A dual-aircraft cooperative suspension self-adaptive balancing device, method and transportation system

Abstract

This invention provides a dual-aircraft collaborative slinging adaptive balancing device, method, and transportation system, including a balancing crossbar, a drive mechanism, and a detection and control mechanism. The cargo to be transported is connected to the center of the bottom of the balancing crossbar. The central main drive of the drive mechanism has a reverse output shaft, which drives the first and second rope retractors to rotate synchronously in opposite directions. The slings on the two sets of rope retractors are connected to the two aircraft respectively. The detection and control mechanism includes an attitude detection module, a control module, and two encoders. The attitude detection module collects the crossbar tilt angle and angular velocity, and the encoders calculate the difference in rope length on both sides. The control module integrates multiple types of data to solve for the optimal rope length retracting rate, thereby controlling the action of the main drive. This device features rapid control response, high steady-state accuracy, and stable operation, improving the stability and safety of collaborative slinging transportation. It is suitable for complex working conditions such as heavy-load transfer, field construction, and emergency material delivery.

Description

Technical Field

[0001] This invention relates to the field of drone collaborative hoisting technology, and in particular to a dual-aircraft collaborative hoisting adaptive balancing device, method and transportation system. Background Technology

[0002] Dual-aircraft collaborative sling transport is an important operational method for heavy-duty UAV material transfer, field engineering equipment hoisting, plateau logistics transportation, and emergency rescue material delivery. Compared with single-aircraft sling transport, dual-aircraft collaborative sling transport has significant advantages in load capacity, operational stability, and adaptability to large-sized cargo. Therefore, it has been increasingly widely used in material transportation and heavy equipment hoisting scenarios in roadless areas such as mountainous areas, plateaus, and islands. Currently, most existing dual-drone collaborative slinging devices adopt a fixed crossbar structure, which involves rigidly connecting a crossbar below two drones, with the cargo centrally suspended at the center of the crossbar. The two drones are connected to the two ends of the crossbar by ropes of fixed length. While this structure can maintain the cargo's horizontal attitude under ideal flight conditions, in actual flight operations, it is easily affected by complex environmental factors such as gusts, drone attitude drift, power system output fluctuations, and airflow differences at different altitudes. As the rope length is fixed and cannot be adjusted, the height difference directly causes the crossbar to tilt, shifting the cargo's center of gravity. This leads to a series of problems, including unilateral rope overload, cargo swaying and oscillation, and severely uneven load distribution. These issues can range from affecting flight stability and transportation efficiency to causing serious safety accidents such as drone attitude loss, accidental cargo falls, equipment damage, and even personal injury. To overcome the shortcomings of the fixed crossbar structure, some adjustable suspension structures have emerged in recent years. Existing adjustable solutions typically employ two independent drive motors to control the rope lengths on both sides, along with tilt sensors and complex electronic control algorithms to correct the crossbar's attitude. However, these solutions have the following significant drawbacks: First, the two independent drive systems require precise electronic synchronization control; otherwise, the extension and retraction on both sides cannot be strictly matched, potentially introducing new imbalances. Second, the dual-motor configuration results in a bulky structure, high hardware costs, and a high failure rate, making maintenance difficult and reliability insufficient in harsh environments such as high altitudes and sandstorms. Third, the control parameters of existing solutions largely rely on empirical tuning, limiting their adaptability to different loads and rope lengths, and making it difficult to meet the demands of high-frequency, high-reliability, and highly disturbed dual-motor coordinated suspension operations. Summary of the Invention

[0003] Therefore, the technical problem to be solved by the present invention is to overcome the defects of the existing technology, such as the easy tilting of the crossbar and the difficulty in suppressing the swing of the cargo when the two aircraft are working together to lift the cargo, the difficulty in controlling the independent drive and synchronization of the two winches, the weak adaptability of the traditional control method to the working conditions, and the difficulty in achieving rapid correction and steady-state high-precision leveling at the same time. The present invention provides an adaptive balancing device, method and transportation system for dual aircraft working together to lift the cargo.

[0004] To address the aforementioned technical problems, this invention provides a dual-aircraft cooperative slinging adaptive balancing device, comprising: a balancing crossbar, with the cargo to be transported connected to the bottom center of the balancing crossbar; and a drive mechanism including a main driver, a first rope retractor, and a second rope retractor. The main driver is fixed to the center of the upper surface of the balancing crossbar and has two output shafts with opposite power output directions. The first and second rope retractors are respectively connected to the two output shafts for synchronous reverse operation. A first sling rope is wound around the first rope retractor, and a second sling rope is wound around the second rope retractor. The first and second sling ropes are respectively connected to two external aircraft. The device includes a detection and control mechanism comprising an attitude detection module, a control module, and two encoders. The attitude detection module is mounted on the balance bar to collect the tilt angle and angular velocity data of the balance bar in real time. The two encoders are respectively connected to the first and second rope retractors to detect the cumulative number of rotations of the first and second rope retractors and calculate the actual length difference between the ropes on both sides. The attitude detection module and the encoders are both connected to the control module. The control module calculates the optimal rope length retracting rate based on the tilt angle data, angular velocity data, and actual length difference, and controls the start, stop, and forward / reverse rotation of the main drive based on the optimal rope length retracting rate.

