Flight device

Abstract

To provide a flight device capable of guaranteeing safety even when inconvenience occurs to a power connection / disconnection part.SOLUTION: A rotor side power transmission part 26 of a flight device 10 has: a first rotor side power transmission part 261; and a second rotor side power transmission part 262. The power connection / disconnection part 27 transmits power according to a condition and has a first power connection / disconnection part 271 and a second power connection / disconnection part 272. The first power connection / disconnection part 271 is disposed between the first engine side power transmission part 251 and the first rotor side power transmission part 261. The second power connection / disconnection part 272 is disposed between a second engine side power transmission part 252 and the second rotor side power transmission part 262. An operation control part 31 changes a flight mode when the degree to which the first power connection / disconnection part 271 transmits power and the degree to which the second power connection / disconnection part 272 transmits power are apart for a prescribed amount or more.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

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

[0003] Examples of 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 in 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 an engine have also emerged in order to achieve continuous flight over a long period of time. In such a flying device, the driving force of the engine rotates a generator, and the power generated by the generator rotationally drives the rotors. A flying device having such a configuration is also referred to as a series-type drone because the engine and the generator are connected in series in the path through which energy is supplied from the power source to the rotors. By performing photography or surveying using such a flying device, it is possible to perform wide-range photography or surveying. A flying device equipped with an engine is described in, for example, Patent Document 3. In addition, a parallel-type hybrid drone that mechanically rotates a main rotor by the driving force of an engine and rotates a sub-rotor by a motor is also gradually emerging.

Prior Art Documents

Patent Documents

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

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

[0007] Specifically, as mentioned above, in engine-driven drones, a power disconnection mechanism such as a clutch is placed between the engine and the rotor. This power disconnection mechanism is, for example, a centrifugal clutch, which does not connect the engine and rotor when the engine speed is low, and connects the engine and rotor when the engine speed increases.

[0008] However, due to tolerances in the machining precision of the power disconnection parts, there are individual differences in the timing and rotational speed at which power disconnection occurs. The magnitude of these individual differences posed a problem in that it negatively affected the operation of the flight device. For example, when a drone takes off, if only the left rotor rotates and the right rotor does not rotate, it becomes difficult to control the attitude of the drone during takeoff.

[0009] This invention has been made in view of the above circumstances, and its purpose is to provide an aircraft that can ensure safety even if a malfunction occurs in the power disconnection section. [Means for solving the problem]

[0011] Furthermore, the flight device of the present invention comprises an airframe, a main rotor, an engine, an engine-side power transmission unit, a rotor-side power transmission unit, a power disconnection unit, and a calculation control unit, wherein the main rotor generates a driving force for the airframe to float by rotating, and has a first main rotor and a second main rotor, the engine generates power for the first main rotor and the second main rotor to rotate, the engine-side power transmission unit rotates by the power of the engine, and has a first engine-side power transmission unit and a second engine-side power transmission unit, and the rotor-side power transmission unit is drivenly connected to the first main rotor. The aircraft has a first rotor-side power transmission unit and a second rotor-side power transmission unit that is drastically connected to the second main rotor, and the power disconnection unit transmits the power according to the conditions, and has a first power disconnection unit and a second power disconnection unit, the first power disconnection unit being disposed between the first engine-side power transmission unit and the first rotor-side power transmission unit, and the second power disconnection unit being disposed between the second engine-side power transmission unit and the second rotor-side power transmission unit, and the calculation control unit changes the flight mode when the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power deviate by a certain amount or more.

[0012] Furthermore, the flight device of the present invention further comprises a first rotational speed measuring unit for measuring the rotational speed of the first rotor-side power transmission unit and a second rotational speed measuring unit for measuring the rotational speed of the second rotor-side power transmission unit, and the calculation control unit is characterized in that if the rotational speed of the first rotor-side power transmission unit measured by the first rotational speed measuring unit and the rotational speed of the second rotor-side power transmission unit measured by the second rotational speed measuring unit deviate by a certain amount or more, the flight mode is changed.

[0013] Furthermore, in the flight device of the present invention, the calculation control unit is characterized in that it stops the engine when changing the flight mode in the landing state.

[0014] Furthermore, in the flight device of the present invention, the calculation control unit is characterized in that, when changing the flight mode during flight, it uses the driving force of the engine to land.

[0015] Furthermore, the flight device of the present invention further comprises a sub-rotor and a motor for rotating the sub-rotor, and the calculation control unit, when changing the flight mode during flight, stops the engine and rotates the sub-rotor with the motor to land.

[0016] Furthermore, in the flight device of the present invention, the calculation control unit is characterized in that, when taking off from a landing state, if the difference between the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power is greater than a first set value, the flight is aborted.

[0017] Furthermore, in the flight device of the present invention, the calculation control unit is characterized in that, during flight, if the difference between the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power is greater than a second set value, the unit will land while operating the engine.

[0018] Furthermore, in the flight device of the present invention, the calculation control unit is characterized in that, during flight, if the difference between the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power is greater than a third set value, the unit will land with the engine stopped.

