Flying device

Abstract

The present application provides a flying device in which a power transmission mechanism is simplified. The flying device (10) includes a body (19), a main rotor (14), an engine (30), and a power transmission shaft (25). The main rotor (14) generates a driving force for levitating the body (19) by rotation. The engine (30) has a crankshaft. The power transmission shaft (25) is connected to the crankshaft. Further, the engine (30) rotates the main rotor (14) via the power transmission shaft (25). The power transmission shaft (25) is inclined with respect to a second direction (D2).

Description

Technical Field

[0001] This invention relates to flight devices, and more particularly to a so-called parallel hybrid flight device in which the main rotor is driven by an engine and the auxiliary rotor is rotated by a motor. Background Technology

[0002] Previously, there were known flying devices capable of unmanned flight. Such flying devices could fly in the air using the thrust of rotors rotating around a vertical axis.

[0003] Applications of this flying device could include, for example, transportation, measurement, and photography. When applied to such fields, measuring and photographing equipment are mounted on the flying device. By applying the flying device to these fields, it becomes possible to fly to areas inaccessible to humans for transportation, photography, and measurement. Inventions related to this flying device are described, for example, in Patent Document 1 or Patent Document 2.

[0004] In conventional flight devices, the rotor is powered by electricity supplied from a battery mounted on the device. However, the energy supply from a battery-based power source is not always sufficient. Therefore, to achieve long-duration continuous flight, flight devices equipped with engines have also emerged. In such devices, the engine's driving force rotates a generator, and the electricity generated by the generator drives the rotor. Because the engine and generator are connected in series in the path from the power source to the rotor, this type of flight device is also called a series-connected UAV. Using such a flight device for photography and measurement enables large-scale shooting and measurement. For example, an engine-equipped flight device is described in Patent Document 3.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2012-51545

[0008] Patent Document 2: Japanese Patent Application Publication No. 2014-240242

[0009] Patent Document 3: Japanese Patent Application Publication No. 2011-251678 Summary of the Invention

[0010] The problem that the invention aims to solve

[0011] However, there is room for improvement in the propulsion system mechanism of the aforementioned conventional flight devices. Furthermore, there is also room for improvement from the perspective of optimizing weight distribution.

[0012] The present invention was made in view of the above circumstances, and its object is to provide a flight device with a simplified power transmission mechanism.

[0013] Methods for solving problems

[0014] The flight device of the present invention is characterized by comprising a fuselage, a main rotor, an engine, and a power transmission shaft, wherein the main rotor generates a driving force for suspending the fuselage by rotation, the engine has a crankshaft, the power transmission shaft is connected to the crankshaft, the engine rotates the main rotor via the power transmission shaft, and the power transmission shaft is tilted relative to the second direction when the direction along the forward direction is defined as a first direction and the direction orthogonal to the first direction is defined as a second direction.

[0015] The effects of the invention

[0016] The flight device of the present invention is characterized by comprising a fuselage, a main rotor, an engine, and a power transmission shaft. The main rotor generates a driving force for suspending the fuselage by rotation. The engine has a crankshaft, and the power transmission shaft is connected to the crankshaft. The engine rotates the main rotor via the power transmission shaft. When a direction along the forward direction is defined as a first direction and a direction orthogonal to the first direction is defined as a second direction, the power transmission shaft is tilted relative to the second direction. According to the flight device of the present invention, the main rotor is rotated via a power transmission shaft connected to the crankshaft of the engine; therefore, gears between the crankshaft and the power transmission shaft can be eliminated. Thus, the structure of the flight device's drive system can be simplified, and power loss caused by gears can be reduced. Attached Figure Description

[0017] Figure 1 This is a schematic diagram illustrating a flight device according to an embodiment of the present invention.

[0018] Figure 2 This is a diagram illustrating a flight device according to an embodiment of the present invention, and a block diagram illustrating the connection structure of each part.

[0019] Figure 3 This is a diagram showing the structure and configuration of the engine of the flight device according to an embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram illustrating another aspect of the flight device of the present invention. Detailed Implementation

[0021] The structure of the flight device of this embodiment will now be described with reference to the accompanying drawings. In this description, parts with the same structure will be labeled with the same reference numerals, and repeated descriptions will be omitted. Furthermore, the directions up, down, forward, backward, left, and right will be used in the following description, but these directions are for ease of explanation. The flight device 10 is also referred to as a drone.

