Flying device

Abstract

To provide an aircraft capable of absorbing the difference in load between the main rotor and the sub rotor. 【Solution means】The fuselage 11 of the aircraft 10 is configured to accommodate the engine 12 and the generator 13. The engine 12 generates power for rotationally driving the main rotor 15 and the sub rotor 16. The generator 13 is driven by the engine 12 to generate electric power for rotationally driving the motor 14. The motor 14 is rotationally driven by the electric power supplied from the generator 13. The main rotor 15 mechanically rotates by the rotational driving force of the engine 12 to generate a thrust for floating the fuselage 11. The sub rotor 16 rotates by the motor 14 to adjust the attitude of the fuselage 11 in the air. The power conversion unit 18 is configured to change the output of the generator 13 or the thrust of the main rotor 15.

Description

Technical Field

[0001] The present invention relates to a flying device, and more particularly to a so-called parallel hybrid type flying device that drives a main rotor by an engine and rotates a sub rotor by a motor.

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 rotors rotating 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 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-described rotors rotate 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, flying devices equipped with engines have also appeared in order to achieve continuous flight over a long period of time. In such a flying device, the engine drives the generator to rotate, and the power generated by the generator rotates the rotors. Since the engine and the generator are connected in series in the path through which energy is supplied from the power source to the rotors, such a flying device is also referred to as a series type drone. 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 hybrid drone that drives a main rotor and a sub rotor in parallel by the driving force generated from an engine has also appeared.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in the conventional flying devices described above, there was room for improvement in the mechanism of the drive system.

[0007] Specifically, a parallel hybrid drone has a mechanical drive system that mechanically rotates the main rotor by the driving force of an engine, and an electric drive system that rotates the sub-rotor with a motor by power generation by the engine. Here, a large difference may occur between the load of the mechanical drive system and the load of the electric drive system. For example, when the main rotor is rotated at high speed to increase the load in order to rapidly ascend the flying device, the output from the engine increases, and the output from the generator driven by the engine also increases. On the other hand, if there is no variation in the load required for the sub-rotor, excessive power will be supplied from the generator to the motor that rotates the sub-rotor. Although it is possible to cope with the case where surplus power is generated by providing a secondary battery for storing the surplus power or a power consumption circuit for consuming the surplus power, there was a risk of incurring high costs by equipping these devices.

[0008] The present invention has been made in view of the above circumstances, and an object thereof is to provide a flying device capable of absorbing the difference in load between the main rotor and the sub-rotor.

Means for Solving the Problems

[0009] The flying device of the present invention includes a fuselage, an engine, a generator, a motor, a main rotor, a sub-rotor, a power transmission unit, and a power conversion unit. An arithmetic control unit, It is characterized in that the fuselage is configured to accommodate the engine and the generator, the engine generates power for rotationally driving the main rotor and the sub-rotor, the generator generates electric power for rotationally driving the motor by being driven by the engine, the motor is rotationally driven by the electric power supplied from the generator, the main rotor generates thrust for floating the fuselage by mechanically rotating by the rotational driving force of the engine, the sub-rotor adjusts the attitude of the fuselage in the air by rotating by the motor. The arithmetic control unit, according to the relative load considering the first load acting on the sub-rotor and the second load acting on the main rotor, The power conversion unit by is configured to change the output of the generator or the thrust of the main rotor.

Advantages of the Invention

[0018] According to the flying device of the present invention, it is possible to provide a flying device that can absorb the difference in load between the main rotor and the sub-rotor.

Brief Description of the Drawings

[0027]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments for Carrying Out the Invention

[0028] Hereinafter, the configuration of the aircraft 10 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 each of these directions is for convenience of explanation. Also, the aircraft 10 is also referred to as a drone.

[0029] FIG. 1 is a top view showing the aircraft 10. Here, the first direction D1 is the direction in which the aircraft 10 moves forward or backward. The second direction D2 is a direction orthogonal to the first direction D1. Also, the first direction D1 is the front-rear direction of the fuselage 11, and the second direction D2 is the left-right direction of the fuselage 11. Also, the left side is one side in the width direction, and the right side is the other side in the width direction.

[0030] The aircraft 10 includes a fuselage 11, an engine 12, a generator 13, a motor 14, a main rotor 15, a sub-rotor 16, a power transmission unit 17, and a power conversion unit 18. The aircraft 10 is a parallel hybrid drone having a mechanical drive system and an electric drive system. The mechanical drive system is a drive system for rotating the main rotor 15 described later. The electric drive system is a drive system for rotating the motor 14 and the sub-rotor 16 described later.

[0031] The fuselage 11 is configured to accommodate the engine 12 and the generator 13. The fuselage 11 is a main body that supports each device constituting the aircraft 10, and is made of synthetic resin, metal, or a composite material thereof.

[0032] The engine 12 is configured to generate power for rotationally driving the main rotor 15 and the sub-rotor 16. The engine 12 mechanically rotates the main rotor 15 via the power transmission unit 23. The main rotors 151 and 152 and the engine 12 are drivingly connected by the power transmission unit 23 and the like, which will be described later. Further, as will be described later with reference to FIG. 3, the engine 12 has a first engine unit 40 and a second engine unit 41.

[0033] The generator 13 generates electric power for rotationally driving the motor 14 by being driven by the engine 12. The generator 13 has a generator 131 and a generator 132. The power of the engine 12 is transmitted to the generator 131 via the first power transmission unit 171 and the first transmission 1811. The power is transmitted from the engine 12 to the generator 132 via the first power transmission unit 172 and the first transmission 1812.

