201010907 九、發明說明： 【發明所屬之技術領域】 本發明屬於航空飛行器技術領域，尤指一種可兼具有 自旋翼飛行功能的微型直升飛行器。 【先前技術】 瘳 直升機（helicopter)因能垂直上升下降、空中懸停， 又犯向剛後左右任一方向飛行，應用幾乎已遍及軍用和民 用的各個領域。直升機脣於旋翼航空器，裝有一副或幾副 類似於大直徑螺旋槳的旋翼，旋翼安裝在機身上方近於鉛 垂的旋翼軸上，由發動機驅動，並在機頂上旋轉，能在空 氣中產生向上的浮力，從而進行垂直升降。旋翼受自動傾 斜盤等操縱可使旋翼的旋轉平面與水平方向傾斜—個小角 度如6 15，使浮力改變方向而產生一個向前運動的分力， 從而獲得前進的動力。當旋翼提供浮力的同時，也會令飛 機與旋翼作相反方向旋轉，而令機身產生不希望有的扭 力’因而必須以相反方向的力去平衡抵消扭力。現有的直 升機使用上下排列在同—個旋翼軸上的以相反方向旋轉的 共軸雙紫旋翼，來抵消對機身產生的扭力作用，沒有設置 尾槳。這種飛機的缺點是機械結構複雜，飛行速度慢广無 應急逃生設施和滑翔功能，目而當旋翼或發動機出：機械 故障，機上人員難於逃生，飛行安全性不夠。 自旋翼機是錢翼直升機基礎上開發出來的。 機相似的，盆頂立[5古 -. '、頂°卩有一副大直徑的旋翼，在飛行中依靠旋 5 201010907 翼的旋轉產生升力《在飛行中的直升機旋翼是由發動機帶 動的主動性旋轉；而自旋翼機的旋翼是在迎面的氣流推動 下旋轉，屬被動性旋轉。自旋翼機除去旋翼外，還帶有一 副螺旋槳以提供前進的動力，從而飛行速度較快。但是， 自旋翼機不能像直升機一樣垂直起落，更不能在空中隨意 停留，對起落場地有一定的限制，無法執行某些特殊的飛 行要求。 【發明内容】 鑒於上述先前技術的直升機和自旋翼機的技術和安全 性方面的局限，本發明首先提供了_種可以不依賴起降場 地而垂直起降，並且在低空飛行時，即使在發動機完全熄 火的情況下，也可以安全地滑翔，飄降的新的小型直升飛 行器。 為達到上述目的’本發明提供了—種飛行器，其包括： 一飛行器機身； 一設在機身内部的操控室； 一設於所述機身上方的雙旋翼襞置，包括上下兩個旋 翼’可由設在機身内的第一發動機驅動； 其中，所述飛行器還包括： 一對機翼，固定設置於所述飛行器的左右兩側；以及 一後推進槳，設置於所述機身的尾部，由設在機身内 的第二發動機驅動。 較佳地，所述上旋翼、下旋翼為固定紫矩的大直徑螺 201010907 旋槳。 本發明的飛行器由於同時設有雙旋翼裝置和後推進 槳，並分別由各自的發動機驅動，因而當驅動雙旋翼裝置 的發動機發生故障時，即由後推進槳提供動力，使飛行器 向前移動，同時旋轉的旋翼即刻由主動旋轉進入慣性旋轉 過度至自旋狀態，與設置於飛行器左右兩側的機翼一起為 飛行器提供浮力，從而可以繼續飛行；❿當驅動後推進柴 的發動機發生機械故障時’則由雙旋翼裝置單獨提供動力 而作傳統的直升機飛行模式進行飛行，從而使得飛行器整 體的安王陡得到提〶，+會因某—發動機發生故障而陷入 危險’甚至難於逃生。 根據本發明的進一步目的，還提供 翼機功能的直升飛行器 :實見上述目# ’本發明提供的雙旋翼裝置還包括一201010907 IX. Description of the invention: [Technical field to which the invention pertains] The present invention belongs to the technical field of aviation aircraft, and more particularly to a miniature helicopter that can simultaneously have the function of flying a rotor. [Prior Art] hel The helicopter (helicopter) can be used in almost every direction of military and civilian use because it can rise and fall vertically, hover in the air, and fly in either direction. The helicopter lip is attached to the rotorcraft and is equipped with one or several pairs of rotors similar to large-diameter propellers. The rotor is mounted on the top of the fuselage near the vertical rotor shaft, driven by the engine, and rotated on the top of the machine to produce in the air. Upward buoyancy for vertical lifting. The rotor is manipulated by an automatic tilting disc or the like to tilt the plane of rotation of the rotor to the horizontal direction - a small angle such as 6 15, which causes the buoyancy to change direction to produce a forward moving component, thereby gaining forward momentum. When the rotor provides buoyancy, it also causes the aircraft to rotate in the opposite direction to the rotor, causing the fuselage to produce undesired torques. Therefore, the torque must be balanced in the opposite direction to counteract the torque. The existing helicopter uses a coaxial double-violet rotor that is arranged in the opposite direction on the same rotor shaft to cancel the torsional force generated on the fuselage, and no tail rotor is provided. The shortcomings of this type of aircraft are the complicated mechanical structure, the slow flight speed, the lack of emergency escape facilities and the gliding function. When the rotor or the engine is out: mechanical failure, the crew on board is difficult to escape, and the flight safety is not enough. The spin-wing aircraft was developed on the basis of the Qianyi helicopter. Similar to the machine, the basin top stands [5 ancient-. ', top °卩 has a large-diameter rotor, which relies on the