Diesel engine throttle control device and diesel engine

Abstract

This invention discloses a diesel engine throttle control device and a diesel engine. The throttle control device includes a transmission sleeve and a transmission shaft. The transmission sleeve is fitted onto the transmission shaft, and a torsion spring is provided between the transmission sleeve and the transmission shaft. One end of the torsion spring is located on the transmission sleeve, and the other end is located on the transmission shaft. A throttle handle travel hole is provided on the transmission sleeve. The transmission shaft is fixedly connected to a control handle, which extends out of the transmission sleeve through the throttle handle travel hole and can swing within the throttle handle travel hole. An input rocker arm is fixedly connected to the transmission sleeve, and an output rocker arm is fixedly connected to the transmission shaft. The throttle control device of this invention has both automatic and manual throttle control functions. In emergency situations, it can quickly switch to manual control of the diesel engine throttle, is easy to operate, and has a simple structure, thereby simplifying the structure of the diesel engine and reducing its cost.

Description

Technical Field

[0001] This invention relates to the field of diesel engine technology, specifically to a diesel engine throttle control device and a diesel engine. Background Technology

[0002] Diesel engines are widely used as the power source for transport vehicles, ships, construction machinery and agricultural machinery. Because the working load of these devices changes frequently, the diesel engines equipped with them must frequently change the throttle opening through the throttle control device, thereby changing the fuel injection quantity and speed to achieve the best match with the load power.

[0003] Taking marine diesel engines (hereinafter referred to as diesel engines) as an example, the throttle of existing marine diesel engines is generally controlled by a governor. However, in actual use, the governor may occasionally fail or jam. In this case, it is necessary to manually control the engine to add or reduce fuel. However, the existing manual control system is complex and difficult to switch. When the ship encounters an emergency, the diesel engine throttle cannot be controlled in time, which poses a major safety hazard of equipment accidents or even personal injury. Summary of the Invention

[0004] In view of the above-mentioned defects in the prior art, the technical problem to be solved by the present invention is to provide a diesel engine throttle control device and a diesel engine, which has the functions of automatic throttle control and manual throttle control. In an emergency, it can switch to manual control of the diesel engine throttle in a timely manner, is easy to operate, and has a simple structure, thus reducing the cost of the diesel engine.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0006] A diesel engine throttle control device, characterized in that: it includes a transmission sleeve and a transmission shaft, the transmission sleeve is sleeved on the transmission shaft, a torsion spring is provided between the transmission sleeve and the transmission shaft, one end of the torsion spring is provided on the transmission sleeve, and the other end is provided on the transmission shaft, the transmission sleeve has a throttle handle travel hole, the transmission shaft is fixedly connected to a control handle, the control handle extends out of the transmission sleeve through the throttle handle travel hole, the control handle can swing within the throttle handle travel hole, an input rocker arm is fixedly connected to the transmission sleeve, and an output rocker arm is fixedly connected to the transmission shaft.

[0007] Preferably, the diesel engine throttle control device is further provided with a first support and a second support, both ends of the drive shaft extend out of the drive sleeve, and the extended parts of the drive shaft are rotatably mounted with the first support and the second support respectively.

[0008] Preferably, the transmission sleeve is provided with a transmission sleeve spring retainer hole, the transmission shaft is provided with a transmission shaft spring retainer hole, and the two ends of the torsion spring are respectively placed into the transmission sleeve spring retainer hole and the transmission shaft spring retainer hole.

[0009] Preferably, the transmission sleeve is provided with a plurality of transmission sleeve spring retaining holes, which are spaced apart on the end face of the transmission sleeve.

[0010] Preferably, the drive shaft is configured as a stepped shaft, which includes a large-diameter shaft section and a small-diameter shaft section. The small-diameter shaft section is respectively disposed on both sides of the large-diameter shaft section. The drive shaft spring retainer hole is disposed at the end face of the large-diameter shaft section, and the torsion spring is sleeved on the small-diameter shaft section located inside the drive sleeve.

[0011] Preferably, the large-diameter shaft section of the drive shaft is provided with a radial handle connection port, and the bottom end of the control handle is inserted into the handle connection port and fixedly connected to the drive shaft.

[0012] Preferably, the output rocker arm is fixed to one end of the drive shaft, and one end of the drive shaft is fixedly connected to the output rocker arm by a spline.

