Flight device and method for manufacturing same

Abstract

Provided are a flight device in which flight stability is improved by making the rotor mounting angle adjustable, and a method for manufacturing the same.　A drive force transmission unit 20 of a flight device 10 is configured to transmit rotational drive force to a main rotor 12 from a drive source which is drivably connected to the main rotor 12 to rotate the main rotor 12. A drive force conversion unit 21 is disposed on an end part side of the drive force transmission unit 20, and is configured to convert the direction of the rotational drive force and to support the main rotor 12. A main arm 17 is configured to support the main rotor 12 and the drive force conversion unit 21. An angle adjustment unit 23 is configured to be able to change the angle of the drive force conversion unit 21 after being temporarily fastened.

Description

Flying device and manufacturing method thereof

[0001] The present invention relates to a flying device and a manufacturing method thereof, and more particularly to a flying device having a rotor that rotates about a vertical axis and a manufacturing method thereof.

[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 used in 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 in areas where humans cannot enter, 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 such a 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. By using such a flying device to perform photography and surveying, it is possible to photograph and survey a wide area. An example of a flying device equipped with an engine is described in Patent Document 3.

[0005] JP 2012-51545 A JP 2014-240242 A JP 2011-251678 A

[0006] However, the inventions described in the above-mentioned patent documents leave room for improvement in terms of the stability of the flight attitude of the flight device during flight.

[0007] Specifically, since the rotor is attached to the outer tip of the arm, if the difference between the rotor's central axis of rotation and the vertical axis becomes large, an unintended moment occurs around the yaw direction, which may hinder precise control of the position and attitude of the flight device during flight.

[0008] The present invention has been made in consideration of these problems, and an object of the present invention is to provide a flying device and a manufacturing method thereof that improves stability during flight by making the rotor mounting angle adjustable.

[0009] The flying device of the present invention is a flying device that floats in the air by the thrust generated by the rotation of a rotor, and is characterized by comprising: the rotor; a driving source that is drivingly connected to the rotor to rotate the rotor; a driving force transmission unit that transmits a rotational driving force from the driving source to the rotor; a driving force conversion unit that is arranged on the end side of the driving force transmission unit and converts the direction of the rotational driving force and supports the rotor; a support unit that supports the rotor and the driving force conversion unit; and an angle adjustment unit that can change the angle of the driving force conversion unit after temporary fastening.

[0010] In addition, in the flight device of the present invention, the driving source is an engine.

[0011] In the flight device of the present invention, the driving force conversion unit is a gearbox.

[0012] In the flight device of the present invention, the driving force transmission unit is a transmission shaft.

[0013] In addition, the flying device of the present invention is characterized in that an attachment part to which the driving force conversion part is attached is provided at the outer end part of the support part.

[0014] In addition, in the flying device of the present invention, the angle adjustment unit has a fastening hole portion formed in the support portion and a fastening member inserted into the fastening hole portion, and the fastening hole portion is formed larger than the fastening member, so that the driving force conversion unit can be rotated while being temporarily fixed to the support portion.

[0015] In addition, in the flying device of the present invention, the mounting portion has a support portion side mounting surface facing outward, and the driving force conversion portion has a conversion portion side mounting surface facing inward, and the conversion portion side mounting surface abuts against the support portion side mounting surface.

[0016] Furthermore, the flying device of the present invention is characterized in that it further comprises an inertial measurement unit, and with the driving force conversion unit temporarily fixed to the mounting portion, the driving force conversion unit can be rotated so that the measurement unit side reference surface of the inertial measurement unit and the conversion unit side reference surface of the driving force conversion unit are parallel.

[0017] In addition, in the flight device of the present invention, the rotors include a first rotor and a second rotor arranged in a position opposite the first rotor, the driving force transmission unit includes a first driving force transmission unit that transmits a rotational driving force from the driving source to the first rotor and a second driving force transmission unit that transmits a rotational driving force from the driving source to the second rotor, the driving force conversion unit includes a first driving force conversion unit that converts the direction of the rotational driving force between the first driving force transmission unit and the first rotor, and a second driving force conversion unit that converts the direction of the rotational driving force between the second driving force transmission unit and the second rotor, the support unit includes a first support unit that supports the first rotor and the first driving force conversion unit, and a second support unit that supports the second rotor and the second driving force conversion unit, and the angle adjustment unit includes a first angle adjustment unit that can change the angle of the first driving force conversion unit, and a second angle adjustment unit that can change the angle of the second driving force conversion unit.

[0018] Furthermore, the flying device of the present invention has a main rotor, which is the rotor, and a sub-rotor that controls the position and attitude in the air, and is characterized in that the main rotor is attached via the angle adjustment unit, and the sub-rotor is attached without via the angle adjustment unit.

[0019] In addition, in the flying device of the present invention, the driving force transmission unit has a transmission rod, the driving force conversion unit has a first bevel gear fixed to the transmission rod and a second bevel gear fixed to the rotor rotation shaft of the rotor and meshing with the first bevel gear, and the angle adjustment unit has a fastening hole portion formed in an attachment portion arranged on the end side of the support portion, and a fastening member that passes through the fastening hole portion and screws into the driving force conversion unit.

[0020] In addition, in the flight device of the present invention, a plurality of the fastening holes are arranged along an imaginary circle defined with the transmission rod as its center.

[0021] The present invention is a method for manufacturing a flying device, the flying device having a rotor, a driving source drivingly connected to the rotor to rotate the rotor, a driving force transmission unit that transmits a rotational driving force from the driving source to the rotor, a driving force conversion unit that is arranged on the end side of the driving force transmission unit and converts the direction of the rotational driving force, and a support unit that supports the rotor and the driving force conversion unit, and is characterized in that the driving force conversion unit is displaced while the driving force conversion unit is temporarily fixed to the support unit.

[0022] The flying device of the present invention is a flying device that floats in the air using thrust generated by the rotation of a rotor, and is characterized by comprising: the rotor; a drive source drivingly connected to the rotor to rotate the rotor; a drive force transmission unit that transmits rotational drive force from the drive source to the rotor; a drive force conversion unit disposed at the end of the drive force transmission unit that converts the direction of the rotational drive force and supports the rotor; a support unit that supports the rotor and the drive force conversion unit; and an angle adjustment unit that can change the angle of the drive force conversion unit after temporary fastening. According to the flying device of the present invention, the drive force conversion unit is displaceable, allowing the angle of the drive force conversion unit and the rotor to be appropriately adjusted. This prevents inertial forces from being generated in unintended directions when the flying device flies.