[0034] The motor 14 is rotationally driven by the electric power supplied from the generator 13 and is configured to rotate the sub-rotor 16. The motor 14 has motors 141, 142, 143, and 144. The motor 141 rotates the sub-rotor 161. The motor 142 rotates the sub-rotor 162. The motor 143 rotates the sub-rotor 163. The motor 144 rotates the sub-rotor 164.

[0035] The main rotor 15 mechanically rotates by the rotational driving force of the engine 12 to generate thrust for floating the airframe 11. The main rotor 15 has a main rotor 151 and a main rotor 152. The main rotor 151 is disposed on the left side of the airframe 11, and the main rotor 152 is disposed on the right side of the airframe 11. The main rotor 151 rotates by the power transmitted via the second power transmission unit 231, which will be described later. The main rotor 152 is rotated by the power transmitted via the second power transmission unit 232, which will be described later. The main rotor 151 and the main rotor 152 rotate in opposite rotational directions and at the same rotational speed.

[0036] The sub-rotor 16 is configured to adjust the attitude of the aircraft body 11 in the air by rotating by means of the motor 14. The sub-rotor 16 has sub-rotors 161, 162, 163 and 164. The sub-rotor 161 is disposed in the front left of the aircraft body 11 and is connected to the aircraft body 11 via a sub-frame 221 which is a part of the sub-frame 22, and rotates by means of the motor 141. The sub-rotor 162 is disposed in the rear left of the aircraft body 11 and is connected to the aircraft body 11 via the sub-frame 222, and rotates by means of the motor 142. The sub-rotor 163 is disposed in the front right of the aircraft body 11 and is connected to the aircraft body 11 via the sub-frame 223, and rotates by means of the motor 143. The sub-rotor 164 is disposed in the rear right of the aircraft body 11 and is connected to the aircraft body 11 via the sub-frame 224, and rotates by means of the motor 144.

[0037] The power transmission unit 23 is configured to transmit power from the engine 12 to the main rotor 15. The power transmission unit 23 has a second power transmission unit 231 connected to a first crankshaft 42 described later and a second power transmission unit 232 connected to a second crankshaft 45 described later.

[0038] The second power transmission unit 231 is, for example, a steel bar. The end of the second power transmission unit 231 on the side of the aircraft body 11 is connected to the drive shaft of the engine 12, and the outer end of the second power transmission unit 231 is connected to a gear 241. The gear 241 is, for example, a bevel gear and converts the transmitted rotational force into a rotational force around a vertical axis. The main rotor 151 rotates by virtue of such a rotational force. The second power transmission unit 231 is housed in a main frame 211 which is a part of the main frame 21. The main frame 211 is a support member connecting the engine 12 and the main rotor 151.

[0039] The schematic configuration of the second power transmission unit 232 is substantially the same as that of the second power transmission unit 231. The end of the second power transmission unit 232 on the side of the airframe 11 is connected to the drive shaft of the engine 12, and the outer end of the second power transmission unit 232 is connected to the gear 242. The configuration of the gear 242 is the same as that of the gear 241. The second power transmission unit 232 is housed in the main frame 212. The main frame 212 is a support member that connects the engine 12 and the main rotor 152.

[0040] The power transmission unit 17 is configured to transmit power from the engine 12 to the generator 13. The power transmission unit 17 includes a first power transmission unit 171 and a first power transmission unit 172.

[0041] The first power transmission unit 171 is configured to transmit power from the engine 12 to the generator 131. A first transmission 1811 is interposed in the middle of the first power transmission unit 171. Such a configuration will be described later with reference to FIG. 2.

[0042] The first power transmission unit 172 is configured to transmit power from the engine 12 to the generator 132. A first transmission 1812 is interposed in the middle of the first power transmission unit 172. Such a configuration will be described later with reference to FIG. 2.

[0043] The power conversion unit 18 is configured to change the output of the generator 13 or the thrust of the main rotor 15. Here, the power conversion unit 18 changes the output of the generator 13 or the thrust of the main rotor 15 according to the load. Specific examples of the power conversion unit 18 are the first power conversion unit 181 shown in FIG. 2, the second power conversion unit 182 shown in FIG. 4, the variable pitch mechanism 183 shown in FIG. 6, and the first power conversion unit 181 and the second power conversion unit 182 shown in FIG. 8.

[0044] FIG. 2 is a top view showing the configuration and arrangement of the first power conversion unit 181 and the like in the engine 12 of the flying device 10.

[0045] The engine 12 has a first engine section 40 and a second engine section 41. The first engine section 40 and the second engine section 41 are arranged opposite to each other, the first engine section 40 is arranged at the left rear, and the second engine section 41 is arranged at the right front.

[0046] The first engine section 40 has a reciprocating first piston 43, a first crankshaft 42 that converts the reciprocating motion of the first piston 43 into a rotational motion, and a first connecting rod 44 that rotatably connects the first piston 43 and the first crankshaft 42.

[0047] The second engine section 41 has a reciprocating second piston 46, a second crankshaft 45 that converts the reciprocating motion of the second piston 46 into a rotational motion, and a second connecting rod 47 that rotatably connects the second piston 46 and the second crankshaft 45.

[0048] The first piston 43 of the first engine section 40 and the second piston 46 of the second engine section 41 share a combustion chamber 48. In other words, the first piston 43 and the second piston 46 reciprocate inside a single cylinder that communicates. Therefore, when the first engine section 40 and the first piston 43 stroke simultaneously toward the center, it is possible to take a high expansion ratio of the air-fuel mixture in the combustion chamber 48 while reducing the stroke amount.

[0049] Although not shown here, a volume space communicating with the combustion chamber 48 is formed in the engine 12, and a spark plug is arranged in this volume space. Further, an intake port and an exhaust port (not shown here) are formed in the combustion chamber 48, and an air-fuel mixture containing fuel such as gasoline is introduced into the combustion chamber 48 from the intake port, and the exhaust gas after combustion is exhausted from the combustion chamber 48 to the outside via the exhaust port.

