Flight device

Abstract

To provide a flight device that, during flight, achieves stability, efficiency and long flight time all at high levels.SOLUTION: A flight device 10 has a vertical-flight rotor 11 and horizontal-flight rotors 12. The vertical-flight rotor 11 is rotated by a motor 13. The horizontal flight rotors 12 are rotated by being connected to an engine 40 in a driving manner. This configuration of the vertical-flight rotor 11 rotated by the motor 13 allows the motor 13 to control the rotational speed of the vertical-flight rotor 11 with high accuracy during takeoff and landing. During horizontal flight, the engine 40 rotates the horizontal-flight rotors 12 in a driving manner, so that the horizontal-flight rotors 12 can be rotated with high efficiency and the continuous flight distance of the flight device 10 can be increased.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a flying device, and more particularly to a flying device capable of flying along a vertical direction and a horizontal direction.

Background Art

[0002] Conventionally, flying devices capable of flying unmanned in the air have been known. Such flying devices can fly in the air by the thrust of a rotor that rotates around a vertical axis.

[0003] Possible application fields of such flying devices include, for example, the transportation field, the surveying field, and the photography field. When applying a flying device to such fields, surveying equipment or photographic equipment is installed on the flying device. By applying the flying device to such fields, it is possible to fly the flying device over areas where people cannot enter, and perform transportation, photography, and surveying of such areas. Inventions related to such flying devices are described, for example, in Patent Document 1.

[0004] Also, in order to achieve further long-distance flight, a flying device described in Patent Document 2 has been developed. The flying device described in Patent Document 2 is called a parallel hybrid drone and has a main rotor rotated by an engine and a sub rotor rotated by a motor. The main rotor generates thrust for floating the flying device in the air by rotating. The sub rotor controls the position and attitude of the flying device in the air by rotating.

[0005] On the other hand, a flying device called a vertical takeoff and landing aircraft has been developed. A vertical takeoff and landing aircraft is called VTOL (Vertical Take-Off and Landing). VTOL can land and take off along the vertical direction by rotating a rotor around a vertical axis. Further, VTOL can fly along the horizontal direction by rotating a rotor around a horizontal axis. An example of an invention related to VTOL is described in the following Patent Document 3 and the like.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0007] However, in the inventions described in each of the above-mentioned patent documents and the like, there is room for improvement from the viewpoint of achieving high levels of stability, efficiency, and long-duration flight during flight.

[0008] Specifically, in the VTOL described in Patent Document 3 mentioned above, all of the rotors are electrically rotated by motors. Therefore, since it is difficult to mount a large-capacity battery on the flying device, there is a problem that it is not easy to increase the continuous flight distance of the VTOL. In addition, when taking off and landing and performing horizontal flight with a common rotor, the control of the rotor becomes complicated, and there is a problem that it is not always easy to ensure stability during flight.

[0009] The present invention has been made in view of such problems, and an object of the present invention is to provide a flying device that can achieve high levels of stability, efficiency, and long-duration flight during flight.

Means for Solving the Problems

[0010] The flying device of the present invention has a vertical flight rotor and a horizontal flight rotor, and all of the vertical flight rotors are rotated by motors, and the horizontal flight rotor is rotated by being drivingly connected to an engine.

Effects of the Invention

[0011] According to the present invention, it is possible to provide a flying device that achieves high levels of stability, efficiency, and long flight times during flight. [Brief description of the drawings]

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

[0013] A flying device 10 according to an embodiment of the present invention will be described in detail below with reference to the drawings. In the following description, forward, backward, left and right directions will be used. Forward is the direction in which the flying device 10 moves when flying, and backward is the opposite direction to forward. Left and right directions are the left and right directions when the flying device 10 is viewed from the front. In the following description, the same components will generally be given the same reference symbols, and repeated description will be omitted.

[0014] FIG. 1 is a top view of a flying device 10.

[0015] The flying device 10 is a device that flies in the air by having a vertical flight rotor 11 and a horizontal flight rotor 12. Specifically, the flying device 10 is a VTOL. The flying device 10 can take off and land along the vertical direction by rotating the vertical flight rotor 11. Furthermore, the flying device 10 can fly forward along the horizontal direction by rotating the horizontal flight rotor 12. Also, the flying device 10 is also referred to as a drone, a hybrid drone, or a parallel hybrid drone.

[0016] Specifically, the flying device 10 mainly has a main body 20, a first wing part 21 and a second wing part 22, a vertical flight rotor 11, a horizontal flight rotor 12, and an engine 40. In addition to these devices, the flying device 10 also has transmission devices such as sensors and CPUs, a fuel tank, the cargo to be transported, and the like.

[0017] The main body 20 is a member made of a synthetic resin plate, a metal plate, or the like, and has a substantially cylindrical shape extending along the front-rear direction. Inside the main body 20, the engine 40, various electrical components, cargo, etc. are stored.

[0018] The first wing part 21 and the second wing part 22 are wing-shaped parts extending from the main body 20 along the left-right direction. The first wing part 21 extends leftward from the left side surface of the main body 20. The second wing part 22 extends rightward from the right side surface of the main body 20.

[0019] The vertical flight rotor 11 is a rotor rotated by a motor 13. The vertical flight rotor 11 rotates around the vertical axis when the flying device 10 takes off, lands, or hovers. By rotating in this way, the flying device 10 can ascend, descend, or hover along the vertical direction. The position of the vertical flight rotor 11 may be fixed so that the rotation axis is perpendicular to the horizontal plane which is the main surface of the first wing part 21 and the second wing part 22. Furthermore, the vertical flight rotor 11 may be configured so that the rotation axis can be displaced by an actuator or the like.

[0020] Specifically, the vertical flight rotor 11 has the first sub-rotor 111 to the fourth sub-rotor 114.

[0021] The first sub-rotor 111 and the second sub-rotor 112 are provided on the first wing portion 21. The first sub-rotor 111 is disposed inside the first installation hole 241, which is a substantially circular through-hole provided in the first wing portion 21. The first sub-rotor 111 is rotated by the first motor 131. The second sub-rotor 112 is disposed inside the second installation hole 242, which is a substantially circular through-hole provided in the first wing portion 21. The second sub-rotor 112 is rotated by the second motor 132.