[0023] In addition, in the flight device of the present invention, the drive source is an engine. With this flight device, even when the rotor rotates at high speed due to the driving force of the engine, the rotor position is accurately adjusted, allowing stable flight using the thrust generated by the rotor rotation.

[0024] In addition, in the flight device of the present invention, the driving force converter is a gearbox, and with the gearbox adjusted to an appropriate angle, the rotational driving force around the horizontal axis can be converted into rotational driving force around the vertical axis.

[0025] In addition, in the flight device of the present invention, the driving force transmission unit is a transmission shaft. With this flight device, even if there are manufacturing errors or installation errors in the transmission shaft and its surrounding components, the driving force transmission unit and rotor can be adjusted to an appropriate angle.

[0026] The flight device of the present invention is also characterized in that a mounting part for mounting the driving force converter is provided on the outer end of the support part, and the angle of the driving force converter can be easily adjusted relative to the mounting part.

[0027] In addition, in the flight device of the present invention, the angle adjustment unit has fastening holes formed in the support unit and fastening members inserted into the fastening holes, and the fastening holes are larger than the fastening members, allowing the driving force conversion unit to rotate while temporarily fastened to the support unit. According to the flight device of the present invention, the fastening holes are larger than the fastening members, making it easy to adjust the angle of the driving force conversion unit after temporarily fastening it with the fastening members.

[0028] In addition, in the flight device of the present invention, the mounting portion has a support unit-side mounting surface facing outward, and the driving force conversion unit has a conversion unit-side mounting surface facing inward, the conversion unit-side mounting surface abutting the support unit-side mounting surface. According to the flight device of the present invention, the abutment of the conversion unit-side mounting surface against the support unit-side mounting surface makes it easy to adjust the angle of the driving force conversion unit by sliding the support unit-side mounting surface and the conversion unit-side mounting surface, even after the driving force conversion unit has been temporarily fastened.

[0029] The flight device of the present invention further includes an inertial measurement unit, and with the drive force converter temporarily attached to the mounting portion, the drive force converter can be rotated so that the measurement unit-side reference surface of the inertial measurement unit and the converter-side reference surface of the drive force converter are parallel to each other. With this flight device, the positional relationship between the drive force converter and the inertial measurement unit can be set to a predetermined value, allowing the inertial measurement unit to accurately sense each inertial force.

[0030] In addition, in the flight device of the present invention, the rotors include a first rotor and a second rotor arranged in a position opposite the first rotor, the driving force transmission unit includes a first driving force transmission unit that transmits a rotational driving force from the driving source to the first rotor and a second driving force transmission unit that transmits a rotational driving force from the driving source to the second rotor, the driving force conversion unit includes a first driving force conversion unit that converts the direction of the rotational driving force between the first driving force transmission unit and the first rotor, and a second driving force conversion unit that converts the direction of the rotational driving force between the second driving force transmission unit and the second rotor, the support unit includes a first support unit that supports the first rotor and the first driving force conversion unit, and a second support unit that supports the second rotor and the second driving force conversion unit, and the angle adjustment unit includes a first angle adjustment unit that can change the angle of the first driving force conversion unit, and a second angle adjustment unit that can change the angle of the second driving force conversion unit. According to the flight device of the present invention, the angles of the first rotor and the second rotor can be set to predetermined values, thereby further improving stability during flight.

[0031] Furthermore, the flight device of the present invention includes a main rotor as the rotor and a sub-rotor that controls the position and attitude in the air, and the main rotor is attached via the angle adjustment unit, while the sub-rotor is attached without the angle adjustment unit. According to the flight device of the present invention, the main rotor is drivingly connected to the engine, making it difficult to precisely control its rotation speed, and therefore the main rotor is attached via the angle adjustment unit. On the other hand, the sub-rotor can be attached without the angle adjustment unit because its rotation speed can be precisely controlled by electronic control.

[0032] In addition, in the flight device of the present invention, the driving force transmission unit has a transmission rod, the driving force conversion unit has a first bevel gear fixed to the transmission rod and a second bevel gear fixed to the rotor rotation shaft of the rotor and meshing with the first bevel gear, and the angle adjustment unit has a fastening hole formed in a mounting part arranged on the end side of the support part, and a fastening member that passes through the fastening hole and screws into the driving force conversion unit. According to the flight device of the present invention, after the driving force conversion unit is temporarily fixed by inserting the fastening member into the fastening hole, the rotation of the driving force conversion unit can be easily adjusted.

[0033] In addition, in the flight device of the present invention, a plurality of the fastening holes are arranged along an imaginary circle defined around the transmission rod. According to the flight device of the present invention, the driving force conversion unit can be temporarily fastened and fixed by a plurality of fastening members passing through the fastening holes along the circumferential direction, thereby more firmly fixing the position of the driving force conversion unit in the rotational direction.

[0034] The present invention is a method for manufacturing a flying device, the flying device comprising: a rotor; a drive source drivingly connected to the rotor to rotate the rotor; a drive force transmission unit transmitting a rotational drive force from the drive source to the rotor; a drive force conversion unit disposed at an end of the drive force transmission unit and converting the direction of the rotational drive force; and a support unit supporting the rotor and the drive force conversion unit, wherein the drive force conversion unit is displaced while the drive force conversion unit is temporarily fastened to the support unit. According to the method for manufacturing a flying device of the present invention, the drive force conversion unit is displaceable, thereby allowing the angle of the drive force conversion unit and the rotor to be appropriately adjusted. This prevents inertial forces from being generated in unintended directions when the flying device flies.

[0035] 1 is a perspective view showing a flying device according to an embodiment of the present invention; FIG. 2 is a top view showing a flying device according to an embodiment of the present invention; FIG. 3 is a side view showing a flying device according to an embodiment of the present invention; FIG. 4 is a perspective view showing an engine mounted on a flying device according to an embodiment of the present invention; FIG. 5 is a cross-sectional view showing an engine mounted on a flying device according to an embodiment of the present invention; FIG. 6 is a view showing a flying device according to an embodiment of the present invention, showing a perspective view of a portion where a first main rotor is attached to a first main arm; FIG. 7 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing a perspective view of a first driving force conversion unit; FIG. 8 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing a perspective view of an enlarged first driving force conversion unit; FIG. 9 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing an exploded perspective view of the configuration of a first angle adjustment unit; FIG. 10 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing a perspective view of an attachment unit, fastening holes, and fastening members; FIG. 11 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing a state where the angle of the first driving force conversion unit is changed by the first angle adjustment unit; FIG. 12 is a view showing a flying device and a manufacturing method thereof according to an embodiment of the present invention, showing a perspective view of a state where the angle of the second driving force conversion unit is changed by the second angle adjustment unit.