[0050] In addition, the first crankshaft 42 and the second crankshaft 45 are mechanically connected to their respective mechanisms arranged on the side of the aircraft 10. Specifically, the first crankshaft 42 is led out to the left side of the engine 12, connected to the second power transmission unit 231, and thus mechanically connected to the main rotor 151 shown in FIG. 1. Also, the second crankshaft 45 is led out to the right side of the engine 12, connected to the second power transmission unit 232, and thus mechanically connected to the main rotor 152.

[0051] In addition, the first crankshaft 42 is also led out to the right side of the engine 12 and continuous with the first power transmission unit 171. The first power transmission unit 171 is connected to the generator 131. With such a configuration, the generator 131 is rotationally driven by the engine 12.

[0052] Furthermore, the second crankshaft 45 is also led out to the left side of the engine 12 and continuous with the first power transmission unit 172. The first power transmission unit 172 is connected to the generator 132. With such a configuration, the generator 132 is rotationally driven by the engine 12.

[0053] Here, the operation of the engine 12 shown in FIG. 2 will be described. The engine 12 configured as described above operates as follows. First, in the intake stroke, the first piston 43 and the second piston 46 move outward from the central part inside the cylinder 49, thereby introducing an air-fuel mixture, which is a mixture of fuel and air, into the cylinder 49. Next, in the compression stroke, due to the inertia of the rotating first crankshaft 42 and second crankshaft 45, the first piston 43 and the second piston 46 are pushed toward the central part, and the air-fuel mixture is compressed inside the cylinder 49. Next, in the combustion stroke, an ignition plug (not shown) ignites in the combustion chamber 48, so that the air-fuel mixture burns inside the cylinder 49, and thereby the first piston 43 and the second piston 46 are pushed to the outer end, which is the bottom dead center. Thereafter, in the exhaust stroke, due to the inertia of the rotating first crankshaft 42 and second crankshaft 45, the first piston 43 and the second piston 46 are pushed inward, and the post-combustion gas present inside the cylinder 49 is discharged to the outside. By repeating the above-described intake stroke, compression stroke, combustion stroke, and exhaust stroke, the first crankshaft 42 and the second crankshaft 45 can be rotated at a predetermined rotational speed.

[0054] In the engine 12, two first pistons 43 and a second piston 46 that reciprocate inside a single cylinder 49 can divide the stroke. Therefore, the compression ratio of the air-fuel mixture can be increased compared to a normal gasoline engine. Also, since the first piston 43 and the second piston 46 face each other inside the cylinder 49, a cylinder head required in a general engine becomes unnecessary, and the configuration of the engine 12 is simple and lightweight. Further, each member constituting the engine 12, that is, the first piston 43, the second piston 46, the first crankshaft 42, the second crankshaft 45, etc. are arranged to face each other and operate so as to face each other. From this, vibrations generated from each member of the engine 12 are canceled out, and vibrations generated from the entire engine 12 to the outside can be reduced. Therefore, by mounting the engine 12 having such a structure on the flying device 10, miniaturization, weight reduction, and vibration reduction of the flying device 10 can be achieved. In particular, due to vibration reduction, adverse effects on precision devices such as arithmetic control devices for attitude control, motor output control, etc. and GPS sensors can be prevented. Also, it is possible to prevent the delivery load transported by the flying device 10 from being damaged by vibration.

[0055] Also, the engine 12 is provided with a reverse synchronization mechanism (not shown here). The reverse synchronization mechanism makes the rotation directions of the first crankshaft 42 and the second crankshaft 45 opposite. Further, the reverse synchronization mechanism synchronizes the reciprocating motions of the first piston 43 and the second piston 46. Therefore, in the engine 12, in principle, the rotation directions of the first crankshaft 42 and the second crankshaft 45 are opposite. Therefore, the main rotor 151 and the main rotor 152 shown in FIG. 1 rotate in the reverse direction at the same rotational speed without providing a dedicated reverse mechanism.

[0056] As described above, the flying device 10 has a power conversion unit 18. When the relative loads of the main rotor 15 and the sub-rotor 16 fluctuate during the flight of the flying device 10, the power conversion unit 18 absorbs the fluctuations to stably rotate the main rotor 15 and the sub-rotor 16, thereby stabilizing the flight state of the flying device 10 and achieving energy savings. Here, the power conversion unit 18 includes a first power conversion unit 181.

[0057] The first transmission 1811 is interposed in an intermediate portion of the first power transmission unit 171 and changes the rotational speed of the first power transmission unit 171. The first transmission 1811 is a general transmission, for example, a CVT (Continuously Variable Transmission). The first transmission 1811 changes the rotational speed of the first power transmission unit 171 in an intermediate portion of the first power transmission unit 171 based on an instruction from an arithmetic control unit 20 described later. Specifically, it increases or decreases the speed of the portion of the first power transmission unit 171 that rotates the generator 131.

[0058] The configuration of the first transmission 1812 is substantially the same as that of the first transmission 1811. Specifically, the first transmission 1812 is interposed in an intermediate portion of the first power transmission unit 172 and changes the rotational speed of the first power transmission unit 172. The first transmission 1812 changes the rotational speed of the first power transmission unit 172 in an intermediate portion of the first power transmission unit 172 based on an instruction from the arithmetic control unit 20 described later. Specifically, it increases or decreases the speed of the portion of the first power transmission unit 172 that rotates the generator 132.

[0059] Here, the load in this embodiment will be described. In this embodiment, the power transmission unit 17 is operated according to the load of the main rotor 15 or the sub-rotor 16. Here, the load refers to the magnitude of the supplied energy with respect to the required thrust for the main rotor 15 or the generator 13.