[0022] The third sub-rotor 113 and the fourth sub-rotor 114 are provided on the second wing portion 22. The third sub-rotor 113 is disposed inside the third installation hole 243, which is a substantially circular through-hole provided in the second wing portion 22. The third sub-rotor 113 is rotated by the third motor 133. The fourth sub-rotor 114 is disposed inside the fourth installation hole 244, which is a substantially circular through-hole provided in the second wing portion 22. The fourth sub-rotor 114 is rotated by the fourth motor 134.

[0023] The horizontal flight rotor 12 is a rotor that rotates by being drivenly connected to the engine 40. The horizontal flight rotor 12 rotates around the horizontal axis, which is the longitudinal axis direction of the main body portion 20, during the horizontal flight of the flying device 10. By rotating in this way, the flying device 10 can fly forward along the horizontal direction.

[0024] The horizontal flight rotor 12 has the first horizontal flight rotor 121 and the second horizontal flight rotor 122. The first horizontal flight rotor 121 and the second horizontal flight rotor 122 are arranged in parallel along the left-right direction at the rear end of the main body portion 20. When the first horizontal flight rotor 121 and the second horizontal flight rotor 122 rotate around the horizontal axis along the front-rear direction, a thrust is generated to push the flying device 10 forward.

[0025] The driving force transmission structure that transmits the driving force of the engine 40 to the first horizontal flight rotor 121 and the second horizontal flight rotor 122 will be described with reference to FIG. 2.

[0026] The operation control unit 29 is, for example, a CPU, receives the outputs of the various sensors mounted on the flying device 10, and controls the operations of various devices such as the vertical flight rotor 11 and the horizontal flight rotor 12.

[0027] In the present embodiment, when the vertical flight rotor 11 is rotated by the motor 13, during takeoff, landing, and hovering, the motor 13 can accurately control the rotational speed of the vertical flight rotor 11, ensuring the stability of the flying device 10 in the air. Also, during horizontal flight, when the engine 40 drives the horizontal flight rotor 12 to rotate, the horizontal flight rotor 12 can be rotated with high efficiency, and the continuous flight distance of the flying device 10 can be increased.

[0028] FIG. 2 is a top view showing the power transmission structure in the vicinity of the engine 40 and the horizontal flight rotor 12 of the flying device 10.

[0029] As described above, in the present embodiment, the horizontal flight rotor 12 is driven by the engine 40. Also, a power interruption unit 25 is disposed between the engine 40 and the horizontal flight rotor 12.

[0030] Describing the driving configuration around the engine 40, between the engine 40 and the horizontal flight rotor 12, as means for transmitting power, an engine-side drive shaft 18, a power interruption unit 25, a power transmission unit 16, and a rotor drive shaft 17 are disposed. Further, in the vicinity of the engine 40, a generator 15 driven by the engine 40 is disposed.

[0031] As will be described later, the engine 40 has a first engine unit 41 and a second engine unit 42 that are arranged opposite to each other to achieve low vibration. The first engine unit 41 generates a rotational driving force for driving the first horizontal flight rotor 121 and the generator 151. The second engine unit 42 generates a rotational driving force for driving the second horizontal flight rotor 122 and the generator 152. The specific structure of the engine 40 will be described with reference to FIG. 3.

[0032] The engine-side drive shaft 18 is a drive shaft that is connected to the crankshaft of the engine 40, which will be described later, and rotates. From the engine 40, a first engine-side drive shaft 181 and a second engine-side drive shaft 182 are derived as the engine-side drive shaft 18.

[0033] The first engine-side drive shaft 181 is a drive shaft that is connected to the first crankshaft 412 of the first engine unit 41, which will be described later, and transmits a rotational driving force for rotating the first horizontal flight rotor 121. The first engine-side drive shaft 181 has a first front-side drive shaft 1811, which is the front-side portion thereof, and a first rear-side drive shaft 1812, which is the rear-side portion thereof. A first power interruption portion 251, which will be described later, is disposed between the first front-side drive shaft 1811 and the first rear-side drive shaft 1812. Further, a second pulley 232 is non-rotatably connected to the rear end of the first rear-side drive shaft 1812.

[0034] The second engine-side drive shaft 182 is a drive shaft that is connected to the second crankshaft 422 of the second engine unit 42, which will be described later, and transmits a rotational driving force for rotating the second horizontal flight rotor 122. The second engine-side drive shaft 182 has a second front-side drive shaft 1821, which is the front-side portion thereof, and a second rear-side drive shaft 1822, which is the rear-side portion thereof. A second power interruption portion 252, which will be described later, is disposed between the second front-side drive shaft 1821 and the second rear-side drive shaft 1822. Further, a third pulley 233 is non-rotatably connected to the rear end of the second rear-side drive shaft 1822.

[0035] The power interruption unit 25 is a device that is arranged between the engine 40 and the horizontal flight rotor 12 and interrupts the power transmitted from the engine 40 to the horizontal flight rotor 12. As the power interruption unit 25, a clutch can be adopted. Specifically, an electromagnetic clutch, a centrifugal clutch, or the like can be adopted. The power interruption unit 25 has a first power interruption unit 251 and a second power interruption unit 252.

[0036] The first power interruption unit 251 is disposed between the first front drive shaft 1811 and the first rear drive shaft 1812. When the first power interruption unit 251 is in the connected state, the rotational driving force is transmitted from the first front drive shaft 1811 to the first rear drive shaft 1812. On the other hand, when the first power interruption unit 251 is in the disconnected state, the rotational driving force is not transmitted from the first front drive shaft 1811 to the first rear drive shaft 1812.

[0037] The second power interruption unit 252 is disposed between the second front drive shaft 1821 and the second rear drive shaft 1822. When the second power interruption unit 252 is in the connected state, the rotational driving force is transmitted from the second front drive shaft 1821 to the second engine-side drive shaft 182. On the other hand, when the second power interruption unit 252 is in the disconnected state, the rotational driving force is not transmitted from the second front drive shaft 1821 to the second rear drive shaft 1822.

