CROSS REFERENCE TO RELATED APPLICATIONS
Not applicable
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
Not applicable
BACKGROUND OF THE INVENTION
The present invention relates to a paramotor, also known as a powered paraglider, which is an ultralight aircraft consisting of an air-inflated wing attached to a motorized frame; the motor drives a propeller, which generates thrust, and the wing generates the lift necessary for the system to fly.
The forward speed of the paramotor is controlled by the wing, while the altitude is controlled by the thrust generated from the motor. High thrust results in altitude gain, while low thrust results in altitude loss. There is a mid-range thrust which allows the paramotor to maintain level flight. Many factors determine how much thrust is needed to maintain level flight, including but not limited to overall paramotor weight, engine size, wing type, and environmental conditions.
The thrust generated by the engine is controlled by the pilot using a hand-held throttle assembly. The throttle assembly consists of a grip, throttle lever, and control cable. The grip is strapped to the pilot's hand, and the pilot uses his or her fingers to squeeze the throttle lever. The throttle lever pulls on the control cable, which gives an input to the motor to control the speed of the propeller, generating thrust.
When the pilot is in flight and wants to maintain the current altitude, he or she must squeeze the throttle lever to find the appropriate mid-range thrust from the engine, then continue to manually hold the throttle lever at that position. This leads to fatigue and discomfort in the pilot's hand.
Improved designs have an added thumb screw on the side of the throttle assembly. The thumb screw acts as a clamp; when tightened, the throttle lever becomes locked in its current position, allowing the pilot to release the throttle lever while the paramotor engine continues to generate the desired thrust.
There are several disadvantages with the thumb screw locking throttle assembly. The locking mechanism must be manually unscrewed to free the throttle lever from the locked position, requiring two hands to accomplish the task. This creates an unsafe condition where the pilot cannot quickly disengage the throttle locking mechanism.
The thumb screw is also prone to being under-torqued or over-torqued. Under-torquing leads to the throttle lever slipping over time, causing the engine to reduce thrust and the paramotor to lose altitude. Over-torquing causes the pilot to be unable to release the locking mechanism.
The thumb screw locking mechanism does not allow for fine adjustments while the throttle lever is locked; therefore, the entire system must be reset if slightly more or less thrust is desired.
The thumb screw locking mechanism is also unable to quickly reengage a desired preset thrust level without bringing the engine to the exact thrust level and then manually tightening the thumb screw.
There remains a need for a paramotor throttle with an integrated locking mechanism capable of rapid disengagement, fine in-flight adjustments, and quickly engaging a preset thrust level.
SUMMARY OF THE INVENTION
The general purpose of the present invention is to provide paramotor pilots with a throttle assembly with an integrated mechanism able to lock the throttle input to the engine at any desired level, adjust the throttle input while the mechanism is locked, rapidly disengage the locking mechanism, and quickly reengage the locking mechanism to a preset thrust level.
To attain this, the present invention generally comprises of a grip where the pilot's hand is strapped; a throttle lever, which is manually actuated by the pilot's fingers and used to add tension to a cable, which gives an input to the engine to generate the thrust of the paramotor; a spring-loaded pivoting throttle lock connected to the throttle lever, which the pilot will manually actuate to lock the throttle input; an adjustable catch, which interacts with the throttle lock to keep the throttle lever locked in position; and an adjustment knob, which is used by the pilot to tune the throttle locking mechanism to the desired level.
It is an object of the present invention to provide a mechanism which locks the throttle input to the engine, allowing the pilot to release grip of the throttle lever while the aircraft engine continues to generate the desired thrust level.
It is another object of the present invention that, while the throttle locking mechanism is engaged, the pilot can make incremental adjustments to the power generated by the motor without needing to reset the system.
It is another object of the present invention that the throttle locking mechanism can be rapidly disengaged by squeezing the throttle lever.
It is another object of the present invention that the pilot can quickly reset the throttle locking mechanism to the preset thrust level after the mechanism has been disengaged.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is an isometric view of a throttle assembly containing the present invention.
FIG. 2 is a right-hand view of a throttle assembly containing the present invention.
FIG. 3 is a top view of a throttle assembly containing the present invention, defining cutting line A-A.
FIG. 4 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3.
FIG. 5 is a right-hand view of a throttle assembly with the throttle lever actuated.
FIG. 6 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3 with the throttle lever actuated.
FIG. 7 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3 with the throttle lever actuated and the throttle lock pressed.
FIG. 8 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3 with the throttle lock engaged with adjustable catch.
FIG. 9 is an isometric view of a throttle assembly with right side housing 3 hidden illustrating the relation between the adjustment wheel, adjustable catch, helical guide rod, throttle lock, and throttle lever.
FIG. 10 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3 demonstrating how squeezing the throttle lever will disengage the throttle locking mechanism.
FIG. 11 is a cross-sectional view of a throttle assembly as defined by line A-A on FIG. 3 showing the adjustable catch remaining in the preset position after the throttle locking mechanism has been disengaged.
DETAILED DESCRIPTION
With reference to FIG. 1 through 11, a new apparatus embodying the principles and the concepts of the present invention will be referred to as the throttle assembly and referenced by numeral 1.
