Hanging anti-swing device and flight transportation system

Abstract

The utility model discloses a hanging anti-swing device and a flight transportation system, and relates to the technical field of transportation equipment. The hanging anti-swing device comprises a bearing mechanism, a wireless transmission module and a state measurement module, the wireless transmission module and the state measurement module are fixed relative to the bearing mechanism, the bearing mechanism is used for connecting an aircraft and goods and bearing a tension load, and the state measurement module is used for obtaining swing state information of the hanging anti-swing device. The wireless transmission module is used for being in communication connection with an aircraft so as to transmit the swing state information of the goods to the aircraft. The swing state information of the hanging swing eliminating device is obtained through the state measuring module to determine the swing state information of the goods, the swing state information of the goods is transmitted to the aircraft through the wireless transmission module, and the aircraft can accurately adjust the flight state of the aircraft according to the swing state information of the goods so as to offset swing of the goods. And the flight transportation system can transport goods more stably.

Description

Suspension anti-sway device and flight transport system Technical Field

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

[0002] In existing technologies, when using aircraft to suspend and transport goods, the flexible connection between the aircraft and the cargo typically causes the cargo to sway relative to the aircraft due to inertia or crosswinds. This swaying is detrimental to stable transport. Adjusting the aircraft's flight parameters (such as direction, attitude, altitude, acceleration, and deceleration) can counteract or reduce this swaying. However, the aircraft's flight parameters need to be matched to the cargo's swaying to effectively eliminate it. In related technologies, however, the aircraft struggles to obtain information about the cargo's swaying, thus preventing precise adjustment of its own flight parameters and resulting in poor stability during cargo transport by the air transport system. Summary of the Invention

[0003] The purpose of this application is to provide a suspension anti-sway device and a flight transport system that can improve the stability of cargo transported by the flight transport system.

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

[0005] In a first aspect, this application provides a sway-eliminating device for use in an air transport system, comprising a load-bearing mechanism, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the load-bearing mechanism. The load-bearing mechanism is used to connect the aircraft and the cargo and bear the tensile load. The status measurement module is used to acquire the sway status information of the sway-eliminating device to determine the sway status information of the cargo. The wireless transmission module of the sway-eliminating device is used to communicate with the aircraft to transmit the sway status information of the cargo to the aircraft.

[0006] In an optional embodiment, the suspended anti-sway device further includes an electrical control box, in which the wireless transmission module and the status measurement module are disposed.

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

[0008] In an optional embodiment, the tensile testing assembly includes a tensile testing body, a first bearing portion and a second bearing portion. The tensile testing body is disposed inside the electrical control box, and the first bearing portion and the second bearing portion are respectively connected to opposite sides of the tensile testing body and are used to bear tensile loads.

[0009] In an optional embodiment, the support mechanism further includes a hanging member, the first support part being a stud, the first support part extending out of the electrical control box and screwed to the hanging member, the hanging member being used to connect to the aircraft via a sling;

[0010] And / or, the second load-bearing part is a stud, which is used to be screwed to a release device in the flight transport system, the release device being able to controllably load or release cargo.

[0011] In an optional embodiment, the control box includes a box body and a box cover, the box body forming a receiving cavity having an opening, and the box cover being detachably connected to the box body and used to open or close the opening of the receiving cavity.

[0012] In an optional embodiment, the wireless transmission module includes a module end and an antenna end, the module end and the antenna end are electrically connected, a circuit board is disposed inside the receiving cavity of the box, the module end of the wireless transmission module is disposed on the circuit board, and the antenna end of the wireless transmission module is disposed on the outer surface of the box cover.

[0013] In an optional implementation, the antenna end of the wireless transmission module is a patch structure, and the control box also includes an antenna cover, which is detachably connected to the outer surface of the box cover and covers the antenna end of the wireless transmission module.

[0014] In an optional embodiment, the suspension anti-sway device also includes a power supply component, and the housing further forms a battery compartment. The power supply component is located in the battery compartment of the control box and is used to supply power to the wireless transmission module and the status measurement module.

[0015] In an optional embodiment, the control box further includes a cover, the battery compartment has an opening, the cover is detachably connected to the box body, and the cover is used to open or close the opening of the battery compartment; the control box has a cylindrical structure, the opening of the battery compartment faces radially outward, and a portion of the outer peripheral surface of the control box is formed by the outer surface of the cover.

[0016] In an optional implementation, the swing state information of the suspended anti-sway device measured by the state measurement module includes at least one of speed information, position information, and angle information.

[0017] In an optional implementation, the state measurement module includes a first state measurement module and / or a second state measurement module; the first state measurement module includes at least one of a GPS module, an RTK module, and a UWB module; the second state measurement module includes at least one of an INS inertial navigation module, an IMU inertial measurement module, and an angle sensor.

[0018] In an optional embodiment, the cover has an avoidance window, and the control box also includes an antenna cover, which is detachably connected to the outer surface of the cover and covers the avoidance window. The area of ​​the antenna cover corresponding to the avoidance window protrudes away from the receiving cavity, so that the inner side of the antenna cover forms an assembly groove communicating with the avoidance window. The state measurement module includes a first state measurement module, which is disposed in the avoidance window, and at least a portion of the first state measurement module extends into the assembly groove. Alternatively, a circuit board is disposed in the receiving cavity of the box, and the state measurement module includes a second state measurement module, which is disposed on the circuit board.

[0019] In an optional embodiment, the hanging anti-sway device also includes a night indicator component that is luminous and protrudes from the surface of the control box.

[0020] In an optional implementation, the wireless transmission module includes at least one of a WiFi module, a Bluetooth module, a LoRa module, a cellular network, a frequency hopping radio, and a Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

[0021] In an optional implementation, the wireless transmission module establishes at least two wireless communication links, which are established by the same type of module, and / or, at least two wireless communication links are established by different types of modules.

[0022] Secondly, this application provides a flight transport system, including an aircraft, a sling, and a suspension and anti-sway device according to any of the embodiments of the first aspect. The aircraft is connected to the carrying mechanism of the suspension and anti-sway device via the sling. The end of the carrying mechanism away from the aircraft is used to connect cargo. The wireless transmission module of the suspension and anti-sway device is used to communicate with the aircraft.

[0023] In an optional implementation, the flight transport system also includes a release device connected to the end of the carrying mechanism away from the aircraft, which can controllably carry or release cargo.

[0024] In an optional implementation, the number of aircraft is at least two, the flight transport system includes a first sling and a second sling, and the flight transport system also includes a first connecting assembly. One end of the first sling is connected to the bearing mechanism of the suspension anti-sway device, and the other end is connected to the first connecting assembly. The two ends of the second sling are directly or indirectly connected to different aircraft, and the first connecting assembly is connected to the second sling.