[0005] In one embodiment of the present invention, the dual-aircraft cooperative sling-adaptive balancing device further includes a sling ring connected to the bottom center of the balancing crossbar to connect the cargo to be transported.

[0006] In one embodiment of the invention, the main drive is configured as a coaxial dual-output geared motor so that the first rope retractor and the second rope retractor rotate at the same speed but in opposite directions.

[0007] This invention also provides a dual-aircraft cooperative suspension adaptive balancing method, which uses the aforementioned dual-aircraft cooperative suspension adaptive balancing device for dual-aircraft cooperative suspension adaptive balancing transportation. The method includes: Step S1, connecting the first and second suspension ropes to the two aircraft respectively, and simultaneously connecting the cargo to be transported to the bottom center of the balance bar, then starting the aircraft for transportation; Step S2, during transportation, calculating the generalized deviation of the balance bar in real time based on the balance bar's tilt angle data, angular velocity data, and the actual length difference between the first and second suspension ropes; Step S3, calculating the current optimal rope length deployment / retraction rate based on the generalized deviation using a nonlinear function mapping; Step S4, converting the optimal rope length deployment / retraction rate into a rotation speed command for the main drive and executing it, so as to perform rope deployment / retraction actions through the synchronously reverse-operating first and second rope deployers until the balance bar returns to a horizontal state.

[0008] In one embodiment of the present invention, in step S2, the generalized deviation amount ,in, The tilt angle data of the balance bar. The angular velocity data of the balance bar. The difference in actual length between the two ropes is the stated difference. The length of half the balance bar represents the horizontal distance from the geometric center of the balance bar to the rope outlet of any rope reel; The natural angular frequency of the adaptive balancing device. It is the acceleration due to gravity. For equivalent suspension length, The nominal vertical length of the first or second suspension rope in a balanced state. The vertical offset distance from the center of gravity of the cargo to the suspension point of the cargo hanging ring.

[0009] In one embodiment of the present invention, in step S3, the optimal rope length release / reeling rate... In this context, the negative sign indicates that the drive rope retractor performs an adjustment action opposite to the direction of the deviation. It is a hyperbolic tangent function with coefficients This represents the optimal rate gain.

[0010] In one embodiment of the present invention, before performing step S4, a dead zone determination step is further included: when the calculated optimal rope length release / reeling rate... The absolute value is less than or equal to the preset speed dead zone threshold. At that time, the output instruction rate Setting it to zero stops the main drive; when the absolute value is greater than the speed dead zone threshold... At that time, the calculated optimal rope length release and take-up rate will be used. As instruction rate Output, and limit its absolute value to a preset maximum safe rate. Within.

[0011] In one embodiment of the present invention, step S4 includes: using a formula The command rate Converted into the speed command of the main drive And execute; among which, The rotation speed command is defined as the radius of the winding groove of the first and second rope retractors. The plus or minus sign is used to indicate the forward and reverse rotation direction of the main drive.

[0012] In one embodiment of the present invention, the control module is configured with graded correction and adjustment logic, and a preset tilt angle threshold distinguishes between large and small disturbance conditions. When the tilt angle of the balance bar exceeds the preset tilt angle threshold, it prioritizes coarse attitude adjustment in conjunction with the aircraft flight control system to quickly suppress large tilt deviations. When the tilt angle of the balance bar falls back to a small deviation state within the threshold range, it switches to the adaptive fine adjustment mode of the control module, continuously corrects the rope length difference through nonlinear mapping of generalized deviation, achieves steady-state convergence of the horizontal attitude of the bar, and suppresses residual cargo swing and mechanism micro-vibration.

[0013] The present invention also provides a transportation system that drives at least one dual-aircraft cooperative sling adaptive balancing device to transport goods using the aforementioned dual-aircraft cooperative sling adaptive balancing method.

