Flight transportation system

Abstract

The application discloses a flight transportation system and relates to the technical field of transportation equipment. The flight transportation system comprises a first lifting rope, a second lifting rope, a first sliding assembly, a hanging swing elimination device and at least two aircrafts. One end of the first lifting rope is connected to the hanging swing elimination device, and the other end is connected to the first sliding assembly. The first sliding assembly is connected to the second lifting rope and can slide along the second lifting rope. Two ends of the second lifting rope are directly or indirectly connected to different aircrafts. The hanging swing elimination device is used for connecting goods and is communicatively connected to the aircrafts. The hanging swing elimination device is also used for determining swing state information of the goods and sending the swing state information of the goods to the aircrafts, so that the aircrafts can accurately adjust the flight states of the aircrafts according to the swing state information of the goods, and the flight transportation system can more stably transport the goods. Through the first sliding assembly, the difficulty of coordinated control during the cooperative transportation of the multiple aircrafts can be reduced.

Description

Cross-references to related applications

[0001] This application claims priority to Chinese Patent Application No. 202510596281X, entitled "Flight Transportation System", filed on May 9, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of transportation equipment technology, and more specifically, to an air transport system. Background Technology

[0003] In existing technologies, when using aircraft to suspend and transport goods, the flexible connection between the aircraft and the cargo typically causes the cargo to sway relative to the aircraft due to inertia or crosswinds. This swaying is detrimental to stable transport. Adjusting the aircraft's flight status (e.g., adjusting flight direction, attitude, altitude, acceleration, and deceleration) can counteract or reduce the swaying. However, the aircraft's flight status adjustment needs to match the cargo's swaying information to effectively eliminate it. In related technologies, it is difficult for the aircraft to obtain cargo swaying information, thus hindering precise adjustment of its own flight status and resulting in poor stability during cargo transport. Furthermore, the weight of cargo transported by a single aircraft is limited. While using multiple aircraft for coordinated cargo transport can increase the system's load capacity, the flight actions of multiple aircraft can easily interfere with each other, making coordinated control of multiple aircraft difficult. Summary of the Invention

[0004] The purpose of this application is to provide a flight transport system that can improve the stability of cargo transport and reduce the difficulty of coordinating and controlling multiple aircraft.

[0005] The embodiments of this application can be implemented as follows: This application provides an air transport system, including a first sling, a second sling, a first sliding assembly, a suspension anti-sway device, and at least two aircraft. One end of the first sling is connected to the suspension anti-sway device, and the other end is connected to the first sliding assembly. The first sliding assembly is connected to the second sling and can slide along the second sling. The two ends of the second sling are directly or indirectly connected to different aircraft. The suspension anti-sway device is used to connect cargo and communicate with the aircraft. The suspension anti-sway device is also used to determine the swaying status information of the cargo and send the swaying status information of the cargo to the aircraft.

[0006] In an optional embodiment, the suspension anti-sway device includes a bearing mechanism, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the bearing mechanism. The bearing mechanism is used to connect the first suspension rope to the cargo and bear the tensile load. The status measurement module is used to acquire the sway status information of the bearing mechanism to determine the sway status information of the cargo. The wireless transmission module is used to communicate with the aircraft to transmit the sway status information of the cargo to the aircraft.

[0007] In an optional implementation, the load-bearing mechanism includes a tensile testing component for detecting the tensile load borne by the load-bearing mechanism.

[0008] In an optional embodiment, the suspension anti-sway device further includes an electrical control box, and the tensile detection component includes a tensile detection body, a first bearing part and a second bearing part. The tensile detection body is disposed inside the electrical control box, and the first bearing part and the second bearing part are respectively connected to opposite sides of the tensile detection body and are used to bear tensile loads.

[0009] In an optional embodiment, the carrying mechanism further includes a sling, a first carrying portion being a stud extending out of the electrical control box and screwed to the sling, the sling being used to connect to the aircraft via a sling; and / or, a second carrying portion being a stud, the second carrying portion being screwed to a release device in the flight transport system, the release device being able to controllably carry or release cargo.

[0010] In an optional embodiment, the suspended anti-sway device further includes an electrical control box, a wireless transmission module and a status measurement module disposed in the electrical control box; the electrical control box includes a box body and a box cover, the box body forms a receiving cavity with an opening, and the box cover is detachably connected to the box body and used to open or close the opening of the receiving cavity.

[0011] In an optional embodiment, the wireless transmission module includes a module end and an antenna end, the module end and the antenna end are electrically connected, a circuit board is disposed inside the receiving cavity of the box, the module end of the wireless transmission module is disposed on the circuit board, and the antenna end of the wireless transmission module is disposed on the outer surface of the box cover.

[0012] In an optional implementation, the antenna end of the wireless transmission module is a patch structure, and the control box also includes an antenna cover, which is detachably connected to the outer surface of the box cover and covers the antenna end of the wireless transmission module.

[0013] In an optional embodiment, the suspension anti-sway device also includes a power supply component, and the housing further forms a battery compartment. The power supply component is disposed in the battery compartment of the housing and is used to supply power to the wireless transmission module and the status measurement module.

[0014] In an optional embodiment, the control box further includes a cover, the battery compartment has an opening, the cover is detachably connected to the box body, and the cover is used to open or close the opening of the battery compartment; the control box has a cylindrical structure, the opening of the battery compartment faces radially outward, and a portion of the outer peripheral surface of the control box is formed by the outer surface of the cover.

[0015] In an optional implementation, the swing state information of the suspended anti-sway device measured by the state measurement module includes at least one of speed information, position information, and angle information; and / or, the wireless transmission module includes at least one of WiFi module, Bluetooth module, LoRa module, cellular network, frequency hopping radio, and Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

[0016] In an optional implementation, the state measurement module includes a first state measurement module and / or a second state measurement module; the first state measurement module includes at least one of a GPS module, an RTK module, and a UWB module; the second state measurement module includes at least one of an INS inertial navigation module, an IMU inertial measurement module, and an angle sensor.

[0017] In an optional embodiment, the cover has a clearance window, and the control box also includes an antenna cover, which is detachably connected to the outer surface of the cover and covers the clearance window. The area of ​​the antenna cover corresponding to the clearance window protrudes away from the receiving cavity, so that the inner side of the antenna cover forms an assembly groove communicating with the clearance window. The state measurement module includes a first state measurement module, which is disposed in the clearance window, and at least a portion of the first state measurement module extends into the assembly groove. Alternatively, a circuit board is disposed in the receiving cavity of the box, and the state measurement module includes a second state measurement module, which is disposed on the circuit board.

[0018] In an optional embodiment, the suspension anti-sway device also includes an electrical control box and a night indicator component that can emit light, with the night indicator component protruding from the surface of the electrical control box.