[0038] The rotor drive shaft 17 has a first rotor drive shaft 171 and a second rotor drive shaft 172.

[0039] The first rotor drive shaft 171 is a substantially rod-shaped member that rotates the first horizontal flight rotor 121. The first horizontal flight rotor 121 is non-rotatably connected to the rear end of the first rotor drive shaft 171. The first pulley 231 is non-rotatably connected to the front end of the first rotor drive shaft 171.

[0040] The second rotor drive shaft 172 is a substantially rod-shaped member that rotates the second horizontal flight rotor 122. The second horizontal flight rotor 122 is non-rotatably connected to the rear end of the second rotor drive shaft 172. The fourth pulley 234 is non-rotatably connected to the front end of the second rotor drive shaft 172.

[0041] The power transmission unit 16 includes a first power transmission unit 161 and a second power transmission unit 162. As the first power transmission unit 161 and the second power transmission unit 162, for example, a belt, a transmission rod, a gear train, etc. can be adopted. In the present embodiment, a belt is exemplified as the first power transmission unit 161 and the second power transmission unit 162.

[0042] The first power transmission unit 161 is configured to extend along a direction intersecting the axial direction of the drive shaft 171 for the first rotor or the drive shaft 181 on the first engine side. Specifically, the axial direction of the drive shaft 171 for the first rotor or the drive shaft 181 on the first engine side extends along the front-rear direction. Also, the first power transmission unit 161 extends along the left-right direction. Therefore, here, the axial direction of the drive shaft 171 for the first rotor or the drive shaft 181 on the first engine side and the first power transmission unit 161 are orthogonal. By doing so, the drive shaft 171 for the first rotor can be arranged on the left side. Specifically, the first power transmission unit 161, which is a belt, is spanned between the first pulley 231 and the second pulley 232. With such a configuration, the first power transmission unit 161 drives the drive shaft 171 for the first rotor and the drive shaft 181 on the first engine side to be connected.

[0043] The second power transmission unit 162 is configured to extend along a direction intersecting the axial direction of the drive shaft 172 for the second rotor or the drive shaft 182 on the second engine side. Specifically, the axial direction of the drive shaft 172 for the second rotor or the drive shaft 182 on the second engine side extends along the front-rear direction. Also, the second power transmission unit 162 extends along the left-right direction. Therefore, here, the axial direction of the drive shaft 172 for the second rotor or the drive shaft 182 on the second engine side and the second power transmission unit 162 are orthogonal. By doing so, the drive shaft 172 for the second rotor can be arranged on the right side. Specifically, the second power transmission unit 162, which is a belt, is spanned between the third pulley 233 and the fourth pulley 234. With such a configuration, the second power transmission unit 162 drives the drive shaft 172 for the second rotor and the drive shaft 182 on the second engine side to be connected.

[0044] The first power transmission unit 161 and the second power transmission unit 162 extend along a direction orthogonal to each rotor drive shaft 17 and each engine-side drive shaft 18, so that the first rotor drive shaft 171 and the second rotor drive shaft 172 can be separated from each other. Specifically, let the distance between the first rotor drive shaft 171 and the second rotor drive shaft 172 be L10, the radius of the first horizontal flight rotor 121 be L11, and the radius of the second horizontal flight rotor 122 be L12. In this case, L10 is made longer than the length obtained by adding L11 and L12. By doing so, the first horizontal flight rotor 121 and the second horizontal flight rotor 122 are sufficiently separated, and it is possible to suppress the physical contact between the first horizontal flight rotor 121 and the second horizontal flight rotor 122 during rotation, and furthermore, it is also possible to suppress the aerodynamic interference.

[0045] The generator 15 is a device that generates electricity using the driving force of the engine 40. The generator 15 includes a generator 151 and a generator 152. The generator 151 is connected to the first crankshaft 412 of the first engine unit 41, which will be described later, via the generator-side drive shaft 261. The generator 152 is connected to the second crankshaft 422 of the second engine unit 42, which will be described later, via the generator-side drive shaft 262. The vertical flight rotor 11 described above rotates by the electric power generated by the generator 151 and the generator 152.

[0046] The operation of the engine 40 for rotating the horizontal flight rotor 12 will be described below.

[0047] First, when rotating the first horizontal flight rotor 121 and the second horizontal flight rotor 122, the first power interruption part 251 and the second power interruption part 252 are in a connected state. When the engine 40 is operated in this state, the rotational driving force generated by the rotation of the first engine part 41 is transmitted in the order of the first front drive shaft 1811, the first power interruption part 251, the first rear drive shaft 1812, the first power transmission part 161, and the first rotor drive shaft 171 to rotate the first horizontal flight rotor 121. Further, the rotational driving force of the first engine part 41 is also transmitted to the generator 151 via the generator side drive shaft 261, and the generator 151 performs a power generation operation. On the other hand, the rotational driving force generated by the rotation of the second engine part 42 is transmitted in the order of the second front drive shaft 1821, the second power interruption part 252, the second rear drive shaft 1822, the second power transmission part 162, and the second rotor drive shaft 172 to rotate the second horizontal flight rotor 122. Further, the rotational driving force of the second engine part 42 is also transmitted to the generator 152 via the generator side drive shaft 262, and thereby the generator 152 performs a power generation operation. By rotating the first horizontal flight rotor 121 and the second horizontal flight rotor 122, thrust for flying the flying device 10 forward can be obtained.

[0048] On the other hand, when the first horizontal flight rotor 121 and the second horizontal flight rotor 122 are not rotated, the first power interruption part 251 and the second power interruption part 252 are in a disconnected state. Therefore, all of the power generated by the rotation of the first engine part 41 and the second engine part 42 can be allocated to the generator 151 and the generator 152, and the power generation amount can be increased.

[0049] FIG. 3 is a top view showing the vicinity of the engine 40 of the flying device 10. The engine 40 is an opposed engine.

[0050] The engine 40 includes a first engine part 41 and a second engine part 42 arranged to face the first engine part 41. The first engine part 41 and the second engine part 42 are housed inside the casing block 43.