[0025] In an optional embodiment, the first connecting assembly includes a connecting body and a rotating connector, the rotating connector being rotatably connected to the connecting body and connected to the first suspension rope.

[0026] In an optional embodiment, the rotating connector includes a rotating shaft and a lifting ring. The rotating shaft is inserted into the connecting body and can rotate relative to the connecting body along its own axis. The lifting ring is connected to the end of the rotating shaft away from the connecting body and is connected to a first lifting rope.

[0027] In an optional implementation, the number of aircraft is at least two, and the flight transport system includes a second sling, the two ends of which are directly or indirectly connected to different aircraft, and a carrying mechanism is connected between the two ends of the second sling.

[0028] In an optional implementation, the number of aircraft is four, and the flight transport system also includes two third slings and two second connecting components. The two ends of each third sling are directly or indirectly connected to two different aircraft, and each second connecting component is connected to one third sling. The two ends of each second sling are connected to two second connecting components.

[0029] The beneficial effects of the suspension anti-sway device and flight transport system provided in this application embodiment include:

[0030] The sway-damping device provided in this embodiment includes a load-bearing mechanism, a wireless transmission module, and a state measurement module. The wireless transmission module and the state measurement module are fixed relative to the load-bearing mechanism and are electrically connected. The load-bearing mechanism connects the aircraft and the cargo and bears the tensile load. The state measurement module acquires the sway state information of the sway-damping device to determine the sway state information of the cargo. The wireless transmission module communicates with the aircraft to transmit the cargo's sway state information to the aircraft. Since the load-bearing mechanism bears the load from the cargo, its sway state changes with the cargo's sway; therefore, the sway state of the load-bearing mechanism is also the sway state of the sway-damping device. Thus, by acquiring the sway state information of the sway-damping device through the state measurement module to determine the cargo's sway state, and transmitting this information to the aircraft through the wireless transmission module, the cargo's sway state information reflects its sway state. The aircraft can adjust its flight state based on this information. In this scenario, the aircraft can precisely adjust its flight state to counteract or mitigate the cargo's sway, enabling the air transport system to transport cargo more smoothly.

[0031] The flight transport system provided in this application includes an aircraft, a sling, and the aforementioned anti-sway device. The aircraft is connected to the carrying mechanism of the anti-sway device via the sling. The end of the carrying mechanism furthest from the aircraft is used to connect to the cargo. The wireless transmission module of the anti-sway device is used for communication with the aircraft. By employing the anti-sway device provided in this application, which is positioned close to the cargo, the flight transport system can more accurately determine the swaying state of the cargo compared to a system where the anti-sway device is positioned at the aircraft end. This allows for better anti-sway control and more stable cargo transport. Attached Figure Description

[0032] 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.

[0033] Figure 1 is a schematic diagram of a flight transport system (single aircraft) in one embodiment of this application;

[0034] Figure 2 is a schematic diagram showing the connection of the suspension anti-sway device, the first suspension rope, and the pulling member in one embodiment of this application;

[0035] Figure 3 is a schematic diagram of a hanging anti-sway device in one embodiment of this application;

[0036] Figure 4 is an internal schematic diagram of the hanging anti-sway device in one embodiment of this application;

[0037] Figure 5 is a cross-sectional view of a suspended anti-sway device in one embodiment of this application;

[0038] Figure 6 is a schematic diagram of the inner side of the box lid in one embodiment of this application;

[0039] Figure 7 is a schematic diagram of a flight transport system (comprising two aircraft) in one embodiment of this application;

[0040] Figure 8 is a schematic diagram of the cooperation between the first connecting component and the first and second lifting ropes in one embodiment of this application;

[0041] Figure 9 is an enlarged view of part IX in Figure 7;

[0042] Figure 10 is a schematic diagram of a flight transport system (four aircraft) in another embodiment of this application.

[0043] Icons: 100-Aircraft; 110-Hook; 200-Suspension and anti-sway device; 210-Bearing mechanism; 211-First bearing section; 212-Second bearing section; 213-Tension detection body; 214-Hanging component; 2141-Threaded part; 2142-Hanging ring; 220-Electrical control box; 221-Box body; 2211-Inclined slope; 2212-Receiving cavity; 2213-Battery compartment; 2214-Avoidance hole; 2215-Block; 222-Box cover; 2221-Avoidance window; 2222-Limiting groove; 2223-Mounting hole; 2224-Assembly hole; 223-Antenna cover; 2231-Mounting area; 223 2-Assembly slot; 224-Holding cover; 225-Buffer component; 231-First WiFi module; 232-Second WiFi module; 240-Second status measurement module; 250-Circuit board; 260-First status measurement module; 270-Power supply assembly; 280-Night indicator assembly; 300-Release device; 400-First lifting rope; 500-First connecting assembly; 510-Connecting body; 511-Mounting base; 512-Roller; 520-Rotating connector; 521-Rotating shaft; 522-Lifting ring; 600-Second lifting rope; 700-Second connecting assembly; 800-Third lifting rope; 10-Cargo; 11-Pulling component. Detailed Implementation

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0049] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0050] When aircraft (such as drones) transport cargo, they are typically flexibly connected to the cargo via slings. The cargo usually sways relative to the aircraft, for example, during rapid acceleration, deceleration, or turns, due to its own inertia. It may also sway when encountering crosswinds. This swaying of the cargo changes the direction and magnitude of the load applied to the aircraft. If the aircraft's flight path remains constant, the swaying cargo will cause it to deviate and wobble, negatively impacting transport stability. However, current technologies cannot precisely adjust the aircraft's state in real-time response to the cargo's swaying, resulting in poor stability during cargo transport.

[0051] Therefore, this application provides a suspension anti-sway device and a flight transport system. By placing the suspension anti-sway device close to the cargo and incorporating a wireless transmission module and a status measurement module into the device, the aircraft can acquire the swaying status information of the cargo. This allows the aircraft to adjust its flight status based on the cargo's swaying status information, ensuring the stability of the flight transport.