[0019] In an optional implementation, the wireless transmission module establishes at least two wireless communication links, which are established by the same type of module, and / or at least two wireless communication links are established by different types of modules.

[0020] In an optional embodiment, the first sliding assembly includes a sliding body and a rotating connector. The sliding body can slide along the second suspension rope, and the rotating connector is rotatably connected to the sliding body and connected to the first suspension rope.

[0021] In an optional embodiment, the sliding body includes a mounting base and a roller. The roller is rotatably connected to the mounting base and can roll along a second suspension rope. A rotating connector is rotatably connected to the mounting base, and the rotation axis of the rotating connector forms an angle with the rotation axis of the roller.

[0022] In an optional embodiment, the rotation axis of the rotating connector is perpendicular to the rotation axis of the roller, and the rotating connector and the roller are spaced apart in the extension direction of the rotation axis of the rotating connector.

[0023] In an optional embodiment, the rotating connector includes a rotating shaft and a lifting ring. The rotating shaft is inserted into the mounting base and can rotate relative to the mounting base along its own axis. The lifting ring is connected to the end of the rotating shaft away from the mounting base and is connected to a first lifting rope.

[0024] In an optional implementation, the number of aircraft is four, and the flight transport system also includes two third slings and two second sliding components. The two ends of each third sling are directly or indirectly connected to two different aircraft, and each second sliding component is connected to one third sling. The two ends of each second sling are connected to two second sliding components.

[0025] In an optional implementation, the flight transport system also includes a release device connected to the end of the suspension anti-sway device away from the first suspension rope, the release device being capable of controlled loading or releasing of cargo.

[0026] The beneficial effects of the flight transport system provided in this application include: The flight transport system provided in this application includes a first sling, a second sling, a first sliding assembly, a suspension anti-sway device, and at least two aircraft. One end of the first sling is connected to the suspension anti-sway device, and the other end is connected to the first sliding assembly. The first sliding assembly is connected to the second sling and can slide along the second sling. The two ends of the second sling are directly or indirectly connected to different aircraft. The suspension anti-sway device is used to connect cargo and communicate with the aircraft. The suspension anti-sway device is also used to determine the sway state information of the cargo and send this information to the aircraft. Since the suspension anti-sway device bears the load from the cargo, its sway state changes with the sway state of the cargo. Therefore, by determining the sway state information of the cargo through the suspension anti-sway device and sending it to the aircraft, the cargo sway state information can reflect the sway state of the cargo, and the aircraft can adjust its flight state according to this information. In this scenario, the flight transport system employs the suspension anti-sway device provided in this embodiment. Positioned close to the cargo, this device, compared to a device positioned at the aircraft end, allows for more accurate determination of the cargo's swaying state. The aircraft can then precisely adjust its flight status based on this information to counteract or mitigate the cargo's swaying, resulting in better anti-sway performance and smoother cargo transport. Furthermore, the flight transport system of this application comprises at least two aircraft, thus possessing a stronger load-bearing capacity than a single aircraft, enabling the transport of heavier cargo. Through the sliding cooperation of the second suspension rope and the first sliding component, when the load direction changes due to cargo swaying, or when one aircraft changes its position relative to other aircraft, the first sliding component on the second suspension rope can slide along the rope. This allows the force points on the second suspension rope to adaptively adjust, mitigating uneven force distribution between aircraft caused by cargo swaying or uncoordinated aircraft movements, thereby reducing mutual interference between aircraft. By dynamically changing the first sliding component, the swaying of cargo or changes in center of gravity caused by the relative changes in the state of multiple aircraft during flight transportation, as well as the mutual influence between aircraft, can be mitigated, thereby reducing the difficulty of coordinated control when multiple aircraft are transporting together. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1This is a schematic diagram of a flight transport system (comprising two aircraft) in one embodiment of this application; Figure 2 This is a schematic diagram showing the connection of the suspension anti-sway device, the first suspension rope, and the pulling member in one embodiment of this application; Figure 3 This is a schematic diagram of a suspension anti-sway device in one embodiment of this application; Figure 4 This is a schematic diagram of the internal structure of the suspension anti-sway device in one embodiment of this application; Figure 5 A cross-sectional view of a suspended anti-sway device in one embodiment of this application; Figure 6 This is a schematic diagram of the inner side of the box lid in one embodiment of this application; Figure 7 This is a schematic diagram illustrating the cooperation between the first sliding component and the first and second suspension ropes in one embodiment of this application. Figure 8 for Figure 1 Enlarged view of section VIII in the middle; Figure 9 This is a schematic diagram of a flight transport system (comprising four aircraft) in another embodiment of this application.

[0029] Icons: 100-Aircraft; 110-Hook; 200-Suspension and anti-sway device; 210-Bearing mechanism; 211-First bearing section; 212-Second bearing section; 213-Tension detection body; 214-Hanging component; 2141-Threaded part; 2142-Hanging ring; 220-Electrical control box; 221-Box body; 2211-Inclined slope; 2212-Receiving cavity; 2213-Battery compartment; 2214-Avoidance hole; 2215-Block; 222-Box cover; 2221-Avoidance window; 2222-Limiting groove; 2223-Mounting hole; 2224-Assembly hole; 223-Antenna cover; 2231-Mounting area; 223 2-Assembly slot; 224-Holding cover; 225-Buffer component; 231-First WiFi module; 232-Second WiFi module; 240-Second status measurement module; 250-Circuit board; 260-First status measurement module; 270-Power supply assembly; 280-Night indicator assembly; 300-Release device; 400-First lifting rope; 500-First sliding assembly; 510-Sliding body; 511-Mounting base; 512-Roller; 520-Rotating connector; 521-Rotation shaft; 522-Lifting ring; 600-Second lifting rope; 700-Second sliding assembly; 800-Third lifting rope; 10-Cargo; 11-Pulling component. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0031] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0032] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0033] In the description of this application, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is usually placed during use, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0034] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0035] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0036] When aircraft (such as drones) transport cargo, they are typically flexibly connected to the cargo via slings. The cargo often sways relative to the aircraft, for example, during rapid acceleration, deceleration, or turns, due to its own inertia. It may also sway when encountering crosswinds. This swaying changes the direction and magnitude of the load applied to the aircraft. If the aircraft's flight path remains constant, the swaying cargo will cause it to deviate and wobble, negatively impacting transport stability. However, current technologies cannot precisely adjust the aircraft's state in real-time to accommodate cargo swaying, resulting in poor stability during cargo transport. Furthermore, the use of multiple aircraft to carry cargo in these technologies presents significant challenges in coordinating and controlling them. When one aircraft makes an uncoordinated movement, such as lowering its altitude relative to others, the weight borne by the other aircraft increases dramatically. External forces causing cargo swaying also severely affect the uniformity of force distribution among the aircraft. Therefore, existing technologies for coordinating cargo transport using multiple aircraft present significant control challenges and poor stability.

