Aircraft carrying device

Abstract

The invention discloses an aircraft loading device, and belongs to the field of aircraft loading, the aircraft loading device comprises a main loading module and an auxiliary stable lift module, the main loading module comprises first rotor wing groups which are assembled on the front and rear sides of a fuselage of the main loading module and are driven by a motor, and a suspension connecting mechanism is arranged at the bottom of the fuselage; the auxiliary stable lift module is arranged below the main lift module and comprises a heavy-load lifting platform capable of bearing heavy objects and a storage cabin connected with the heavy-load lifting platform, and the auxiliary stable lift module can provide additional lift and stability for the main loading module. In the flight process, if the cargoes shake, the auxiliary stable lift force module can independently control the second rotor wing set, actively adjust the flight direction and enable the deviated storage cabin to stably return to the position below the main loading module, so that the flight stability and the cargo safety are ensured, and the risk of flight accidents is reduced. And meanwhile, the stress and fatigue borne by structural components are reduced, so that the service life of the aircraft is prolonged.

Description

Technical Field

[0001] The present application belongs to the field of aircraft cargo carrying, and in particular, relates to an aircraft cargo carrying device. Background Art

[0002] As a revolutionary work in the field of low-altitude flight, electric vertical take-off and landing (eVTOL) aircraft are leading a new transportation revolution with their unique ability of electric drive and vertical take-off and landing. This type of aircraft uses electric motors to drive propellers or fans to generate powerful thrust to achieve the flexibility of vertical take-off and landing. At the same time, by finely controlling the motor speed and propeller angle, it can smoothly complete horizontal flight and precise steering. It is particularly worth mentioning that eVTOL aircraft have shown broad prospects in cargo applications. In emergency rescue scenarios, eVTOL aircraft can quickly arrive at the scene with its advantages of rapid response and vertical take-off and landing, winning precious time for rescue operations. In addition, it is also particularly suitable for the field of air cargo transportation, especially for those items with extremely high timeliness requirements. The eVTOL aircraft can achieve rapid delivery and ensure that the goods are delivered to the destination in the shortest time.

[0003] Electric aircraft usually transport materials and goods by hoisting when carrying goods, but the existing hoisting load structure is prone to shaking during transportation, and the most direct impact is that the goods themselves may be damaged. For example, for goods that need to maintain a specific state or packaging (such as precision instruments, fragile items, etc.), shaking may also cause their functions to fail or the packaging to be damaged. At the same time, the shaking of the goods will increase the dynamic load of the aircraft, so that the aircraft needs to constantly adjust its posture to maintain balance during flight. The flight trajectory of the aircraft is unstable and even causes flight accidents. The shaking of the goods will increase the energy consumption of the aircraft, because the aircraft needs to consume more energy to overcome the additional load and resistance caused by the shaking, and the endurance of the aircraft will be affected. With the same energy reserve, the aircraft may not be able to fly to the expected distance. The shaking may also cause the connection between the structural components of the aircraft, such as the sling and the fuselage, to bear greater stress and fatigue, thereby shortening its service life. It can be seen that the existing technology needs to be further improved. Summary of the invention

[0004] The present invention provides an aircraft cargo carrying device to at least solve or alleviate one or more technical problems in the prior art, or at least provide a beneficial choice.

[0005] To achieve the above object, the present invention provides the following technical solutions: An aircraft cargo-carrying device comprises a main cargo-carrying module and an auxiliary stabilizing lift module; The main cargo module includes a first rotor group driven by an electric motor installed on the front and rear sides of the fuselage, and a suspension rope mechanism is arranged at the bottom of the fuselage; the auxiliary stabilizing lift module is arranged below the main lift module, and includes a heavy-load lifting platform capable of carrying heavy objects, and a storage compartment connected to the heavy-load lifting platform, and a second rotor group driven by an electric motor is arranged on the front and rear sides of the heavy-load lifting platform, and the second rotor group is staggered with the first rotor group in the vertical direction; The suspension connection mechanism of the main cargo module is connected to the storage compartment to form a lifting structure. During the flight, the heavy-load lifting platform and the storage compartment move synchronously, adjust the height of the storage compartment relative to the fuselage, and adjust the tension state of the lifting rope to effectively reduce the cargo tension borne by the main lift module. In the event of cargo shaking, the auxiliary stable lift module is independently controlled by the second rotor group, actively adjusts the flight direction, and stabilizes the deviated storage compartment back to the bottom of the main cargo module, ensuring flight safety and cargo integrity.

