Ground take-off auxiliary control method for a biomimetic flapping-wing aircraft
By introducing a phased strategy of vertical acceleration feedback and attitude compensation control, the problem of insufficient takeoff success rate and stability of biomimetic flapping-wing aircraft during ground takeoff is solved, and efficient takeoff control is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NANTONG INST OF TECH
- Filing Date
- 2026-03-17
- Publication Date
- 2026-06-12
AI Technical Summary
Existing biomimetic flapping-wing aircraft lack targeted control strategies during the ground takeoff phase, resulting in insufficient takeoff success rate and repeatability, and are prone to takeoff failure or sudden attitude changes.
By employing a frequency adaptive adjustment mechanism based on vertical acceleration feedback and an attitude compensation control strategy, the flapping amplitude and frequency are controlled in stages, and differential adjustment is performed in combination with attitude information to achieve precise adjustment of the takeoff transient state.
It improves the success rate and stability of ground takeoff for biomimetic flapping-wing aircraft, reduces attitude deviations during takeoff, and enhances the robustness and repeatability of the control system.
Smart Images
Figure CN122195048A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of biomimetic flapping-wing aircraft technology, specifically relating to a ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft. Background Technology
[0002] While existing biomimetic flapping-wing aircraft can take off from the ground by flapping their wings, their control strategies typically directly adopt the flapping parameters from the airborne phase or use open-loop control with fixed frequency and amplitude, without specifically modeling and designing control for the dynamic constraints unique to the ground takeoff phase. Because biomimetic flapping-wing aircraft have not yet established stable aerodynamic lift during ground takeoff, their motion is simultaneously affected by ground contact constraints, the transient response of flapping wing actuation, and structural asymmetry. Directly using conventional flight control parameters can easily lead to slow lift establishment, significant attitude changes, and even takeoff failure or rollover. Existing flapping-wing aircraft capable of ground takeoff still generally suffer from crude takeoff control processes and a lack of targeted adjustments for the transient takeoff state, resulting in insufficient takeoff success rate and repeatability. Summary of the Invention
[0003] The purpose of this invention is to provide a ground-based takeoff auxiliary control method for a biomimetic flapping-wing aircraft, in order to solve the technical problem that the existing control methods for biomimetic flapping-wing aircraft lack targeted adjustment for the takeoff transient state, resulting in insufficient takeoff success rate and repeatability.
[0004] The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft includes the following steps: S1. Takeoff preparation phase: The left and right wings quickly enter a stable cyclic motion state. S2, Takeoff Enhancement Phase: While maintaining initial symmetrical control of both wings, increase flapping amplitude and flapping frequency; this phase introduces a frequency adaptive adjustment mechanism based on vertical acceleration feedback and adopts an attitude compensation control strategy to maintain stability; S3. Takeoff Completion Phase: As takeoff enhancement and attitude compensation are continuously implemented, the bionic flapping-wing aircraft will gradually enter a stable flight state; after the aircraft has completed takeoff from the ground, it will switch to the conventional flight control mode.
[0005] Preferably, the control relationship based on the frequency adaptive adjustment mechanism of vertical acceleration feedback is as follows:
[0006] in the formula , indicating the current flapping frequency; Indicates the reference flapping frequency during takeoff; This represents the real-time measured value of vertical acceleration. This represents the reference value of acceleration when the ground is at rest. This represents the acceleration adjustment coefficient.
[0007] Preferably, the attitude compensation control strategy is as follows: When the attitude sensor detects a roll angle deviation in the aircraft, the flight control system module differentially adjusts the flapping amplitude of the left wing and the right wing, and the control relationship satisfies the following equation:
[0008]
[0009] In the formula, , These are the flapping amplitude control values for the left and right wings, respectively, and are variables in the formula; The initial flapping amplitude preset for the takeoff phase; For the amplitude increment during the takeoff assistance phase; This refers to the roll angle deviation detected by the attitude sensor. This is the attitude correction scaling factor.
