Flight device

Abstract

To provide a flight device which enables effective reduction of vibration and counter torque occurring during flight.SOLUTION: A flight device 10 includes an engine 11, a transmission shaft 12, and a rotor 14. The engine 11 has a first engine part 111 and a second engine part 112. The transmission shaft 12 has: a first transmission shaft 121 which is rotated by the first engine part 111; and a second transmission shaft 122 which is rotated by the second engine part 112. The rotor 14 has: a first rotor 141 which is rotated by the first transmission shaft 121; and a second rotor 142 which is rotated by the second transmission shaft 122. The first transmission shaft 121 has a hollow structure. The second transmission shaft 122 is disposed within the first transmission shaft 121.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a flight device, and more particularly to a flight device in which a rotor is driven by an engine. [Background technology]

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

[0003] Possible fields of application for such flying devices include, for example, transportation, surveying, and photography. When a flying device is applied to such fields, surveying equipment and photography equipment are attached to the flying device. By applying the flying device to such fields, it is possible to fly the flying device into areas that are inaccessible to humans, and transport, photograph, and survey such areas. Inventions related to such flying devices are described, for example, in Patent Document 1 and Patent Document 2.

[0004] In a typical flying device, the rotor rotates using power supplied from a storage battery installed in the flying device. However, because the amount of energy supplied by the storage battery is not always sufficient, flying devices equipped with engines have also emerged to achieve continuous flight over long periods of time. In such flying devices, the driving force of the engine rotates a generator, and the rotor is driven by the power generated by the generator. A flying device with this configuration is also called a series-type drone because the engine and generator are connected in series along the path through which energy is supplied from the power source to the rotor. Using such a flying device for photography and surveying enables wide-area photography and surveying. An example of a flying device equipped with an engine is described in Patent Document 3. Parallel-type hybrid drones, in which the main rotor is mechanically rotated by the driving force of an engine and the sub-rotor is rotated by a motor, are also gradually emerging. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-51545 [Patent Document 2] Japanese Patent Application Laid-Open No. 2014-240242 [Patent Document 3] Japanese Patent Application Laid-Open No. 2011-251678 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the above-mentioned conventional flying devices, there is room for improvement in the drive system mechanism.

[0007] Specifically, drones, which are conventional flying devices, often have multiple motors or engines, but vibrations or counter torques between the engines remain, making it difficult to accurately control the drone's position and attitude in the air.Furthermore, similar problems arise when vibrations or counter torques remain between generators.

[0008] In order to solve this problem, it is possible to consider arranging a gearbox or the like in the drive transmission system, but such a configuration would make the entire drone's configuration more complex and heavy, and would result in a shorter continuous flight time of the drone.

[0009] The counter torque generated by the rotor can be canceled by using a counter-rotating rotor, but in such a case, such problems become more pronounced.

[0010] The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a flying device that can effectively reduce vibrations and counter torque generated during flight. [Means for solving the problem]

[0011] The flight device of the present invention comprises an engine, a transmission shaft, and a rotor, the engine having a first engine section and a second engine section, the transmission shaft having a first transmission shaft rotated by the first engine section and a second transmission shaft rotated by the second engine section, the rotor having a first rotor rotated by the first transmission shaft and a second rotor rotated by the second transmission shaft, the first transmission shaft having a hollow structure, and the second transmission shaft disposed inside the first transmission shaft, The engine is disposed below the transmission shaft, and the first engine section and the second engine section are disposed opposite each other across an extension line of the transmission shaft. It is characterized by the following. [Effects of the Invention]

[0018] The flight device of the present invention comprises an engine, a transmission shaft, and a rotor, the engine having a first engine section and a second engine section, the transmission shaft having a first transmission shaft rotated by the first engine section and a second transmission shaft rotated by the second engine section, the rotor having a first rotor rotated by the first transmission shaft and a second rotor rotated by the second transmission shaft, the first transmission shaft having a hollow structure, and the second transmission shaft disposed inside the first transmission shaft, The engine is disposed below the transmission shaft, and the first engine section and the second engine section are disposed opposite each other across an extension line of the transmission shaft. According to the flight device of the present invention, the engine has a first engine section and a second engine section, so that the vibrations and torque generated by each engine section are canceled out. This reduces vibrations and the like generated by the engine during flight, and stabilizes the position and attitude during flight. [Brief explanation of the drawings]