rotation of the wing in 201010907. The helicopter rotor in flight is driven by the engine. Rotation; while the rotor of the spin-rotor is rotated by the oncoming airflow, which is a passive rotation. In addition to the rotor, the spin-wing aircraft also has a pair of propellers to provide forward power for faster flight. However, the Spiral Wing can't rise and fall vertically like a helicopter, and it can't stay in the air. There are certain restrictions on the landing site and some special flight requirements cannot be implemented. SUMMARY OF THE INVENTION In view of the technical and safety limitations of the prior art helicopters and spin-wing aircraft described above, the present invention first provides a vertical take-off and landing that can be carried out independently of the take-off and landing site, and even in the engine at low altitudes. In the case of complete flameout, it is also possible to glider safely and drift off the new small helicopter. In order to achieve the above object, the present invention provides an aircraft comprising: an aircraft fuselage; a control room disposed inside the fuselage; a double-rotor device disposed above the fuselage, including two upper and lower rotors 'Driven by the first engine provided in the fuselage; wherein the aircraft further comprises: a pair of wings fixedly disposed on the left and right sides of the aircraft; and a rear propeller, disposed on the fuselage The tail is driven by a second engine disposed within the fuselage. Preferably, the upper rotor and the lower rotor are large diameter snails 201010907 with fixed purple moments. Since the aircraft of the present invention is provided with both a double-rotor device and a rear propeller, and is driven by respective engines, when the engine driving the double-rotor device fails, the propeller is powered by the rear propeller, and the aircraft is moved forward. At the same time, the rotating rotor instantly enters the inertial rotation to the spin state by active rotation, and provides buoyancy for the aircraft together with the wings disposed on the left and right sides of the aircraft, so that the flight can continue; when the engine of the diesel engine is driven to cause mechanical failure 'The twin-rotor device is powered separately and used for the traditional helicopter flight mode to fly, so that the overall An Wang steepness of the aircraft is improved, + will be in danger due to a certain engine failure - even difficult to escape. According to a further object of the present invention, there is also provided a helicopter function of a helicopter (see above). The dual rotor apparatus provided by the present invention further comprises a
調卽控制器，設詈於裕、+、L ;所述上下旋翼的下方，通過操控室内 制裝置來操控’用於調節所述上下旋翼與水平方向的 角度’使上下旋翼與水平方向的角度最大可達到45、 上下旋翼:設有所述調節控制器’可以調節 二發動機驅動後推進毕：二！度。當需要時’可單獨由第 後仰-定的角度進行；==力，雙旋翼震置 翼機模式飛行.+ k供向上的浮力，以傳統的自旋 产，在“ 可調節雙旋翼裝置向前傾斜-定的角 度，在氣流的推進下 的角 定的前進動力，結合後推=向上⑭力為飛行提供一 灸推進槳所提供的前進動力，從而實 201010907 現更间的飛行速度；當兩個發動機同時做功且雙旋翼裝置 向前傾斜較大的角度時，為飛行器提供了更高的推進力， 從而實現了向速飛行功能。根據本發明的直升自旋翼飛行 器，兼具直升機和自旋翼機兩者的優點，具有安全性高、 飛行速度快、無起落場地限制等特點。 較佳地，所述兩機翼上分別設有至少一個可擺動的副 翼，用於調控飛行方向。 ❹ I本發明的進-步較佳實施例中，所述機身的下前側 設有一對鼻翼。所述鼻翼採用“鴨，，式佈局，其形狀設計 成飛行過程中，穿過鼻翼上方的氣流的路程大於穿過鼻 翼下方的氣流的路程，以為飛行器提供一個向上的“抬” 頭力矩。 在所述機身的尾部設有一對尾翼，以控制飛行；所述 機身的下方設有起落架，供飛行器停靠於地面。 所述飛行器還可以採用全塑碳纖複合材料製作，從機 鲁身到上、下旋翼及起落架等均為碳纖複合材料，僅僅兩台 小型發動機是金屬的。因此在天空中飛行時雷達是“看” 不見的，故有隱形的功能。 【實施方式】 以下，參照附圖對本發明的實施方式進行說明。 