A protection device against starvation of an aero-piston engine
By incorporating a linkage and one-way gear connection structure on the throttle lever and mixture ratio lever, the problem of excessively lean fuel caused by improper operation by flight trainees is solved, ensuring stable engine operation, reducing costs, and improving safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CIVIL AVIATION FLIGHT UNIV OF CHINA
- Filing Date
- 2025-10-11
- Publication Date
- 2026-07-21
AI Technical Summary
During flight training, flight trainees may cause excessively low fuel levels in aircraft piston engines due to improper operation, leading to engine shutdown, damage, and other problems, increasing fuel and maintenance costs, and potentially threatening flight safety.
A protective device is designed to prevent excessive lean fuel in an aircraft piston engine. This is achieved by setting first and second connecting structures on the throttle lever and the mixture ratio lever, including a connecting rod, a one-way gear, and a limiting assembly, to ensure that the mixture ratio lever remains in the correct position when the throttle lever is operated, thus preventing excessive lean fuel.
It effectively prevents the engine from running out of fuel, alerts flight trainees to operational errors, ensures stable engine operation under various flight conditions, reduces fuel consumption and maintenance costs, and improves flight safety.
Smart Images
Figure CN224532840U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of aircraft engine auxiliary device technology, specifically to a protective device for preventing excessively lean fuel in aircraft piston engines. Background Technology
[0002] Piston engines, as the primary power source for general aviation, are widely used in flight training aircraft. The performance and operation of these engines are crucial to flight safety. Pilots control the engine via the throttle, pitch control, and mixture control levers to ensure smooth and safe flight. Proper control sequence is essential to avoid situations where the engine operates at high power, low speed, or excessively lean fuel, as these conditions can lead to engine knock, resulting in engine damage and flight accidents.
[0003] When reducing power, the pilot should first release the throttle, then the pitch control lever, and finally the mixture control lever; when increasing power, the pilot should first push the mixture control lever, then the pitch control lever, and finally the throttle. This sequence is to prevent engine malfunctions during operation and ensure stable engine operation under various flight conditions. However, in actual flight training, there are concerns that trainees might directly increase the throttle after setting the lean or rich fuel mixture, potentially leading to engine shutdown or damage. Conversely, this could cause the engine to be in a rich fuel mixture for extended periods, resulting in increased fuel consumption, spark plug contamination, and reduced power. These issues not only increase fuel and maintenance costs for flight training but may also threaten flight safety.
[0004] In summary, a protective device is needed to prevent aircraft piston engines from becoming too lean with fuel, thus avoiding engine over-lack. Utility Model Content
[0005] To address the aforementioned technical problems, this utility model provides a protective device to prevent excessively lean fuel in aircraft piston engines. This device can prevent the engine from becoming too lean and also reminds flight trainees to pay attention to operation.
[0006] The technical solution of this utility model is: A protective device for preventing excessively lean fuel in an aircraft piston engine, comprising: A first connecting structure is used to be mounted on the throttle lever. The first connecting structure includes a first connecting rod and a one-way gear. One end of the first connecting rod is hinged to the bottom end of the throttle lever. A first sliding groove is provided at the bottom of the handle of the throttle lever. The other end of the first connecting rod is slidably connected in the first sliding groove. A first limiting component is provided between the first connecting rod and the first sliding groove. The one-way gear is mounted on the first connecting rod. The second connecting structure is used to be installed on the mixing ratio rod. The second connecting structure includes a second connecting rod and a toothed plate. One end of the second connecting rod is hinged to the bottom end of the mixing ratio rod. A second sliding groove is provided at the bottom of the handle of the mixing ratio rod. The other end of the second connecting rod is slidably connected in the second sliding groove. A second limiting component is provided between the second connecting rod and the second sliding groove. The toothed plate is installed on the second connecting rod. The first limiting component limits the first connecting rod to the first end of the first slide groove, and the second limiting component limits the second connecting rod to the second end of the second slide groove, with the first end and the second end adjacent to each other. When the first connecting rod is located at the first end and the second connecting rod is located at the second end, the toothed plate meshes with the one-way gear.
[0007] Preferably, the first limiting component and the second limiting component have the same structure, and the first limiting component includes: A protrusion is provided at the end where the first connecting rod connects to the first slide groove, and the handle of the throttle lever has a groove, and the protrusion is fitted into the groove; An elastic element is disposed between the groove and the protrusion.
[0008] Preferably, the elastic element is a spring, one end of which is connected to the sidewall of the groove, and the other end of which is connected to the sidewall of the protrusion.