[0006] The aircraft loading device of the present application, the setting of the auxiliary stable lift module, can provide additional lift and stability for the main loading module. During the flight, if the cargo shakes, the auxiliary stable lift module can independently control the second rotor group, actively adjust the flight direction, and stabilize the deviated storage compartment back to the bottom of the main loading module, thereby ensuring the stability of the flight and the safety of the cargo. Through the design of the heavy-duty lifting platform and the storage compartment, the device can carry heavier cargo. At the same time, the synchronous movement of the heavy-duty lifting platform and the storage compartment and the adjustment of the tension state of the sling can effectively reduce the cargo pulling force borne by the main lift module, so that the aircraft can more easily cope with heavy-duty flight missions. By reducing the additional load and resistance caused by the shaking of the cargo, this solution helps to reduce the risk of flight accidents. At the same time, due to the reduction of stress and fatigue borne by structural components (such as slings and fuselage connections), the service life of the aircraft is extended.

[0007] In a preferred implementation, a sensing element is integrated on the storage compartment, and a sensing area is provided at the bottom of the main cargo module fuselage. When the storage compartment sensing element does not correspond to the sensing area below the fuselage, the auxiliary stabilizing lift module controller receives a signal to autonomously adjust the storage compartment position.

[0008] In a preferred implementation, the sensing element is a ranging sensor, and the sensing area includes a stable area located in the center and a plurality of deviation areas of different heights arranged around it. The ranging sensor measures the distance to each part of the sensing area and transmits it to the auxiliary stability victory module controller. The controller infers the specific deflection direction of the storage compartment, controls the auxiliary stability lift module to perform flight compensation in the deflection direction of the storage compartment, and corrects the position of the storage compartment.

[0009] By integrating ranging sensors and setting sensing areas, real-time monitoring and rapid correction of the storage compartment position are achieved, which helps to quickly respond to storage compartment displacement caused by cargo shaking or aircraft attitude changes during flight, thereby improving flight safety and cargo stability.

[0010] In a preferred implementation, the heavy-load lifting platform is equipped with an electromagnetic adsorption device, and the bottom of the storage compartment is equipped with an adsorption piece that matches it, and the two are detachably connected through electromagnetic force.

[0011] In a preferred implementation, a power-replenishing component responsible for receiving electric energy is also provided under the fuselage, and a charging component responsible for outputting electric energy is provided on the heavy-load lifting platform. The main cargo module and the auxiliary stabilizing lift module are combined or separated by a detachable electrical connection method through the power-replenishing component and the charging component.

[0012] By ensuring that the main cargo module continues to receive power during flight, the system can stably carry and transport heavy cargo to meet the needs of special missions. The aircraft can perform longer-distance flight cargo missions without being limited by power, greatly expanding its operating range.

[0013] In a preferred implementation, the charging component includes a guide column, which is provided with a charging ring that can move along the guide column, and the charging ring is provided with an annular socket; the charging component includes a ferrule, an annular plug is provided on the top surface of the ferrule, and the annular plug is inserted into the annular socket to establish an electrical connection, and a conical cover structure is provided outside the ferrule. The conical cover structure is magnetic when powered on, and adsorbs the charging ring so that the charging ring and the conical cover remain in a concentric state to facilitate the docking of the annular socket and the annular plug. The charging ring is connected to one end of a reset spring, and the other end of the reset spring is connected to the fuselage. After the conical cover structure is powered off, the docking of the annular plug and the annular socket is released by spring reset.

[0014] In a preferred implementation, when the power level of the main cargo module approaches the design threshold, the auxiliary stabilization lift module will recharge it; when the power level of the auxiliary stabilization lift module drops to a critical value, it will be disconnected from the main cargo module and go to a preset charging point for charging. The charging point will release the fully charged auxiliary stabilization lift module and work in combination with the main cargo module until the heavy-duty cargo is safely delivered to the destination.