凊參考第一、二圖所示，分別為根據本發明的直升自旋翼飛行 器的主、俯視示意圖。 如圖所示，本發明的直升自旋翼飛行器，包括： 8 201010907 一機身（10) ’機身（10)的内部含有第一發動機(11)和第二發動機 (18)(如第三圖所示）； 一設在機身（10)内部的操控室（19); 一設於機身（10)上方的雙旋翼裝置(2〇)，該雙旋翼裝置(2〇)包括： 一副上旋翼(22)和一副下旋翼(22，），依次穿設於機身（1〇)上方的 旋翼軸(21)上。舉例來說’該上、下旋翼(22)(22，>可以為固定槳距的 大直徑螺旋槳，參見第四A圖所示，該雙旋翼裝置(20)的上、下旋翼 (22)(22’)可由設在機身（1〇)内的第一發動機(11)驅動，並且相互呈反 ^ 向旋轉以抵消上下旋翼旋轉時形成的扭力，從而有效防止飛行器機身 (10)發生反向扭轉；以及 一調節控制器（23) ’穿設於旋翼軸(21)上並位於下旋翼（22,)之 下，於飛行時通過調節控制器（23)的調節控制柄(24)可以調節上、下 旋翼(22)(22’)與水平方向成—㈣角度，該角度較大的可以為，例如 20至40。，最高可達47。，於飛行中在氣流的作用下，可以提供一 個較大的水平方向的分力（該技術可以參見專利申請 ❹CN200610028281 ’共軸雙槳自旋翼飛行器的同步換向調節褒置）； 一對機翼（14)，固設於飛行器的左右兩側，與機身（1〇)基本垂直， 另外，作為選擇，每個機翼⑽上還可以分別設有一可擺動的副翼 (15) ，用於調整和控制飛行的方向；機身（1〇)的尾部設有朝下的尾翼 (16) ’用於調整和控制飛行的方向；例如，向左轉：左邊機翼（叫的 副翼(15)向下，右邊機翼(14)的副翼(15)向上，使機身⑽向側下方滑 盯/月行中尾翼（16)在氣流的推動下，產生一個與其相反的力，使得 機尾向右偏轉(機頭向左）；反之亦然。當轉向慣量*足時也可以操控 翼（16)進行左、右轉向。也可以通過操控上下旋翼(22)(22·)向不 201010907 同方向傾倒’從而實現不同方向的飛行姿態； -後推進禁(13)，設於機身⑽的尾部，由設在機身〇〇)内的第 二發動機(18)驅動(參見第四B圖所示），為飛行提供前進的動力； 較佳地，機身（1〇)的下前側還設有—對鼻翼（12)，鼻翼(12)’的形 狀可設計成：飛行過程中’穿過鼻翼(12)上方的氣流的路程大於穿過 鼻翼（12)下方的氣流的路程’為飛行器提供一個向上的“抬，，頭力 矩； 機身（10)的下方設有前起落架（17)和後起落架（17·)，供飛行器停 @靠於地面。 本發明的直升自旋翼飛行器還可以採用全塑碳纖複合材料製 作，從機身(10)到上下旋翼(22)(22，）、鼻翼(12)、後推進柴（13)、機翼 (14)、副翼(15)、尾翼(16)及起落架（17)(17·)等均為碳纖複合材料，僅 僅兩台小型發動機是金屬的。因此在天空中飛行時雷達是“看，，不見 的，故有隱形的功能。 下面結合實例來詳細描述本發明的直升自旋翼飛行器能夠實現 _ 的各種飛行模式： 擊 (一)直升機飛行模式 如第四Α圖所示’當飛行器以直升機飛行模式從地面起飛時， 飛行器的雙旋翼裝置(20)由第一發動機(11)驅動。第一發動機(11)作 功，通過皮帶傳動輪(25)帶動減速皮帶傳動輪(26)將動力傳輸給調節 控制器（23)。由調節控制器（23)輸出一正、一反的驅動力帶動套裝在 旋翼軸(21)上的上、下旋翼(22)(22')分別進行順時針和逆時針旋轉， 由於上、下旋翼(22)(22。兩者反向旋轉，兩者產生的反扭力相互抵消， 從而防止機身產生扭轉。由於上、下旋翼(22)(22J分別由調節控制器 201010907 (23)輸出相反驅動力作反向旋轉而消除了扭力，採用固錢矩的大旋 翼’因而不需要設置傾斜盤、連動機構等複雜的機械裝置。此時，由 於上、下旋翼(22)(22 )進行高速旋轉，為飛行器提供一股向上的浮力， 飛行器的起落架(17)(17.)隨即離開地面，飛行器升至空中。當飛行器 欲降落地面時，可以減小第-發動機(11)的功率，以減小浮力；當欲 飛至更高時’可以加大功率，以增大浮力。 (二） 自旋翼機飛行模式 如第四B圖所示，本發明的直升自旋翼飛行器也可以自旋翼機 模式飛行。在起飛時，通過調節控制柄(24)調整調節控制器(23)，令 上、下旋翼(22)(22·)向後仰3〜9。，在第一發動機(11)不做功的情況下， 由第二發動機(18)單獨做功，驅動後推進槳（13)給飛行器提供向前推 進的動力，使飛行器向前滑行。此時，雙旋翼裝置(2〇)的上、下旋翼 (22)(22')在迎面而來的氣流(30)作用下旋轉，當上、下旋翼(22)(22·) 達到起飛轉速後’即帶動飛行器離地，升空，並向前飛行。 (三) 高速飛行模式 ©如第四C圖所示，當本發明的直升自旋翼飛行器起飛升至空中 一定高度後，可以通過調節控制器（23)調節飛行器的上、下旋翼 (22)(27)向前傾斜的角度，令其前傾角度大大超過傳統直升機的傾斜 盤所能操縱的上、下旋翼(22)(22·)向前傾斜的角度。舉例來說，本發 明的直升自旋翼飛行器的上、下旋翼(22)(22·)向前傾可超過40。，在 本發明一較佳實施例中，上、下旋翼(22)(22·)向前傾倒的角度為点 =arctan13/15，如第五圖所示，此時自旋翼飛行器每1馬力的功率輪 出，可得到0.75馬力的提供向上升力的輸出功率，同時還可得到0.65 馬力提供向前牵引力的輸出功率。由於上、下旋翼(22)(22·)向前提供 201010907 一個較大分力的作用，從而可以快速飛行β又結合本發明的飛行器的 尾部設置的後推進槳（13)，由第二發動機(18)提供動力’將第二發動 機（18)的驅動力通過後推進槳（13)提供給飛行器前進的動力’使原本 已經是快速飛行的直升機又增加水平方向的推力，從而使本發明的飛 行器可以達到傳統微型直升機的飛行速度的2倍以上》而且飛行器的 重心處的機翼（14)也可以為水平方向的飛行提供浮力，以彌補傾斜上 下旋翼(22)(22)所產生向上升力的不足。由於上下旋翼(22)(221)向前 傾斜的角度較大，在飛行中會使飛行器有一個向下的“低頭”力矩。 ® 但是由於機身（10)的下前側採用“鴨，，式佈局設有鼻翼（12)，因此在 飛行時會產生一個向上的“抬”頭力矩，以正好抵消機頭下沉的“低 頭”力矩。 (四）高安全性的飛行模式 繼續如第四C圖所示，由於採用了調節控制器（23)及小角度(總 矩）固定槳距的大直徑螺旋槳的上下旋翼(22)(22,)，可使其保持最佳自 旋角度。當飛行器以快速高效飛行模式於空中飛行時，當第一發動機 _ (11)由於發生故障突然熄火，上下旋翼(22)(22·)先由原來主動旋轉進 入慣性旋轉。此時操控室（19)内的飛行員操控調節控制柄㈣帶動調 節控制器(23) ’使得上下旋翼(22)(22，)由向前傾斜狀態過渡到向後傾 斜狀悲’即過渡到第四B圖所示狀態，並由第二發動機(18)帶動後推 進紫（13)，飛灯器繼續向前移動，在迎面而來的氣流㈣作用下，上 下旋翼(22)(22.)由原來慣性旋轉過渡到自旋狀態並為飛行器提供升 力，從而實現直升飛行H在動力停止輸出的同時進人自餘態，即進 入自旋翼機飛行模式，這是當今所有旋翼機所不及的，㈣具有比現 有直升機同的女王’不至於因突然熄火而墜^。即使本發明的飛行 12 201010907 器是由於上、下旋翼(22)(22')發生故障而無法繼續旋轉時，也可以由 第二發動機(18)帶動後推進槳（13)提供向前的動力，並繼續由機翼(14) 提供浮力，以及機翼（14)上的副翼（15)來控制飛行方向，而進行安全 地飛行。 如第四c圖所示，當高速飛行模式下的飛行器的第二發動機(18) 由於發生故障突然熄火時，則繼續由第一發動機（11)驅動上下旋翼 (22)(22·)作功，並且此時上下旋翼(22)(22·)也可以同時保持向前傾斜 ❺的大角度而提供一個向前的分力，從而此時的飛行速度雖然不及有第 二發動機(18)同時作功時的飛行速度，但比一般的直升飛行器的飛行 速度較快；或是由操控室（19)内的飛行員操控調節控制柄(24)帶動調 衰P控制器（23) ’使得上下旋翼(22)(22’)由向前傾斜狀態過渡到第四a 圖所示直升機飛行模式狀態，而進行安全地飛行。 