[0036] A flying device 10 according to an embodiment of the present invention will be described in detail below with reference to the drawings. In the following description, "forward" refers to the direction in which the flying device 10 moves forward, and "backward" refers to the opposite direction of "forward." Furthermore, "left and right" refers to the left and right when viewing the flying device 10 from the front. Furthermore, in the following description, identical components will generally be assigned the same reference numerals, and repeated explanations will be omitted.

[0037] Here, the correspondence between the claims and the present embodiment will be explained. An example of a rotor recited in the claims is the main rotor 12 recited in the embodiment. An example of a first rotor recited in the claims is the first main rotor 12A recited in the embodiment. An example of a second rotor recited in the claims is the second main rotor 12B recited in the embodiment. An example of a drive source recited in the claims is the engine 30 recited in the embodiment. An example of a gearbox recited in the claims is the driving force conversion unit 21 recited in the embodiment. An example of a support unit recited in the claims is the main arm 17 recited in the embodiment. An example of a first support unit recited in the claims is the first main arm 17A recited in the embodiment. An example of a second support unit recited in the claims is the second main arm 17B recited in the embodiment.

[0038] Fig. 1 is a perspective view of the flight device 10. Fig. 2 is a top view of the flight device 10. Fig. 3 is a side view of the flight device 10.

[0039] The flying device 10 is a device that floats in the air by the thrust generated by the rotation of a rotor around a vertical axis. Specifically, the flying device 10 mainly comprises a main rotor 12, an engine 30 as a drive source, a driving force transmission unit 20, a driving force conversion unit 21, a main arm 17 as a support unit, and an angle adjustment unit 23.

[0040] The flight device 10 is a device also known as a drone. The flight device 10 may be, for example, an electric drone, a series hybrid drone, or a parallel hybrid drone. An electric drone is a drone that rotates a rotor using a motor 14 (described below) powered by a battery. A series hybrid drone is a drone that uses an engine 30 (described below) to drive a generator (not shown), which generates electricity to rotate the motor 14, which then rotates the rotor, thereby levitating the aircraft in the air using the lift generated by the rotor rotation. A parallel hybrid drone is a drone that mechanically rotates a main rotor 12 (described below) using the engine 30, which levitates the aircraft using the lift generated by the rotation of the main rotor 12. Furthermore, a parallel hybrid drone has a sub-rotor 13 that controls the position and attitude of the flight device 10 by rotating it with the motor 14 (described below). While the flight device 10 of this embodiment is a parallel hybrid drone, an electric drone or a series hybrid drone may also be used as the flight device 10.

[0041] The main body 11 is a body that supports each component of the flight device 10 and is made of synthetic resin, metal, or a composite of these. Here, the main body 11 is made up of multiple frame-like members molded into a roughly rectangular parallelepiped shape. Inside the main body 11, the engine 30, various electrical components, etc., which will be described later, are arranged.

[0042] A main arm 17 and a sub-arm 18 extend from the main body 11 toward the periphery.

[0043] The main arm 17 is a support part and is configured to support the main rotor 12 and the driving force conversion part 21. The main arm 17 has a first main arm 17A extending leftward from the main body part 11 and a second main arm 17B extending rightward from the main body part 11.

[0044] The first mounting portion 221, the first angle adjustment portion 231, and the first main rotor 12A are attached to the left end of the first main arm 17A. The second driving force conversion portion 212, the second angle adjustment portion 232, and the second main rotor 12B are attached to the right end of the second main arm 17B. These configurations will be described later with reference to Figure 6 and subsequent figures.

[0045] The sub-arm 18 is an arm to which the sub-rotor 13, which will be described later, is attached. The sub-arm 18 has sub-arms 18A to 18D. The sub-arm 18A is an arm that extends from the main body 11 toward the front left. The sub-arm 18B is an arm that extends from the main body 11 toward the front right. The sub-arm 18C is an arm that extends from the main body 11 toward the rear left. The sub-arm 18D is an arm that extends from the main body 11 toward the rear right.

[0046] 1 and 2, the main rotor 12 is configured to generate a thrust that levitates the main body 11. The main rotor 12 has a first main rotor 12A and a second main rotor 12B.

[0047] The first main rotor 12A is disposed on the left side of the main body 11. The first main rotor 12A is drivingly connected to the crankshaft of the engine 30 by a first driving force transmission part 20A.

[0048] The second main rotor 12B is disposed on the right side of the main body 11. The second main rotor 12B is drivingly connected to the engine 30 by a second driving force transmission part 20B.

[0049] The first main rotor 12A and the second main rotor 12B rotate in opposite directions at the same rotational speed, and each of the first main rotor 12A and the second main rotor 12B has four flying wings arranged at equal angular intervals.

[0050] The driving force transmission unit 20 is drivingly connected to the main rotor 12, and is configured to transmit rotational driving force from the engine 30, which is a driving source that rotates the main rotor 12, to the main rotor 12. A rod-shaped transmission shaft, a gear train, or a belt can be used as the driving force transmission unit 20. In this embodiment, a transmission rod is exemplified as the driving force transmission unit 20.

[0051] The driving force transmission unit 20 has a first driving force transmission unit 20A and a second driving force transmission unit 20B.

[0052] The first driving force transmission unit 20A is connected to a crankshaft (described later) of the engine 30, extends leftward from the main body 11, and is connected to a first driving force conversion unit 211 (described later). The first driving force transmission unit 20A transmits the rotational driving force to the first main rotor 12A via the first driving force conversion unit 211.

[0053] The second driving force transmission unit 20B is connected to a crankshaft (described later) of the engine 30, extends rightward from the main body 11, and is connected to a second driving force conversion unit 212 (described later). The second driving force transmission unit 20B transmits the rotational driving force to the second main rotor 12B via the second driving force conversion unit 212.

[0054] The engine 30 is a drive source that generates power to rotate the first main rotor 12A and the second main rotor 12B. The engine 30 is built into the main body 11. As will be described later, the engine 30 is a so-called opposed engine, and therefore vibrations generated by the engine 30 are small, allowing the flight device 10 to fly stably. The configuration of the engine 30 will be described later with reference to Figure 4, etc.

[0055] 1 and 2 , the sub-rotor 13 is configured to generate an aerodynamic effect when it rotates. In this embodiment, the sub-rotor 13 is configured to adjust the position and attitude of the flight device 10 in the air. Specifically, the sub-rotor 13 includes a first sub-rotor 13A through a fourth sub-rotor 13D. Each of the first sub-rotor 13A through the fourth sub-rotor 13D is made up of two rotors arranged opposite each other. Furthermore, each of the first sub-rotor 13A through the fourth sub-rotor 13D includes rotors arranged in a stacked configuration.