[0052] Figure 1 is a schematic diagram of a flight transport system (single aircraft 100) according to one embodiment of this application. As shown in Figure 1, the flight transport system provided in this embodiment includes an aircraft 100, a sling, and a suspension anti-sway device 200. The aircraft 100 is connected to the suspension anti-sway device 200 via the sling, and then connected to cargo 10 via the suspension anti-sway device 200. The suspension anti-sway device 200 is positioned close to the cargo 10. Specifically, in this embodiment, the flight transport system includes a first sling 400, one end of which is connected to the aircraft 100, and the other end is connected to the suspension anti-sway device 200. The cargo 10 is connected to the suspension anti-sway device 200 via a pulling member 11. It can be seen that the suspension anti-sway device 200 is connected between the aircraft 100 and the cargo 10. The weight of the cargo 10 is applied to the suspension anti-sway device 200 via the pulling member 11, and the suspension anti-sway device 200 bears the tensile load from the pulling member 11. The pulling element 11 can be a flexible rope or a rigid structural component (e.g., a rigid rod). In this embodiment, one end of the suspended anti-sway device 200 is connected to the first lifting rope 400, and the other end is connected to the cargo 10 via the pulling element 11. By setting the first lifting rope 400 and placing the suspended anti-sway device 200 close to the cargo 10, the swing state of the suspended anti-sway device 200 and the cargo 10 is basically consistent. By obtaining the swing state information of the suspended anti-sway device 200, the swing state information of the cargo 10 can be determined. It should be understood that placing the suspended anti-sway device 200 close to the cargo 10 can be, in this embodiment, the suspended anti-sway device 200 being connected to the cargo 10 via the pulling element 11; or it can be that the suspended anti-sway device 200 is directly connected to the cargo 10. The connection method includes, but is not limited to, fixed connection, detachable connection, etc. However, this application is not limited to this, and the suspended anti-sway device 200 can also be connected in other ways when placed close to the cargo 10. Compared with the method of setting the anti-sway device at the end of the aircraft, the suspended anti-sway device 200 is set close to the cargo 10, which can accurately determine the swaying state information of the cargo 10 and perform anti-sway based on the swaying state information of the cargo 10, resulting in a better anti-sway effect.

[0053] 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.

[0054] Figure 2 is a schematic diagram showing the connection of the suspension anti-sway device 200, the first suspension rope 400, and the pulling member 11 in one embodiment of this application. As shown in Figure 2, in this embodiment, the flight transport system also includes a release device 300, which is connected to the suspension anti-sway device 200. The release device 300 can controllably carry or release cargo 10. The release device 300 includes a hook that can be electrically opened or locked. When transporting cargo 10, the pulling member 11 is hooked on the hook. When it is necessary to release cargo 10, the release device opens the hook, allowing the pulling member 11 to detach from the hook. The specific structure of the release device 300 can be found in the prior art and will not be described in detail here.

[0055] Figure 3 is a schematic diagram of the suspended anti-sway device 200 in one embodiment of this application; Figure 4 is an internal schematic diagram of the suspended anti-sway device 200 in one embodiment of this application; Figure 5 is a cross-sectional view of the suspended anti-sway device 200 in one embodiment of this application. As shown in Figures 2 to 5, the suspended anti-sway device 200 includes a support mechanism 210, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the support mechanism 210. The support mechanism 210 is used to connect the aircraft 100 and the cargo 10 and bear the tensile load. The status measurement module is used to acquire the swing status information of the suspended anti-sway device 200 to determine the swing status information of the cargo 10. The wireless transmission module is used to communicate with the aircraft 100 to transmit the swing status information of the cargo 10 to the aircraft 100. In this embodiment, the aircraft 100 is specifically connected to the support mechanism 210 of the suspended anti-sway device 200 through a first suspension rope 400. The end of the support mechanism 210 away from the aircraft 100 is used to connect the cargo 10. In this embodiment, the cargo 10 is connected to the support mechanism 210 of the suspension anti-sway device 200 via the pulling member 11. Since the support mechanism 210 is part of the structure of the suspension anti-sway device 200, the swing state of the support mechanism 210 is the swing state of the suspension anti-sway device 200. The support mechanism 210 and the cargo 10 are connected, and the swing state of the support mechanism 210 corresponds to the swing state of the cargo 10. That is, the swing state of the suspension anti-sway device 200 corresponds to the swing state of the cargo 10. The swing state information of the cargo 10 can be determined based on the swing state information of the suspension anti-sway device 200. The swing state information of the cargo 10 can reflect the swing state of the cargo 10, allowing the aircraft 100 to formulate a flight strategy based on the swing state information of the cargo 10. In some embodiments, the suspended anti-sway device 200 is positioned close to the cargo 10, and the swing state of the suspended anti-sway device 200 is substantially consistent with that of the cargo 10. Therefore, the swing state information of the suspended anti-sway device 200 can be directly used as the swing state information of the cargo 10. In this case, the wireless transmission module transmitting the swing state information of the cargo 10 to the aircraft 100 means that the wireless transmission module transmits the swing state information of the suspended anti-sway device 200 to the aircraft 100. In other embodiments, the swing state information of the cargo 10 can be calculated based on the swing state information of the suspended anti-sway device 200. It should be understood that the swing state information of the suspended anti-sway device 200 obtained by the aforementioned state measurement module can be either the current swing state information or previously obtained swing state information. Using the current swing state information of the suspended anti-sway device 200, the swing state of the cargo 10 can be monitored in real time.

[0056] In some embodiments, determining the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200 can be implemented in the suspension anti-sway device 200. However, this application is not limited to this. In other optional embodiments, determining the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200 can also be implemented in the aircraft 100. In this case, the wireless transmission module only needs to send the swing state information of the suspension anti-sway device 200 to the aircraft 100, and the aircraft 100 determines the swing state information of the cargo 10 based on the swing state information of the suspension anti-sway device 200.

[0057] In this embodiment, the aircraft 100 is connected to the support mechanism 210 of the suspension anti-sway device 200 via a suspension rope (specifically the first suspension rope 400), and the release device 300 is connected to the end of the support mechanism 210 away from the aircraft. The support mechanism 210 is connected to the pull member 11 via the release device 300.

[0058] In this embodiment, the suspension anti-sway device 200 further includes an electrical control box 220. The wireless transmission module and the status measurement module are housed in the electrical control box 220, which supports and secures them. Furthermore, at least a portion of the wireless transmission module and at least a portion of the status measurement module are housed within the electrical control box. The electrical control box 220 protects the wireless transmission module and the status measurement module from damage caused by external object collisions, airflow, or exposure to sunlight and rain. The load-bearing mechanism 210, which bears the tensile load, has a portion located within the electrical control box 220 and another portion extending out of the box to connect with other external components (specifically, the first suspension rope 400 and the release device 300). In this embodiment, the load-bearing mechanism 210 includes a tensile force detection component, which detects the tensile load borne by the load-bearing mechanism 210 to determine the weight of the cargo 10. The tensile load detection assembly includes a tensile load detection body 213, a first load-bearing part 211, and a second load-bearing part 212. The tensile load detection body 213 is housed within the electrical control box 220. The first load-bearing part 211 and the second load-bearing part 212 are respectively connected to opposite sides of the tensile load detection body 213 and are used to bear tensile loads. The wireless transmission module is also used to transmit the tensile load information borne by the load-bearing mechanism 210 to the aircraft 100, and through the aircraft 100, transmit the tensile load information to the ground station so that the ground station can monitor the weight of the cargo 10 carried by the aircraft 100. By setting up the tensile load detection assembly, the tensile load currently borne by the load-bearing mechanism 210 can be effectively detected, which can serve as a reference for the flight strategy of the aircraft 100. In one scenario, the tension detection component can monitor the weight of cargo 10 when the aircraft 100 takes off. If overloading of cargo 10 is detected during takeoff, the aircraft 100 stops takeoff and lands, adjusts the weight of cargo 10, and then takes off again. By using the tension detection component to detect the weight of cargo 10 when the aircraft 100 takes off, the dangerous situation of the aircraft 100 flying overloaded due to oversight or negligence can be avoided. In an optional embodiment, the tension detection component can be a load cell, a force sensor, and / or a tension gauge.

