Flight device

Abstract

To provide a flight device that can effectively reduce vibrations and counter-torques generated during flight. [Solution] The flying device 10 comprises an engine 11, a transmission shaft 12, and a rotor 14. The engine 11 has a first engine section 111 and a second engine section 112. The transmission shaft 12 has a first transmission shaft 121 that rotates with respect to the first engine section 111 and a second transmission shaft 122 that rotates with respect to the second engine section 112. The rotor 14 has a first rotor 141 that rotates with respect to the first transmission shaft 121 and a second rotor 142 that rotates with respect to the second transmission shaft 122. The first transmission shaft 121 has a hollow structure, and the second transmission shaft 122 is located inside the first transmission shaft 121.

Description

Technical Field

[0001] The present invention relates to a flying device, and more particularly to a flying device that drives a rotor by an engine.

Background Art

[0002] Conventionally, flying devices capable of flying in the air without a pilot have been known. Such flying devices can fly in the air by the thrust of a rotor that rotates around a vertical axis.

[0003] As application fields of such flying devices, for example, the transportation field, the surveying field, the photography field, etc. can be considered. 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 in areas where people cannot enter, and perform transportation, photography, and surveying of such areas. Inventions related to such flying devices are described in, for example, Patent Document 1 and Patent Document 2.

[0004] In a general flying device, the above-mentioned rotor rotates by the power supplied from a battery mounted on the flying device. However, since the amount of energy supplied by the battery is not always sufficient, in order to achieve continuous flight over a long period of time, flying devices equipped with an engine have also appeared. In such a flying device, the driving force of the engine rotates a generator, and the power generated by the generator rotationally drives the rotor. A flying device with such a configuration is also referred to as a series-type drone because the engine and the generator are connected in series in the path through which energy is supplied from the power source to the rotor. By performing photography or surveying using such a flying device, it is possible to perform wide-range photography or surveying. A flying device equipped with an engine is described in, for example, Patent Document 3. In addition, a parallel-type hybrid drone that mechanically rotates a main rotor by the driving force of an engine and rotates a sub-rotor by a motor is also gradually emerging.

Prior Art Documents

Patent Documents

[0005] [Patent Document 1] Japanese Patent Publication No. 2012-51545 [Patent Document 2] Japanese Patent Publication No. 2014-240242 [Patent Document 3] Japanese Patent Publication No. 2011-251678 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] However, the aforementioned conventional flight devices had room for improvement in their drive system mechanisms.

[0007] Specifically, conventional flying devices, such as drones, often have multiple motors or engines. However, residual vibration or counter-torque between the engines makes it difficult to accurately control the drone's position and attitude in the air. Furthermore, similar problems arise when residual vibration or counter-torque between generators occurs.

[0008] To address these issues, it is conceivable to incorporate gearboxes and other components into the drive transmission system. However, such a configuration would lead to increased complexity and weight in the overall drone design, resulting in a shorter continuous flight time.

[0009] The counter torque generated by the rotor can be canceled out by employing a dual counter-rotating rotor, but in such cases, the following problems become more pronounced.

[0010] This invention has been made in view of the above circumstances, and its objective is to provide an aircraft that can effectively reduce vibrations and counter-torques generated during flight. [Means for solving the problem]

[0011] The present invention provides an engine, a transmission shaft, and a rotor, wherein the engine has a first engine section and a second engine section, the transmission shaft has a first transmission shaft rotated by the first engine section and a second transmission shaft rotated by the second engine section, the rotor has a first rotor rotated by the first transmission shaft and a second rotor rotated by the second transmission shaft, the first transmission shaft has a hollow structure, the second transmission shaft is disposed inside the first transmission shaft, the engine is disposed on the side of the transmission shaft, and the first engine section and the second engine section are arranged to face each other across the extension of the transmission shaft. [Effects of the Invention]

[0012] The present invention provides an aircraft with an engine, a transmission shaft, and a rotor. The engine has a first engine section and a second engine section. The transmission shaft has a first transmission shaft rotated by the first engine section and a second transmission shaft rotated by the second engine section. The rotor has a first rotor rotated by the first transmission shaft and a second rotor rotated by the second transmission shaft. The first transmission shaft has a hollow structure, and the second transmission shaft is arranged inside the first transmission shaft. According to the present invention, the engine having a first engine section and a second engine section cancels out vibrations and torques generated by each engine section. Therefore, vibrations and other phenomena generated from the engine during flight are reduced, and the aircraft's position and attitude during flight can be stabilized.

