###### Abstract
In 1984, [PERSON] [34] proposed that, under the assumption of quasi-steady aerodynamics, the instantaneous aerodynamic forces on a flapping wing are equal to the forces on a stable wing moving at the same instantaneous velocity and angle of attack. At this point, any dynamic kinematic model can be divided into a series of static positions, then the forces at each position can be measured or calculated, thereby introducing the mature blade element theory from fixed-wing aircraft into the aerodynamic calculation of hovering flapping wings. In recent decades, the quasi-steady aerodynamic model has played an important role in evaluating aerodynamic performance, design, and optimization applications. Research by [PERSON] [36], [PERSON] [35], [PERSON] [37], [PERSON] [38], and others [39; 40; 41; 42; 43] has added further detail to the blade element theory, including new explanations for estimating aerodynamic coefficients and the composition of various forces in the quasi-steady model. The combination of CFD with quasi-steady aerodynamic calculation methods [44; 45] is an additional research direction. Compared to the blade element theory, this model can more accurately predict the aerodynamic forces and power of flapping wings. In quasi-steady-state models, the wings are often treated as single rigid planes. However, estimations based on this assumption omit the actual wing bending deformation and certain kinematic characteristics, leading to a model error of up to 20% in simulated aerodynamic results compared to reality [1]. In recent years, the assumption of a single rigid plane has commonly been adopted when using quasi-steady-state models for aerodynamic estimation of hovering flapping wings and analyzing the aerodynamic effects of wing morphology [46; 47; 48; 49]. Quasi-steady-state models considering wing flexibility deformations are more accurate in calculating aerodynamic forces and loads compared to the single rigid plane assumption. However, the wing's flexible deformation requires FSI for calculation, and the aerodynamic characteristics of flexible surfaces are difficult to analyze using the blade element theory. Overall, while the essence of this approach is no different from the CFD-FSI calculation method, it lacks the simplicity of the aerodynamic force calculation in quasi-steady-state models. Based on this issue, when summarizing existing prototypes we observed a phenomenon [17; 20; 21; 22; 24] in which common wing configurations can be regarded as segmented by multiple wing veins, forming wings that can be approximated as multiple planes during flapping. The presence of multiple wing veins ensures that wings have deformation degrees of freedom during flapping, allowing passive deformation due to fluid-structure coupling. Based on this common flapping wing configuration, by segmenting the wing deformation during flapping based on the position of wing veins, flexible deformations can be approximated as multiple rigid planes segmented by wing veins, enabling analysis using the blade element theory in quasi-steady-state models. The aerodynamic analysis using multiple planes based on the position of wing veins, as opposed to the single rigid plane blade element theory, considers the deformation of wings during flapping, theoretically providing a more accurate description of deformation. However, unlike the FSI method, which considers wing flexibility deformations, this approach replaces flexible surfaces with multiple rigid planes segmented by wing veins, simplifying calculations and reducing computational complexity. Furthermore, through analysis of wing vein positions, the relationship between wing vein design and the aerodynamic forces acting on the wings can be explored, offering theoretical guidance for the design of flapping wings. In our selection of wing vein quantity and definition of positions, the preliminary design approach divides the wing surface into three parts using two wing veins.