[0037] To address at least one deficiency in the aforementioned related technologies, this application provides a flight transportation system that determines and feeds back the swaying state information of the cargo by placing a sway-eliminating device close to the cargo. This cargo swaying state information reflects the cargo's swaying condition, allowing the aircraft to precisely adjust its flight state to eliminate or mitigate cargo swaying. Furthermore, this application incorporates a sliding component that can slide along the suspension rope to reduce mutual interference between aircraft, improve aircraft reliability, and reduce the difficulty of coordinated control when multiple aircraft are transporting goods together.

[0038] Figure 1 This is a schematic diagram of a flight transport system (comprising two aircraft 100) according to one embodiment of this application. Figure 1As shown, the flight transport system includes a first sling 400, a second sling 600, a first sliding assembly 500, a suspension anti-sway device 200, and at least two aircraft 100. One end of the first sling 400 is connected to the suspension anti-sway device 200, and the other end is connected to the first sliding assembly 500. The first sliding assembly 500 is connected to the second sling 600 and can slide along the second sling 600. The two ends of the second sling 600 are directly or indirectly connected to different aircraft 100. The suspension anti-sway device 200 is used to connect the cargo 10 and communicate with the aircraft 100. The suspension anti-sway device 200 is also used to determine the swaying state information of the cargo 10 and send the swaying state information of the cargo 10 to the aircraft 100. In this embodiment, the suspension anti-sway device 200 is positioned close to the cargo 10, ensuring that the swaying state of the suspension anti-sway device 200 is substantially consistent with that of the cargo 10. The swaying state information of the cargo 10 can be accurately determined based on the swaying state information of the suspension anti-sway device 200, thereby enabling anti-swaying. Compared to anti-swaying methods where the anti-sway device is positioned at the aircraft end, in this embodiment, the aircraft 100 can precisely adjust its flight state based on the swaying state information of the cargo 10 to counteract or mitigate the swaying of the cargo 10, resulting in a better anti-swaying effect and enabling the air transport system to transport the cargo 10 more smoothly.

[0039] In the embodiments of this application, the aircraft 100 may be a drone, such as an unmanned helicopter, a compound-wing drone, a multi-rotor drone, etc.; in other optional embodiments, the aircraft 100 may also be a manned aircraft piloted by a driver.

[0040] like Figure 1As shown, the air transport system includes a pair of aircraft 100, a first sling 400, and a second sling 600. The two ends of the second sling 600 are connected to the two aircraft 100 respectively. The cargo 10 is connected to a suspension anti-sway device 200 via a pulling member 11. The suspension anti-sway device 200 is positioned between the aircraft 100 and the cargo 10, close to the cargo 10. The weight of the cargo 10 is applied to the suspension anti-sway device 200 via the pulling member 11, and the suspension anti-sway device 200 bears the tensile load from the pulling member 11. The pulling member 11 can be a flexible rope or a rigid structural component (e.g., a rigid rod). In this embodiment, the suspended anti-sway device 200 is positioned close to the cargo 10. One end of the device is connected to the first suspension rope 400, and the other end is connected to the cargo 10 via the pulling member 11. By positioning the first suspension rope 400 and the suspended anti-sway device 200 close to the cargo 10, the swing state of the suspended anti-sway device 200 and the cargo 10 is essentially consistent. By acquiring the swing state information of the suspended anti-sway device 200, the swing state information of the cargo 10 can be determined. Using the swing state information of the cargo 10 for anti-swaying results in a better anti-swaying effect. It should be understood that the suspension anti-sway device 200 being positioned close to the cargo 10 can be as described in this embodiment, where the suspended anti-sway device 200 is connected to the cargo 10 via the pulling member 11; or it can be directly connected to the cargo 10. The connection method includes, but is not limited to, fixed connection, detachable connection, etc. However, this application is not limited to this, and the suspension anti-sway device 200 being positioned close to the cargo 10 can also be connected in other ways.

[0041] Figure 2 This is a schematic diagram showing the connection of the suspension anti-sway device 200, the first suspension rope 400, and the pulling member 11 in one embodiment of this application. Figure 2 As shown, in this embodiment, the flight transport system also includes a release device 300, which is connected to the end of the suspension anti-sway device 200 away from the first suspension rope 400. The release device 300 can controllably carry or release the cargo 10. The release device 300 includes a hook that can be electrically opened or locked. When transporting the cargo 10, the pull member 11 is hooked on the hook. When it is necessary to release the cargo 10, the release device opens the hook, allowing the pull member 11 to detach from the hook. The specific structure of the release device 300 can be referred to in the prior art, and will not be described in detail here.

[0042] Figure 3 This is a schematic diagram of a suspended anti-sway device 200 in one embodiment of this application; Figure 4 This is a schematic diagram of the internal structure of the suspension anti-sway device 200 in one embodiment of this application; Figure 5 A cross-sectional view of a suspended anti-sway device 200 in one embodiment of this application. (See figure) Figures 2 to 5As shown, the suspended anti-sway device 200 includes a support mechanism 210, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the support mechanism 210. The support mechanism 210 is used to connect the first suspension rope 400 to the cargo 10 and bear the tensile load. The status measurement module is used to acquire the swing state information of the support mechanism 210 to determine the swing state information of the cargo 10. The wireless transmission module is used to communicate with the aircraft 100 to transmit the swing state information of the cargo 10 to the aircraft 100. In this embodiment, the aircraft 100 is specifically connected to the support mechanism 210 of the suspended anti-sway device 200 through the first suspension rope 400. The end of the support mechanism 210 away from the aircraft 100 is connected to the cargo 10 in sequence through a release device 300 and a pulling member 11. Since the support mechanism 210 is part of the structure of the suspended anti-sway device 200, the swing state of the support mechanism 210 is the swing state of the suspended anti-sway device 200. The carrying mechanism 210 is connected to the cargo 10, and the swing state of the carrying mechanism 210 corresponds to the swing state of the cargo 10. That is, the swing state of the suspension anti-sway device 200 corresponds to the swing state of the cargo 10. The swing state information of the cargo 10 can be determined based on the swing state information of the suspension anti-sway device 200. The swing state information of the cargo 10 reflects its swing state, allowing the aircraft 100 to formulate flight strategies based on the swing state information of the cargo 10. In some embodiments, the suspension anti-sway device 200 is positioned close to the cargo 10, and the swing state of the suspension anti-sway device 200 is essentially the same as that of the cargo 10. Therefore, the swing state information of the suspension anti-sway device 200 can be directly used as the swing state information of the cargo 10. In this case, the wireless transmission module transmitting the swing state information of the cargo 10 to the aircraft 100 means that the wireless transmission module transmits the swing state information of the suspension anti-sway device 200 to the aircraft 100. In other embodiments, the swing state information of the cargo 10 can be calculated based on the swing state information of the suspension anti-sway device 200. It should be understood that the swing state information of the hanging anti-sway device 200 obtained by the aforementioned state measurement module can be the current swing state information or the swing state information previously obtained. Using the current swing state information of the hanging anti-sway device 200, the swing state of the cargo 10 can be monitored in real time.