[0013] Furthermore, the aircraft device of the present invention is characterized in that the first engine section and the second engine section are arranged to face each other. According to the aircraft device of the present invention, by arranging the first engine section and the second engine section to face each other, the effect of canceling out vibrations, torque, etc. can be further increased.

[0014] Furthermore, in the flight device of the present invention, the first engine section comprises a first piston, a first crankshaft, and a first connecting rod that rotatably connects the first piston and the first crankshaft, and the second engine section comprises a second piston, a second crankshaft, and a second connecting rod that rotatably connects the second piston and the second crankshaft, and the first transmission shaft and the first crankshaft are connected kinetically via a first drive transmission section, and the second transmission shaft and the second crankshaft are connected kinetically via a second drive transmission section. According to the flight device of the present invention, by arranging the parts of the first engine section and the second engine section opposite each other, vibrations and the like that generated by the operation of the first engine section and the second engine section can be made extremely small.

[0015] Furthermore, in the flight device of the present invention, the engine further comprises a third engine section and a fourth engine section, characterized in that the first rotor is rotated by the first engine section and the third engine section, and the second rotor is rotated by the second engine section and the fourth engine section. According to the flight device of the present invention, the output of the rotor can be improved by using the third engine section and the fourth engine section as power sources in addition to the third engine section and the fourth engine section.

[0016] Furthermore, the flight device of the present invention is characterized in that the first crankshaft and the second crankshaft rotate in opposite directions. According to the flight device of the present invention, by having the rotation directions of the first crankshaft and the second crankshaft opposite, the moments generated by the rotation of the rotor can be canceled out, and stability during flight can be further improved.

[0017] In addition, the flying device of the present invention further includes a first generator and a second generator, wherein the first generator is driven by the first engine unit, and the second generator is driven by the second engine unit. According to the flying device of the present invention, by driving the first generator and the second generator, electrical energy for flight can be obtained.

[0018] In addition, the flying device of the present invention further includes a sub-rotor, wherein the sub-rotor is rotationally driven by a motor. According to the flying device of the present invention, the control of the position and attitude during flight can be more effectively performed by the sub-rotor.

Brief Description of the Drawings

[0019] [Figure 1] It is a plan view showing a flying device according to an embodiment of the present invention. [Figure 2] It is a cross-sectional view showing a flying device according to an embodiment of the present invention. [Figure 3] It is a block diagram showing a connection configuration of a flying device according to an embodiment of the present invention. [Figure 4] It is a cross-sectional view partially showing a flying device according to another embodiment of the present invention. [Figure 5] It is a side view showing a flying device according to another embodiment of the present invention.

Embodiments for Carrying Out the Invention

[0020] Hereinafter, the configuration of the flying device of this embodiment will be described with reference to the drawings. In the following description, parts having the same configuration are denoted by the same reference numerals, and repeated descriptions are omitted. In the following description, the directions of up and down, front and back, left and right are used, but these directions are for convenience of explanation. Further, the flying device 10 is also referred to as a drone, and more specifically, as a parallel hybrid drone. A parallel hybrid drone is a drone having a rotor mechanically driven by an engine and a rotor driven by a motor.

[0021] Figure 1 is a plan view of the flying device 10 as seen from above.

[0022] The flight device 10 mainly comprises an engine 11, a transmission shaft 12, and a rotor 14. The flight device 10 is a parallel hybrid drone having two drive systems in parallel: an electrical drive system and a mechanical drive system. The electrical drive system is the drive system that rotates the motor 21 and sub-rotor 15, which will be described later. The mechanical drive system is the drive system that rotates the rotor 14, which will be described later.

[0023] The airframe 19 is the main body that supports each component of the flight device 10, and is made of synthetic resin, metal, or a composite material thereof.

