Anti-swing device assembly and flight transportation system

Abstract

The utility model discloses an anti-swing device assembly and a flight transportation system, and relates to the technical field of transportation equipment. The anti-swing device assembly comprises a support, a releaser and a connecting mechanism, the support is used for being connected with the aircraft, and the support and the releaser are connected through the connecting mechanism so that the releaser can swing in multiple directions relative to the support. The flight transportation system comprises a first sliding assembly, a first lifting rope, at least one pair of aircrafts and the anti-swing device assemblies, each aircraft is connected with one anti-swing device assembly, and the two ends of the first lifting rope are connected to the two anti-swing device assemblies connected with the two aircrafts in the same pair correspondingly. The first sliding assembly is connected to the first lifting rope and can slide along the first lifting rope. According to the flight transportation system, the influence of cargo swinging on the aircrafts and the mutual influence between the aircrafts can be reduced, so that the coordination control difficulty during collaborative transportation of the multiple aircrafts is reduced, and the reliability of the aircrafts during running is improved.

Description

Technical Field

[0001] This application relates to the field of transportation equipment technology, and more specifically, to a de-swaying device assembly and an air transport system. Background Technology

[0002] In existing technologies, cargo transportation using aircraft often employs a single aircraft carrying the cargo. In this scenario, the cargo, due to inertia, will sway relative to the aircraft, affecting the aircraft's attitude and stability. Furthermore, when the aircraft needs to adjust its attitude, the cargo's traction force can also interfere with this adjustment. Additionally, the weight of cargo that can be transported in a single trip is typically limited by the aircraft's load-bearing capacity, limiting the weight a single aircraft can carry. While related technologies have proposed methods for coordinating cargo transportation using multiple aircraft, the flight maneuvers of these multiple aircraft can easily interfere with each other, making coordinated control of the multiple aircraft challenging. Utility Model Content

[0003] The purpose of this application is to provide an anti-sway device assembly and a flight transport system that can reduce the impact of cargo swaying on the aircraft and reduce the difficulty of coordinated control when multiple aircraft are transporting cargo together.

[0004] The embodiments of this application can be implemented as follows:

[0005] In a first aspect, this application provides a deswing device assembly, including a bracket, a release device, and a connecting mechanism. The bracket is used to connect an aircraft, and the bracket and the release device are connected by the connecting mechanism so that the release device can swing relative to the bracket in multiple directions. The release device is used to mount and release cargo.

[0006] In an optional embodiment, the connection mechanism includes a connector and an adapter. One end of the connector is rotatably connected to the bracket, and the other end of the connector is rotatably connected to the adapter. The adapter is fixedly connected to the release device, and the rotation axis of the connector relative to the bracket forms an angle with the rotation axis of the adapter relative to the connector.

[0007] In an optional embodiment, the connector includes a base and a first shaft and a second shaft connected to the base. The first shaft extends along a first direction, and the second shaft extends along a second direction. The first shaft and the second shaft are spaced apart in a third direction, and the first direction, the second direction, and the third direction are perpendicular to each other. The connector is rotatably connected to the bracket via the first shaft, and the connector is rotatably connected to the adapter via the second shaft.

[0008] In an optional embodiment, the base includes two first fixing parts spaced apart from each other in a first direction, and the two ends of the first shaft are respectively connected to the two first fixing parts;

[0009] And / or, the base includes two second fixing parts spaced apart from each other in a second direction, the two ends of the second shaft are respectively connected to the two second fixing parts, and a portion of the adapter is located between the two second fixing parts and is inserted into the second shaft.

[0010] In an optional implementation, the anti-sway assembly also includes an attitude sensor for detecting the swing state of the connector relative to the bracket.

[0011] In an optional embodiment, the adapter includes an adapter plate and a boss disposed on the adapter plate. The adapter plate is fixedly connected to the release device, and the boss is rotatably connected to the connector.

[0012] In an optional implementation, the de-swaying device assembly also includes multiple fixing ropes, and the support is connected to the aircraft via the multiple fixing ropes.

[0013] In an optional embodiment, the bracket includes a base frame, a support portion and multiple support arms. The base frame and the support portion are spaced apart in the normal direction of the plane where the base frame is located. One end of each support arm is connected to the base frame and the other end is connected to the support portion. The base frame, the support portion and the multiple support arms together form a receiving space for accommodating the release device and the connecting mechanism. The connecting mechanism is rotatably connected to the support portion.