[0010] Preferably, during the takeoff completion phase, the flight control system module uses altitude information and vertical acceleration information to make a joint judgment, under the following conditions: and
[0011] in the formula This represents the aircraft's current altitude. The preset takeoff altitude threshold; It is the vertical acceleration; It is the acceleration due to gravity; The acceleration stabilization threshold is set; if the above conditions are not met, the aircraft is still in the takeoff enhancement phase; when the above conditions are met simultaneously, the flight control system module determines that the aircraft has completed takeoff on the ground.
[0012] Preferably, vertical acceleration is used as the core feedback quantity for determining takeoff status and adjusting takeoff control parameters; during the takeoff enhancement phase, the flapping frequency is controlled by closed-loop regulation using the real-time acquired vertical acceleration, and the control relationship is as follows:
[0013] In the formula, This is the current flapping frequency; The basic flapping frequency for the takeoff preparation phase; This is the frequency adjustment gain coefficient.
[0014] Preferably, when detected When this occurs, it indicates that the lift generated by the flapping wings is insufficient to offset the weight of the aircraft. In this case, the flight control system module needs to increase the flapping wing frequency to increase lift output. When the frequency increases to or below the threshold value, the increase gradually decreases; when the threshold value is approached or reached... Exceeding the preset points threshold At that time, it is determined that the aircraft has a continuous tendency to take off, thus entering the attitude stabilization control phase and gradually reducing the takeoff enhancement control intensity.
[0015] Preferably, when controlling the flapping frequency through closed-loop regulation, the time integral of the vertical acceleration is introduced as an auxiliary decision parameter, the expression of which is:
[0016] In the formula, This represents the time integral of the vertical acceleration. It is a function of vertical acceleration. t 0 represents the initial time. t Indicates the current moment.
[0017] Preferably, a differential flapping wing adjustment strategy based on attitude angle feedback is introduced during the takeoff enhancement phase: assuming the aircraft pitch angle is... The target pitch angle is Then the pitch angle error Defined as:
[0018] The flight control system module coordinates the flapping parameters of the left and right wings based on the pitch angle error, and the flapping amplitude correction amount is... Represented as:
[0019] in, This is the gain coefficient for pitch angle control.
[0020] Preferably, a differential flapping wing adjustment mechanism based on roll angle error is also introduced during the takeoff enhancement phase: assuming the aircraft roll angle... Roll angle error The formulas for adjusting the flapping amplitude of the left and right wings are as follows:
[0021]
[0022] in, , These represent the flapping amplitudes of the left and right wings, respectively. This is the roll compensation coefficient. This serves as the baseline for the flapping amplitude of the two wings.
[0023] The technical advantages of this invention are as follows: Addressing the characteristics of unstable aerodynamic conditions and significant ground constraints during the ground takeoff phase of biomimetic flapping-wing aircraft, this invention defines the ground takeoff process as a separate takeoff auxiliary control mode, distinct from conventional flight control. By using dedicated control parameters to specifically control the takeoff phase, it avoids the takeoff instability problems caused by directly adopting cruise flight control strategies. Furthermore, it requires no complex modifications to the aircraft structure, does not significantly increase system weight or energy consumption, and is applicable to biomimetic flapping-wing aircraft of various sizes and conventional drive configurations.
[0024] Specifically, during ground takeoff, by progressively enhancing the flapping amplitude and frequency of the left and right wings, transient high lift output is generated in a short period of time. This enables the biomimetic flapping-wing aircraft to achieve autonomous takeoff without external force or additional takeoff mechanisms. Simultaneously, this invention introduces a differential adjustment strategy for the flapping parameters of the left and right wings based on attitude information, which suppresses pitch and roll angle disturbances in real time during the takeoff enhancement phase. This effectively reduces attitude deviations caused by structural asymmetry, ground contact, and aerodynamic imbalance at the moment of takeoff, thus improving the stability of the takeoff process.
[0025] Example 2 also uses the joint determination of attitude information and vertical acceleration information to realize the takeoff completion status recognition, and automatically exits the ground takeoff auxiliary control mode and switches to the conventional flight control mode after the preset conditions are met, thereby avoiding the adverse effects of takeoff control parameters on subsequent flight phases and improving the robustness of the flight control system. Attached Figure Description
[0026] Figure 1 This is a flowchart of a ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to the present invention.
[0027] Figure 2 This is a schematic diagram of the structure of the biomimetic flapping-wing aircraft to which the present invention is applied.