[0024] The rotor 14 generates the driving force necessary for the aircraft 19 to float by rotating. The rotor 14 has a first rotor 141 and a second rotor 142. The first rotor 141 and the second rotor 142 constitute a contra-rotating propeller. The first rotor 141 and the second rotor 142 rotate in opposite directions but at the same rotational speed. For example, in a top view, the first rotor 141 rotates counterclockwise and the second rotor 142 rotates clockwise. The rotor 14 is a main rotor that rotates mechanically by the driving force of the engine 11.

[0025] The flight device 10 has a sub-rotor 15. The sub-rotor 15 has sub-rotors 151 to 154. The sub-rotor 15 rotates to control the position and attitude of the flight device 10 during flight.

[0026] Sub-rotor 151 is positioned on the left front of the aircraft body 19 and is rotated by motor 211, which will be described later. Sub-rotor 152 is positioned on the left rear of the aircraft body 19 and is rotated by motor 212, which will be described later. Sub-rotor 153 is positioned on the right front of the aircraft body 19 and is rotated by motor 213, which will be described later. Sub-rotor 154 is positioned on the right rear of the aircraft body 19 and is rotated by motor 214, which will be described later.

[0027] Figure 2 is a cross-sectional view showing the flying device 10.

[0028] The flying device 10 has an engine 11 housed inside the fuselage 19, and a rotor 14 positioned above the fuselage 19.

[0029] The engine 11 has a first engine section 111 and a second engine section 112.

[0030] The first engine section 111 includes a first piston 1111, a first crankshaft 1112, and a first connecting rod 1113 that rotatably connects the first piston 1111 and the first crankshaft 1112. The first crankshaft 1112 of the first engine section 111 protrudes upward from the upper surface of the aircraft body 19.

[0031] The second engine section 112 includes a second piston 1121, a second crankshaft 1122, and a second connecting rod 1123 that rotatably connects the second piston 1121 and the second crankshaft 1122. The second crankshaft 1122 of the second engine section 112 protrudes upward from the upper surface of the aircraft body 19.

[0032] The first piston 1111 of the first engine section 111 and the second piston 1121 of the second engine section 41 share the combustion chamber 13. In other words, the first piston 1111 and the second piston 1121 reciprocate within a single cylinder 25 that communicates with each other. Therefore, by having the first piston 1111 and the second piston 1121 stroke simultaneously toward the center, a high expansion ratio of the fuel mixture in the combustion chamber 13 can be achieved while reducing the stroke length.

[0033] Although not shown here, the engine 11 has a volumetric space that communicates with the combustion chamber 13, and a spark plug is located in this volumetric space. The combustion chamber 13 also has an intake port and an exhaust port (not shown here), and a fuel mixture including gasoline is introduced into the combustion chamber 13 from the intake port, and the exhaust gas after combustion is exhausted to the outside from the combustion chamber 13 through the exhaust port.

[0034] The engine 11 with the above configuration operates as follows: First, in the intake stroke, the first piston 1111 and the second piston 1121 move from the center outward inside the cylinder 25, introducing a mixture of fuel and air into the cylinder 25. Next, in the compression stroke, the inertia of the rotating first crankshaft 1112 and the second crankshaft 1122 pushes the first piston 1111 and the second piston 1121 towards the center, compressing the mixture inside the cylinder 25. Next, in the combustion stroke, a spark plug (not shown) ignites in the combustion chamber 13, burning the mixture inside the cylinder 25, which pushes the first piston 1111 and the second piston 1121 to their outer ends, which are at bottom dead center. Subsequently, during the exhaust stroke, the inertia of the rotating first crankshaft 1112 and second crankshaft 1122 pushes the first piston 1111 and second piston 1121 inward, and the post-combustion gases present inside the cylinder 25 are discharged to the outside.

[0035] In engine 11, the stroke can be divided by two reciprocating pistons, a first piston 1111 and a second piston 1121, within a single cylinder 25. Therefore, the compression ratio of the fuel mixture can be increased compared to a conventional gasoline engine. Also, since the first piston 1111 and the second piston 1121 face each other within the cylinder 25, a cylinder head, which is required in a typical engine, is unnecessary, resulting in a simple and lightweight engine 11. Furthermore, each component of engine 11, namely the first piston 1111 and the second piston 1121, the first crankshaft 1112 and the second crankshaft 1122, etc., are arranged symmetrically facing each other and operate in sync. As a result, vibrations generated from each component of engine 11 cancel each other out, reducing the vibrations generated from the engine 11 as a whole to the outside. In addition, almost all of the torque and moment generated by the rotation of each component of engine 11 are also canceled out.