[0060] Regarding the main rotor 15, when the rotational driving force supplied from the engine 12 is substantially equal to the thrust required to float the flying device 10 in the air, it can be determined that the load is balanced. Also, regarding the main rotor 15, when the rotational driving force supplied from the engine 12 is excessive with respect to the thrust required to float the flying device 10 in the air, it can be determined that the load is too large. On the other hand, regarding the main rotor 15, when the rotational driving force supplied from the engine 12 is too small with respect to the thrust required to float the flying device 10 in the air, it can be determined that the load is too small.

[0061] Regarding the generator 13, when the power supplied from the engine 12 is substantially equal to the thrust required to adjust the position and attitude of the flying device 10 by the sub-rotor 16, it can be determined that the load is balanced. Also, regarding the generator 13, when the power supplied from the engine 12 is excessive with respect to the required power, it can be determined that the load is too large. On the other hand, regarding the generator 13, when the power supplied from the engine 12 is too small with respect to the required power, it can be determined that the load is too small.

[0062] The amount of load varies according to the flight situation of the flying device 10. For example, when the flying device 10 ascends to take off from the installation surface, the main rotor 15 rotates at a high speed, so the rotational speed of the engine 12 increases. On the other hand, during the ascent of the flying device 10, a large rotational speed is not required for the sub-rotor 16. In this case, as the output of the engine 12 increases, the load on the main rotor 15 is appropriate. On the other hand, the load on the sub-rotor 16, that is, the load on the generator 13, becomes excessive.

[0063] In this embodiment, according to the variation of the load, the power conversion unit 18 changes the output of the generator 13 or the thrust of the main rotor 15. Thereby, the imbalance of the output with respect to the change in the load of the main rotor 15 and the sub-rotor 16 can be corrected.

[0064] Here, as the power conversion unit 18, a first power conversion unit 181 is adopted. The first power conversion unit 181 includes a first speed changer 1811 that changes the rotational speed of the generator 131 by the first power transmission unit 171, and a first speed changer 1812 that changes the rotation of the generator 132 by the first power transmission unit 172.

[0065] As described above, for example, when the flight device 10 ascends, the thrust of the main rotor 15 becomes large, and the output from the engine 12 to the generator 13 may be excessive when the sub-rotor 16 rotates at a suitable speed. In such a case, the second load, which is the load on the generator 13 of the engine 12, is excessive. That is, the relative load of the second load acting on the sub-rotor 16 with respect to the first load acting on the main rotor 15 becomes large. In such a case, the first speed changer 1811 decelerates the rotational speed of the first power transmission unit 171 that rotates the generator 131. At the same time, the first speed changer 1812 decelerates the rotational speed of the first power transmission unit 172 that rotates the generator 132. By doing so, the overload state of the generator 13 can be corrected, and by adjusting the rotational speed of each sub-rotor 16 during ascent, the attitude of the flight device 10 during ascent can be suitably controlled.

[0066] Conversely, when the flight device 10 descends for landing or when the flight device 10 is flown in strong winds, the sub-rotor 16 rotates at a high speed, and the relative load of the second load acting on the sub-rotor 16 with respect to the first load acting on the main rotor 15 becomes small. That is, the second load becomes large with respect to the first load. In such a case, the first speed changer 1811 increases the rotational speed of the first power transmission unit 171 that rotates the generator 131. At the same time, the first speed changer 1812 increases the rotational speed of the first power transmission unit 172 that rotates the generator 132. By doing so, the low-load state of the generator 13 can be corrected, and by adjusting the rotational speed of each sub-rotor 16 during descent, etc., the attitude of the flight device 10 during descent can be controlled.

[0067] FIG. 3 is a diagram showing the flight device 10 and is a block diagram showing the connection configuration of each part.

[0068] The flying device 10 includes an arithmetic control unit 20, an engine 12, a generator 13, a battery 26, a power conversion unit 25, a motor 14, a sub-rotor 16, a main rotor 15, a first power conversion unit 181, etc.

[0069] The arithmetic control unit 20 has a CPU, a ROM, a RAM, etc., and controls the behavior of each device constituting the flying device 10 based on inputs from various sensors and controllers (not shown here). Further, the arithmetic control unit 20 is also a flight controller that controls the rotational speeds of each main rotor 15 and each sub-rotor 16 based on inputs from various sensors.

[0070] The engine 12 operates based on an input signal from the arithmetic control unit 20 and generates energy for the flying device 10 to fly.

[0071] The generator 13 is a device that generates electric power using a part of the driving force of the engine 12, and includes a generator 131 and a generator 132. The generator 131 is driven by the first engine unit 40 of the engine 12. The generator 132 is driven by the second engine unit 41 of the engine 12.

[0072] The battery 26 is interposed between the generator 13 and the power conversion unit 25. The battery 26 is charged by the generator 13. The electric power discharged from the battery 26 is supplied to the power conversion unit 25 described later.

[0073] The power conversion unit 25 is provided corresponding to each sub-rotor 16. The power conversion unit 25 is an ESC (Electronic Speed Controller). As the power conversion unit 25, a converter and an inverter that convert the AC power supplied from the generator 132 into AC power of a predetermined frequency after once converting it into DC power can be adopted. Also, as the power conversion unit 25, an inverter that converts the DC power supplied from the battery 26 into a predetermined frequency can be adopted. Specifically, the power conversion unit 25 includes a power conversion unit 251, a power conversion unit 252, a power conversion unit 253, and a power conversion unit 254.