[0051] The first engine unit 41 includes a first piston 411, a first crankshaft 412, and a first connecting rod 413. The first connecting rod 413 rotatably connects the first piston 411 and the first crankshaft 412.

[0052] The second engine unit 42 includes a second piston 421, a second crankshaft 422, and a second connecting rod 423. The second connecting rod 423 rotatably connects the second piston 421 and the second crankshaft 422.

[0053] Also, the front end of the first crankshaft 412 is connected to the generator side drive shaft 261, and the rear end thereof is connected to the first engine side drive shaft 181. The front end of the second crankshaft 422 is connected to the generator side drive shaft 262, and the rear end thereof is connected to the second engine side drive shaft 182.

[0054] The first piston 411 and the second piston 421 are disposed inside the cylinder 44. Also, inside the cylinder 44, the space sandwiched between the first piston 411 and the second piston 421 is the combustion chamber 45. The first piston 411 and the second piston 421 reciprocate so as to face each other inside the cylinder 44. Due to such movement, the first crankshaft 412 and the second crankshaft 422 rotate. The rotation direction of the first crankshaft 412 and the rotation direction of the second crankshaft 422 are opposite.

[0055] By having the first engine unit 41 and the second engine unit 42 arranged opposite to each other, the engine 40 has extremely small vibration during operation. Therefore, malfunctions of various sensors mounted on the flying device 10, such as acceleration sensors and azimuth sensors, due to vibration generated during the operation of the engine 40 are suppressed.

[0056] The flying device 10 having the configuration shown in FIGS. 1 to 3 executes vertical takeoff, hovering, horizontal flight, and vertical landing as follows.

[0057] In vertical takeoff, referring to FIG. 1, the first motor 131 to the fourth motor 134 rotate the first sub-rotor 111 to the fourth sub-rotor 114 at a predetermined rotational speed. By doing so, the flying device 10 rises from a landing surface such as the ground and ascends until it reaches a predetermined altitude. As it ascends, the arithmetic control unit 29 individually controls the rotational speeds of the first motor 131 to the fourth motor 134 based on the outputs of the respective sensors so that the position and attitude of the flying device 10 in the air become predetermined. Also, referring to FIG. 2, when performing vertical takeoff, the arithmetic control unit 29 places the power interruption unit 25 in an interrupted state, so that the driving force of the engine 40 is not transmitted to the horizontal flight rotor 12, and thus the horizontal flight rotor 12 does not rotate. By doing so, all or most of the driving force of the engine 40 can be supplied to the generator 15. Therefore, by increasing the amount of power generated by the generator 15, driving the first motor 131 to the fourth motor 134 at high speed, and rotating the first sub-rotor 111 to the fourth sub-rotor 114 at high speed, the flying device 10 can take off at high speed. In vertical takeoff, the power generated by the engine 40 is directly supplied to the first motor 131 to the fourth motor 134 without passing through the battery. The same applies during hovering and landing.

[0058] During hovering, based on the instructions of the arithmetic control unit 29, the first motor 131 to the fourth motor 134 are rotated to rotate the first motor 131 to the fourth motor 134 at a predetermined speed. Also, the arithmetic control unit 29 individually adjusts the rotational speeds of the first motor 131 to the fourth motor 134 so that the position and attitude of the flying device 10 in the air become predetermined. By doing so, the flying device 10 can perform hovering with a constant altitude and position and attitude in the air. Also during hovering, the arithmetic control unit 29 places the first power interruption unit 251 and the second power interruption unit 252 in an interrupted state and does not rotate the first horizontal flight rotor 121 and the second horizontal flight rotor 122. Therefore, the generators 151 and 152 can generate electricity using all of the power generated by operating the first engine unit 41 and the first engine unit 41.

[0059] When transitioning from vertical takeoff to horizontal flight, the arithmetic control unit 29 connects the first power interruption unit 251 and the second power interruption unit 252. As a result, referring to FIG. 2, the rotational driving force of the first engine unit 41 of the engine 40 is transmitted to the first horizontal flight rotor 121 via the first engine side drive shaft 181, the first power transmission unit 161, and the first rotor drive shaft 171. Thereby, the first horizontal flight rotor 121 rotates at a predetermined rotational speed. Similarly, the rotational driving force of the second engine unit 42 of the engine 40 is transmitted to the second horizontal flight rotor 122 via the second engine side drive shaft 182, the second power transmission unit 162, and the second rotor drive shaft 172. Thereby, the second horizontal flight rotor 122 rotates at a predetermined rotational speed. When the first horizontal flight rotor 121 and the second horizontal flight rotor 122 start to rotate, the flying device 10 starts to move forward along the horizontal travel. At this time, the arithmetic control unit 29 continues to rotate the first motor 131 to the fourth motor 134, and the first sub-rotors 111 to the fourth sub-rotors 114 continue to rotate. By doing so, the arithmetic control unit 29 starts the horizontal direction while stably floating due to the rotation of the first sub-rotors 111 to the fourth sub-rotors 114.

[0060] During horizontal flight, when the first horizontal flight rotor 121 and the second horizontal flight rotor 122 rotate at high speed, the flying device 10 can fly at high speed along the horizontal travel. At this time, the arithmetic control unit 29 stops the first motor 131 to the fourth motor 134, so that the first sub-rotors 111 to the fourth sub-rotors 114 are in a stopped state.

[0061] When transitioning from horizontal flight to vertical landing, the arithmetic control unit 29 reduces the output of the engine 40 to slow down the rotational speeds of the first horizontal flight rotor 121 and the second horizontal flight rotor 122. As a result, the moving speed of the flying device 10 decreases. At the same time, the arithmetic control unit 29 rotationally drives the first motor 131 to the fourth motor 134 and rotates the first sub-rotors 111 and the fourth sub-rotors 114 to obtain a predetermined floating force.