[0036] Therefore, by mounting an engine 11 with this structure on the flight device 10, it is possible to achieve miniaturization, weight reduction, reduced vibration, and reduced counter torque of the flight device 10. In particular, the reduced vibration prevents adverse effects on computational control devices such as attitude control and motor output control, as well as precision equipment such as GPS sensors. Furthermore, it is possible to prevent damage to the cargo transported by the flight device 10 due to vibration.

[0037] Engine 11 is equipped with a reverse synchronous mechanism, which is not shown here. The reverse synchronous mechanism reverses the rotation directions of the first crankshaft 1112 and the second crankshaft 1122. Furthermore, the reverse synchronous mechanism synchronizes the reciprocating motion of the first piston 1111 and the second piston 1121. Therefore, in principle, in engine 11, the rotation directions of the first crankshaft 1112 and the second crankshaft 1122 are opposite. Consequently, each component that is driven by the first crankshaft 1112 and each component that is driven by the second crankshaft 1122 will rotate in opposite directions without the need for a dedicated reversal mechanism. Therefore, as shown in Figure 2, the first rotor 141 and the second rotor 142 will rotate in opposite directions at the same rotational speed without the need for a dedicated reversal mechanism. Furthermore, each of the other components rotated by the first crankshaft 1112 and the second crankshaft 1122 will also rotate in opposite directions at the same rotational speed without the need for a dedicated reversal mechanism.

[0038] The first generator 161 is positioned above the machine body 19 and is rotationally driven by the first crankshaft 1112. Specifically, the first generator 161 has a rotor (not shown), which is non-rotatably connected to the first crankshaft 1112. With this configuration, the rotor built into the first generator 161 rotates together with the first crankshaft 1112, thereby generating electricity and producing electrical energy.

[0039] The configuration of the second generator 162 is the same as that of the first generator 161. Specifically, the second generator 162 is located on the upper side of the machine body 19 and is rotationally driven by the second crankshaft 1122. The second generator 162 has a rotor (not shown), which is connected to the second crankshaft 1122 in a way that prevents rotation. With this configuration, the rotor built into the second generator 162 rotates together with the second crankshaft 1122, thereby generating electricity and producing electrical energy.

[0040] The transmission shaft 12 is a substantially axial member that rotates due to the driving force generated from the engine 11, thereby rotating the rotor 14 mentioned above. The transmission shaft 12 has a first transmission shaft 121 that is rotated by the first engine section 111, and a second transmission shaft 122 that is rotated by the second engine section 112. The transmission shaft 12 has a mechanism for mechanically reversing direction coaxially, as will be described later.

[0041] The first transmission shaft 121 rotates the first rotor 141 by having its upper end connected to the first rotor 141. The first transmission shaft 121 is rotatably mounted on the upper surface of the machine body 19. The vicinity of the lower end of the first transmission shaft 121 is drastically connected to the first crankshaft 1112 via the first drive transmission unit 22, which will be described later. That is, the rotational driving force generated by the first engine unit 111 is transmitted to the first transmission shaft 121 via the first crankshaft 1112 and the first drive transmission unit 22.

[0042] The second transmission shaft 122 rotates the second rotor 142 by having its upper end connected to the second rotor 142. The second rotor 142 is rotatably mounted on the upper surface of the machine body 19. The lower end of the second transmission shaft 122 is drivenly connected to the second crankshaft 1122 via a second drive transmission unit 23, which will be described later. That is, the rotational driving force generated by the second engine unit 112 is transmitted to the second transmission shaft 122 via the second crankshaft 1122 and the second drive transmission unit 23.

[0043] The first transmission shaft 121 has a hollow structure, and the second transmission shaft 122 is located inside the first transmission shaft 121. Specifically, a roughly cylindrical space is formed inside the first transmission shaft 121, and the second transmission shaft 122 penetrates this space. Furthermore, the upper end of the second transmission shaft 122 is located above the upper end of the first transmission shaft 121. Moreover, the lower end of the second transmission shaft 122 is located below the lower end of the first transmission shaft 121. In other words, the first transmission shaft 121 and the second transmission shaft 122 form a coaxial inversion structure.