[0014] The technical solution of the present invention has the following advantages compared with the prior art: The dual-aircraft cooperative hoisting adaptive balancing device, method, and transportation system described in this invention, relying on a centrally arranged dual-reverse output shaft main drive paired with a symmetrically arranged dual-rope retractor structure, can achieve synchronous reverse retracting and extending of the hoisting ropes on both sides through a single power source. From a mechanical structure perspective, it ensures that the changes in rope length on both sides are strictly equal, completely avoiding the defects of traditional dual-motor independent control schemes, such as poor synchronization accuracy, difficulty in electrical control matching, and bloated hardware with high failure rates. It significantly simplifies the hoisting control structure, improves the structural reliability and environmental adaptability of the overall device under complex outdoor, sandstorm, and high-altitude turbulence conditions, and effectively solves core problems such as crossbar tilting, uneven load distribution, single-sided rope overload, and cargo swaying caused by fluctuations in the flight altitude of the dual aircraft.

[0015] Meanwhile, this invention integrates a detection and control mechanism equipped with an attitude detection module and an encoder, which can accurately collect multi-dimensional state information such as the tilt angle, angular velocity, and actual length difference of the ropes on both sides of the balance bar in real time. By combining the generalized deviation quantity of multi-physical quantity fusion with nonlinear function mapping, the optimal rope length release and take-up rate is adaptively solved. This eliminates the drawbacks of traditional control schemes that rely on manual experience to tune parameters, have poor adaptability, and have lag in response. It can adaptively output smooth and continuous control commands according to the real-time disturbance amplitude. It has high sensitivity adjustment characteristics under small attitude deviations and can automatically achieve rate saturation limiting under large disturbance conditions, effectively avoiding mechanical shock and frequent micro-vibration of the motor. With the graded correction control logic, it can achieve seamless switching between coarse adjustment for large disturbances and fine adjustment for small deviations, quickly converge the tilt attitude of the crossbar and suppress residual swing of the goods.

[0016] This application features fast overall control response speed, high steady-state accuracy, and good operational stability, significantly improving the operational safety and transportation stability of the dual-aircraft collaborative lifting transportation process, reducing the risk of cargo falling and equipment damage, and greatly expanding the application scope of dual-aircraft collaborative lifting technology in complex scenarios such as heavy-load transfer, field construction, and emergency material delivery. Attached Figure Description

[0017] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0018] Figure 1 This is a schematic diagram of the structure of the dual-aircraft cooperative suspension adaptive balancing device in a preferred embodiment of the present invention; Figure 2 This is a flowchart of a dual-aircraft cooperative sling adaptive balancing method according to another embodiment of the present invention.

[0019] Explanation of reference numerals in the accompanying drawings: 100, counterweight bar; 110, hanging ring; 200, drive mechanism; 210, main drive; 220, first rope retractor; 221, first hanging rope; 230, second rope retractor; 231, second hanging rope; 300, attitude detection module; 400, cargo. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0021] Example 1: Refer to Figure 1As shown, this embodiment provides a dual-aircraft cooperative slinging adaptive balancing device, which includes: a balancing crossbar 100, with the cargo 400 to be transported connected to the bottom center of the balancing crossbar 100; a drive mechanism 200, which includes a main driver 210, a first rope retractor 220, and a second rope retractor 230. The main driver 210 is fixed at the center of the upper surface of the balancing crossbar 100 and has two output shafts with opposite power output directions. The first rope retractor 220 and the second rope retractor 230 are respectively connected to the two output shafts for synchronous reverse operation. A first sling rope 221 is wound on the first rope retractor 220, and a second sling rope 231 is wound on the second rope retractor 230. The first sling rope 221 and the second sling rope 231 are... The system is designed to connect two external aircraft. A detection and control mechanism is included, comprising an attitude detection module 300, a control module, and two encoders. The attitude detection module 300 is mounted on the balance bar 100 to collect real-time tilt and angular velocity data of the balance bar 100. The two encoders are connected to the first rope retractor 220 and the second rope retractor 230, respectively, to detect the cumulative number of rotations of the first rope retractor 220 and the second rope retractor 230, and to calculate the actual length difference between the ropes on both sides. The attitude detection module 300 and the encoders are both connected to the control module. The control module calculates the optimal rope length retracting / unwinding rate based on the tilt data, angular velocity data, and actual length difference, and controls the start / stop and forward / reverse rotation of the main drive 210 based on the optimal rope length retracting / unwinding rate.

[0022] In this embodiment, the balance crossbar 100 serves as the load-bearing and attitude reference structure for the entire suspension system, undertaking the core functions of central load bearing, load distribution, and installation load bearing. By centrally connecting the goods 400 to be transported to its bottom center position, it can ensure that the load of the goods 400 is initially centered, avoiding the initial swaying caused by off-center loading. At the same time, it provides a stable installation carrier for the upper drive mechanism 200 and various detection modules, making the overall suspension structure symmetrical and the force balanced, providing a regular structural foundation for subsequent attitude adaptive adjustment.