[0059] In this embodiment, the control box 220 includes a box body 221 and a cover 222. The box body 221 forms a receiving cavity 2212 with an opening. The cover 222 is detachably connected to the box body 221 and is used to open or close the opening of the receiving cavity 2212. Optionally, at least a portion of the wireless transmission module and at least a portion of the status measurement module are disposed within the receiving cavity 2212 of the box body 221. Optionally, the tensile detection body 213 of the tensile detection assembly is also disposed within the receiving cavity 2212 of the box body 221. By providing a detachable cover 222, the assembly and maintenance of the support mechanism 210, the wireless transmission module, and the status measurement module can be facilitated. In this embodiment, the housing 221 is provided with a clearance hole 2214 for connecting the second support part 212 to the release device 300 in the flight transport system; the cover 222 is provided with an assembly hole 2224 for at least a portion of the first support part 211 to extend out of the receiving cavity 2212 of the housing 221. Optionally, the cover 222 is connected to the housing 221 by fasteners, including but not limited to screws; in other embodiments, the cover 222 can also be connected to the housing 221 by snap-fit, adhesive, or other means.

[0060] Optionally, the support mechanism 210 further includes a suspension member 214, and the first support portion 211 and / or the second support portion 212 are studs. When the first support portion 211 is a stud, it extends through the electrical control box 220 and is screwed to the suspension member 214, which is used to connect to the aircraft 100 via a suspension rope (specifically, the first suspension rope 400). When the second support portion 212 is a stud, it is used to be screwed to the release device 300 in the flight transport system. In this embodiment, both the first support portion 211 and the second support portion 212 are studs. By setting up the hanging component 214, the first suspension rope 400 can be easily connected to the support mechanism 210. Specifically, the hanging component 214 includes a threaded part 2141 and a hanging ring 2142. The hanging ring 2142 is fixedly connected to the threaded part 2141 (including but not limited to welding). The hanging ring 2142 is connected to the end of the first suspension rope 400. The first support part 211 passes through the assembly hole 2224 of the cover 222 and is screwed to the threaded part 2141 of the hanging component 214, thus realizing the connection and fixation of the tension detection component, the hanging component 214, and the cover 222. This application is not limited to this, and the hanging component 214 can also adopt other structures, as long as it can realize that the suspension anti-sway device 200 (specifically the support mechanism 210 in this embodiment) can be connected to the aircraft 100 through the suspension rope (specifically the first suspension rope 400).

[0061] In other optional embodiments, the bearing mechanism 210 may not include the aforementioned tensile detection component. The form of the bearing mechanism 210 can be adjusted as needed, as long as it can withstand the tensile load from the cargo 10. For example, the bearing mechanism 210 may include a rigid connecting shaft and a hanging member 214. The rigid connecting shaft passes through and is connected to the electrical control box 220, and both ends of the rigid connecting shaft are respectively connected to the hanging member 214 and the release device 300. The rigid connecting shaft is used to bear the tensile load. Alternatively, the electrical control box 220 in the above embodiment can be replaced with a housing. The bearing mechanism 210 includes a housing and a hanging member 214. The hanging member 214 is connected to the top of the housing, and the release device 300 is connected to the bottom of the housing. The housing is used to bear the tensile load. The wireless transmission module and the status measurement module are disposed in the housing. The specific installation and fixing methods of the wireless transmission module and the status measurement module can refer to the above embodiments, and will not be repeated here. This application is not limited thereto, and the wireless transmission module and the status measurement module can also adopt other installation and fixing methods.

[0062] In this embodiment, the wireless transmission module is used to realize wireless communication between the suspended anti-sway device 200 and the aircraft 100. Information collected by the suspended anti-sway device 200 can be transmitted to the flight control system of the aircraft 100 via the wireless transmission module, and the aircraft 100 can also send control commands to the suspended anti-sway device 200. Specifically, the wireless transmission module includes a module end and an antenna end, which are electrically connected. In this embodiment, a circuit board 250 is disposed within the receiving cavity 2212 of the housing 221. The module end of the wireless transmission module is disposed on the circuit board 250, and the antenna end of the wireless transmission module is disposed on the outer surface of the housing 222. By placing the antenna end of the wireless transmission module outside the receiving cavity 2212, it is beneficial for the antenna end to transmit and receive signals, thus improving the quality of wireless communication. The housing 221 is provided with support feet for mounting the circuit board 250, used to support and fix the circuit board 250. In this embodiment, the antenna end of the wireless transmission module is a patch structure. The control box 220 also includes an antenna cover 223, which is detachably connected to the outer surface of the cover 222 and covers the antenna end of the wireless transmission module. In this embodiment, the antenna cover 223 is made of a wave-transparent material, which not only protects the antenna end of the wireless transmission module but also allows wireless signals to be transmitted and received through the antenna cover 223.

[0063] Optionally, the antenna cover 223 is connected to the housing cover 222 by fasteners, including but not limited to screws; in other embodiments, the antenna cover 223 may also be connected to the housing cover 222 by snap-fit, adhesive or other means.

[0064] Optionally, the wireless transmission module includes at least one of a WiFi module, a Bluetooth module, a LoRa module, a cellular network, a frequency hopping radio, and a Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

[0065] Optionally, the wireless transmission module establishes at least two wireless communication links, which are established by the same type of module, and / or, at least two wireless communication links are established by different types of modules. For example, the wireless transmission module includes a WiFi module, and the two wireless communication links are established by the WiFi module; or, the wireless transmission module includes a WiFi module and a Bluetooth module, and the two wireless communication links are established by the WiFi module and the Bluetooth module respectively; or, the wireless transmission module includes a WiFi module and a Bluetooth module, with two wireless communication links established by the WiFi module and the other wireless communication link established by the Bluetooth module.