[0044] The first drive transmission unit 22 transmits the rotational driving force of the first crankshaft 1112 to the first transmission shaft 121. Specifically, the first drive transmission unit 22 includes a first engine-side pulley 221, a first belt 222, and a first transmission shaft-side pulley 223. The first engine-side pulley 221 is connected to the upper end of the first crankshaft 1112 so as not to rotate relative to it. The first transmission shaft-side pulley 223 is connected to the lower end of the first transmission shaft 121 so as not to rotate relative to it. The first belt 222 is stretched between the first engine-side pulley 221 and the first transmission shaft-side pulley 223. With this configuration, when the aircraft 10 is in flight, the first engine unit 111 is operated, causing the first crankshaft 1112 and the first engine-side pulley 221 to rotate. Furthermore, the rotational driving force of the first engine-side pulley 221 is transmitted to the first transmission shaft-side pulley 223 via the first belt 222. This causes the first transmission shaft 121 and the first rotor 141 to rotate.

[0045] The configuration of the second drive transmission unit 23 is the same as that of the first drive transmission unit 22. That is, the second drive transmission unit 23 transmits the rotational driving force of the second crankshaft 1122 to the second transmission shaft 122. Specifically, the second drive transmission unit 23 includes a second engine-side pulley 231, a second belt 232, and a second transmission shaft-side pulley 233. The second engine-side pulley 231 is connected to the upper end of the second crankshaft 1122 so as not to rotate relative to it. The second transmission shaft-side pulley 233 is connected to the middle part of the second transmission shaft 122 so as not to rotate relative to it. The second belt 232 is installed between the second engine-side pulley 231 and the second transmission shaft-side pulley 233. With this configuration, when the aircraft 10 is in flight, the second engine unit 112 is operated, causing the second crankshaft 1122 and the second engine-side pulley 231 to rotate. Furthermore, the rotational driving force of the second engine-side pulley 231 is transmitted to the second transmission shaft-side pulley 233 via the second belt 232. This causes the second transmission shaft 122 and the second rotor 142 to rotate.

[0046] Figure 3 is a block diagram showing the connection configuration of the flying device 10.

[0047] The flight device 10 mainly comprises a calculation control unit 17, an engine 11, a generator 16, a battery 18, a power conversion unit 24, a motor 21, and a sub-rotor 15.

[0048] The arithmetic control unit 17 includes a CPU, ROM, RAM, etc., and controls the behavior of each component of the flight device 10 based on inputs from various sensors and controllers (not shown here). The arithmetic control unit 17 also functions as a flight controller, controlling the rotational speed of each rotor 14 and each sub-rotor 15 based on inputs from various sensors.

[0049] The engine 11 operates based on input signals from the arithmetic control unit 17 and generates kinetic energy for the flight device 10 to fly.

[0050] The generator 16 is a device that generates electricity using a portion of the driving force of the engine 11, and has a first generator 161 and a second generator 162. As described above, the first generator 161 is driven by the first engine section 111 of the engine 11. The second generator 162 is driven by the second engine section 112 of the engine 11.

[0051] The battery 18 is interposed between the generator 16 and the power conversion unit 24. The battery 18 is charged by the generator 16. The power discharged from the battery 18 is supplied to the power conversion unit 24, which will be described later.

[0052] The power conversion unit 24 is provided in accordance with each sub-rotor 15. The power conversion unit 24 can employ a converter and inverter that converts the AC power supplied from the second generator 162 into DC power and then into AC power of a predetermined frequency. Alternatively, the power conversion unit 24 can employ an inverter that converts the DC power supplied from the battery 18 into a predetermined frequency. Specifically, the power conversion unit 24 includes power conversion units 241, 242, 243, and 244.

[0053] The motor 21 is provided in accordance with each sub-rotor 15 and includes motors 211, 212, 213, and 214. Motors 211, 212, 213, and 214 rotate at a predetermined speed by power supplied from power conversion units 241, 242, 243, and 244, respectively.

[0054] As described above, the sub-rotor 15 includes sub-rotors 151, 152, 153, and 154. Sub-rotors 151, 152, 153, and 154 are rotated by motors 211, 212, 213, and 214, respectively.