[0014] Secondly, this application provides a flight transport system, including a first sliding assembly, a first sling, at least one pair of aircraft, and a sway-eliminating assembly as described in any of the embodiments of the first aspect. Each aircraft is connected to one sway-eliminating assembly. The two ends of the first sling are respectively connected to two sway-eliminating assemblies connected to the two aircraft of the same pair. The bracket of the sway-eliminating assembly is connected to the aircraft, and the release device of the sway-eliminating assembly is connected to the end of the first sling. The first sliding assembly is connected to the first sling and can slide along the first sling. The first sliding assembly is used to bear the load.

[0015] In an optional embodiment, the first sliding assembly includes a sliding body and a rotating connector. The sliding body can slide along the first suspension rope, and the rotating connector is rotatably connected to the sliding body. The rotating connector is used to bear the load.

[0016] 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 first 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.

[0017] 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.

[0018] 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.

[0019] In an optional embodiment, the flight transport system includes at least two pairs of aircraft, each pair of aircraft being equipped with a first sling and a first sliding assembly. The flight transport system also includes a second sling and a second sliding assembly. The two ends of the second sling are respectively connected to the first sliding assembly mounted on the two pairs of aircraft. The second sliding assembly is connected to the second sling and can slide along the second sling. The second sliding assembly is used to bear the load.

[0020] The beneficial effects of the anti-sway device assembly and flight transport system provided in this application embodiment include:

[0021] The anti-sway device assembly provided in this application includes a bracket, a release mechanism, and a connecting mechanism. The bracket is used to connect the aircraft, and the bracket and the release mechanism are connected to each other, allowing the release mechanism to swing relative to the bracket in multiple directions. The release mechanism is used to mount and release cargo. When the aircraft uses the anti-sway device assembly provided in this application to mount cargo, the cargo swings due to inertia, which can cause the release mechanism to swing relative to the bracket in multiple directions. Because the release mechanism has a high degree of freedom relative to the bracket, the swinging of the cargo does not easily affect the aircraft's attitude. Similarly, when the aircraft needs to change its attitude (such as tilting the fuselage), the impact of the cargo's traction force is small, which is beneficial for the aircraft's attitude adjustment. Therefore, the anti-sway device assembly provided in this application helps to improve the reliability of the aircraft during flight.

[0022] The flight transport system provided in this application includes a first sliding assembly, a first sling, at least one pair of aircraft, and the aforementioned anti-sway assembly. Each aircraft is connected to one anti-sway assembly. The two ends of the first sling are respectively connected to two anti-sway assemblies connected to the two aircraft in the same pair. The bracket of the anti-sway assembly is connected to the aircraft, and the release device of the anti-sway assembly is connected to the end of the first sling. The first sliding assembly is connected to the first sling and can slide along it, serving to bear the load. Because the flight transport system provided in this application includes at least one pair of aircraft, it has a high load-bearing capacity and can transport heavy cargo. Furthermore, through the first sling and the first sliding assembly, when the load direction changes due to cargo swaying, or when one aircraft changes its position relative to other aircraft, the first sliding assembly on the first sling can slide along the first sling, allowing the force point on the first sling to adaptively adjust. This alleviates the uneven force distribution between aircraft caused by cargo swaying or uncoordinated movements of the aircraft, thus reducing the mutual influence between the aircraft. By dynamically changing the anti-sway device and the first sliding component, the swaying of cargo or changes in center of gravity caused by the relative state changes 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

[0023] 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.

[0024] Figure 1 This is a schematic diagram of a flight transport system (two aircraft) in one embodiment of this application;

[0025] Figure 2 This is a schematic diagram of the anti-sway device assembly from a first perspective in one embodiment of this application;

[0026] Figure 3 This is a schematic diagram of the anti-sway device assembly from a second perspective in one embodiment of this application;

[0027] Figure 4 This is a schematic diagram showing the connection between the anti-sway device assembly and the aircraft in one embodiment of this application;

[0028] Figure 5 for Figure 3 A magnified view of a local V-shape;

[0029] Figure 6This is a schematic diagram of a connector in one embodiment of this application;

[0030] Figure 7 This is a schematic diagram of an adapter in one embodiment of this application;

[0031] Figure 8 This is a schematic diagram illustrating the cooperation between the first sliding component and the first lifting rope and cargo rope in one embodiment of this application;

[0032] Figure 9 This is a schematic diagram of a flight transport system (four aircraft) in another embodiment of this application.

