Unmanned engine throttle control actuator

Abstract

The utility model aims at providing a kind of unmanned engine throttle control execution mechanism, for connecting at least two carburetors, including base and control component, control component includes slider, main pull rope and at least two sub pull ropes, slider is slidably arranged in base, one end of main pull rope is connected on slider, the other end of main pull rope is worn out base, one end of each sub pull rope is connected on the end of slider away from main pull rope, and the other end of each sub pull rope is worn out from the end of base away from main pull rope to be connected with the control end of each carburetor respectively, an elastic member is arranged on each carburetor, and the elastic member is used to push the control end of carburetor, so that sub pull rope drives slider to have the tendency of being close to carburetor.

Description

Technical Field

[0001] This utility model relates to the technical field of engine control, and in particular to an unmanned engine throttle control actuator. Background Technology

[0002] Currently, the unmanned engines installed on drones are usually gasoline engines.

[0003] Current multi-cylinder gasoline engines have two main types: those that supply fresh air-fuel mixture to multiple cylinders via a manifold, and those that provide a separate carburetor to each cylinder for independent supply of fresh air-fuel mixture.

[0004] Assigning a carburetor to each cylinder to independently supply fresh air-fuel mixture allows the engine to provide more powerful performance, making it more suitable for drone equipment. However, this method of assigning a carburetor to each cylinder has the following drawbacks: To fully utilize the engine's power performance, the cylinders are usually grouped into pairs of symmetrically distributed cylinders. The pistons of the two cylinders in the same group are typically in the same process, such as both being in the intake or power stroke. Therefore, the carburetors of the two cylinders in the same group need to be under the same control state, such as simultaneously increasing or decreasing the fuel feed. However, since carburetors are mechanically controlled, there is currently a lack of a structure that can simultaneously control the state of two carburetors. Therefore, to address the above shortcomings, the unmanned engine throttle control actuator of this application is proposed. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide an unmanned engine throttle control actuator that can simultaneously control the working state of two carburetors.

[0006] The technical solution adopted in this utility model is:

[0007] An unmanned engine throttle control actuator for connecting at least two carburetors, comprising:

[0008] Base; and

[0009] A control assembly includes a slider, a main pull rope, and at least two branch pull ropes. The slider is slidably disposed within the base. One end of the main pull rope is connected to the slider, and the other end of the main pull rope extends out of the base. One end of each branch pull rope is connected to the end of the slider away from the main pull rope, and the other end of each branch pull rope extends out from the end of the base away from the main pull rope to connect to the control end of each carburetor. Each carburetor is provided with an elastic element for pushing against the control end of the carburetor, so that the branch pull ropes tend to move the slider closer to the carburetor.

[0010] Optionally, the base includes a base plate and a buckle plate, the buckle plate is fastened to the base plate, the buckle plate has a sliding groove, and the slider is adapted to slide within the sliding groove.

[0011] Optionally, the pull rope includes a rope sleeve and a rope core, the rope core is threaded through the rope sleeve, the two ends of the rope sleeve are respectively disposed on the base plate and the carburetor, and the two ends of the rope core are respectively connected to the slider and the control end of the carburetor.

[0012] Optionally, the carburetor is provided with a stop block, the rope loop is disposed on the stop block, and the elastic element abuts against the stop block and the control end of the carburetor respectively.

[0013] Optionally, an end block is provided at each of the two ends of the base plate, and the rope loop is disposed on one of the end blocks.

[0014] Optionally, the structure of the branch pull rope is the same as that of the main pull rope.

[0015] Optionally, the control assembly further includes a control lever connected to the end of the main pull rope furthest from the slider.

[0016] The beneficial effects of this utility model are:

[0017] This utility model discloses a throttle control actuator for an unmanned engine, used to connect at least two carburetors. It includes a base and a control assembly. The control assembly includes a slider, a main pull rope, and at least two branch pull ropes. The slider is slidably disposed within the base. One end of the main pull rope is connected to the slider, and the other end extends out of the base. One end of each branch pull rope is connected to the end of the slider furthest from the main pull rope, and the other end of each branch pull rope extends out from the base furthest from the main pull rope to connect to the control end of each carburetor. Each carburetor is equipped with an elastic element that pushes against the control end of the carburetor, causing the branch pull ropes to move the slider closer to the carburetor. Thus, by having the slider drive multiple branch pull ropes to move synchronously, high precision multi-cylinder synchronous control can be achieved, ensuring stable power output. Reliable reset of the elastic element improves the safety of the unmanned aerial vehicle's operation. The compact structure and strong adaptability effectively reduce installation and maintenance costs. Furthermore, it effectively optimizes engine performance, reducing energy consumption and wear. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of an unmanned engine throttle control actuator according to one embodiment of the present invention;

[0019] Figure 2 for Figure 1 The diagram shows a partial structure of the unmanned engine throttle control actuator.