[0023] Furthermore, the dual-aircraft collaborative slinging adaptive balancing device in this embodiment also includes a sling ring 110. The sling ring 110 is connected to the bottom center of the balance bar 100, providing a concentrated, central, and stable slinging force point for the cargo 400. This replaces the direct connection method to achieve a reliable hinged assembly between the cargo 400 and the balance bar 100, effectively ensuring that the load of the cargo 400 always acts on the central axis of the balance bar 100, avoiding initial sway and uneven force caused by the installation offset of the cargo 400. At the same time, it can adapt to different types of sling connection structures for the cargo 400 to be transported, improving the versatility and ease of mounting of the device. Moreover, the centrally arranged sling ring 110 structure can cooperate with the symmetrical rope retraction and adjustment structure above to ensure bidirectional symmetrical load distribution, further ensuring the force stability and attitude adjustment accuracy of the entire slinging system during the adaptive leveling process.

[0024] In this embodiment, the drive mechanism 200 serves as the core execution and adjustment structure of the device. It relies on the main drive 210 fixed at the center of the balance bar 100 to provide a single power input. The output shafts of the main drive 210, which output in opposite directions at both ends, drive the first rope retractor 220 and the second rope retractor 230 to operate synchronously in opposite directions. This ensures that the ropes on both sides always maintain a symmetrical change pattern of one side retracting and the other side releasing. Mechanically, this forces equal rope length compensation. It can automatically compensate for the difference in rope length on both sides caused by the flight altitude fluctuations and airflow disturbances of the two aircraft without the need for complex multi-motor synchronous electronic control logic. This fundamentally suppresses the tilt of the crossbar and load offset. The first rope retractor 220 and the second rope retractor 230 are used to wind and store the corresponding ropes, achieving precise and controllable adjustment of the rope length. At the same time, the first rope 221 and the second rope 231 are used to establish suspension connections with the two aircraft, completing the transmission of the suspension force and the flight follow-up coordination of the whole machine.

[0025] The main drive 210 is configured as a coaxial dual-output geared motor so that the first rope retractor 220 and the second rope retractor 230 rotate at the same speed but in opposite directions.

[0026] The detection and control mechanism serves as the core of the device's intelligent sensing and closed-loop control. The attitude detection module 300 captures the dynamic tilt angle and angular velocity of the balance bar 100 in real time, accurately feeding back the bar's current static tilt deviation and dynamic swaying trend, achieving comprehensive perception of attitude disturbances. Two encoders are matched to two sets of rope retractors, accurately calculating the actual length difference of the ropes on both sides by detecting the cumulative rotation count of the retractors, achieving high-precision quantitative acquisition of mechanical adjustment. The control module, as the central processing unit, integrates multi-dimensional information such as the bar's attitude angle, attitude change rate, and actual rope length deviation, comprehensively calculating the optimal rope length retracting rate and generating precise control commands. This, in turn, controls the start / stop, forward / reverse rotation, and operating speed of the main drive 210, achieving adaptive dynamic compensation of the suspension rope length. This enables the device to continuously maintain the bar's horizontal attitude in complex flight disturbance environments, ensuring a stable and reliable suspension and transportation process.

[0027] Example 2: See Figure 2 As shown, this embodiment provides a dual-aircraft cooperative slinging adaptive balancing method, which uses the dual-aircraft cooperative slinging adaptive balancing device described in Embodiment 1 to perform dual-aircraft cooperative slinging adaptive balancing transportation, and includes: Step S1: Connect the first and second sling ropes to the two aircraft respectively, and simultaneously connect the cargo to be transported to the bottom center of the balance bar. Then, start the aircraft for transport. Step S1 is the initial loading and operation start-up stage of the system. It is mainly used to complete the standardized assembly and connection of the two aircraft, the adaptive balancing device, and the cargo to be transported. By connecting the two sets of sling ropes to the two aircraft respectively and centering the cargo at the bottom center of the balance bar, the initial force of the sling system is symmetrical and the load center is aligned. This avoids cargo swaying and attitude imbalance caused by initial assembly misalignment from the source, and establishes a stable and standard initial operating state for subsequent adaptive balancing adjustment, ensuring the accuracy of the benchmark for subsequent attitude detection and rope length adjustment.