[0019] Furthermore, in the flight device of the present invention, the calculation control unit changes the flight mode when the absolute value of the difference between the rotational speed of the first rotor-side power transmission unit and the rotational speed of the second rotor-side power transmission unit exceeds a certain value. [Effects of the Invention]

[0021] Furthermore, the flight device of the present invention comprises an airframe, a main rotor, an engine, an engine-side power transmission unit, a rotor-side power transmission unit, a power disconnection unit, and a calculation control unit, wherein the main rotor generates a driving force for the airframe to float by rotating, and has a first main rotor and a second main rotor, the engine generates power for the first main rotor and the second main rotor to rotate, the engine-side power transmission unit rotates by the power of the engine, and has a first engine-side power transmission unit and a second engine-side power transmission unit, and the rotor-side power transmission unit is drivenly connected to the first main rotor. The aircraft has a first rotor-side power transmission unit and a second rotor-side power transmission unit that is drastically connected to the second main rotor, and the power disconnection unit transmits power according to the conditions, and has a first power disconnection unit and a second power disconnection unit, the first power disconnection unit is disposed between the first engine-side power transmission unit and the first rotor-side power transmission unit, and the second power disconnection unit is disposed between the second engine-side power transmission unit and the second rotor-side power transmission unit, and the calculation control unit changes the flight mode when the degree to which the first power disconnection unit transmits power and the degree to which the second power disconnection unit transmits power deviate by a certain amount or more.Therefore, according to the aircraft of the present invention, the aircraft can be flown more safely by changing the flight mode when the degree to which the first power disconnection unit transmits power and the degree to which the second power disconnection unit transmits power deviate by a certain amount or more.

[0022] Further, in the flying device of the present invention, a first rotational speed measurement unit that measures the rotational speed of the first rotor side power transmission unit, and a second rotational speed measurement unit that measures the rotational speed of the second rotor side power transmission unit are further provided, and when the rotational speed of the first rotor side power transmission unit measured by the first rotational speed measurement unit and the rotational speed of the second rotor side power transmission unit measured by the second rotational speed measurement unit deviate from each other by a certain amount or more, the flying mode is changed. Therefore, according to the flying device of the present invention, when the rotational speed of the first rotor side power transmission unit and the rotational speed of the second rotor side power transmission unit deviate from each other by a certain amount or more, by changing the flying mode, the flying device can be made to fly more safely.

[0023] Further, in the flying device of the present invention, when the operation control unit changes the flying mode in the landing state, the engine is stopped. Therefore, according to the flying device of the present invention, when changing the flying mode in the landing state, by stopping the engine, it is possible to prevent flying in a state where the drive transmission by the power disconnecting unit is not good.

[0024] Further, in the flying device of the present invention, when the operation control unit changes the flying mode in the flight state, it is characterized in that landing is performed using the driving force of the engine. Therefore, according to the flying device of the present invention, even when a problem occurs in the power disconnecting unit in the flight state, landing can be performed using the driving force of the engine.

[0025] Further, in the flying device of the present invention, a sub-rotor and a motor for rotating the sub-rotor are further provided, and when the operation control unit changes the flying mode in the flight state, the engine is stopped and the sub-rotor is rotated by the motor to land. Therefore, according to the flying device of the present invention, even when a problem occurs in the power disconnecting unit in the flight state, it is possible to land safely by means of the sub-rotor.

[0026] In addition, in the flying device of the present invention, when flying from the landing state, if the difference between the degree to which the first power connection / disconnection part transmits the power and the degree to which the second power connection / disconnection part transmits the power is greater than a first set value, the operation control unit is characterized by stopping the flight. Therefore, according to the flying device of the present invention, by determining a malfunction of the power connection / disconnection part based on the first set value and stopping the flight of the flying device itself, unstable flight of the flying device can be suppressed in advance.

[0027] In addition, in the flying device of the present invention, during flight, if the difference between the degree to which the first power connection / disconnection part transmits the power and the degree to which the second power connection / disconnection part transmits the power is greater than a second set value, the operation control unit is characterized by landing while operating the engine. Therefore, according to the flying device of the present invention, by determining a malfunction of the power connection / disconnection part based on the second set value and landing the flying device while operating the engine, the landing operation of the flying device can be stably executed when a malfunction occurs.

[0028] In addition, in the flying device of the present invention, during flight, if the difference between the degree to which the first power connection / disconnection part transmits the power and the degree to which the second power connection / disconnection part transmits the power is greater than a third set value, the operation control unit is characterized by landing with the engine stopped. Therefore, according to the flying device of the present invention, by determining a malfunction of the power connection / disconnection part based on the third set value and landing the flying device after stopping the engine, the landing operation of the flying device can be executed more stably.

[0029] In addition, in the flying device of the present invention, if the absolute value of the difference between the rotational speed of the first rotor-side power transmission part and the rotational speed of the second rotor-side power transmission part becomes a certain value or more, the operation control unit is characterized by changing the flight mode. Therefore, according to the flying device of the present invention, by changing the flight mode, when it is difficult to stabilize the flight state, the flying device can be operated more safely.

Brief Description of the Drawings

[0030] [Figure 1] This is a schematic diagram showing a flight device according to an embodiment of the present invention. [Figure 2] This figure shows a flying device according to an embodiment of the present invention, and is a block diagram illustrating the connection configuration of each part. [Figure 3] This figure shows the configuration of the engine of a flying device according to an embodiment of the present invention. [Figure 4] This is a flowchart showing the operation of the flying device according to an embodiment of the present invention. [Figure 5] This is a schematic diagram showing a flight device according to another embodiment of the present invention. [Modes for carrying out the invention]

[0031] The configuration of this flying device will be described below with reference to the diagram. In the following description, parts having the same configuration will be denoted by the same reference numeral, and repeated explanations will be omitted. In the following description, the directions of up, down, front, back, left, and right will be used, but these directions are used for the sake of explanation. The flying device 10 is also called a drone, and more specifically, a parallel hybrid drone.