V、上所述’本發明的直升自旋翼飛行器是共轴雙紫的 同速直升機和共軸雙槳自旋翼飛機的複合新機種，兼具直 升機和自旋翼機兩者的優點；具有無起落場地限制、飛行 參速度快、安全性高、結構簡單操控方便、維護簡便等特點。 採用雙發動機，每一個小型發動機可以為某一個飛行楔式 獨立作動；可以做直升機飛行或自旋翼機飛行，也可以協 同為某個飛行模式作動’具有直升機直升起飛以及固定翼 飛機的快速移動的特點’又有傳統直升機的功能及方便 性’沒有直升機的複雜機械結構和高難度駕駛技術；並繼 承了傳統自旋翼機的高安全性；在使用中可以根據需求選 擇一般直升機模式或高速直升機模式飛行，也可以用自旋 翼機模式飛行；是現在旋翼飛行器中最快捷、最方便、最 13 201010907 女全的隱形單人飛行器；可以廣泛地應用於民間農業、休 閒旅遊，工作巡查，公路鐵路，電網的巡查，交通指锋， 罪犯追捕，救援偵察等。 綜上所述，本發明已具備顯著功效增進，並符合發明 專利要件，爰依法提起申請。 【圖式簡單說明】 髻 意圖 第一圖為本發明的飛行器的主視示意圖。 第二圖為本發明的飛行器的俯視示意圖。 第二圖為本發明的飛行器第一和第二發動機的安裝示 第四A圖為本發明的飛行器的一種飛行狀態示意圖 第四B圖為本發明的飛行器另一種飛行狀態示意圖 第四C圖為本發明的飛行器又一種飛行狀態示意圖 ❹ 第五圖為本發明的飛行器的上下旋翼與水平方向呈 角度時的浮力分解示意圖。 【主要元件符號說明】 (1〇)機身 (11) 發動機 (12) 鼻翼 (13) 後推進槳 (14) 機翼 (15) 副翼 201010907 (16) 尾翼 (17) (17')起落架 (18) 發動機 (19) 操控室 (20) 雙旋翼裝置 (21) 旋翼軸 (22) 上旋翼 (22’）下旋翼 (23) 調節控制器 (24) 控制柄 (25) 皮帶傳動輪 (26) 帶動減速皮帶傳動輪 (30)氣流 15The tuning controller is set to Yu, +, L; below the upper and lower rotors, by manipulating the indoor device to control the 'for adjusting the angle of the upper and lower rotors with the horizontal direction', the angle between the upper and lower rotors and the horizontal direction Up to 45, up and down rotor: with the adjustment controller 'can adjust the two engine drive after the advancement: two! degree. When required, 'can be carried out separately from the angle of the back-down; == force, double-rotor vibration of the wing mode flight. + k for upward buoyancy, with conventional spin production, in the "adjustable double-rotor device" The forward tilt-fixed angle, the angular forward power under the propulsion of the airflow, combined with the pushback = the upward 14 force provides the forward power provided by the moxibustion propeller for the flight, thus realizing the flight speed of 201010907; When the two engines work at the same time and the double-rotor device is tilted forward by a large angle, the aircraft is provided with a higher propulsive force, thereby realizing the speeding flight function. The helicopter of the helicopter according to the present invention has a helicopter And the advantages of both the rotary wing aircraft, the characteristics of high safety, fast flight speed, no landing limit, etc. Preferably, the two wings are respectively provided with at least one swingable aileron for regulating flight. Direction I. In a preferred embodiment of the invention, the lower front side of the fuselage is provided with a pair of nose wings. The nose wing adopts a "duck," layout, the shape of which is designed to pass through during flight. The flow of air above the nose is greater than the distance of airflow through the underside of the nose to provide an upward "lifting" head torque for the aircraft. A pair of tail fins are provided at the rear of the fuselage to control flight; and a landing gear is provided below the fuselage for the aircraft to rest on the ground. The aircraft can also be made of all-plastic carbon fiber composite material, from the machine body to the upper and lower rotors and the landing gear are carbon fiber composite materials, only two small engines are metal. Therefore, when flying in the sky, the radar is "look" and is invisible, so it has an invisible function. [Embodiment] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Referring to Figures 1 and 2, there are shown schematic top and top views, respectively, of a