[0028] The reference numerals in the diagram include: 1 fuselage, 2 left wing, 3 right wing, 4 first servo, 5 second servo, and 6 flight control system module. Detailed Implementation
[0029] The following detailed description of the embodiments, with reference to the accompanying drawings, will further illustrate the specific implementation of the present invention, in order to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solution of the present invention.
[0030] Example 1 like Figures 1-2As shown, this invention provides a ground-based takeoff auxiliary control method for a biomimetic flapping-wing aircraft. The biomimetic flapping-wing aircraft includes a fuselage 1, a left wing 2, a right wing 3, a first servo motor 4, a second servo motor 5, and a flight control system module 6. The first servo motor 4 and the second servo motor 5 are respectively connected to the left wing 2 and the right wing 3 to drive the wings to flap periodically. Attitude sensors and acceleration sensors are integrated into the flight control system module 6, preferably using an inertial measurement unit (IMU) as the sensor combination, while gyroscopes and accelerometers are used for data acquisition. This sensor combination satisfies the parameter acquisition requirements while reducing the size of the device. The attitude sensor is used to collect pitch angle, roll angle, and angular velocity data of the aircraft during takeoff; the acceleration sensor can collect the vertical acceleration data of the aircraft.
[0031] In this embodiment, the biomimetic flapping-wing aircraft is specifically a biomimetic butterfly flapping-wing aircraft with a total mass of m grams. Both left and right wings 3 employ flexible thin-film structures and are independently driven by two micro-servos. The flight control system module 6 is designed using a microcontroller (MCU). The attitude sensor employs an integrated inertial measurement unit (IMU) to acquire pitch angle, roll angle, and vertical acceleration data in real time.
[0032] The flight control system module 6 receives attitude and acceleration information, calculates flapping control parameters in real time using pre-set control logic, and outputs control signals to the first servo 4 and the second servo 5, forming a closed-loop control system of "sensing-decision-execution".
[0033] The specific control methods include the following steps: S1, Takeoff Preparation Phase: The left wing 2 and right wing 3 quickly enter a stable cyclic motion state.
[0034] After receiving the ground takeoff command, the flight control system module 6 immediately enters the ground takeoff auxiliary control mode and initializes the flapping wing control parameters.
[0035] During this phase, flight control system module 6 achieves the following: the left wing 2 and right wing 3 quickly enter a stable cyclic motion state; reduces the uncertainty of the initial state structure's own vibration and ground friction; and provides a predictable dynamic basis for the subsequent takeoff enhancement phase.
[0036] Specifically, flight control system module 6 controls the first servo 4 and the second servo 5, driving the left wing 2 and right wing 3 to flap symmetrically and synchronously. The flapping frequency is set slightly higher than the initial frequency of normal flight, while the flapping amplitude is limited to a small range. This achieves a preheating motion of the wings without producing a significant sudden change in lift. The biomimetic flapping-wing aircraft flaps its left and right wings 3 synchronously in a symmetrical manner, with the flapping frequency set... flapping amplitude Duration of this phase This ensures stable servo response and eliminates the initial vibration of the structure itself.
[0037] The above control strategy can effectively avoid abnormal attitude changes caused by inconsistent servo response or wing elasticity differences at the initial moment of takeoff.
[0038] S2, Takeoff Enhancement Phase: While maintaining initial symmetrical control of both wings, increase the flapping amplitude and flapping frequency.
[0039] Once the takeoff preparation phase reaches the preset time or the stability conditions are met, the takeoff enhancement phase begins. The core objective of this phase is to generate sufficient lift in a short period of time to transition the biomimetic flapping-wing aircraft from a ground-supported state to an airborne state.
[0040] During the takeoff enhancement phase, flight control system module 6 maintains initial symmetrical control of the left wing 2 and right wing 3 while operating at a preset time. The flapping amplitude and frequency are gradually increased; at this point, a frequency adaptive adjustment mechanism based on vertical acceleration feedback is introduced, and its control relationship is as follows:
[0041] in the formula , indicating the current flapping frequency; Indicates the reference flapping frequency during takeoff; This represents the real-time measured value of vertical acceleration. This represents the reference value of acceleration when the ground is at rest. This represents the acceleration adjustment coefficient.