[0033] Icons: 100-Aircraft; 200-Sway suppressor assembly; 210-Bracket; 211-Base frame; 212-Support arm; 213-Support part; 220-Connecting mechanism; 221-Connector; 2211-Seat body; 2212-First shaft; 2213-First fixing part; 2214-Second shaft; 2215-Second fixing part; 222-Adapter; 2221-Adapter plate; 2222-Boss; 2223-Shaft hole; 230-Release device; 240-Attitude sensor; 250-Fixing rope; 300-First lifting rope; 400-First sliding assembly; 410-Sliding body; 411-Mounting base; 412-Roller; 420-Rotating connector; 421-Rotation shaft; 422-Lifting ring; 500-Second lifting rope; 600-Second sliding assembly; 10-Cargo; 11-Cargo rope. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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 that the utility model product is usually placed in 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.

[0038] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0039] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0040] When an aircraft (such as a drone) is carrying cargo, the cargo may sway relative to the aircraft. For example, during rapid acceleration, deceleration, or turns, the cargo will sway due to its own inertia. Similarly, when encountering crosswinds, the cargo will also sway. This swaying of the cargo relative to the aircraft affects the aircraft's attitude, causing it to tilt. Likewise, if the aircraft actively adjusts its attitude, it will be constrained by the cargo, making attitude adjustment difficult. In related technologies, the cargo mounting components (such as release devices) are fixed to the fuselage. When the cargo swaying causes lateral traction, the mounting components are prone to tilting, causing the fuselage to tilt as well, which severely impacts the reliability of the aircraft during flight. Furthermore, the load-bearing capacity of a single aircraft is limited. If multiple aircraft share the cargo, coordination and control between them becomes difficult. When one aircraft makes an uncoordinated movement, such as lowering its altitude relative to other aircraft, the weight borne by the other aircraft increases significantly. Moreover, when external forces cause the cargo to sway, the uniformity of force distribution among the aircraft will also be severely affected. Therefore, the existing technology for coordinating the transport of goods by multiple aircraft is difficult to control and has poor stability.

[0041] Therefore, this application provides an anti-sway device assembly and a flight transport system. By setting a connection mechanism with a high degree of freedom and a sliding component, the system can alleviate the impact of cargo swaying on the aircraft and the influence between aircraft, thereby improving the reliability of the aircraft and reducing the difficulty of coordination and control when multiple aircraft are transported together.

[0042] Figure 1 This is a schematic diagram of a flight transport system (two aircraft 100) according to one embodiment of this application. Figure 1As shown, the flight transport system provided in this application embodiment includes a first sliding component 400, a first suspension rope 300, at least one pair of aircraft 100, and a sway-eliminating component 200. Each aircraft 100 is connected to one sway-eliminating component 200. The two ends of the first suspension rope 300 are respectively connected to two sway-eliminating components 200 connected to the two aircraft 100 in the same pair. The first sliding component 400 is connected to the first suspension rope 300 and can slide along the first suspension rope 300. The first sliding component 400 is used to bear the load. That is, there are two aircraft 100 in each pair, and each aircraft 100 is connected to one sway-eliminating component 200. The two sway-eliminating components 200 connected to the two aircraft 100 in the same pair are respectively connected to the two ends of the first suspension rope 300. Figure 1 In the illustrated embodiment, the flight transport system includes a pair of aircraft 100, i.e., the cargo 10 is transported jointly by the two aircraft 100. The load borne by the first sliding assembly 400 originates from the cargo 10, specifically, the cargo 10 is connected to the first sliding assembly 400 via a cargo rope 11. In other embodiments, the cargo 10 may also be directly connected to the first sliding assembly 400. The load borne by the anti-sway assembly 200 originates directly from the first hoisting rope 300, and the swaying of the cargo 10 affects the direction of the traction force exerted by the first hoisting rope 300 on the anti-sway assembly 200. In this application, the anti-sway assembly 200 can mitigate the impact of the forces it receives on the aircraft 100, thereby ensuring the stability of the aircraft 100. The first sliding assembly 400 can slide along the first hoisting rope 300, so when the cargo 10 sways, the position of the first sliding assembly 400 on the first hoisting rope 300 can be adaptively adjusted, thereby making the force distribution on each aircraft 100 relatively uniform. In this application, the relatively uniform force distribution on each aircraft 100 means that the direction of the traction force on different aircraft 100 is similar with respect to the vertical direction, and the magnitude of the traction force on two aircraft 100 is similar.

[0043] 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.