[0020] Explanation of reference numerals in the attached figures:

[0021] 10. Unmanned engine throttle control actuator, carburetor 20; 100. Base; 200. Control component; 210. Slider; 220. Main pull rope; 230. Branch pull rope; 240. Elastic element; 110. Base plate; 120. Buckle plate; 121. Slide groove; 231. Rope loop; 232. Rope core; 21. Stop block; 130. End block. Detailed Implementation

[0022] To facilitate understanding of this utility model, a more comprehensive description will be provided below with reference to the accompanying drawings. The drawings illustrate preferred embodiments of this utility model.

[0023] like Figure 1 and Figure 2As shown, an unmanned engine throttle control actuator 10 is used to connect at least two carburetors 20. It includes a base 100 and a control component 200. The control component 200 includes a slider 210, a main pull rope 220, and at least two branch pull ropes 230. The slider 210 is slidably disposed in the base 100. One end of the main pull rope 220 is connected to the slider 210, and the other end of the main pull rope 220 extends out of the base 100. One end of each branch pull rope 230 is connected to the end of the slider 210 away from the main pull rope 220, and the other end of each branch pull rope 230 extends out from the end of the base 100 away from the main pull rope 220 to be connected to the control end of each carburetor 20 respectively. Each carburetor 20 is provided with an elastic element 240, which is used to push the control end of the carburetor 20 so that the branch pull ropes 230 drive the slider 210 to tend to move closer to the carburetor 20.

[0024] It should be noted that when the main pull rope 220 is subjected to force, it drives the slider 210 to slide along the base 100 away from the carburetor 20. When the slider 210 slides, its end away from the main pull rope 220 simultaneously pulls all the branch pull ropes 230. The branch pull ropes 230 drive the corresponding control end of the carburetor 20 to operate (such as opening the carburetor throttle valve), providing a matching amount of fuel to each cylinder of the engine, thereby controlling the working rhythm of the piston in the cylinder (such as increasing the speed). When the tension on the main pull rope 220 is released, the elastic force of the elastic element 240 drives the control end of the carburetor 20 to reset. The control end of the carburetor 20, through the branch pull ropes 230, pulls the slider 210 in the opposite direction along the base 100 towards the carburetor 20. Returning to its initial position, the main pull rope 220 resets along with the slider 210, completing one throttle control cycle. Thus, the unmanned engine throttle control actuator 10 of this application has the following advantages: First, through the centralized transmission structure of "main pull rope 220 - slider 210," the single linear motion of the slider 210 can synchronously drive all the branch pull ropes 230, ensuring that the control end action amplitude and speed of each carburetor 20 are completely consistent—that is, the fuel supply and throttle opening of each cylinder are perfectly matched. This avoids the problem of "asynchronous piston operation in each cylinder" caused by drive errors in traditional "single-cylinder independent control," ultimately achieving smooth (fluctuation-free) engine power output and stable idling speed, adapting to the power stability requirements of unmanned equipment. The high requirements are addressed. Secondly, the independently configured elastic element 240 of each carburetor 20 provides "dual protection." Specifically, it continuously provides tension to the branch pull rope, avoiding "transmission idle" (i.e., no immediate action when pulling the main pull rope) caused by the slack of the branch pull rope, ensuring precise control response. When the main pull rope 220 loses force, it forcibly drives the control end of the carburetor 20 to reset, avoiding "throttle failure" due to transmission jamming, which is especially suitable for the safety requirements of unmanned engines (without human intervention) and reduces the risk of failure. Thirdly, the technical solution of this application adopts a "centralized transmission + modular component" design, which eliminates the need for an independent drive unit (such as multiple motors) for each cylinder block, requiring only one main pull rope 220 drive source for control. The multi-cylinder design features low structural complexity and small size, making it easy to integrate into the compact space of an unmanned engine. The number of branch pull ropes 230 can be flexibly adjusted according to the number of cylinders (e.g., 2-cylinder or 4-cylinder engines), adapting to multi-cylinder unmanned engines with different cylinder numbers. Core components (slider 210, main pull rope 220, branch pull ropes 230, elastic element 240) can all be designed as standardized wear parts, facilitating easy disassembly and replacement, and reducing maintenance costs. Finally, improved piston synchronization in each cylinder reduces the occurrence of "some cylinders overloaded, some cylinders underloaded," resulting in more complete fuel combustion and reduced fuel consumption and emissions from the unmanned engine. Balanced force distribution in each cylinder reduces wear on the cylinder block and pistons caused by uneven loads, extending engine life.Therefore, the unmanned engine throttle control actuator 10 of this application can achieve high precision in multi-cylinder synchronous control, ensuring stable power output; it can improve the safety of UAV operation by reliably resetting the elastic element; it has a compact structure and strong adaptability, effectively reducing installation and maintenance costs; and it can effectively optimize engine performance, reducing energy consumption and losses.