[0042] Based on the above adjustment relationships, it can be seen that flight control system module 6 smoothly adjusts the flapping frequency according to the real-time changes in vertical acceleration. This allows it to gradually increase the output when lift is insufficient and appropriately decrease the frequency to avoid over-excitation as it approaches takeoff. This sensor-feedback-based adjustment method makes the takeoff enhancement process more stable and controllable.
[0043] Since the biomimetic flapping-wing aircraft has not yet established stable aerodynamic balance during takeoff, even minor structural asymmetries, ground disturbances, or airflow changes can cause significant attitude deviations. To effectively address the stability issues during takeoff, this method incorporates an attitude compensation control strategy during the enhanced takeoff phase. The details are as follows: When the attitude sensor detects a roll angle deviation in the aircraft, the flight control system module 6 differentially adjusts the flapping amplitude of the left wing 2 and the right wing 3, and the control relationship satisfies the following equation:
[0044]
[0045] In the formula, , These are the flapping amplitude control values for the left wing 2 and the right wing 3, respectively, and are variables in the formula; The initial flapping amplitude preset for the takeoff phase; For the amplitude increment during the takeoff assistance phase; This refers to the roll angle deviation detected by the attitude sensor. This is the attitude correction scaling factor.
[0046] This step, by asymmetrically adjusting the flapping amplitude of the left wing 2 and the right wing 3, can quickly reduce the tumbling phenomenon during takeoff. Furthermore, in other embodiments, differential adjustment can also be applied to the flapping frequency or phase parameters; the flight control system module 6 can be selected or combined according to actual needs.
[0047] S3. Takeoff Completion Phase: With the continuous implementation of takeoff enhancement and attitude compensation, the bionic flapping-wing aircraft will gradually enter a stable flight state.
[0048] At this point, flight control system module 6 needs to determine whether ground takeoff has been completed and decide whether to exit takeoff assist control mode. Flight control system module 6 uses altitude and vertical acceleration information for joint judgment, with the following conditions: and
[0049] in the formula This represents the aircraft's current altitude. The preset takeoff altitude threshold; It is the vertical acceleration; It is the acceleration due to gravity; This is the acceleration stabilization threshold. If the above conditions are not met, the aircraft remains in the takeoff enhancement phase; when both conditions are met simultaneously, flight control system module 6 determines that the aircraft has completed takeoff on the ground (i.e., reached the takeoff completion phase). Afterward, the servo control parameters are switched to the normal flight control mode, ensuring that the takeoff assistance strategy does not affect subsequent flight attitude control.
[0050] The ground-based takeoff assisted control method provided by this invention enables the biomimetic flapping-wing aircraft to maintain rapid lift generation while continuously suppressing attitude deviations during takeoff. Experimental results show that, compared to manual launch without takeoff assisted control strategies, the takeoff success rate of the aircraft in this embodiment is significantly improved, and the peak roll angle at takeoff is significantly reduced.
[0051] In this embodiment, the flapping amplitude increment during the takeoff enhancement phase is changed. and attitude compensation ratio coefficient The control method described in this invention was compared and verified. The results show that when and When within a reasonable range, the aircraft can achieve a good balance between lift build-up speed and attitude stability; however, if differential control is not used or acceleration feedback adjustment is turned off, the attitude fluctuation of the aircraft during takeoff increases significantly. This further verifies the synergistic mechanism of combining phased control with attitude feedback differential adjustment and frequency adaptive adjustment in this invention.
[0052] Example 2 The biomimetic flapping-wing aircraft takes off from a completely stationary ground condition. There is no available forward airflow in the initial stage of takeoff, and the lift required by the aircraft mainly depends on the flapping wing vibration to build up in a short time.
[0053] Compared to Example 1, this embodiment uses vertical acceleration as the core feedback quantity for determining takeoff status and adjusting takeoff control parameters.
[0054] Let the vertical acceleration of the aircraft system be... Its positive direction is vertically upward. To distinguish between the ground flapping state and the actual takeoff state, the flight control system module 6 is preset with a vertical acceleration threshold. This represents the minimum acceleration level required for an aircraft to achieve an effective takeoff tendency.