[0044] Figure 2 This is a schematic diagram of the anti-sway device assembly 200 in one embodiment of this application from a first perspective; Figure 3 This is a schematic diagram of the anti-sway device assembly 200 in one embodiment of this application from a second perspective; Figure 4 This is a schematic diagram showing the connection between the anti-sway device assembly 200 and the aircraft 100 in one embodiment of this application. Figures 2 to 4As shown, the anti-sway device assembly 200 includes a bracket 210, a release device 230, and a connecting mechanism 220. The bracket 210 is used to connect the aircraft 100. The bracket 210 and the release device 230 are connected by the connecting mechanism 220, allowing the release device 230 to swing in multiple directions relative to the bracket 210. The release device 230 is used to mount and release cargo 10. In this embodiment, the bracket 210 is used to connect the aircraft 100 and also serves to support the connecting mechanism 220 and the release device 230. In this embodiment, the load carried by the release device 230 comes directly from the first sling 300. The release device 230 can maintain traction on the first sling 300 and can also release the first sling 300 in a controlled manner. For example, the release device 230 includes a hook and an electrically controlled drive mechanism. The drive mechanism can move the hook between a locked position and an unlocked position. When the hook is in the locked position, the first lifting rope 300 can be reliably hooked on the hook. When the drive mechanism drives the hook to the unlocked position, the first lifting rope 300 is released from the hook under the traction of the cargo 10 and its own weight, thereby realizing the release of the cargo 10.

[0045] Combination Figures 1 to 4 In this embodiment, the bracket 210 of the anti-sway device assembly 200 is connected to the aircraft 100, and the release device 230 of the anti-sway device assembly 200 is connected to the end of the first suspension rope 300. Specifically, in this embodiment, the two ends of the first suspension rope 300 are respectively connected to the release devices 230 of the two anti-sway device assemblies 200 connected to the two aircraft 100 of the same pair. That is, the release devices 230 of the two anti-sway device assemblies 200 connected to the two aircraft 100 of the same pair are respectively connected to the two ends of the first suspension rope 300. Furthermore, the anti-sway device assembly 200 also includes a plurality of fixing ropes 250, and the bracket 210 is connected to the aircraft 100 through the plurality of fixing ropes 250.

[0046] In this embodiment, the support 210 includes a base frame 211, a support portion 213, and multiple support arms 212. The base frame 211 and the support portion 213 are spaced apart in the normal direction of the plane containing the base frame 211. One end of each support arm 212 is connected to the base frame 211, and the other end is connected to the support portion 213. The base frame 211, the support portion 213, and the multiple support arms 212 together form a receiving space for accommodating the release device 230 and the connecting mechanism 220. The connecting mechanism 220 is rotatably connected to the support portion 213. In this embodiment, the base frame 211 is a closed structure, and the plane containing the base frame 211 is a virtual spatial plane. Any segment of the base frame 211 in its circumferential direction is connected to the plane containing the base frame 211. Optionally, when the aircraft 100 is flying stably, the plane containing the base frame 211 can be approximately horizontal, with the base frame 211 and the support portion 213 spaced apart in the vertical direction and the support portion 213 above the base frame 211.

[0047] In this embodiment, the multiple support arms 212 are evenly spaced around the base frame 211 at one end, and converge at the support portion 213 at the other end, making the entire bracket 210 a cage-like structure with its opening facing downwards. The support arms 212 arch outwards from the accommodating space, thus expanding the accommodating space. Since the bracket 210 forms the accommodating space, the connecting mechanism 220 and the release device 230 can be located within the accommodating space. Therefore, the connecting mechanism 220 and the release device 230 can be protected by the bracket 210 and are less likely to collide with external objects. Furthermore, the bracket 210 has a larger size than the connecting mechanism 220, so it can be connected to the lower side of the aircraft 100 using a multi-point connection method, improving the connection reliability of the entire anti-sway device assembly 200. For example, in this embodiment, multiple fixing ropes 250 are used to connect the anti-sway device assembly 200 to the aircraft 100.