[0015] In a preferred implementation, the main carrier module is provided with a first power supply and a first controller, the auxiliary stabilizing lift module is provided with a second power supply and a second controller, the first controller is provided with a first power monitoring module, and the second controller is provided with a second power monitoring component, which respectively monitor the power of the first power supply and the second power supply. When the first power monitoring component detects that the power of the first power supply is lower than a preset threshold, the first controller generates a low power signal, which is transmitted to the second controller via wireless communication. After receiving the low power signal, the second controller will start the power transmission operation.

[0016] In a preferred implementation, multiple charging points are set up along the cargo transportation route. The charging points are equipped with charging equipment and multiple auxiliary stabilization lift modules to quickly charge the auxiliary stabilization lift modules that are out of power and release the auxiliary stabilization lift modules in a fully charged state to support subsequent coordinated flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present application and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 A schematic three-dimensional structural view of the cargo-carrying device of the aircraft of the present application is depicted; Figure 2 A side view of a schematic implementation of the aircraft carrying device of the present application is depicted; Figure 3 A bottom view of a schematic implementation of the main cargo-carrying module of the present application is depicted; Figure 4 A schematic diagram of a schematic implementation method of a cargo-carrying device of an aircraft carrying cargo for deflected flight is depicted; Figure 5 A schematic diagram of an exemplary implementation method of charging a main cargo module by an auxiliary stabilizing lift module is depicted; Figure 6 A schematic diagram of an exemplary implementation of disassociating the auxiliary stabilizing lift module from the main cargo module is depicted; Figure 7 An enlarged schematic diagram of the charging component and the power replenishing component is depicted; Figure 8 A schematic diagram of a three-dimensional structure of a charging ring is depicted.

[0018] Description of labels: 1. Main load module; 10. Fuselage; 11. First rotor group; 12. Sensing area; 120. Stable area; 121. Deviation area; 13. Suspension rope mechanism; 14. Power supply component; 140. Guide column; 141. Charging ring; 1410. Ring socket; 1411. Wire; 142. Reset spring; 2. Auxiliary stable lift module; 20. Heavy-load lifting platform; 21. Second rotor group; 22. Storage compartment; 220. Sensing element; 23. Charging component; 230. Ring; 2300. Ring plug; 231. Conical cover structure; 3. Charging point. DETAILED DESCRIPTION

[0019] In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit and scope of the present invention. Therefore, the drawings and descriptions are considered to be exemplary and non-restrictive in nature.

[0020] The following is attached to the instruction manual Figure 1-8 , the present invention is explained.

[0021] The specific plans adopted are: An aircraft cargo-carrying device comprises a main cargo-carrying module 1 and an auxiliary stabilizing lift module 2; The main cargo module 1 includes a first rotor group 11 driven by an electric motor and mounted on the front and rear sides of the fuselage 10, and a suspension rope mechanism is arranged at the bottom of the fuselage 10; the auxiliary stabilizing lift module 2 is arranged below the main lift module, and includes a heavy-load lifting platform capable of carrying heavy objects, and a storage compartment 22 connected to the heavy-load lifting platform, and a second rotor group 21 driven by an electric motor is arranged on the front and rear sides of the heavy-load lifting platform, and the second rotor group 21 is staggered with the first rotor group 11 in the vertical direction; The suspension rope mechanism 13 of the main cargo module 1 is connected to the storage compartment 22 to form a lifting structure. During the flight, the heavy-load lifting platform 20 moves synchronously with the storage compartment 22, adjusts the height of the storage compartment 22 relative to the fuselage 10, and adjusts the tension state of the suspension rope to effectively reduce the cargo pulling force borne by the main lift module. In the event of cargo shaking, the auxiliary stabilizing lift module 2 is independently controlled by the second rotor group 21, actively adjusts the flight direction, and stabilizes the deviated storage compartment 22 back to the bottom of the main cargo module 1, ensuring flight safety and cargo integrity.