[0013] Preferably, the transmission sleeve is provided with a connecting protrusion for mounting the input rocker arm, the connecting protrusion has a first bolt hole, the input rocker arm has a second bolt hole corresponding to the first bolt hole, and the connecting protrusion and the input rocker arm are fixedly connected by a long bolt.

[0014] Preferably, the transmission sleeve of the throttle control device is fitted with a control sleeve and an outer shell. The outer shell is located outside the control sleeve, and a drive cylinder is mounted on the outer shell. The outer shell has a handle movable arc-shaped hole, a control lever through hole, and a first input arc-shaped hole on its circumferential surface. The control sleeve has a control groove, a control locking hole, and a second input arc-shaped hole on its circumferential surface. The control handle extends out of the outer shell through the control groove and the handle movable arc-shaped hole. The input rocker arm extends out of the outer shell through the second input arc-shaped hole and the first input arc-shaped hole. The output rocker arm is located outside the outer shell.

[0015] An outer torsion spring is provided between the control sleeve and the throttle control device. One end of the outer torsion spring is located in the outer casing, and the other end is located in the control sleeve.

[0016] The drive cylinder includes a control rod that can move up and down. The control rod is inserted into or released from the control slot of the control sleeve along the control rod through hole of the outer casing.

[0017] When the control lever moves upward and disengages from the control slot, the control groove of the control sleeve rotates relative to the outer casing, locking the control handle of the throttle control device in the zero position.

[0018] A diesel engine, characterized in that it includes the aforementioned diesel engine throttle control device.

[0019] After adopting the above technical solution, the beneficial effects of the present invention are:

[0020] The throttle control device of the present invention includes a transmission sleeve and a transmission shaft. The transmission sleeve is sleeved on the transmission shaft, and a torsion spring is provided between the transmission sleeve and the transmission shaft. One end of the torsion spring is provided on the transmission sleeve, and the other end is provided on the transmission shaft. A throttle handle travel hole is provided on the transmission sleeve. The transmission shaft is fixedly connected to a control handle. The control handle extends out of the transmission sleeve through the throttle handle travel hole and can swing within the throttle handle travel hole. An input rocker arm is fixedly connected to the transmission sleeve, and an output rocker arm is fixedly connected to the transmission shaft.

[0021] When the throttle control device is installed on the diesel engine, its input rocker arm is connected to the governor via a connecting rod assembly. The input rocker arm is also connected to the throttle lever B of the fuel pump. The swinging of the input rocker arm drives the throttle lever, thereby automatically adjusting the throttle position. When the diesel engine is operating normally, let the external force pushing the input rocker arm be F. A (The external force comes from the speed controller), let the preload of the torsion spring be F. B External force F A Less than the preload F of the torsion spring B Therefore, the relative position of the drive shaft and the drive sleeve will not change, thus driving the drive shaft to rotate around the pivot point E and the pivot point F through the drive sleeve and the torsion spring, and finally driving the output rocker arm to swing to achieve throttle control.

[0022] In F A Under continuous applied force, the diesel engine throttle continues to increase. In special circumstances where it is necessary to urgently reduce the diesel engine speed on the spot, the control lever can be directly operated (assuming an additional force F is applied through the control lever). M ), making F M Greater than external force F A and spring preload F B The combined force of these forces allows for manual intervention to reduce the diesel engine throttle or even stop the engine. Therefore, it is easy to switch to manual control of the diesel engine throttle in an emergency by pulling the control lever.

[0023] This throttle control device integrates manual and automatic control into a single unit, prioritizing local operation while protecting external force mechanisms (such as the governor). It also features fewer components and a simpler structure. Furthermore, the torsion spring connection between the transmission sleeve and the transmission shaft provides a flexible connection, which helps eliminate vibrations during operation and reduces the risk of damage to the diesel engine from rough handling.