[0043] In some embodiments, determining the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200 can be implemented in the suspension anti-sway device 200. However, this application is not limited to this. In other optional embodiments, determining the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200 can also be implemented in the aircraft 100. In this case, the wireless transmission module only needs to send the swing state information of the suspension anti-sway device 200 to the aircraft 100, and the aircraft 100 determines the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200.

[0044] In this embodiment, the suspension anti-sway device 200 further includes an electrical control box 220. The wireless transmission module and the status measurement module are housed in the electrical control box 220, which supports and secures them. Furthermore, at least a portion of the wireless transmission module and at least a portion of the status measurement module are housed within the electrical control box. The electrical control box 220 protects the wireless transmission module and the status measurement module from damage caused by external object collisions, airflow, or exposure to sunlight and rain. The load-bearing mechanism 210, which bears the tensile load, has a portion located within the electrical control box 220 and another portion extending out of the box to connect with other external components (such as the first suspension rope 400 and the release device 300). In this embodiment, the load-bearing mechanism 210 includes a tensile force detection component, which detects the tensile load borne by the load-bearing mechanism 210 to determine the weight of the cargo 10. The tensile load detection assembly includes a tensile load detection body 213, a first load-bearing part 211, and a second load-bearing part 212. The tensile load detection body 213 is housed within the electrical control box 220. The first load-bearing part 211 and the second load-bearing part 212 are respectively connected to opposite sides of the tensile load detection body 213 and are used to bear tensile loads. The wireless transmission module is also used to transmit the tensile load information borne by the load-bearing mechanism 210 to the aircraft 100, and through the aircraft 100, transmit the tensile load information to the ground station so that the ground station can monitor the weight of the cargo 10 carried by the aircraft 100. By setting up the tensile load detection assembly, the tensile load currently borne by the load-bearing mechanism 210 can be effectively detected, which can serve as a reference for the flight strategy of the aircraft 100. In one scenario, the tension detection component can monitor the weight of cargo 10 when the aircraft 100 takes off. If overloading of cargo 10 is detected during takeoff, the aircraft 100 stops takeoff and lands, adjusts the weight of cargo 10, and then takes off again. By using the tension detection component to detect the weight of cargo 10 when the aircraft 100 takes off, the dangerous situation of the aircraft 100 flying overloaded due to oversight or negligence can be avoided. In an optional embodiment, the tension detection component can be a load cell, a force sensor, and / or a tension gauge.

[0045] In this embodiment, the control box 220 includes a box body 221 and a cover 222. The box body 221 forms a receiving cavity 2212 with an opening. The cover 222 is detachably connected to the box body 221 and is used to open or close the opening of the receiving cavity 2212. Optionally, at least a portion of the wireless transmission module and at least a portion of the status measurement module are disposed within the receiving cavity 2212 of the box body 221. Optionally, the tensile detection body 213 of the tensile detection assembly is also disposed within the receiving cavity 2212 of the box body 221. By providing a detachable cover 222, the assembly and maintenance of the support mechanism 210, the wireless transmission module, and the status measurement module can be facilitated. In this embodiment, the housing 221 is provided with a clearance hole 2214 for connecting the second support part 212 to the release device 300 in the flight transport system; the cover 222 is provided with an assembly hole 2224 for at least a portion of the first support part 211 to extend out of the receiving cavity 2212 of the housing 221. Optionally, the cover 222 is connected to the housing 221 by fasteners, including but not limited to screws; in other embodiments, the cover 222 can also be connected to the housing 221 by snap-fit, adhesive, or other means.

[0046] Optionally, the support mechanism 210 further includes a suspension member 214, and the first support portion 211 and / or the second support portion 212 are studs. When the first support portion 211 is a stud, it extends out of the electrical control box 220 and is screwed to the suspension member 214, which is used to connect to the aircraft 100 via a suspension rope (specifically, the first suspension rope 400). When the second support portion 212 is a stud, it is used to be screwed to the release device 300 in the flight transport system. In this embodiment, both the first support portion 211 and the second support portion 212 are studs. By setting up the hanging component 214, the first suspension rope 400 can be easily connected to the support mechanism 210. Specifically, the hanging component 214 includes a threaded part 2141 and a hanging ring 2142. The hanging ring 2142 is fixedly connected to the threaded part 2141 (including but not limited to welding). The hanging ring 2142 is connected to the end of the first suspension rope 400. The first support part 211 passes through the assembly hole 2224 of the cover 222 and is screwed to the threaded part 2141 of the hanging component 214, thus realizing the connection and fixation of the tension detection component, the hanging component 214, and the cover 222. This application is not limited to this, and the hanging component 214 can also adopt other structures, as long as it can realize that the suspension anti-sway device 200 (specifically the support mechanism 210 in this embodiment) can be connected to the aircraft 100 through the suspension rope (specifically the first suspension rope 400).

[0047] In other optional embodiments, the bearing mechanism 210 may not include the aforementioned tensile detection component. The form of the bearing mechanism 210 can be adjusted as needed, as long as it can withstand the tensile load from the cargo 10. For example, the bearing mechanism 210 may include a rigid connecting shaft and a hanging member 214. The rigid connecting shaft passes through and is connected to the electrical control box 220, and both ends of the rigid connecting shaft are respectively connected to the hanging member 214 and the release device 300. The rigid connecting shaft is used to bear the tensile load. Alternatively, the electrical control box 220 in the above embodiment can be replaced with a housing. The bearing mechanism 210 includes a housing and a hanging member 214. The hanging member 214 is connected to the top of the housing, and the release device 300 is connected to the bottom of the housing. The housing is used to bear the tensile load. The wireless transmission module and the status measurement module are disposed in the housing. The specific installation and fixing methods of the wireless transmission module and the status measurement module can refer to the above embodiments, and will not be repeated here. This application is not limited thereto, and the wireless transmission module and the status measurement module can also adopt other installation and fixing methods.