[0055] In step S2, flight control system module 6 enters the takeoff enhancement phase, using the real-time acquired vertical acceleration to control the flapping frequency through closed-loop adjustment. The control relationship is as follows:
[0056] In the formula, This is the current flapping frequency; The basic flapping frequency for the takeoff preparation phase; This is the frequency adjustment gain coefficient. When detected... When this occurs, it indicates that the lift generated by the flapping wings is insufficient to offset the weight of the aircraft. In this case, flight control system module 6 needs to increase the flapping wing frequency to increase lift output. When the frequency approaches or reaches the threshold, the increase in frequency gradually decreases, thus avoiding structural vibration and attitude instability caused by sudden frequency increases; when Exceeding the vertical acceleration threshold At that time, it is determined that the aircraft has a continuous tendency to take off, thus entering the attitude stabilization control phase and gradually reducing the takeoff enhancement control intensity.
[0057] Considering that the vertical acceleration signal may fluctuate briefly during the initial stage of takeoff, relying solely on the instantaneous acceleration value can easily lead to misjudgment. Therefore, in this embodiment, the flight control system module 6 further introduces the time integral of the vertical acceleration as an auxiliary judgment parameter, the expression of which is:
[0058] In the formula, This represents the time integral of the vertical acceleration. It is a function of vertical acceleration. t 0 represents the initial time. t This indicates the current moment. At this moment, Using the time integral of vertical acceleration, This is the preset integration threshold.
[0059] Example 2 uses the frequency adaptive adjustment strategy based on vertical acceleration feedback to make the aircraft takeoff process no longer dependent on a pre-set time curve or fixed frequency control. Instead, it establishes a state based on the actual lift and dynamically adjusts the control parameters, which significantly improves the takeoff success rate and energy utilization under static ground takeoff conditions.
[0060] Example 3 Bionic flapping-wing aircraft take off at low speeds or in environments with lateral airflow disturbances. They already have a certain forward speed in the initial stage of takeoff, but their attitude is more susceptible to factors such as uneven ground, airflow disturbances, and structural asymmetry.
[0061] Compared to Example 1, this embodiment introduces a differential flapping wing adjustment strategy based on attitude angle feedback during the takeoff enhancement phase, taking attitude stability as the main objective of takeoff control. It is suitable for takeoff environments with low-speed runway takeoff or lateral airflow disturbances.
[0062] Let the pitch angle of the aircraft be... The target pitch angle is Then the pitch angle error Defined as:
[0063] Flight control system module 6 coordinates the flapping parameters of the left and right wings 3 based on the pitch angle error, and its flapping amplitude correction amount Represented as:
[0064] in, This is the pitch angle control gain coefficient. When the pitch angle deviation of the aircraft increases, the flapping amplitude of the left and right wings 3 is adjusted synchronously to generate a corrective pitch moment, thereby suppressing pitch oscillations during takeoff.
[0065] To further suppress lateral attitude disturbances during takeoff, flight control system module 6 introduces a differential flapping wing adjustment mechanism based on roll angle error. Let the aircraft roll angle be... Roll angle error The formulas for adjusting the flapping amplitude of the left and right wings 3 are as follows:
[0066]
[0067] in, , The flapping amplitudes of the left and right wings are respectively 3; This is the roll compensation coefficient. This serves as the baseline for the flapping amplitude of the two wings. Using the aforementioned differential adjustment method, rapid correction of the roll attitude is achieved without significantly increasing control complexity.
[0068] In this embodiment, to avoid new attitude disturbances caused by differential control, the flight control system sets limiting conditions for the flapping wing amplitude and frequency adjustment, and continuously adjusts the control gain during takeoff to ensure both smoothness and robustness in the attitude compensation process. By introducing attitude angle feedback into the ground takeoff enhancement phase and cooperating with the differential flapping wing control strategy, the aircraft can maintain a stable attitude even during low-speed taxiing or in the presence of external disturbances, achieving smooth takeoff. This provides a reliable control scheme for the ground takeoff of biomimetic flapping wing aircraft in complex environments.
[0069] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.