[0062] In vertical landing, the arithmetic control unit 29 adjusts the rotational speeds of the first motor 131 and the fourth motor 134 to rotate the first sub-rotor 111 to the fourth sub-rotor 114 at a predetermined rotational speed. Thereby, the flying device 10 gradually decreases its altitude until it lands on the ground. At this time, the arithmetic control unit 29 sets the first power interruption unit 251 and the second power interruption unit 252 in an interrupted state, so as not to rotate the first horizontal flight rotor 121 and the second horizontal flight rotor 122. By doing so, more of the rotational power of the engine 40 can be distributed to the generators 151 and 152, increasing the power generation amount. Therefore, the large power generated by the generators 151 and 152 can stably rotate the first motor 131 to the fourth motor 134.

[0063] With reference to FIGS. 4 to 6, the configuration of the flying device 10 according to another embodiment will be described. The basic configuration and basic operations of the flying device 10 shown in FIGS. 4 to 6 are the same as those shown in FIG. 1. In the flying device 10 shown in FIGS. 4 to 6, the first horizontal flight rotor 121 and the second horizontal flight rotor 122 are stacked and arranged on the rear end side of the main body 20. The following description will be centered around such matters.

[0064] FIG. 4 is a top view showing the flying device 10 according to another embodiment. FIG. 5 is a side view showing the flying device 10 according to another embodiment.

[0065] With reference to FIGS. 4 and 5, the flying device 10 has, as the horizontal flight rotor 12, the first horizontal flight rotor 121 and the second horizontal flight rotor 122 which are stacked and arranged. The horizontal flight rotor 12 having such a configuration is also referred to as a pusher. The first horizontal flight rotor 121 and the second horizontal flight rotor 122 are rotationally driven by the engine 40.

[0066] The flying device 10 has a main body 20, a first wing 21, and a second wing 22. Further, an outrigger 301 is arranged below the first wing 21, and an outrigger 302 is arranged below the second wing 22.

[0067] The flying device 10 has a first sub-rotor 111 to a fourth sub-rotor 114, and a first motor 131 to a fourth motor 134, similar to that shown in FIG. 1. The first sub-rotor 111 and the first motor 131 are arranged at the front part of the outrigger 301. The second sub-rotor 112 and the second motor 132 are arranged at the rear part of the outrigger 301. The third sub-rotor 113 and the third motor 133 are arranged at the front part of the outrigger 302. The fourth sub-rotor 114 and the fourth motor 134 are arranged at the rear part of the outrigger 302.

[0068] Inside the first wing part 21 and the second wing part 22, bladder tanks for storing fuel are arranged. Further, inside the main body part 20, various devices constituting a control system such as an arithmetic control unit 29, the transported goods transported by the flying device 10, a battery for supplying power to each electric device constituting the flying device 10, etc. are arranged.

[0069] Referring to FIG. 5, legs 28 are installed at the lower part of the main body part 20. The legs 28 are the parts that contact the ground when the flying device 10 lands.

[0070] FIG. 6 is a top view showing the vicinity of the engine 40 and the horizontal flight rotor 12 of the flying device 10 according to another form. The basic configuration and the basic operation of the engine 40 and the horizontal flight rotor 12 shown in FIG. 6 are the same as those described with reference to FIG. 2.

[0071] Here, a drive shaft 19 that drives the engine 40 and the horizontal flight rotor 12 is shown. The drive shaft 19 has a first drive shaft 191 that drives the engine 40 and the first horizontal flight rotor 121, and a second drive shaft 192 that drives the engine 40 and the second horizontal flight rotor 122. Such a configuration will be described in detail below.

[0072] The generator 151 is disposed on the rear side of the first engine unit 41 and is rotationally driven by the first engine side drive shaft 181. Specifically, the generator 151 has a rotor (not shown), and this rotor is non-rotatably connected to the first engine side drive shaft 181. With such a configuration, together with the first engine side drive shaft 181, the rotor incorporated in the generator 151 rotates, whereby power generation by the generator 151 is performed.

[0073] The configuration of the generator 152 is the same as that of the generator 151. Specifically, the generator 152 is disposed on the rear side of the second engine unit 42 and is rotationally driven by the second engine side drive shaft 182. The generator 152 has a rotor (not shown), and this rotor is non-rotatably connected to the second engine side drive shaft 182. With such a configuration, together with the second engine side drive shaft 182, the rotor incorporated in the generator 152 rotates, whereby power generation by the generator 152 is performed.

[0074] The drive shaft 19 is a substantially shaft-shaped member that rotates by the driving force generated from the engine 40 to rotate the above-described horizontal flight rotor 12. The drive shaft 19 has a first drive shaft 191 that is rotated by the first engine unit 41 and a second drive shaft 192 that is rotated by the second engine unit 42. The drive shaft 19 has a mechanism for mechanically coaxial reverse rotation.

[0075] The rear end of the first drive shaft 191 is connected to the first horizontal flight rotor 121, thereby rotating the first horizontal flight rotor 121. Near the front end of the first drive shaft 191, it is drivingly connected to the first engine side drive shaft 181 via the first belt 271. That is, the rotational driving force generated by the first engine unit 41 is transmitted to the first drive shaft 191 via the first engine side drive shaft 181 and the first belt 271.

[0076] The second drive shaft 192 rotates the second horizontal flight rotor 122 by connecting its rear end to the second horizontal flight rotor 122. Near the front end of the second drive shaft 192, it is drivingly connected to the second engine side drive shaft 182 via the second belt 272. That is, the rotational driving force generated by the second engine unit 42 is transmitted to the second drive shaft 192 via the second engine side drive shaft 182 and the second belt 272.

[0077] The first drive shaft 191 and the second drive shaft 192 are coaxially arranged. Specifically, the first drive shaft 191 has a hollow structure, and the second drive shaft 192 is arranged inside the first drive shaft 191. A substantially cylindrical space is formed inside the first drive shaft 191, and the second drive shaft 192 penetrates such a space. Also, the rear end of the second drive shaft 192 is arranged on the rear side of the rear end of the first drive shaft 191. Further, the front end of the second drive shaft 192 is arranged on the front side of the front end of the first drive shaft 191. Furthermore, the first drive shaft 191 and the second drive shaft 192 form a coaxial reverse rotation structure.