[0048] In this embodiment, the wireless transmission module is used to realize wireless communication between the suspended anti-sway device 200 and the aircraft 100. Information collected by the suspended anti-sway device 200 can be transmitted to the flight control system of the aircraft 100 via the wireless transmission module, and the aircraft 100 can also send control commands to the suspended anti-sway device 200. Specifically, the wireless transmission module includes a module end and an antenna end, which are electrically connected. In this embodiment, a circuit board 250 is disposed within the receiving cavity 2212 of the housing 221. The module end of the wireless transmission module is disposed on the circuit board 250, and the antenna end of the wireless transmission module is disposed on the outer surface of the housing 222. By placing the antenna end of the wireless transmission module outside the receiving cavity 2212, it is beneficial for the antenna end to transmit and receive signals, thus improving the quality of wireless communication. The housing 221 is provided with support feet for mounting the circuit board 250, used to support and fix the circuit board 250. In this embodiment, the antenna end of the wireless transmission module is a patch structure. The control box 220 also includes an antenna cover 223, which is detachably connected to the outer surface of the cover 222 and covers the antenna end of the wireless transmission module. In this embodiment, the antenna cover 223 is made of a wave-transparent material, which not only protects the antenna end of the wireless transmission module but also allows wireless signals to be transmitted and received through the antenna cover 223.

[0049] Optionally, the antenna cover 223 is connected to the housing cover 222 by fasteners, including but not limited to screws; in other embodiments, the antenna cover 223 may also be connected to the housing cover 222 by snap-fit, adhesive or other means.

[0050] Optionally, the wireless transmission module includes at least one of a WiFi module, a Bluetooth module, a LoRa module, a cellular network, a frequency hopping radio, and a Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

[0051] Optionally, the wireless transmission module establishes at least two wireless communication links, which are established by the same type of module, and / or, at least two wireless communication links are established by different types of modules. For example, the wireless transmission module includes a WiFi module, and the two wireless communication links are established by the WiFi module; or, the wireless transmission module includes a WiFi module and a Bluetooth module, and the two wireless communication links are established by the WiFi module and the Bluetooth module respectively; or, the wireless transmission module includes a WiFi module and a Bluetooth module, with two wireless communication links established by the WiFi module and the other wireless communication link established by the Bluetooth module.

[0052] In this embodiment, the wireless transmission module includes a WiFi module, specifically a first WiFi module 231 and a second WiFi module 232. The first WiFi module 231 and the second WiFi module 232 operate on different frequency bands; for example, the first WiFi module 231 operates on the 5GHz band, and the second WiFi module 232 operates on the 2.4GHz band. By using two WiFi modules with different frequencies, more application scenarios can be met, and the two WiFi modules can serve as backups for each other, providing dual redundancy. It should be understood that other frequency bands can also be used for communication with the aircraft 100; the wireless transmission module can also be of other types, such as a Bluetooth module, a LoRa module, a cellular network, a frequency-hopping radio, or a Zigbee module.

[0053] Furthermore, in this embodiment, the swing state information of the suspended anti-sway device 200 measured by the state measurement module includes at least one of velocity information, position information, and angle information. The state measurement module includes a first state measurement module 260 and / or a second state measurement module 240. Specifically, the state measurement module includes the first state measurement module 260, or the state measurement module includes the second state measurement module 240, or the state measurement module includes both the first state measurement module 260 and the second state measurement module 240.

[0054] Optionally, the status measurement module includes a first status measurement module 260, which includes at least one of a GPS module, an RTK module, and a UWB module. The GPS module, RTK module, and UWB module can be used to measure at least one of speed information and position information. Further, the first status measurement module 260 is electrically connected to the circuit board 250. The first status measurement module 260 can acquire the speed information and / or position information of the suspended anti-sway device 200. The speed information of the suspended anti-sway device 200 is used to determine the speed information of the cargo 10, and the position information of the suspended anti-sway device 200 is used to determine the position information of the cargo 10. The speed information and / or position information of the cargo 10 can be transmitted to the aircraft 100 via a wireless transmission module. Since the suspension anti-sway device 200 is connected to the cargo 10, the speed and position of the suspension anti-sway device 200 correspond to the speed and position of the cargo 10. The speed and / or position information of the cargo 10 can be determined based on the speed and / or position information of the suspension anti-sway device 200, allowing the aircraft 100 to formulate a flight strategy based on the speed and / or position information of the cargo 10 to adapt to the swaying of the cargo. In some embodiments, the suspension anti-sway device 200 is positioned close to the cargo 10, and its motion state is basically the same. The speed and / or position information of the suspension anti-sway device 200 can be directly used as the speed and / or position information of the cargo 10. In this case, the wireless transmission module transmitting the speed and / or position information of the cargo 10 to the aircraft 100 means that the wireless transmission module transmits the speed and / or position information of the suspension anti-sway device 200 to the aircraft 100. In other embodiments, the speed and / or position information of the cargo 10 can be calculated based on the speed and / or position information of the suspension anti-sway device 200.

[0055] Figure 6 This is a schematic diagram of the inner side of the box lid in one embodiment of this application. For example... Figure 6As shown, the cover 222 further includes a clearance window 2221, and the control box 220 also includes an antenna cover 223. The antenna cover 223 is detachably connected to the outer surface of the cover 222 and covers the clearance window 2221. The area of ​​the antenna cover 223 corresponding to the clearance window 2221 protrudes away from the receiving cavity 2212, so that the inner side of the antenna cover 223 forms a mounting groove 2232 communicating with the clearance window 2221. A first state measurement module 260 is disposed in the clearance window 2221, and at least a portion of the first state measurement module 260 extends into the mounting groove 2232. In this embodiment, the first state measurement module 260 is located inside the antenna cover 223. Specifically, the antenna cover 223 has a mounting area 2231 corresponding to the clearance window 2221, and the mounting area 2231 on the antenna cover 223 protrudes outward, so that the inner side of the antenna cover 223 forms a mounting groove 2232. The first state measurement module 260 is specifically installed at the clearance window 2221 of the cover 222. Part of it is located in the receiving cavity 2212 inside the cover 222, and the other part extends through the clearance window 2221 into the mounting slot 2232 of the antenna cover 223. This arrangement, combined with the good wave transmission performance of the antenna cover 223, facilitates the measurement of velocity and / or position information by the first state measurement module 260. In this embodiment, the area outside the mounting area 2231 of the antenna cover 223 covers the antenna end of the wireless transmission module.