[0028] Step S2: During transportation, the generalized deviation of the balance bar is calculated in real time based on the tilt angle data, angular velocity data, and the actual length difference between the first and second suspension ropes. This step involves collecting three core state quantities during the dynamic transportation of the aircraft: the static tilt angle deviation, the dynamic tilt angular velocity, and the actual length difference between the two suspension ropes. By constructing the generalized deviation, multi-source information is fused and normalized. Compared to single-angle deviation detection methods, this step simultaneously considers the static imbalance error, dynamic swaying trend, and mechanical rope length matching error, comprehensively and accurately characterizing the overall imbalance and disturbance state of the current suspension system. This provides a complete and reliable input basis for subsequent precise speed adjustment and correction, avoiding the adjustment lag and bias problems caused by single-parameter detection.

[0029] Specifically, in this embodiment, the generalized deviation amount ,in, The tilt angle data of the balance bar. The angular velocity data of the balance bar. The difference in actual length between the two ropes is the stated difference. The length of half the balance bar represents the horizontal distance from the geometric center of the balance bar to the rope outlet of any rope reel; The natural angular frequency of the adaptive balancing device. It is the acceleration due to gravity. For equivalent suspension length, The nominal vertical length of the first or second suspension rope in a balanced state. The vertical offset distance from the center of gravity of the cargo to the suspension point of the cargo hanging ring.

[0030] The generalized deviation fusion formula constructed in the above process abandons the traditional control approach that relies solely on a single tilt angle as the control input. It normalizes and fuses three types of physical quantities—the tilt angle of the balance bar, the tilt angular velocity, and the actual length difference between the ropes on both sides—to construct a unified deviation index. Among them, the tilt angle term represents the current static tilt degree of the bar, the angular velocity term introduces the dynamic swing trend of the system, predicts the development trend of oscillation in advance to suppress continuous swing, and the rope length difference term directly reflects the inherent matching error at the mechanical adjustment level. Combined with the inherent circular frequency calculated based on the device's own suspension parameters, the dimensional unification is achieved. It fully considers the differences in the dynamic characteristics of the suspension system caused by the equivalent suspension length and the offset of the cargo's center of gravity, so that the generalized deviation can simultaneously represent multiple disturbances such as static imbalance, dynamic swing, and rope length mismatch. It comprehensively reflects the overall imbalance state of the suspension system, eliminates the control lag and perception bias caused by the detection of a single state quantity, and provides a unified input quantity that conforms to the laws of suspension dynamics for subsequent nonlinear rate solutions. This allows the control output to take into account both the current deviation magnitude and the deviation change trend, improving the predictive ability and convergence stability of attitude adjustment.

[0031] Step S3: Based on the generalized deviation, calculate the current optimal rope length release and take-up rate through nonlinear function mapping. This step utilizes the hyperbolic tangent nonlinear characteristics to enable the system to have high sensitivity adjustment capability when the deviation is small, which can quickly correct small attitude drift. When the perturbation deviation is large, it can automatically achieve rate saturation limiting, effectively avoiding over-adjustment, mechanical shock and secondary oscillation of the cargo. It abandons the defects of poor adaptability, easy over-adjustment and rigid response of traditional fixed parameter control methods, and realizes adaptive matching of control strength with the size of perturbation, ensuring that the correction process is smooth, stable and efficient.

[0032] Specifically, in step S3, the optimal rope length release / reeling rate In this context, the negative sign indicates that the drive rope retractor performs an adjustment action opposite to the direction of the deviation. It is a hyperbolic tangent function with coefficients This represents the optimal rate gain.

[0033] The above-mentioned formula for calculating the optimal rope length release and take-up rate relies on the hyperbolic tangent function to construct a nonlinear adaptive speed regulation mechanism, and combines the inherent dynamic parameters of the suspension system to determine the rate gain coefficient, forming a dedicated adjustment logic adapted to the dual-aircraft coordinated suspension operation. The negative sign in the formula ensures that the adjustment direction is always opposite to the direction of the crossbar tilt deviation, achieving closed-loop negative feedback control for correction, ensuring that attitude deviations can continuously converge rather than accumulate and worsen. The hyperbolic tangent function possesses the nonlinear characteristics of high linearity with small deviations and automatic saturation with large deviations. It can maintain high gain and sensitive adjustment under conditions of slight crossbar tilt and weak airflow disturbances, quickly eliminating small-amplitude attitude drift, and responding well to sudden gusts and rapid changes in aircraft altitude. Under conditions of significant disturbance, it can automatically limit the maximum adjustment rate to avoid mechanical shocks, load jitter, and secondary oscillations of goods caused by rapid motor start-stop, sudden rope retraction and release. This ensures continuous and smooth correction actions throughout the entire process, without overshoot or oscillation. At the same time, the rate gain coefficient is directly calculated from the gravitational acceleration and the equivalent suspension length of the system, and is fully adaptively matched based on the inherent physical characteristics of the suspension system. There is no need for repeated manual trial and error to adjust the control parameters. This overcomes the shortcomings of traditional linear control algorithms such as PID, which rely on empirical parameters, have poor adaptability to working conditions, and are difficult to balance dynamic and steady-state performance. It significantly improves the adaptive capability, robustness, and attitude convergence accuracy of suspension balance adjustment under complex disturbance environments.