[0022] In the aircraft cargo-carrying device of the present application, the main cargo-carrying module 1 is mainly responsible for cargo-carrying flight, while the auxiliary stable lift module 2 provides additional lift and stability through its second rotor group 21. Under the coordinated action of the main cargo-carrying module 1 and the auxiliary stable lift module 2, the weight of the cargo is dispersed, and the tension borne by the suspension rope mechanism 13 of the main cargo-carrying module 1 is reduced, thereby reducing the energy consumption of the main cargo-carrying module 1. For example, an aircraft that originally needs to carry 100kg of cargo, with the help of the auxiliary stable lift module 2, the main cargo-carrying module 1 only needs to bear a weight of 80kg, thereby saving energy. Since the auxiliary stable lift module 2 shares part of the weight, the overall load-bearing capacity of the aircraft is improved. This is especially important for scenarios that require the transportation of heavy cargo.

[0023] The second rotor group 21 equipped with the auxiliary stable lift module 2 can be independently controlled. When the cargo and the auxiliary stable lift module 2 shake or deviate due to external factors (such as headwind), the auxiliary stable lift module 2 can respond quickly and move the cargo relative to the main cargo module 1 to correct the deviation. This active adjustment mechanism effectively reduces the shaking of the cargo and ensures the stability of the flight. By reducing the shaking, the solution can protect precision instruments, fragile items, and other cargo that need to be kept in a specific state or packaged from damage. The automated flight control system of the auxiliary stable lift module 2 can perform correction operations autonomously, reducing the operating burden on the driver. The driver can focus more on the overall control and route planning of the aircraft, thereby improving the safety of the flight.

[0024] This solution helps reduce the risk of flight accidents by reducing the additional load and drag caused by cargo sloshing. At the same time, the service life of the aircraft is extended due to the reduced stress and fatigue on structural components (such as the connection between the sling and the fuselage 10).

[0025] By reducing energy consumption and increasing load-carrying capacity, this solution helps improve the flight efficiency and economy of aircraft. With the same energy reserve, the aircraft can fly farther or carry heavier cargo. By properly sharing the weight, the power consumption required by each module will also be reduced accordingly. This helps to extend the flight time of the aircraft, optimize energy utilization, reduce energy waste, and reduce operating costs.

[0026] As a preferred embodiment of the present application, a sensing component 220 is integrated on the storage compartment 22, and a sensing area 12 is provided at the bottom of the fuselage 10 of the main cargo module 1. The sensing component 220 integrated on the storage compartment 22 can be various types of sensors or signal transmitting devices, which are intended to be accurately docked with the sensing area 12 at the bottom of the fuselage 10 of the main cargo module 1, such as infrared sensing, which utilizes the emission and reception of infrared signals to determine the correspondence between the storage compartment 22 and the fuselage 10. When the sensing component 220 of the storage compartment 22 does not correspond to the sensing area 12 below the fuselage 10, the controller of the auxiliary stabilizing lift module 2 receives the signal to autonomously adjust the position of the storage compartment 22 during flight.

[0027] In this embodiment, the sensing element 220 is a distance measuring sensor. Figure 3 The sensing area 12 includes a stable area 120 located in the center and a plurality of deviation areas 121 of different heights arranged around it. The ranging sensor measures the distance to each part of the sensing area 12 and transmits it to the auxiliary stability victory module controller. The controller infers the specific deflection direction of the storage compartment 22, controls the auxiliary stability lift module 2 to perform flight compensation in the deflection direction of the storage compartment 22, and corrects the position of the storage compartment 22.

[0028] The distance measuring sensor (such as ultrasonic sensor, laser radar, etc.) continuously measures the distance between the storage compartment 22 and each part of the sensing area 12 at the bottom of the fuselage 10. These distance data are transmitted to the controller of the auxiliary stable lift module 2 in real time. After receiving the data from the distance measuring sensor, the controller analyzes these data through an algorithm to infer the specific deflection direction and degree of deflection of the storage compartment 22 relative to the stable area 120. Once the controller determines that the storage compartment 22 has deviated from the stable area 120, it will send an instruction to the second rotor group 21 of the auxiliary stable lift module 2. The second rotor group 21 adjusts the flight attitude according to the instructions of the controller and performs flight compensation in the deflection direction of the storage compartment 22. Through continuous adjustment, the storage compartment 22 is gradually guided back to the stable area 120, thereby achieving rapid correction of the position.