[0009] Preferably, the one-way gear is connected to the first connecting rod via a first connecting member, and the toothed plate is connected to the second connecting rod via a second connecting member.
[0010] Preferably, the first connector includes: Two first support rods are respectively horizontally set on the side wall of the first connecting rod; A connecting shaft is disposed at one end of the two first support rods opposite to the first connecting rod. The two ends of the connecting shaft are rotatably connected to the ends of the two first support rods respectively. The one-way gear set is fixed in the circumference of the connecting shaft.
[0011] Preferably, the second connector includes: Two second support rods are respectively horizontally arranged on the side wall of the second connecting rod, and the toothed plate is fixed to the ends of the two second support rods.
[0012] Preferably, the positions of the toothed plate and the one-way gear are interchanged.
[0013] Preferably, the first connecting structure and the second connecting structure are a set of mating units. There are two sets of mating units. One set of mating units is used to be disposed between the throttle lever and the mixture ratio lever, and the other set of mating units is used to be disposed between the pitch lever and the mixture ratio lever.
[0014] Compared with the prior art, the protective device for preventing excessively lean fuel in aircraft piston engines provided by this utility model has the following advantages: This device, by incorporating a first and a second connecting structure on the throttle lever and the mixture ratio lever, allows for both individual and simultaneous operation of these levers. Specifically, during operation, the pilot can slide the first and second connecting rods to disengage the gear plate from the one-way gear, enabling independent pushing and pulling of the throttle lever and mixture ratio lever. Reducing the throttle lever does not affect the mixture ratio lever. When accelerating, if the mixture ratio lever is not in its forward position, the engagement of the gear plate and the one-way gear will move the mixture ratio lever forward. Even if a trainee forgets to push the mixture ratio lever and directly pushes the throttle lever, the engagement of the gear plate and the one-way gear will cause the throttle lever to move forward, preventing excessive lean throttle. Furthermore, the one-way gear, while pushing, can also subtly indicate operational errors to the trainee, helping them focus on correct control actions. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the structure of the first connecting rod of this utility model; Figure 3 This is a bottom view of the throttle lever handle of this utility model; Figure 4 This is a schematic diagram of one connection method for the two sets of mating units of this utility model; Figure 5 This is a schematic diagram of another connection method for the two sets of cooperating units of this utility model. Detailed Implementation
[0016] The following describes a specific embodiment of the present invention in detail with reference to the accompanying drawings. However, it should be understood that the scope of protection of the present invention is not limited to the specific embodiment.
[0017] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the technical solution of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.
[0018] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.
[0019] Furthermore, in the description of this utility model, "a plurality of" refers to two or more. The terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
[0020] Example 1 Currently, some mainstream training aircraft, such as the Cessna C-172, use fixed-pitch propellers without a propeller governor, and therefore lack a pitch control lever. Others, such as the Cirrus SR-20, are equipped with a propeller governor mechanically connected to the throttle lever, which automatically adjusts the propeller blade angle and speed when the throttle lever is activated. Again, they lack a pitch control lever. This embodiment is for use with aircraft piston engines that only have a throttle lever 3 and a mixture control lever 4. Figure 1 As shown, this utility model provides a protective device to prevent excessively lean fuel in an aircraft piston engine, comprising: a first connecting structure 1 and a second connecting structure 2. The first connecting structure 1 is mounted on a throttle lever 3 and includes a first connecting rod 11 and a one-way gear 12. One end of the first connecting rod 11 is hinged to the bottom end of the throttle lever 3. A first sliding groove 112 is provided at the bottom of the handle of the throttle lever 3, and the first sliding groove 112 is opened along the axial direction of the handle. The other end of the first connecting rod 11 is slidably connected within the first sliding groove 112. Figure 1 The first connecting rod 11 can slide left and right within the first sliding groove 112. A first limiting component is provided between the first connecting rod 11 and the first sliding groove 112. A one-way gear 12 is mounted on the first connecting rod 11 and can rotate relative to the first connecting rod 11, but can only rotate in one direction (in...). Figure 1The first connecting rod 11 is slidably connected to the throttle lever 3 to facilitate adjustment of the position of the one-way gear 12; the second connecting structure 2 is used to be installed on the mixing ratio lever 4. The second connecting structure 2 includes a second connecting rod 21 and a toothed plate 22. One end of the second connecting rod 21 is hinged to the bottom end of the mixing ratio lever 4. A second sliding groove is opened at the bottom of the handle of the mixing ratio lever 4. The second sliding groove is also opened along the axial direction