[0032] Figure 1 is a schematic diagram showing the flying device 10.

[0033] The flight device 10 mainly comprises an airframe 19, a main rotor 14, an engine 30, an engine-side power transmission unit 25, a rotor-side power transmission unit 26, a power disconnect / connect unit 27, and a calculation control unit 31. The flight device 10 is a parallel hybrid drone having two parallel drive systems: an electrical drive system and a mechanical drive system. The electrical drive system is the drive system that rotates the motor 21 and sub-rotor 15, which will be described later. The mechanical drive system is the drive system that rotates the main rotor 14, which will be described later.

[0034] The airframe 19 is the main body that supports each component of the flight device 10, and is made of synthetic resin, metal, or a composite material thereof.

[0035] The main rotor 14 generates a driving force for the aircraft body 19 to float by rotating, and has a first main rotor 141 and a second main rotor 142. The first main rotor 141 is located on the left side of the aircraft body 19. The second main rotor 142 is located on the right side of the aircraft body 19. Here, the first main rotor 141 and the second main rotor 142 rotate in opposite directions and at the same rotational speed. The first main rotor 141 is driven by the engine 30 via a first engine-side power transmission unit 251, a first power disconnection unit 271, and a first rotor-side power transmission unit 261. The second main rotor 142 is driven by the engine 30 via a second engine-side power transmission unit 252, a second power disconnection unit 272, and a second rotor-side power transmission unit 262.

[0036] The engine 30 generates power for the first main rotor 141 and the second main rotor 142 to rotate. The engine 30 is built into the aircraft body 19 and rotates the first main rotor 141 and the second main rotor 142 at a predetermined rotational speed. Furthermore, the engine 30 has a first engine section 40 and a second engine section 41, as will be described later with reference to Figure 3.

[0037] The engine-side power transmission unit 25 is, for example, a steel rod and rotates due to the power of the engine 30. The engine-side power transmission unit 25 has a first engine-side power transmission unit 251 and a second engine-side power transmission unit 252. The first engine-side power transmission unit 251 and the second engine-side power transmission unit 252 are drivenly connected to the crankshaft of the engine 30. The first engine-side power transmission unit 251 leads out from the engine 30 toward the left. The second engine-side power transmission unit 252 leads out from the engine 30 toward the right.

[0038] The rotor-side power transmission unit 26 is, for example, a steel rod. The rotor-side power transmission unit 26 includes a first rotor-side power transmission unit 261 that is drivenly connected to the first main rotor 141, and a second rotor-side power transmission unit 262 that is drivenly connected to the second main rotor 142. The first rotor-side power transmission unit 261 and the first main rotor 141 are drivenly connected via a gear 171. Similarly, the second rotor-side power transmission unit 262 and the second main rotor 142 are drivenly connected via a gear 172.

[0039] The power disconnection section 27 is a component that transmits power according to conditions, such as a clutch, and one example being a centrifugal clutch. The power disconnection section 27 has a first power disconnection section 271 and a second power disconnection section 272. A centrifugal clutch is also called a centrifugal type clutch.

[0040] The first power disconnection section 271 is positioned between the first engine-side power transmission section 251 and the first rotor-side power transmission section 261. When the engine 30 is stopped and the first engine-side power transmission section 251 does not rotate, or when the rotational speed of the first engine-side power transmission section 251, which is rotated by the engine 30, is below a certain level, the first power disconnection section 271 does not transmit power. On the other hand, when the rotational speed of the first engine-side power transmission section 251 becomes above a certain level, the first power disconnection section 271 transmits power from the first engine-side power transmission section 251 to the first rotor-side power transmission section 261. As a result, the power generated from the engine 30 is transmitted to the first engine-side power transmission section 251, the first power disconnection section 271, and the first rotor-side power transmission section 261, causing the first main rotor 141 to rotate.

[0041] The configuration and operation of the second power disconnection unit 272 are the same as those of the first power disconnection unit 271. That is, the second power disconnection unit 272 is disposed between the second engine-side power transmission unit 252 and the second rotor-side power transmission unit 262. When the engine 30 is stopped and the second engine-side power transmission unit 252 does not rotate, or when the rotational speed of the second engine-side power transmission unit 252, which is rotated by the engine 30, is below a certain level, the second power disconnection unit 272 does not transmit power. On the other hand, when the rotational speed of the second engine-side power transmission unit 252 becomes above a certain level, the second power disconnection unit 272 transmits power from the second engine-side power transmission unit 252 to the second rotor-side power transmission unit 262. As a result, the power generated from the engine 30 is transmitted to the second engine-side power transmission unit 252, the second power disconnection unit 272, and the second rotor-side power transmission unit 262, causing the second main rotor 142 to rotate.

[0042] The first main frame 121 extends to the left from the aircraft body 19. The first engine-side power transmission unit 251 and the first rotor-side power transmission unit 261, as described above, are built into the first main frame 121, which is, for example, cylindrical in shape. The first power disconnection unit 271 is provided in the middle portion of the first main frame 121.

[0043] The second main frame 122 extends to the right from the airframe 19. The second engine-side power transmission unit 252 and the second rotor-side power transmission unit 262, as mentioned above, are built into the second main frame 122. The second power disconnection unit 272 is located in the middle section of the second main frame 122.