[0074] The motor 14 is provided corresponding to each sub-rotor 16 and includes a motor 141, a motor 142, a motor 143, and a motor 144. The motor 141, the motor 142, the motor 143, and the motor 144 rotate at a predetermined speed by the power supplied from the power conversion unit 251, the power conversion unit 252, the power conversion unit 253, and the power conversion unit 254, respectively.

[0075] As described above, the sub-rotor 16 includes a sub-rotor 161, a sub-rotor 162, a sub-rotor 163, and a sub-rotor 164. The sub-rotor 161, the sub-rotor 162, the sub-rotor 163, and the sub-rotor 164 are rotated by the motor 141, the motor 142, the motor 143, and the motor 144, respectively.

[0076] Here, the operation of the flying device 10 will be briefly described. The flying device 10 operates in a hovering state, a lifting and lowering state, or a horizontal movement state.

[0077] In the hovering state, the flying device 10 rotates the main rotor 15 by the driving force generated from the engine 12 based on an instruction from the arithmetic control unit 20, and floats the flying device 10 at a predetermined position in the air. At this time, each sub-rotor 16 is rotating based on an instruction from the arithmetic control unit 20. The arithmetic control unit 20 controls each power conversion unit 25 so that the flying device 10 can maintain a predetermined altitude and attitude, and sets the rotation speeds of the respective motors 14 and sub-rotors 16 to predetermined values. At this time, the rotation speed of the main rotor 15 is made substantially constant.

[0078] In the ascending / descending state, the flying device 10 is raised or lowered by controlling the rotation speed of the engine 12. Also at this time, the arithmetic control unit 20 controls each power conversion unit 25 so that the flying device 10 can maintain a predetermined altitude and attitude, and sets the rotation speeds of the respective motors 14 and sub-rotors 16 to predetermined values. At this time, when the flying device 10 is raised, the rotation speed of the main rotor 15 is made higher than that in the hovering state. When the flying device 10 is lowered, the rotation speed of the main rotor 15 is made lower than that in the hovering state.

[0079] In the horizontal movement state, the arithmetic control unit 20 controls each power conversion unit 25 to control the rotation speeds of the respective motors 14 and sub-rotors 16, thereby tilting the flying device 10. Also at this time, the arithmetic control unit 20 controls the driving state of the engine 12 to rotate the main rotor 15 at a predetermined speed. At this time, the rotation speed of the main rotor 15 may be the same as that in the hovering state.

[0080] The first power conversion unit 181 includes a first transmission 1811 and a first transmission 1812. Referring to FIG. 2, based on an instruction from the arithmetic control unit 20, the first transmission 1811 and the first transmission 1812 adjust the rotational speed of the first power transmission unit 171 or the first power transmission unit 172 according to the magnitude of the load acting on the generators 131 and 132. For example, if the loads on the generators 131 and 132 are excessive, based on an instruction from the arithmetic control unit 20, the first transmission 1811 and the first transmission 1812 rotate the first power transmission unit 171 and the first power transmission unit 172 at a low speed. On the other hand, if the loads on the generators 131 and 132 are too small, based on an instruction from the arithmetic control unit 20, the first transmission 1811 and the first transmission 1812 rotate the first power transmission unit 171 and the first power transmission unit 172 at a high speed.

[0081] Referring to FIGS. 4 and 5, the configuration and operation of the flying device 10 according to another embodiment will be described. FIG. 4 is a top view showing the configuration of the flying device 10 according to another embodiment, and FIG. 5 is a block diagram showing the connection configuration of the flying device 10 according to another embodiment.

[0082] The basic configuration of the flying device 10 shown in FIG. 4 is the same as that shown in FIG. 1. In the flying device 10 shown in FIG. 4, as the power conversion unit 18, it has a second power conversion unit 182. The second power conversion unit 182 is a second power conversion unit interposed in the second power transmission unit 232. As the second power conversion unit 182, similar to the first power conversion unit 181, a CVT or the like can be adopted. The second power conversion unit 182 includes a second transmission 1821 and a second transmission 1822.

[0083] The second transmission 1821 is a transmission interposed in the middle part of the second power transmission unit 231. The rotational speed of the second power transmission unit 231 can be adjusted by the second transmission 1821. Thereby, the rotational speed of the main rotor 151 can be adjusted.

[0084] The second transmission 1822 is a transmission interposed in the middle of the second power transmission unit 232. The rotation speed of the second power transmission unit 232 can be adjusted by the second transmission 1822. Thereby, the rotation speed of the main rotor 152 can be adjusted.

[0085] FIG. 5 is a block diagram showing the connection configuration of the flying device 10 according to another form. The connection configuration of the flying device 10 shown in FIG. 5 is the same as that shown in FIG. 3, except that it has the second transmission 1821 and the second transmission 1822.

[0086] Based on an instruction from the arithmetic control unit 20, the second transmission 1821 and the second transmission 1822 adjust the rotation speed of the second power transmission unit 231 or the second power transmission unit 232 according to the magnitude of the load acting on the main rotor 151 and the main rotor 152.

[0087] For example, in the case of strong winds or the like, when the sub-rotor 16 is to be rotated at a high speed and the generator 13 is rotationally driven at a high speed, causing the engine 12 to operate at a high speed, if the loads on the main rotor 151 and the main rotor 152 are excessive, based on an instruction from the arithmetic control unit 20, the second transmission 1821 and the second transmission 1822 rotate the second power transmission unit 231 and the second power transmission unit 232 at a low speed. Thereby, the main rotor 151 and the main rotor 152 are rotated at a low speed.