[0066] In this embodiment, the wireless transmission module includes a WiFi module, specifically a first WiFi module 231 and a second WiFi module 232. The first WiFi module 231 and the second WiFi module 232 operate on different frequency bands; for example, the first WiFi module 231 operates on the 5GHz band, and the second WiFi module 232 operates on the 2.4GHz band. By using two WiFi modules with different frequencies, more application scenarios can be met, and the two WiFi modules can serve as backups for each other, providing dual redundancy. It should be understood that other frequency bands can also be used for communication with the aircraft 100; the wireless transmission module can also be of other types, such as a Bluetooth module, a LoRa module, a cellular network, a frequency-hopping radio, or a Zigbee module.

[0067] Furthermore, in this embodiment, the swing state information of the suspended anti-sway device 200 measured by the state measurement module includes at least one of velocity information, position information, and angle information. The state measurement module includes a first state measurement module 260 and / or a second state measurement module 240. Specifically, the state measurement module includes the first state measurement module 260, or the state measurement module includes the second state measurement module 240, or the state measurement module includes both the first state measurement module 260 and the second state measurement module 240.

[0068] Optionally, the status measurement module includes a first status measurement module 260, which includes at least one of a GPS module, an RTK module, and a UWB module. The GPS module, RTK module, and UWB module can be used to measure at least one of speed information and position information. Further, the first status measurement module 260 is electrically connected to the circuit board 250. The first status measurement module 260 can acquire the speed information and / or position information of the suspended anti-sway device 200. The speed information of the suspended anti-sway device 200 is used to determine the speed information of the cargo 10, and the position information of the suspended anti-sway device 200 is used to determine the position information of the cargo 10. The speed information and / or position information of the cargo 10 can be transmitted to the aircraft 100 via a wireless transmission module. Since the suspension anti-sway device 200 is connected to the cargo 10, the speed and position of the suspension anti-sway device 200 correspond to the speed and position of the cargo 10. The speed and / or position information of the cargo 10 can be determined based on the speed and / or position information of the suspension anti-sway device 200, allowing the aircraft 100 to formulate a flight strategy to adapt to the swaying of the cargo. In some embodiments, the suspension anti-sway device 200 is positioned close to the cargo 10, and their motion states are essentially the same. Therefore, the speed and / or position information of the suspension anti-sway device 200 can be directly used as the speed and / or position information of the cargo 10. In this case, the wireless transmission module transmitting the speed and / or position information of the cargo 10 to the aircraft 100 means that the wireless transmission module transmits the speed and / or position information of the suspension anti-sway device 200 to the aircraft 100. In other embodiments, the speed and / or position information of the cargo 10 can be calculated based on the speed and / or position information of the suspension anti-sway device 200.

[0069] Figure 6 is a schematic diagram of the inner side of the cover in one embodiment of this application. As shown in Figure 6, the cover 222 further includes a clearance window 2221, and the control box 220 also includes an antenna cover 223. The antenna cover 223 is detachably connected to the outer surface of the cover 222 and covers the clearance window 2221. The area of ​​the antenna cover 223 corresponding to the clearance window 2221 protrudes away from the receiving cavity 2212, so that the inner side of the antenna cover 223 forms an assembly groove 2232 communicating with the clearance window 2221. A first state measurement module 260 is disposed in the clearance window 2221, and at least a portion of the first state measurement module 260 extends into the assembly groove 2232. In this embodiment, the first state measurement module 260 is located inside the antenna cover 223. Specifically, the antenna cover 223 has a mounting area 2231 corresponding to the clearance window 2221. The mounting area 2231 on the antenna cover 223 protrudes outward, forming a mounting groove 2232 on the inner side of the antenna cover 223. The first state measurement module 260 is specifically installed at the clearance window 2221 of the cover 222, with part of it located in the receiving cavity 2212 inside the cover 222, and the other part extending into the mounting groove 2232 of the antenna cover 223 through the clearance window 2221 of the cover 222. This arrangement, combined with the good wave transmission performance of the antenna cover 223, is beneficial for the first state measurement module 260 to obtain measurement speed information and / or position information. In this embodiment, the area outside the mounting area 2231 of the antenna cover 223 covers the antenna end of the wireless transmission module.

[0070] Optionally, the inner side of the cover 222 is provided with a limiting groove 2222 surrounding the edge of the avoidance window 2221. The first state measurement module 260 is located on the inner side of the cover 222 and abuts against the limiting groove 2222, thereby limiting the position of the first state measurement module 260. In this embodiment, the bottom of the limiting groove 2222 is provided with a mounting hole 2223, which is a screw hole. The first state measurement module 260 can be mounted to the cover 222 by screws and mounting holes 2223. Specifically, the avoidance window 2221 is rectangular, and the four mounting holes 2223 are respectively adjacent to the four corners of the avoidance window 2221.

[0071] In this embodiment, the first state measurement module 260 includes an RTK module, also known as a real-time dynamic differential positioning module. The RTK module achieves high-precision positioning through Real-Time Kinematic (RTK) technology. Using the RTK module, the position information of the suspended anti-sway device 200 can be accurately acquired, thereby determining the position information of the cargo 10; alternatively, the velocity information of the suspended anti-sway device 200 can be calculated based on its position change per unit time, thereby determining the velocity information of the cargo 10. Due to the high positioning accuracy of the RTK module, the position information of the suspended anti-sway device 200 acquired using the RTK module and the velocity information calculated using that position information are highly accurate, thus ensuring the accuracy of the position and velocity information of the cargo 10.

[0072] Optionally, the state measurement module includes a second state measurement module 240, which includes at least one of an INS inertial navigation module, an IMU inertial measurement module, and an angle sensor. The INS and IMU modules are used to measure at least one of velocity, position, and angle information, while the angle sensor measures angle information. Specifically, the IMU module measures the acceleration, angular velocity, and attitude angle of the suspended anti-sway device 200, and, combined with an algorithm, can calculate the velocity, position, and angle information of the suspended anti-sway device 200. Further, the second state measurement module 240 is mounted on a circuit board 250.

[0073] The second state measurement module 240 can be used to acquire the speed, position, and / or angle information of the suspended anti-sway device 200. The speed information of the suspended anti-sway device 200 is used to determine the speed of the cargo 10, the position information of the suspended anti-sway device 200 is used to determine the position of the cargo 10, and the angle information of the suspended anti-sway device 200 is used to determine the angle of the cargo 10. The speed, position, and / or angle information of the cargo 10 can be transmitted to the aircraft 100 via a wireless transmission module. The method for determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspended anti-sway device 200 is similar to the aforementioned method for determining the speed and / or position information of the cargo 10 based on the speed and / or position information of the suspended anti-sway device 200, and will not be described in detail here.

[0074] In some embodiments, determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200 can be implemented within the suspension anti-sway device 200. However, this application is not limited thereto. In other optional embodiments, determining the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200 can also be implemented within the aircraft 100. In this case, the wireless transmission module only needs to send the speed, position, and / or angle information of the suspension anti-sway device 200 to the aircraft 100, and the aircraft 100 determines the speed, position, and / or angle information of the cargo 10 based on the speed, position, and / or angle information of the suspension anti-sway device 200.