[0056] The first sub-rotor 13A is located on the front left side of the main body 11, connected to the main body 11 via a sub-arm 18A, and rotated by a motor 14A. The second sub-rotor 13B is located on the front right side of the main body 11, connected to the main body 11 via a sub-arm 18B, and rotated by a motor 14B. The third sub-rotor 13C is located on the rear left side of the main body 11, connected to the main body 11 via a sub-arm 18C, and rotated by a motor 14C. The fourth sub-rotor 13D is located on the rear right side of the main body 11, connected to the main body 11 via a sub-arm 18D, and rotated by a motor 14D.

[0057] 1 and 2 , the motors 14 are configured to rotate the sub-rotors 13. The motors 14 include motors 14A to 14D. Motor 14A is attached to the outer end of sub-arm 18A and configured to rotate the first sub-rotor 13A. Motor 14B is attached to the outer end of sub-arm 18B and configured to rotate the second sub-rotor 13B. Motor 14C is attached to the outer end of sub-arm 18C and configured to rotate the third sub-rotor 13C. Motor 14D is attached to the outer end of sub-arm 18D and configured to rotate the fourth sub-rotor 13D.

[0058] 1 , the flight device 10 has a driving force conversion unit 21. The driving force conversion unit 21 is disposed on the end side of the driving force transmission unit 20, and is configured to convert the direction of the rotational driving force generated by the engine 30 and to support the main rotor 12.

[0059] The driving force converter 21 includes a first driving force converter 211 and a second driving force converter 212 .

[0060] The first driving force conversion unit 211 is disposed at the left end of the first main arm 17A. The first driving force conversion unit 211 converts the rotational driving force around an axis extending in the left-right direction transmitted by the first driving force transmission unit 20A into a rotational driving force around an axis extending in the vertical direction. The converted rotational driving force causes the first main rotor 12A to rotate around the vertical axis.

[0061] The second driving force conversion unit 212 is disposed at the right end of the second main arm 17B. The second driving force conversion unit 212 converts the rotational driving force about an axis extending in the left-right direction transmitted by the second driving force transmission unit 20B into a rotational driving force about an axis extending in the vertical direction. The converted rotational driving force causes the second main rotor 12B to rotate about the vertical axis.

[0062] 1, angle adjustment unit 23 is configured to be able to change the angle of driving force conversion unit 21 after temporarily fastening it. Angle adjustment unit 23 has a first angle adjustment unit 231 and a second angle adjustment unit 232. The specific configuration of angle adjustment unit 23 will be described later with reference to FIG. 8 etc.

[0063] The first angle adjustment unit 231 is disposed between the left end of the first main arm 17A and the first driving force converter 211. The first angle adjustment unit 231 allows the mounting angle of the first driving force converter 211 to be adjusted after it has been temporarily fastened. The second angle adjustment unit 232 is disposed between the right end of the second main arm 17B and the second driving force converter 212. The second angle adjustment unit 232 allows the mounting angle of the second driving force converter 212 to be adjusted while it is temporarily fastened. Such adjustment will be described later with reference to FIG. 10 etc.

[0064] As described above, the flight device 10 is a parallel hybrid drone, and has a main rotor 12 and a sub-rotor 13. In this embodiment, the main rotor 12 is attached via an angle adjustment unit 23. On the other hand, the sub-rotor 13 can be attached without the angle adjustment unit 23.

[0065] The main rotor 12 is drivingly connected to the engine 30, and rotational driving force is applied to it without passing through the motor 14. Therefore, it is not easy to precisely control the rotation speed of the main rotor 12 while the flight device 10 is in flight. For this reason, if an error occurs in the mounting angle of the main rotor 12 and the angular difference between the rotation axis of the main rotor 12 and the vertical axis becomes large, an unintended rotational moment may be generated about the yaw axis (vertical axis) of the flight device 10. Here, the flight device 10 controls the position and attitude of the flight device 10 by controlling the rotation speed of each sub-rotor 13 based on acceleration values ​​measured by the inertial measurement unit 24 (described later). However, if an unintended rotational moment is generated due to the rotation of the main rotor 12, it may become difficult to stabilize the position and attitude by controlling the rotation speed of the sub-rotors 13.

[0066] Therefore, in this embodiment, a first angle adjustment unit 231 is disposed between the first driving force conversion unit 211, to which the first main rotor 12A is fixed, and the first main arm 17A. The first angle adjustment unit 231 allows the rotation of the temporarily fixed first driving force conversion unit 211 to be adjusted, and the rotation axis of the first main rotor 12A can be brought closer to the vertical axis. As a result, when the first main rotor 12A rotates during flight of the flight device 10, the generation of an inadvertent moment around the yaw axis is suppressed, thereby achieving stable flight of the flight device 10.

[0067] The same applies to the second driving force converter 212 and the second main rotor 12B.

[0068] On the other hand, the sub-rotors 13 are attached to the sub-arms 18 without the angle adjustment unit 23, that is, without adjusting their rotational positions after temporary fastening. The reason for this is that although the sub-rotors 13 rotate around the vertical axis like the main rotor 12, the rotational speed of each sub-rotor 13 is precisely controlled electronically by the motors 14 based on instructions from the calculation control unit, which is the CPU. Therefore, even if an unintended moment around the yaw axis is generated due to the rotational axis of the sub-rotors 13 being slightly deviated from the vertical direction, the position and attitude of the flight device 10 can be adjusted by adjusting the rotational speed of each sub-rotor 13 based on the output of the inertial measurement unit 24, which will be described later.

[0069] The inertial measurement unit 24 is a device that combines an acceleration sensor and an angular velocity sensor (gyro sensor). The inertial measurement unit 24 is also referred to as an IMU (Inertial Measurement Unit). The inertial measurement unit 24 measures the acceleration and angular velocity acting on the flight device 10 while the flight device 10 is flying, and transmits electrical signals indicating the magnitude of these measurements to a calculation control unit (CPU, not shown). The CPU controls an inverter circuit (not shown) based on the electrical signals input from the inertial measurement unit 24, and controls the rotation speed of each sub-rotor 13, thereby controlling the position, attitude, altitude, etc. of the flight device 10 in the air.