[0025] [Figure 1] 1 is a plan view showing a flying device according to an embodiment of the present invention; [Figure 2] 1 is a cross-sectional view showing a flying device according to an embodiment of the present invention. [Figure 3] 1 is a block diagram showing a connection configuration of a flying device according to an embodiment of the present invention. [Figure 4] FIG. 10 is a cross-sectional view partially showing a flight device according to another embodiment of the present invention. [Figure 5]FIG. 10 is a side view showing a flight device according to another embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0026] The configuration of the flight device of this embodiment will be described below with reference to the drawings. In the following description, parts with the same configuration will be assigned the same reference numerals, and repeated explanations will be omitted. Note that although the following description uses the terms up, down, front, back, left, and right, these directions are used for the sake of convenience. The flight device 10 is also called a drone, and more specifically, a parallel hybrid drone. A parallel hybrid drone is a drone that has a rotor mechanically driven by an engine and a rotor driven by a motor.

[0027] FIG. 1 is a plan view of the flight device 10 as seen from above.

[0028] 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 parallel drive systems: an electric drive system and a mechanical drive system. The electric drive system is a drive system that rotates the motor 21 and sub-rotor 15, which will be described later. The mechanical drive system is a drive system that rotates the rotor 14, which will be described later.

[0029] The airframe 19 is the main body that supports each device that constitutes the flight device 10, and is made of synthetic resin, metal, or a composite material of these.

[0030] The rotor 14 generates a driving force for floating the airframe 19 by rotating. The rotor 14 has a first rotor 141 and a second rotor 142. The first rotor 141 and the second rotor 142 form a contra-rotating propeller. The first rotor 141 and the second rotor 142 rotate in opposite directions but at the same rotation 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.

[0031] 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.

[0032] Sub-rotor 151 is disposed on the front left side of airframe 19 and rotated by motor 211, which will be described later. Sub-rotor 152 is disposed on the rear left side of airframe 19 and rotated by motor 212, which will be described later. Sub-rotor 153 is disposed on the front right side of airframe 19 and rotated by motor 213, which will be described later. Sub-rotor 154 is disposed on the rear right side of airframe 19 and rotated by motor 214, which will be described later.

[0033] FIG. 2 is a cross-sectional view of the flight device 10.

[0034] The flight device 10 has an engine 11 housed inside a body 19 and a rotor 14 disposed above the body 19.

[0035] The engine 11 has a first engine section 111 and a second engine section 112 .

[0036] The first engine section 111 has 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 top surface of the airframe 19.

[0037] The second engine section 112 has 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 top surface of the airframe 19.

[0038] 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 inside a single communicating cylinder 25. Therefore, the first piston 1111 and the second piston 1121 simultaneously stroke toward the center, thereby reducing the stroke amount and achieving a high expansion ratio of the mixed gas in the combustion chamber 13.

[0039] Although not shown here, the engine 11 has a volume space formed therein that communicates with the combustion chamber 13, and a spark plug is disposed in this volume space. The combustion chamber 13 also has an intake port and an exhaust port, not shown here, so that an air-fuel mixture containing a fuel such as gasoline is introduced into the combustion chamber 13 from the intake port, and the exhaust gas after combustion is discharged from the combustion chamber 13 to the outside via the exhaust port.

[0040] The engine 11 configured as described above operates as follows. First, during the intake stroke, the first piston 1111 and the second piston 1121 move from the center toward the outside inside the cylinder 25, introducing a mixture of fuel and air into the cylinder 25. Next, during the compression stroke, the inertia of the rotating first crankshaft 1112 and second crankshaft 1122 pushes the first piston 1111 and the second piston 1121 toward the center, compressing the mixture inside the cylinder 25. Next, during the combustion stroke, an ignition 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 the outer end, which is the bottom dead center. Then, 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 burned gases present inside the cylinder 25 are expelled to the outside.