[0048] In this embodiment, the connection points of the multiple support arms 212 to the base frame 211 are arranged at intervals around the circumference of the base frame 211. Optionally, the base frame 211 is a rectangular frame, and the anti-sway device assembly 200 includes four support arms 212, with the connection points of the four support arms 212 to the base frame 211 located at the four corners of the base frame 211. Further, the anti-sway device assembly 200 includes four fixing ropes 250, with the connection points of the four fixing ropes 250 to the bracket 210 adjacent to the four corners of the base frame 211, thereby improving the reliability of the connection. It should be understood that in other embodiments, the shape of the base frame 211 can also be other shapes, such as other polygons, circles, or ellipses. Among them, other polygons can be triangles, pentagons, hexagons, etc. If the shape of the base frame 211 is complex, it will result in a large number of support arms 212 and fixing ropes 250 required, thus making the anti-sway device assembly 200 heavy. If the shape of the base frame 211 is too simple, such as a polygon with too few sides, it will result in poor anti-sway effect. Therefore, the shape of the base frame 211 can be adjusted according to actual needs, and correspondingly, the number of support arms 212 and fixing ropes 250 can be adjusted according to the shape of the base frame 211. At the same time, the number of fixing ropes 250 also needs to match the number of mounting points on the aircraft 100. This matching can be that the numbers are equal, or the number of fixing ropes 250 is less than the number of mounting points on the aircraft 100, as long as they are evenly mounted.

[0049] Figure 5 for Figure 3 A magnified view of a local V-shape. (See image below.) Figure 5As shown, in this embodiment, the connection mechanism 220 includes a connector 221 and an adapter 222. One end of the connector 221 is rotatably connected to the bracket 210, and the other end of the connector 221 is rotatably connected to the release device 230. The rotation axis of the connector 221 relative to the bracket 210 forms an angle with the rotation axis of the adapter 222 relative to the connector 221.

[0050] Figure 6 This is a schematic diagram of connector 221 in one embodiment of this application. Figure 6 As shown in this embodiment, the connector 221 includes a base 2211 and a first shaft 2212 and a second shaft 2214 connected to the base 2211. The first shaft 2212 extends along a first direction, and the second shaft 2214 extends along a second direction. The first shaft 2212 and the second shaft 2214 are spaced apart in a third direction, and the first direction, the second direction, and the third direction are mutually perpendicular. The connector 221 is rotatably connected to the bracket 210 via the first shaft 2212, and the connector 221 is rotatably connected to the adapter 222 via the second shaft 2214. Figure 6 In the diagram, the first direction is the direction of arrow ab, the second direction is the direction of arrow cd, and the third direction is the direction of arrow ef.

[0051] Furthermore, the seat 2211 includes two first fixing portions 2213 spaced apart in a first direction, and the two ends of the first shaft 2212 are respectively connected to the two first fixing portions 2213; and / or, the seat 2211 includes two second fixing portions 2215 spaced apart in a second direction, and the two ends of the second shaft 2214 are respectively connected to the two second fixing portions 2215, and a portion of the adapter 222 is located between the two second fixing portions 2215 and is inserted into the second shaft 2214. In this embodiment, the support portion 213 includes a plate, and a protrusion is provided on the side of the plate facing the bottom frame 211. A portion of the protrusion of the support portion 213 is embedded in the gap between the two first fixing portions 2213 and is rotatably connected to the first shaft 2212.

[0052] Figure 7 This is a schematic diagram of the adapter 222 in one embodiment of this application. Figure 7As shown, the adapter 222 includes an adapter plate 2221 and a boss 2222 disposed on the adapter plate 2221. The adapter plate 2221 is fixedly connected to the release device 230, and the boss 2222 is rotatably connected to the connector 221. Optionally, the adapter plate 2221 can be fixedly connected to the release device 230 by fasteners, including but not limited to screws and bolts; the boss 2222 is provided with a shaft hole 2223, and the boss 2222 is embedded in the gap between the two second fixing parts 2215 of the seat 2211 of the connector 221 and rotatably connected to the second shaft 2214 of the connector 221 through the shaft hole 2223. It should be understood that the first shaft 2212 can be rotatably connected to the first fixing part 2213, or to the support part 213, or to both the first fixing part 2213 and the support part 213 simultaneously; similarly, the second shaft 2214 can be rotatably connected to the second fixing part 2215, or to the adapter 222, or to both the second fixing part 2215 and the adapter 222 simultaneously.