[0029] By integrating the distance measuring sensor and setting the sensing area 12, the real-time monitoring and rapid deviation correction of the position of the storage compartment 22 are realized, which helps to quickly respond to the deviation of the storage compartment 22 caused by the shaking of the cargo or the change of the aircraft's attitude during the flight, and improves the flight safety and cargo stability. The sensing area 12 is composed of a stable area 120 and a plurality of deviation areas 121 at different heights, which provides a wealth of reference points for the distance measuring sensor. This enables the controller to more accurately infer the specific position of the storage compartment 22, thereby achieving more accurate flight compensation and position correction.

[0030] As a preferred embodiment of the present application, the heavy-load lifting platform is equipped with an electromagnetic adsorption device, and the bottom of the storage compartment 22 is equipped with an adsorption piece that matches it, and the two are detachably connected through electromagnetic force.

[0031] The electromagnetic adsorption device on the heavy-duty lifting platform can generate a strong electromagnetic force when powered on, firmly adsorbing the storage compartment 22 equipped with matching adsorption parts. When the storage compartment 22 or the auxiliary stable lift module 2 needs to be replaced, the connection and separation can be easily achieved by simply controlling the power state of the electromagnetic adsorption device. This connection method is not only stable and reliable, but also avoids the complexity and maintenance cost that may be brought about by traditional mechanical connections.

[0032] In addition, this design also enables the aircraft cargo carrier to quickly adapt to storage compartments 22 of different sizes, weights and types according to different mission requirements, thereby greatly improving its adaptability and practicality. At the same time, by replacing different auxiliary stabilizing lift modules 2, the performance of the aircraft can be further optimized to meet a wider range of flight requirements.

[0033] As a preferred embodiment of the present application, when the power level of the main load module 1 is close to the design threshold, the auxiliary stable lift module 2 will recharge it; when the power level of the auxiliary stable lift module 2 drops to the critical value, it will be disconnected from the main load module 1 and go to the preset charging point 3 for charging. The charging point 3 releases the fully charged auxiliary stable lift module 2 and works in combination with the main load module 1 until the heavy cargo is safely delivered to the destination. The power management and recharge mechanism ensure that the main load module 1 can continuously obtain power support during long-distance flights, which is particularly suitable for scenarios that require long-distance heavy-load flights. By ensuring that the main load module 1 continuously obtains power support during the flight, the system can stably carry and transport heavy cargo to meet the needs of special tasks. The aircraft can perform longer-distance flight load missions without being limited by power, greatly expanding its operating range.

[0034] Specifically, the main carrier module 1 is provided with a first power supply and a first controller, the auxiliary stabilizing lift module 2 is provided with a second power supply and a second controller, the first controller is provided with a first power monitoring module, and the second controller is provided with a second power monitoring component, which respectively monitor the power of the first power supply and the second power supply. When the first power monitoring component detects that the power of the first power supply is lower than a preset threshold, the first controller will generate a low power signal, which is transmitted to the second controller via wireless communication. After receiving the low power signal, the second controller will start the power transmission operation.

[0035] The first power source provides the power required by the main load module 1, including a battery pack, a power management circuit, etc. The first controller is responsible for monitoring and managing the working status of the main load module 1, including power supply power monitoring, flight control, etc. The first power monitoring component monitors the power of the first power source in real time and feeds back the power information to the first controller. This is achieved through a voltage detection circuit or a battery management chip. The wireless communication module is used to communicate wirelessly with the auxiliary stabilization lift module 2 and transmit control information such as low-power signals.

[0036] The second power source: provides the power required by the auxiliary stabilization lift module 2, also including a battery pack, a power management circuit, etc. The second controller: is responsible for monitoring and managing the working status of the auxiliary stabilization lift module 2, including receiving a low-power signal from the main carrier module 1 and starting power transmission. The second power monitoring component: in this scenario, it is mainly used to monitor the power of the auxiliary stabilization lift module 2 itself, and its structure is similar to the first power monitoring component. Power transmission circuit: after receiving a low-power signal, start and transmit the power of the second power supply to the main carrier module 1. Including DC-DC converter, power distribution unit, etc.