[0041] In engine 11, the stroke can be divided between two pistons, a first piston 1111 and a second piston 1121, which reciprocate within a single cylinder 25. This allows for a higher compression ratio of the mixed gas compared to a conventional gasoline engine. Furthermore, because first piston 1111 and second piston 1121 face each other within cylinder 25, the cylinder head required in a conventional engine is unnecessary, resulting in a simpler and lighter engine 11. Furthermore, the components constituting engine 11, i.e., first piston 1111 and second piston 1121, first crankshaft 1112 and second crankshaft 1122, etc., are symmetrically arranged opposite each other and operate synchronously. This cancels out vibrations generated by the individual components of engine 11, thereby reducing external vibrations generated by engine 11 as a whole. Furthermore, torques and moments generated by the rotation of the individual components constituting engine 11 are almost entirely canceled out.

[0042] Therefore, by installing an engine 11 with such a structure in the flight device 10, it is possible to achieve a smaller, lighter flight device 10, lower vibration, and reduced counter torque. In particular, the reduced vibration can prevent adverse effects on precision equipment such as arithmetic and control devices for attitude control and motor output control, and GPS sensors. It can also prevent damage to delivery packages transported by the flight device 10 due to vibration.

[0043] The engine 11 is equipped with a reverse synchronization mechanism (not shown). The reverse synchronization mechanism reverses the rotational directions of the first crankshaft 1112 and the second crankshaft 1122. Furthermore, the reverse synchronization mechanism synchronizes the reciprocating motion of the first piston 1111 and the second piston 1121. Therefore, in principle, the rotational directions of the first crankshaft 1112 and the second crankshaft 1122 are reversed in the engine 11. Therefore, the components drivingly connected to the first crankshaft 1112 and the components drivingly connected to the second crankshaft 1122 rotate in opposite directions without the need for a dedicated reverse rotation mechanism. Therefore, the first rotor 141 and the second rotor 142 shown in FIG. 2 rotate in opposite directions at the same rotational speed without the need for a dedicated reverse rotation mechanism. Furthermore, the other members that are rotationally driven by the first crankshaft 1112 and the second crankshaft 1122 also rotate in opposite directions at the same rotation speed without the need for a dedicated reversing mechanism.

[0044] The first generator 161 is disposed above the airframe 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 by the first generator 161 and producing electrical energy.

[0045] The second generator 162 has a configuration similar to that of the first generator 161. Specifically, the second generator 162 is disposed above the airframe 19, and is rotationally driven by the second crankshaft 1122. The second generator 162 has a rotor (not shown), and this rotor is connected to the second crankshaft 1122 so as not to be rotatable. With this configuration, the rotor built into the second generator 162 rotates together with the second crankshaft 1122, thereby generating electricity by the second generator 162 and generating electrical energy.

[0046] The transmission shaft 12 is a substantially shaft-shaped member that rotates due to the driving force generated by the engine 11, thereby rotating the rotor 14. 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. As will be described later, the transmission shaft 12 has a mechanism that mechanically rotates coaxially in the opposite directions.

[0047] The first transmission shaft 121 has an upper end connected to the first rotor 141, thereby rotating the first rotor 141. The first transmission shaft 121 is rotatably disposed on the upper surface of the aircraft body 19. The vicinity of the lower end of the first transmission shaft 121 is drivingly connected to the first crankshaft 1112 via the first drive transmission part 22, which will be described later. That is, the rotational driving force generated by the first engine part 111 is transmitted to the first transmission shaft 121 via the first crankshaft 1112 and the first drive transmission part 22.

[0048] The second transmission shaft 122 has an upper end connected to the second rotor 142, thereby rotating the second rotor 142. The second rotor 142 is rotatably disposed on the upper surface of the airframe 19. The vicinity of the lower end of the second transmission shaft 122 is drivingly connected to the second crankshaft 1122 via the second drive transmission part 23, which will be described later. That is, the rotational driving force generated by the second engine part 112 is transmitted to the second transmission shaft 122 via the second crankshaft 1122 and the second drive transmission part 23.