[0088] On the other hand, when the attitude of the flying device 10 in the air is stable during hovering or the like, the sub-rotor 16 rotates at a low speed, and the generator 13 is rotationally driven at a low speed, if the loads on the main rotor 151 and the main rotor 152 are too small, based on an instruction from the arithmetic control unit 20, the second transmission 1821 and the second transmission 1822 rotate the second power transmission unit 231 and the second power transmission unit 232 at a high speed. Thereby, the main rotor 151 and the main rotor 152 are rotated at a high speed.

[0089] The second speed changers 1821 and 1822 adjust the rotational speeds of the second power transmission units 231 and 232, thereby enabling the main rotors 151 and 152 to rotate at optimal rotational speeds.

[0090] With reference to FIGS. 6 and 7, the configuration and operation of the flying device 10 according to another embodiment will be described. FIG. 6 is a top view showing the configuration of the flying device 10 according to another embodiment, and FIG. 7 is a block diagram showing the connection configuration of the flying device 10 according to another embodiment.

[0091] The basic configuration of the flying device 10 shown in FIG. 6 is the same as that shown in FIG. 1. In the flying device 10 shown in FIG. 6, as the power conversion unit 18, it has a variable pitch mechanism 183. The variable pitch mechanism 183 is a power conversion unit 18 interposed in the main rotor 15. The variable pitch mechanism 183 has a first variable pitch mechanism 1831 and a second variable pitch mechanism 1832.

[0092] The first variable pitch mechanism 1831 is a mechanism provided in the main rotor 151. By the first variable pitch mechanism 1831, the angle of each blade constituting the main rotor 151 with respect to the horizontal plane or the rotation plane of the main rotor 15 can be changed. By changing the blade angle of the main rotor 151 by the first variable pitch mechanism 1831, the thrust generated from the main rotor 151 can be changed. That is, by bringing the blade angle closer to vertical, the thrust generated from the main rotor 151 can be increased. Conversely, by bringing the blade angle closer to horizontal, the thrust generated from the main rotor 151 can be decreased.

[0093] The second variable pitch mechanism 1832 is a mechanism provided in the main rotor 152. With the second variable pitch mechanism 1832, the angle of each blade constituting the main rotor 152 can be changed. The mechanism of the second variable pitch mechanism 1832 is the same as that of the first variable pitch mechanism 1831. Based on an instruction from the arithmetic control unit 20, by changing the angle of the blades of the main rotor 152 with the second variable pitch mechanism 1832, the thrust generated from the main rotor 152 can be appropriately changed, similar to the main rotor 151.

[0094] FIG. 7 is a block diagram showing the connection configuration of the flying device 10 according to another form. The connection configuration of the flying device 10 shown in FIG. 7 is the same as that shown in FIG. 3, except that it has the first variable pitch mechanism 1831 and the second variable pitch mechanism 1832.

[0095] The first variable pitch mechanism 1831 and the second variable pitch mechanism 1832 adjust the angle of each blade according to the magnitude of the load acting on the main rotor 151 and the main rotor 152 based on an instruction from the arithmetic control unit 20.

[0096] For example, in the case of strong winds or the like, when the generator 13 rotates at a high speed to rotate the sub-rotor 16 at a high speed, if the loads on the main rotor 151 and the main rotor 152 are excessive, based on an instruction from the arithmetic control unit 20, the first variable pitch mechanism 1831 and the second speed change mechanism 1822 reduce the angles of the main rotor 151 and the main rotor 152. Thereby, the thrust generated by the rotation of the main rotor 151 and the main rotor 152 is reduced.

[0097] On the other hand, when hovering or the like, if the load on the main rotors 151 and 152 is too small because the generator 13 rotates at a low speed to rotate the sub-rotor 16 at a low speed, based on an instruction from the arithmetic control unit 20, the first variable pitch mechanism 1831 and the second transmission 1822 increase the angles of the main rotors 151 and 152. Thereby, the thrust generated by the rotation of the main rotors 151 and 152 is increased.

[0098] The first variable pitch mechanism 1831 and the second transmission 1822 adjust the angles of the blades of the main rotors 151 and 152, whereby the thrust generated by the rotation of the main rotors 151 and 152 can be suitably adjusted.

[0099] With reference to FIGS. 8 and 9, the configuration and operation of the flying device 10 according to another embodiment will be described. FIG. 8 is a top view showing the configuration of the flying device 10 according to another embodiment, and FIG. 9 is a block diagram showing the connection configuration of the flying device 10 according to another embodiment.

[0100] The basic configuration of the flying device 10 shown in FIG. 8 is the same as that shown in FIG. 1. In the flying device 10 shown in FIG. 8, as the power conversion unit 18, it has a first power conversion unit 181 and a second power conversion unit 182. The first power conversion unit 181 is interposed in the power transmission unit 17. The second power conversion unit 182 is interposed in the power transmission unit 23. As the first power conversion unit 181 and the second power conversion unit 182, a CVT or the like can be adopted as described above. The first power conversion unit 181 has a first transmission 1811 and a first transmission 1812. The second power conversion unit 182 has a second transmission 1821 and a second transmission 1822.

[0101] The first transmission 1811 is interposed in the middle part of the first power transmission unit 171 and changes the rotational speed of the first power transmission unit 171. Based on an instruction from the arithmetic control unit 20 described later, the first transmission 1811 changes the rotational speed of the first power transmission unit 171 in the middle part of the first power transmission unit 171. Specifically, it increases or decreases the speed of the part of the first power transmission unit 171 that rotates the generator 131.

[0102] The configuration of the first transmission 1812 is substantially the same as that of the first transmission 1811. Specifically, the first transmission 1812 is interposed in the middle part of the first power transmission unit 172 and changes the rotational speed of the first power transmission unit 172. Based on an instruction from the arithmetic control unit 20 described later, the first transmission 1812 changes the rotational speed of the first power transmission unit 172 in the middle part of the first power transmission unit 172. Specifically, it increases or decreases the speed of the part of the first power transmission unit 172 that rotates the generator 132.

