A method and system for cooperative control of multi-configuration flight of a biomimetic parent-child flapping-wing flying robot

Abstract

The present application relates to a method and system for cooperative control of multi-configuration flight of a bionic parent-child flapping-wing robot, the method comprising the following steps: completing configuration of the parent robot, child robot and clamping device, and setting a task area, flight path and release parameters; achieving stable take-off, climbing, cruising and task area entry of the combination by flight motion control of the parent robot; controlling the child robot to flap in a mounted state to provide auxiliary lift and attitude auxiliary control for the combination; before executing a release action, the parent robot maintains a low flapping frequency stable level flight state, the child robot enters a release preparation self-stable state, the released child robot instantaneously starts flapping, quickly escapes from the interference area of the parent robot, and completes attitude recovery, path tracking and multi-robot cooperative task; two-stage landing control based on a cascade PID is used to enter a rapid deployment landing configuration to complete descent orbit entry, flattening and touch-down deployment.

Description

Technical Field

[0001] This invention belongs to the field of flapping-wing aircraft technology, and specifically relates to a collaborative control method and system for multi-configuration flight of a bionic mother-daughter flapping-wing flying robot. Background Technology

[0002] Flapping-wing flying robots are biomimetic robots that take inspiration from flying creatures such as birds, bats, or insects, achieving flight through unsteady aerodynamic forces generated by flapping wings. Existing composite UAVs and aerial delivery systems primarily utilize fixed-wing, multi-rotor, or fixed-wing-rotor composite platforms. Fixed-wing payload delivery typically releases the sub-vehicle via underwing pylons, rails, catapults, or drop methods. Key challenges lie in the sudden mass shift, center of mass shift, close-range aerodynamic interference, and attitude disturbances at the moment of release. Improper control can easily lead to the sub-vehicle tumbling, stalling, or collision with the parent aircraft. Multi-rotor systems involving payload separation, strap release, sling delivery, or docking primarily address issues such as rotor downwash, hovering disturbances, sling load sway, and close-range flow field coupling. Safe release or docking requires position control, attitude compensation, load sway suppression, and downwash interference control. However, these control methods are mainly designed for fixed-wing or rotor platforms, whose aerodynamic generation methods, control degrees of freedom, and release dynamics differ from those of fully flapping-wing mother-daughter flying robot systems. Summary of the Invention

[0003] This invention provides a cooperative control method and system for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot, aiming to solve at least one of the technical problems existing in the prior art.

[0004] The technical solution of this invention relates to a cooperative control method for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot. The cooperative control method operates on a mother-daughter flapping-wing system platform, which includes a mother aircraft and at least one daughter aircraft. The daughter aircraft is mounted below the fuselage of the mother aircraft and is arranged longitudinally or chordally along the fuselage of the mother aircraft. The method includes the following steps:

[0005] S100, based on the mother-daughter flapping wing system platform, completes the configuration of the mother aircraft, daughter aircraft and clamping device, and sets the mission area, flight path and release parameters;

[0006] S200: Enter the combined transport flight configuration, and achieve stable take-off, climb, cruise and entry into the mission area of ​​the combined aircraft through the flight motion control of the mother aircraft.

[0007] S300 enters the mother-daughter coordinated flapping flight configuration, controlling the daughter aircraft to flap in coordination under the load, providing auxiliary lift thrust and attitude control for the combined aircraft;

[0008] S400: Determine whether the mother-daughter flapping wing system platform meets the release conditions. When the target position, altitude and stable attitude requirements of the mother machine are met, enter the mother-daughter separation and release configuration.

[0009] S500: Before executing the release action, the mother aircraft maintains a low-flutter-frequency stable level flight state, the daughter aircraft enters the release preparation self-stabilization state, the clamping device receives the release control command and executes the release procedure to complete the release of the daughter aircraft;

[0010] S600 and its slave aircraft enter independent flight configuration. After release, the slave aircraft instantly initiates flapping to quickly escape the interference zone of the mother aircraft and complete attitude recovery, path tracking and multi-aircraft collaborative tasks.

[0011] S700 enters rapid deployment and landing configuration, adopting a two-stage landing control based on cascaded PID, including descent trajectory entry control and leveling and ground contact deployment control, to complete descent trajectory entry, leveling and ground contact deployment.

[0012] Furthermore, this invention also proposes a mother-daughter flapping wing system platform for executing the cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping wing flying robot. The mother-daughter flapping wing system platform includes a mother machine and at least one daughter machine. The daughter machine is mounted under the fuselage of the mother machine and is arranged along the longitudinal or chordal direction of the mother machine. The mother machine has at least one mounting position, and a clamping device is provided at the mounting position. Each daughter machine is connected to or disconnected from the clamping device on the mother machine through a hook or connecting part, so as to realize the controllable connection or disconnection of the daughter machine from the mother machine.

[0013] The flapping-wing system platform has multiple expandable mounting configurations, including a one-mother-one-child configuration, a one-mother-two-child configuration, and a one-mother-three-child configuration. In the one-mother-one-child configuration, one child aircraft 200 is mounted on the lower middle part of the mother aircraft 100 via a mounting connection structure consisting of a clamping device 110 and hooks or connecting parts. In the one-mother-two-child configuration, two child aircraft 200s are respectively mounted at the front and rear mounting positions below the mother aircraft, forming a medium-load combined flight configuration. In the one-mother-three-child configuration, three child aircraft 200s are respectively mounted at the front, middle, and rear mounting positions below the fuselage of the mother aircraft 100, forming a multi-child aircraft 200 combined flight configuration.

[0014] Compared with existing technologies, the present invention has the following characteristics: the biomimetic mother-daughter flapping-wing flying robot multi-configuration flight cooperative control method and system described herein can realize the autonomous and controllable flight of the mother-daughter flapping-wing system from combined transport to cooperative flight control, safe release, stable recovery of the daughter unit, independent task execution and rapid deployment and landing, providing a continuous, safe and cooperative multi-configuration flight control method for the all-flapping-wing mother-daughter flying robot system. Attached Figure Description

[0015] Figure 1 This is a flowchart of a collaborative control method for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot in an embodiment of the present invention.

[0016] Figure 2 This is a schematic diagram of a mother-and-child configuration in an embodiment of the present invention, in which a child machine is mounted on the underside of a mother machine via a clamping device.

[0017] Figure 3 This is a schematic diagram of a mother-and-two-submachine configuration in an embodiment of the present invention, in which two submachines are arranged longitudinally along the mother machine and mounted by a clamping device.

[0018] Figure 4 This is a schematic diagram of a mother-and-three-submachine configuration in an embodiment of the present invention, in which three submachines are arranged longitudinally along the mother machine and mounted by a clamping device.

[0019] Figure 5 This is a schematic diagram of a mother-and-three-subs configuration with hidden wings in an embodiment of the present invention.

[0020] In the attached diagram, 100 represents the mother machine; 110 represents the clamping device; and 200 represents the daughter machine. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Reference Figures 1 to 5 This invention provides a cooperative control method for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot, referring to... Figure 1 The method described herein operates on a mother-daughter flapping-wing system platform, which includes a mother aircraft 100 and at least one daughter aircraft 200. The daughter aircraft 200 is mounted under the fuselage of the mother aircraft 100 and is arranged longitudinally or chordally along the fuselage of the mother aircraft 100. The method described herein includes the following steps:

[0023] S100, based on the mother-daughter flapping wing system platform, completes the configuration of the mother aircraft 100, daughter aircraft 200 and clamping device 110, and sets the mission area, flight path and release parameters;

[0024] S200, enters the combined transport flight configuration, and achieves stable take-off, climb, cruise and entry into the mission area of ​​the combined aircraft through the flight motion control of the mother aircraft 100;

[0025] S300 enters the mother-daughter coordinated flapping flight configuration, controlling the daughter unit 200 to flap in a loaded state, providing auxiliary lift thrust and attitude control for the combined body;

[0026] S400: Determine whether the mother-daughter flapping wing system platform meets the release conditions. When the target position, altitude and mother machine 100 stable attitude requirements are met, enter the mother-daughter separation and release configuration.

[0027] S500 Before executing the release action, the mother aircraft 100 maintains a low-flutter-frequency stable level flight state, the daughter aircraft 200 enters the release preparation self-stabilization state, the clamping device 110 receives the release control command and executes the release procedure to complete the release of the daughter aircraft 200.

[0028] S600 and sub-aircraft 200 enter independent flight configuration. After release, sub-aircraft 200 instantly initiates flapping, quickly escapes the interference zone of mother aircraft 100, and completes attitude recovery, path tracking and multi-aircraft collaborative tasks.

[0029] S700 enters rapid deployment and landing configuration, adopting a two-stage landing control based on cascaded PID, including descent trajectory entry control and leveling and ground contact deployment control, to complete descent trajectory entry, leveling and ground contact deployment.

[0030] Compared with existing technologies, the present invention has the following characteristics:

[0031] The aforementioned biomimetic flapping-wing flying robot multi-configuration flight cooperative control method and system can realize the autonomous and controllable flight of the flapping-wing system throughout the entire process, from combined transport to cooperative flight control, safe release, stable recovery of the sub-robot, independent mission execution, and rapid deployment and landing. It provides a continuous, safe, and cooperative multi-configuration flight control method for the all-flapping-wing mother-daughter flying robot system.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] (1) Realized multi-configuration flight control of the mother-daughter flapping wing system throughout the entire process: The present invention divides the mother-daughter flapping wing flight mission into configurations such as combined transport flight, mother-daughter cooperative flapping flight, mother-daughter separation and release, independent flight of daughter aircraft 200, multi-aircraft cooperative formation flight and rapid deployment and landing, and sets up corresponding control processes for different configurations, so that the mother-daughter flapping wing system can achieve continuous, autonomous and controllable flight from combined transport to deployment of daughter aircraft 200.

[0034] (2) Improved safety of the combined flight and separation release process: The present invention maintains the stable flight of the combined aircraft through the flight motion control of the mother aircraft 100, and puts the mother aircraft 100 into a low-flutter-frequency stable level flight state before release. At the same time, the clamping device 110 is triggered to release the target position, altitude and attitude conditions, which helps to reduce the risk of collision, roll or instability caused by mass change, center of gravity shift and aerodynamic disturbance at the moment of release.

[0035] (3) The cooperative flapping control of the sub-machine 200 in the loaded state is realized: According to the installation position of the sub-machine 200 and the structural avoidance conditions, the present invention selects some sub-machines 200 to participate in the cooperative flapping in the loaded state, so that the sub-machine 200 can not only serve as a loaded load, but also as an additional actuator of the combined system, providing auxiliary lift and attitude auxiliary control for the combined system, thereby improving the flight capability under heavy load.

[0036] (4) Improved rapid stabilization capability after release of sub-machine 200: After the sub-machine 200 is released from the clamping constraint, the present invention controls the sub-machine 200 to start flapping wings instantaneously, and suppresses attitude disturbances through rapid stabilization control after release, reducing the risk of rollover, stall, tumble and spin under high-speed incoming flow or close-range aerodynamic interference, so that the sub-machine 200 can quickly leave the interference zone of the mother machine 100 and enter a stable independent flight state.

[0037] (5) Multi-aircraft independent flight and collaborative formation control are realized: After multiple sub-aircraft 200 enter a stable independent flight state, the present invention enables each sub-aircraft 200 to perform path tracking, relative position maintenance, formation flight, multi-point deployment and collaborative tasks on the basis of maintaining independent flight, through communication relay, position information broadcasting and multi-aircraft task collaborative control of the mother aircraft 100, thereby improving the task coverage and collaborative operation capabilities of the mother-daughter flapping wing system.