[0049] The first transmission shaft 121 has a hollow structure, and the second transmission shaft 122 is disposed inside the first transmission shaft 121. Specifically, a substantially cylindrical space is formed inside the first transmission shaft 121, and the second transmission shaft 122 passes through this space. The upper end of the second transmission shaft 122 is disposed above the upper end of the first transmission shaft 121. The lower end of the second transmission shaft 122 is disposed 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 coaxially inverted structure.

[0050] The first drive transmission unit 22 transmits the rotational drive force of the first crankshaft 1112 to the first transmission shaft 121. Specifically, the first drive transmission unit 22 has 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 to be non-rotatable relative to the first crankshaft 1112. The first transmission shaft-side pulley 223 is connected to the lower end of the first transmission shaft 121 so as to be non-rotatable relative to the first crankshaft 1112. The first belt 222 is installed between the first engine-side pulley 221 and the first transmission shaft-side pulley 223. With this configuration, when the flight device 10 is flying, 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.

[0051] The second drive transmission unit 23 has the same configuration as the first drive transmission unit 22. That is, the second drive transmission unit 23 transmits the rotational drive force of the second crankshaft 1122 to the second transmission shaft 122. Specifically, the second drive transmission unit 23 has 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 the second engine-side pulley 231. The second transmission shaft-side pulley 233 is connected to an intermediate portion of the second transmission shaft 122 so as not to rotate relative to the second engine-side pulley 231. 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 flight device 10 is flying, 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.

[0052] FIG. 3 is a block diagram showing the connection configuration of the flight device 10.

[0053] The flight device 10 mainly includes an arithmetic and 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.

[0054] The arithmetic and control unit 17 has a CPU, ROM, RAM, etc., and controls the behavior of each device that makes up the flight device 10 based on inputs from various sensors and controllers (not shown here). The arithmetic and control unit 17 also functions as a flight controller that controls the rotation speed of each rotor 14 and each sub-rotor 15 based on inputs from various sensors.

[0055] The engine 11 operates based on an input signal from the arithmetic and control unit 17, and generates kinetic energy for the flight device 10 to fly.

[0056] The generator 16 is a device that generates electric power using part of the driving force of the engine 11, and includes 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.

[0057] 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.

[0058] The power conversion units 24 are provided corresponding to the individual sub-rotors 15. As the power conversion units 24, a converter and an inverter that convert AC power supplied from the second generator 162 into DC power and then converts it into AC power of a predetermined frequency can be used. Also, as the power conversion units 24, an inverter that converts DC power supplied from the battery 18 into a predetermined frequency can be used. Specifically, the power conversion units 24 include a power conversion unit 241, a power conversion unit 242, a power conversion unit 243, and a power conversion unit 244.

[0059] The motors 21 are provided corresponding to the individual sub-rotors 15 and include a motor 211, a motor 212, a motor 213, and a motor 214. The motors 211, 212, 213, and 214 rotate at a predetermined speed by power supplied from a power conversion unit 241, a power conversion unit 242, a power conversion unit 243, and a power conversion unit 244, respectively.

[0060] As described above, the sub-rotor 15 has sub-rotor 151, sub-rotor 152, sub-rotor 153, and sub-rotor 154. The sub-rotor 151, sub-rotor 152, sub-rotor 153, and sub-rotor 154 are rotated by motor 211, motor 212, motor 213, and motor 214, respectively.

[0061] A brief description will be given of the flight modes of the flight device 10. The flight device 10 operates in landing mode, takeoff mode, hovering mode, ascending / descending mode, horizontal movement mode, and emergency flight mode.

[0062] In the landing state, the flight device 10 is on the ground. In this state, the engine 11 is not running and the rotor 14 is not rotating.

[0063] In takeoff, the flight device 10 lifts off the ground primarily due to the thrust generated by the rotation of the rotor 14 .

[0064] 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 and control unit 17, causing the flight device 10 to float at a predetermined position in the air. At this time, each sub-rotor 15 rotates based on instructions from the calculation and control unit 17. The calculation and control unit 17 controls each power conversion unit 24 to maintain the predetermined rotational speed of each motor 21 and sub-rotor 15 so that the flight device 10 can maintain a predetermined altitude and attitude.