[0055] The flight modes of the flying device 10 will be briefly described. The flying device 10 operates in landing, takeoff, hovering, ascending / descending, horizontal movement, and emergency flight states.

[0056] In the landing configuration, the aircraft 10 is touching the ground. In this configuration, the engine 11 is not operating, and the rotor 14 does not rotate.

[0057] In the takeoff state, the flight device 10 lifts off the ground and rises, mainly due to the thrust generated by the rotation of the rotor 14.

[0058] In the hovering state, the flight device 10 rotates the rotor 14 using the driving force generated by the engine 11, based on instructions from the calculation control unit 17, and floats the flight device 10 in a predetermined position in the air. At this time, each sub-rotor 15 rotates based on instructions from the calculation control unit 17. The calculation control unit 17 controls each power conversion unit 24 to set the rotation speed of each motor 21 and sub-rotor 15 to a predetermined level so that the flight device 10 can maintain a predetermined altitude and attitude.

[0059] In the ascent / descent state, the flight device 10 is raised or lowered by controlling the rotational speed of the engine 11. At this time as well, the calculation control unit 17 controls each power conversion unit 24 to set the rotational speed of each motor 21 and sub-rotor 15 to a predetermined level so that the flight device 10 can maintain a predetermined altitude and attitude.

[0060] In the horizontal movement state, the arithmetic control unit 17 controls the rotational speed of each motor 21 and sub-rotor 15 by controlling each power conversion unit 24, thereby tilting the flight device 10. At this time as well, the arithmetic control unit 17 controls the drive state of the engine 11 to rotate the rotor 14 at a predetermined speed.

[0061] In an emergency flight state, the calculation control unit 17 forces the flying aircraft 10 to land.

[0062] Figure 4 is a cross-sectional view partially showing the engine 11 of another embodiment of the flying device 10. The engine 11 shown in Figure 4 has a third engine section 113 and a fourth engine section 114 in addition to the first engine section 111 and the second engine section 112. In other words, the engine 11 has four engine sections. The first engine section 111 and the third engine section 113 rotate the aforementioned first rotor 141, and the second engine section 112 and the fourth engine section 114 rotate the aforementioned second rotor 142. Furthermore, the flying device 10 shown in Figure 4 is the same as that shown in Figure 1 except for the configuration of the engine 11.

[0063] The third engine section 113 and the fourth engine section 114 are arranged opposite each other in the left-right direction.

[0064] The third engine section 113 includes a third piston 1131, a third crankshaft 1132, and a third connecting rod 1133 that rotatably connects the third piston 1131 and the third crankshaft 1132. Here, the third crankshaft 1132 of the third engine section 113 is integrally continuous with the first crankshaft 1112 of the first engine section 111.

[0065] The fourth engine section 114 includes a fourth piston 1141, a fourth crankshaft 1142, and a fourth connecting rod 1143 that rotatably connects the fourth piston 1141 and the fourth crankshaft 1142. Here, the fourth crankshaft 1142 of the fourth engine section 114 is integrally continuous with the second crankshaft 1122 of the second engine section 112.

[0066] The third piston 1131 and the fourth piston 1141 reciprocate within the cylinder 26. Furthermore, the third piston 1131 and the fourth piston 1141 share the combustion chamber 20. In this configuration, as described above, the counter torque generated by the operation of the third engine section 113 and the fourth engine section 114 can be almost completely eliminated. Moreover, the third engine section 113 performs the intake, compression, combustion, and exhaust strokes in synchronization with the first engine section 111. Similarly, the fourth engine section 114 performs the intake, compression, combustion, and exhaust strokes in synchronization with the second engine section 112.

[0067] In the flying device 10 shown in Figure 4, the output of the rotor 14 can be increased by using the third engine section 113 and the fourth engine section 114 as power sources in addition to the first engine section 111 and the second engine section 112.

[0068] Figure 5 is a side view showing another form of the flight device 27.

[0069] The aircraft 27 is a fixed-wing propeller aircraft having wings fixed to the fuselage. The aircraft 27 has a rotor 14 at the front of the aircraft. The rotor 14 is rotationally driven by an engine 11 located at the front of the aircraft. The configuration of the components that drive the engine 11 and the rotor 14 is the same as that of the aircraft 10 described above.