[0038] (6) Improved reliability of rapid deployment and landing of submachine 200: The present invention adopts a two-stage landing control method based on cascade PID, which enables submachine 200 to enter the descent trajectory first, and then perform leveling and grounding deployment, which is conducive to improving the ability of submachine 200 to land quickly, safely and controllably in the target area, and is suitable for multi-point deployment, close detection and rapid deployment at the end of the mission.

[0039] (7) Expanding the mission boundaries of flapping-wing flying robots: Compared with existing control methods that are mainly oriented towards single flapping-wing flight, this invention is oriented towards a full flapping-wing mother-daughter system, which can cover the entire process of combined transportation, coordinated flapping, safe release, stable recovery of daughter aircraft, independent mission execution and rapid deployment and landing, so that the mother-daughter flapping-wing system has the ability to transport long distances, maneuver at low altitudes, detect at close range, traverse confined spaces, deploy at multiple points and form a coordinated formation.

[0040] Furthermore, refer to Figure 1Step S100 includes:

[0041] S110: Configure the mother machine 100, daughter machine 200, and clamping device 110. Based on the static moment balance relationship of the assembly formed by the mother machine 100 and daughter machine 200, configure the mounting position of the daughter machine 200 so that the center of mass of the assembly is within the allowable balancing range of the mother machine 100.

[0042] A coordinate system is established using the midpoint of the carbon fiber square tube of the mother machine 100 fuselage, the original center of mass of the mother machine, or the preset balancing reference position as reference points. An x-axis is established along the longitudinal direction of the mother machine 100 fuselage. The mass of the mother machine 100 is assumed to be... The center of mass of the mother machine is located at 100. , No. The weight of the scaffolding machine 200 is ,in , In this embodiment, the actual number of mounted sub-machines is 200. , No. The mounting position or center of gravity position of the scaffolding machine 200 is The total mass of the assembly consisting of the mother machine 100 and the attached daughter machine 200 is... for:

[0043]

[0044] In some embodiments, if the mass of the clamping device 110 is not negligible relative to the mother machine 100 and the daughter machine 200, then the mass of the clamping device 110 can be included in the mass of the mother machine. Alternatively, the clamping device 110 can be included as an independent mass item in the calculation of the mass and center of mass of the assembly;

[0045] The position of the center of mass of the composite for:

[0046]

[0047] in, Indicates the location of the center of mass of the composite. Indicates the position of the center of mass of the mother machine (100). Indicates the first The position of the center of mass of the scaffolding machine (200) in the same coordinate system after it is mounted; the position of the center of mass of the combined body. The position of the center of mass of the mother machine (100) and the The position of the center of gravity of the scaffolding machine 200 in the same coordinate system after it is mounted It can be a three-dimensional position vector; in longitudinal balancing analysis, its component along the longitudinal direction of the mother machine fuselage is mainly taken.

[0048] To ensure that the combined aircraft can be effectively trimmed by the tail fin and flapping wing drive system of the mothership during flight, the center of mass of the combined aircraft needs to be positioned... The trim center of gravity range of the mothership 100 under the current aerodynamic layout, tail control capability, and flapping wing drive capability is satisfied. ,Right now:

[0049]

[0050] Specifically, when the center of mass of the combined aircraft is within this range, the mother aircraft 100 can maintain its attitude during stable level flight, climb, turn, and before and after release by adjusting the tail deflection and flapping wing drive.

[0051] For longitudinal mounting configurations, the mounting position of the sub-unit 200 along the fore-and-aft direction of the mother unit 100 fuselage is determined by the pitch static moment balance relationship. The center of gravity of the mother machine is 100. Coordinates along the axis, For the first The 200-ton center of gravity or equivalent mounting position of the scaffolding machine is at Coordinates along the axis, To preset the balance reference position or target centroid position, the assembly revolves around the reference position. The longitudinal static moment satisfies:

[0052]

[0053] in, This represents the algebraic sum of the static moments of the assembly about the mother machine's lateral or pitch axis, determined by adjusting the mounting positions of each sub-machine 200. So that each mass item is relative to The resulting pitching moments cancel each other out, thereby bringing the center of gravity of the assembly closer to the target trim position and reducing the impact of the loadout on the tail fin trim capability and longitudinal control margin.

[0054] S120. After completing the configuration, set the mission area, flight path, and release parameters, including the target release location. Safe release height Release speed range Release attitude threshold, angular velocity threshold, release time window Release method and release sequence of sub-machine 200, including target release position. Longitude of the target release point ,latitude and safe release height It was jointly determined, namely:

[0055]

[0056] When the combined vehicle flies to the vicinity of the target latitude and longitude and the altitude reaches or exceeds the preset safe release altitude, the release condition judgment process is initiated.

[0057] Specifically, the release parameters are mainly used to limit the target position, safety height, and release window of the slave unit 200, including the safety release height. The range can be set to 50 m. The control system can establish flight control parameters for the combined aircraft based on the number of 200 attached sub-aircraft, their attachment positions, the mass distribution of the combined aircraft, and the latitude and longitude information of the target release. It also provides initial conditions for subsequent coordinated flapping, safe release, self-stabilization of the 200 attached sub-aircraft, and rapid deployment and landing.

[0058] In one specific embodiment, the control system first acquires the flight status information, payload status and mission instructions of the mother machine 100 and each daughter machine 200, providing input for subsequent coordinated control.

[0059] The flight status information may include position, attitude, speed, angular velocity, flapping phase, flapping frequency, throttle input, control surface input, payload status, and mission commands. The mothership 100 status can be represented as:

[0060]

[0061] in, Position 100 for the mother machine. For the mother machine at a speed of 100, For the mother machine at a 100° attitude angle, The mother machine's angular velocity is 100. For the mothership, the flapping wing frequency is 100. Input 100 throttle to the mother machine. This is the control input for the tail fin of the mother machine 100.

[0062] No. The status of a single machine 200 can be represented as:

[0063]

[0064] in, Indicates the first Is the 200-series submachine gun currently mounted? When, it indicates that the slave unit 200 is still fixed to the mother unit 100 by the clamping device 110; when At this time, it indicates that the sub-machine 200 has been released and entered the independent flight or self-stabilization control process.

[0065] Furthermore, refer to Figure 1 In step S200, the flight state of the combined vehicle is represented as follows:

[0066]

[0067] in, The current position of the combined object. For the velocity of the combined body, These are the combined body's roll angle, pitch angle, and yaw angle, respectively. The combined unit's three-axis angular velocity; the combined unit's current position. Combined speed Roll angle of the combined body Pitch angle and yaw angle It is obtained from the flight controller, inertial measurement unit, positioning module, airspeed sensor or velocity estimation module;

[0068] The flight motion control of the mothership 100 includes lateral control and longitudinal control. Lateral control is used for heading control, circular navigation, path tracking, and mission area entry. Longitudinal control is used for coordinated control of altitude, speed, rate of climb, and total energy, and for controlling the combined flight status. Used for lateral path following and longitudinal energy control, the control objective is achieved through the flight motion control of the mothership 100.

[0069] Specifically, refer to Figures 2 to 5 In the combined transport flight configuration, the mother aircraft 100 carries one or more daughter aircraft 200 as a whole (i.e., a mother-one-daughter configuration, a mother-two-daughter configuration, or a mother-three-daughter configuration), completing processes such as takeoff, climb, cruise, hovering, or entering the target mission area. At this time, the mother aircraft 100 acts as the primary control object, controlling wing flapping by adjusting throttle input and attitude by adjusting tail control input, thus achieving altitude control, speed control, heading control, and attitude stability for the combined flight. During this phase, the daughter aircraft 200 remains connected as a payload and is in standby, ready, or controlled operational state as needed.

[0070] Furthermore, the lateral control preferably employs a nonlinear path-following NPFG guidance method. This method generates a desired heading or lateral acceleration command based on the combined aircraft's current position, target trajectory, current speed, and trajectory error. Path following is then achieved through tail fin or lateral control surfaces of the mother aircraft 100.

[0071] For the target path Define the lateral deviation of the combined object's current position from the target path as:

[0072]

[0073] in, This represents the shortest distance from the current location to the target path, based on the lateral deviation. Current speed Generate the desired track angle with the desired path direction The mothership 100 further adjusts its trajectory according to the desired angle. With current track angle Error between Generate lateral control input The error Represented as:

[0074]

[0075] Lateral control input Represented as:

[0076]

[0077] in, This is the lateral control input, corresponding to the tail rudder input, differential control surface input, or equivalent lateral control input. and To control the gain, and These are the desired yaw rate and the current yaw rate, respectively.

[0078] Before entering the mission area or release area, the combined vehicle performs circular hovering or fixed-radius loitering flight. For a circular target path, the center of the circle is set. for The expected hovering radius is The radial error of the composite body relative to the center of the circle is... for:

[0079]

[0080] According to radial error The desired track angle is generated by the tangential flight direction. This causes the combined object to gradually converge to the target spiral circle.

[0081] Therefore, the combined aircraft can perform stable circular flight near the target mission area, creating stable flight conditions for subsequent release window judgment and release of the sub-aircraft 200. Through the above-mentioned lateral control, the combined aircraft can achieve straight track tracking, circular hovering, and track maintenance near the mission area entry and release point.

[0082] Furthermore, the longitudinal control adopts the Total Energy TECS control method. Since the lift and thrust of the mother-daughter flapping wing system platform are significantly coupled with the flapping wing frequency and flight speed, controlling altitude or speed alone can easily cause energy distribution incoordination. Therefore, in the combined transport flight phase, the total energy concept is adopted to coordinate altitude and speed control simultaneously.

[0083] Specific potential energy of the composite Represented as:

[0084]

[0085] Specific kinetic energy of the composite Represented as:

[0086]

[0087] Combined total energy for:

[0088]

[0089] Energy distribution Represented as:

[0090]

[0091] in, This represents the specific potential energy of the composite object, that is, the gravitational potential energy per unit mass. This represents the specific kinetic energy of the composite body, that is, the kinetic energy per unit mass. It represents the specific total energy of the composite, used to characterize the combined level of the composite's height energy and velocity energy. This represents the energy distribution of the composite object, used to characterize the distribution relationship between its specific potential energy and specific kinetic energy. This is the current height of the composite structure. The combined vehicle's current flight speed. It is the acceleration due to gravity;

[0092] According to the desired height and expected speed Calculate the expected total energy :

[0093]

[0094] And calculate the total energy error. :

[0095]

[0096] in, Indicates the desired flight altitude of the combined vehicle. This indicates the desired flight speed of the combined vehicle. This represents the expected specific total energy, determined by the expected height and expected speed. This indicates the current energy of the combined entity relative to its total energy. This represents the error between the expected specific energy and the current specific energy, where specific energy is the difference between the expected and current specific energy. Used to characterize the overall energy level of the assembly; when When this occurs, it indicates that the total energy of the combined system is currently lower than the expected value, requiring an increase in flapping wing drive power, flapping wing frequency, or throttle input; when When this occurs, it indicates that the total energy of the combined unit is higher than the expected value, and it is necessary to reduce the drive input or consume the excess energy through attitude adjustment.