helicopter rotor aircraft in accordance with the present invention. As shown, the helicopter of the present invention comprises: 8 201010907 A fuselage (10) The interior of the fuselage (10) contains a first engine (11) and a second engine (18) (such as a third The figure shows a control room (19) inside the fuselage (10); a double rotor device (2〇) disposed above the fuselage (10), the double rotor device (2〇) includes: The sub-rotor (22) and a pair of lower rotors (22,) are sequentially passed through the rotor shaft (21) above the fuselage (1). For example, the upper and lower rotors (22) (22, > can be fixed-pitch large-diameter propellers, see Figure 4A, the upper and lower rotors of the twin-rotor device (20) (22) (22') may be driven by the first engine (11) provided in the fuselage (1), and rotated in opposite directions to cancel the torsion generated when the upper and lower rotors rotate, thereby effectively preventing the aircraft body (10) from occurring. Reverse torsion; and an adjustment controller (23) that is placed on the rotor shaft (21) and below the lower rotor (22,), and adjusts the control handle (24) through the adjustment controller (23) during flight The upper and lower rotors (22) (22') can be adjusted to have a (four) angle with the horizontal direction, and the angle can be, for example, 20 to 40. The maximum angle is 47. Under the action of the airflow in flight, A larger horizontal component can be provided (see the patent application ❹CN200610028281 'Synchronous reversing adjustment of the coaxial twin-blade rotorcraft); a pair of wings (14) fixed to the left and right of the aircraft On both sides, it is basically perpendicular to the fuselage (1〇), and, as an option, each wing There may also be a swingable aileron (15) for adjusting and controlling the direction of flight; the tail of the fuselage (1〇) is provided with a downward tail (16) 'for adjusting and controlling the direction of flight For example, turn left: the left wing (called the aileron (15) down, the right wing (14) aileron (15) up, so that the fuselage (10) slides down to the side/moon line in the tail ( 16) Under the push of the airflow, generate a force opposite thereto, so that the tail is deflected to the right (the nose is left); vice versa. When the steering inertia* is sufficient, the wing (16) can be manipulated to make left and right turns. It is also possible to control the flight attitude in different directions by manipulating the upper and lower rotors (22) (22·) to the same direction as the 201010907; - the rear propulsion (13), which is located at the tail of the fuselage (10) and is located at the rear. The second engine (18) in the body is driven (see Figure 4B) to provide forward power for the flight; preferably, the lower front side of the fuselage (1〇) is also provided with a pair of noses ( 12) The shape of the nose (12)' can be designed to: 'the flow of air above the nose (12) during travel is greater than the passage through the nose (12) The path of the airflow below provides an upward "lifting", head torque for the aircraft; a nose landing gear (17) and a rear landing gear (17) below the fuselage (10) for the aircraft to stop @ leaning against the ground The helicopter of the present invention can also be made of a full plastic carbon fiber composite material, from the fuselage (10) to the upper and lower rotors (22) (22,), the