the folding tail to reduce aerodynamic drag; the vertical tail remains parallel to the fuselage axis 3. Through the above coordinated operation, the flapping-wing aircraft can effectively generate a nose-down moment and control the dive trajectory, thereby achieving stable high-angle dive flight.

[0045] Example 6 like Figure 10As shown, when the flapping-wing aircraft needs to turn, the longitudinal flapping servo 22 accelerates the flapping motion to maintain speed, while the lateral flapping servo 26 remains in place. At this time, by controlling the vertical tail rotation servo 45, the vertical tail frame 411 is driven to deflect at a specific angle, generating a yaw torque, thereby enabling the flapping-wing aircraft to turn left and right.

[0046] Example 7 like Figure 11 As shown, when the flapping-wing aircraft needs to hover or land slowly, the longitudinal flapping servo 22 stops working, and the wing assembly 1 returns to its neutral equilibrium position. At this time, the lateral flapping servo 26 starts to operate, deflecting the wing assembly 1 to an attitude perpendicular to the fuselage axis 3 via the first rocker arm 24, and flapping laterally from this position as the equilibrium point. Simultaneously, the tail assembly 4 works in coordination: the tail assembly rotation servo 42 drives the second rocker arm 43, causing the tail servo mounting plate 44 to be in a large-angle upward pitched attitude; the folding tail servo 47 is activated, driving the first folding tail frame 412 to unfold outward to increase the aerodynamic surface through the transmission of the folding tail gear 1 48, the folding tail gear 2 413, and the folding tail disc 49; the vertical tail remains parallel to the fuselage axis 3. Through the coordinated operation of the above multi-systems, the flapping-wing aircraft can effectively maintain a hovering state or achieve a smooth, slow landing.

[0047] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A multimodal adaptive flapping-wing aircraft, comprising a fuselage, a drive assembly, a wing assembly, and a tail assembly; the drive assembly is mounted at one end of the fuselage, and the tail assembly is mounted at the other end; the wing assembly comprises a pair of wings symmetrically distributed with respect to the line connecting the two ends of the fuselage, the wings comprising wing mounts and wing frames mounted on the wing mounts; characterized in that: The drive assembly includes a servo frame, on which longitudinal flapping servos are symmetrically mounted on the left and right sides, and two lateral flapping servos are mounted at the center of the servo frame. Each of the longitudinal flapping servos is hinged to the wing fixing frame through a longitudinal flapping servo rotator and is responsible for driving the wings to flap up and down. The lateral flapping servos are set independently, and their output shafts are connected to the wing fixing frame through a first rocker arm and a wedge. The tail fin assembly includes a tail fin mounting bracket, on which a tail fin assembly rotation servo is mounted. The tail fin assembly rotation servo is connected to one end of a second rocker arm, and the other end of the second rocker arm is rotatably connected to the tail fin mounting bracket. The second rocker arm has a slot for fixing a tail fin servo mounting plate. A vertical tail fin rotation servo is fixed on the central axis of the tail fin servo mounting plate. The output end of the vertical tail fin rotation servo is fixed to a vertical tail fin rotator, and a vertical tail fin frame is fixed on the vertical tail fin rotator, allowing the vertical tail fin to rotate. A folding tail fin servo is also fixed to the tail fin servo mounting plate, and the folding tail fin servo drives the folding tail fin frame to fold and unfold.

2. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The folding tail fin servo drives the first folding tail fin gear, which meshes with the second folding tail fin gear. The first and second folding tail fin gears each drive a folding tail fin disc. A first folding tail fin frame is fixed on each of the two folding tail fin discs. A second folding tail fin frame is provided between the two first folding tail fin frames. The second folding tail fin frame is fixed to the tail fin servo mounting plate.

3. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The first rocker arm is coaxial with the wedge and can rotate freely relative to the wedge. At the same time, the diameters of the holes of the wedge and the first rocker arm are close, and there is a clearance fit between the holes of the wedge and the first rocker arm.

4. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The second rocker arm is connected to the tail fin mounting bracket via a connecting shaft to stabilize the rotational movement of the tail fin servo mounting plate.

5. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The servo mount and tail fin mounting bracket are connected by multiple connecting rods.

6. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: A rectangular slot is provided at each of the left and right ends of the servo frame, and the two rectangular slots are used to install the longitudinal flapping servo.

7. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The protruding part at the front of the servo mount is used to install a lateral flapping servo.

8. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The vertical tail fin skeleton comprises multiple components that extend in different directions.

9. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The wing frame comprises multiple frames that extend in different directions.

10. The multimodal adaptive flapping-wing aircraft as described in claim 1, characterized in that: The first rocker arm is an L-shaped rocker arm, and the second rocker arm is a combination of an arc-shaped rocker arm and a linear rocker arm.

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