of the handle. The other end of the second connecting rod 21 is slidably connected in the second sliding groove. A second limiting component is provided between the second connecting rod 21 and the second sliding groove. The toothed plate 22 is installed on the second connecting rod 21. The sliding connection between the second connecting rod 21 and the mixing ratio lever 4 is to facilitate adjustment of the position of the toothed plate 22; the first limiting component limits the first connecting rod 11 to the first end of the first sliding groove 112. Figure 1 At the far right end of the throttle lever 3, the second limiting assembly limits the second connecting rod 21 to the second end of the second slide groove. Figure 1 At the leftmost end of the mixing ratio lever 4, with the first and second ends adjacent, when the first connecting rod 11 is at the first end and the second connecting rod 21 is at the second end, the toothed plate 22 meshes with the one-way gear 12. Through the first and second limiting components, the toothed plate 22 remains engaged with the one-way gear 12 when the first connecting rod 11 and the second connecting rod 21 are not sliding. Figure 1 The one-way gear 12 can only move backward relative to the gear plate 22. The function of the one-way gear 12 is to control the throttle lever 3 so that it does not affect other control levers when it moves backward. When it moves forward, the throttle lever 3 will be blocked. Other control levers must be pushed to their forward positions to disengage the one-way gear 12 and the gear plate 22. The throttle lever 3 will then be unaffected. If the throttle lever 3 is blocked and the throttle lever 3 is pushed hard, it will cause other control levers to move forward. While ensuring that the fuel level is within the normal range, the force required to push the throttle lever 3 will increase significantly. Pilots should be aware of this.
[0021] This device is equipped with a first connecting structure 1 and a second connecting structure 2. The meshing relationship between the gear plate 22 and the one-way gear 12 allows the throttle lever 3 and the mixture ratio lever 4 to be connected together, enabling simultaneous operation of both. Simultaneously, a first connecting rod 11 and a second connecting rod 21 allow the gear plate 22 to disengage from the one-way gear 12, allowing independent operation of the throttle lever 3 and the mixture ratio lever 4. By incorporating the first connecting structure 1 and the second connecting structure 2 on the throttle lever 3 and the mixture ratio lever 4, this device allows for both individual and simultaneous operation of the throttle lever 3 and the mixture ratio lever 4. Specifically, during operation, the pilot can slide the first connecting rod 11 and the second connecting rod 21 to disengage the gear plate 22 from the one-way gear 12, allowing for independent pushing and pulling of the throttle lever 3 and the mixture ratio lever 4. Reducing the throttle lever 3 (moving it backward) does not affect the mixture ratio lever 4. Conversely, when increasing the throttle lever 3 (moving it forward), if the mixture ratio lever 4 is not in its forward position, the meshing relationship between the gear plate 22 and the one-way gear 12 allows for... When the mixture ratio lever 4 moves forward, the throttle lever 3 will also move backward when the mixture ratio lever 4 is retracted. When the mixture ratio lever 4 is pushed forward, the throttle lever 3 will not be affected. When the flight trainee forgets to push the mixture ratio lever 4 and pushes the throttle lever 3 directly, the gear plate 22 and the one-way gear 12 will mesh, and pushing the throttle lever 3 will drive the mixture ratio lever 4 forward, which will not cause excessive lean fuel. At the same time, because it is a one-way gear 12, the effort required to push the lever can also prompt the flight trainee to make operational errors, thus helping the flight trainee to pay attention to the correct operating actions.
[0022] Furthermore, the first limiting component and the second limiting component have the same structure. This embodiment provides a specific structure of the first limiting component, such as... Figure 2 , Figure 3 As shown, the first limiting component includes a protrusion 113 and an elastic element 115. The protrusion 113 is located at the end where the first connecting rod 11 connects to the first sliding groove 112. The handle of the throttle lever 3 has a groove 114, and the protrusion 113 is fitted into the groove 114. The protrusion 113 can limit the top end of the first connecting rod 11, preventing the top end of the first connecting rod 11 from sliding out of the throttle lever 3. The elastic element 115 is located between the groove 114 and the protrusion 113, and the elastic element 115 serves a resetting function. Figure 1 As can be seen, the first connecting rod 11 is inclined, meaning there is a gap between the first connecting rod 11 and the throttle lever 3. This facilitates pressing the protrusion 113 at the end of the first connecting rod 11 to make it slide within the first groove 112. In this embodiment, when the first connecting rod 11 is not moving, the elastic force of the elastic element 115 allows the top end of the first connecting rod 11 to be positioned... Figure 3 At the rightmost end of the first groove 112, a protrusion 113 provides a limiting position, while its elasticity allows the one-way gear 12 to engage with the gear plate 22, facilitating meshing. When individual operation is required, the first connecting rod 11 can be pushed towards the throttle lever 3, causing the top of the first connecting rod 11 to... Figure 3 The left end of the first slide groove 112 slides, thereby driving the one-way gear 12 to move synchronously, so as to disengage the one-way gear 12 from the gear plate 22.