[0022] Figure 1 This is a schematic diagram representing the flight device 10. Here, the first direction D1 is the direction in which the flight device 10 moves forward or backward. The second direction D2 is a direction orthogonal to the first direction D1. Here, the first direction D1 is the forward / backward direction, and the second direction D2 is the left / right direction.

[0023] The flight device 10 includes a fuselage 19, a main rotor 14, an engine 30, and a power transmission shaft 25. The flight device 10 is a parallel hybrid-powered unmanned aerial vehicle with two parallel drive systems: an electric drive system and a mechanical drive system. The electric drive system rotates the motor 21 (described later) and the auxiliary rotor 15. The mechanical drive system rotates the main rotor 14 (described later).

[0024] The body 19 is the main body that supports the various devices constituting the flight device 10, and is made of synthetic resin, metal or their composite materials.

[0025] The main rotor 14 generates a driving force for suspending the fuselage 19 by rotating. The main rotor 14 includes: a first main rotor 141 that rotates via power transmitted through a first power transmission shaft 26 (described later); and a second main rotor 142 that rotates via power transmitted through a second power transmission shaft 27 (described later). The first main rotor 141 is located on the left side of the fuselage 19. The second main rotor 142 is located on the right side of the fuselage 19. Here, the first main rotor 141 and the second main rotor 142 rotate in opposite directions and at equal rotational speeds.

[0026] The engine 30 mechanically rotates the main rotor 14 via the power transmission shaft 25. The engine 30 is built into the fuselage 19, causing the first main rotor 141 and the second main rotor 142 to rotate at a predetermined speed. The first main rotor 141 and the second main rotor 142 are driven by the engine 30 via the power transmission shaft 25, as described later. Furthermore, as shown in reference... Figure 3 As will be described later, engine 30 has a first engine section 40 and a second engine section 41.

[0027] The power transmission shaft 25 has a first power transmission shaft 26 connected to the first crankshaft 42 and a second power transmission shaft 27 connected to the second crankshaft 45.

[0028] The first power transmission shaft 26 is, for example, a steel bar. The end of the first power transmission shaft 26 on the fuselage 19 side is connected to the drive shaft of the engine 30, and the outer end of the first power transmission shaft 26 is connected to a gear 171. The gear 171, for example, is a bevel gear, which converts the transmitted rotational force into a rotational force about a vertical axis. The first main rotor 141 rotates using this rotational force. The first power transmission shaft 26 is housed in the first main frame 121. The first main frame 121 is a support member connecting the engine 30 and the first main rotor 141.

[0029] The general structure of the second power transmission shaft 27 is roughly the same as that of the first power transmission shaft 26. The end of the second power transmission shaft 27 on the fuselage 19 side is connected to the drive shaft of the engine 30, and the outer end of the first power transmission shaft 26 is connected to gear 172. The structure of gear 172 is the same as that of gear 171. The first power transmission shaft 26 is housed in the second main frame 122. The second main frame 122 is a support connecting the engine 30 and the second main rotor 142.

[0030] The flight device 10 has an auxiliary rotor 15. The auxiliary rotor 15 has auxiliary rotors 151 to 154.

[0031] The auxiliary rotor 151 is located on the left front of the fuselage 19, connected to the fuselage 19 via the sub-frame 131, and rotates via the motor 211.

[0032] The auxiliary rotor 152 is located on the left rear of the fuselage 19, connected to the fuselage 19 via the sub-frame 132, and rotates via the motor 212.

[0033] The auxiliary rotor 153 is located on the front right side of the fuselage 19, connected to the fuselage 19 via the sub-frame 133, and rotates via the motor 213.

[0034] The auxiliary rotor 154 is located on the right rear of the fuselage 19, connected to the fuselage 19 via the sub-frame 134, and rotates via the motor 214.

[0035] In this embodiment, the first power transmission shaft 26 and the second power transmission shaft 27 are inclined relative to the second direction D2. Furthermore, the first power transmission shaft 26 and the second power transmission shaft 27 are substantially parallel to each other.

[0036] Specifically, the first power transmission shaft 26 is configured to tilt forward and to the left. This allows the crankshaft, which serves as the drive shaft of the engine 30, to be directly used as the first main frame 121. Therefore, only the gear 171 exists as a transmission device between the engine 30 and the first main rotor 141. This simplifies the transmission mechanism between the engine 30 and the first main rotor 141 and reduces the loss of drive energy.