[0075] In this embodiment, the suspension anti-sway device 200 also includes a night-light indicator component 280, which protrudes from the surface of the control box 220. The light emitted by the night-light indicator component 280 facilitates the observation of the flight transport system at night or in poor visibility conditions, thus facilitating the flight transport system to perform tasks at night or in poor visibility conditions. In this embodiment, the control box 220 has a top surface and a bottom surface spaced apart in the tensile load direction, and a side surface connecting the top surface and the bottom surface. The first support portion 211 of the support mechanism 210 extends from the top surface of the control box 220 (specifically, it extends from the mounting hole 2224 of the cover 222), and the second support portion 212 corresponds to the position of the clearance hole 2214 on the bottom surface of the control box 220 (specifically, it corresponds to the position of the clearance hole 2214 on the box body 221). The night-light indicator component 280 is disposed on the side surface of the control box 220.

[0076] In this embodiment, a portion of the side of the electronic control box 220 is a sloping surface 2211, which slopes towards the bottom of the electronic control box 220 (specifically towards the bottom of the box body 221). Therefore, during normal transportation, the nighttime indicator component 280 emits light with its tilted downwards, which is beneficial for personnel on the ground to observe the position of the flight transportation system.

[0077] In this embodiment, the suspension anti-sway device 200 further includes a power supply assembly 270, and the housing 221 further forms a battery compartment 2213. The power supply assembly 270 is disposed within the battery compartment 2213 of the housing 221, and is used to supply power to the wireless transmission module and the status measurement module; furthermore, the power supply assembly 270 is also used to supply power to the release device 300. In this embodiment, the housing 221 of the control box 220 further includes a partition 2215, which separates the receiving cavity 2212 and the battery compartment 2213. The power supply assembly 270 may include one or more batteries. In this embodiment, the control box 220 further includes a cover 224, the battery compartment 2213 has an opening, and the cover 224 is detachably connected to the housing 221, and is used to open or close the opening of the battery compartment 2213. The control box 220 has a cylindrical structure, with the opening of the battery compartment 2213 facing radially outward. A portion of the outer peripheral surface of the control box 220 is formed by the outer surface of the cover 224. Optionally, the cover 224 can be connected to the box body 221 by fasteners, including but not limited to screws. Furthermore, a buffer 225 can be provided between the inner side of the cover 224 and the power assembly 270. The buffer 225 is flexible and can limit the position of the power assembly 270 to ensure the stability of the power assembly 270 within the battery compartment 2213. The buffer 225 includes, but is not limited to, foam.

[0078] The operating principle of the suspended anti-sway device 200 provided in this application embodiment is as follows:

[0079] When the aircraft 100 performs a sling transport mission, the weight of the sling cargo 10 can be monitored in real time through the tension detection component, preventing overloading of the transported cargo 10 due to human negligence, which could affect flight stability and safety. The night indication component 280 enables the aircraft 100 to perform night transport missions or transport missions in conditions of poor visibility. During sling transport missions, the aircraft 100 is flexibly connected to the cargo 10 via a sling and a sling anti-sway device 200. If the aircraft 100 encounters sudden crosswinds, rapid acceleration, rapid deceleration, or turns, causing the cargo 10 to sway, the sling anti-sway device 200 will also sway with the cargo 10. The state measurement module inside the sling anti-sway device 200 can acquire the sway state information of the sling anti-sway device 200. Based on the sway state information of the sling anti-sway device 200, the sway state information of the cargo 10 can be determined. The sway state information of the cargo 10 can be transmitted back to the flight control system of the aircraft 100 via a wireless transmission module. The aircraft 100 can adjust its flight state based on the received information to counteract or reduce the swaying of the cargo 10, making the flight transport smoother. The swaying state information of the cargo 10 can reflect the swaying state of the cargo 10.

[0080] In the embodiment shown in Figure 1, the air transport system contains only one aircraft 100. In other embodiments, multiple aircraft 100 can jointly transport a single piece of cargo 10, thereby improving the air transport system's ability to transport a single heavy piece of cargo 10.

[0081] Figure 7 is a schematic diagram of a flight transport system (including two aircraft 100) according to one embodiment of this application. Optionally, the number of aircraft is at least two. The flight transport system includes a first sling 400 and a second sling 600. The flight transport system also includes a first connecting assembly 500. One end of the first sling 400 is connected to the bearing mechanism 210 of the suspension and anti-sway device 200, and the other end is connected to the first connecting assembly 500. The two ends of the second sling 600 are directly or indirectly connected to different aircraft 100, and the first connecting assembly 500 is connected to the second sling 600. As shown in Figure 6, the flight transport system includes a pair of aircraft 100, a first sling 400, and a second sling 600. The two ends of the second sling 600 are respectively connected to the pair of aircraft 100. The cargo 10 is connected to the bearing mechanism 210 of the suspension and anti-sway device 200 through a pulling member 11.

[0082] Figure 8 is a schematic diagram of the cooperation between the first connecting component 500, the first lifting rope 400, and the second lifting rope 600 in one embodiment of this application. As shown in Figure 8, in this embodiment, the first connecting component 500 includes a connecting body 510 and a rotating connector 520. The rotating connector 520 is rotatably connected to the connecting body 510 and is connected to the first lifting rope 400 to bear the load. In an optional embodiment, the connecting body 510 can slide along the second lifting rope 600. When the cargo 10 swings, or when a certain aircraft 100 exhibits uncoordinated movements (such as suddenly rising or falling, moving away from or closer to the cargo 10), the first connecting component 500 will slide along the second lifting rope 600, causing the force-bearing position of the second lifting rope 600 to change. This adaptive adjustment of the force-bearing position can keep the forces on the aircraft 100 at both ends of the second lifting rope 600 similar. For example, when one aircraft 100 suddenly descends (i.e., an uncoordinated movement occurs), the first connecting component 500 will slide along the second sling 600 towards the descending aircraft 100. This prevents a significant increase in the load on the other, higher-positioned aircraft 100, ensuring that the forces on both aircraft 100 are roughly equal, and that the angle of the forces relative to the vertical is also similar. Besides the situation of uncoordinated flight altitudes of the aircraft 100, 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 can also be addressed by the first connecting component 500 adaptively adjusting its position on the second sling 600 to balance the forces on each aircraft 100. Therefore, by incorporating the second sling 600 and the first connecting component 500, the tolerance for uncoordinated movements of the aircraft 100 is improved, thus reducing the difficulty of coordinated control of multiple aircraft 100 during collaborative transportation. In other optional embodiments, the connecting body 510 of the first connecting component 500 may also be fixedly connected to the second suspending rope 600.