[0024] In summary, the throttle control device of the present invention can perform both automatic and manual throttle control functions. In emergency situations, it can switch to manual control of the diesel engine throttle in a timely manner. It is easy to operate, has a simple structure, and reduces the cost of diesel engines. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the throttle control device of the present invention;

[0026] Figure 2 yes Figure 1 Exploded view of the throttle control device;

[0027] Figure 3 yes Figure 1 A schematic diagram of the transverse cross-section of the throttle control device;

[0028] Figure 4 yes Figure 3 A schematic diagram of the longitudinal section of the throttle control device;

[0029] Figure 5 This is a schematic diagram of the transmission sleeve in the throttle control device;

[0030] Figure 6 This is a schematic diagram of the drive shaft in the throttle control device;

[0031] Figure 7 This is a schematic diagram of the throttle control device of the present invention applied to a diesel engine emergency stop device;

[0032] Figure 8 yes Figure 7 Exploded view of the emergency stop device for a diesel engine;

[0033] Figure 9 yes Figure 7 Cross-sectional schematic diagram of the emergency stop device for a diesel engine;

[0034] Figure 10 yes Figure 7 Schematic diagram of the housing of the emergency stop device for a diesel engine;

[0035] Figure 11 yes Figure 7 A schematic diagram of the drive cylinder of the emergency stop device for a diesel engine;

[0036] Figure 12 yes Figure 7 A schematic diagram of the sleeve body of the control sleeve;

[0037] Figure 13 yes Figure 7 A schematic diagram of the control screw cap of the control sleeve;

[0038] Figure 14 This is a schematic diagram of the diesel engine emergency stop device in normal working condition;

[0039] Figure 15 This is a schematic diagram of the diesel engine emergency stop device in emergency stop mode;

[0040] Figure 16 This is a schematic diagram showing the diesel engine emergency stop device installed on the diesel engine;

[0041] In the picture:

[0042] 1. Outer shell; 101. Handle movable arc-shaped hole; 102. Control lever through hole; 103. Fixing hole; 104. Mounting boss; 105. First input arc-shaped hole; 106. Second spring clip hole; 2. Control sleeve; 21. Sleeve body; 211. Second connecting fixing hole; 22. Control knob cover; 221. First fixing connecting hole; 222. First spring clip hole; 201. Control groove; 202. Control clip hole; 203. Annular fixing groove; 204. Connecting screw; 205. Second input arc-shaped hole; 206. Reset plate; 2061. Reset hole; 207. Signal feedback groove; 3. Throttle control device; 301. Control handle; 302. Transmission sleeve; 3021. Transmission sleeve 3022, Spring clip hole; 3023, Throttle handle travel hole; 3024, Connecting protrusion; 303, Drive shaft; 3035, Drive shaft spring clip hole; 3036, Handle connection port; 4, Outer torsion spring; 5, Drive cylinder; 500, Cylinder liner; 501, Control lever; 502, Moving piston; 503, Cylinder handle; 504, Valve seat; 5041, Air inlet; 505, Return spring; 50411, Concave air pit; 5011, Rod sleeve; 5012, Thin rod part; 6, Input rocker arm; 7, Output rocker arm; 8, Torsion spring; 9, Oil pump; A, Speed ​​governor; B, Throttle lever; C, Connecting rod assembly; E, First support provides rotation fulcrum; F, Second support provides rotation fulcrum. Detailed Implementation

[0043] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments to further understand the purpose, solution and effect of the present invention, but it is not intended to limit the scope of protection of the appended claims.

[0044] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for 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 invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" 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 invention based on the specific circumstances.

[0046] like Figure 1 and Figure 2 As shown, the throttle control device 3 includes a transmission sleeve 302 and a transmission shaft 303. The transmission sleeve 302 is sleeved on the transmission shaft 303. A torsion spring 8 is provided between the transmission sleeve 302 and the transmission shaft 303. One end of the torsion spring 8 is provided on the transmission sleeve 302 and the other end is provided on the transmission shaft 303. A throttle handle stroke hole 3022 is provided on the transmission sleeve 302. The transmission shaft 303 is fixedly connected to the control handle 301. The control handle 301 extends out of the transmission sleeve 302 through the throttle handle stroke hole 3022 and can swing within the throttle handle stroke hole 3022. An input rocker arm 6 is fixedly connected to the transmission sleeve 302, and an output rocker arm 7 is fixedly connected to one end of the transmission shaft 303. The length (circumferential direction) of the throttle handle stroke hole 3022 is related to the stroke of the throttle lever. The diesel engine throttle control device is further provided with a first support and a second support, and the two ends of the drive shaft extend out of the drive sleeve. The extended parts of the drive shaft are rotatably mounted with the first support and the second support, respectively.