[0053] Please refer to this again. Figure 5 Furthermore, the anti-sway assembly 200 also includes an attitude sensor 240, which is used to detect the sway state of the connector 221 relative to the bracket 210. Optionally, the sway state of the connector 221 relative to the bracket 210 includes at least one of the sway amplitude, sway direction, and sway speed of the connector 221. The attitude sensor 240 can collect the sway direction angle and sway speed of the first hoisting rope 300 in real time and transmit them back to the flight control assembly (not shown in the figure). Then, based on the information fed back by the attitude sensor 240, the flight attitude of the aircraft 100 can be adjusted, thereby reducing the sway state of the suspended cargo 10 and returning it to a safe range. Therefore, the attitude sensor 240 can improve the reliability of the aircraft 100 crew when transporting cargo 10. Optionally, the attitude sensor 240 includes an encoder and a code disk. The encoder is connected to the support 213, and the code disk is connected to the connector 221 and can rotate synchronously with the connector 221. The encoder is used to detect the rotation of the code disk to obtain the sway amplitude of the connector 221 relative to the bracket 210.

[0054] Figure 8 This is a schematic diagram illustrating the interaction between the first sliding component 400, the first lifting rope 300, and the cargo rope 11 in one embodiment of this application. (In conjunction with...) Figure 1 and Figure 8As shown, in this embodiment, the first sliding component 400 includes a sliding body 410 and a rotating connector 420. The sliding body 410 can slide along the first suspension rope 300, and the rotating connector 420 is rotatably connected to the sliding body 410. The rotating connector 420 is used to bear the load. When the cargo 10 swings, or when a certain aircraft 100 performs an uncoordinated action (such as suddenly rising or falling, moving away from or closer to the cargo 10), the first sliding component 400 will slide along the first suspension rope 300, causing the force position of the first suspension rope 300 to change. This adaptive adjustment of the force position can keep the force on the aircraft 100 at both ends of the first suspension rope 300 similar. For example, when one aircraft 100 suddenly descends (i.e., an uncoordinated movement occurs), the first sliding component 400 will slide along the first hoisting rope 300 towards the descending aircraft 100. This prevents a significant increase in the load on the other, higher-positioned aircraft 100, ensuring that the forces acting 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 400 can also adaptively adjust its position on the first hoisting rope 300 to balance the forces acting 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 using the first hoisting rope 300 and the first sliding component 400, 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.

[0055] Furthermore, when the cargo 10 rotates, since the rotating connector 420 can rotate 360° relative to the sliding body 410, the rotating connector 420 will not transmit a large torque to the sliding body 410, and the rotation of the cargo 10 will not cause the sliding body 410 to rotate. This makes the fit between the sliding body 410 and the first lifting rope 300 more stable, and it is less likely that the sliding body 410 will be unable to slide relative to the first lifting rope 300 due to rotation.

[0056] In this embodiment, the sliding body 410 includes a mounting base 411 and a roller 412. The roller 412 is rotatably connected to the mounting base 411 and can roll along the first suspension rope 300. A rotating connector 420 is rotatably connected to the mounting base 411, and the rotation axis of the rotating connector 420 forms an angle with the rotation axis of the roller 412. Further, the rotation axis of the rotating connector 420 is perpendicular to the rotation axis of the roller 412, and the rotating connector 420 and the roller 412 are spaced apart along the extension direction of the rotation axis of the rotating connector 420. In this embodiment, the mounting base 411 has a U-shaped structure, and the roller 412 is rotatably connected to the mounting base 411 via a rotating shaft. A groove is provided on the outer periphery of the roller 412, and a portion of the first suspension rope 300 can be embedded in the groove, thereby maintaining radial contact with the outer periphery of the roller 412 during its rolling process.

[0057] By setting the roller 412, the frictional resistance between the sliding body 410 and the first suspension rope 300 can be reduced, allowing the first sliding component 400 to adjust its position more smoothly on the first suspension rope 300. In other optional embodiments, the sliding body 410 can also have other structures. For example, the sliding body 410 includes a smooth annular structure that is fitted onto the first suspension rope 300 and can slide along the first suspension rope 300.

[0058] In this embodiment, the rotating connector 420 includes a rotating shaft 421 and a lifting ring 422. The rotating shaft 421 is inserted into the mounting base 411 and can rotate relative to the mounting base 411 along its own axis. The lifting ring 422 is connected to the end of the rotating shaft 421 away from the mounting base 411.

[0059] exist Figure 8 In the illustrated embodiment, the cargo rope 11 is connected to the rotating connector 420, specifically to the lifting ring 422. In other embodiments, such as those using two or more pairs of aircraft 100 to transport cargo 10, the rotating connector 420 may also be connected to an intermediate transition rope (such as the second lifting rope 500 described later).