[0037] The same applies to the second main frame 122. That is, the second power transmission shaft 27 extends in a manner that faces to the right and is inclined rearward. Therefore, the drive shaft of the engine 30 can be directly used as the second main frame 122. Thus, only the gear 172 exists as a transmission device between the engine 30 and the second main rotor 142. Therefore, the transmission mechanism between the engine 30 and the second main rotor 142 can be simplified, and the loss of drive energy can be reduced.

[0038] Furthermore, the rotation centers of the first main rotor 141 and the second main rotor 142 can be configured along the second direction D2. Therefore, the structure of the flight device 10 can be configured symmetrically with respect to the first direction D1, thereby optimizing the weight distribution.

[0039] Figure 2 This is a diagram showing the flight device 10, and a block diagram showing the connection structure of each part.

[0040] The flight device 10 includes a computing and control unit 31, an engine 30, a generator 16, a battery 18, a power conversion unit 24, a motor 21, and an auxiliary rotor 15.

[0041] The computational control unit 31 includes a CPU, ROM, RAM, etc., and controls the operation of each device constituting the flight device 10 based on inputs from various sensors and controllers (not shown here). Furthermore, the computational control unit 31 is also a flight controller that controls the rotational speeds of each main rotor 14 and each auxiliary rotor 15 based on inputs from various sensors.

[0042] The engine 30 operates based on input signals from the arithmetic control unit 31, generating energy to propel the flight device 10. The specific structure of the engine 30 is described in reference [reference needed]. Figure 3 To be described later.

[0043] The generator 16 is a device that uses a portion of the driving force of the engine 30 to generate electricity, and includes a generator 161 and a generator 162. The generator 161 is driven by a first engine section 40 of the engine 30 (described later). The generator 162 is driven by a second engine section 41 of the engine 30 (described later).

[0044] Battery 18 is sandwiched between generator 16 and power conversion unit 24. Battery 18 is charged by generator 16. The power discharged from battery 18 is supplied to power conversion unit 24, which will be described later.

[0045] The power conversion unit 24 is provided corresponding to each of the auxiliary rotors 15. The power conversion unit 24 can employ a converter and an inverter that temporarily converts the AC power supplied from the generator 162 to DC power and then to AC power of a specified frequency. Alternatively, the power conversion unit 24 can employ an inverter that converts the DC power supplied from the battery 18 to a specified frequency. Specifically, the power conversion unit 24 includes power conversion units 241, 242, 243, and 244.

[0046] Motor 21 is provided corresponding to each auxiliary rotor 15, and includes motor 211, motor 212, motor 213 and motor 214. Motor 211, motor 212, motor 213 and motor 214 rotate at a predetermined speed by power supplied from power conversion unit 241, power conversion unit 242, power conversion unit 243 and power conversion unit 244 respectively.

[0047] As described above, the auxiliary rotor 15 includes auxiliary rotor 151, auxiliary rotor 152, auxiliary rotor 153, and auxiliary rotor 154. Auxiliary rotor 151, auxiliary rotor 152, auxiliary rotor 153, and auxiliary rotor 154 are rotated by motor 211, motor 212, motor 213, and motor 214, respectively.

[0048] Here is a brief description of the operation of the flight device 10. The flight device 10 operates in hovering, ascending / descending, or horizontal movement states.

[0049] In the hovering state, the flight device 10, based on instructions from the computational control unit 31, uses the driving force generated by the engine 30 to rotate the main rotor 14, thus suspending the flight device 10 at a predetermined position in the air. At this time, based on instructions from the computational control unit 31, each auxiliary rotor 15 rotates. The computational control unit 31 controls each power conversion unit 24 to ensure that the flight device 10 maintains a predetermined altitude and attitude, thereby ensuring that the rotational speed of each motor 21 and auxiliary rotor 15 is a predetermined rotational speed.

[0050] During ascent and descent, the flight device 10 is raised or lowered by controlling the rotational speed of the engine 30. At this time, the arithmetic control unit 31 also controls each power conversion unit 24 to ensure that the flight device 10 maintains a specified altitude and attitude, thereby ensuring that the rotational speed of each motor 21 and auxiliary rotor 15 is a specified rotational speed.