[0047] In some embodiments, such as Figure 4 As shown, the transmission sleeve 302 is provided with a transmission sleeve spring retainer hole 3021, the transmission shaft 303 is provided with a transmission shaft spring retainer hole 3031, and the two ends of the torsion spring 8 are respectively placed into the transmission sleeve spring retainer hole 3021 and the transmission shaft spring retainer hole 3031.

[0048] Preferred, such as Figure 5As shown, the transmission sleeve is provided with multiple transmission sleeve spring retaining holes 3021, which are spaced apart on the end face of the transmission sleeve 302. One end of the torsion spring 8 is inserted into the transmission sleeve spring retaining hole 3021, and the other end of the torsion spring 8 is inserted into the transmission shaft spring retaining hole 3031. By selecting transmission sleeve spring retaining holes 3021 at different positions, different preload forces of the torsion spring 8 can be obtained. In this embodiment, three transmission sleeve spring retaining holes 3021 are preferably provided.

[0049] In some embodiments, such as Figure 4 and Figure 6 As shown, the drive shaft 303 is configured as a stepped shaft, which includes a large-diameter shaft section and a small-diameter shaft section. The small-diameter shaft section is respectively located on both sides of the large-diameter shaft section. The drive shaft spring retainer hole 3031 is located at the end face of the large-diameter shaft section, and the torsion spring 8 is sleeved on the small-diameter shaft section located inside the drive sleeve.

[0050] like Figure 3 As shown, the large-diameter shaft section of the drive shaft 303 is provided with a radial handle connection port 3032. The bottom end of the control handle 301 is inserted into the handle connection port 3032 and fixedly connected to the drive shaft 303.

[0051] like Figure 1 As shown, in some embodiments, the output rocker arm 7 is fixed to one end of the drive shaft 303, and one end of the drive shaft 303 is fixedly connected to the output rocker arm 7 by a spline. Alternatively, a clamping block can be used for fixed connection, or a clamping block and spline teeth can be used simultaneously.

[0052] In some embodiments, such as Figure 3 As shown, the transmission sleeve 302 is provided with a connecting protrusion 3023 for mounting the input rocker arm 6. The connecting protrusion 3023 has a first bolt hole, and the input rocker arm 6 has a second bolt hole corresponding to the first bolt hole. The connecting protrusion 3023 and the input rocker arm 6 are fixedly connected by long bolts.

[0053] The assembly process of throttle control device 3 is as follows:

[0054] like Figure 4As shown, one end of the torsion spring 8 is fixed in the drive shaft spring retainer hole 3031 of the drive shaft 303, and the other end of the torsion spring 8 is fixed in one of the drive sleeve spring retainer holes 3021 of the drive sleeve 302. The drive sleeve 302 is fitted onto the drive shaft 303, with the handle connection port 3032 of the drive shaft 303 aligned with the throttle handle travel hole 3022 of the drive sleeve 302. Then, the control handle 301 is inserted into the handle connection port 3032 and fixed. The input rocker arm 6 is fixedly connected to the drive sleeve 302 with a long bolt, and the output rocker arm 7 is fixedly connected to the drive shaft 303. This completes the connection of all parts of the throttle control device. The choice of which of the multiple drive sleeve spring retainer holes 3021 of the drive sleeve 302 to use depends on the required preload of the torsion spring 8.

[0055] In some embodiments, the diesel engine throttle control device is further provided with a first support and a second support, with transmission sleeves extending from both ends of the transmission shaft, and the extended portions of the transmission shaft being rotatably mounted to the first support and the second support, respectively.

[0056] like Figure 16 As shown. When the throttle control device 3 is installed on the diesel engine, its input rocker arm 6 is connected to the output shaft of the governor A (via the connecting rod assembly C). The input rocker arm 6 is connected to the throttle lever input pin B, which is connected to the throttle lever B of the oil pump 9. The swinging of the input rocker arm 6 drives the throttle lever B to move, thereby automatically adjusting the throttle position. If the throttle control device 3 is installed on the diesel engine alone, the first and second supports (not shown in the figure) provide two rotational fulcrums for the drive shaft 303. The first support provides rotational fulcrum E, and the second support provides rotational fulcrum F. The drive shaft 303 of the throttle control device 3 is rotatably mounted on the first and second supports. The first support is located at the end of the drive shaft 303 closer to the end where the output rocker arm 7 is installed, and the second support is located at the other end of the drive shaft 303. Of course, if the throttle control device 3 is installed as part of the emergency stop device, there is no need to set up the first and second supports separately. The outer casing and control sleeve of the emergency stop device are equivalent to providing two rotational fulcrums for the drive shaft 303.