[0034] Step S4: The optimal rope length deployment rate is converted into a rotation speed command for the main drive and executed. This is achieved by using the first and second rope retractors, which operate in a synchronous reverse manner, to perform rope deployment and retraction until the balance bar is returned to a horizontal state. This step converts the obtained optimal rope length deployment rate into a rotation speed command that the main drive can recognize. By driving the dual rope retractors to synchronously deploy and retract the rope in reverse, the rope length deviation caused by the flight altitude difference between the two aircraft and airflow disturbances is dynamically compensated in real time. This continuously corrects the tilt attitude of the balance bar until the bar is completely restored to a horizontal balance state, realizing real-time closed-loop correction throughout the transportation process. This effectively suppresses cargo swaying and load unevenness, and continuously ensures the attitude stability and operational safety of the dual aircraft's collaborative lifting transportation.

[0035] It should be noted that, in this embodiment, a dead zone determination step is included before performing step S4: When the calculated optimal rope length and release rate The absolute value is less than or equal to the preset speed dead zone threshold. At that time, the output instruction rate Setting it to zero will stop the main driver. When the absolute value is greater than the speed dead zone threshold At that time, the calculated optimal rope length release and take-up rate will be used. As instruction rate Output, and limit its absolute value to a preset maximum safe rate. Within.

[0036] The dead zone judgment step serves as a pre-constraint logic before outputting the optimal rope length reeling and unwinding rate. It sets a speed dead zone threshold for scenarios with minor attitude deviations. When the absolute value of the optimal rope length reeling and unwinding rate is not greater than the speed dead zone threshold, the current deviation is determined to be within an acceptable steady-state range. The command rate is then directly set to zero, and the main drive is stopped. This avoids frequent motor starts and stops and small back-and-forth adjustments caused by sensor noise and minor measurement disturbances when the crossbar is nearly horizontal. This effectively reduces wear, energy consumption, and minor vibrations of the goods caused by continuous reciprocating motion of the mechanical mechanism. Simultaneously, within the effective adjustment range where the rate exceeds the dead zone threshold, the optimal rope length reeling and unwinding rate is used as the basic command rate output and superimposed with a maximum safe rate limit constraint. This prevents the theoretical rate obtained under extreme disturbances from exceeding the mechanical bearing limit of the mechanism, avoiding safety risks such as impact loads, rope overload, and mechanism jamming caused by rapid rope reeling and unwinding. While ensuring effective correction response capability, it also considers the operational stability of the device, the service life of the machinery, and operational safety, achieving flexible constraints on the control command output.

[0037] Further, step S4 includes: using the formula The command rate Converted into the speed command of the main drive And execute; among which, The rotation speed command is defined as the radius of the winding groove of the first and second rope retractors. The plus or minus sign is used to indicate the forward and reverse rotation direction of the main drive.

[0038] This process precisely converts the rope length command rate into a motor speed command that the main drive can recognize through a dedicated speed conversion formula. It utilizes the rope groove radius to achieve a unified physical quantity conversion between linear winding and unwinding speeds and motor rotational speed, realizing precise matching between the theoretical output of the control algorithm and the actual actions of the mechanical actuator. This ensures precise and controllable rope winding and unwinding adjustments, eliminating quantitative deviations between control commands and mechanical execution. Simultaneously, the positive and negative signs of the speed command precisely define the forward and reverse working directions of the main drive. Based on real-time attitude deviations, it automatically matches the winding and unwinding action logic of the first and second rope winding and unwinding devices, ensuring precise execution of bidirectional synchronous reverse correction actions. This makes the overall balance adjustment process quantifiable, precise, and orderly, effectively avoiding problems such as speed mismatch, direction confusion leading to correction failure, and increased attitude tilt. This further improves the control accuracy and execution reliability of the entire adaptive balance system, ensuring efficient and stable convergence of the attitude closed-loop correction.

[0039] In different implementations, the control module can also be configured with graded correction and adjustment logic, and preset tilt angle thresholds to distinguish between large and small disturbance conditions. When the tilt angle of the balance bar exceeds the preset tilt angle threshold, it will prioritize coarse attitude adjustment in conjunction with the aircraft flight control system to quickly suppress large tilt deviations. When the tilt angle of the balance bar falls back to a small deviation state within the threshold range, it will switch to the adaptive fine adjustment mode of the control module, and continuously correct the rope length difference through nonlinear mapping of generalized deviation amount to achieve steady-state convergence of the horizontal attitude of the bar, while suppressing residual swing of cargo and micro-vibration of the mechanism.