Claims
1. A ground-based takeoff auxiliary control method for a biomimetic flapping-wing aircraft, characterized in that, Includes the following steps: S1. Takeoff preparation phase: The left and right wings quickly enter a stable cyclic motion state. S2, Takeoff Enhancement Phase: While maintaining initial symmetrical control of both wings, increase flapping amplitude and flapping frequency; this phase introduces a frequency adaptive adjustment mechanism based on vertical acceleration feedback and adopts an attitude compensation control strategy to maintain stability; S3. Takeoff Completion Phase: As takeoff enhancement and attitude compensation are continuously implemented, the bionic flapping-wing aircraft will gradually enter a stable flight state; after the aircraft has completed takeoff from the ground, it will switch to the conventional flight control mode.
2. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 1, characterized in that, The control relationship based on the frequency adaptive adjustment mechanism using vertical acceleration feedback is as follows: in the formula , indicating the current flapping frequency; Indicates the reference flapping frequency during takeoff; This represents the real-time measured value of vertical acceleration. This represents the reference value of acceleration when the ground is at rest. This represents the acceleration adjustment coefficient.
3. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 1, characterized in that, The attitude compensation control strategy is as follows: When the attitude sensor detects a roll angle deviation in the aircraft, the flight control system module differentially adjusts the flapping amplitude of the left wing and the right wing, and the control relationship satisfies the following equation: In the formula, , These are the flapping amplitude control values for the left and right wings, respectively, and are variables in the formula; The initial flapping amplitude preset for the takeoff phase; For the amplitude increment during the takeoff assistance phase; This refers to the roll angle deviation detected by the attitude sensor. This is the attitude correction scaling factor.
4. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 1, characterized in that, During the takeoff completion phase, the flight control system module uses altitude and vertical acceleration information to make a joint judgment, under the following conditions: and in the formula This represents the aircraft's current altitude. The preset takeoff altitude threshold; It is the vertical acceleration; It is the acceleration due to gravity; The acceleration stabilization threshold is set; if the above conditions are not met, the aircraft is still in the takeoff enhancement phase; when the above conditions are met simultaneously, the flight control system module determines that the aircraft has completed takeoff on the ground.
5. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 1, characterized in that, Vertical acceleration is used as the core feedback variable for determining takeoff status and adjusting takeoff control parameters. During the takeoff enhancement phase, the flapping frequency is controlled through closed-loop regulation using the real-time acquired vertical acceleration, and the control relationship is as follows: In the formula, This is the current flapping frequency; The basic flapping frequency for the takeoff preparation phase; This is the frequency adjustment gain coefficient.
6. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 5, characterized in that, When detected When the flapping wing frequency is insufficient to offset the aircraft's weight, the flight control system module needs to increase the flapping wing frequency to increase lift output; when When the frequency increases to or below the threshold value, the increase gradually decreases; when the threshold value is approached or reached... Exceeding the preset points threshold At that time, it is determined that the aircraft has a continuous tendency to take off, thus entering the attitude stabilization control phase and gradually reducing the takeoff enhancement control intensity.
7. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 5, characterized in that, When controlling the flapping frequency through closed-loop regulation, the time integral of the vertical acceleration is introduced as an auxiliary decision parameter, and its expression is as follows: In the formula, This represents the time integral of the vertical acceleration. It is a function of vertical acceleration. t 0 represents the initial time. t Indicates the current moment.
8. The ground takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 1, characterized in that, A differential flapping wing control strategy based on attitude angle feedback is introduced during the takeoff enhancement phase: Let the aircraft pitch angle be... The target pitch angle is Then the pitch angle error Defined as: The flight control system module coordinates the flapping parameters of the left and right wings based on the pitch angle error, and the flapping amplitude correction amount is... Represented as: in, This is the gain coefficient for pitch angle control.
9. A ground-based takeoff auxiliary control method for a biomimetic flapping-wing aircraft according to claim 8, characterized in that, During the takeoff enhancement phase, a differential flapping wing adjustment mechanism based on roll angle error is also introduced: Let the aircraft roll angle be... Roll angle error The formulas for adjusting the flapping amplitude of the left and right wings are as follows: in, , These represent the flapping amplitudes of the left and right wings, respectively. This is the roll compensation coefficient. This serves as the baseline for the flapping amplitude of the two wings.