[0057] The throttle control device in this invention can achieve both automatic and manual throttle adjustment, with simple switching between the two modes. Automatic control: During normal operation, the diesel engine speed is controlled by the governor, which in turn controls the input rocker arm, thus controlling the diesel engine speed. Manual control: In special circumstances where local priority control of the diesel engine is required, the engine speed can be controlled locally using the control handle.

[0058] The working principle of the automatic and manual control of the throttle control device 3 of the present invention is as follows:

[0059] like Figure 1As shown, when the diesel engine is working normally (i.e., under automatic control), let the external force pushing the input rocker arm 6 be F. A (The external force comes from the speed controller), let the preload of the torsion spring 8 be F. B External force F A The preload F is less than that of the torsion spring 8. B Therefore, the relative position of the drive shaft 303 and the drive sleeve 302 will not change. Thus, the drive shaft 303 is driven to rotate around the pivot point E and the pivot point F through the drive sleeve 302 and the torsion spring 8, which ultimately drives the output rocker arm 7 to swing and achieve throttle control.

[0060] In F A Under continuous acceleration, the diesel engine throttle is continuously increased. In special circumstances where it is necessary to urgently reduce the diesel engine speed on the spot, the control lever 301 can be directly operated (assuming an additional force F is applied through the control lever 301). M ), making F M Greater than external force F A and spring preload F B The combined force can be used to manually intervene in reducing the diesel engine throttle or even stopping the engine by controlling the lever 301.

[0061] Because when the force applied to the control handle is greater than the combined force of the governor and the torsion spring preload, the throttle can be manually adjusted. Therefore, it is easy to switch to manual control of the diesel engine throttle in an emergency by pulling the control handle.

[0062] In this invention, the throttle control device 3 is flexibly connected between the transmission sleeve 302 and the transmission shaft 303 by a torsion spring 8, while the transmission sleeve 302 is rigidly connected to the input rocker arm 6, and the control handle 301 is rigidly connected to the transmission shaft 303. The flexible connection between the transmission sleeve 302 and the transmission shaft 303 helps eliminate vibration during operation and reduces damage to the diesel engine from rough handling. Furthermore, it has fewer components and a simpler structure.

[0063] The throttle control device 3 integrates manual and automatic control into the same device, realizing local operation priority, while also protecting external force mechanisms (such as speed governors).

[0064] In some embodiments, the throttle control device may be used as part of an emergency braking device, specifically as follows: Figures 7 to 9As shown, the transmission sleeve 302 of the throttle control device is fitted with a control sleeve 2 and an outer shell 1. The outer shell 1 is located outside the control sleeve 2 and a drive cylinder 5 is mounted on it. The outer shell 1 has a handle movement arc-shaped hole 101, a control lever through hole 102, and a first input arc-shaped hole 105 on its circumferential surface. The control sleeve 2 has a control groove 201, a control locking hole 202, and a second input arc-shaped hole 205 on its circumferential surface. The control handle extends out of the outer shell through the control groove 201 and the handle movement arc-shaped hole 101. The input rocker arm extends out of the outer shell 1 through the second input arc-shaped hole 205 and the first input arc-shaped hole 105. The output rocker arm 7 is located outside the outer shell 1. An outer torsion spring 4 is provided between the control sleeve 2 and the throttle control device 3. One end of the outer torsion spring 4 is located in the outer shell 1, and the other end is located in the control sleeve 2.

[0065] The drive cylinder 5 includes a control rod 501 that can move up and down. The control rod 501 is inserted into or removed from the control slot 202 of the control sleeve 2 along the control rod through hole 102 in the outer shell 1.

[0066] When the control lever 501 moves upward and disengages from the control slot 202, the control groove 201 of the control sleeve 2 rotates relative to the outer casing 1 and locks the control handle 301 of the throttle control device 3 in the zero position.