[0051] In the horizontal movement state, the arithmetic control unit 31 controls the rotational speed of each motor 21 and the auxiliary rotor 15 by controlling each power conversion unit 24, thereby causing the flight device 10 to tilt. At this time, the arithmetic control unit 31 also controls the drive state of the engine 30 to make the main rotor 14 rotate at a specified speed.

[0052] Figure 3 This is a diagram showing the structure and configuration of the engine 30 of the flight device 10.

[0053] The engine 30 has a first engine section 40 and a second engine section 41. The first engine section 40 and the second engine section 41 are arranged facing each other, with the first engine section 40 located at the left rear and the second engine section 41 located at the right front.

[0054] The first engine section 40 includes: a first piston 43 that reciprocates; a first crankshaft 42 that converts the reciprocating motion of the first piston 43 into rotational motion; and a first connecting rod 44 that rotatably connects the first piston 43 and the first crankshaft 42.

[0055] The second engine section 41 includes: a reciprocating second piston 46; a second crankshaft 45 that converts the reciprocating motion of the second piston 46 into rotational motion; and a second connecting rod 47 that rotatably connects the second piston 46 and the second crankshaft 45.

[0056] The first piston 43 of the first engine section 40 and the second piston 46 of the second engine section 41 share a combustion chamber 48. In other words, the first piston 43 and the second piston 46 reciprocate within a connected cylinder. Therefore, the first engine section 40 and the first piston 43 simultaneously generate strokes toward the center, thereby reducing the stroke amount and achieving a high expansion ratio of the air-fuel mixture in the combustion chamber 48.

[0057] Although not shown here, an engine 30 has a volumetric space communicating with a combustion chamber 48, in which a spark plug is disposed. Additionally, the combustion chamber 48 has an intake port and an exhaust port (not shown here). A mixture of gas and fuel, including gasoline, is introduced into the combustion chamber 48 through the intake port, and the exhaust gases are discharged from the combustion chamber to the outside through the exhaust port.

[0058] The engine 30 with the above-described structure operates as follows: First, during the intake stroke, the first piston 43 and the second piston 46 move from the center outwards inside the cylinder 49, thereby introducing a mixture of fuel and air into the cylinder 49. Next, during the compression stroke, due to the inertia of the rotating first crankshaft 42 and the second crankshaft 45, the first piston 43 and the second piston 46 are pushed towards the center, compressing the mixture inside the cylinder 49. Next, during the combustion stroke, a spark plug (not shown) ignites in the combustion chamber 48, causing the mixture to burn inside the cylinder 49, thereby pushing the first piston 43 and the second piston 46 to their outer ends, which are the bottom dead center. Then, during the exhaust stroke, due to the inertia of the rotating first crankshaft 42 and the second crankshaft 45, the first piston 43 and the second piston 46 are pushed inwards, expelling the combusted gases inside the cylinder 49 to the outside.

[0059] In engine 30, the stroke is divided by two pistons, a first piston 43 and a second piston 46, reciprocating within a cylinder 49. Therefore, the compression ratio of the air-fuel mixture can be increased compared to a conventional gasoline engine. Furthermore, since the first piston 43 and the second piston 46 face each other within the cylinder 49, a cylinder head, a common requirement for conventional engines, is not needed, resulting in a simpler and lighter engine structure. Additionally, the components constituting engine 30, namely the first piston 43 and the second piston 46, the first crankshaft 42 and the second crankshaft 45, are arranged facing each other and operate in an opposing manner. This cancels out vibrations generated by the components of engine 30, reducing vibrations generated from the engine 30 as a whole. Therefore, by mounting this type of engine 30 on the flight device 10, miniaturization, weight reduction, and low vibration reduction of the flight device 10 can be achieved. In particular, low vibration reduces adverse effects on precision equipment such as attitude control, motor output control, and GPS sensors. Furthermore, it prevents damage to cargo transported by the flight device 10 due to vibration.

[0060] In this embodiment, the first crankshaft 42 of the first engine section 40 also serves as the first power transmission shaft 26. That is, the first crankshaft 42 extends to Figure 1 The center of the first main rotor 141 shown is connected to the gear 171. Similarly, the second crankshaft 45 of the second engine section 41 also serves as the second power transmission shaft 27. That is, the second crankshaft 45 extends to... Figure 1 The center of the second main rotor 142 shown is connected to the gear 172.