[0070] 2 , the inertial measurement unit 24 measures acceleration and angular velocity using a measurement unit-side reference plane 241 as a reference. The measurement unit-side reference plane 241 is, for example, a plane parallel to the horizontal plane. The measurement unit-side reference plane 241 is, for example, a plane parallel to the rotation planes of the main rotor 12 and the sub-rotor 13. Therefore, as will be described later, rotation adjustment is performed by the angle adjustment unit 23, which will be described later, so that the rotation planes of the first sub-rotor 13A and the second sub-rotor 13B become parallel to the measurement unit-side reference plane 241.

[0071] FIG. 4 is a perspective view showing the engine 30 mounted on the flight device 10.

[0072] The engine 30 is a device that functions as a drive source for the flight device 10. The engine 30 mechanically rotates the main rotor 12 described above, and generates electric power for rotating the sub-rotor 13 using a generator (not shown). The engine 30 has an engine block 31, and various components are arranged inside the engine block 31. The engine block 31 is made of cast aluminum or the like, and is formed by fastening together multiple block sections (not shown).

[0073] The driving force transmission unit 20 is a generally rod-shaped member that transmits rotational driving force from the engine 30 to the main rotor 12. The driving force transmission unit 20 has a first driving force transmission unit 20A and a second driving force transmission unit 20B. The first driving force transmission unit 20A is continuous with a first crankshaft 333 (described later) and extends from the engine block 31 to the outside. The second driving force transmission unit 20B is continuous with a second crankshaft 343 (described later) and extends from the engine block 31 to the outside. The first driving force transmission unit 20A extends from the front portion of the left side surface of the engine block 31 toward the left rear. The second driving force transmission unit 20B extends from the rear portion of the right side surface of the engine block 31 toward the right front.

[0074] 5 is a cross-sectional view showing the engine 30 mounted on the flight device 10. FIG. 5 is a cross-sectional view taken along the line AA in FIG.

[0075] The engine 30 has a first engine section 33 and a second engine section 34. The first engine section 33 and the second engine section 34 form one opposing engine section. The engine 30 may have a plurality of opposing engine sections arranged side by side in the left-right direction.

[0076] The cylinder chamber 32 is a space having a substantially cylindrical shape. The cylinder chamber 32 is surrounded by a first cylinder wall 35 and a second cylinder wall 36. The first cylinder wall 35 and the second cylinder wall 36 are walls formed inside the engine block 31. Inside the cylinder chamber 32, a first piston 331 and a second piston 341 are arranged opposite each other and are arranged to reciprocate.

[0077] The first engine section 33 has a first piston 331, a first connecting rod 332, and a first crankshaft 333. The first connecting rod 332 rotatably connects the first piston 331 and the first crankshaft 333 together.

[0078] The second engine section 34 is disposed opposite the first engine section 33. The second engine section 34 has a second piston 341, a second connecting rod 342, and a second crankshaft 343. The second connecting rod 342 rotatably connects the second piston 341 and the second crankshaft 343.

[0079] The extension space 39 is a space that extends upward and to the side from the middle of the cylinder chamber 32 in the front-rear direction.

[0080] The combustion chamber 40 is a space sandwiched between the pistons inside the cylinder chamber 32. The combustion chamber 40 is a space sandwiched between the first piston 331 and the second piston 341 inside the cylinder chamber 32, where an air-fuel mixture is burned.

[0081] The cylinder chamber 32 and the extension space 39 are spaces surrounded by walls formed inside the engine block 31 .

[0082] Specifically, the cylinder chamber 32 is a space surrounded by a first cylinder wall portion 35 and a second cylinder wall portion 36 each having a substantially cylindrical shape.

[0083] The extension space 39 is a space surrounded by the first extension wall portion 37 and the second extension wall portion 38. The first extension wall portion 37 is a generally tongue-shaped portion that extends upward from the upper end of the first cylinder wall portion 35 at the rear end of the first cylinder wall portion 35. The second extension wall portion 38 is a generally tongue-shaped portion that extends upward from the upper end of the second cylinder wall portion 36 at the front end of the second cylinder wall portion 36.

[0084] The first engine section 33 and the second engine section 34 configured as described above operate by repeating an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke as follows.

[0085] During the intake stroke, the first piston 331 and the second piston 341 move from the center toward the outside inside the cylinder chamber 32, causing a mixture of fuel and air to be drawn into the cylinder chamber 32.

[0086] During the compression stroke, the inertia of the rotating first crankshaft 333 and second crankshaft 343 pushes the first piston 331 and second piston 341 toward the center, compressing the air-fuel mixture inside the cylinder chamber 32.

[0087] During the combustion stroke, a spark plug (not shown here) ignites in the extension space 39, causing the mixture to burn inside the extension space 39 and the combustion chamber 40, thereby pushing the first piston 331 and the second piston 341 to their outer ends, which are at bottom dead center.

[0088] During the exhaust stroke, the inertia of the rotating first crankshaft 333 and second crankshaft 343 pushes the first piston 331 and second piston 341 inward, and the burned gas present inside the cylinder chamber 32 is expelled to the outside.

[0089] FIG. 6 is a perspective view showing a portion where the first main rotor 12A is attached to the first main arm 17A.

[0090] The first main arm 17A is composed of four rod-shaped members extending in the left-right direction. The left ends of these rod-shaped members are connected to a first mounting portion 221, which is a mounting portion 22, located at the left end of the first main arm 17A. The first mounting portion 221 is a plate-shaped member having a main surface facing left-right. The first driving force converter 211 is attached to the main surface facing left of the first mounting portion 221. The first main rotor 12A is attached to the lower part of the first driving force converter 211. A first angle adjuster 231 is interposed between the first driving force converter 211 and the first mounting portion 221. The first angle adjuster 231 allows rotation adjustment of the first angle adjuster 231 after temporary attachment. Details of the first angle adjuster 231 will be described later with reference to FIG. 8 .

[0091] Fig. 7A is a perspective view showing the first driving force converter 211. Fig. 7B is an enlarged perspective view showing the first driving force converter 211. In Figs. 7A and 7B, the casing member of the first driving force converter 211 is omitted to show the internal structure of the first driving force converter 211.

[0092] 7A and 7B, the driving force conversion unit 21 is a gear box that contains a plurality of gears.

[0093] 7B , a first bevel gear 2113 and a second bevel gear 2114 are disposed inside the first driving force conversion unit 211. The first bevel gear 2113 is connected to the left end of the first driving force transmission unit 20A in a manner that does not allow relative rotation. The right end of the first driving force transmission unit 20A is connected to the crankshaft of the engine 30 described above. The second bevel gear 2114 is connected to the upper end of the rotor rotation shaft 2115 in a manner that does not allow relative rotation. The lower end of the rotor rotation shaft 2115 is connected to the center of the first main rotor 12A in a manner that does not allow relative rotation.