[0103] The second transmission 1821 is a transmission interposed in the middle part of the second power transmission unit 231. The rotational speed of the second power transmission unit 231 can be adjusted by the second transmission 1821. Thereby, the rotational speed of the main rotor 151 can be adjusted.

[0104] The second transmission 1822 is a transmission interposed in the middle part of the second power transmission unit 232. The rotational speed of the second power transmission unit 232 can be adjusted by the second transmission 1822. Thereby, the rotational speed of the main rotor 152 can be adjusted.

[0105] FIG. 9 is a block diagram showing the connection configuration of the flying device 10 according to another embodiment. The connection configuration of the flying device 10 shown in FIG. 9 is the same as that shown in FIG. 3, except that it has the first transmission 1811, the first transmission 1812, the second transmission 1821, and the second transmission 1822.

[0106] The first speed changers 1811 and 1812 and the second speed changers 1821 and 1822 adjust the rotational speeds of the main rotors 151 and 152, the generators 131 and 132 according to the magnitude of the load acting on the main rotors 151 and 152 based on instructions from the arithmetic control unit 20.

[0107] For example, in the case of strong winds or the like, when the generator 13 is rotationally driven at high speed to rotate the sub-rotor 16 at high speed, if the loads on the main rotors 151 and 152 are excessive, based on instructions from the arithmetic control unit 20, the second speed changers 1821 and 1822 rotate the second power transmission units 231 and 232 at low speed, thereby rotating the main rotors 151 and 152 at low speed. Also, based on instructions from the arithmetic control unit 20, the first speed changers 1811 and 1812 rotate the first power transmission units 171 and 172 at high speed, thereby increasing the outputs of the generators 131 and 132 and rotating the sub-rotors 161 to 164 at high speed.

[0108] On the other hand, when the attitude of the flying device 10 in the air is stable during hovering or the like, and the sub-rotor 16 rotates at low speed and the generator 13 is rotationally driven at low speed, if the loads on the main rotors 151 and 152 are too small, the arithmetic control unit 20 controls the first power conversion unit 181 and the second power conversion unit 182 as follows. That is, based on instructions from the arithmetic control unit 20, the second speed changers 1821 and 1822 rotate the second power transmission units 231 and 232 at high speed, thereby rotating the main rotors 151 and 152 at high speed. Also, based on instructions from the arithmetic control unit 20, the first speed changers 1811 and 1812 rotate the first power transmission units 171 and 172 at low speed, thereby reducing the outputs of the generators 131 and 132 and rotating the sub-rotors 161 to 164 at low speed.

[0109] As described above, the rotation of the sub-rotor 161 and the main rotor 151 can be suitably adjusted by the first power conversion unit 181 and the second power conversion unit 182.

[0110] As described above, embodiments of the present invention have been described. However, the present invention is not limited thereto, and modifications can be made without departing from the gist of the present invention. Also, the above-described respective embodiments can be combined with each other.

[0111] For example, the variable pitch mechanism 183 shown in FIG. 6 can also be combined with the first power conversion unit 181 shown in FIG. 1 or the second power conversion unit 182 shown in FIG. 4. The invention understood from the above-described embodiments will be described below together with its effects. The flying device according to an embodiment of the present invention includes an airframe, an engine, a generator, a motor, a main rotor, a sub-rotor, a power transmission unit, and a power conversion unit. The airframe is configured to accommodate the engine and the generator. The engine generates power for rotationally driving the main rotor and the sub-rotor. The generator generates electric power for rotationally driving the motor by being driven by the engine. The motor is rotationally driven by the electric power supplied from the generator. The main rotor generates a thrust for floating the airframe by mechanically rotating by the rotational driving force of the engine. The sub-rotor rotates by the motor to adjust the attitude of the airframe in the air. The power conversion unit is configured to change the output of the generator or the thrust of the main rotor. According to the flying device of the present invention, by changing the output of the generator or the thrust of the main rotor, it is possible to correct the output imbalance with respect to the change in load. Further, the flying device according to an embodiment of the present invention further includes a first power transmission unit that transmits power from the engine to the generator. The power conversion unit has a first power conversion unit that changes the output of the generator. The first power conversion unit is a first transmission that is interposed in the first power transmission unit and can adjust the rotational speed of the generator. According to the flying device of the present invention, the first power conversion unit can change the output from the engine to the generator according to the change in load. Therefore, the power generation amount in the generator and the rotational speed of the motor can be optimized. Further, in the flying device according to the embodiment of the present invention, it further includes a second power transmission unit that transmits power from the engine to the main rotor. The power conversion unit has a second power conversion unit that changes the thrust of the main rotor, and the second power conversion unit is disposed in the second power transmission unit or the main rotor. According to the flying device of the present invention, the thrust generated from the main rotor can be changed by the second power conversion unit according to the change in load. Further, in the flying device according to the embodiment of the present invention, the second power conversion unit is a second speed changer interposed in the second power transmission unit. According to the flying device of the present invention, the thrust generated from the main rotor can be changed by changing the rotational speed of the main rotor by the second speed changer. Further, in the flying device according to the embodiment of the present invention, the second power conversion unit is a variable pitch mechanism of the main rotor. According to the flying device of the present invention, the thrust generated from the main rotor can be changed by changing the pitch of the main rotor. Further, in the flying device according to the embodiment of the present invention, it further includes an arithmetic control unit, and the arithmetic control unit operates the power conversion unit according to the load acting on the main rotor or the sub-rotor. According to the flying device of the present invention, the operation of the power conversion unit can be controlled by the arithmetic control unit. Further, in the flying device according to the embodiment of the present invention, it further includes a first power transmission unit that transmits power from the engine to the generator, and an arithmetic control unit. The power conversion unit has a first power conversion unit that changes the output of the generator, and the arithmetic control unit controls the first power conversion unit according to the magnitude of the first load acting on the sub-rotor. According to the flying device of the present invention, the rotation of the sub-rotor can be optimized by controlling the first power conversion unit according to the first load by the arithmetic control unit. In addition, the flying device according to the embodiment of the present invention further includes a second power transmission unit that transmits power from the engine to the main rotor, and an arithmetic control unit. The power conversion unit has a second power conversion unit that changes the thrust of the main rotor. The arithmetic control unit is characterized by controlling the second power conversion unit according to the magnitude of the second load acting on the main rotor. According to the flying device of the present invention, by controlling the second power conversion unit according to the second load by the arithmetic control unit, the rotation of the main rotor can be optimized. In addition, the flying device according to the embodiment of the present invention further includes a first power transmission unit that transmits power from the engine to the generator, a second power transmission unit that transmits power from the engine to the main rotor, and an arithmetic control unit. The power conversion unit has a first power conversion unit that changes the output of the generator and a second power conversion unit that changes the thrust of the main rotor. The arithmetic control unit is characterized by controlling the first power conversion unit and the second power conversion unit according to the relative load considering the first load acting on the sub-rotor and the second load acting on the main rotor. According to the flying device of the present invention, by controlling the first power conversion unit and the second power conversion unit according to the relative load, the sub-rotor and the main rotor can be efficiently rotated.