[0078] The first belt 271 transmits the rotational driving force of the first engine side drive shaft 181 to the first drive shaft 191. Specifically, the first belt 271 is stretched between the eighth pulley 238 and the seventh pulley 237. The eighth pulley 238 is connected to the rear end portion of the first engine side drive shaft 181 in a non-rotatable relative manner. The seventh pulley 237 is connected to the front end of the first drive shaft 191 in a non-rotatable relative manner. The first belt 271 is installed between the eighth pulley 238 and the seventh pulley 237. With such a configuration, when the flight device 10 is in flight, when the first engine unit 41 is operated, the first engine side drive shaft 181 and the eighth pulley 238 rotate. Also, the rotational driving force of the eighth pulley 238 is transmitted to the seventh pulley 237 via the first belt 271. Thereby, the first drive shaft 191 and the first horizontal flight rotor 121 rotate.

[0079] The configuration of the second belt 272 is the same as that of the first belt 271. That is, the second belt 272 transmits the rotational driving force of the second engine-side drive shaft 182 to the second drive shaft 192. The fifth pulley 235 is connected to the rear end portion of the second engine-side drive shaft 182 in a non-rotatable relative manner. The sixth pulley 236 is connected to the middle portion of the second drive shaft 192 in a non-rotatable relative manner. The second belt 272 is installed between the fifth pulley 235 and the sixth pulley 236. With such a configuration, when the aircraft 10 is in flight, when the second engine unit 42 is operated, the second engine-side drive shaft 182 and the fifth pulley 235 rotate. Also, the rotational driving force of the fifth pulley 235 is transmitted to the sixth pulley 236 via the second belt 272. Thereby, the second drive shaft 192 and the second horizontal flight rotor 122 rotate.

[0080] Here too, a power interruption part 25 can be interposed in the engine-side drive shaft 18. The power interruption part 25 has a first power interruption part 251 and a second power interruption part 252.

[0081] The first power interruption part 251 is an intermediate part of the first engine-side drive shaft 181 and is interposed between the generator 151 and the eighth pulley 238. When the first power interruption part 251 is in the connected state, due to the rotational power generated when the first engine unit 41 is operated, the first drive shaft 191 and the first horizontal flight rotor 121 can be rotated via the first engine-side drive shaft 181. At the same time, power generation by the generator 151 is also performed. On the other hand, when the first power interruption part 251 is in the disconnected state, the rotational power generated when the first engine unit 41 is operated is not transmitted to the first drive shaft 191 and the first horizontal flight rotor 121, and the first drive shaft 191 and the first horizontal flight rotor 121 do not rotate. Even in such a disconnected state, power generation by the generator 151 continues.

[0082] The second power interruption part 252 is an intermediate part of the second engine side drive shaft 182 and is interposed between the generator 152 and the fifth pulley 235. When the second power interruption part 252 is in the connected state, the rotational power generated by operating the second engine part 42 can rotate the second drive shaft 192 and the second horizontal flight rotor 122 via the second engine side drive shaft 182. At the same time, power generation by the generator 152 is also performed. On the other hand, when the second power interruption part 252 is in the disconnected state, the rotational power generated by operating the second engine part 42 is not transmitted to the second drive shaft 192 and the second horizontal flight rotor 122, and the second drive shaft 192 and the second horizontal flight rotor 122 do not rotate. Even in such a disconnected state, power generation by the generator 152 continues.

[0083] The operation of the flying device 10 described in FIGS. 4 to 6 is the same as that of the flying device 10 shown in FIGS. 1 to 3. Specifically, the flying device 10 having the configuration shown in FIGS. 4 to 6 performs vertical takeoff, hovering, horizontal flight, and vertical landing as follows.

[0084] In vertical takeoff, referring to FIG. 4, the first motor 131 to the fourth motor 134 rotate the first sub-rotor 111 to the fourth sub-rotor 114 at a predetermined rotational speed. By doing so, the flying device 10 rises from a landing surface such as the ground until it floats and reaches a predetermined altitude. As it rises, the arithmetic control unit 29 individually controls the rotational speeds of the first motor 131 to the fourth motor 134 based on the outputs of the respective sensors so that the position and attitude of the flying device 10 in the air become predetermined. Also, at the time of vertical takeoff, the arithmetic control unit 29 disconnects the first power interruption unit 251 and the second power interruption unit 252 shown in FIG. 6, so that the driving forces of the first engine unit 41 and the second engine unit 42 are not transmitted to the first horizontal flight rotor 121 and the second horizontal flight rotor 122, and thus the first horizontal flight rotor 121 and the second horizontal flight rotor 122 do not rotate. By doing so, all or most of the driving forces of the first engine unit 41 and the second engine unit 42 can be supplied to the generator 151 and the generator 152. Therefore, by increasing the amount of electric power generated by the generator 151 and the generator 152, driving the first motor 131 to the fourth motor 134 at high speed, and rotating the first sub-rotor 111 to the fourth sub-rotor 114 at high speed, the flying device 10 can be made to take off at high speed. In vertical takeoff, the electric power generated by the engine 40 can be directly supplied to the first motor 131 to the fourth motor 134 without passing through the battery. The same applies during hovering and landing.

[0085] In hovering, based on the instructions of the arithmetic control unit 29, the first motor 131 to the fourth motor 134 are rotated to rotate the first motor 131 to the fourth motor 134 at a predetermined speed. Further, the arithmetic control unit 29 individually adjusts the rotation speeds of the first motor 131 to the fourth motor 134 so that the position and attitude of the flying device 10 in the air become predetermined ones. By doing so, the flying device 10 can execute hovering in the air with a constant altitude and position and attitude. Also in hovering, the arithmetic control unit 29 sets the first power interruption unit 251 and the second power interruption unit 252 in a disconnected state and does not rotate the first horizontal flight rotor 121 and the second horizontal flight rotor 122. Therefore, the generators 151 and 152 can generate electricity using all of the power generated by operating the first engine unit 41 and the first engine unit 41.