[0044] The aircraft 10 has a sub-rotor 15. The sub-rotor 15 has sub-rotors 151 to 154. The sub-rotor 15 rotates to control the overall position and attitude of the aircraft 10.

[0045] The sub-rotor 151 is located on the left front side of the aircraft body 19, connected to the aircraft body 19 via a subframe 131, and rotated by a motor 211.

[0046] The sub-rotor 152 is located on the left rear side of the aircraft body 19, connected to the aircraft body 19 via a subframe 132, and rotated by a motor 212.

[0047] The sub-rotor 153 is positioned on the right front of the aircraft body 19, connected to the aircraft body 19 via a subframe 133, and rotated by a motor 213.

[0048] The sub-rotor 154 is located on the right rear side of the aircraft body 19, connected to the aircraft body 19 via a subframe 134, and rotated by a motor 214.

[0049] The behavior of the power disconnection section 27 will now be explained. For example, the power disconnection section 27, which is a centrifugal clutch, has the function of transmitting power when the rotational speed exceeds a certain level. However, the power disconnection section 27 has a complex mechanical mechanism, and the parts that make up the power disconnection section 27 have certain tolerances. Therefore, it is possible that the behavior of the first power disconnection section 271 and the second power disconnection section 272 may differ slightly. For example, when the rotational speed of the first engine-side power transmission section 251 and the second engine-side power transmission section 252 reaches a predetermined speed, the first power disconnection section 271 transmits power to the first rotor-side power transmission section 261, while the second power disconnection section 272 does not transmit power to the second rotor-side power transmission section 262. In this case, even though the first main rotor 141 is rotating, the second main rotor 142 is not rotating, so there is a risk that the aircraft 10 may not be able to take off stably. Furthermore, a similar risk exists if either the first power disconnection section 271 or the second power disconnection section 272 mechanically fails. Therefore, in the flight device 10 of this embodiment, the operation of the flight device 10 is controlled based on the rotational speed of the first engine-side power transmission section 251 and the second engine-side power transmission section 252. This matter will be described later with reference to Figure 4.

[0050] Figure 2 is a diagram showing the flight device 10, and is a block diagram illustrating the connection configuration of each part.

[0051] The flight device 10 includes a calculation control unit 31, an engine 30, a generator 16, a battery 18, a power conversion unit 24, a motor 21, a sub-rotor 15, and a rotational speed measuring unit 28.

[0052] The arithmetic control unit 31 includes a CPU, ROM, RAM, etc., and controls the behavior of each component of the flight device 10 based on inputs from various sensors and controllers (not shown here). The arithmetic control unit 31 also functions as a flight controller, controlling the rotational speed of each main rotor 14 and each sub-rotor 15 based on inputs from various sensors.

[0053] The engine 30 operates based on input signals from the arithmetic control unit 31 and generates energy for the flight device 10 to fly. The specific configuration of the engine 30 will be described later with reference to the diagram.

[0054] The generator 16 is a device that generates electricity using a portion of the driving force of the engine 30, and comprises generators 161 and 162. Generator 161 is driven by the first engine section 40 of the engine 30, which will be described later. Generator 162 is driven by the second engine section 41 of the engine 30, which will be described later.

[0055] 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.

[0056] The power conversion unit 24 is provided in accordance with each sub-rotor 15. The power conversion unit 24 can employ a converter and inverter that converts the AC power supplied from the generator 162 into DC power and then into AC power of a predetermined frequency. Alternatively, the power conversion unit 24 can employ an inverter that converts the DC power supplied from the battery 18 into a predetermined frequency. Specifically, the power conversion unit 24 includes power conversion units 241, 242, 243, and 244.

[0057] The motor 21 is provided in accordance with each sub-rotor 15 and includes motors 211, 212, 213, and 214. Motors 211, 212, 213, and 214 rotate at a predetermined speed by power supplied from power conversion units 241, 242, 243, and 244, respectively.

[0058] As described above, the sub-rotor 15 includes sub-rotors 151, 152, 153, and 154. Sub-rotors 151, 152, 153, and 154 are rotated by motors 211, 212, 213, and 214, respectively.

[0059] The rotational speed measurement unit 28 measures the rotational speed of the engine-side power transmission unit 25 shown in Figure 1 and inputs an electrical signal indicating the rotational speed to the calculation control unit 31. The rotational speed measurement unit 28 has a first rotational speed measurement unit 281 and a second rotational speed measurement unit 282. The first rotational speed measurement unit 281 measures the rotational speed of the first rotor-side power transmission unit 261. The second rotational speed measurement unit 282 measures the rotational speed of the second rotor-side power transmission unit 262. As will be described later, if the rotational speed of the first rotor-side power transmission unit 261 measured by the first rotational speed measurement unit 281 and the rotational speed of the second rotor-side power transmission unit 262 measured by the second rotational speed measurement unit 282 deviate by a certain amount or more, the calculation control unit 31 changes the flight mode. Here, a change in flight mode means, for example, not taking off the aircraft 10, or making an emergency landing of the aircraft 10 that is flying normally.

[0060] The flight modes of the flying device 10 will be briefly described. The flying device 10 operates in landing, takeoff, hovering, ascending / descending, horizontal movement, and emergency flight states.

[0061] In the landing state, the aircraft 10 is touching the ground. In this state, the engine 30 is not operating, the engine-side power transmission unit 25 does not rotate, the power disconnection unit 27 is disconnected, and the rotor-side power transmission unit 26 and the main rotor 14 do not rotate.