[0037] The principle is that the power monitoring device usually estimates the power by detecting the voltage or current of the power supply. For common power sources such as lithium-ion batteries, there is a certain relationship between power and voltage. Therefore, the remaining power of the battery can be estimated by detecting the voltage of the battery. The wireless communication module uses radio electromagnetic waves to transmit information. In aircraft systems, commonly used wireless communication protocols include Wi-Fi, Bluetooth, Zigbee, etc. These protocols have different transmission speeds, distances and power consumption characteristics, and can be selected according to specific needs. The wireless communication module is used to transmit control information such as low-power signals. When the first controller detects that the power of the first power supply is lower than the preset threshold, a low-power signal is generated and sent to the second controller through the wireless communication module.

[0038] When the second controller receives the low-power signal, it will start the power transmission circuit to transmit the power of the second power supply to the main load module 1. Usually, it is necessary to convert the voltage of the second power supply into a voltage range suitable for the main load module 1 through a DC-DC converter. Of course, during the power transmission process, circuit protection measures such as overcurrent protection and overvoltage protection need to be considered to ensure safe and reliable operation of the circuit.

[0039] By real-time monitoring of the power of the main cargo module 1 and supplementing the power through the auxiliary stable lift module 2 when the power is insufficient, the flight time of the aircraft can be extended and the stability of the system can be improved, providing strong support for the long-term and long-distance cargo carrying of the aircraft.

[0040] See also Figure 5 A power-replenishing component 14 for receiving electric energy is also provided under the fuselage 10, and a charging component 23 for outputting electric energy is provided on the heavy-load lifting platform. The main cargo module 1 and the auxiliary stable lift module 2 are combined or separated by a detachable electrical connection method through the power-replenishing component 14 and the charging component 23.

[0041] See also Figure 7 The charging component 14 includes a guide column 140, which is provided with a charging ring 141 that can move along the guide column 140, and the charging ring 141 is provided with an annular socket 1410. The charging ring is connected to the internal circuit of the main load module through a wire 1411; the charging component 23 includes a ring 230, and an annular plug 2300 is provided on the top surface of the ring 230. The annular plug 2300 is inserted into the annular socket 1410 to establish an electrical connection. A conical cover structure 231 is provided outside the ring 230. The conical cover structure 231 is magnetic after being energized, and absorbs the charging ring 141 so that the charging ring 141 and the conical cover remain in a concentric state, so as to facilitate the docking of the annular socket 1410 and the annular plug 2300. The charging ring 141 is connected to one end of a reset spring 142, and the other end of the reset spring 142 is connected to the fuselage 10. After the conical cover structure 231 is powered off, the docking of the annular plug 2300 and the annular socket 1410 is released by spring reset.

[0042] When the auxiliary stabilizing lift module 2 is close to the main load module 1 for charging, the ferrule 230 of the charging component 23 will be sleeved on the outside of the guide post 140 of the power supply component 14. A conical cover structure 231 is provided outside the ferrule 230. The conical cover structure 231 can be magnetic after being energized, and absorb the charging ring 141. There is a uniformly distributed magnetic conductive material such as an iron block inside the charging ring 141. In this way, once the power is turned on, the conical cover will generate suction to the charging ring 141, and the charging ring 141 will move linearly along the guide post 140. As the charging ring 141 moves, its annular edge gradually contacts the inner wall of the conical cover. By carefully designing the diameter of the charging ring 141 and the size of the conical cover, when the annular edge of the charging ring 141 is completely in contact with the inner wall of the conical cover, the two will remain in a concentric state until they are docked with the annular plug 2300 on the ferrule 230. After the annular plug 2300 is inserted into the annular socket 1410, the metal contact parts between the two will fit tightly, thereby establishing an electrical connection. This electrical connection is like an "electric bridge" that can transfer the electrical energy inside the auxiliary stabilizing lift module 2 to the internal battery or charging circuit of the main cargo-carrying module 1, so that the two can establish a synchronous connection and achieve combination.

[0043] Before docking, the main carrier module 1 will enter a hovering state. The hovering state is maintained by precisely controlling the rotation speed and direction of the rotor to ensure that the aircraft remains relatively stationary in the air. The main carrier module 1 is equipped with a GPS positioning system, an inertial navigation system (INS), and a visual sensor to accurately determine its position in the air. When approaching the main carrier module 1, the auxiliary stabilizing lift module 2 will use its own navigation system and sensors to determine the relative position and distance. This includes using sensors such as radar, LiDAR, and cameras to sense the surrounding environment and adjust the flight trajectory to approach the fuselage 10 of the main carrier module 1.