[0061] Furthermore, the engine 30 includes a reversing synchronization mechanism (not shown here). This reversing synchronization mechanism reverses the rotation directions of the first crankshaft 42 and the second crankshaft 45. Moreover, it synchronizes the reciprocating motions of the first piston 43 and the second piston 46. Therefore, in principle, the first crankshaft 42 and the second crankshaft 45 rotate in opposite directions in the engine 30. Consequently, the first power transmission shaft 26, which is an extension of the first crankshaft 42, and the second power transmission shaft 27, which is an extension of the second crankshaft 45, rotate in opposite directions without a dedicated reversing mechanism. Figure 1 Even without a dedicated reversing mechanism, the first main rotor 141 and the second main rotor 142 shown rotate in opposite directions at equal rotational speeds.

[0062] Figure 4 This is a schematic diagram representing another type of flight device 10. Figure 4 The basic structure of the flight device 10 shown is similar to Figure 1The flight device 10 shown is largely the same, except that it does not have a secondary rotor 15. In other words, Figure 4 The flight device 10 shown is an engine-driven unmanned aerial vehicle with only a main rotor 14 that rotates mechanically by the driving force of an engine.

[0063] The flight device 10, serving as a mechanism for suspending the fuselage 19, comprises only a main rotor 14. The main rotor 14 generates thrust for suspending the fuselage 19 in the air and also controls its position and attitude. Specifically, the main rotor 14 has a control mechanism for controlling the position and attitude of the flight device 10. This control mechanism can be, for example, pitch control by appropriately changing the pitch angle of the blades of the main rotor 14.

[0064] Through the control mechanism of the main rotor 14, the flight device 10 can perform hovering, ascent, descent, and horizontal movement even without the auxiliary rotor 15.

[0065] According to the above-described embodiment, the following main effects can be achieved.

[0066] That is, the main rotor 14 is rotated via the power transmission shaft 25 connected to the crankshaft of the engine 30, thus eliminating the need for gears between the crankshaft and the power transmission shaft 25. Therefore, the structure of the drive system of the flight device 10 can be simplified, and power loss caused by gears can be reduced.

[0067] Furthermore, the first main rotor 141 and the second main rotor 142 are rotated via the first power transmission shaft 26 and the second power transmission shaft 27 connected to the first crankshaft 42 and the second crankshaft 45 of the engine 30, thus eliminating the need for gears in the drive system. Therefore, the structure of the drive system of the flight device 10 can be simplified, and power loss caused by gears can be reduced.

[0068] The embodiments of the present invention have been described above, but the present invention is not limited thereto, and modifications can be made within the scope of the spirit of the present invention. In addition, the above-described embodiments can be combined with each other.

[0069] Reference Figure 3 In engine 30, the first engine section 40 and the second engine section 41 share a combustion chamber 48, but the first engine section 40 and the second engine section 41 may also have their own combustion chambers.

[0070] Reference Figure 3 The engine 30 has a first engine section 40 and a second engine section 41, but it may also consist of only the first engine section 40. In this case, the power from the first engine section 40 is transmitted to the second power transmission shaft 27 via gears.

[0071] Reference Figure 1 The first power transmission shaft 26 serves as Figure 3 It is formed as an extension of the first crankshaft 42 shown, but a joint that cannot rotate relative to it can also be formed in the middle of the first power transmission shaft 26.

[0072] Reference Figure 1 as well as Figure 4 A clutch can be installed between the first crankshaft 42 on the flight device 10 side and the first power transmission shaft 26 on the first main rotor 141 side, i.e., between the first crankshaft 42 and the first power transmission shaft 26. For example, a centrifugal clutch can be used as this clutch. Thus, when the engine speed 30 is less than a predetermined speed, the clutch is disengaged, and power is not transmitted from the first crankshaft 42 to the first power transmission shaft 26. On the other hand, when the engine speed 30 is higher than the predetermined speed, the clutch is engaged, and power is transmitted from the first crankshaft 42 to the first power transmission shaft 26. This is important for... Figure 3 The second crankshaft 45 and the second power transmission shaft 27 shown are the same.