[0060] Figure 9 This is a schematic diagram of a flight transport system (four aircraft 100) according to another embodiment of this application. Figure 9As shown, in an optional embodiment, the flight transport system includes at least two pairs of aircraft 100, each pair of aircraft 100 is equipped with a first sling 300 and a first sliding assembly 400. The flight transport system also includes a second sling 500 and a second sliding assembly 600. The two ends of the second sling 500 are respectively connected to the first sliding assemblies 400 mounted on the two pairs of aircraft 100. The second sliding assembly 600 is connected to the second sling 500 and can slide along the second sling 500. The second sliding assembly 600 is used to bear the load. 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 first sliding component 400 can slide along the first sling 300 and the second sliding component 600 can slide along the second sling 500, when the cargo 10 swings, both the first sliding component 400 and the second sliding component 600 can adaptively adjust their positions on their respective slings, and in different directions, thus better balancing the forces on each aircraft 100. Figure 9 In the embodiment shown, the cargo rope 11 is directly connected to the second sliding assembly 600.

[0061] Optionally, the construction of the second sliding component 600 may be the same as or similar to that of the first sliding component 400.

[0062] It should be understood that, in alternative embodiments, the flight transport system may also include more aircraft 100, thereby further increasing load capacity. For example, the flight transport system may include four pairs (a total of eight) of aircraft 100; it may further include a third sling and a third sliding assembly, with each end of the third sling connected to two second sliding assemblies 600, the third sliding assembly being connected to and sliding along the third sling, and the third sliding assembly being directly or indirectly connected to the cargo 10. Similarly, a flight transport system with eight pairs or even more aircraft 100 can be completed.

[0063] In summary, this application provides a de-swaying device assembly 200 and a flight transport system. The de-swaying device assembly 200 includes a bracket 210, a release device 230, and a connecting mechanism 220. The bracket 210 is used to connect the aircraft 100. The bracket 210 and the release device 230 are connected by the connecting mechanism 220, allowing the release device 230 to swing relative to the bracket 210 in multiple directions. The release device 230 is used to mount and release cargo 10. When the aircraft 100 uses the de-swaying device assembly 200 provided in this application to mount cargo 10, and the cargo 10 swings due to inertia, the cargo 10 can drive the release device 230 to swing relative to the bracket 210 in multiple directions. Because the release device 230 has a high degree of freedom relative to the bracket 210, the swinging of the cargo 10 is less likely to affect the attitude of the aircraft 100. Similarly, when the aircraft 100 needs to change its attitude (e.g., tilt its fuselage), the influence of the traction force from the cargo 10 is smaller, which is beneficial for the attitude adjustment of the aircraft 100. Therefore, the anti-sway component 200 provided in this application embodiment is beneficial to improving the reliability of the aircraft 100 during flight.

[0064] The flight transport system provided in this application embodiment includes a first sliding component 400, a first sling 300, at least one pair of aircraft 100, and the aforementioned anti-sway component 200. Each aircraft 100 is connected to one anti-sway component 200. The two ends of the first sling 300 are respectively connected to two anti-sway components 200 connected to the two aircraft 100 of the same pair. The bracket 210 of the anti-sway component 200 is connected to the aircraft 100, and the release device 230 of the anti-sway component 200 is connected to the end of the first sling 300. The first sliding component 400 is connected to the first sling 300 and can slide along the first sling 300. The first sliding component 400 is used to bear the load. Since the flight transport system provided in this application embodiment includes at least one pair of two aircraft 100, it has a high load-bearing capacity and can transport heavier cargo 10. Furthermore, through the first sling 300 and the first sliding component 400, when the load direction changes due to the swing of the cargo 10, or when one aircraft 100 changes its position relative to other aircraft 100, the first sliding component 400 on the first sling 300 can slide along the first sling 300, allowing the force points on the first sling 300 to be adaptively adjusted. This alleviates the uneven force distribution among the aircraft 100 caused by the swing of the cargo 10 or the uncoordinated movements of the aircraft 100, thus reducing the mutual influence between the aircraft 100. Through the dynamic changes of the anti-sway component 200 and the first sliding component 400, the swaying or center of gravity changes of the cargo 10 caused by the relative state changes of multiple aircraft 100 during flight transportation, as well as the mutual influence between the aircraft 100, can be mitigated, thereby reducing the difficulty of coordinated control during collaborative transportation of multiple aircraft 100.

[0065] The above description is merely a specific embodiment 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 pendulum damper assembly, characterized by The device comprises a support, a release device and a connecting mechanism, the support is used to connect an aircraft, the support and the release device are connected through the connecting mechanism, so that the release device can swing in multiple directions relative to the support, and the release device is used to mount and release cargo.