As shown in FIG. 1: The present invention, referred to as the throttle assembly 1, comprises of a left side housing 2, a right side housing 3, throttle control lever 4, throttle lock 5, adjustment wheel 6, grip 9, and control cable 10. The left side housing 2 and right side housing 3 retain the main working components of the proposed invention. The control cable 10 runs along the bottom of the throttle assembly 1 and is used to give an input to the motor.
As shown in FIG. 2: The grip 9 is attached between the left side housing 2 (not shown) and right side housing 3. The throttle control lever 4 is attached between the left side housing 2 (not shown) and right side housing 3 and pivots about a center axis. The throttle lock 5 is attached to the throttle control lever 4 and pivots about a center axis. It contains a spring 11 (internal), biasing the throttle lock 5 to a neutral position. The adjustment wheel 6 is housed between left side housing 2 (not shown) and right side housing 3 and rotates about a center axis. The helical guide rod 8 (internal) is attached to the center of the adjustment wheel 6 and rotates with the adjustment wheel 6. The adjustable catch 7 (internal) is threaded over the helical guide rod 8 (internal) and moves along the helical guide rod 8 (internal) threads as the adjustment wheel 6 rotates. The control cable 10 runs perpendicular to the grip 9 at the bottom of the throttle assembly 1 and is connected to the bottom of the throttle control lever 4.
As shown in FIG. 3: A top view of the throttle assembly 1 defining the cutting line A-A used to generate the view for FIG. 4, FIG. 6, FIG. 7, FIG. 8, FIG. 10 and FIG. 11.
As shown in FIG. 4: A cross-sectional view defined by cutting line A-A in FIG. 3, the internal components of the throttle assembly 1 showing the adjustable catch 7, helical guide rod 8 and spring 11.
As shown in FIG. 5: In practice, the grip 9 is strapped to or held in the pilot's hand and the pilot will use his or her fingers to squeeze the upper half of the throttle control lever 4. This will cause the throttle control lever 4 to pivot about its center axis, causing the lower side of the throttle control lever 4 to push away from the rest of the throttle assembly 1. When the throttle control lever 4 is squeezed, it pulls on the control cable 10, which is connected to the lower section of the throttle control lever 4. This gives an input to the engine and causes the engine to generate power. In this way, the present invention can operate in the same manner as a conventional paramotor throttle assembly.
As shown in FIG. 6: When the throttle control lever 4 is squeezed as shown in FIG. 5, the throttle lock 5 will rotate with the throttle control lever 4 because it is held in place by the spring 11.
As shown in FIG. 7: On the present invention, when the throttle control lever 4 is being squeezed as shown in FIG. 5 and FIG. 6, the pilot can press the throttle lock 5, causing it to pivot about a center axis. The tip of the throttle lock 5 will move past the ledge of the adjustable catch 7.
As shown in FIG. 8: After the pilot moves the throttle lock 5 as shown in FIG. 7, the pilot can release pressure on the throttle control lever 4. The force of the control cable 10 will pull the throttle control lever 4 inward, but the adjustable catch 7 will not allow the throttle lock 5 to pivot out of the way, causing the system to be locked in its current position. This will keep constant tension on the control cable 10 and cause the engine to generate the preset thrust level.
As shown in FIG. 9: In the locked position, the adjustment wheel 6 can be rotated, causing the helical guide rod 8 to rotate as well. The rotation of the helical guide rod 8 causes the adjustable catch 7, which rides on the threads, to rise or fall depending on the direction the adjustment wheel rotates. A clockwise rotation of the adjustment wheel 6 will cause the adjustable catch 7 to rise, causing the throttle lock 5 to push up on the throttle control lever 4; in turn, this causes the control cable 10 to be pulled tighter, increasing the output of the motor. A counter-clockwise rotation of the adjustment wheel 6 will cause the adjustable catch 7 to be lowered, causing the throttle lock 5 to pull inward on the throttle control lever 4; this causes the control cable 10 to be retracted, decreasing the output of the motor. In this way, fine adjustments can be made to the motor output so the system can be adjusted to find the ideal thrust level to suit the pilot's needs.
As shown in FIG. 10: When the throttle control lever 4 is pressed by the pilot, the throttle control lever 4 pulls the throttle lock 5 away from the adjustable catch 7 until the tip of the throttle lock 5 is pulled past the ledge of the adjustable catch 7. Now freely able to move, the throttle lock 5 is pulled by the spring 11 and no longer interferes with the adjustable catch 7. This action creates a way to rapidly disengage throttle lock 5.
As shown in FIG. 11: When the throttle lock 5 is disengaged, the adjustable catch 7 remains in the last used position, allowing it to be re-engaged quickly to the previous thrust setting without the need to make any additional fine adjustments.
The configurations of all components of the throttle assembly 1 may vary in shape, location, material, manufacturing method, and operation of use. The adjustable catch 7 may vary depending on the method in which it is driven to travel. In addition, the adjustment wheel 6 and helical guide rod 8 may differ in method used to drive the adjustable catch 7. The adjustment wheel 6 and helical guide rod 8 may also be combined into a single piece. The throttle lock 5 may vary in actuation method.
As stated above, to achieve optimal dimensional relationships for the parts of the present invention, there may be variations in size, materials, shape, form, function, manner of operation, assembly, and use. Any alternatives, modifications, and variations equivalent to those described here and illustrated in the figures are intended to be encompassed by the present invention, as they fall within the broad scope of the attached claims.
Patent Application
20210380222