[0056] Optionally, the inner side of the cover 222 is provided with a limiting groove 2222 surrounding the edge of the avoidance window 2221. The first state measurement module 260 is located on the inner side of the cover 222 and abuts against the limiting groove 2222, thereby limiting the position of the first state measurement module 260. In this embodiment, the bottom of the limiting groove 2222 is provided with a mounting hole 2223, which is a screw hole. The first state measurement module 260 can be mounted to the cover 222 by screws and mounting holes 2223. Specifically, the avoidance window 2221 is rectangular, and the four mounting holes 2223 are respectively adjacent to the four corners of the avoidance window 2221.

[0057] In this embodiment, the first state measurement module 260 includes an RTK module, also known as a real-time dynamic differential positioning module. The RTK module achieves high-precision positioning through Real-Time Kinematic (RTK) technology. Using the RTK module, the position information of the suspended anti-sway device 200 can be accurately acquired, thereby determining the position information of the cargo 10; alternatively, the velocity information of the suspended anti-sway device 200 can be calculated based on its position change per unit time, thereby determining the velocity information of the cargo 10. Due to the high positioning accuracy of the RTK module, the position information of the suspended anti-sway device 200 acquired using the RTK module and the velocity information of the suspended anti-sway device 200 calculated using its position information are highly accurate, thus ensuring the accuracy of the position and velocity information of the cargo 10.

[0058] Optionally, the state measurement module includes a second state measurement module 240, which includes at least one of an INS inertial navigation module, an IMU inertial measurement module, and an angle sensor. The INS and IMU modules are used to measure at least one of velocity, position, and angle information, while the angle sensor measures angle information. Specifically, the IMU module measures the acceleration, angular velocity, and attitude angle of the suspended anti-sway device 200, and, combined with an algorithm, can calculate the velocity, position, and angle information of the suspended anti-sway device 200. Further, the second state measurement module 240 is mounted on a circuit board 250.

[0059] The second state measurement module 240 can be used to acquire the speed, position, and / or angle information of the suspended anti-sway device 200. The speed information of the suspended anti-sway device 200 is used to determine the speed of the cargo 10, the position information of the suspended anti-sway device 200 is used to determine the position of the cargo 10, and the angle information of the suspended anti-sway device 200 is used to determine the angle of the cargo 10. The speed, position, and / or angle information of the cargo 10 can be transmitted to the aircraft 100 via a wireless transmission module. The method for determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspended anti-sway device 200 is similar to the aforementioned method for determining the speed and / or position information of the cargo 10 based on the speed and / or position information of the suspended anti-sway device 200, and will not be described in detail here.

[0060] In some embodiments, determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200 can be implemented within the suspension anti-sway device 200. However, this application is not limited thereto. In other optional embodiments, determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200 can also be implemented within the aircraft 100. In this case, the wireless transmission module only needs to send the speed, position, and / or angle information of the suspension anti-sway device 200 to the aircraft 100, and the aircraft 100 determines the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200.

[0061] In this embodiment, the suspension anti-sway device 200 also includes a night-light indicator component 280, which protrudes from the surface of the control box 220. The light emitted by the night-light indicator component 280 facilitates the observation of the flight transport system at night or in poor visibility conditions, thus facilitating the flight transport system to perform tasks at night or in poor visibility conditions. In this embodiment, the control box 220 has a top surface and a bottom surface spaced apart in the tensile load direction, and a side surface connecting the top surface and the bottom surface. The first support portion 211 of the support mechanism 210 extends from the top surface of the control box 220 (specifically, it extends from the mounting hole 2224 of the cover 222), and the second support portion 212 corresponds to the position of the clearance hole 2214 on the bottom surface of the control box 220 (specifically, it corresponds to the position of the clearance hole 2214 on the box body 221). The night-light indicator component 280 is disposed on the side surface of the control box 220.

[0062] In this embodiment, a portion of the side of the electronic control box 220 is a sloping surface 2211, which slopes towards the bottom of the electronic control box 220 (specifically towards the bottom of the box body 221). Therefore, during normal transportation, the nighttime indicator component 280 emits light with its tilted downwards, which is beneficial for personnel on the ground to observe the position of the flight transportation system.

[0063] In this embodiment, the suspension anti-sway device 200 further includes a power supply assembly 270, and the housing 221 further forms a battery compartment 2213. The power supply assembly 270 is disposed within the battery compartment 2213 of the housing 221, and is used to supply power to the wireless transmission module and the status measurement module; furthermore, the power supply assembly 270 is also used to supply power to the release device 300. In this embodiment, the housing 221 of the control box 220 further includes a partition 2215, which separates the receiving cavity 2212 and the battery compartment 2213. The power supply assembly 270 may include one or more batteries. In this embodiment, the control box 220 further includes a cover 224, the battery compartment 2213 has an opening, and the cover 224 is detachably connected to the housing 221, and is used to open or close the opening of the battery compartment 2213. The control box 220 has a cylindrical structure, with the opening of the battery compartment 2213 facing radially outward. A portion of the outer peripheral surface of the control box 220 is formed by the outer surface of the cover 224. Optionally, the cover 224 can be connected to the box body 221 by fasteners, including but not limited to screws. Furthermore, a buffer 225 can be provided between the inner side of the cover 224 and the power assembly 270. The buffer 225 is flexible and can limit the position of the power assembly 270 to ensure the stability of the power assembly 270 within the battery compartment 2213. The buffer 225 includes, but is not limited to, foam.

[0064] The operating principle of the suspended anti-sway device 200 provided in this application embodiment is as follows: During sling transport operations, the weight of the suspended cargo 10 can be monitored in real time by the tension detection component, preventing overloading of the cargo 10 due to human negligence, which could affect flight stability and safety. The night indication component 280 enables the aircraft 100 to perform night transport operations or transport operations in conditions of poor visibility. In sling transport operations, the aircraft 100 is flexibly connected to the cargo 10 via a sling and a sling anti-sway device 200. If the cargo 10 sways due to sudden crosswinds, rapid acceleration, rapid deceleration, or turns, the sling anti-sway device 200 will also sway with the cargo 10. The state measurement module within the sling anti-sway device 200 can acquire the sway state information of the device, and the sway state information of the cargo 10 can be determined based on this information. The sway state information of the cargo 10 can then be transmitted back to the flight control system of the aircraft 100 via a wireless transmission module. The aircraft 100 can adjust its flight state based on the received information to counteract or reduce the swaying of the cargo 10, making the flight transport smoother. The swaying state information of the cargo 10 can reflect the swaying state of the cargo 10.