[0025] like Figure 1 and Figure 2 As shown, in one embodiment, the base 100 includes a base plate 110 and a buckle plate 120. The buckle plate 120 is fastened to the base plate 110, and a sliding groove 121 is provided on the buckle plate 120. The slider 210 is adapted to slide within the sliding groove 121.

[0026] It should be noted that the buckle plate 120 is a motion guide component, assembled onto the base plate 110 via a fastening method (such as a snap-fit ​​or bolt connection) to form a closed or semi-closed receiving space. A groove 121 matching the shape of the slider 210 is formed on the buckle plate 120, and the cross-sectional shape of the groove is adapted to the contour of the slider 210 (such as rectangular, T-shaped, etc.). The slider 210 is embedded in the groove 121 of the buckle plate 120. The two side walls of the groove 121 and the bottom surface form a three-dimensional constraint. When the main pull rope 220 is pulled or the branch pull ropes 230 are pulled in the opposite direction, the slider 210 can only slide linearly along the axial direction of the groove 121. The fastening structure between the base plate 110 and the buckle plate 120 ensures the geometric accuracy of the groove 121 is stable, preventing the slider 210 from deviating or jamming during movement. Precise linear motion guidance ensures that the driving force of the main pull rope 220 is maximized and transmitted to each branch pull rope 230, effectively improving the synchronous control accuracy of each carburetor 20. Secondly, the split design allows the slider 210 to be pre-installed in the groove 121 of the buckle plate 120 before being snapped into the base plate 110, reducing assembly difficulty. During maintenance, the buckle plate 120 can be disassembled individually for inspection and replacement of components such as the slider 210, main pull rope 220, and branch pull rope 230, without requiring complete disassembly of the actuator, thus improving maintenance efficiency. Furthermore, the enclosed space formed by the snap-fit ​​structure of the buckle plate 120 and the base plate 110 protects the connection points between the slider 210 and the main pull rope 220 and branch pull rope 230 from external dust and oil contamination. Additionally, the base plate 110 and buckle plate 120 can be manufactured from different materials (e.g., the base plate 110 can be made of high-strength metal, and the buckle plate 120 can be made of wear-resistant engineering plastic), optimizing cost and performance. Therefore, by simply replacing the buckle plate 120 with different groove 121 parameters, sliders 210 of different sizes can be adapted, enhancing the mechanism's versatility and expandability.

[0027] like Figure 2 As shown, in one embodiment, the pull rope 230 includes a rope sleeve 231 and a rope core 232. The rope core 232 is threaded through the rope sleeve 231. The two ends of the rope sleeve 231 are respectively disposed on the base plate 110 and the carburetor 20. The two ends of the rope core 232 are respectively connected to the slider 210 and the control end of the carburetor 20.