[0065] In the ascent / descent state, the flight device 10 ascends or descends by controlling the rotation speed of the engine 11. In this case, the calculation and control unit 17 controls each power conversion unit 24 to maintain the rotation speed of each motor 21 and sub-rotor 15 at a predetermined value so that the flight device 10 can maintain a predetermined altitude and attitude.

[0066] In the horizontal movement state, the arithmetic and control unit 17 controls each power conversion unit 24 to control the rotation speed of each motor 21 and the sub-rotor 15, thereby tilting the flight device 10. In this case, the arithmetic and control unit 17 also controls the driving state of the engine 11 to rotate the rotor 14 at a predetermined speed.

[0067] In an emergency flight state, the arithmetic and control unit 17 forces the flying device 10 to land.

[0068] FIG. 4 is a cross-sectional view partially illustrating the engine 11 of a flight device 10 according to another embodiment. The engine 11 shown in FIG. 4 has a third engine section 113 and a fourth engine section 114 in addition to a first engine section 111 and a second engine section 112. That is, the engine 11 has four engine sections. The first engine section 111 and the third engine section 113 rotate the first rotor 141, and the second engine section 112 and the fourth engine section 114 rotate the second rotor 142. The flight device 10 shown in FIG. 4 is similar to that shown in FIG. 1 except for the configuration of the engine 11.

[0069] The third engine section 113 and the fourth engine section 114 are disposed opposite to each other in the left-right direction.

[0070] The third engine section 113 has 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.

[0071] The fourth engine section 114 has 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.

[0072] The third piston 1131 and the fourth piston 1141 reciprocate inside the cylinder 26. The third piston 1131 and the fourth piston 1141 share the combustion chamber 20. As described above, this configuration also makes it possible to almost completely eliminate the counter torque generated by the operation of the third engine section 113 and the fourth engine section 114. Furthermore, the third engine section 113 performs each of the intake, compression, combustion, and exhaust strokes in synchronization with the first engine section 111. Furthermore, the fourth engine section 114 performs each of the intake, compression, combustion, and exhaust strokes in synchronization with the second engine section 112.

[0073] In the flight device 10 shown in Figure 4, in addition to the first engine section 111 and the second engine section 112, the third engine section 113 and the fourth engine section 114 are also used as power sources, thereby improving the output of the rotor 14.

[0074] FIG. 5 is a side view showing a flight device 27 according to another embodiment.

[0075] Flight device 27 is a fixed-wing propeller aircraft with wings fixed to a fuselage. Flight device 27 has rotor 14 at the tip of the aircraft. Rotor 14 is driven to rotate by engine 11 located at the front end of the aircraft. The configuration of the components that drive engine 11 and rotor 14 is the same as that of flight device 10 described above.

[0076] By arranging the engine 11 in the flight device 27, the vibrations and torque generated by the operation of the engine 11 can be reduced, and the flight stability and comfort of the flight device 27 can be improved.

[0077] Although the embodiments of the present invention have been described above, the present invention is not limited to these and can be modified within the scope of the present invention. In addition, the above-described embodiments can be combined with each other.

[0078] 2, the first drive transmission unit 22 and the second drive transmission unit 23 are illustrated as being equipped with belts, but other drive transmission mechanisms may be employed. For example, gear trains or the like may be employed as the first drive transmission unit 22 and the second drive transmission unit 23.