nose (12), the rear propeller (13), the wing. (14), the aileron (15), the rear wing (16) and the landing gear (17) (17·) are all carbon fiber composite materials. Only two small engines are metal. Therefore, the radar is "seeing" when flying in the sky. ,, not seen, so there are invisible features. The following describes in detail the various flight modes of the helicopter of the present invention by means of an example: The (1) helicopter flight mode is as shown in the fourth figure. When the aircraft takes off from the ground in a helicopter flight mode, the aircraft The dual rotor device (20) is driven by a first engine (11). The first engine (11) works by driving the reduction belt drive wheel (26) through the belt drive wheel (25) to transmit power to the adjustment controller (23). The positive and negative driving forces are outputted by the adjustment controller (23) to drive the upper and lower rotors (22) (22') on the rotor shaft (21) to rotate clockwise and counterclockwise respectively, due to the upper and lower Rotor (22) (22. Both rotate in opposite directions, the counter-torque forces generated by the two cancel each other out, thus preventing the fuselage from twisting. Because the upper and lower rotors (22) (22J are respectively output by the adjustment controller 201010907 (23) The driving force is reversely rotated to eliminate the torsion force, and the large rotor of the solid-moment moment is used. Therefore, it is not necessary to provide complicated mechanical devices such as a swash plate and a linkage mechanism. At this time, the upper and lower rotors (22) (22) are rotated at a high speed. To provide an upward buoyancy for the aircraft, the landing gear (17) (17.) of the aircraft then leaves the ground and the aircraft rises into the air. When the aircraft wants to land on the ground, the power of the first engine (11) can be reduced. Reduce buoyancy; when you want to fly higher, you can increase the power to increase the buoyancy. (2) The flight mode of the rotorcraft, as shown in Figure 4B, the helicopter of the present invention can also be a rotor. Flight in mode. When taking off, pass The control lever (24) adjusts the adjustment controller (23) so that the upper and lower rotors (22) (22·) are tilted back to 3 to 9. In the case where the first engine (11) does not work, the second engine (18) Work alone, driving the propeller (13) to provide propulsion to the aircraft to propel the aircraft forward. At this time, the upper and lower rotors (22) of the double-rotor device (2〇) (22') Rotating under the oncoming airflow (30), when the upper and lower rotors (22) (22·) reach the take-off speed, the aircraft is driven off the ground, lifted off, and flies forward. (3) High-speed flight mode As shown in FIG. 4C, when the helicopter of the present invention is lifted to a certain height in the air, the upper and lower rotors (22) (27) of the aircraft can be adjusted forward by the adjustment controller (23). The angle of the forward tilting angle greatly exceeds the forward tilting angle of the upper and lower rotors (22) (22·) that can be manipulated by the slanting disc of the conventional helicopter. For example, the helicopter of the present invention is mounted on the helicopter. The lower rotor (22) (22·) may be inclined forward by more than 40. In a preferred embodiment of the invention, the upper