[0065] Figure 7This is a schematic diagram illustrating the interaction between the first sliding component 500, the first suspension rope 400, and the second suspension rope 600 in one embodiment of this application. Figure 7 As shown, in this embodiment, the first sliding component 500 includes a sliding body 510 and a rotating connector 520. The rotating connector 520 is rotatably connected to the sliding body 510 and is connected to the first sling 400 to bear the load. In this embodiment, the sliding body 510 can slide along the second sling 600. When the cargo 10 swings, or when a certain aircraft 100 exhibits uncoordinated movements (such as suddenly rising or falling, moving away from or closer to the cargo 10), the first sliding component 500 will slide along the second sling 600, causing the force-bearing position of the second sling 600 to change. This adaptive adjustment of the force-bearing position can keep the forces on the aircraft 100 at both ends of the second sling 600 similar. For example, when one aircraft 100 suddenly descends (i.e., an uncoordinated movement occurs), the first sliding component 500 will slide along the second hoisting rope 600 towards the descending aircraft 100. This prevents a significant increase in the load on the other, higher-positioned aircraft 100, ensuring that the forces on both aircraft 100 are roughly equal, and that the angle of the forces relative to the vertical is also similar. Besides the situation of uncoordinated flight altitudes of the aircraft 100, the first sliding component 500 can also adaptively adjust its position on the second hoisting rope 600 to balance the forces on each aircraft 100 in other situations such as crosswinds encountered by the cargo 10, uncoordinated flight speeds of the aircraft 100, or uncoordinated turning angular velocities of the aircraft 100. Therefore, by incorporating the second hoisting rope 600 and the first sliding component 500, the tolerance for uncoordinated movements of the aircraft 100 is improved, thus reducing the difficulty of coordinated control of multiple aircraft 100 during collaborative transportation.

[0066] Furthermore, when the cargo 10 rotates, since the rotating connector 520 can rotate 360° relative to the sliding body 510, the rotating connector 520 will not transmit a large torque to the sliding body 510, and the rotation of the cargo 10 will not cause the sliding body 510 to rotate. This makes the fit between the sliding body 510 and the second lifting rope 600 more stable, and it is less likely that the sliding body 510 will be unable to slide relative to the second lifting rope 600 due to rotation.

[0067] In this embodiment, the sliding body 510 includes a mounting base 511 and a roller 512. The roller 512 is rotatably connected to the mounting base 511 and can roll along the second suspension rope 600. A rotating connector 520 is rotatably connected to the mounting base 511, and the rotation axis of the rotating connector 520 forms an angle with the rotation axis of the roller 512. Further, the rotation axis of the rotating connector 520 is perpendicular to the rotation axis of the roller 512, and the rotating connector 520 and the roller 512 are spaced apart along the extension direction of the rotation axis of the rotating connector 520. In this embodiment, the mounting base 511 has a U-shaped structure, and the roller 512 is rotatably connected to the mounting base 511 via a rotating shaft. A groove is provided on the outer periphery of the roller 512, and a portion of the second suspension rope 600 can be embedded in the groove, thereby maintaining radial contact with the outer periphery of the roller 512 during its rolling process.

[0068] By setting the roller 512, a smaller frictional resistance can be achieved between the sliding body 510 and the second suspension rope 600, allowing the first sliding component 500 to adjust its position more smoothly on the second suspension rope 600. In other optional embodiments, the sliding body 510 can also have other structures. For example, the sliding body 510 includes a smooth annular structure that is sleeved on the second suspension rope 600 and can slide along the second suspension rope 600.

[0069] In this embodiment, the rotating connector 520 includes a rotating shaft 521 and a lifting ring 522. The rotating shaft 521 is inserted into the sliding body 510 and can rotate relative to the sliding body 510 along its own axis. The lifting ring 522 is connected to the end of the rotating shaft 521 away from the sliding body 510 and is connected to a first lifting rope 400. Specifically, the rotating shaft 521 is inserted into the mounting base 511 of the sliding body 510 and can rotate relative to the mounting base 511 along its own axis. The lifting ring 522 is connected to the end of the rotating shaft 521 away from the mounting base 511, and the first lifting rope 400 is connected to the lifting ring 522.

[0070] Figure 8 for Figure 1 A magnified view of section VIII in the middle. (See image below.) Figure 8 As shown, a hook 110 may be provided at the bottom of the aircraft 100, and the hook 110 is connected to the end of the second sling 600. Optionally, the hook 110 may be rotatably connected to the aircraft 100 via a pivot.

[0071] In other embodiments, the flight transport system may also include more aircraft 100, such as at least two pairs of aircraft 100. Figure 9 This is a schematic diagram of a flight transport system (comprising four aircraft 100) according to another embodiment of this application. Figure 9As shown, there are four aircraft 100. The flight transport system also includes two third slings 800 and two second sliding components 700. Each third sling 800 has its two ends directly or indirectly connected to two different aircraft 100. Each second sliding component 700 is connected to one third sling 800, and the two ends of each second sling 600 are connected to two second sliding components 700. Figure 9 In the embodiment shown, the flight transport system includes two pairs of aircraft 100. The two aircraft 100 belonging to the same pair are respectively connected to the two ends of the same third suspension rope 800, and the two ends of the second suspension rope 600 are respectively connected to the second sliding components 700 on the two third suspension ropes 800. Figure 9 In the illustrated embodiment, the flight transport system comprises two pairs, i.e., four aircraft 100, therefore compared to Figure 1 The flight transport system of this embodiment has a stronger load capacity. Furthermore, since the second sliding component 700 can slide along the third sling 800 and the first sliding component 500 can slide along the second sling 600, when the cargo 10 swings, both the first sliding component 500 and the second sliding component 700 can adaptively adjust their positions on the corresponding slings, and the adjustment directions are different, thus better balancing the forces on each aircraft 100.

[0072] Optionally, the construction of the second sliding component 700 can be the same as or similar to that of the first sliding component 500; the connection method between the second sliding component 700 and the third suspension rope 800 and the second suspension rope 600 can refer to the connection method between the first sliding component 500 and the second suspension rope 600 and the first suspension rope 400, which will not be described in detail here.

[0073] It should be understood that, in alternative embodiments, the flight transport system may also include more aircraft 100, thereby further increasing payload capacity. For example, the flight transport system includes four pairs (a total of eight) of aircraft 100; it further includes four fourth slings and four third sliding components, each end of a third sling 800 being connected to two third sliding components, and the third sliding components being connected to and able to slide along the fourth slings. Similarly, a flight transport system with eight pairs or even more aircraft 100 can be completed.