[0097] At the same time, according to the expected height and expected speed Calculate the expected energy distribution :

[0098]

[0099] And calculate the energy distribution error. :

[0100]

[0101] In terms of control distribution, the flapping wing drive throttle or flapping wing frequency is mainly used to regulate the total energy of the combined unit. :

[0102]

[0103] Pitch control or elevator control is mainly used to adjust the energy distribution between altitude and speed:

[0104]

[0105] in, This indicates the flapping wing drive throttle or flapping wing frequency control value. This indicates the pitch control surface or equivalent pitch control quantity. and These are the balancing inputs, , , , To control the gain.

[0106] Specifically, through Total Energy TECS control, the combined aircraft can coordinate altitude and speed changes under heavy load conditions while carrying 200 sub-aircraft. For example, when the combined aircraft's altitude is lower than the desired altitude and speed is insufficient, the controller increases the flapping throttle or flapping frequency to increase total energy; when the altitude is too high but the speed is too low, the controller converts potential energy into kinetic energy through pitch control; when the speed is too high and the altitude is insufficient, the controller adjusts the pitch angle and throttle input to restore the combined aircraft to the desired energy state.

[0107] Furthermore, the control objective is expressed as:

[0108]

[0109] in, Indicates the current flight altitude of the combined vehicle. Indicates the desired flight altitude. Indicates the current flight speed of the combined vehicle. Indicates the desired flight speed. Indicates the current heading angle of the combined vehicle. Indicates the desired heading angle. This indicates the lateral deviation of the combined object relative to the desired trajectory;

[0110] The above control objective means that through multi-configuration flight control, the flight altitude, flight speed and heading angle of the combined vehicle converge to the corresponding desired values, while the lateral deviation of the combined vehicle relative to the desired trajectory gradually decreases and approaches zero, thereby achieving stable tracking flight of the combined vehicle along the preset trajectory;

[0111] The task of rotating around a disk can also be represented as:

[0112]

[0113] in, The radius error of the assembly relative to the preset hovering radius can be obtained from the difference between the horizontal distance from the current position of the assembly to the preset center and the desired hovering radius.

[0114] The aforementioned control objective refers to adjusting the heading, pitch, and flapping wing drive inputs of the combined aircraft during its circular maneuver to gradually converge the combined aircraft to a preset circular trajectory and maintain the desired flight altitude. and expected flight speed This allows for stable, fixed-radius hovering flight;

[0115] Specifically, through coordinated lateral and longitudinal control, the combined aircraft can fly stably within the target mission area, providing a stable initial state for subsequent mother-daughter coordinated flapping, release condition judgment, and safe release. In this configuration, due to the increased mass, changed center of gravity, and increased aerodynamic drag caused by the attachment of daughter aircraft 200, the mother aircraft 100 controller needs to compensate for the trim throttle, pitch control, desired speed, and pre-release hovering trajectory based on the combined mass, center of gravity, and attachment position parameters determined in step S100, so that the combined aircraft can still maintain stable transport flight even with multiple daughter aircraft 200 attached.

[0116] In one specific embodiment, the mother aircraft 100 performs flight motion control to ensure stable flight of the combined or released mother aircraft 100. The flight motion control of the mother aircraft 100 is divided into two parts: longitudinal control and lateral control. The longitudinal control preferably employs the TECS total energy control method, and the lateral control preferably employs the NPFG nonlinear path following guidance method.

[0117] During the combined transport flight phase, the mother aircraft 100 and its attached daughter aircraft 200 constitute the combined entity as the control object; after the daughter aircraft 200 is released, the control object switches to the mother aircraft 100 alone. Longitudinal TECS control is used to coordinate altitude and speed. The specific total energy of the combined entity or mother aircraft 100 can be expressed as:

[0118]

[0119] The expected ratio of total energy is:

[0120]

[0121] The total energy error is:

[0122]

[0123] The controller adjusts the mother machine's throttle to 100 or the flapping frequency based on the total energy error.

[0124]

[0125] in, For throttle or flapping wing drive input, To balance the throttle.

[0126] Lateral NPFG control is used for path following, hovering around a disk, and releasing area entry. For the target path... The lateral deviation from the current position to the target path can be expressed as:

[0127]

[0128] The controller generates the desired track angle based on the lateral deviation, current speed, and target path direction. And generate lateral control variables based on track angle errors:

[0129]

[0130] in, The lateral control input can correspond to rudder, V-tail differential control, or equivalent yaw control input.

[0131] For control of rotation around a circular disk, let the center of the disk be... The radius of rotation is Then the radial error can be expressed as:

[0132]

[0133] The NPFG controller is based on radial error. Generate the desired trajectory angle so that the combined body or mother machine 100 converges to the target circular trajectory.

[0134] Furthermore, refer to Figure 1 Step S300 includes:

[0135] S310. Based on the installation position of the sub-aircraft 200, the flapping wing motion envelope, mechanical avoidance conditions, and the existence of interference, determine whether the sub-aircraft 200 participates in coordinated flapping. The set of sub-aircraft 200s participating in coordinated flapping is defined as follows:

[0136]

[0137] in, Indicates the first The Frame 200 has sufficient flapping wing space. Indicates the first Does the scaffolding machine 200 pose a risk of mechanical interference? A value of 0 indicates that there is no risk of mechanical interference;

[0138] S320, Set sub-unit 200 coordinated flapping frequency With the mother machine's 100-beat frequency The proportional relationship between them:

[0139]

[0140] in, For the first The flapping frequency of the 200-ton scaffolding machine. The mother machine's 100-beat frequency, This is the frequency scaling factor;

[0141] Specifically, because the daughter machine 200 is smaller than the mother machine 100, its natural flapping frequency is usually higher than that of the mother machine 100, that is... In one specific embodiment, the flapping frequency of the mother aircraft 100 can be 2–6 Hz, and the flapping frequency of the daughter aircraft 200 can be 4–8 Hz. The above values ​​are only examples and can be adjusted according to specific mission requirements and the current airspeed and status of the aircraft.

[0142] The auxiliary aerodynamic force generated by the coordinated flapping of the submachine gun 200 is expressed as:

[0143]

[0144] in, For the 200 flapping amplitude of the sub-aircraft, The phase of the flapping motion of the daughter unit 200 relative to the mother unit 100. The combined flight speed;

[0145] Since the sub-machine 200 has a certain lever arm relative to the center of mass of the combined body, its coordinated flapping also generates an attitude adjustment torque, which is expressed as:

[0146]

[0147] Specifically, when the combined body has insufficient speed, insufficient climbing ability, or deviation in pitch attitude, the control system can increase the flapping frequency, flapping amplitude, or throttle input of the cooperative flapping submachine 200 to improve the auxiliary lift and auxiliary thrust of the combined body. The mounted submachine 200 is not only a passive load, but can also serve as an additional actuator of the combined body system.

[0148] Since the thrust line of action generated by the flapping of sub-unit 200 is located below the center of mass of the combined fuselage, when the flapping of sub-unit 200 generates forward auxiliary aerodynamic force, it has a vertical lever arm relative to the center of mass of the combined fuselage, forming a pitching auxiliary torque that causes the nose of the combined fuselage to tilt upwards. Pitch assist torque Represented as:

[0149]

[0150] in, For the first The pitch assist torque generated by the coordinated flapping of the 200 submachine guns The coordinates of the centroid height of the composite object. For the first The height coordinates of the thrust line of action of the submachine gun 200. For the first The auxiliary thrust generated by the individual unit 200 along the forward direction of the assembly;

[0151] Specifically, the pitch assist torque Used to compensate for the pitch down pressure tendency during the flight of a heavy payload combination, and to improve the longitudinal attitude stability during low-speed flight or low-flutter-frequency stable level flight before release.

[0152] When the submachine 200 is located below the center of mass of the assembly... Therefore, the forward thrust of the submachine 200 can generate a pitching moment on the combined body;

[0153] For multiple submachine guns 200 arranged in front and behind, the flapping intensity of different submachine guns 200 is adjusted to form a differential pitch auxiliary control torque. :

[0154]

[0155] in, This indicates the pitching moment caused by the thrust line of the sub-unit being lower than the center of mass of the assembly. This indicates the additional pitching moment generated by the auxiliary lift of the submachine gun 200 due to the different installation positions at the front and rear.

[0156] Specifically, through the above methods, the coordinated flapping of the sub-machine 200 can simultaneously improve the lift and thrust level and longitudinal attitude stability of the combined vehicle.

[0157] In step S300, in the mother-daughter cooperative flapping flight configuration, some daughter aircraft 200, while mounted, perform flapping movements, participating in the combined flight with the mother aircraft 100. Whether each daughter aircraft 200 participates in cooperative flapping is determined by its installation position and structural avoidance conditions, to avoid mechanical interference between the daughter aircraft 200 and the wings, fuselage, or adjacent daughter aircraft 200 of the mother aircraft 100. In the one-mother-three-daughter configuration, daughter aircraft 200s located at the front and rear mounting positions have sufficient flapping movement space and can perform cooperative flapping while mounted; daughter aircraft 200s located in the middle mounting position are prone to interference with adjacent structures and remain in standby or do not initiate flapping movements in the mother-daughter cooperative flapping flight configuration.

[0158] By controlling the flapping start / stop, flapping frequency, and flapping timing of the sub-units 200 located at the front and rear installation positions, they can provide auxiliary lift, auxiliary thrust, or attitude adjustment torque during the flight phase of the combined system. At this time, the sub-units 200 participating in the coordinated flapping can act as additional actuators of the combined system, thereby improving flight capability and attitude adjustment capability under heavy load conditions.

[0159] In one specific embodiment, the system determines whether the conditions for coordinated flapping of the sub-unit 200 are met. This determination is mainly based on the sub-unit 200's mounting status, mechanical avoidance conditions, the combined flight status, and the control requirements of the mother aircraft 100.

[0160] The sub-unit 200 participating in the coordinated flapping should still be in a mounted state, and its flapping wing motion envelope should not interfere with the fuselage of the mother aircraft 100, the wings of the mother aircraft 100, the clamping device 110, or adjacent sub-units 200. The conditions for coordinated flapping can be defined as follows:

[0161]

[0162] in, This indicates that slave unit 200 is in the mounted state. This indicates that the sub-aircraft 200 has flapping wing maneuverability. Indicate whether there is a risk of mechanical interference. This indicates that the combined vehicle requires auxiliary lift or attitude control.

[0163] The The error can be determined based on the combined unit's velocity error, climb rate error, or attitude error. For example:

[0164]

[0165] or:

[0166]

[0167] or:

[0168]

[0169] When the above conditions are met, the system determines that it is necessary to start the sub-machine 200 to coordinate the flapping.

[0170] In a specific embodiment of a mother and three daughter units, the daughter units 200 located at the front and rear ends are in relatively open mounting positions, which can meet the conditions for coordinated flapping; the daughter unit 200 located in the middle position can remain in standby mode because it may interfere with adjacent structures.

[0171] When the conditions for coordinated flapping of the sub-units 200 are met, the control system performs coordinated flapping control on the front and rear sub-units 200. The sub-units 200 adjust their flapping start / stop and flapping intensity according to the flapping phase of the mother unit 100, the flapping frequency of the mother unit 100, and the throttle input, so that they act as an additional actuator of the assembly, providing auxiliary lift thrust and attitude control for the assembly.