[0040] When encountering sudden gusts of wind or a sudden change in the altitude difference between the two aircraft, causing a large tilt angle of the crossbar, the system prioritizes rapid coarse adjustments using the aircraft's flight control system. This quickly suppresses large attitude deviations, avoiding the risks of violent cargo swaying, cable overload, and flight instability caused by sudden large deviations. Once the crossbar tilt angle returns to a small deviation range, the system automatically switches to the adaptive nonlinear fine-tuning mode of the onboard control module. Relying on a multi-parameter generalized deviation and nonlinear rate mapping mechanism, the system continuously and finely corrects residual cable length differences and minor attitude drifts, accurately eliminating steady-state residual deviations and residual cargo oscillations. This suppresses frequent micro-vibration adjustments of the mechanism, ensuring that the entire correction process has both rapid response capabilities under large disturbances and high-precision, high-stability convergence effects under steady-state conditions. This significantly improves the attitude adaptability, operational stability, and operational stability of the dual-aircraft collaborative sling system in complex and variable airflow environments.

[0041] Example 3: This example provides a transportation system that uses the dual-aircraft cooperative sling adaptive balancing method described in Example 2 to drive at least one dual-aircraft cooperative sling adaptive balancing device from Example 1 for cargo transportation.

[0042] In summary, the dual-aircraft cooperative slinging adaptive balancing device, method, and transportation system described in this invention, relying on a centrally arranged dual-reverse output shaft main drive paired with a symmetrically arranged dual-rope retractor structure, can achieve synchronous reverse retracting and extending of the slings on both sides through a single power source. From a mechanical structure perspective, it ensures that the changes in rope length on both sides are strictly equal, completely avoiding the defects of traditional dual-motor independent control schemes, such as poor synchronization accuracy, difficulty in electrical control matching, and bloated hardware with high failure rates. It significantly simplifies the slinging control structure, improves the structural reliability and environmental adaptability of the overall device under complex outdoor, sandstorm, and high-altitude turbulence conditions, and effectively solves core problems such as crossbar tilting, uneven load distribution, single-sided rope overload, and cargo swaying oscillation caused by fluctuations in the flight altitude of the dual aircraft.

[0043] Meanwhile, this invention integrates a detection and control mechanism equipped with an attitude detection module and an encoder, which can accurately collect multi-dimensional state information such as the tilt angle, angular velocity, and actual length difference of the ropes on both sides of the balance bar in real time. By combining the generalized deviation quantity of multi-physical quantity fusion with nonlinear function mapping, the optimal rope length release and take-up rate is adaptively solved. This eliminates the drawbacks of traditional control schemes that rely on manual experience to tune parameters, have poor adaptability, and have lag in response. It can adaptively output smooth and continuous control commands according to the real-time disturbance amplitude. It has high sensitivity adjustment characteristics under small attitude deviations and can automatically achieve rate saturation limiting under large disturbance conditions, effectively avoiding mechanical shock and frequent micro-vibration of the motor. With the graded correction control logic, it can achieve seamless switching between coarse adjustment for large disturbances and fine adjustment for small deviations, quickly converge the tilt attitude of the crossbar and suppress residual swing of the goods.

[0044] This application features fast overall control response speed, high steady-state accuracy, and good operational stability, significantly improving the operational safety and transportation stability of the dual-aircraft collaborative lifting transportation process, reducing the risk of cargo falling and equipment damage, and greatly expanding the application scope of dual-aircraft collaborative lifting technology in complex scenarios such as heavy-load transfer, field construction, and emergency material delivery.

[0045] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A dual-aircraft cooperative sling-mounted adaptive balancing device, characterized in that: include: A counterweight bar, with the goods to be transported connected to the center of its bottom; The drive mechanism includes a main drive, a first rope retractor, and a second rope retractor. The main drive is fixed at the center of the upper surface of the balance bar and has two output shafts with opposite power output directions. The first rope retractor and the second rope retractor are respectively connected to the two output shafts to operate synchronously in opposite directions. A first suspension rope is wound on the first rope retractor, and a second suspension rope is wound on the second rope retractor. The first suspension rope and the second suspension rope are respectively connected to two external aircraft. The detection and control mechanism includes an attitude detection module, a control module, and two encoders. The attitude detection module is mounted on the balance bar to collect the tilt angle and angular velocity data of the balance bar in real time. The two encoders are respectively connected to the first and second rope retractors to detect the cumulative number of rotations of the first and second rope retractors and calculate the actual length difference of the ropes on both sides. The attitude detection module and the encoders are both connected to the control module. The control module calculates the optimal rope length retracting rate based on the tilt angle data, angular velocity data, and actual length difference, and controls the start, stop, and forward / reverse rotation of the main drive based on the optimal rope length retracting rate.