[0083] Furthermore, when the cargo 10 rotates, since the rotating connector 520 can rotate 360° relative to the connecting body 510, the rotating connector 520 will not transmit a large torque to the connecting body 510, and the rotation of the cargo 10 will not cause the connecting body 510 to rotate. This makes the fit between the connecting body 510 and the second lifting rope 600 more stable, and it is less likely that the connecting body 510 will be unable to slide relative to the second lifting rope 600 due to rotation.

[0084] In this embodiment, the connecting body 510 includes a mounting base 511 and a roller 512. The roller 512 is rotatably connected to the mounting base 511 and can roll along the second suspension rope 600. A rotating connector 520 is rotatably connected to the mounting base 511, and the rotation axis of the rotating connector 520 forms an angle with the rotation axis of the roller 512. Further, the rotation axis of the rotating connector 520 is perpendicular to the rotation axis of the roller 512, and the rotating connector 520 and the roller 512 are spaced apart along the extension direction of the rotation axis of the rotating connector 520. In this embodiment, the mounting base 511 has a U-shaped structure, and the roller 512 is rotatably connected to the mounting base 511 via a rotating shaft. A groove is provided on the outer periphery of the roller 512, and a portion of the second suspension rope 600 can be embedded into the groove, thereby maintaining radial contact with the outer periphery of the roller 512 during its rolling motion.

[0085] By setting the roller 512, the frictional resistance between the connecting body 510 and the second suspension rope 600 can be reduced, allowing the first connecting assembly 500 to adjust its position more smoothly on the second suspension rope 600. In other optional embodiments, the connecting body 510 can also have other structures, such as a smooth annular structure that is fitted onto the second suspension rope 600 and can slide along the second suspension rope 600.

[0086] In this embodiment, the rotating connector 520 includes a rotating shaft 521 and a lifting ring 522. The rotating shaft 521 is inserted into the connecting body 510 and can rotate relative to the connecting body 510 along its own axis. The lifting ring 522 is connected to the end of the rotating shaft 521 away from the connecting body 510, and the lifting ring 522 is connected to the first lifting rope 400. Specifically, the rotating shaft 521 is inserted into the mounting base 511 of the connecting body 510 and can rotate relative to the mounting base 511 along its own axis. The lifting ring 522 is connected to the end of the rotating shaft 521 away from the mounting base 511, and the first lifting rope 400 is connected to the lifting ring 522.

[0087] Figure 9 is an enlarged view of part IX in Figure 7. As shown in Figure 9, a hook 110 may be provided at the bottom of the aircraft 100, and the hook 110 is connected to the end of the second suspension rope 600. Optionally, the hook 110 may be rotatably connected to the aircraft 100 via a pivot.

[0088] In some other embodiments, the first suspension rope 400 may be omitted. For example, the flight transport system includes a second suspension rope 600, with both ends of the second suspension rope 600 directly or indirectly connected to different aircraft 100, and the carrying mechanism 210 connected between the two ends of the second suspension rope 600.

[0089] In other embodiments, the flight transport system may also include more aircraft 100, such as at least two pairs of aircraft 100. Figure 10 is a schematic diagram of a flight transport system (four aircraft 100) in another embodiment of this application. As shown in Figure 10, the number of aircraft 100 is four. The flight transport system also includes two third slings 800 and two second connecting components 700. The two ends of each third sling 800 are directly or indirectly connected to two different aircraft 100. Each second connecting component 700 is connected to one third sling 800, and the two ends of each second sling 600 are connected to two second connecting components 700. In the embodiment shown in Figure 10, the flight transport system includes two pairs of aircraft 100. The two aircraft 100 belonging to the same pair are respectively connected to the two ends of the same third sling 800, and the two ends of each second sling 600 are respectively connected to the second connecting components 700 on the two third slings 800. In the embodiment shown in Figure 10, the flight transport system includes two pairs, or four aircraft 100, thus possessing a stronger load capacity compared to the flight transport systems in the embodiments of Figures 1 and 7. Furthermore, since the second connecting component 700 can slide along the third sling 800 and the first connecting component 500 can slide along the second sling 600, when the cargo 10 swings, both the first connecting component 500 and the second connecting component 700 can adaptively adjust their positions on their respective slings in different directions, thereby better balancing the forces on each aircraft 100.

[0090] Optionally, the construction of the second connecting component 700 can be the same as or similar to that of the first connecting component 500; the connection method between the second connecting component 700 and the third suspension rope 800 and the second suspension rope 600 can refer to the connection method between the first connecting component 500 and the second suspension rope 600 and the first suspension rope 400, which will not be described in detail here.

[0091] It should be understood that, in alternative embodiments, the flight transport system may also include more aircraft 100, thereby further increasing payload capacity. For example, the flight transport system includes four pairs (eight in total) of aircraft 100; it further includes four fourth slings 800 and four third connecting assemblies, with each end of a third sling connected to two third connecting assemblies, and the third connecting assemblies connected to and sliding along the fourth slings. Similarly, flight transport systems with eight pairs or even more aircraft 100 can be completed.

[0092] In summary, this application provides a suspended anti-sway device 200 and a flight transport system. The suspended anti-sway device 200 includes a load-bearing mechanism 210, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the load-bearing mechanism 210. The load-bearing mechanism 210 connects the aircraft 100 and the cargo 10 and bears the tensile load. The status measurement module acquires the sway state information of the suspended anti-sway device to determine the sway state information of the cargo 10. The wireless transmission module communicates with the aircraft 100 to transmit the sway state information of the cargo 10 to the aircraft 100. Since the load-bearing mechanism 210 bears the load from the cargo 10, the sway state of the load-bearing mechanism 210 changes with the sway state of the cargo 10. The sway state of the load-bearing mechanism 210 is also the sway state of the suspended anti-sway device 200. Therefore, the swaying state information of the suspended anti-sway device 200 is obtained through the state measurement module to determine the swaying state information of the cargo 10, and the swaying state information of the cargo 10 is transmitted to the aircraft 100 through the wireless transmission module. The swaying state information of the cargo reflects its swaying state, and the aircraft 100 can adjust its own flight state according to the swaying state information of the cargo 10. In this case, the aircraft 100 can precisely adjust its own flight state to counteract or mitigate the swaying of the cargo 10, so that the air transport system can transport the cargo 10 more smoothly.