and lower rotors (22) (22·) The angle of the front dump is point=arctan13/15. As shown in the fifth figure, the power of the rotorcraft per 1 horsepower is rotated to obtain 0.75 horsepower to provide the output power of the upward force, and 0.65 horsepower is also provided. The output power of the forward traction force. Since the upper and lower rotors (22) (22·) provide a large component force of 201010907 forward, it is possible to fly fast β and combine the rear propeller paddle provided with the tail of the aircraft of the present invention (13). ), powered by the second engine (18) 'powering the driving force of the second engine (18) through the rear propeller (13) to provide propulsion to the aircraft', so that the helicopter that is already flying fast increases the horizontal thrust So that the aircraft of the present invention can reach more than twice the flight speed of the conventional micro-helicopter" and the wing (14) at the center of gravity of the aircraft can also provide buoyancy for the horizontal flight to compensate for the tilting up and down rotor (22) ( 22) The lack of upward force generated. Since the upper and lower rotors (22) (221) are inclined at a greater angle, the aircraft will have a downward "head" moment during flight. ® However, because the lower front side of the fuselage (10) uses a "duck," layout with a nose (12), it will produce an upward "lifting" head moment during flight, just to offset the "head" of the head sinking "Torque. (4) The high-safety flight mode continues as shown in Figure 4C, due to the upper and lower rotors of the large-diameter propeller using the adjustment controller (23) and the small angle (total moment) fixed pitch (22) (22,), which maintains the best spin angle. When the aircraft is flying in the air in a fast and efficient flight mode, when the first engine _ (11) suddenly turns off due to a fault, the upper and lower rotors (22) (22·) Firstly, the original active rotation is into inertial rotation. At this time, the pilot in the control room (19) manipulates the adjustment handle (4) to drive the adjustment controller (23) 'to make the upper and lower rotors (22) (22,) transition from the forward tilt state to the backward direction. The sloping sorrow ' transitions to the state shown in the fourth B, and is driven by the second engine (18) to push the purple (13), the flying lighter continues to move forward, under the oncoming airflow (four), up and down The rotor (22) (22.) transitions from the original inertial rotation to the spin State and provide lift for the aircraft, so that the helicopter H enters the self-remaining state while the power stops outputting, that is, enters the flight mode of the rotorcraft, which is beyond the reach of all the rotorcraft today. (4) It has the same function as the existing helicopter. The Queen's will not fall due to a sudden flameout. Even if the flight 12 201010907 of the present invention is unable to continue to rotate due to the failure of the upper and lower rotors (22) (22'), it can also be driven by the second engine (18). The rear propeller (13) provides forward propulsion and continues to provide buoyancy by the wing (14) and ailerons (15) on the wing (14) to control the direction of flight for safe flight. As shown in the figure c, when the second engine (18) of the aircraft in the high-speed flight mode suddenly turns