[0086] When shifting from vertical takeoff to horizontal flight, the arithmetic control unit 29 connects the first power interruption unit 251 and the second power interruption unit 252. Thereby, referring to FIG. 6, the rotational driving force of the first engine unit 41 of the engine 40 is transmitted to the first horizontal flight rotor 121 via the first engine side drive shaft 181, the first power interruption unit 251, and the first belt 271. Thereby, the first horizontal flight rotor 121 rotates at a predetermined rotational speed. Similarly, the rotational driving force of the second engine unit 42 of the engine 40 is transmitted to the second horizontal flight rotor 122 via the second engine side drive shaft 182, the second power interruption unit 252, and the second belt 272. Thereby, the second horizontal flight rotor 122 rotates at a predetermined rotational speed. When the first horizontal flight rotor 121 and the second horizontal flight rotor 122 start to rotate, the flying device 10 starts to move along the horizontal direction, that is, forward. At this time, the arithmetic control unit 29 continues to rotate the first motor 131 to the fourth motor 134, and the first sub-rotors 111 to the fourth sub-rotors 114 continue to rotate. By doing so, the arithmetic control unit 29 starts the horizontal direction while floating stably due to the rotation of the first sub-rotors 111 to the fourth sub-rotors 114.

[0087] During horizontal flight, the first horizontal flight rotor 121 and the second horizontal flight rotor 122 rotate at high speed, enabling the flying device 10 to fly at high speed in the horizontal direction, i.e., forward. At this time, the arithmetic control unit 29 does not rotate the first motor 131 to the fourth motor 134, so that the first sub-rotor 111 to the fourth sub-rotor 114 are in a stopped state.

[0088] When transitioning from horizontal flight to vertical landing, the arithmetic control unit 29 reduces the output of the engine 40 to slow down the rotation speeds of the first horizontal flight rotor 121 and the second horizontal flight rotor 122. As a result, the moving speed of the flying device 10 decreases. At the same time, the arithmetic control unit 29 rotationally drives the first motor 131 to the fourth motor 134 and rotates the first sub-rotor 111 and the fourth sub-rotor 114 to obtain a predetermined floating force.

[0089] During vertical landing, the arithmetic control unit 29 adjusts the rotation speeds of the first motor 131 and the fourth motor 134 to rotate the first sub-rotor 111 to the fourth sub-rotor 114 at a predetermined rotation speed. As a result, the flying device 10 gradually descends in altitude until it lands on the ground. At this time, the arithmetic control unit 29 disconnects the first power interruption unit 251 and the second power interruption unit 252 to prevent the first horizontal flight rotor 121 and the second horizontal flight rotor 122 from rotating. By doing so, more of the rotational power of the engine 40 can be distributed to the generator 151 and the generator 152, increasing the power generation amount. Therefore, the large power generated by the generator 151 and the generator 152 can stably rotate the first motor 131 to the fourth motor 134.

[0090] According to the above-described embodiment, the following effects can be mainly achieved.

[0091] Referring to FIG. 2, by rotating the first horizontal flight rotor 121 by the first engine unit 41 and rotating the second horizontal flight rotor 122 by the second engine unit 42, the first horizontal flight rotor 121 and the second horizontal flight rotor 122 can be rotated individually and efficiently.

[0092] Referring to FIG. 2, when taking off or landing by rotating the vertical flight rotor 11, the power transmission to the horizontal flight rotor 12 is cut off by the power interruption unit 25, so that the power of the engine 40 can be used for power generation or the like. On the other hand, when performing horizontal flight by the horizontal flight rotor 12, the power is transmitted by the power interruption unit 25, so that the horizontal flight rotor 12 can be rotated efficiently by the engine 40.

[0093] Referring to FIG. 2, during takeoff, hovering, landing, etc., when the power interruption unit 25 is in an interrupted state, a large part of the driving force of the engine 40 can be allocated to the generator 15, the power generation amount from the generator 15 can be increased, and power can be allocated to the rotation of other rotors or the like.

[0094] Referring to FIG. 2, the first power transmission unit 161 and the second power transmission unit 162 extend along a direction orthogonal to the drive shafts 17 for each rotor and the drive shafts 18 on the engine side, so that the first drive shaft 171 for the rotor and the second drive shaft 172 for the rotor can be separated. Therefore, it is possible to suppress interference between the first horizontal flight rotor 121 and the second horizontal flight rotor 122 during rotation.

[0095] Referring to FIG. 6, by having the first horizontal flight rotor 121 and the second horizontal flight rotor 122 arranged so as to overlap, horizontal flight can be effectively executed.

[0096] Referring to FIG. 6, by coaxially arranging the first drive shaft 191 and the second drive shaft 192, the second horizontal flight rotor 122 and the second horizontal flight rotor 122 arranged in an overlapping manner can be effectively rotated.

[0097] The embodiments of the present invention have been described above. However, the present invention is not limited thereto, and can be modified without departing from the gist of the present invention. Further, the above-described embodiments can be combined with each other.

[0098] The inventions that can be grasped from the above-described embodiments will be described below together with their effects.

[0099] The flying device of the present invention has a vertical flight rotor and a horizontal flight rotor. The vertical flight rotor is rotated by a motor, and the horizontal flight rotor is rotated by being drivingly connected by an engine. According to the flying device of the present invention, when the vertical flight rotor is rotated by the motor, the rotation speed of the vertical flight rotor can be accurately controlled by the motor at the time of takeoff and landing. Further, during horizontal flight, the engine can rotate the horizontal flight rotor drivingly, so that the horizontal flight rotor can be rotated with high efficiency, and the continuous flight distance of the flying device can be increased.

[0100] Further, in the flying device of the present invention, a power interruption part is disposed between the engine and the horizontal flight rotor. According to the flying device of the present invention, when taking off or landing by the rotation of the vertical flight rotor, the power transmission to the horizontal flight rotor is interrupted by the power interruption part, so that the power of the engine can be actively used for power generation or the like. On the other hand, when performing horizontal flight by the horizontal flight rotor, power is transmitted by the power interruption part, so that the horizontal flight rotor can be rotated with high efficiency by the engine, enabling the high-speed operation of the flying device and extending the continuous flight distance.

[0101] Further, the flying device of the present invention is characterized by further including a generator driven by the engine. According to the flying device of the present invention, when the power interruption part is in an interrupted state, a large part of the driving force of the engine can be allocated to the generator, increasing the power generation amount from the generator and allocating power to the rotation of other rotors or the like.