[0067] Because the outer torsion spring 4 is preloaded during installation, meaning it is in a torsional state, and the control sleeve 2 does not rotate relative to the outer casing due to the control lever 501 being inserted into the control latch hole 202. When the control lever 501 moves upward and disengages from the control latch hole 202, the outer torsion spring 4 must return to its free state, thereby pulling the control sleeve 2 to rotate relative to the outer casing by a certain angle (the control sleeve 2 locks the control handle 301 of the throttle control device 3 in the zero position).

[0068] The length of the second input arc-shaped hole 205 on the control sleeve 2 and the length of the first input arc-shaped hole 105 on the outer casing 1 need to be set according to the working stroke (swing angle range) of the input rocker arm 6 of the throttle control device 3.

[0069] In some embodiments, a control groove 201 on the circumferential surface of the control sleeve 2 is provided at one end of the control sleeve 2, and the end is open. One side of the control groove 201 along its circumferential length direction ( Figure 12 The "stop side" (the T-side) is the control slot 201. When in an emergency stop state, the "stop side" of the control slot 201 is at the zero throttle position. The length of the control slot 201 (circumferentially) is related to the stroke of the throttle lever.

[0070] The working principle of the diesel engine emergency stop device of the present invention is as follows:

[0071] like Figure 14As shown, during normal operation, the control rod 501 of the drive cylinder 5 passes through the control rod through hole 102 of the outer casing 1 and inserts into the control slot 202 of the control sleeve 2. That is, the position of the control sleeve 2 and its control slot 201 relative to the outer casing 1 remains unchanged. The control handle 301 of the throttle control device 3 can be operated between the zero and maximum positions, thereby allowing arbitrary adjustment of the throttle position. Figure 15 As shown, when an emergency stop occurs, the control lever 501 of the drive cylinder 5 moves upward and disengages from the control slot 202. The control sleeve 2 rotates under the free action of the outer torsion spring 4. The control groove 201 on the control sleeve 2 rotates accordingly and locks the control handle 301 of the throttle control device 3 in the zero position, thereby controlling the throttle and stopping the vehicle.

[0072] In some embodiments, such as Figure 11 As shown, the drive cylinder 5 includes a cylinder liner 500, and a moving piston 502 is provided in the inner cavity of the cylinder liner. The moving piston 502 is fixedly connected to a control rod 501 and a cylinder handle 503. A valve seat 504 is fixed at the bottom of the cylinder liner. An air inlet channel 5041 and a control rod mounting hole are provided on the valve seat 504. The control rod 501 extends out of the valve seat 504 and can move up and down along the control rod mounting hole 102. A handle guide hole is provided at the top of the cylinder liner 500. The cylinder handle 503 extends out of the cylinder liner and can move up and down along the handle guide hole. A return spring 505 is provided between the moving piston 502 and the top of the cylinder liner 500.

[0073] In some embodiments, the air intake channel 5041 includes a horizontal hole, a vertical hole, and a concave air pit 50411. The concave air pit 50411 is disposed on the top surface of the valve seat 504. The control rod 501 includes a thin rod portion 5012 located at the upper part and a rod sleeve 5011 located at the bottom. The rod sleeve 5011 is fixedly connected to the thin rod portion 5012. The outer diameter of the rod sleeve 5011 is slightly smaller than the diameter of the control hole 202 on the control sleeve 2.

[0074] The control lever 501 of the drive cylinder 5 can move upward under the push of the air entering the cylinder, and can move downward under the action of the return spring 505, thereby triggering the emergency stop function and the reset function of the mechanism.

[0075] The specific working principle of drive cylinder 5 is as follows:

[0076] The external air source is controlled by a solenoid valve. When the security system requests action, the solenoid valve switches from a normally closed state to an open state, allowing air to enter the lower part of the moving piston 502 through the air inlet 5041 on the valve seat 504. This drives the moving piston 502 upward, which in turn drives the control rod 501 upward. Under the action of the return spring 505, the moving piston 502 can drive the control rod 501 downward, thereby resetting the drive cylinder 5. In special emergency situations, the control rod 501 can be lifted by manually raising the cylinder handle 503, thus achieving the emergency stop function. Special emergency situations refer to situations such as the external air source running out of air, the air inlet 5041 on the seat being blocked or unable to intake air for other reasons, or the solenoid valve malfunctioning, including but not limited to the situations where air drive cannot be used.