[0094] In the first driving force conversion unit 211, the first bevel gear 2113 and the second bevel gear 2114 mesh with each other. Therefore, when the first driving force transmission unit 20A rotates due to the driving force of the engine 30, the direction of the rotation axis of the rotational driving force is changed by the first bevel gear 2113 and the second bevel gear 2114. Specifically, the rotational driving force transmitted by the first driving force transmission unit 20A has a rotation axis along the horizontal direction, i.e., the left-right direction. On the other hand, the first bevel gear 2113 and the second bevel gear 2114 change the rotational driving force to the vertical direction, i.e., the up-down direction, and rotate the rotor rotation axis 2115. Therefore, if the first driving force conversion unit 211 is attached to the first main arm 17A as designed, the rotation axis of the first main rotor 12A will be parallel to the vertical axis.

[0095] FIG. 8 is an exploded perspective view showing the configuration of the first angle adjustment unit 231.

[0096] The first angle adjustment portion 231 is a fastening structure including a fastening hole portion 2311 and a fastening member 2312 .

[0097] The fastening hole portion 2311 is a through-hole that penetrates the first mounting portion 221 in a substantially circular shape. Four fastening holes 2311 are formed in the fastening hole portion 2311. The four fastening holes 2311 are formed to surround the first driving force transmission part 20A shown in FIG. 7B .

[0098] The fastening members 2312 are screws or bolts that are inserted into the fastening holes 2311. The number of fastening members 2312 is four, corresponding to the number of fastening holes 2311. The left side end of the fastening member 2312 is screwed into the screw hole 2116 of the first driving force converter 211.

[0099] The first driving force conversion unit 211 has a conversion unit side reference surface 2112 , a screw hole 2116 , and a conversion unit side mounting surface 2111 .

[0100] The converter-side reference surface 2112 is a substantially flat upper surface of the converter-side mounting surface 2111. The converter-side mounting surface 2111 is a flat surface that is substantially perpendicular to the rotor rotation axis 2115 shown in Fig. 7A etc., and is also a surface that is substantially horizontal to the rotation plane of the first main rotor 12A.

[0101] The screw holes 2116 are holes formed in the left-right direction in a case portion of the first driving force converter 211. Four screw holes 2116 are formed in the first driving force converter 211. The position of each screw hole 2116 corresponds to a fastening hole 2311 of the first mounting portion 221. In other words, when the first mounting portion 221 and the first driving force converter 211 are viewed in the left-right direction, the fastening hole 2311 and the screw holes 2116 overlap.

[0102] The fastening hole 2311 is formed larger than the fastening member 2312. Specifically, when the diameter of the fastening hole 2311 is L11 and the diameter of the fastening member 2312 is L10, L11 is set to be longer than L10. Therefore, as described below, the driving force conversion unit 21 can be rotated while being temporarily fastened to the support unit. Here, "temporarily fastened" refers to a state in which the fastening member 2312 passes through the fastening hole 2311 and is threaded into the screw hole 2116, but the fastening member 2312 is not sufficiently fastened. A method for adjusting the rotation of the first driving force conversion unit 211 will be described later. Here, the fastening hole 2311 has a substantially circular shape, but the shape of the fastening hole 2311 may be other than a substantially circular shape. For example, the fastening hole 2311 may have an elongated shape, such as an oblong hole shape having a longitudinal direction along the circumferential direction.

[0103] The support unit-side mounting surface 2211 is the surface facing the outer side in the left-right direction, i.e., the left side, of the first mounting portion 221. The support unit-side mounting surface 2211 is a substantially flat surface against which a conversion unit-side mounting surface 2111 of the first driving force conversion unit 211 (described later) abuts and slides during angle adjustment.

[0104] The driving force converter 21 has an inward-facing converter-side mounting surface 2111. The support-side mounting surface 2211 is a flattened portion of the housing of the first driving force converter 211 near the screw hole 2116.

[0105] The support unit-side mounting surface 2211 and the converter-side mounting surface 2111 abut against each other. Furthermore, both the support unit-side mounting surface 2211 and the converter-side mounting surface 2111 are generally flat surfaces. The support unit-side mounting surface 2211, which is the left-side main surface of the first driving force conversion unit 211, abuts against the converter-side mounting surface 2111, which is a flat surface facing rightward of the first driving force conversion unit 211. Therefore, when the first angle adjustment unit 231 is in a temporarily fastened state, even if the tip of the fastening member 2312 is threaded into the screw hole 2116, the fastening hole portion 2311 is formed sufficiently larger than the fastening member 2312, so that the first driving force conversion unit 211 can be rotated while maintaining the fastening member 2312 inserted.

[0106] An opening 2212 is formed by opening the center of the first mounting portion 221. When the first driving force converter 211 is attached to the first mounting portion 221, the right portion of the first driving force converter 211 fits into the opening 2212.

[0107] Here, the second angle adjustment unit 232 shown in FIG. 1 has the same configuration as the first angle adjustment unit 231 shown in FIG.

[0108] 9 is a perspective view showing the correlation between the first attachment portion 221, the fastening hole portion 2311, and the fastening member 2312. Here, in the first attachment portion 221, a virtual circle 25, which is a circle centered on the central axis of the first driving force transmission portion 20A, is shown by a dashed dotted line.

[0109] A plurality of fastening holes 2311, which are through holes formed in the first attachment portion 221, are arranged along the circumferential direction of the imaginary circle 25. In this example, four fastening holes 2311 are arranged at approximately equal intervals.

[0110] 8 is aligned in the rotational direction, the fastening member 2312 moves along the circumferential direction of the virtual circle 25. Therefore, to enable such alignment, the width L11 of the fastening hole 2311 is formed larger than the width L10 of the fastening member 2312 in the circumferential direction of the virtual circle 25.

[0111] FIG. 10 is a perspective view showing a state in which the angle of the first driving force converter 211 is changed by the first angle adjuster 231. As shown in FIG.

[0112] Here, the first mounting portion 221 is attached to the first mounting portion 221 via the first angle adjustment portion 231, but the first angle adjustment portion 231 is in a temporarily fastened state because the fastening member 2312 of the first angle adjustment portion 231 is not fastened. In this state, the worker rotates and adjusts the first mounting portion 221. Specifically, the worker rotates and adjusts the first driving force conversion portion 211 so that the conversion unit side reference surface 2112 of the first driving force conversion portion 211 is parallel to the horizontal plane.