[0062] In the takeoff state, the flight device 10 lifts off the ground and rises, primarily due to the thrust generated by the rotation of the main rotor 14.

[0063] In the hovering state, the flight device 10 rotates the main rotor 14 using the driving force generated by the engine 30, based on instructions from the calculation control unit 31, and floats the flight device 10 in a predetermined position in the air. At this time, each sub-rotor 15 rotates based on instructions from the calculation control unit 31. The calculation control unit 31 controls each power conversion unit 24 to set the rotation speed of each motor 21 and sub-rotor 15 to a predetermined level so that the flight device 10 can maintain a predetermined altitude and attitude.

[0064] In the ascent / descent state, the flight device 10 is raised or lowered by controlling the rotational speed of the engine 30. At this time as well, the calculation control unit 31 controls each power conversion unit 24 to set the rotational speed of each motor 21 and sub-rotor 15 to a predetermined level so that the flight device 10 can maintain a predetermined altitude and attitude.

[0065] In the horizontal movement state, the arithmetic control unit 31 controls the rotational speed of each motor 21 and sub-rotor 15 by controlling each power conversion unit 24, thereby tilting the flight device 10. At this time as well, the arithmetic control unit 31 controls the drive state of the engine 30 to rotate the main rotor 14 at a predetermined speed.

[0066] In emergency flight mode, the calculation control unit 31 forces the flying device 10 to land. Emergency flight mode is activated when the rotational speed measured by the first rotational speed measurement unit 281 and the rotational speed measured by the second rotational speed measurement unit 282 differ by a certain amount, as will be described later.

[0067] Figure 3 shows the configuration and arrangement of the engine 30 of the flying device 10.

[0068] The engine 30 has a first engine section 40 and a second engine section 41. The first engine section 40 and the second engine section 41 are positioned opposite each other, with the first engine section 40 located on the left rear and the second engine section 41 located on the right front.

[0069] The first engine section 40 includes a first piston 43 that reciprocates, a first crankshaft 42 that converts the reciprocating motion of the first piston 43 into rotational motion, and a first connecting rod 44 that rotatably connects the first piston 43 and the first crankshaft 42.

[0070] The second engine section 41 includes a second piston 46 that reciprocates, a second crankshaft 45 that converts the reciprocating motion of the second piston 46 into rotational motion, and a second connecting rod 47 that rotatably connects the second piston 46 and the second crankshaft 45.

[0071] The first piston 43 of the first engine section 40 and the second piston 46 of the second engine section 41 share a combustion chamber 48. In other words, the first piston 43 and the second piston 46 reciprocate within a single cylinder 49 that communicates with each other. Therefore, by having the first engine section 40 and the first piston 43 stroke simultaneously toward the center, a high expansion ratio of the fuel mixture in the combustion chamber 48 can be achieved while reducing the stroke length.

[0072] Although not shown here, the engine 30 has a volumetric space that communicates with the combustion chamber 48, and a spark plug is located in this volumetric space. The combustion chamber 48 also has an intake port and an exhaust port (not shown here), and a fuel mixture including gasoline is introduced into the combustion chamber 48 from the intake port, and the exhaust gas after combustion is exhausted to the outside from the combustion chamber 48 via the exhaust port.

[0073] The engine 30 with the above configuration operates as follows: First, in the intake stroke, the first piston 43 and the second piston 46 move from the center outward inside the cylinder 49, introducing a mixture of fuel and air into the cylinder 49. Next, in the compression stroke, the inertia of the rotating first crankshaft 42 and the second crankshaft 45 pushes the first piston 43 and the second piston 46 towards the center, compressing the mixture inside the cylinder 49. Next, in the combustion stroke, a spark plug (not shown) ignites in the combustion chamber 48, burning the mixture inside the cylinder 49, which pushes the first piston 43 and the second piston 46 to their outer ends, which are at bottom dead center. Then, in the exhaust stroke, the inertia of the rotating first crankshaft 42 and the second crankshaft 45 pushes the first piston 43 and the second piston 46 inward, and the combustion gases present inside the cylinder 49 are discharged to the outside.

[0074] In engine 30, the stroke can be divided by two reciprocating pistons, a first piston 43 and a second piston 46, within a single cylinder 49. Therefore, the compression ratio of the fuel mixture can be increased compared to a conventional gasoline engine. Furthermore, since the first piston 43 and the second piston 46 face each other within the cylinder 49, a cylinder head, which is required in a typical engine, is unnecessary, resulting in a simpler and lighter engine configuration for engine 30. In addition, each component of engine 30, namely the first piston 43 and the second piston 46, the first crankshaft 42 and the second crankshaft 45, etc., are arranged and operate in opposition to each other. As a result, vibrations generated from each component of engine 30 cancel each other out, reducing the overall vibration generated from engine 30 to the outside. Therefore, by mounting an engine 30 with such a structure on the aircraft 10, miniaturization, weight reduction, and reduced vibration of the aircraft 10 can be achieved. In particular, the reduced vibration can prevent adverse effects on computational control devices such as attitude control and motor output control, as well as precision equipment such as GPS sensors. Furthermore, it is possible to prevent the cargo being transported by the flying device 10 from being damaged by vibrations.