[0172] The flapping frequency of the slave unit (200) and the flapping frequency of the master unit (100) can be set as a proportional relationship:

[0173]

[0174] in, For the first The individual machine has a flapping frequency of 200. The mother machine's 100-beat frequency, This is the frequency scaling factor. Since the size of the slave unit 200 is smaller than that of the mother unit 100, the flapping frequency of the slave unit 200 can be higher than that of the mother unit 100. In one specific embodiment, the flapping frequency of the mother unit 100 can be 2–6 Hz, and the cooperative flapping frequency of the slave unit 200 can be 4–8 Hz.

[0175] The cooperative flapping control input of the slave unit 200 can be expressed as:

[0176]

[0177] in, This can correspond to the submachine 200 throttle input, flapping frequency, or flapping amplitude control quantity. Based on the basic flapping input.

[0178] The auxiliary aerodynamic force generated by the coordinated flapping of the submachine gun 200 can be expressed as:

[0179]

[0180] in, For the 200 submachines participating in the coordinated flutter, For the submachine gun, the amplitude of the 200 flaps is... This refers to the phase of the flapping motion of the slave unit 200 relative to the mother unit 100.

[0181] Since the daughter unit 200 is mounted under the fuselage of the mother unit 100, its thrust line is usually located below the center of mass of the assembly. Therefore, the forward thrust generated by the daughter unit 200 can generate a pitching moment.

[0182]

[0183] in, The coordinates of the centroid height of the composite object. The height coordinates of the thrust line of action of the submachine gun at 200. For the forward thrust of the submachine 200. When At that time, the forward thrust of the submachine 200 can generate a pitching moment, which helps to improve the longitudinal attitude stability of the large-load assembly.

[0184] Furthermore, refer to Figure 1 In step S400, the target release position is determined according to the preset release parameters. and safe release height The system determines whether the assembly has reached the vicinity of the preset target latitude and longitude and whether it meets the safe release altitude requirements. If the basic release conditions are met, it enters the mother-daughter separation and release configuration.

[0185] Target release location The target release point is determined by its longitude, latitude, and altitude.

[0186]

[0187] in, Release longitude for target point, Release the latitude and longitude of the target point. Preset safe release height;

[0188] In one specific embodiment, the safe release height It can be set to 50 m.

[0189] The current position of the combined unit is represented as:

[0190]

[0191] in, , and These are the current longitude, latitude, and altitude of the composite object;

[0192] When the combined vehicle flies to the vicinity of the target release point and the current altitude reaches or exceeds the preset safe release altitude, the combined vehicle is considered to meet the basic release conditions.

[0193] The release position condition is expressed as:

[0194]

[0195] in, The distance between the current position of the combined object and the target release position in the horizontal plane. Release the radius of the target area;

[0196] The height condition is expressed as:

[0197]

[0198] Or, within the allowed height window, it can be represented as:

[0199]

[0200] Therefore, the basic release condition is expressed as:

[0201]

[0202] That is, when the combined vehicle enters the target latitude and longitude release area and meets the safe release altitude requirements, it enters the release process.

[0203] In one specific embodiment, the release conditions are determined based on the set release parameters. The release conditions are mainly based on the target release position and the safe release height, that is, whether the assembly has reached the vicinity of the preset latitude and longitude and reached the safe release height.

[0204] The target release position can be represented as:

[0205]

[0206] The current position of the composite can be represented as:

[0207]

[0208] in, A preset safe release height is provided. In one specific embodiment, the safe release height can be set to 50 m.

[0209] The location condition can be expressed as:

[0210]

[0211] in, Release the horizontal distance between the current position of the combined object and the target using latitude and longitude coordinates. To release the radius of the region.

[0212] The height condition can be expressed as:

[0213]

[0214] Therefore, the basic release condition is:

[0215]

[0216] Furthermore, to improve release safety, the mothership's stable level flight state can be used as an auxiliary constraint, including speed, attitude, and angular velocity conditions:

[0217]

[0218] Once the release conditions are met, the system executes the release attitude clamping device 110 control. Before release, the mother aircraft 100 maintains stable level flight with a low flapping frequency, and the daughter aircraft 200 enters the release preparation self-stabilization state. The clamping device 110 receives the event trigger command and completes the release of the daughter aircraft 200.

[0219] The stable level flight of the mothership 100 at a low flapping frequency can be achieved by monitoring the current flapping frequency of the mothership 100. definition:

[0220]

[0221] in, To release the previous low-frequency threshold. In one specific embodiment, When the mother aircraft 100 maintains level flight at a flapping frequency not exceeding 3 Hz, it can be considered to meet the requirements for stable level flight with a low flapping frequency before release.

[0222] The release of the submachine 200 into a pre-stabilized state indicates that while the submachine 200 is still mounted, its attitude sensors, motors, control surfaces, and controllers are all in a state where they can be immediately operational. This can be represented as:

[0223]

[0224] in, This indicates that the attitude sensor of the slave unit 200 is normal. This indicates that the flapping wing drive motor can be started. This indicates that the control surface actuator is functioning normally. This indicates that the sub-machine 200 controller has entered the self-stabilizing control mode after release.

[0225] Clamping device 110 receives the PWM release signal output by the flight controller:

[0226]

[0227] Upon receiving the PWM signal, the servo motor or release actuator in the clamping device 110 rotates to the unlocked position, driving the connecting rod, slider, hook, or locking mechanism to move, thereby releasing the mechanical constraint between the slave unit 200 and the mother unit 100.

[0228] In a mother-and-many configuration, multiple clamping devices 110 can receive PWM release signals within the same release time window, enabling simultaneous release of multiple slave devices 200. Based on fluid-structure interaction simulation and release dynamics analysis, synchronous release reduces continuous centroid changes and repetitive attitude compensation of the mother device 100 caused by multiple releases compared to sequential release. Therefore, synchronous release is a preferred embodiment.

[0229] Furthermore, to improve release safety, speed, attitude, and angular velocity are used as auxiliary safety constraints. That is, based on meeting the target latitude, longitude, and altitude conditions, it is determined whether the combined aircraft's speed is within a safe range, whether the mother aircraft's attitude is close to a stable level flight state, and whether the angular velocity is less than a preset threshold. At this point, the release conditions are expanded to:

[0230]

[0231] in, Indicates speed constraint, Indicates attitude constraints. Indicates angular velocity constraint, This indicates the comprehensive release conditions of submachine 200. This indicates positional constraints, used to determine whether the mother machine 100 or the assembly has reached the preset release area or is near the preset release track point. This indicates an altitude constraint, used to determine whether the current flight altitude meets the preset release altitude requirements. This indicates a speed constraint, used to determine whether the current flight speed is within the permissible release speed range. This indicates attitude constraints, used to determine whether the attitude of the mother aircraft 100 or the combined aircraft is close to a stable level flight state. This indicates angular velocity constraints, used to determine whether the roll angular velocity, pitch angular velocity, and yaw angular velocity of the mother machine 100 or the assembly are less than preset thresholds.

[0232] In addition, symbols This represents a logical AND relationship, meaning that all the above release constraints must be satisfied simultaneously. The combined release condition is satisfied only if the position constraint, height constraint, velocity constraint, attitude constraint, and angular velocity constraint are all satisfied. Only after the system is established will it send a release command to the clamping device 110 to reduce the risk of collision, sudden attitude change and stall during the release process of the slave device 200.

[0233] Based on fluid-structure interaction simulation and release dynamics analysis, compared to sequential or delayed release, synchronous release reduces continuous mass shifts and centroid displacements caused by multiple releases, avoiding repeated attitude compensation by the mother aircraft 100 during multiple releases. Simultaneously, synchronous release allows multiple daughter aircraft 200s to detach from the mother aircraft 100 under the same incoming flow and similar initial attitude conditions, reducing aerodynamic interference differences caused by releases at different times. Therefore, in a mother-daughter configuration, synchronous release is the preferred release method. After release, the mother aircraft 100 switches from combined flight state to single-aircraft flight state, and re-performs attitude compensation based on the new mass and centroid state.

[0234] Specifically, the aforementioned speed, attitude, and angular velocity constraints are preferred safety judgment conditions and do not change the basic logic of release judgment, which is centered on target position and safe altitude.

[0235] When the release conditions are met, the control system sends a release command to the clamping device 110, causing the slave machine 200 to be released from mechanical constraints and separate from the mother machine 100. The release method can include single-machine release, sequential release, and synchronous release. In a preferred embodiment, for a mother-multiple-slave configuration, multiple slave machines 200 adopt a synchronous release method, that is, multiple clamping devices 110 receive the release command and unlock at the same time within the same release time window, so that multiple slave machines 200 are detached from the mother machine 100 approximately at the same time.

[0236] Specifically, for sub-machine 200, sub-machine 200 then enters step S600, the rapid self-stabilization and independent flight control process.

[0237] Furthermore, in step S500, the low-flapping-frequency stable level flight refers to the mother aircraft 100 flying at a low flapping frequency before release, so that the combined aircraft is in a relatively stable flight state before release. The flapping frequency of the mother aircraft 100 during level flight can be used as a physical quantity to measure the flight state before release, denoted as... Preset low pouncing frequency threshold before release When the mother machine's current frequency meets 100 If the mother aircraft 100 is still able to maintain level flight, it is considered that the mother aircraft 100 meets the conditions for stable level flight with low pouncing frequency.

[0238] In one specific embodiment, the low-frequency threshold of the pre-machine 100 is released. It can be set to 3 Hz. That is, when the mother aircraft 100 maintains stable level flight at a flapping frequency not higher than 3 Hz, the system considers it to meet the requirements for stable level flight at a low flapping frequency before release. Using this state for release helps to reduce the periodic fluctuations of the mother aircraft 100 and the aerodynamic disturbances at the moment of release, thereby improving the safety of the separation of the daughter aircraft 200.

[0239] Combining the mothership's attitude and altitude changes to assist in determining the low-flutter-frequency stable level flight state, while meeting the requirements... Based on this, the mother machine's 100° roll angle, pitch angle deviation, and altitude change rate satisfy:

[0240]

[0241] in, For the mother machine, 100 roll angle, For the mother machine, a pitch angle of 100 degrees. To adjust the pitch angle for the mothership at 100 km / h level flight, The height change rate of the mother machine is 100. , and These are the allowed attitude and altitude change thresholds before release;

[0242] The aforementioned attitude and altitude conditions can serve as auxiliary safety constraints, while the primary basis for judging the state before core release is still the mother aircraft's low-flying level flight at 100 km / h.

[0243] Before release, the slave aircraft 200 enters a release preparation self-stabilization state. This state refers to the slave aircraft 200 being in a state of still being constrained by the load, with the flight controller, motor drive system, attitude sensors, and control surface control system all in a state of readiness for release. The slave aircraft 200's attitude controller has completed initialization and is able to immediately initiate flapping and attitude stabilization control after the clamping constraints are released.

[0244] The pre-stabilized state of slave unit 200 release can be characterized by the following conditions:

[0245]

[0246] in, Indicates the first The attitude sensor of the 200 unit is functioning normally. This indicates that the flapping-wing drive motor of the sub-machine 200 is in an startable state. This indicates that the 200 control surfaces or attitude adjustment actuators of the submachine gun are in normal condition. This indicates that the flight controller of the sub-machine 200 has entered the post-release self-stabilization control mode;

[0247] When the mother aircraft 100 meets the low-flutter-frequency stable level flight conditions and the daughter aircraft 200 meets the release preparation self-stabilization conditions, a release command is sent to the clamping device 110. The release command is transmitted to the servo motor or release actuator of the clamping device 110 through a PWM signal. Specifically, the flight controller outputs a preset PWM pulse width signal to make the servo motor in the clamping device 110 rotate to the unlocking angle, thereby driving the linkage, slider, hook or locking mechanism to move, thereby releasing the mechanical constraint between the daughter aircraft 200 and the mother aircraft 100.