[0077] In some embodiments, such as Figure 7 As shown, the outer casing 1 is provided with a mounting boss 104 for mounting the drive cylinder 5. The mounting boss 104 is provided with a mounting interface and a control rod through hole 102. A part of the cylinder body of the drive cylinder 5 is located in the mounting interface and is fixedly connected to the mounting boss 104.

[0078] In some embodiments, such as Figure 9 , Figure 10 and Figure 12 As shown, the control sleeve 2 has an annular fixing groove 203, and the outer shell 1 has a fixing hole 103 corresponding to the annular fixing groove 203. The fixing hole 103 and the annular fixing groove 203 are connected by a connecting screw 204. When the control rod 501 of the drive cylinder 5 moves upward and disengages from the control clip hole 202, the control sleeve 2 rotates under the free action of the outer torsion spring 4. During rotation, the connecting screw 204 is inserted into the annular fixing groove 203, which can prevent the control sleeve 2 from moving axially without restricting its rotation. Multiple fixing holes 103 can be provided, and three fixing holes 103 are provided. The fixing holes 103 cooperate with the annular fixing groove 203 of the control sleeve 2 to fix the axial position of the control sleeve 2.

[0079] The outer casing 1 is a support component of the emergency stop device of the present invention. In some embodiments, the outer casing 1 is provided with a connecting flange, and bolt holes are provided on the connecting flange, so that the connecting flange of the outer casing 1 can be fixed to the diesel engine with bolts.

[0080] In some embodiments, such as Figure 12 and Figure 13As shown, the control sleeve 2 includes a sleeve body 21 and a control knob cover 22. A circumferential adjustment structure is provided between the control knob cover 22 and the sleeve body 21 to adjust their relative circumferential position. After the control knob cover 22 and the sleeve body 21 are adjusted in position by the circumferential adjustment structure, the sleeve body 21 and the control knob cover 22 are fixedly connected by fixing screws. The preload of the outer torsion spring 4 can be adjusted by adjusting the relative position between the control knob cover 22 and the sleeve body 21. The end of the control knob cover 22 is provided with a central hole for the drive shaft 303 to pass through.

[0081] Preferably, the circumferential adjustment structure includes a first fixing hole 221 formed in the circumferential direction of the control torque cap 22 and a plurality of spaced second fixing holes 211 formed in the circumferential direction of the sleeve body 21. A fixing screw passes through the first fixing hole 221 and one of the second fixing holes 211 to fix the sleeve body 21 and the control torque cap 22. When the fixing screw fixes the sleeve body 21 and the control torque cap 22 using the second fixing holes 211 at different positions, the preload of the outer torsion spring 4 is different. In some embodiments, three spaced second fixing holes 211 are provided in the circumferential direction of the sleeve body 21.

[0082] The control cover 22 has a first spring locking hole 222, and the outer shell 1 has a second spring locking hole 106. One end of the outer torsion spring 4 is inserted into the second spring locking hole 106 of the outer shell 1, and the other end of the outer torsion spring 4 is inserted into the first spring locking hole 222 of the control sleeve 2.

[0083] A reset plate 206 is provided on the control sleeve 2, and a reset hole 2061 is opened on the reset plate 206, which protrudes from the outer casing 1. The reset plate 206 is used for resetting after an emergency stop is triggered, and is equivalent to a reset switch. A tool (such as a push rod, the head of which is adapted to the shape of the reset hole) is inserted into the reset hole 2061 and the control sleeve 2 is rotated. When the control locking hole 202 on the control sleeve 2 corresponds to the control rod of the outer casing 1 passing through the hole 102, the control rod 501 of the drive cylinder 5 is reset and moved downward to insert into the control locking hole 202. At this time, the reset is completed.

[0084] In some embodiments, the control sleeve 2 is further provided with a signal feedback slot 207, which can contact the limit switch. Of course, the signal feedback slot can also be set in other positions on the diesel engine, as long as it can contact the limit switch. When an emergency stop is triggered, the signal feedback slot contacts the limit switch and sends a signal to the diesel engine safety system, indicating that the diesel engine is in an emergency stop state.