[0102] Further, the flying device of the present invention further includes a power transmission unit and a drive shaft for the rotor. The horizontal flight rotor has a first horizontal flight rotor and a second horizontal flight rotor. The power transmission unit has a first power transmission unit and a second power transmission unit. The drive shaft for the rotor has a first drive shaft for the rotor and a second drive shaft for the rotor. The first horizontal flight rotor is rotated via the first drive shaft for the rotor, and the second horizontal flight rotor is rotated via the second drive shaft for the rotor. From the engine, a first engine-side drive shaft and a second engine-side drive shaft are derived. The first power transmission unit is configured to extend along a direction intersecting the axial direction of the first drive shaft for the rotor or the first engine-side drive shaft, and drivingly connects the first drive shaft for the rotor and the first engine-side drive shaft. The second power transmission unit is configured to extend along a direction intersecting the axial direction of the second drive shaft for the rotor or the second engine-side drive shaft, and drivingly connects the second drive shaft for the rotor and the second engine-side drive shaft. According to the flying device of the present invention, the first power transmission unit and the second power transmission unit extend along a direction intersecting, for example, orthogonally, with respect to each drive shaft for the rotor and each engine-side drive shaft, so that the first drive shaft for the rotor and the second drive shaft for the rotor can be separated. Therefore, it is possible to suppress interference between the first horizontal flight rotor and the second horizontal flight rotor during rotation.

[0103] Further, in the flying device of the present invention, the engine has a first engine unit and a second engine unit arranged to face the first engine unit. The horizontal flight rotor has a first horizontal flight rotor and a second horizontal flight rotor. The first horizontal flight rotor is rotated by the first engine unit, and the second horizontal flight rotor is rotated by the second engine unit. According to the flying device of the present invention, by rotating the first horizontal flight rotor by the first engine unit and rotating the second horizontal flight rotor by the second engine unit, the first horizontal flight rotor and the second horizontal flight rotor can be rotated individually and with high efficiency.

[0104] In addition, the flying device of the present invention further includes a drive shaft that drivingly connects the engine and the horizontal flight rotor. The horizontal flight rotor includes a first horizontal flight rotor and a second horizontal flight rotor arranged to overlap the first horizontal flight rotor. The drive shaft includes a first drive shaft that drivingly connects the engine and the first horizontal flight rotor, and a second drive shaft that drivingly connects the engine and the second horizontal flight rotor. According to the flying device of the present invention, by having the first horizontal flight rotor and the second horizontal flight rotor arranged to overlap, horizontal flight can be effectively performed.

[0105] In addition, in the flying device of the present invention, the first drive shaft and the second drive shaft are coaxially arranged. According to the flying device of the present invention, by arranging the first drive shaft and the second drive shaft coaxially, the first horizontal flight rotor and the second horizontal flight rotor arranged in an overlapping manner can be effectively rotated.

Explanation of Reference Numerals

[0106] 10 Flying device 11 Vertical flight rotor 111 First sub-rotor 112 Second sub-rotor 113 Third sub-rotor 114 Fourth sub-rotor 12 Horizontal flight rotor 121 First horizontal flight rotor 122 Second horizontal flight rotor 13 Motor 131 First motor 132 Second motor 133 Third motor 134 Fourth motor 15 Generator 151 Generator 152 Generator 16 Power transmission unit 161 First power transmission unit 162 Second power transmission unit Drive shaft for rotor 17 Drive shaft for the first rotor 171 Drive shaft for the second rotor 172 Engine side drive shaft 18 First engine side drive shaft 181 First front side drive shaft 1811 First rear side drive shaft 1812 Second engine side drive shaft 182 Second front side drive shaft 1821 Second rear side drive shaft 1822 Drive shaft 19 First drive shaft 191 Second drive shaft 192 Main body 20 First wing 21 Second wing 22 First pulley 231 Second pulley 232 Third pulley 233 Fourth pulley 234 Fifth pulley 235 Sixth pulley 236 Seventh pulley 237 Eighth pulley 238 First mounting hole 241 Second mounting hole 242 Third mounting hole 243 Fourth mounting hole 244 Power interruption part 25 First power interruption part 251 Second power interruption part 252 Generator side drive shaft 261 Generator side drive shaft 262 First belt 271 Second belt 272 Leg part 28 Arithmetic control unit 29 Outrigger 301 Outrigger 302 Engine 40 First engine part 41 First piston 411 First crankshaft 412 413 First connecting rod 42 Second engine part 421 Second piston 422 Second crankshaft 423 Second connecting rod 43 Casing block 44 Cylinder 45 Combustion chamber

Claims

1. A horizontal flight rotor, a rotor drive shaft, and an engine, the horizontal flight rotor is driven to rotate by the engine and includes a first horizontal flight rotor and a second horizontal flight rotor; the rotor drive shaft includes a first rotor drive shaft and a second rotor drive shaft, A first engine-side drive shaft and a second engine-side drive shaft that rotates in a direction opposite to that of the first engine-side drive shaft are led out from the engine, the first horizontal flight rotor is rotated via the first engine drive shaft and the first rotor drive shaft; A flight device, wherein the second horizontal flight rotor is rotated via the second engine side drive shaft and the second rotor drive shaft.

2. Further comprising a power transmission unit, the power transmission unit includes a first power transmission unit and a second power transmission unit, the first power transmission unit is configured to extend along a direction intersecting an axial direction of the first rotor drive shaft or the first engine side drive shaft, and drivingly connects the first rotor drive shaft and the first engine side drive shaft; 2. The flight device according to claim 1, wherein the second power transmission unit is configured to extend along a direction intersecting an axial direction of the second rotor drive shaft or the second engine side drive shaft, and drivingly connects the second rotor drive shaft and the second engine side drive shaft.

3. Further comprising a rotor for vertical flight, 2. The flight device according to claim 1, wherein the vertical flight rotor is rotated by a motor.

4. The engine has a first engine section and a second engine section arranged opposite the first engine section, the first horizontal flight rotor is rotated by the first engine section; 2. The flight device according to claim 1, wherein the second horizontal flight rotor is rotated by the second engine section.

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