[0093] The flight transport system provided in this application includes an aircraft 100, a sling, and the aforementioned anti-sway device 200. The aircraft 100 is connected to the support mechanism 210 of the anti-sway device 200 via the sling. The end of the support mechanism 210 away from the aircraft 100 is used to connect to the cargo 10. The wireless transmission module of the anti-sway device 200 is used for communication with the aircraft 100. By employing the anti-sway device 200 provided in this application, which is positioned close to the cargo 10, the flight transport system can accurately determine the swaying state of the cargo 10 compared to a system where the anti-sway device is positioned at the end of the aircraft. Positioning the anti-sway device close to the cargo 10 allows for more accurate determination of the cargo 10's swaying state, resulting in better anti-sway performance and enabling the flight transport system to transport the cargo 10 more smoothly. When a flight transport system uses multiple aircraft 100 to transport cargo 10, if an anti-sway device is used at the aircraft end, each aircraft 100 needs to be equipped with an anti-sway device, resulting in high costs, increased load on the aircraft 100, and inability to anti-sway based on the swaying state of the cargo 10. However, the anti-sway device 200 used in this application can be set close to the cargo 10, and only one anti-sway device 200 is needed for a flight transport system. This reduces costs, minimizes the increase in load on the aircraft 100, and, more importantly, accurately determines the swaying state information of the cargo 10 and transmits it to the aircraft 100 for anti-swaying, resulting in better anti-swaying effect.

[0094] 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 suspension anti-sway device, applied in an air transport system, characterized in that, The system includes a support structure, a wireless transmission module, and a status measurement module. The wireless transmission module and the status measurement module are fixed relative to the support structure. The support structure is used to connect the aircraft and the cargo and bear tensile loads. The status measurement module is used to acquire the swing status information of the suspension anti-sway device to determine the swing status information of the cargo. The wireless transmission module is used to communicate with the aircraft to transmit the swing status information of the cargo to the aircraft.

2. The suspended anti-sway device according to claim 1, characterized in that, The suspended anti-sway device also includes an electrical control box, in which the wireless transmission module and the status measurement module are located.

3. The suspended anti-sway device according to claim 2, characterized in that, The load-bearing mechanism includes a tensile testing component, which is used to detect the tensile load borne by the load-bearing mechanism.

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

5. The suspended anti-sway device according to claim 4, characterized in that, The carrying mechanism further includes a hanging member, wherein the first carrying part is a stud, the first carrying part extends out of the electrical control box and is screwed to the hanging member, the hanging member being used to connect to the aircraft via a sling; and / or, the second carrying part is a stud, the second carrying part being used to be screwed to a release device in the flight transport system, the release device being able to controllably carry or release cargo.

6. The suspended anti-sway device according to claim 2, characterized in that, The electrical control box includes a box body and a box cover. The box body forms a receiving cavity with an opening. The box cover is detachably connected to the box body and is used to open or close the opening of the receiving cavity.

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

8. The suspended anti-sway device according to claim 7, characterized in that, The antenna end of the wireless transmission module is a patch structure, and the control box also includes an antenna cover, which is detachably connected to the outer surface of the box cover and covers the antenna end of the wireless transmission module.

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

10. The suspension anti-sway device according to claim 9, characterized in that, The control box also includes a cover, the battery compartment has an opening, the cover is detachably connected to the box body, and the cover is used to open or close the opening of the battery compartment; the control box has a cylindrical structure, the opening of the battery compartment faces radially outward, and a portion of the outer peripheral surface of the control box is formed by the outer surface of the cover.

11. The suspended anti-sway device according to claim 6, characterized in that, The swing state information of the suspended anti-sway device measured by the state measurement module includes at least one of speed information, position information, and angle information.

12. The suspension anti-sway device according to claim 11, characterized in that, The state measurement module includes a first state measurement module and / or a second state measurement module; the first state measurement module includes at least one of a GPS module, an RTK module, and a UWB module; the second state measurement module includes at least one of an INS inertial navigation module, an IMU inertial measurement module, and an angle sensor.

13. The suspended anti-sway device according to claim 12, characterized in that, The cover has a clearance window, and the control box also includes an antenna cover. The antenna cover is detachably connected to the outer surface of the cover and covers the clearance window. The area of ​​the antenna cover corresponding to the clearance window protrudes away from the receiving cavity, so that the inner side of the antenna cover forms an assembly groove communicating with the clearance window. The status measurement module includes a first status measurement module, which is disposed in the clearance window, and at least a portion of the first status measurement module extends into the assembly groove. Alternatively, a circuit board is disposed in the receiving cavity of the box, and the status measurement module includes a second status measurement module, which is disposed on the circuit board.

14. The suspension anti-sway device according to claim 2, characterized in that, The hanging anti-sway device also includes a night indicator component that can emit light, which protrudes from the surface of the electrical control box.

15. The suspension anti-sway device according to any one of claims 1-14, characterized in that, The wireless transmission module includes at least one of a WiFi module, a Bluetooth module, a LoRa module, a cellular network, a frequency hopping radio, and a Zigbee module, and the wireless transmission module establishes at least one wireless communication link.

16. The suspension anti-sway device according to claim 15, characterized in that, The wireless transmission module establishes at least two wireless communication links, which are established by the same type of module, and / or at least two wireless communication links are established by different types of modules.

17. A flight transport system, characterized in that, The device includes an aircraft, a sling, and a suspension device according to any one of claims 1-16. The aircraft is connected to the support mechanism of the suspension device via the sling. The end of the support mechanism away from the aircraft is used to connect cargo. The wireless transmission module of the suspension device is used to communicate with the aircraft.

18. The flight transport system according to claim 17, characterized in that, The flight transport system also includes a release device connected to the end of the carrying mechanism away from the aircraft, the release device being capable of controlled carrying or releasing of cargo.

19. The flight transport system according to claim 17, characterized in that, The number of aircraft is at least two. The flight transport system includes a first sling and a second sling. The flight transport system also includes a first connecting assembly. One end of the first sling is connected to the bearing mechanism of the suspension and anti-sway device, and the other end is connected to the first connecting assembly. The two ends of the second sling are directly or indirectly connected to different aircraft. The first connecting assembly is connected to the second sling.

20. The flight transport system according to claim 19, characterized in that, The first connecting assembly includes a connecting body and a rotating connector, the rotating connector being rotatably connected to the connecting body and connected to the first suspension rope.

21. The flight transport system according to claim 20, characterized in that, The rotating connector includes a rotating shaft and a lifting ring. The rotating shaft is inserted into the connecting body and can rotate relative to the connecting body along its own axis. The lifting ring is connected to the end of the rotating shaft away from the connecting body and is connected to the first lifting rope.

22. The flight transport system according to claim 17, characterized in that, The number of aircraft is at least two, and the flight transport system includes a second sling, the two ends of which are directly or indirectly connected to different aircraft, and the carrying mechanism is connected between the two ends of the second sling.

23. The flight transport system according to any one of claims 19-22, characterized in that, The number of aircraft is four. The flight transport system also includes two third slings and two second connecting components. The two ends of each third sling are directly or indirectly connected to two different aircraft. Each second connecting component is connected to one of the third slings, and the two ends of the second sling are connected to two second connecting components.

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