2. The anti-hunt assembly of claim 1, wherein, The connecting mechanism comprises a connector and an adapter, one end of the connector is rotatably connected to the support, the other end of the connector is rotatably connected to the adapter, the adapter is fixedly connected to the release device, and the rotation axis of the connector relative to the support and the rotation axis of the adapter relative to the connector are at an angle.

3. The anti-hunt assembly of claim 2, wherein, The connector comprises a seat body and first and second shaft bodies connected to the seat body, the first shaft body extends in a first direction, the second shaft body extends in a second direction, and the first and second shaft bodies are spaced apart in a third direction, the first, second and third directions are perpendicular to each other, the connector is rotatably connected to the support through the first shaft body, and the connector is rotatably connected to the adapter through the second shaft body.

4. The anti-hunt assembly of claim 3, wherein, The seat body comprises two first fixed parts spaced apart in the first direction, and the two ends of the first shaft body are connected to the two first fixed parts respectively. The seat body comprises two second fixed parts spaced apart in the second direction, and the two ends of the second shaft body are connected to the two second fixed parts respectively, and the adapter is partially located between the two second fixed parts and is inserted into the second shaft body.

5. The anti-hunt assembly of claim 2, wherein, The anti-swing device assembly further comprises an attitude sensor for detecting the swing state of the connector relative to the support.

6. The anti-hunt assembly of claim 2, wherein, The adapter comprises an adapter plate and a boss provided on the adapter plate, the adapter plate is fixedly connected to the release device, and the boss is rotatably connected to the connector.

7. The anti-hunt assembly of claim 1, wherein, The anti-swing device assembly further comprises a plurality of fixed ropes, and the support is connected to the aircraft through the plurality of fixed ropes.

8. The anti-hunt assembly of any of claims 1-7, wherein, The support comprises a bottom frame, a support part and a plurality of support arms, the bottom frame and the support part are spaced apart in the normal direction of the plane where the bottom frame is located, one end of the support arm is connected to the bottom frame, and the other end is connected to the support part, the bottom frame, the support part and the plurality of support arms together form an accommodation space for accommodating the release device and the connecting mechanism, and the connecting mechanism is rotatably connected to the support part.

9. A flying transportation system, characterized by The device comprises a first sliding assembly, a first lifting rope, at least one pair of aircrafts and the anti-swing device assembly of any one of claims 1-8, each of the aircrafts is connected to the anti-swing device assembly, and the two ends of the first lifting rope are respectively connected to the two anti-swing device assemblies connected to the two aircrafts of the same pair, wherein the support of the anti-swing device assembly is connected to the aircraft, the release device of the anti-swing device assembly is connected to the end of the first lifting rope, the first sliding assembly is connected to the first lifting rope and can slide along the first lifting rope, and the first sliding assembly is used to bear load.

10. The flying transportation system of claim 9, wherein, The first sliding assembly comprises a sliding body and a rotating connecting piece, the sliding body is slidable along the first hoisting rope, the rotating connecting piece is rotatably connected with the sliding body, and the rotating connecting piece is used for bearing load.

11. The flying transportation system of claim 10, wherein, The sliding body comprises a mounting seat and a roller, the roller is rotatably connected with the mounting seat, the roller is rollable along the first hoisting rope, and the rotating connecting piece is rotatably connected with the mounting seat, the rotating axis of the rotating connecting piece is at an angle with the rotating axis of the roller.

12. The flying transportation system of claim 11, wherein, The rotating axis of the rotating connecting piece is perpendicular to the rotating axis of the roller, and the rotating connecting piece and the roller are spaced apart in the extension direction of the rotating axis of the rotating connecting piece.

13. The flying transportation system of claim 11, wherein, The rotating connecting piece comprises a self-rotating shaft and a lifting ring, the self-rotating shaft is inserted into the mounting seat, the self-rotating shaft is rotatable along its own axis relative to the mounting seat, and the lifting ring is connected to one end of the self-rotating shaft away from the mounting seat.

14. The flying transportation system according to any of claims 9-13, characterized by, The flight transportation system comprises at least two pairs of the aircraft, each pair of the aircraft is hung with the first hoisting rope and the first sliding assembly, the flight transportation system further comprises a second hoisting rope and a second sliding assembly, two ends of the second hoisting rope are connected to the first sliding assemblies hung by two pairs of the aircraft respectively, the second sliding assembly is connected to the second hoisting rope and is slidable along the second hoisting rope, and the second sliding assembly is used for bearing load.

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