2. The dual-aircraft cooperative sling-mounted adaptive balancing device according to claim 1, characterized in that: The dual-aircraft cooperative sling-adaptive balancing device also includes a sling ring, which is connected to the bottom center of the balancing crossbar to connect the cargo to be transported.

3. The dual-aircraft cooperative sling-mounted adaptive balancing device according to claim 1, characterized in that: The main drive is configured as a coaxial dual-output geared motor so that the first rope retractor and the second rope retractor rotate at the same speed but in opposite directions.

4. A dual-aircraft cooperative sling-mounted adaptive balancing method, characterized in that: The dual-aircraft cooperative sling adaptive balancing transport using the dual-aircraft cooperative sling adaptive balancing device according to any one of claims 1 to 3 includes: Step S1: Connect the first and second sling ropes to the two aircraft respectively, and connect the cargo to be transported to the bottom center of the balance bar, then start the aircraft for transport; Step S2: During transportation, the generalized deviation of the balance bar is calculated in real time based on the tilt angle data, angular velocity data, and the actual length difference between the first and second suspension ropes of the balance bar. Step S3: Based on the generalized deviation, calculate the current optimal rope length release and take-up rate through nonlinear function mapping; Step S4: Convert the optimal rope length release / reeling rate into a rotation speed command for the main drive and execute it, so as to perform rope release / reeling actions through the first and second rope release / reeling devices that operate in a synchronous reverse manner, until the balance bar is reset to a horizontal state.

5. The dual-aircraft cooperative sling-adaptive balancing method according to claim 4, characterized in that: In step S2, the generalized deviation amount ,in, The tilt angle data of the balance bar. The angular velocity data of the balance bar. The difference in actual length between the two ropes is the stated difference. The length of half the balance bar represents the horizontal distance from the geometric center of the balance bar to the rope outlet of any rope reel; The natural angular frequency of the adaptive balancing device. It is the acceleration due to gravity. For equivalent suspension length, The nominal vertical length of the first or second suspension rope in a balanced state. The vertical offset distance from the center of gravity of the cargo to the suspension point of the cargo hanging ring.

6. The dual-aircraft cooperative sling-adaptive balancing method according to claim 4, characterized in that: In step S3, the optimal rope length release / reeling rate In this context, the negative sign indicates that the drive rope retractor performs an adjustment action opposite to the direction of the deviation. It is a hyperbolic tangent function with coefficients This represents the optimal rate gain.

7. The dual-aircraft cooperative sling-adaptive balancing method according to claim 6, characterized in that: Before performing step S4, a dead zone determination step is also included: When the calculated optimal rope length and release rate The absolute value is less than or equal to the preset speed dead zone threshold. At that time, the output instruction rate Setting it to zero will stop the main driver. When the absolute value is greater than the speed dead zone threshold At that time, the calculated optimal rope length release and take-up rate will be used. As instruction rate Output, and limit its absolute value to a preset maximum safe rate. Within.

8. The dual-aircraft cooperative slinging adaptive balancing method according to claim 4, characterized in that: Step S4 includes: Through formula The command rate Converted into the speed command of the main drive And execute; in, The rotation speed command is defined as the radius of the winding groove of the first and second rope retractors. The plus or minus sign is used to indicate the forward and reverse rotation direction of the main drive.

9. The dual-aircraft cooperative sling-adaptive balancing method according to claim 4, characterized in that: The control module is configured with graded correction and adjustment logic, and preset tilt angle thresholds distinguish between large and small disturbance conditions. When the tilt angle of the balance bar exceeds the preset tilt angle threshold, it prioritizes coarse attitude adjustment in conjunction with the aircraft flight control system to quickly suppress large tilt deviations. When the tilt angle of the balance bar falls back to a small deviation state within the threshold range, it switches to the adaptive fine adjustment mode of the control module, continuously corrects the rope length difference through nonlinear mapping of generalized deviation, achieves steady-state convergence of the horizontal attitude of the bar, and suppresses residual cargo swing and mechanism micro-vibration.

10. A transportation system, characterized in that: At least one dual-aircraft cooperative sling adaptive balancing device is driven for cargo transportation using the dual-aircraft cooperative sling adaptive balancing method according to any one of claims 4 to 9.

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