[0113] 9 , in the circumferential direction of the imaginary circle 25, the width L11 of the fastening hole 2311 formed in the first attachment portion 221 is sufficiently larger than the width L10 of the fastening member 2312. Therefore, the fastening member 2312 can be moved inside the fastening hole 2311, and therefore, the rotation of the first driving force conversion unit 211 can be easily adjusted.

[0114] After completing the rotation adjustment of the first driving force converter 211, the fastening members 2312 of the first angle adjuster 231 are fastened to fix the position in the rotational direction of the first driving force converter 211. This makes it possible to extremely reduce the angular difference between the central axis of rotation of the first main rotor 12A attached to the lower part of the first driving force converter 211 and the vertical axis.

[0115] FIG. 11 is a perspective view showing a state in which the angle of the second driving force converter 212 is changed by the second angle adjuster 232. As shown in FIG.

[0116] The method of adjusting the rotational position of the second driving force converter 212 and the method of fastening are the same as those for the first driving force converter 211 shown in Fig. 10. That is, the second driving force converter 212 is temporarily fixed to the second attachment portion 222 by the second angle adjustment portion 232. Next, the second driving force converter 212 is rotationally adjusted so that the converter-side reference surface 2122 of the second driving force converter 212 is parallel to, for example, a horizontal plane.

[0117] The rotation adjustment of the first driving force converter 211 and the second driving force converter 212 will be described.

[0118] The rotational adjustment of the first driving force converter 211 and the second driving force converter 212 is performed so that their positions in the rotational direction coincide with each other. Specifically, the rotational adjustment of the first driving force converter 211 and the second driving force converter 212 is performed so that the converter-side reference surface 2112 shown in Fig. 10 and the converter-side reference surface 2122 shown in Fig. 11 are parallel to each other. In this case, the rotational adjustment may be performed so that the converter-side reference surface 2112 and the converter-side reference surface 2122 are parallel to a horizontal plane.

[0119] The rotational adjustment of the first driving force converter 211 and the second driving force converter 212 can also be performed using the measurement device-side reference surface 241 of the inertial measurement unit 24 shown in Fig. 3 as a reference. Specifically, as shown in Fig. 10, with the first driving force converter 211 temporarily attached to the first mounting portion 221, the first driving force converter 211 can be rotated so that the measurement device-side reference surface 241 of the inertial measurement unit 24 shown in Fig. 3 and the converter unit-side reference surface 2112 of the first driving force converter 211 become parallel. Furthermore, as shown in Fig. 11, with the second driving force converter 212 temporarily attached to the second mounting portion 222, the first driving force converter 211 can be rotated so that the measurement device-side reference surface 241 of the inertial measurement unit 24 shown in Fig. 3 and the converter unit-side reference surface 2122 of the second driving force converter 212 become parallel. This allows for accurate inertial detection by the inertial measurement unit 24 and stable flight of the flight device 10. Here, the reference surface of the inertial measurement unit 24 can be considered to be, for example, the bottom surface of the inertial measurement unit 24.

[0120] Next, a method for manufacturing the flying device 10 will be described.

[0121] First, the main body 11, main arm 17, and sub-arm 18 shown in FIG. 1 are prepared, and the engine 30 and various electrical components are assembled into the main body 11.

[0122] Next, as shown in Figures 8 and 10, the first driving force converter 211 is temporarily fixed to the first mounting portion 221 via the first angle adjuster 231, and the temporarily fixed first mounting portion 221 is then rotated and adjusted. After the rotation adjustment is complete, the first mounting portion 221 is positioned by fastening the first angle adjuster 231. Details of this adjustment are as described with reference to Figures 8 to 11. Similarly, as shown in Figure 11, the second driving force converter 212 is temporarily fixed to the second mounting portion 222 via the second angle adjuster 232. Furthermore, the second driving force converter 212 is positioned by fastening the second angle adjuster 232.

[0123] Next, the first main rotor 12A described above is attached to the lower part of the first driving force converter 211 shown in Fig. 10. Also, the second main rotor 12B described above is attached to the lower part of the second driving force converter 212 shown in Fig. 11. Furthermore, each motor 14 and sub-rotor 13 shown in Fig. 1 are attached to the end of each sub-arm 18.

[0124] Through the above steps, the flying device 10 shown in FIG. 1 is manufactured.

[0125] The main effects achieved by the above-described embodiment are as follows.

[0126] 10 and other figures, the first driving force conversion unit 211 is displaceable in the rotational direction, for example, so that the positions of the first driving force conversion unit 211 and the main rotor 12 in the rotational direction after temporary fastening can be appropriately adjusted. This makes it possible to prevent inertial forces from occurring in unintended directions when the flight device 10 flies.

[0127] Referring to Figure 1, even when the main rotor 12 rotates at high speed due to the driving force of the engine 30, the position of the main rotor 12 in the rotational direction is accurately adjusted, allowing for stable flight using the thrust generated by the rotation of the main rotor 12.

[0128] Referring to FIG. 6, the rotational driving force around the horizontal axis can be converted into a rotational driving force around the vertical axis by the first driving force conversion unit 211, which is a gear box adjusted to an appropriate angle.

[0129] Referring to Figure 10, since the first driving force conversion unit 211 can be adjusted for rotation after being temporarily fastened, the mounting angle of the first driving force conversion unit 211 and the first main rotor 12A can be appropriately adjusted even if there are manufacturing errors or mounting errors in the first driving force transmission unit 20A and its surrounding components.

[0130] Referring to Figure 8, the fastening hole portion 2311 is formed larger than the fastening member 2312, so that the angle of the driving force conversion unit 21 can be easily adjusted after the driving force conversion unit 21 is temporarily fastened using the fastening member 2312.

[0131] Referring to Figure 8, the conversion unit side mounting surface 2111 of the first driving force conversion unit 211 abuts against the support unit side mounting surface 2211 of the first mounting unit 221, so that even after the driving force conversion unit 21 has been temporarily fixed, the angle of the driving force conversion unit 21 in the rotational direction can be easily adjusted by sliding the support unit side mounting surface 2211 and the conversion unit side mounting surface 2111.

[0132] The positional relationship between the first driving force conversion unit 211 and the second driving force conversion unit 212 shown in Figure 1 and the inertial measurement device 24 shown in Figure 3 can be set to a predetermined value, allowing the inertial measurement device 24 to accurately sense each inertial force.

[0133] Referring to FIG. 1, the angles of the first main rotor 12A and the second main rotor 12B in the rotational direction can be set to predetermined values, which further improves the stability of the flight device 10 during flight.

[0134] 1, since the main rotor 12 is drivingly connected to the engine 30, it is difficult to precisely control its rotation speed, and therefore the main rotor 12 is attached with its rotation direction adjusted via an angle adjustment unit 23. On the other hand, the sub-rotor 13 can be attached without the angle adjustment unit 23 because its rotation speed can be precisely controlled by electronic control.