[0028] It should be noted that the two ends of the rope loop 231 are fixed to the base plate 110 and the carburetor 20 respectively, forming a rigid guide channel to ensure that the rope core 232 moves only in a straight line along the preset path, avoiding the swaying or deviation caused by vibration in conventional single-rope structures. The rope core 232 moves under the constraint inside the rope loop 231, eliminating the interference of the external environment (such as dust, oil, engine vibration) on the transmission path, and ensuring that the driving force of the slider 210 is transmitted to the control end of the carburetor 20 to the maximum extent. The rope loop 231 acts as a protective layer, isolating the rope core 232 from direct friction with external components (such as contact wear with the edge of the base 100 and the engine housing). The rope core 232 slides only inside the rope loop 231, and the friction surface is smooth and stable, reducing uneven wear caused by changes in the contact medium and significantly extending the replacement cycle of the pull rope 230. The rope loop 231 can be flexibly bent and arranged according to the installation space to adapt to the complex path between the base plate 110 and the carburetor 20, reducing the straight-line distance requirement for the installation space. The fixed rope loops 231 at both ends form a stable lever arm structure, ensuring that the tension direction of the rope core 232 is always consistent with the force direction of the control end of the carburetor 20, thus preventing lateral forces from deforming the control end of the carburetor 20. The rope loops 231 and rope core 232 can be replaced independently: for example, when the rope core 232 breaks due to long-term tension, it is not necessary to disassemble the fixed rope loops 231; only the internal rope core 232 needs to be replaced. Furthermore, the split structure facilitates quick troubleshooting (such as determining whether the jamming is caused by wear on the inner wall of the rope loop 231 or damage to the rope core 232), reducing maintenance time and costs.

[0029] like Figure 1 As shown, in one embodiment, a stop block 21 is provided on the carburetor 20, a rope loop 231 is provided on the stop block 21, and an elastic member 240 abuts against the stop block 21 and the control end of the carburetor 20 respectively.

[0030] It should be noted that the stop block 21 can provide a support reference for the elastic element 240, so that the elastic element 240 can reliably push the control end of the carburetor 20 to reset.

[0031] like Figure 2 As shown, in one embodiment, an end block 130 is provided on each of the two ends of the base plate 110, and the rope loop 231 is provided on one of the end blocks 130.

[0032] It should be noted that the end block 130 and the base plate 110 are integrally formed. The end block 130 can provide a fixed support reference for the rope loop 231, so that the slider 210 can stably drive the rope core 232 inside the rope loop 231 to slide.

[0033] In one embodiment, the structure of the branch pull rope 230 is identical to that of the main pull rope 220. This ensures that the drive source can stably and maximally transmit control force to the slider 210.

[0034] Furthermore, in one embodiment, the control assembly 200 further includes a control lever (not shown in the figure), which is connected to the end of the main pull rope 220 away from the slider 210. This embodiment provides power control of the main pull rope 220 using a manually operated control lever. In another embodiment, the main pull rope 220 can also be driven by a drive source such as a motor.

[0035] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A throttle control actuator for an unmanned engine, used to connect at least two carburetors, characterized in that, include: Base; and A control assembly includes a slider, a main pull rope, and at least two branch pull ropes. The slider is slidably disposed within the base. One end of the main pull rope is connected to the slider, and the other end of the main pull rope extends out of the base. One end of each branch pull rope is connected to the end of the slider away from the main pull rope, and the other end of each branch pull rope extends out from the end of the base away from the main pull rope to connect to the control end of each carburetor. Each carburetor is provided with an elastic element for pushing against the control end of the carburetor, so that the branch pull ropes tend to move the slider closer to the carburetor.

2. The unmanned engine throttle control actuator according to claim 1, characterized in that, The base includes a base plate and a buckle plate. The buckle plate is fastened to the base plate and has a sliding groove. The slider is adapted to slide within the sliding groove.

3. The un-manned engine throttle control actuator according to claim 2, wherein, The pull rope includes a rope sleeve and a rope core. The rope core is threaded through the rope sleeve. The two ends of the rope sleeve are respectively disposed on the base plate and the carburetor. The two ends of the rope core are respectively connected to the slider and the control end of the carburetor.

4. The unmanned engine throttle control actuator according to claim 3, characterized in that, The carburetor is provided with a stop block, the rope loop is provided on the stop block, and the elastic element abuts against the stop block and the control end of the carburetor respectively.

5. The unmanned engine throttle control actuator according to claim 3, characterized in that, An end block is provided at each of the two ends of the base plate, and the rope loop is provided on one of the end blocks.

6. The unmanned engine throttle control actuator according to claim 5, characterized in that, The structure of the branch pull rope is the same as that of the main pull rope.

7. The unmanned engine throttle control actuator according to claim 6, characterized in that, The control assembly also includes a control lever connected to the end of the main pull rope furthest from the slider.

Images