off due to a failure, the upper and lower rotors (22) (22·) are continued to be operated by the first engine (11), and this The up-and-down rotor (22) (22·) can also maintain a large angle of forward tilting at the same time to provide a forward component, so that the flight speed at this time is not as good as when the second engine (18) is working simultaneously. Flying speed, but more straight than normal The flying aircraft is flying faster; or the pilot control knob (24) in the control room (19) drives the fading P controller (23) 'so that the upper and lower rotors (22) (22') are tilted forward The state transitions to the state of the helicopter flight mode shown in Figure 4, and is safely flighted. V. The helicopter of the present invention is a coaxial twin-violet co-speed helicopter and a coaxial twin-blade rotor. The new composite aircraft of the aircraft has the advantages of both helicopter and rotary wing aircraft; it has the characteristics of no landing site limitation, fast flight speed, high safety, simple structure, convenient operation and easy maintenance. It adopts dual engines and each small size. The engine can be operated independently for a certain flight wedge; it can be used for helicopter or spin-wing flight, or it can work together for a certain flight mode. 'With helicopter helicopter take-off and fast-moving features of fixed-wing aircraft' and traditional helicopters The functionality and convenience 'has no complicated mechanical structure and difficult driving skills of the helicopter; and inherits the high safety of the traditional spin-wing aircraft; It can choose the general helicopter mode or high-speed helicopter mode flight according to the demand, or it can fly in the turboplane mode; it is the fastest, most convenient, and most invisible single-person aircraft in the rotorcraft; it can be widely used. Folk agriculture, leisure tourism, work inspections, road and railway, power grid inspections, traffic guidance, criminal pursuit, rescue reconnaissance, etc. In summary, the present invention has been significantly improved in effectiveness and complies with the patent requirements of the invention, and is filed in accordance with the law. BRIEF DESCRIPTION OF THE DRAWINGS 髻 Intent The first figure is a front view of the aircraft of the present invention. The second figure is a top plan view of the aircraft of the present invention. The second figure shows the installation of the first and second engines of the aircraft of the present invention. FIG. 4A is a schematic view showing a flight state of the aircraft of the present invention. FIG. 4B is a schematic view showing another flight state of the aircraft of the present invention. A further schematic diagram of the flight state of the aircraft of the present invention. The fifth figure is a schematic diagram of the buoyancy decomposition of the upper and lower rotors of the aircraft of the present invention at an angle to the horizontal direction. [Main component symbol description] (1〇) fuselage (11) engine (12) nose wing (13) rear propeller paddle (14) wing (15) aileron 201010907 (16) tail wing (17) (17') landing gear (18) Engine (19) Control room (20) Double rotor unit (21) Rotor shaft (22) Upper rotor (22') Lower rotor (23) Adjustment controller (24) Control handle (25) Belt drive wheel (26 ) Drive the reduction belt drive wheel (30) airflow 15