[0135] 6, the first driving force converter 211 is displaceable, so that the angles of the first driving force converter 211 and the first main rotor 12A can be appropriately adjusted. This makes it possible to prevent unintended inertial forces from being generated around the yaw axis when the flight device 10 flies.

[0136] 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.

[0137] For example, in the present embodiment described with reference to FIG. 1, the mounting position of the main rotor 12, which is driven and rotated by the engine 30, is adjusted by the angle adjustment unit 23, but such an adjustment method and adjustment mechanism can also be applied to the sub-rotor 13.

[0138] Referring to FIG. 1, in the embodiment described above, the engine 30 is exemplified as the drive source, but a motor may also be used as the drive source.

[0139] 1 and 8 , etc., in the present embodiment described above, a fastening mechanism having fastening holes 2311 and fastening members 2312 is employed as angle adjustment portion 23, but other structures may be employed as angle adjustment portion 23. For example, an adhesive mechanism may be employed as angle adjustment portion 23.

[0140] REFERENCE SIGNS LIST 10 Flight device 11 Main body 12 Main rotor 12A First main rotor 12B Second main rotor 13 Sub rotor 13A First sub rotor 13B Second sub rotor 13C Third sub rotor 13D Fourth sub rotor 14 Motor 14A Motor 14B Motor 14C Motor 14D Motor 17 Main arm 17A First main arm 17B Second main arm 18 Sub arm 18A Sub arm 18B Sub arm 18C Sub arm 18D Sub arm 20 Driving force transmission unit 20A First driving force transmission unit 20B Second driving force transmission unit 21 Driving force conversion unit 211 First driving force conversion unit 2111 Converter unit side mounting surface 2112 Converter unit side reference surface 2113 First bevel gear 2114 Second bevel gear 2115 Rotor rotating shaft 2116 Screw hole 212 Second driving force conversion unit 2122 Conversion unit side reference surface 22 Mounting unit 221 First mounting unit 2211 Support unit side mounting surface 2212 Opening 222 Second mounting unit 23 Angle adjustment unit 231 First angle adjustment unit 2311 Fastening hole unit 2312 Fastening member 232 Second angle adjustment unit 24 Inertial measurement unit 241 Measurement unit side reference surface 25 Virtual circle 30 Engine 31 Engine block 32 Cylinder chamber 33 First engine unit 331 First piston 332 First connecting rod 333 First crankshaft 34 Second engine unit 341 Second piston 342 Second connecting rod 343 Second crankshaft 35 First cylinder wall 36 Second cylinder wall portion 37 First extension wall portion 38 Second extension wall portion 39 Extension space 40 Combustion chamber

Claims

1. A flying device that floats in the air by thrust generated by the rotation of a rotor, comprising: the rotor; a drive source that is drivingly connected to the rotor to rotate the rotor; a drive force transmission unit that transmits a rotational drive force from the drive source to the rotor; a drive force conversion unit that is arranged on the end side of the drive force transmission unit and converts the direction of the rotational drive force and supports the rotor; a support unit that supports the rotor and the drive force conversion unit; and an angle adjustment unit that can change the angle of the drive force conversion unit after temporary fastening.

2. The flight device according to claim 1, wherein the driving source is an engine.

3. The flying device according to claim 1, wherein the driving force conversion unit is a gearbox.

4. The flying device according to claim 1, wherein the driving force transmission unit is a transmission shaft.

5. The flight device according to claim 1, wherein a mounting portion for mounting the driving force conversion portion is provided at the outer end of the support portion.

6. The flight device described in claim 1, characterized in that the angle adjustment unit has a fastening hole portion formed in the support unit and a fastening member inserted into the fastening hole portion, and the fastening hole portion is formed larger than the fastening member, so that the driving force conversion unit can be rotated while being temporarily fixed to the support unit.

7. A flight device as described in claim 5, characterized in that the mounting portion has a support portion side mounting surface facing outward, and the driving force conversion portion has a conversion portion side mounting surface facing inward, and the conversion portion side mounting surface abuts against the support portion side mounting surface.

8. A flight device as described in claim 5, further comprising an inertial measurement unit, wherein, with the drive force conversion unit temporarily attached to the mounting portion, the drive force conversion unit can be rotated so that the measurement unit side reference surface of the inertial measurement unit and the conversion unit side reference surface of the drive force conversion unit are parallel.

9. The flight device described in claim 1, wherein the rotors include a first rotor and a second rotor positioned opposite the first rotor; the driving force transmission unit includes a first driving force transmission unit that transmits rotational driving force from the driving source to the first rotor and a second driving force transmission unit that transmits rotational driving force from the driving source to the second rotor; the driving force conversion unit includes a first driving force conversion unit that converts the direction of the rotational driving force between the first driving force transmission unit and the first rotor, and a second driving force conversion unit that converts the direction of the rotational driving force between the second driving force transmission unit and the second rotor; the support unit includes a first support unit that supports the first rotor and the first driving force conversion unit, and a second support unit that supports the second rotor and the second driving force conversion unit; and the angle adjustment unit includes a first angle adjustment unit that can change the angle of the first driving force conversion unit, and a second angle adjustment unit that can change the angle of the second driving force conversion unit.

10. A flight device as described in claim 1, comprising a main rotor as the rotor and a sub-rotor that controls the position and attitude in the air, wherein the main rotor is attached via the angle adjustment unit, and the sub-rotor is attached without the angle adjustment unit.

11. The flight device described in claim 1, characterized in that the driving force transmission unit has a transmission rod, the driving force conversion unit has a first bevel gear fixed to the transmission rod and a second bevel gear fixed to the rotor rotation shaft of the rotor and meshing with the first bevel gear, and the angle adjustment unit has a fastening hole portion formed in an attachment portion arranged on the end side of the support unit, and a fastening member that passes through the fastening hole portion and screws into the driving force conversion unit.

12. The flight device according to claim 11, wherein a plurality of said fastening holes are arranged along an imaginary circle defined with said transmission rod as its center.

13. A method for manufacturing a flying device, the flying device having: a rotor; a drive source drivingly connected to the rotor to rotate the rotor; a drive force transmission unit that transmits a rotational drive force from the drive source to the rotor; a drive force conversion unit that is arranged on the end side of the drive force transmission unit and converts the direction of the rotational drive force; and a support unit that supports the rotor and the drive force conversion unit, characterized in that the drive force conversion unit is displaced while temporarily fixed to the support unit.

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