[0074] In summary, the flight transport system provided in this application includes a first sling 400, a second sling 600, a first sliding assembly 500, a suspension anti-sway device 200, and at least two aircraft 100. One end of the first sling 400 is connected to the suspension anti-sway device 200, and the other end is connected to the first sliding assembly 500. The first sliding assembly 500 is connected to the second sling 600 and can slide along the second sling 600. The two ends of the second sling 600 are directly or indirectly connected to different aircraft 100. The suspension anti-sway device 200 is used to connect the cargo 10 and communicate with the aircraft 100. The suspension anti-sway device 200 is also used to determine the sway state information of the cargo 10 and send the sway state information of the cargo 10 to the aircraft 100. Since the suspension anti-sway device 200 bears the load from the cargo 10, the sway state of the suspension anti-sway device 200 will change with the sway state of the cargo 10. Therefore, the swaying state information of the cargo 10 is determined by the suspended anti-sway device 200 and sent to the aircraft 100. The swaying state information of the cargo 10 reflects its swaying state, and the aircraft 100 can adjust its own flight state according to the swaying state information of the cargo 10. In this case, the flight transport system adopts the suspended anti-sway device 200 provided in this application embodiment. The suspended anti-sway device 200 is set close to the cargo 10. Compared with the method of setting the anti-sway device at the end of the aircraft, the suspended anti-sway device 200 is set close to the cargo 10, which can accurately determine the swaying state information of the cargo 10. The aircraft 100 can accurately adjust its own flight state according to the swaying state information of the cargo 10 to counteract or alleviate the swaying of the cargo 10. The anti-sway effect is better, so that the flight transport system can transport the cargo 10 more smoothly. When a flight transport system uses multiple aircraft 100 to transport cargo 10, if an anti-sway device is used at the aircraft end, each aircraft 100 needs to be equipped with an anti-sway device, resulting in high costs, increased load on the aircraft 100, and inability to anti-sway based on the swaying state of the cargo 10. However, the anti-sway device 200 used in this application can be set close to the cargo 10, and only one anti-sway device 200 is needed for a flight transport system. This reduces costs, minimizes the increase in load on the aircraft 100, and, more importantly, accurately determines the swaying state information of the cargo 10 and transmits it to the aircraft 100 for anti-swaying, resulting in better anti-swaying effect.

[0075] Furthermore, the flight transport system of this application includes at least two aircraft 100, thus possessing a stronger load-bearing capacity compared to a single aircraft 100, enabling the transport of heavier cargo 10. Through the sliding cooperation of the second sling 600 and the first sliding component 500, when the load direction changes due to the swinging of the cargo 10, or when one aircraft 100 changes its position relative to other aircraft 100, the first sliding component 500 on the second sling 600 can slide along the second sling 600. This allows the force points on the second sling 600 to be adaptively adjusted, mitigating the uneven force distribution among the aircraft 100 caused by the swinging of the cargo 10 or uncoordinated movements of the aircraft 100, thereby reducing the mutual influence between the aircraft 100. The dynamic change of the first sliding component 500 can alleviate the swaying or center of gravity changes of the cargo 10 caused by the relative state changes of multiple aircraft 100 during flight transport, as well as the mutual influence between the aircraft 100, thereby reducing the difficulty of coordinated control during collaborative transport of multiple aircraft 100.

[0076] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A flight transport system, characterized in that, The device includes a first sling, a second sling, a first sliding assembly, a suspension anti-sway device, and at least two aircraft. One end of the first sling is connected to the suspension anti-sway device, and the other end is connected to the first sliding assembly. The first sliding assembly is connected to the second sling and can slide along the second sling. The two ends of the second sling are directly or indirectly connected to different aircraft. The suspension anti-sway device is used to connect cargo and communicate with the aircraft. The suspension anti-sway device is also used to determine the swaying state information of the cargo and send the swaying state information of the cargo to the aircraft.

2. The flight transport system according to claim 1, characterized in that, The suspension anti-sway device includes a support mechanism, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the support mechanism. The support mechanism is used to connect the first suspension rope to the cargo and bear the tensile load. The status measurement module is used to acquire the sway status information of the support mechanism to determine the sway status information of the cargo. The wireless transmission module is used to communicate with the aircraft to transmit the sway status information of the cargo to the aircraft.

3. The flight transport system according to claim 2, characterized in that, The load-bearing mechanism includes a tensile testing component, which is used to detect the tensile load borne by the load-bearing mechanism.

4. The flight transport system according to claim 3, characterized in that, The suspension anti-sway device also includes an electrical control box. The tensile testing component includes a tensile testing body, a first bearing part, and a second bearing part. The tensile testing body is disposed inside the electrical control box. The first bearing part and the second bearing part are respectively connected to opposite sides of the tensile testing body and are used to bear tensile loads.

5. The flight transport system according to claim 4, characterized in that, The load-bearing mechanism also includes a hanging component. The first load-bearing part is a stud. The first load-bearing part extends out of the electrical control box and is screwed to the hanging component. The hanging component is used to connect to the aircraft via a sling. And / or, the second load-bearing portion is a stud, which is used to be screwed to a release device in the flight transport system, the release device being capable of controlling the load-bearing or releasing of cargo.

6. The flight transport system according to claim 2, characterized in that, The suspended anti-sway device also includes an electrical control box, in which the wireless transmission module and the status measurement module are disposed; the electrical control box includes a box body and a box cover, the box body forms a receiving cavity with an opening, and the box cover is detachably connected to the box body and used to open or close the opening of the receiving cavity.

7. The flight transport system according to claim 6, characterized in that, The wireless transmission module includes a module end and an antenna end, the module end and the antenna end are electrically connected, a circuit board is disposed inside the receiving cavity of the box, the module end of the wireless transmission module is disposed on the circuit board, and the antenna end of the wireless transmission module is disposed on the outer surface of the box cover.

8. The flight transport system according to claim 6, characterized in that, The suspended anti-sway device also includes a power supply component, and the box body further forms a battery compartment. The power supply component is disposed in the battery compartment of the box body and is used to supply power to the wireless transmission module and the status measurement module.

9. The flight transport system according to claim 2, characterized in that, The swing state information of the suspended anti-sway device measured by the state measurement module includes at least one of velocity information, position information, and angle information. And / or, the wireless transmission module includes at least one of a WiFi module, a Bluetooth module, a LoRa module, a cellular network, a frequency hopping radio, and a Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

10. The flight transport system according to claim 1, characterized in that, The suspended anti-sway device also includes an electrical control box and a night indicator component that can emit light, the night indicator component being exposed from the surface of the electrical control box.

11. The flight transport system according to any one of claims 1-10, characterized in that, The first sliding assembly includes a sliding body and a rotating connector. The sliding body can slide along the second suspension rope, and the rotating connector is rotatably connected to the sliding body and connected to the first suspension rope.

12. The flight transport system according to any one of claims 1-10, characterized in that, The number of aircraft is four. The flight transport system also includes two third slings and two second sliding components. The two ends of each third sling are directly or indirectly connected to two different aircraft. Each second sliding component is connected to one of the third slings, and the two ends of the second sling are connected to two second sliding components.

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