[0023] This embodiment provides a structure for an elastic element 115. Further, the elastic element 115 is a spring. One end of the spring is connected to the side wall of the groove 114, and the other end is connected to the side wall of the protrusion 113. The spring's elastic force allows the first connecting rod 11 to reset when not pressed, causing the one-way gear 12 to mesh with the toothed plate 22. The spring's elastic force is strong enough to ensure that the one-way gear 12 and the toothed plate 22 are tightly engaged. Alternatively, the spring can be a torsion spring, an elastic airbag, or another elastic element.
[0024] Furthermore, the positions of the gear plate 22 and the one-way gear 12 are interchanged. After the replacement, the appropriate direction of the one-way gear 12 is set according to the requirements, so that when the throttle lever 3 is pushed, the mixing ratio lever 4 can be driven forward together, so as not to cause excessive lean oil.
[0025] Example 2 As a further improvement on Embodiment 1, the one-way gear 12 is further connected to the first connecting rod 11 via a first connecting member, and the gear plate 22 is connected to the second connecting rod 21 via a second connecting member. Figure 1 As shown, to control the forward and backward movement of the throttle lever 3 and the mixture ratio lever 4, the length direction of the toothed plate 22 needs to be kept horizontal, and the one-way gear 12 also needs to rotate in the horizontal direction accordingly. In this embodiment, by setting a first connecting member, the one-way gear 12 is connected to the first connecting rod 11, and by setting a second connecting member, the toothed plate 22 is connected to the second connecting rod 21.
[0026] This embodiment provides a specific method for a first connecting member. Further, the first connecting member includes: a first support rod 13 and a connecting shaft 14. Two first support rods 13 are horizontally disposed on the side wall of a first connecting rod 11, with a certain distance between them. The connecting shaft 14 is disposed at one end of each of the two first support rods 13 away from the first connecting rod 11. The connecting shaft 14 is vertically disposed, and its two ends are rotatably connected to the ends of the two first support rods 13, respectively. This rotatable connection can be achieved through bearings. The connecting shaft 14 can rotate relative to the two first support rods 13. A one-way gear 12 is fitted and fixed circumferentially on the connecting shaft 14. When the one-way gear 12 rotates, it allows the connecting shaft 14 to rotate relative to the two first support rods 13.
[0027] This embodiment provides a specific method for a second connector. Further, the second connector includes: two second support rods 23 are respectively horizontally arranged on the side wall of the second connecting rod 21, and the two second support rods 23 are spaced apart by a certain distance. A toothed plate 22 is fixed to the ends of the two second support rods 23, and the length direction of the toothed plate 22 is perpendicular to the axial direction of the second support rod.
[0028] In this embodiment, the other structures are the same as in embodiment 1, except that optimizations have been made to embodiment 1.
[0029] Example 3 As a further improvement on Embodiment 2, Embodiments 1 and 2 are both designed for use with only throttle lever 3 and mixture lever 4 in aero-engines. To make this device also applicable to aero-engines with pitch lever 5, thus expanding its scope of application, such as... Figure 4 , Figure 5 As shown, furthermore, the first connecting structure 1 and the second connecting structure 2 form a set of mating units. There are two sets of mating units: one set is positioned between the throttle lever 3 and the mixture ratio lever 4, and the other set is positioned between the pitch lever 5 and the mixture ratio lever 4. By setting two sets of mating units between the three operating levers, it is convenient to drive the mixture ratio lever 4 and the pitch lever 5 to move synchronously when the throttle lever 3 is pushed, thus avoiding excessive lean throttle. Figure 4 and Figure 5 In this case, only the positions of the toothed plate 22 and the one-way gear 12 in the mating unit on the mixing ratio rod 4 and the pitch rod 5 are interchanged. Just pay attention to the direction of rotation of the one-way gear 12.
[0030] In this embodiment, the other structures are the same as in embodiment 2, except that optimizations have been made to embodiment 2.