[0044] As a preferred embodiment of the present application, multiple charging points 3 are arranged along the cargo transportation route. The charging points 3 are provided with charging equipment and multiple auxiliary stabilization lift modules 2 to quickly charge the auxiliary stabilization lift modules 2 that are out of power and release the auxiliary stabilization lift modules 2 in a fully charged state to support subsequent coordinated flight.

[0045] In order to make the auxiliary stabilizing lift module 2 select the nearest charging point 3, the current position information can be obtained by using the GPS positioning system of the aircraft, combined with the preset charging point 3 map data, and the distance from the aircraft to each charging point 3 can be calculated through the map service algorithm, and the charging point 3 with the shortest distance can be selected as the target charging point 3, or other existing technologies can be used to achieve nearby selection.

[0046] The method for carrying objects by an aircraft carrying device comprises the following steps: S1: The main cargo module 1 and the auxiliary stable lift module 2 jointly undertake the task of transporting cargo. During the flight, the heavy-load lifting platform and the storage compartment 22 move synchronously, adjust the height of the storage compartment 22 relative to the fuselage 10, and adjust the tension state of the suspension rope so that the two share the weight of the cargo. In case of cargo shaking, the auxiliary stable lift module 2 is independently controlled by the second rotor group 21 to actively adjust the flight direction and stabilize the deviated storage compartment 22 back to the bottom of the main cargo module 1 to ensure flight safety and cargo integrity; S2: When the power of the main cargo module 1 drops to the first design threshold, the power detection module will detect this state in time. Since the auxiliary stabilizing lift module 2 bears less force during the joint transportation process, its power consumption is relatively small. At this time, the auxiliary stabilizing lift module 2 rises to dock the power replenishment component 14 and the charging component 23 to replenish power for the main cargo module 1. During the power replenishment process, both modules are equipped with a power management system that can monitor the power transmission status in real time and adjust the transmission speed and power as needed to ensure the efficiency and safety of power transmission; S3: When the power of the auxiliary stabilizing lift module 2 drops to the preset safety threshold, it will actively detach from the main cargo module 1 and go to the nearest charging point 3 for charging. During this process, the auxiliary stabilizing lift module 2 needs to use its own flight control system and navigation equipment to ensure safe and accurate arrival at the charging point 3; S4: The main cargo module 1 will temporarily undertake the task of transporting cargo alone; S5: The nearest charging point 3 will release the fully charged auxiliary stabilizing lift module 2, obtain the location information of the main cargo module 1 through the positioning system and wireless communication, and go to dock with it; S6: When the auxiliary stabilizing lift module 2 in step 5 approaches the main cargo module 1, the auxiliary stabilizing lift module 2 needs to adjust its flight attitude and speed, and energize the electromagnetic adsorption device to ensure smooth docking with the storage compartment 22; at this time, the main cargo module 1 will be in a hovering state so that the auxiliary stabilizing lift module 2 can dock accurately; S7: After docking, the two will continue to jointly undertake the task of transporting the goods; repeat the process from S2 to S6 until the goods are safely delivered to the destination.

[0047] This method combines the coordinated work of the main load-carrying module 1 and the auxiliary stable lift module 2, as well as technical means such as power management and automatic docking, and has many benefits, such as improving flight efficiency and stability, enhancing system flexibility and reliability, optimizing energy utilization and reducing costs, improving mission execution capabilities and safety, and having strong adaptability and high scalability. The application of these methods will help improve the transportation efficiency and safety of aircraft load-carrying devices, and provide strong support for the development of logistics, agriculture, rescue and other fields.

[0048] Anything not described in the present invention can be achieved by adopting or drawing on existing technologies.