[0248] The release control command is represented as:

[0249]

[0250] in, To release the control input, This is a PWM signal used to unlock the clamping device 110;

[0251] When the clamping device 110 receives Then, the release mechanism completes the unlocking action within the preset response time, separating the slave unit 200 from the mother unit 100;

[0252] Specifically, in a mother-and-many configuration, multiple clamping devices 110 can receive the same release command or receive a PWM release signal within the same release time window, enabling the synchronous release of multiple slave devices 200. Synchronous release can reduce continuous centroid changes and repetitive attitude compensation of the mother device 100 caused by multiple releases, which is beneficial to maintaining the stability of the assembly during the release process.

[0253] At the moment of release, the mother aircraft 100 experiences a decrease in mass and a change in its center of gravity due to the separation of the daughter aircraft 200. Its motion characteristics include a sudden decrease in the total mass of the combined system, a shift in the center of gravity towards the mother aircraft 100's own center of gravity, potential short-term disturbances in the mother aircraft 100's pitch angle, and possible short-term fluctuations in flight speed. Therefore, after release, the mother aircraft 100 needs to switch from combined system flight control to individual mother aircraft flight control, compensating for the release disturbances through tail control surfaces or flapping wing throttle. The daughter aircraft 200, upon release, immediately enters a rapid attitude recovery and independent flight control process.

[0254] In the mother-daughter separation and release configuration, after the mother aircraft 100 flies to a preset altitude, position, attitude, or mission area, the system enters the daughter aircraft 200 release process. Before release, the mother aircraft 100 switches to a low-flutter-frequency stable level flight state to reduce attitude fluctuations and aerodynamic disturbances at the moment of release; simultaneously, the daughter aircraft 200 enters release preparation and attitude stabilization mode. Subsequently, the clamping device 110 receives the release command and executes a transient release, causing the corresponding daughter aircraft 200 to be released from restraint and separate from the mother aircraft 100. The control focus of this stage is on release condition judgment, release timing control, clamping device 110 action control, maintaining the mother aircraft 100 in low-flutter-frequency level flight, attitude compensation of the mother aircraft 100 at the moment of release, and safe disengagement control of the daughter aircraft 200, thereby reducing the risk of collision, rollover, and attitude instability during the mother-daughter separation process.

[0255] Furthermore, refer to Figure 1 In step S600, at the instant of release, the sub-machine 200 changes from a constrained state to a free-flight state, and its motion characteristics are mainly manifested as follows:

[0256] Once the mechanical constraints on the slave aircraft 200 are released, the slave aircraft 200 is affected by the forward flow, wake interference, release transient disturbances, and its own initial attitude from the mother aircraft 100. This may result in short-term descent, sudden pitch angle changes, roll disturbances, or speed fluctuations. To avoid the slave aircraft 200 from stalling, spinning, rolling, or secondary interference with the mother aircraft 100, the slave aircraft 200 immediately initiates flapping wing motion after the clamping constraints are released to establish lift and thrust, and prioritizes attitude stabilization control.

[0257] In one specific embodiment, the strategy of instantaneously activating the flapping wings of the sub-unit 200 after release can be optimized through fluid-structure interaction simulation and release dynamics simulation. Simulation results show that, compared with delayed flapping after release or free fall followed by flapping, the sub-unit 200 can establish lift and thrust more quickly by immediately activating the flapping wings after the clamping constraints are released, reducing altitude loss and attitude change amplitude in the initial stage of release, thereby reducing the risk of stall, spin, and roll. Therefore, instantaneous flapping can be considered a preferred control method for rapid self-stabilization after release.

[0258] For multiple slave machines 200 releases, the release methods can include single-machine release, sequential release, and synchronous release;

[0259] In a preferred embodiment, the multiple slave units 200 employ a synchronous release method, meaning that multiple clamping devices 110 receive release PWM commands within the same release time window and unlock approximately simultaneously, allowing the multiple slave units 200 to detach from the mother unit 100 at the same time. The kinematic characteristic of synchronous release is that the multiple slave units 200 enter a free-flight state under similar initial velocities, incoming flow conditions, and mother unit 100 attitude conditions. This reduces continuous center of mass changes caused by multiple releases, repeated attitude compensation of the mother unit 100, and differences in aerodynamic interference caused by different release sequences. Therefore, for a mother-and-multiple-slave configuration, synchronous release is the preferred release sequence.

[0260] The state of slave unit 200 after release is represented as follows:

[0261]

[0262] in, For the first The position of the 200-unit submachine gun. For the slave unit, the speed is 200. For the slave unit at a 200° attitude angle, The submachine's angular velocity is 200.

[0263] The goal of rapid self-stabilization of slave aircraft 200 is to rapidly converge the attitude disturbances after its release, mainly including roll angle convergence, pitch angle recovery, angular velocity reduction, and airspeed maintenance, expressed as:

[0264]

[0265] in, The trim pitch angle for the sub-aircraft in stable level flight or safe flight conditions at 200°.

[0266] The self-stabilizing state of submachine 200 is defined by the fact that submachine 200 does not exhibit a dangerous posture and that its posture change is within a safe threshold. When submachine 200 does not stall, spin, roll continuously, or sink irreversibly after release, and its posture change is less than a preset threshold, submachine 200 can be considered to have achieved initial self-stabilization, expressed as:

[0267]

[0268] in, , , These represent the changes in the submachine gun's roll angle, pitch angle, and yaw angle within a short time window after release. , , These are the allowed attitude change thresholds;

[0269] In one specific embodiment, the threshold for the instantaneous change in pitch angle after the slave unit 200 is released can be set as follows:

[0270]

[0271] That is, when the pitch angle of the slave unit 200 changes instantaneously by less than 40° after release, and no stall, spin, or roll occurs, the attitude recovery process of the slave unit 200 can be considered to be within a safe range.

[0272] The roll angle, angular velocity, and velocity are combined for auxiliary judgment, namely:

[0273]

[0274] in, To allow roll angle threshold, To allow angular velocity threshold, The safe flight speed threshold for the sub-machine is 200.

[0275] "Escape from the interference zone of the mother machine 100" refers to the area where the slave unit 200 leaves the near field of the mother machine 100, the wake influence zone, and the area where it may have close-range interference with the mother machine 100 or other slave units 200. This area can be determined based on the relative distance between the slave unit 200 and the mother machine 100, the vertical spacing, and the attitude recovery state. The spatial distance between the slave unit 200 and the mother machine 100 is expressed as:

[0276]

[0277] When satisfied , Furthermore, when slave unit 200 meets the attitude recovery conditions, slave unit 200 has already left the interference zone of mother unit 100. For safe distance threshold, For safe vertical spacing;

[0278] In one specific embodiment, It can be set to 1–3 times the wingspan of a 200-meter multi-plane.

[0279] Therefore, the comprehensive criterion for the slave unit 200 to leave the interference zone and complete attitude recovery is expressed as follows:

[0280]

[0281] in, Indicates the first The 200th sub-machine meets the conditions for switching to independent flight configuration. This indicates that the submachine 200 meets the attitude self-stabilization condition;

[0282] Once the conditions for switching to independent flight configuration are met, the sub-aircraft 200 will be switched from the rapid self-stabilization mode after release to the independent flight mode. In the independent flight mode, the sub-aircraft 200 can continue to perform altitude hold flight, path tracking, close-range detection, formation flight or subsequent rapid deployment and landing missions.

[0283] Through step S600, the slave aircraft 200 can quickly establish lift and thrust after synchronous release, suppress transient attitude disturbances during release, avoid stall, spin and roll, safely escape the interference zone of the mother aircraft 100, and enter a stable independent flight state.

[0284] In the independent flight configuration of the slave aircraft 200, after release, the slave aircraft 200 detaches from the aerodynamic interference zone of the mother aircraft 100. Immediately upon release, the slave aircraft 200 initiates flapping wing motion to rapidly build lift and thrust, mitigating the risks of attitude descent, roll, or stall, and then enters the attitude recovery and independent flight control process. After achieving initial attitude stabilization, the slave aircraft 200 can further perform tasks such as altitude hold, path tracking, low-altitude maneuvers, close-range detection, confined space traversal, and multi-point dispersed flight. The control focus at this stage is on instantaneous flapping initiation after release, rapid attitude stabilization, detachment from the interference zone of the mother aircraft 100, and subsequent mission flight control.

[0285] After multiple sub-robots 200 complete their release and enter a stable independent flight state, the system can further enter a multi-robot cooperative formation flight configuration. Multiple flapping-wing flying robots perform formation maintenance, formation dispersal, formation reconfiguration, and cooperative maneuver control according to mission instructions, target trajectories, or formation constraints to achieve tasks such as multi-robot cooperative detection, multi-point patrol, and area coverage. The control focus at this stage is on multi-robot state synchronization, relative position constraints, and cooperative task allocation.

[0286] Furthermore, in step S700, the descent trajectory entry control is used to gradually guide the sub-aircraft 200 from its current independent flight state into a descent trajectory pointing towards the target landing point. At this time, the controller generates a desired heading, desired descent rate, and desired speed based on the target landing point, the current position, altitude, speed, and attitude of the sub-aircraft 200, causing the sub-aircraft 200 to approach the target landing area along a preset glide path.

[0287] Set the target landing point location for:

[0288]

[0289] Submachine 200 current position for:

[0290]

[0291] The positional error between the submachine gun 200 and the target landing point for:

[0292]

[0293] Among them, horizontal position error Represented as:

[0294]

[0295] Height error Represented as:

[0296]

[0297] in, To generate the desired height based on the descent trajectory or glide path, The current height of the submachine gun is 200.

[0298] In a two-stage landing control structure with cascaded PID controllers, the outer-loop position / height PID controller is based on the horizontal position error. and height error Generate desired heading Expected level speed and expected rate of decline Expected course Represented as:

[0299]

[0300] Expected decline rate Generated by high-resolution PID:

[0301]

[0302] in, , , These are the proportional, integral, and derivative gains of the outer-loop PID controller, respectively.

[0303] Inner loop speed / attitude PID based on desired heading Expected decline rate The error between the actual flight state and the actual flight state generates pitch control, lateral control, and flapping wing drive inputs for sub-machine 200, as well as heading error. for:

[0304]

[0305] rate of decline error for:

[0306]

[0307] Then the lateral control input and pitch control input Represented as:

[0308]

[0309] Among them, the lateral control input This corresponds to the rudder and V-tail differential control inputs or equivalent lateral control inputs of the sub-machine 200, and the pitch control input. This corresponds to the elevator and V-tail control quantities or equivalent pitch control quantities of the submachine gun 200.

[0310] During the descent trajectory control phase, the control objective is to gradually converge the sub-machine 200 to the target landing point direction and enter the preset descent trajectory, specifically:

[0311]

[0312] in, Indicates the first The horizontal position deviation of the gantry crane 200 relative to the target landing point or the preset descent trajectory. This indicates that the submachine gun 200 gradually converges to the target landing point direction in the horizontal plane; Indicates the first The current flight altitude of the 200-ton aircraft. This indicates the desired altitude corresponding to the preset descent trajectory. This indicates that the submachine gun gradually tracks the desired altitude from height 200. Indicates the first The current heading angle of the gantry crane 200. This represents the desired heading angle pointing towards the target landing point or along the preset descent trajectory. This indicates that the flight path of the submachine gun 200 is gradually aligning with the target direction. Indicates the first The current height change rate or descent rate of the scaffolding machine 200. Indicates the expected rate of decline. This indicates that the sub-machine 200 descends smoothly according to the preset descent trajectory. The above control objectives work together to enable the sub-machine (200) to enter the preset descent trajectory and provide a stable state for subsequent autonomous landing.