[0031] The advantages of this invention are that, by setting a first connecting structure and a second connecting structure on the throttle lever and the mixture ratio lever, the throttle lever and the mixture ratio lever can be operated individually or together. Specifically, when the pilot operates, he can slide the first and second connecting rods to disengage the gear plate from the one-way gear, allowing him to push and pull the throttle lever and the mixture ratio lever independently. Reducing the throttle lever does not affect the mixture ratio lever. When accelerating, if the mixture ratio lever is not in the forward position, the meshing relationship between the gear plate and the one-way gear can drive the mixture ratio lever forward together. When a flight trainee operates, even if he forgets to push the mixture ratio lever and pushes the throttle lever directly, the meshing of the gear plate and the one-way gear will cause the mixture ratio lever to move forward together, preventing excessive lean fuel. At the same time, because it is a one-way gear, the effort required during the pushing process can also prompt the flight trainee to make operational errors, helping the flight trainee to pay attention to the correct operating actions.
[0032] The above-disclosed embodiments are only a few specific examples of the present utility model. However, the embodiments of the present utility model are not limited thereto. Any changes that can be conceived by those skilled in the art should fall within the protection scope of the present utility model.
Claims
1. A protective device for preventing excessively lean fuel in an aircraft piston engine, characterized in that, include: A first connecting structure (1) is used to be installed on the throttle lever (3). The first connecting structure (1) includes a first connecting rod (11) and a one-way gear (12). One end of the first connecting rod (11) is hinged to the bottom end of the throttle lever (3). A first sliding groove (112) is provided at the bottom of the handle of the throttle lever (3). The other end of the first connecting rod (11) is slidably connected in the first sliding groove (112). A first limiting component is provided between the first connecting rod (11) and the first sliding groove (112). The one-way gear (12) is installed on the first connecting rod (11). The second connecting structure (2) is used to be installed on the mixing ratio rod (4). The second connecting structure (2) includes a second connecting rod (21) and a toothed plate (22). One end of the second connecting rod (21) is hinged to the bottom end of the mixing ratio rod (4). A second sliding groove is provided at the bottom of the handle of the mixing ratio rod (4). The other end of the second connecting rod (21) is slidably connected in the second sliding groove. A second limiting component is provided between the second connecting rod (21) and the second sliding groove. The toothed plate (22) is installed on the second connecting rod (21). The first limiting component limits the first connecting rod (11) to the first end of the first slide groove (112), and the second limiting component limits the second connecting rod (21) to the second end of the second slide groove. The first end and the second end are adjacent. When the first connecting rod (11) is located at the first end and the second connecting rod (21) is located at the second end, the toothed plate (22) meshes with the one-way gear (12).
2. The protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 1, characterized in that, The first limiting component and the second limiting component have the same structure. The first limiting component includes: A protrusion (113) is provided at one end where the first connecting rod (11) is connected to the first slide groove (112). The handle of the throttle lever (3) has a groove (114), and the protrusion (113) is fitted into the groove (114). An elastic element (115) is disposed between the groove (114) and the protrusion (113).
3. The protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 2, characterized in that, The elastic element (115) is a spring, one end of which is connected to the side wall of the groove (114), and the other end of which is connected to the side wall of the protrusion (113).
4. The protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 1, characterized in that, The one-way gear (12) is connected to the first connecting rod (11) through the first connecting member, and the tooth plate (22) is connected to the second connecting rod (21) through the second connecting member.
5. A protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 4, characterized in that, The first connector includes: Two first support rods (13) are respectively horizontally set on the side wall of the first connecting rod (11); A connecting shaft (14) is disposed at one end of the two first support rods (13) away from the first connecting rod (11). The two ends of the connecting shaft (14) are rotatably connected to the ends of the two first support rods (13) respectively. The one-way gear (12) is fitted and fixed in the circumference of the connecting shaft (14).
6. A protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 4, characterized in that, The second connector includes: Two second support rods (23) are respectively horizontally arranged on the side wall of the second connecting rod (21), and the toothed plate (22) is fixed to the ends of the two second support rods (23).
7. A protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 1, characterized in that, The positions of the toothed plate (22) and the one-way gear (12) are interchanged.
8. A protective device for preventing excessively lean fuel in an aircraft piston engine according to claim 1, characterized in that, The first connecting structure (1) and the second connecting structure (2) are a set of mating units. There are two sets of mating units. One set of mating units is used to be set between the throttle lever (3) and the mixing ratio lever (4), and the other set of mating units is used to be set between the pitch lever (5) and the mixing ratio lever (4).