[0070] By positioning the engine 11 on the flight device 27, vibrations and torque generated by the operation of the engine 11 can be reduced, thereby improving the stable flight and comfort of the flight device 27.

[0071] Although embodiments of the present invention have been described above, the present invention is not limited thereto, and modifications are possible without departing from the spirit of the invention. Furthermore, the above-described embodiments can be combined with each other.

[0072] Referring to Figure 2, the first drive transmission unit 22 and the second drive transmission unit 23 are shown as examples equipped with belts, but other drive transmission mechanisms can be used. For example, gear trains or the like can be used as the first drive transmission unit 22 and the second drive transmission unit 23.

[0073] Referring to Figure 2, the flight device 10 was a parallel hybrid drone, but the flight device 10 may also be an engine-powered drone having only a rotor 14 and no sub-rotor 15. In this case, the attitude of the flight device 10 during flight can be controlled by controlling the pitch of the rotor 14. [Explanation of symbols]

[0074] 10 Flight equipment 11 Engine 111 First Engine Section 1111 First Piston 1112 First Crankshaft 1113 First Connecting Rod 112 Second Engine Section 1121 Second piston 1122 Second crankshaft 1123 Second Connecting Rod 113 Third Engine Section 1131 Third piston 1132 Third crankshaft 1133 Third Connecting Rod 114. Engine No. 4 1141 Piston No. 4 1142 Fourth crankshaft 1143 Fourth Connecting Rod 12 Transmission shaft 121 First transmission shaft 122 Second transmission shaft 13 Combustion chamber 14 rotors 141 Rotor 1 142 Rotor 2 15 Sub-rotor 151 Sub-rotor 152 Sub-rotor 153 Sub-rotor 154 Sub-rotor 16 Generators 161 Generator No. 1 162 Second Generator 17. Arithmetic Control Unit 18 batteries 19 aircraft 20 Combustion chamber 21 Motor 211 Motor 212 Motor 213 Motor 214 Motor 22 First drive transmission section 221 First engine side pulley 222 Belt 1 223 First transmission shaft side pulley 23 Second drive transmission section 231 Second engine side pulley 232 Belt 2 233 Second transmission shaft side pulley 24 Power Conversion Unit 241 Power Conversion Unit 242 Power Conversion Unit 243 Power Conversion Unit 244 Power Conversion Unit 25 cylinders 26 cylinders 27 Flight equipment

Claims

1. It comprises an engine, a transmission shaft, and a rotor. The engine comprises a first engine section and a second engine section. The transmission shaft comprises a first transmission shaft rotated by the first engine unit and a second transmission shaft rotated by the second engine unit. The rotor comprises a first rotor that rotates on the first transmission shaft and a second rotor that rotates on the second transmission shaft. The first transmission shaft has a hollow structure, The second transmission shaft is located inside the first transmission shaft. The engine is disposed on the side of the transmission shaft, The flight device is characterized in that the first engine section and the second engine section are arranged to face each other with the extension of the transmission shaft in between.

2. The first engine section includes a first piston, a first crankshaft, and a first connecting rod that rotatably connects the first piston and the first crankshaft. The second engine section includes a second piston, a second crankshaft, and a second connecting rod that rotatably connects the second piston and the second crankshaft. The first transmission shaft and the first crankshaft are drivenly connected via the first drive transmission unit. The flight device according to claim 1, characterized in that the second transmission shaft and the second crankshaft are connected in a driving manner via a second drive transmission unit.

3. The engine further comprises a third engine section and a fourth engine section. The first engine section and the third engine section rotate the first rotor, The flying device according to claim 1, characterized in that the second rotor is rotated by the second engine section and the fourth engine section.

4. The flying device according to claim 2, characterized in that the first crankshaft and the second crankshaft rotate in opposite directions.

5. It further comprises a first generator and a second generator, The first generator is driven by the first engine unit, The aircraft according to claim 1, characterized in that the second generator is driven by the second engine unit.

6. It further comprises a sub-rotor, The aircraft according to claim 1, characterized in that the sub-rotor is rotationally driven by a motor.

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