[0075] Engine 30 is equipped with a reverse synchronous mechanism, which is not shown here. The reverse synchronous mechanism reverses the rotation directions of the first crankshaft 42 and the second crankshaft 45. Furthermore, the reverse synchronous mechanism synchronizes the reciprocating motion of the first piston 43 and the second piston 46. Therefore, in principle, in engine 30, the rotation directions of the first crankshaft 42 and the second crankshaft 45 are opposite. Consequently, the first engine-side power transmission unit 251, which is drastically connected to the first crankshaft 42, and the second engine-side power transmission unit 252, which is drastically connected to the second crankshaft 45, rotate in opposite directions without the need for a dedicated reversal mechanism. Therefore, as shown in Figure 1, the first main rotor 141 and the second main rotor 142 rotate in opposite directions at the same rotational speed without the need for a dedicated reversal mechanism.

[0076] The operation of the flying device 10 having the above configuration will be explained with reference to the flowchart in Figure 4.

[0077] In step S10, the calculation control unit 31 starts the engine 30 based on instructions from the operator via the controller. As a result, the first engine-side power transmission unit 251 and the second engine-side power transmission unit 252 rotate due to the driving force of the engine 30. At this time, the flight device 10 is resting on a contact surface, such as the ground.

[0078] In step S11, the arithmetic control unit 31 transitions from the landing state to the takeoff state. Here, the landing state is the state in which the flight device 10 is in contact with the ground. The takeoff state is the state in which the flight device 10 floats away from the ground from the landing state.

[0079] In step S11, specifically, when the rotational speed of the first engine-side power transmission unit 251 reaches a predetermined rotational speed, the first power disconnection unit 271 becomes connected, and the first engine-side power transmission unit 251, the first rotor-side power transmission unit 261, and the first main rotor 141 rotate. Similarly, when the rotational speed of the second engine-side power transmission unit 252 reaches a predetermined rotational speed, the second power disconnection unit 272 becomes connected, and the second engine-side power transmission unit 252, the second rotor-side power transmission unit 262, and the second main rotor 142 rotate. At this time, as mentioned above, due to machining tolerances of the parts constituting the first power disconnection unit 271 and the second power disconnection unit 272, there may be cases where one of the first power disconnection unit 271 or the second power disconnection unit 272 transmits power, but the other does not. Furthermore, a similar event may occur if the first power disconnection section 271 or the second power disconnection section 272 mechanically fails. If step S11 is continued in this state, the flight device 10 may lose balance and may not be able to transition to a stable takeoff state. Therefore, in this embodiment, as described below, the flight is aborted depending on the condition of the first power disconnection section 271 or the second power disconnection section 272.

[0080] In step S12, the calculation control unit 31 verifies the difference in rotational speed between the first rotor-side power transmission unit 261 and the second rotor-side power transmission unit 262. Specifically, the calculation control unit 31 determines whether the absolute value of the difference between ω1 and ω2, where ω1 is the rotational speed of the first rotor-side power transmission unit 261 and ε2 is the rotational speed of the second rotor-side power transmission unit 262, is greater than a predetermined allowable speed difference of ε1.

[0081] If the answer in step S12 is YES, that is, if the absolute value of the difference between ω1 and ω2 is greater than ε1 (first set value), the calculation control unit 31 proceeds to step S19. In this case, the degree to which power is transmitted between the first power disconnection unit 271 and the second power disconnection unit 272 differs significantly, and if the landing operation is continued as is, it will not be easy to fly the flight device 10 safely. Therefore, the calculation control unit 31 of the flight device 10 determines that the degree to which power is transmitted by the first power disconnection unit 271 and the degree to which power is transmitted by the second power disconnection unit 272 deviate by a certain amount or more, and changes the flight mode.

[0082] If the answer in step S12 is NO, that is, if the absolute value of the difference between ω1 and ω2 is less than or equal to ε1, the calculation control unit 31 proceeds to step S13. Specifically, since the difference in the degree to which power is transmitted between the first power disconnection unit 271 and the second power disconnection unit 272 is not large, the unit proceeds to the step of performing flight.

[0083] In step S13, the arithmetic control unit 31 performs normal flight operations. Specifically, by connecting the first power disconnection unit 271, the power generated from the engine 30 rotates the first engine-side power transmission unit 251, the first rotor-side power transmission unit 261, and the first main rotor 141. Similarly, by connecting the second power disconnection unit 272, the power generated from the engine 30 rotates the second engine-side power transmission unit 252, the second rotor-side power transmission unit 262, and the second main rotor 142. The rotation of the first main rotor 141 and the second main rotor 142 generates lift for the flight device 10 to float. In addition, by rotating the sub-rotors 151, 152, 153, and 154, the position and attitude of the flight device 10 are set to a predetermined position. Here, the normal flight operations include the takeoff state, hovering state, ascending / descending state, horizontal movement state, etc.

[0084] In step S14, the calculation control unit 31 verifies the difference in rotational speed between the first rotor-side power transmission unit 261 and the second rotor-side power transmission unit 262 under normal flight conditions. Specifically, it determines whether the absolute value of the difference between ω1 and ω2 is greater than a predetermined allowable speed difference, ε2 (second setting value). Here, ε2 may be the same value as ε1 or a different value. For example, ε2 is set to a value that allows flight to continue with the engine 30 rotating, even if a significant difference in rotational speed between ω1 and ω2 is observed.

[0085] If the answer in step S14 is YES, that is, if the absolute value of the difference between ω1 and ω2 is greater than ε2, the arithmetic control unit 31 proceeds to step S15.