[0079] 2, the flight device 10 is a parallel hybrid drone, but the flight device 10 may also be an engine-powered drone that has only the rotor 14 and does not have the 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. The invention that can be understood from the above-described embodiment will be described below together with its effects. The flight device of the present invention comprises 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, and the second transmission shaft is disposed inside the first transmission shaft. According to the flight device of the present invention, since the engine has a first engine section and a second engine section, vibrations and torque generated by each engine section are canceled out. This reduces vibrations and the like generated by the engine during flight, allowing for stable position and attitude during flight. In addition, the flight device of the present invention is characterized in that the first engine unit and the second engine unit are arranged to face each other. According to the flight device of the present invention, by arranging the first engine unit and the second engine unit to face each other, the effect of canceling out vibrations, torque, etc. can be further increased. In addition, in the flight device of the present invention, the first engine section has a first piston, a first crankshaft, and a first connecting rod rotatably connecting the first piston and the first crankshaft, and the second engine section has a second piston, a second crankshaft, and a second connecting rod rotatably connecting the second piston and the second crankshaft, the first transmission shaft and the first crankshaft are drivingly connected via a first drive transmission section, and the second transmission shaft and the second crankshaft are drivingly connected via a second drive transmission section. According to the flight device of the present invention, by arranging each part of the first engine section and the second engine section facing each other, it is possible to extremely reduce vibrations and the like generated by operation of the first engine section and the second engine section. In addition, in the flight device of the present invention, the engine further includes a third engine unit and a fourth engine unit, and the first rotor is rotated by the first engine unit and the third engine unit, and the second rotor is rotated by the second engine unit and the fourth engine unit. According to the flight device of the present invention, in addition to the third engine unit and the fourth engine unit, the third engine unit and the fourth engine unit are also used as power sources, thereby making it possible to improve rotor output. In addition, the flight device of the present invention is characterized in that the first crankshaft and the second crankshaft rotate in opposite directions, which offsets the moment generated by the rotation of the rotor and further improves stability during flight. The flying device of the present invention further comprises a first generator and a second generator, the first generator being driven by the first engine, and the second generator being driven by the second engine. According to the flying device of the present invention, electric energy for flight can be obtained by driving the first generator and the second generator. The flight device of the present invention further includes a sub-rotor, which is rotationally driven by a motor. The sub-rotor allows for more effective control of the flight position and attitude during flight. [Explanation of symbols]

[0080] 10 Flight equipment 11 Engine 111 First Engine Section 1111 First piston 1112 No. 1 crankshaft 1113 First connecting rod 112 Second Engine Section 1121 Second piston 1122 No. 2 crankshaft 1123 Second connecting rod 113 3rd Engine Section 1131 Third piston 1132 Third crankshaft 1133 Third connecting rod 114 4th Engine Section 1141 4th piston 1142 No. 4 crankshaft 1143 4th connecting rod 12 Transmission shaft 121 First transmission shaft 122 Second transmission shaft 13 Combustion chamber 14 rotors 141 First Rotor 142 Second Rotor 15 Sub rotor 151 Subrotor 152 Subrotor 153 Subrotor 154 Subrotor 16. Generator 161 First Generator 162 Second Generator 17 Calculation control unit 18 Battery 19 aircraft 20 Combustion chamber 21 Motor 211 Motor 212 Motor 213 Motor 214 Motor 22 First drive transmission section 221 No. 1 engine side pulley 222 First Belt 223 First transmission shaft side pulley 23 Second drive transmission section 231 No. 2 engine side pulley 232 Second Belt 233 Second transmission shaft side pulley 24 Power conversion section 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. The engine includes an engine, a transmission shaft, and a rotor. the engine has a first engine section and a second engine section, the transmission shaft includes a first transmission shaft rotated by the first engine section and a second transmission shaft rotated by the second engine section, the rotor includes a first rotor that is rotated by the first transmission shaft and a second rotor that is 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 below the transmission shaft, A flying device characterized in that the first engine unit and the second engine unit are arranged to face each other across an extension line of the transmission shaft.

2. the first engine portion 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 drivingly connected via a first power transmission part, 2. The flight device according to claim 1, wherein the second transmission shaft and the second crankshaft are drivingly connected via a second power transmission part.

3. The engine further includes a third engine section and a fourth engine section, the first rotor is rotated by the first engine section and the third engine section, 2. The flight device according to claim 1, wherein the second rotor is rotated by the second engine section and the fourth engine section.

4. 3. The flight device according to claim 2, wherein the first crankshaft and the second crankshaft rotate in opposite directions.

5. further comprising a first generator and a second generator; the first generator is driven by the first engine section, 2. The flight device according to claim 1, wherein the second generator is driven by the second engine unit.

6. a sub-rotor; 2. The flight device according to claim 1, wherein the sub-rotor is rotationally driven by a motor.

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