[0073] Explanation of reference numerals in the attached figures

[0074] 10 flight devices

[0075] 121 First Main Framework

[0076] 122 Second Main Frame

[0077] 131 subframes

[0078] 132 subframes

[0079] 133 subframes

[0080] 134 subframes

[0081] 14 main rotors

[0082] 141 First Main Rotor

[0083] 142 Second Main Rotor

[0084] 15 rotors

[0085] 151 rotors

[0086] 152 rotors

[0087] 153 rotors

[0088] 154 rotors

[0089] 16 generators

[0090] 161 generator

[0091] 162 generator

[0092] 171 Gear

[0093] 172 gears

[0094] 18 batteries

[0095] 19 units

[0096] 21 motors

[0097] 211 motor

[0098] 212 motor

[0099] 213 motor

[0100] 214 motor

[0101] 24 Power Conversion Department

[0102] 241 Power Conversion Department

[0103] 242 Power Conversion Department

[0104] 243 Power Conversion Department

[0105] 244 Power Conversion Department

[0106] 25 power transmission shaft

[0107] 26 First power transmission shaft

[0108] 27 Second power transmission shaft

[0109] 30 engine

[0110] 31 Operation and Control Department

[0111] 40 First Engine Section

[0112] 41 Second Engine Section

[0113] 42 First Crankshaft

[0114] 43 First Piston

[0115] 44 First Link

[0116] 45 Second Crankshaft

[0117] 46 Second Piston

[0118] 47 Second Link

[0119] 48 Combustion Chamber

[0120] 49 cylinders

[0121] D1 First Direction

[0122] D2 Second Direction

Claims

1. A flight device, characterized in that, The flight device comprises an airframe, a main rotor, an engine, and a power transmission shaft. The main rotor generates a driving force to levitate the aircraft by rotating. The engine has a crankshaft, which has a first crankshaft and a second crankshaft. The power transmission shaft has a first power transmission shaft connected to the first crankshaft and a second power transmission shaft connected to the second crankshaft. The main rotor has a first main rotor and a second main rotor. The engine rotates the first main rotor via the first power transmission shaft, and then rotates the second main rotor via the second power transmission shaft. When the front-to-back direction of the machine body is defined as one direction, and the left-to-right direction of the machine body is defined as a second direction, The first power transmission shaft and the second power transmission shaft are inclined relative to the second direction on a plane including the front-back direction and the left-right direction. The first crankshaft and the second crankshaft are inclined relative to the second direction in a plane including the front-rear direction and the left-right direction. The first main rotor and the second main rotor are arranged on both sides of the fuselage in the left-right direction.

2. A flight device, characterized in that, The flight device comprises an airframe, a main rotor, an engine, and a power transmission shaft. The main rotor generates a driving force to levitate the aircraft by rotating. The engine rotates the main rotor via the power transmission shaft and has a first engine section and a second engine section. The first engine section has a first crankshaft. The second engine section has a second crankshaft. The power transmission shaft has a first power transmission shaft connected to the first crankshaft and a second power transmission shaft connected to the second crankshaft. The main rotor has a first main rotor that rotates via power transmitted through the first power transmission shaft and a second main rotor that rotates via power transmitted through the second power transmission shaft. When the front-to-back direction of the machine body is defined as the first direction and the left-to-right direction of the machine body is defined as the second direction, The first power transmission shaft and the second power transmission shaft are inclined relative to the second direction on a plane including the front-back direction and the left-right direction. The first crankshaft and the second crankshaft are inclined relative to the second direction in a plane including the front-rear direction and the left-right direction. The first main rotor and the second main rotor are arranged on both sides of the fuselage in the left-right direction.

3. The flight device as described in claim 2, characterized in that, The first power transmission shaft is inclined forward in a direction away from the machine body on a plane that includes the front-back direction and the left-right direction. The second power transmission shaft is inclined rearward in a direction away from the body on a plane that includes the front-back direction and the left-right direction.

4. The flight device as described in any one of claims 1 to 3, characterized in that, A clutch is provided between the first crankshaft and the first power transmission shaft. A clutch is provided between the second crankshaft and the second power transmission shaft.

5. The flight device as described in any one of claims 1 to 3, characterized in that, The first crankshaft is inclined forward in a direction away from the machine body on a plane that includes the front-back direction and the left-right direction. The second crankshaft is tilted rearward in a direction away from the body on a plane that includes the front-back direction and the left-right direction.

6. The flight device as described in claim 2, characterized in that, The rotation centers of the first main rotor and the second main rotor are configured along the second direction.

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