[0086] If the answer in step S14 is NO, that is, if the absolute value of the difference between ω1 and ω2 is less than or equal to ε2, the calculation control unit 31 returns to step S13 and measures the normal flight state. In this case, since the degree to which power is transmitted between the first power disconnection unit 271 and the second power disconnection unit 272 is approximately the same during flight, the flight device 10 can continue flying safely.

[0087] In step S15, the arithmetic control unit 31 enters an emergency flight state as an example of a change in flight mode. Specifically, the arithmetic control unit 31 starts the engine 30 and performs a descent to land while rotating the first main rotor 141 and the second main rotor 142 with the power generated by the engine 30. At this time, the first power disconnection unit 271 and the second power disconnection unit 272 are connected. In this way, the aircraft 10 can be landed before either the first power disconnection unit 271 or the second power disconnection unit 272 fails significantly, thereby ensuring the safety of the aircraft 10 during flight.

[0088] In step S16, the calculation control unit 31 determines whether the absolute value of the difference between ω1 and ω2 during flight is greater than a predetermined allowable speed difference, ε3 (third setting value). Here, ε3 is a value greater than ε2. If the absolute value of the difference between ω1 and ω2 is greater than ε3, it is difficult for the flight device 10 to continue flying depending on the thrust of the main rotor 14.

[0089] If the answer in step S16 is YES, that is, if the absolute value of the difference between ω1 and ω2 is greater than ε3, the arithmetic control unit 31 proceeds to step S17.

[0090] If the answer in step S16 is NO, that is, if the absolute value of the difference between ω1 and ω2 is less than or equal to ε3, the calculation control unit 31 returns to step S13 and measures the normal flight state. In this case, the flight device 10 can continue flying safely. Alternatively, the calculation control unit 31 may return to step S15 and use the thrust of the main rotor 14 to land.

[0091] In step S17, the arithmetic control unit 31 first stops the engine 30 as an example of a change in flight mode. This is because, since there is a large difference in rotational speed between the first main rotor 141 and the second main rotor 142, it would be difficult for the aircraft 10 to fly stably if the rotation of both the first main rotor 141 and the second main rotor 142 were to continue. Furthermore, the arithmetic control unit 31 makes an emergency landing of the aircraft 10 using only the thrust of the sub-rotor 15. At this time, the arithmetic control unit 31 can set the thrust of the sub-rotor 15 to be greater than in normal flight conditions.

[0092] In step S18, the aircraft 10 enters a landing state. That is, the aircraft 10 is lowered until it touches the ground using only the thrust of the main rotor 14, or the thrust of the main rotor 14 and the sub-rotor 15. At this point, the calculation control unit 31 may notify the operator via the controller that the aircraft 10 is making an emergency landing.

[0093] In step S19, the calculation control unit 31 aborts the flight as an example of a change in flight mode. In this case, the degree to which power is transmitted between the first power disconnection unit 271 and the second power disconnection unit 272 differs significantly, and if the landing operation is continued as is, it will be difficult to fly the flight device 10 safely. Therefore, the engine 30 is stopped, that is, the flight device 10 is not allowed to take off, and the operator is notified via the controller or the like that it is difficult to fly.

[0094] The above is a description of the operation of the flying device 10.

[0095] Figure 5 is a schematic diagram showing another form of the flying device 10. The basic configuration of the flying device 10 shown in Figure 5 is substantially the same as that of the flying device 10 shown in Figure 1, except that it does not have a sub-rotor 15. In other words, the flying device 10 shown in Figure 5 is an engine-powered drone that has only a main rotor 14 that rotates mechanically by the driving force of the engine 30.

[0096] The flight device 10 has only a main rotor 14 as a mechanism for keeping the aircraft 19 afloat. The main rotor 14 generates thrust to keep the aircraft 19 afloat and also controls its position and attitude. Specifically, the main rotor 14 has a control mechanism for controlling the position and attitude of the flight device 10. As such a control mechanism, for example, pitch control that appropriately changes the pitch angle of the blades of the main rotor 14 can be employed.

[0097] The control mechanism of the main rotor 14 allows the flight device 10 to perform hovering, ascending, descending, and horizontal movement states even without the sub-rotor 15.

[0098] The above-described embodiment can achieve the following main effects.

[0099] Referring to Figure 1, if the degree to which power is transmitted by the power disconnection section 27 is below a certain level, the safety of the flight device 10 can be enhanced by changing the flight mode.

[0100] Furthermore, if the degree to which the first power disconnection section 271 transmits power and the degree to which the second power disconnection section 272 transmits power deviates by a certain amount or more, the safety of the flight device 10 can be further enhanced by changing the flight mode.

[0101] Furthermore, if the rotational speed of the first rotor-side power transmission unit 261 and the rotational speed of the second rotor-side power transmission unit 262 deviate by a certain amount or more, the flight mode can be changed to allow the flight device 10 to fly more safely.

[0102] Furthermore, when changing the flight mode during landing, stopping the engine 30 prevents the aircraft from flying in a state where the power transmission by the power disconnection section 27 is not functioning properly.

[0103] Furthermore, even if a malfunction occurs in the power disconnection section 27 during flight, the aircraft can still land using the driving force of the engine 30.

[0104] Furthermore, even if a malfunction occurs in the power disconnection section 27 during flight, the sub-rotor 15 allows for a safe landing.