[0313] At the end of the mission, the flapping-wing flying robot enters a rapid deployment and landing configuration. Based on the target landing area location, its own flight speed, altitude, and attitude, the sub-robot 200 performs descent, approach, attitude adjustment, and landing control to complete a rapid, safe, and controllable landing. The control focus in this phase is on the sub-robot 200's landing trajectory planning, descent control, attitude stabilization, and landing point control.

[0314] Furthermore, refer to Figure 1 In step S700, the flattening and ground-touching deployment control is used to reduce the descent rate and attitude fluctuation when the sub-machine 200 approaches the ground or the target landing area, so that the sub-machine 200 can complete a safe ground touch or deployment.

[0315] When the slave unit 200 meets the preset switching conditions, the controller switches from the descent track entry phase to the leveling and ground contact deployment phase. Switching conditions may include height, distance, or time conditions.

[0316]

[0317] or:

[0318]

[0319] or:

[0320]

[0321] in, To flatten the height threshold, To flatten the distance threshold, The maximum approach time threshold;

[0322] After entering the flattening and grounding deployment control, the controller gradually reduces the expected descent rate, causing the slave unit 200 to transition from the descent state to the flattening state:

[0323] Simultaneously set the desired pitch angle for leveling:

[0324]

[0325] in, To determine the target pitch angle during the leveling phase, the inner-loop attitude PID controller generates control inputs based on the error between the desired pitch angle and the actual pitch angle.

[0326]

[0327] in, To flatten the control input, it can correspond to the elevator, V-tail in the same direction control quantity or equivalent pitch control quantity;

[0328] During the leveling and touchdown deployment control phase, the flapping wing drive input is adjusted according to the speed and descent rate. When the speed of the sub-aircraft 200 is insufficient, the flapping wing drive is maintained appropriately to avoid stalling. When the sub-aircraft 200 is close to touchdown, the flapping wing drive is reduced or a small throttle is maintained so that the sub-aircraft 200 completes the touchdown deployment with a low descent rate and small attitude fluctuations.

[0329] The control objectives for the flattening and ground contact deployment control phases are:

[0330]

[0331] in, Indicates the first The rate of change of current height or vertical velocity of the scaffolding machine (200) before it touches the ground. To allow a vertical velocity threshold for ground contact, This indicates that the descent speed of the submachine (200) before contact with the ground needs to be controlled within a safe range. and They represent the first The current roll and pitch angles of the gantry crane (200), and These are the allowable roll angle and allowable pitch angle thresholds, respectively. , This indicates that the submachine (200) should maintain a stable attitude before touching the ground to avoid instability due to excessive roll or pitch angles. This indicates the actual contact point location of the submachine (200). Indicates the target landing point location. To allow for the radius of error in landing point, This indicates that the actual point of contact is within the allowable error range of the target landing point;

[0332] The aforementioned control objectives are used to constrain the vertical velocity, touchdown attitude, and landing point error of the submachine (200) during the flattening and touchdown deployment control phases, thereby achieving a safe, stable, and position-controllable autonomous landing.

[0333] Specifically, the cascaded PID control structure is explained as follows:

[0334] The two-stage landing control described above adopts a cascaded PID structure of "outer loop position / altitude control + inner loop speed / attitude control". The outer loop mainly generates the desired heading, desired speed and desired rate of descent based on the error between the target landing point and the current position of the aircraft 200; the inner loop generates the control surface input and flapping wing drive input based on the error between the desired values ​​and the actual flight state.

[0335] Specifically: During the descent trajectory entry control phase, the outer loop is responsible for guiding the sub-aircraft 200 into the target descent trajectory, while the inner loop is responsible for tracking the desired heading and descent rate; During the leveling and touchdown deployment control phase, the outer loop triggers leveling control based on altitude or distance, while the inner loop is responsible for pitch attitude stabilization and descent rate suppression; The two phases are switched between each other using altitude thresholds, distance thresholds, or time thresholds.

[0336] Through the aforementioned cascaded PID two-stage landing control, the slave unit 200 can smoothly switch from normal flight state to descent trajectory at the end of its independent flight mission after release, and then switch from descent trajectory to flat-landing state, thereby improving the landing accuracy, attitude stability and landing safety during rapid deployment and landing.

[0337] Furthermore, refer to Figures 2 to 5 The present invention also proposes a mother-daughter flapping wing system platform for executing the cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping wing flying robot. The mother-daughter flapping wing system platform includes a mother machine 100 and at least one daughter machine 200. The daughter machine 200 is mounted under the fuselage of the mother machine 100 and is arranged along the longitudinal or chordal direction of the fuselage of the mother machine 100. The mother machine 100 has at least one mounting position, and a clamping device 110 is provided at the mounting position. Each daughter machine 200 is connected or disconnected from the clamping device 110 provided on the mother machine 100 through a hook or connecting part, so as to realize the controllable connection or disconnection of the daughter machine 200 from the mother machine 100.

[0338] Furthermore, the flapping-wing system platform is equipped with various expandable mounting configurations, including a one-mother-one-child configuration, a one-mother-two-child configuration, and a one-mother-three-child configuration. In the one-mother-one-child configuration, one child aircraft 200 is installed on the lower part of the middle of the mother aircraft 100 through a mounting connection structure composed of a clamping device 110 and hooks or connecting parts. In the one-mother-two-child configuration, two child aircraft 200s are respectively installed at the front and rear mounting positions under the mother aircraft to form a medium-load combined flight configuration. In the one-mother-three-child configuration, three child aircraft 200s are respectively installed at the front, middle, and rear mounting positions under the fuselage of the mother aircraft 100 to form a multi-child aircraft 200 combined flight configuration.

[0339] It should be understood that the method steps in the embodiments of the present invention can be implemented or carried out by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer-readable storage medium. The method can use standard programming techniques. Each program can be implemented in a high-level procedural or object-oriented programming language to communicate with the computer system. However, if necessary, the program can be implemented in assembly or machine language. In any case, the language can be a compiled or interpreted language. Furthermore, for this purpose, the program can run on a programmed application-specific integrated circuit (ASIC).

[0340] Furthermore, the procedures described herein may be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by the context. The procedures described herein (or variations and / or combinations thereof) may be executed under the control of one or more computer systems configured with executable instructions, and may be implemented by hardware or a combination thereof as code (e.g., executable instructions, one or more computer programs, or one or more applications) that commonly executes on one or more processors. The computer program comprises a plurality of instructions executable by one or more processors.

[0341] Furthermore, the method can be implemented operatively connected to any suitable type of computing platform, including but not limited to personal computers, minicomputers, mainframes, workstations, networked or distributed computing environments, standalone or integrated computer platforms, or communicating with charged particle tools or other imaging systems, etc. Aspects of the invention can be implemented as machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, optical read and / or write storage medium, RAM, ROM, etc., such that it is readable by a programmable computer, and when the storage medium or device is read by the computer, it can be used to configure and operate the computer to perform the processes described herein. Furthermore, the machine-readable code, or portions thereof, can be transmitted via wired or wireless networks. The invention described herein includes these and other different types of non-transitory computer-readable storage media when such media comprises instructions or programs that implement the steps described above in conjunction with a microprocessor or other data processor. When programmed according to the methods and techniques described in the invention, the invention may also include the computer itself.

[0342] A computer program can be applied to input data to perform the functions described herein, thereby transforming the input data to generate output data stored in non-volatile memory. The output information can also be applied to one or more output devices, such as a display. In a preferred embodiment of the invention, the transformed data represents physical and tangible objects, including specific visual depictions of physical and tangible objects generated on the display.

[0343] The above description is merely a preferred embodiment of the present invention. The present invention is not limited to the above-described embodiments. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention, as long as they achieve the technical effects of the present invention by the same means, should be included within the scope of protection of the present invention. Within the scope of protection of the present invention, the technical solutions and / or implementation methods can have various modifications and variations.

Claims

1. A cooperative control method for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot, characterized in that, The method described herein operates on a mother-daughter flapping wing system platform, which includes a mother aircraft (100) and at least one daughter aircraft (200). The daughter aircraft (200) is mounted under the fuselage of the mother aircraft (100) and is arranged longitudinally or chordally along the fuselage of the mother aircraft (100). The method described herein includes the following steps: S100, based on the mother-daughter flapping wing system platform, completes the configuration of the mother aircraft (100), daughter aircraft (200) and clamping device (110), and sets the mission area, flight path and release parameters; S200, enter the combined transport flight configuration, and achieve stable take-off, climb, cruise and mission area entry of the combined aircraft through the flight motion control of the mother aircraft (100); S300, enters the mother-daughter coordinated flapping flight configuration, controls the daughter aircraft (200) to flap in coordination under the load state, and provides auxiliary lift thrust and attitude auxiliary control for the combined body; S400: Determine whether the mother-daughter flapping wing system platform meets the release conditions. When the target position, altitude and mother machine (100) stable attitude requirements are met, enter the mother-daughter separation and release configuration. S500 Before executing the release action, the mother aircraft (100) maintains a low-flutter-frequency stable level flight state, the daughter aircraft (200) enters the release preparation self-stabilization state, the clamping device (110) receives the release control command and executes the release procedure to complete the release of the daughter aircraft (200); S600 and its sub-aircraft (200) enter independent flight configuration. After release, the sub-aircraft (200) instantly initiates flapping, quickly escapes the interference zone of the mother aircraft (100), and completes attitude recovery, path tracking and multi-aircraft collaborative tasks. S700 enters rapid deployment and landing configuration, adopting a two-stage landing control based on cascaded PID, including descent trajectory entry control and leveling and ground contact deployment control, to complete descent trajectory entry, leveling and ground contact deployment.

2. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, Step S100 includes: S110, configuring the mother machine (100), daughter machine (200) and clamping device (110), configuring the mounting position of the daughter machine (200) according to the static moment balance relationship of the assembly formed by the mother machine (100) and daughter machine (200), so that the center of mass of the assembly is located within the allowable balancing range of the mother machine (100). A coordinate system is established using the midpoint of the carbon fiber square tube of the mother machine (100) fuselage, the original center of mass of the mother machine, or the preset balancing reference position as reference points. An x-axis is established with the longitudinal direction of the mother machine (100) fuselage as the reference point. The mass of the mother machine (100) is assumed to be... The center of mass of the mother machine (100) is located at... , No. The weight of the scaffolding machine (200) is ,in , The actual number of mounted submachines (200), the first The mounting position or center of gravity position of the scaffolding machine (200) is The total mass of the assembly consisting of the mother machine (100) and the mounted daughter machine (200) is... for: ， The position of the center of mass of the composite for: ， in, Indicates the location of the center of mass of the composite. Indicates the position of the center of mass of the mother machine (100). Indicates the first After the scaffolding machine (200) is mounted, its center of mass is located in the same coordinate system. To ensure that the combined aircraft can be effectively trimmed by the tail fin and flapping wing drive system of the mother aircraft (100) during flight, the center of mass of the combined aircraft needs to be positioned... The trim center of gravity range allowed for the mothership (100) under the current aerodynamic layout, tail control capability, and flapping wing drive capability is met. ,Right now: ， For longitudinal mounting configuration, the mounting position of the sub-unit (200) along the front-rear direction of the mother unit (100) fuselage is determined by the pitch static moment balance relationship. The center of mass of the mother machine (100) is at Coordinates along the axis, For the first The center of gravity or equivalent mounting position of the scaffolding machine (200) is at Coordinates along the axis, To preset the balance reference position or target centroid position, the assembly revolves around the reference position. The longitudinal static moment satisfies: ， in, Represents the algebraic sum of the static moments of the assembly about the mother machine's transverse or pitch axis; S120. After completing the configuration, set the mission area, flight path, and release parameters, including the target release location. Safe release height Release speed range Release attitude threshold, angular velocity threshold, release time window Release method and release sequence of submachine (200), wherein the target release position Longitude of the target release point ,latitude and safe release height To be determined together, namely: ， When the combined vehicle flies to the vicinity of the target latitude and longitude and the altitude reaches or exceeds the preset safe release altitude, the release condition judgment process is initiated.

3. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S200, the flight state of the combined vehicle is represented as follows: ， in, The current position of the combined object. For the velocity of the combined body, These are the combined body's roll angle, pitch angle, and yaw angle, respectively. The combined unit's three-axis angular velocity; the combined unit's current position. Combined speed Roll angle of the combined body Pitch angle and yaw angle It is obtained from the flight controller, inertial measurement unit, positioning module, airspeed sensor or velocity estimation module; The mothership (100) flight motion control includes lateral control and longitudinal control. Lateral control is used to achieve heading control, circular hovering, path tracking, and mission area entry. Longitudinal control is used to achieve coordinated control of altitude, speed, rate of climb, and total energy. The combined flight state Used for lateral path following and longitudinal energy control, the control objective is achieved through the flight motion control of the mother aircraft (100); Among them, the lateral control preferably adopts the nonlinear path following NPFG guidance method. The nonlinear path following NPFG guidance method generates the desired heading or lateral acceleration command based on the current position of the combined body, the target track, the current speed, and the track error, and then achieves path following through the tail fin or lateral control surface control of the mother aircraft (100). For the target path Define the lateral deviation of the combined object's current position from the target path as: ， in, This represents the shortest distance from the current location to the target path, based on the lateral deviation. Current speed Generate the desired track angle with the desired path direction. The mothership (100) further adjusts its trajectory according to the desired angle. With current track angle Error between Generate lateral control input The error Represented as: ， Lateral control input Represented as: ， in, This is the lateral control input, corresponding to the tail rudder input, differential control surface input, or equivalent lateral control input. and To control the gain, and These are the desired yaw rate and the current yaw rate, respectively. Before entering the mission area or release area, the combined vehicle performs circular hovering or fixed-radius loitering flight. For a circular target path, the center of the circle is set. for The expected hovering radius is The radial error of the composite body relative to the center of the circle is... for: ， According to radial error The desired track angle is generated by the tangential flight direction. This causes the combined object to gradually converge to the target spiral circle; The longitudinal control employs the Total Energy TECS control method. Because the lift and thrust of the mother-daughter flapping wing system platform are significantly coupled with the flapping wing frequency and flight speed, controlling altitude or speed alone can easily lead to energy distribution imbalances. Therefore, during the combined transport flight phase, the total energy approach is used to simultaneously coordinate altitude and speed control, thus improving the specific potential energy of the combined system. Represented as: ， Specific kinetic energy of the composite Represented as: ， Combined total energy for: ， Energy distribution Represented as: ， in, This represents the specific potential energy of the composite object, that is, the gravitational potential energy per unit mass. This represents the specific kinetic energy of the composite body, that is, the kinetic energy per unit mass. It represents the specific total energy of the composite, used to characterize the combined level of the composite's height energy and velocity energy. This represents the energy distribution of the composite object, used to characterize the distribution relationship between its specific potential energy and specific kinetic energy. This is the current height of the composite structure. The combined vehicle's current flight speed. It is the acceleration due to gravity; According to the desired height and expected speed Calculate the expected total energy : ， And calculate the total energy error. : ， in, Indicates the desired flight altitude of the combined vehicle. This indicates the desired flight speed of the combined vehicle. This represents the expected specific total energy, determined by the expected height and expected speed. This indicates the current energy of the combined entity relative to its total energy. This represents the error between the expected specific energy and the current specific energy, where specific energy is the difference between the expected and current specific energy. Used to characterize the overall energy level of the assembly; At the same time, according to the expected height and expected speed Calculate the expected energy distribution : ， And calculate the energy distribution error. : ， In terms of control distribution, the flapping wing drive throttle or flapping wing frequency is mainly used to regulate the total energy of the combined unit. : ， Pitch control or elevator control is mainly used to adjust the energy distribution between altitude and speed: ， in, This indicates the flapping wing drive throttle or flapping wing frequency control value. This indicates the pitch control surface or equivalent pitch control quantity. and These are the balancing inputs, , , , To control the gain; The control objective is expressed as: ， in, Indicates the current flight altitude of the combined vehicle. Indicates the desired flight altitude. Indicates the current flight speed of the combined vehicle. Indicates the desired flight speed. Indicates the current heading angle of the combined vehicle. Indicates the desired heading angle. This indicates the lateral deviation of the combined object relative to the desired trajectory; The task of rotating around a disk can also be represented as: ， in, The radius error of the assembly relative to the preset hovering radius can be obtained from the difference between the horizontal distance from the current position of the assembly to the preset center and the desired hovering radius.

4. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, Step S300 includes: S310. Based on the installation position of the sub-machine (200), the flapping wing motion envelope, and the mechanical avoidance conditions, and whether interference exists, determine whether the sub-machine (200) participates in coordinated flapping. The set of sub-machines (200) participating in coordinated flapping is defined as follows: ， in, Indicates the first The 200-inch gantry aircraft has sufficient flapping wing space. Indicates the first Is there a risk of mechanical interference with the scaffolding machine (200)? A value of 0 indicates that there is no risk of mechanical interference; S320, Set the cooperative flapping frequency of the sub-unit (200) With the mother machine (100) flapping frequency The proportional relationship between them: ， in, For the first The flapping frequency of the scaffolding machine (200), The flapping frequency of the mother machine (100), This is the frequency scaling factor; The auxiliary aerodynamic force generated by the coordinated flapping of the submachine (200) is expressed as: ， in, For the flapping amplitude of the sub-aircraft (200), The phase of the flapping motion of the daughter aircraft (200) relative to the mother aircraft (100) The combined flight speed; Since the submachine (200) has a certain lever arm relative to the center of mass of the combined body, its coordinated flapping also generates an attitude adjustment torque, which is expressed as: ， Since the thrust line of action generated by the flapping of the sub-engine (200) is located below the center of mass of the combined aircraft, when the flapping of the sub-engine (200) generates a forward auxiliary aerodynamic force, it has a vertical lever arm relative to the center of mass of the combined aircraft, forming a pitching auxiliary torque that causes the nose of the combined aircraft to tilt upward. Pitch assist torque Represented as: ， in, For the first The pitching auxiliary torque generated by the coordinated flapping of the individual units (200) The coordinates of the centroid height of the composite object. For the first Height coordinates of the thrust line of action of the submachine (200), For the first The auxiliary thrust generated by the individual unit (200) along the forward direction of the assembly; When the submachine (200) is located below the center of mass of the assembly, Therefore, the forward thrust of the submachine (200) can generate a pitching moment on the combined body; For multiple submachines (200) arranged in front and behind, the flapping intensity of different submachines (200) is adjusted to form a differential pitch auxiliary control torque. : ， in, This indicates that the thrust line of the submachine (200) is lower than the center of mass of the combined unit, resulting in a pitching moment. The auxiliary lift of the submachine (200) is the additional pitching moment generated due to the different installation positions at the front and rear.

5. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S400, the target release position is determined according to the preset release parameters. and safe release height The system determines whether the assembly has reached the vicinity of the preset target latitude and longitude and whether it meets the safe release altitude requirements. If the basic release conditions are met, it enters the mother-daughter separation and release configuration. Target release location The target release point is determined by its longitude, latitude, and altitude. ， in, Release longitude for target point, Release the latitude and longitude of the target point. The preset safe release height; the current position of the combined unit is indicated as: ， in, , and These are the current longitude, latitude, and altitude of the composite object; When the combined vehicle flies to the vicinity of the target release point and the current altitude reaches or exceeds the preset safe release altitude, the combined vehicle is considered to meet the basic release conditions. The release position condition is expressed as: ， in, The distance between the current position of the combined object and the target release position in the horizontal plane. Release the radius of the target area; The height condition is expressed as: ， Or, within the allowed height window, it can be represented as: ， Therefore, the basic release condition is expressed as: ， That is, when the combined vehicle enters the target latitude and longitude release area and meets the safe release altitude requirements, the release process begins; To improve release safety, speed, attitude, and angular velocity are used as auxiliary safety constraints. That is, based on meeting the target latitude, longitude, and altitude conditions, it is determined whether the combined speed is within a safe range, whether the mother aircraft (100) attitude is close to a stable level flight state, and whether the angular velocity is less than a preset threshold. At this time, the release conditions are expanded to: ， in, Indicates the comprehensive release conditions of the submachine (200). This indicates a position constraint, used to determine whether the mother machine (100) or the assembly has reached the preset release area or is near the preset release track point. This indicates an altitude constraint, used to determine whether the current flight altitude meets the preset release altitude requirements. This indicates a speed constraint, used to determine whether the current flight speed is within the permissible release speed range. This indicates attitude constraints, used to determine whether the attitude of the mother aircraft (100) or the combined aircraft is close to a stable level flight state. The angular velocity constraint is used to determine whether the roll angular velocity, pitch angular velocity and yaw angular velocity of the mother machine (100) or the assembly are less than the preset threshold. When the release condition is met, the control system sends a release command to the clamping device (110) to release the mechanical constraint of the daughter machine (200) and separate it from the mother machine (100). The release methods include single machine release, sequential release and synchronous release.

6. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S500, the low flapping frequency stable level flight refers to the mother aircraft (100) flying at a low flapping frequency before release, so that the combined aircraft is in a relatively stable flight state before release. The flapping frequency of the mother aircraft (100) can be used as a physical quantity to measure the flight state before release, denoted as Preset low pouncing frequency threshold before release When the current frequency of the mother machine (100) meets the requirements If the mother aircraft (100) is still able to maintain level flight, it is considered that the mother aircraft (100) meets the conditions for stable level flight with low pouncing frequency. Combined with the attitude and altitude changes of the mother aircraft (100), auxiliary judgment is made on the low-flutter-frequency stable level flight state, while meeting the requirements. Based on this, the roll angle, pitch angle deviation and altitude change rate of the mother machine (100) satisfy: ， ， ， in, For the mother machine (100), The pitch angle of the mothership (100). For the mothership (100) to level flight, adjust the pitch angle. The height change rate of the mother machine (100), , and These are the allowed attitude and altitude change thresholds before release; Before release, the sub-aircraft (200) enters a release preparation self-stabilization state. The release preparation self-stabilization state means that the sub-aircraft (200) is still under load constraints, and the flight controller, motor drive system, attitude sensor and control surface control system are all in a state of readiness for release. The attitude controller of the sub-aircraft (200) has been initialized and can immediately start flapping and attitude stabilization control after the clamping constraints are released. The pre-stabilized state of the slave unit (200) can be characterized by the following conditions: ， in, Indicates the first The attitude sensor of the individual unit (200) is in normal condition. This indicates that the flapping wing drive motor of the submachine (200) is in an startable state. This indicates that the control surfaces or attitude adjustment actuators of the submachine (200) are in normal condition. This indicates that the flight controller of the submachine (200) has entered the post-release self-stabilization control mode; When the mother aircraft (100) meets the low-flutter-frequency stable level flight conditions and the daughter aircraft (200) meets the release preparation self-stabilization conditions, a release command is sent to the clamping device (110). The release command is transmitted to the servo motor or release actuator of the clamping device (110) through a PWM signal. Specifically, the flight controller outputs a preset PWM pulse width signal to make the servo motor in the clamping device (110) rotate to the unlocking angle, thereby driving the linkage, slider, hook or locking mechanism to move, thereby releasing the mechanical constraint between the daughter aircraft (200) and the mother aircraft (100). The release control command is represented as: ， in, To release the control input, The PWM signal is used to unlock the clamping device (110); When the clamping device (110) receives Then, the release mechanism completes the unlocking action within the preset response time, separating the slave unit (200) from the mother unit (100); At the moment of release, the mother aircraft (100) experiences a decrease in mass and a change in center of gravity due to the separation of the daughter aircraft (200). Its motion characteristics include a sudden decrease in the total mass of the combination, a shift of the center of gravity towards the mother aircraft (100)'s own center of gravity, a possible short-term disturbance in the pitch angle of the mother aircraft (100), and a possible short-term fluctuation in flight speed. Therefore, after release, the mother aircraft (100) needs to switch from the combined flight control state to the mother aircraft (100) single-aircraft flight control state and compensate for the release disturbance through the tail fin control surface or flapping wing throttle. The daughter aircraft (200) immediately enters the rapid attitude recovery and independent flight control process after the constraint is released.

7. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S600, at the moment of release, the submachine (200) changes from a constrained state to a free-flight state, and its motion characteristics are mainly as follows: When the mechanical constraints of the sub-aircraft (200) are released, the sub-aircraft (200) is affected by the forward flow, wake interference, release transient disturbance and its own initial attitude of the mother aircraft (100). It may experience short-term sinking, sudden pitch angle change, roll disturbance or speed fluctuation. In order to avoid the sub-aircraft (200) from stalling, spinning, rolling or secondary interference with the mother aircraft (100), the sub-aircraft (200) immediately starts flapping wing motion after the clamping constraints are released to establish lift and thrust, and prioritizes attitude stabilization control. For the release of multiple submachines (200), the release methods can include single-machine release, sequential release, and synchronous release. The state of the submachine (200) after release is represented as follows: ， in, For the first The position of each submachine (200), For the submachine (200) speed, The attitude angle of the submachine (200) is... The submachine (200) angular velocity; The goal of rapid self-stabilization of the submachine (200) is to rapidly converge the attitude disturbances after the release of the submachine (200), mainly including roll angle convergence, pitch angle recovery, angular velocity reduction and airspeed maintenance, expressed as: ， ， ， in, The trim pitch angle for the sub-aircraft (200) in stable level flight or safe flight conditions; The self-stabilizing state of the submachine (200) is defined by the submachine (200) not exhibiting a dangerous posture and the attitude change of the submachine (200) being within a safe threshold. When the submachine (200) does not stall, spin, continuously roll, or sink irreversibly after release, and its attitude change is less than a preset threshold, the submachine (200) can be considered to have completed initial self-stabilization, expressed as: ， ， ， in, , , These represent the changes in the roll angle, pitch angle, and yaw angle of the submachine gun (200) within a short time window after release. , , These are the allowed attitude change thresholds; The roll angle, angular velocity, and velocity are combined for auxiliary judgment, namely: ， ， ， in, To allow roll angle threshold, To allow angular velocity threshold, The safe flight speed threshold for the sub-machine (200); The area outside the interference zone of the mother machine (100) refers to the area where the slave unit (200) leaves the near field of the mother machine (100), the wake influence zone, and the area where it may have close-range interference with the mother machine (100) or other slave units (200). This area can be determined based on the relative distance, vertical spacing, and attitude recovery status between the slave unit (200) and the mother machine (100). The spatial distance between the slave unit (200) and the mother machine (100) is expressed as: ， When satisfied , And when the slave unit (200) meets the attitude recovery condition, the slave unit (200) has left the interference zone of the mother unit (100), whereby, For safe distance threshold, For safe vertical spacing; Therefore, the comprehensive criterion for the slave unit (200) to leave the interference zone and complete attitude recovery is expressed as: ， in, Indicates the first Each sub-machine (200) meets the conditions for switching to independent flight configuration. This indicates that the submachine (200) meets the attitude self-stabilization condition; Once the conditions for switching to independent flight configuration are met, the sub-aircraft (200) will be switched from the rapid self-stabilization mode after release to the independent flight mode. In the independent flight mode, the sub-aircraft (200) can continue to perform altitude hold flight, path tracking, close-range detection, formation flight or subsequent rapid deployment and landing missions.

8. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S700, The descent trajectory entry control is used to gradually guide the sub-aircraft (200) from its current independent flight state into a descent trajectory pointing towards the target landing point. At this time, the controller generates a desired heading, desired descent rate, and desired speed based on the target landing point, the current position, altitude, speed, and attitude of the sub-aircraft (200), so that the sub-aircraft (200) approaches the target landing area along a preset glide path. Set the target landing point location for: ， Submachine (200) current position for: ， The positional error between the submachine (200) and the target landing point for: ， Among them, horizontal position error Represented as: ， Height error Represented as: ， in, To generate the desired height based on the descent trajectory or glide path, The current height of the submachine (200); In a two-stage landing control structure with cascaded PID controllers, the outer-loop position / height PID controller is based on the horizontal position error. and height error Generate desired heading Expected level speed and expected rate of decline Expected course Represented as: ， Expected decline rate Generated by high-resolution PID: ， in, , , These are the proportional, integral, and derivative gains of the outer-loop PID controller, respectively. Inner loop speed / attitude PID based on desired heading Expected decline rate The error between the actual flight state and the actual flight state generates pitch control, lateral control and flapping wing drive inputs for the submachine (200), and heading error. for: ， rate of decline error for: ， Then the lateral control input and pitch control input Represented as: ， ， Among them, the lateral control input Corresponding to the submachine (200) rudder, V-tail differential control quantity or equivalent lateral control quantity, pitch control input The corresponding values ​​are elevator, V-tail unidirectional control quantity or equivalent pitch control quantity for submachine (200); During the control phase of the descent trajectory, the control objective is to gradually converge the submachine gun (200) to the target landing point direction and enter the preset descent trajectory, specifically: ， ， ， ， in, Indicates the first The horizontal position deviation of the gantry crane (200) relative to the target landing point or the preset descent trajectory. This indicates that the submachine (200) gradually converges to the target landing point direction in the horizontal plane; Indicates the first The current flight altitude of the gantry aircraft (200), This indicates the desired altitude corresponding to the preset descent trajectory. This indicates that the submachine (200) gradually tracks the desired height. Indicates the first The current heading angle of the gantry crane (200), This represents the desired heading angle pointing towards the target landing point or along the preset descent trajectory. This indicates that the flight path of the submachine gun (200) is gradually aligning with the target direction. Indicates the first The current height change rate or descent rate of the scaffolding machine (200), Indicates the expected rate of decline. This indicates that the submachine (200) descends smoothly according to the preset descent trajectory.

9. The cooperative control method for multi-configuration flight of the biomimetic mother-daughter flapping-wing flying robot according to claim 1, characterized in that, In step S700, the flattening and ground-touching deployment control is used to reduce the descent rate and attitude fluctuation when the sub-machine (200) approaches the ground or the target landing area, so that the sub-machine (200) can complete a safe ground touch or deployment; When the slave unit (200) meets the preset switching conditions, the controller switches from the descent track entry stage to the leveling and ground contact deployment stage. The switching conditions may include height conditions, distance conditions, or time conditions: ， or: ， or: ， in, To flatten the height threshold, To flatten the distance threshold, The maximum approach time threshold; After entering the flattening and grounding deployment control, the controller gradually reduces the expected descent rate, causing the slave unit (200) to transition from the descent state to the flattening state: Simultaneously set the desired pitch angle for leveling: ， in, To determine the target pitch angle during the leveling phase, the inner-loop attitude PID controller generates control inputs based on the error between the desired pitch angle and the actual pitch angle. ， ， in, To flatten the control input, it can correspond to the elevator, V-tail in the same direction control quantity or equivalent pitch control quantity; During the leveling and touchdown deployment control phase, the flapping wing drive input is adjusted according to the speed and descent rate. When the speed of the sub-aircraft (200) is insufficient, the flapping wing drive is maintained appropriately to avoid stalling. When the sub-aircraft (200) is close to touchdown, the flapping wing drive is reduced or a small throttle is maintained so that the sub-aircraft (200) completes the touchdown deployment with a low descent rate and small attitude fluctuations. The control objectives for the flattening and ground contact deployment control phases are: ， ， ， ， in, Indicates the first The rate of change of current height or vertical velocity of the scaffolding machine (200) before it touches the ground. To allow a vertical velocity threshold for ground contact, This indicates that the descent speed of the submachine (200) before contact with the ground needs to be controlled within a safe range. and They represent the first The current roll and pitch angles of the gantry crane (200), and These are the allowable roll angle and allowable pitch angle thresholds, respectively. , This indicates that the submachine (200) should maintain a stable attitude before touching the ground to avoid instability due to excessive roll or pitch angles. This indicates the actual contact point location of the submachine (200). Indicates the target landing point location. To allow for the radius of error in landing point, This indicates that the actual point of contact is within the allowable error range of the target landing point.

10. A mother-daughter flapping-wing system platform for executing the cooperative control method for multi-configuration flight of a biomimetic mother-daughter flapping-wing flying robot as described in any one of claims 1 to 9, characterized in that, The mother-daughter flapping wing system platform includes a mother aircraft (100) and at least one daughter aircraft (200). The daughter aircraft (200) is mounted under the fuselage of the mother aircraft (100) and is arranged along the longitudinal or chordal direction of the fuselage of the mother aircraft (100). The mother machine (100) is provided with at least one mounting position, and a clamping device (110) is provided at the mounting position; each daughter machine (200) is connected or disconnected from the clamping device (110) provided on the mother machine (100) through a hook or connecting part, so as to realize the controllable connection or disconnection between the daughter machine (200) and the mother machine (100); The flapping-wing system platform is equipped with a variety of expandable mounting configurations, including a one-mother-one-child configuration, a one-mother-two-child configuration, and a one-mother-three-child configuration. In the one-mother-one-child configuration, one child aircraft (200) is installed on the lower part of the middle of the mother aircraft (100) through a mounting connection structure composed of a clamping device (110) and hooks or connecting parts. In the one-mother-two-child configuration, two child aircraft (200) are installed on the front and rear mounting positions under the mother aircraft to form a medium-load combined flight configuration. In the one-mother-three-child configuration, three child aircraft (200) are installed on the front, middle and rear mounting positions under the fuselage of the mother aircraft (100) to form a multi-child aircraft (200) combined flight configuration.

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