[0049] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of various changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An aircraft cargo carrying device, characterized in that: It includes a main cargo module and an auxiliary stabilizing lift module; The main cargo module includes a first rotor group driven by an electric motor installed on the front and rear sides of the fuselage, and a suspension rope mechanism is arranged at the bottom of the fuselage; the auxiliary stabilizing lift module is arranged below the main lift module, and includes a heavy-load lifting platform capable of carrying heavy objects, and a storage compartment connected to the heavy-load lifting platform, and a second rotor group driven by an electric motor is arranged on the front and rear sides of the heavy-load lifting platform, and the second rotor group is staggered with the first rotor group in the vertical direction; The suspension rope mechanism of the main cargo module is connected to the storage compartment to form a lifting structure. During the flight, the heavy-load lifting platform and the storage compartment move synchronously, adjust the height of the storage compartment relative to the fuselage, and adjust the tension state of the suspension rope to effectively reduce the cargo pulling force borne by the main lift module. In the event of cargo shaking, the auxiliary stable lift module is independently controlled by the second rotor group, actively adjusts the flight direction, and stabilizes the deviated storage compartment back to the bottom of the main cargo module, ensuring flight safety and cargo integrity.

2. The aircraft carrying device according to claim 1, characterized in that: A sensing element is integrated on the storage compartment, and a sensing area is provided at the bottom of the main cargo module fuselage. When the storage compartment sensing element does not correspond to the sensing area below the fuselage, the auxiliary stable lift module controller receives a signal to adjust the position of the storage compartment through autonomous flight.

3. The aircraft carrying device according to claim 2, characterized in that: The sensing element is a ranging sensor. The sensing area includes a stable area in the center and a plurality of deviation areas at different heights arranged around it. The ranging sensor measures the distance to each part of the sensing area and transmits it to the auxiliary stability victory module controller. The controller infers the specific deflection direction of the storage compartment, controls the auxiliary stability lift module to perform flight compensation in the deflection direction of the storage compartment, and corrects the position of the storage compartment.

4. The aircraft carrying device according to claim 1, characterized in that: The heavy-load lifting platform is equipped with an electromagnetic adsorption device, and the bottom of the storage compartment is equipped with a matching adsorption piece, and the two are detachably connected through electromagnetic force.

5. The aircraft carrying device according to claim 1, characterized in that: A power-replenishing component for receiving electric energy is also provided under the fuselage, and a charging component for outputting electric energy is provided on the heavy-load lifting platform. The main cargo module and the auxiliary stable lift module are combined or separated by a detachable electrical connection method through the power-replenishing component and the charging component.

6. The aircraft carrying device according to claim 5, characterized in that: The charging component includes a guide column, which is provided with a charging ring that can move along the guide column, and the charging ring is provided with an annular socket; the charging component includes a ferrule, an annular plug is provided on the top surface of the ferrule, and the annular plug is inserted into the annular socket to establish an electrical connection. A conical cover structure is provided outside the ferrule, and the conical cover structure is magnetic after power is turned on, and adsorbs the charging ring so that the charging ring and the conical cover remain in a concentric state to facilitate the docking of the annular socket and the annular plug. The charging ring is connected to one end of a reset spring, and the other end of the reset spring is connected to the fuselage. After the conical cover structure is powered off, the docking of the annular plug and the annular socket is released by spring reset.

7. The aircraft carrying device according to claim 5, characterized in that: When the power level of the main load module approaches the design threshold, the auxiliary stabilization lift module will supplement its power; When the power of the auxiliary stabilization lift module drops to a critical value, it disconnects from the main cargo module and goes to a preset charging point to charge. The charging point releases the fully charged auxiliary stabilization lift module and works in combination with the main cargo module until the heavy cargo is safely delivered to the destination.

8. The aircraft carrying device according to claim 7, characterized in that: The main load module is provided with a first power supply and a first controller, the auxiliary stable lift module is provided with a second power supply and a second controller, the first controller is provided with a first power monitoring module, and the second controller is provided with a second power monitoring component, which respectively monitor the power of the first power supply and the second power supply. When the first power monitoring component detects that the power of the first power supply is lower than a preset threshold, the first controller will generate a low power signal, which is transmitted to the second controller via wireless communication. After receiving the low power signal, the second controller will start the power transmission operation.

9. The aircraft carrying device according to claim 7, characterized in that: Multiple charging points are set up along the cargo transportation route. The charging points are equipped with charging equipment and multiple auxiliary stabilization lift modules to quickly charge the auxiliary stabilization lift modules that are out of power and release the auxiliary stabilization lift modules in a fully charged state to support subsequent coordinated flight.

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