[0105] Although embodiments of the present invention have been described above, the present invention is not limited thereto, and modifications are possible without departing from the spirit of the invention. Furthermore, the above-described embodiments can be combined with each other.

[0106] Referring to Figure 3, in engine 30, the first engine section 40 and the second engine section 41 share a combustion chamber 48, but the first engine section 40 and the second engine section 41 may be formed as separate combustion chambers.

[0107] Referring to Figure 3, the engine 30 had a first engine section 40 and a second engine section 41, but it may also consist of only the first engine section 40. In this case, power from the first engine section 40 is transmitted via gears to the first engine-side power transmission section 251 and the second engine-side power transmission section 252.

[0108] Referring to Figures 1 and 3, the flight device 10 had multiple first main rotors 141 and second main rotors 142 as the main rotor 14, but it may also have only one main rotor 14.

[0109] In the explanation above, the degree of power transmission was sensed by rotational speed, but the degree of power transmission can also be sensed from other physical quantities. Specifically, the degree of power transmission can be determined from the temperature difference and the difference in the magnitude of vibration at each power interruption point. [Explanation of symbols]

[0110] 10 Flight equipment 121 Mainframe 1 122 Second Mainframe 131 Subframe 132 Subframe 133 Subframe 134 Subframe 14 Main rotor 141 First Main Rotor 142 Second Main Rotor 15 Sub-rotor 151 Sub-rotor 152 Sub-rotor 153 Sub-rotor 154 Sub-rotor 16 Generators 161 Generator 162 Generators 171 gear 172 gears 18 batteries 19 aircraft 21 Motor 211 Motor 212 Motor 213 Motor 214 Motor 24 Power Conversion Unit 241 Power Conversion Unit 242 Power Conversion Unit 243 Power Conversion Unit 244 Power Conversion Unit 25 Engine-side power transmission section 251 Power transmission section on the first engine side 252 Second engine side power transmission section 26 Rotor-side power transmission section 261 First rotor side power transmission section 262 Second rotor side power transmission section 27 Power disconnection section 271 1st power disconnection section 272 2nd power disconnection section 28 Rotational speed measurement unit 281 First rotational speed measurement unit 282 Second rotational speed measurement unit 30 Engine 31. Arithmetic Control Unit 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 cylinders

Claims

1. It comprises an airframe, a main rotor, an engine, an engine-side power transmission unit, a rotor-side power transmission unit, a power disconnection unit, and a calculation and control unit. The main rotor generates a driving force for the aircraft to float by rotating, and has a first main rotor and a second main rotor. The engine generates power for the first main rotor and the second main rotor to rotate. The engine-side power transmission unit rotates by the power of the engine and has a first engine-side power transmission unit and a second engine-side power transmission unit. The rotor-side power transmission unit comprises a first rotor-side power transmission unit that is drastically connected to the first main rotor, and a second rotor-side power transmission unit that is drastically connected to the second main rotor. The power disconnection section transmits the power according to the conditions and has a first power disconnection section and a second power disconnection section. The first power disconnection section is disposed between the first engine-side power transmission section and the first rotor-side power transmission section. The second power disconnection section is disposed between the second engine-side power transmission section and the second rotor-side power transmission section. The flight device is characterized in that the calculation control unit changes the flight mode when the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power deviate by a certain amount or more.

2. A first rotational speed measuring unit for measuring the rotational speed of the first rotor-side power transmission unit, The system further comprises a second rotational speed measuring unit for measuring the rotational speed of the second rotor-side power transmission unit, The flight device according to claim 1, characterized in that the calculation control unit changes the flight mode when the rotational speed of the first rotor-side power transmission unit measured by the first rotational speed measurement unit and the rotational speed of the second rotor-side power transmission unit measured by the second rotational speed measurement unit deviate by a certain amount or more.

3. The flight device according to claim 1, characterized in that the calculation control unit stops the engine when changing the flight mode in a landing state.

4. The flight device according to claim 1 or 2, characterized in that the calculation control unit uses the engine's driving force to land when changing the flight mode during flight.

5. The system further comprises a sub-rotor and a motor for rotating the sub-rotor, The flight device according to claim 1 or 2, characterized in that when the calculation control unit changes the flight mode during flight, it stops the engine and rotates the sub-rotor with the motor to land.

6. The calculation control unit, when taking off from a landing state, The flight device according to claim 1, characterized in that if the difference between the degree to which the first power disconnection section transmits the power and the degree to which the second power disconnection section transmits the power is greater than a first set value, the flight is terminated.

7. The aforementioned calculation control unit, during flight, The aircraft according to any one of claims 1 to 6, characterized in that if the difference between the degree to which the first power disconnection unit transmits the power and the degree to which the second power disconnection unit transmits the power is greater than a second set value, the aircraft lands while operating the engine.

8. The aforementioned calculation control unit, during flight, The aircraft according to any one of claims 1 to 7, characterized in that if the difference between the degree to which the first power disconnection section transmits the power and the degree to which the second power disconnection section transmits the power is greater than a third set value, the aircraft lands with the engine stopped.

9. The flight device according to any one of claims 1 to 8, characterized in that the power disconnection section is a centrifugal clutch.

10. The flight device according to any one of claims 1 to 8, characterized in that the calculation control unit changes the flight mode when the absolute value of the difference between the rotational speed of the first rotor-side power transmission unit and the rotational speed of the second rotor-side power transmission unit exceeds a certain value.

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