Explanation of Reference Numerals

[0112] 10 Aircraft 11 Airframe 12 Engine 13 Generator 131 Generator 132 Generator 14 Motor 141 Motor 142 Motor 143 Motor 144 Motor 15 Main Rotor 151 Main Rotor 152 Main Rotor 16 Sub-Rotor 161 Sub-Rotor 162 Sub-Rotor 163 Sub-rotor 164 Sub-rotor 17 Power transmission section 171 First power transmission section 172 First power transmission section 18 Power conversion section 181 First power conversion section 1811 First transmission 1812 First transmission 182 Second power conversion section 1821 Second transmission 1822 Second transmission 183 Variable pitch mechanism 1831 First variable pitch mechanism 1832 Second variable pitch mechanism 20 Arithmetic control section 21 Main frame 211 Main frame 212 Main frame 22 Sub-frame 221 Sub-frame 222 Sub-frame 223 Sub-frame 224 Sub-frame 23 Power transmission section 231 Second power transmission section 232 Second power transmission section 241 Gear 242 Gear 25 Power conversion section 251 Power conversion section 252 Power conversion section 253 Power conversion section 254 Power conversion section 26 Battery 40 First engine section 41 Second engine section 42 First crankshaft 43 First piston 44 First connecting rod 45 Second crankshaft 46 Second piston 47 Second connecting rod 48 Combustion chamber 49 Cylinder D1 First direction D2 Second direction

Claims

1. The aircraft includes an airframe, an engine, a generator, a motor, a main rotor, a sub-rotor, a power transmission unit, a power conversion unit, and a calculation control unit, the airframe is configured to house the engine and the generator; the engine generates power for rotating the main rotor and the sub-rotor; the generator is driven by the engine to generate electric power for rotating the motor; the motor is rotationally driven by the electric power supplied from the generator, the main rotor is mechanically rotated by the rotational driving force of the engine to generate thrust for lifting the aircraft; The sub-rotor is rotated by the motor to adjust the attitude of the airframe in the air; the calculation and control unit is configured to change the output of the generator or the thrust of the main rotor by the power conversion unit in accordance with a relative load taking into account a first load acting on the sub-rotor and a second load acting on the main rotor.

2. a first power transmission unit that transmits power from the engine to the generator, the power conversion unit has a first power conversion unit that changes an output of the generator, 2. The flight device according to claim 1, wherein the first power conversion unit is a first transmission that is interposed in the first power transmission unit and is capable of adjusting a rotation speed of the generator.

3. a second power transmission unit that transmits power from the engine to the main rotor, the power conversion unit has a second power conversion unit that changes the thrust of the main rotor, 2. The flight device according to claim 1, wherein the second power conversion unit is disposed in the second power transmission unit or the main rotor.

4. 4. The flight device according to claim 3, wherein the second power conversion unit is a second transmission disposed in the second power transmission unit.

5. 4. The flight device according to claim 3, wherein the second power conversion unit is a variable pitch mechanism of the main rotor.

6. 2. The flight device according to claim 1, wherein the arithmetic and control unit operates the power conversion unit in response to a load acting on the main rotor or the sub-rotor.

7. a first power transmission unit that transmits power from the engine to the generator; the power conversion unit has a first power conversion unit that changes an output of the generator, 2. The flight device according to claim 1, wherein the arithmetic and control unit controls the first power conversion unit in accordance with a magnitude of a first load acting on the sub-rotor.

8. a second power transmission unit that transmits power from the engine to the main rotor; the power conversion unit has a second power conversion unit that changes the thrust of the main rotor, 2. The flight device according to claim 1, wherein the arithmetic and control unit controls the second power conversion unit in accordance with a magnitude of a second load acting on the main rotor.

9. a first power transmission unit that transmits power from the engine to the generator; a second power transmission unit that transmits power from the engine to the main rotor; the power conversion unit includes a first power conversion unit that changes an output of the generator and a second power conversion unit that changes a thrust of the main rotor, 2. The flight device according to claim 1, wherein the arithmetic and control unit controls the first power conversion unit and the second power conversion unit in accordance with the relative load taking into account a first load acting on the sub-rotor and a second load acting on the main rotor.

Images