[0085] The assembly process of the diesel engine emergency stop device of the present invention is as follows:

[0086] First, install the throttle control device 3 into the outer casing 1. Second, install the control sleeve 2 into the outer casing 1, aligning the annular fixing groove 203 in the control sleeve 2 with the fixing hole 103 on the outer casing 1, and screw in the connecting screw 204 for fixation. Third, install the drive cylinder 5 onto the outer casing 1, and insert the control rod 501 of the drive cylinder 5 into the control locking hole 202 of the control sleeve 2. Fourth, install one end of the outer torsion spring 4 into the second spring locking hole 106 on the outer casing 1. The outer casing 1 has a second spring locking hole 106. Fifth, install the control torque cover 22, placing the other end of the outer torsion spring 4 into the first spring locking hole 222 on the control torque cover 22. Then rotate the control torque cover 22, while measuring the preload F1 of the outer torsion spring 4, aligning the first fixing connection hole 221 of the control torque cover 22 with a second fixing connection hole 211 of the sleeve body 21, and finally fix it with the fixing screw. In this way, the control cap 22, sleeve body 21 and outer shell 1 are connected together by the outer torsion spring 4 and are simultaneously controlled by the drive cylinder 5.

[0087] This invention achieves the emergency stop function of a diesel engine by controlling the drive cylinder, which can stop the engine in time when an emergency stop is needed. It is more time-saving, labor-saving and efficient than manual emergency stop by transmission.

[0088] In this invention, the control sleeve and the outer shell are connected by an outer torsion spring, which is a flexible connection. This helps to eliminate vibration during operation. Compared with the traditional rigid connection, which causes excessive resistance between components during emergency stop, resulting in deformation or even breakage of related components, the flexible connection makes the operation smoother and more reliable.

[0089] In summary, the throttle control device of this invention can simultaneously perform automatic and manual throttle control. In emergencies, it can quickly switch to manual control of the diesel engine throttle, making it easy to operate. Furthermore, its simple structure reduces the cost of the diesel engine. The transmission sleeve and transmission shaft are connected by a torsion spring, providing a flexible connection that helps eliminate vibrations and damage to the diesel engine caused by rough handling during operation.

[0090] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A diesel engine throttle control device characterized by: The device includes a transmission sleeve and a transmission shaft. The transmission sleeve is fitted onto the transmission shaft, and a torsion spring is provided between the transmission sleeve and the transmission shaft. One end of the torsion spring is located on the transmission sleeve, and the other end is located on the transmission shaft. The transmission sleeve has a throttle handle travel hole. The transmission shaft is fixedly connected to a control handle, and the control handle extends out of the transmission sleeve through the throttle handle travel hole. The control handle can swing within the throttle handle travel hole. An input rocker arm is fixedly connected to the transmission sleeve, and an output rocker arm is fixedly connected to the transmission shaft.

2. The diesel engine throttle control device of claim 1, wherein: The diesel engine throttle control device is further provided with a first support and a second support, and the two ends of the drive shaft extend out of the drive sleeve. The extended parts of the drive shaft are rotatably mounted with the first support and the second support, respectively.

3. The diesel engine throttle control device of claim 1, wherein: The transmission sleeve is provided with a transmission sleeve spring retainer hole, the transmission shaft is provided with a transmission shaft spring retainer hole, and the two ends of the torsion spring are respectively inserted into the transmission sleeve spring retainer hole and the transmission shaft spring retainer hole.

4. The diesel engine throttle control device as described in claim 3, characterized in that: The transmission sleeve is provided with multiple transmission sleeve spring retaining holes, which are spaced apart on the end face of the transmission sleeve.

5. The diesel engine throttle control device as described in claim 4, characterized in that: The drive shaft is configured as a stepped shaft, which includes a large-diameter shaft section and a small-diameter shaft section. The small-diameter shaft section is respectively located on both sides of the large-diameter shaft section. The drive shaft spring retainer hole is located at the end face of the large-diameter shaft section, and the torsion spring is sleeved on the small-diameter shaft section located inside the drive sleeve.

6. The diesel engine throttle control device as described in claim 5, characterized in that: The large-diameter section of the drive shaft is provided with a radial handle connection port, and the bottom end of the control handle is inserted into the handle connection port and fixedly connected to the drive shaft.

7. The diesel engine throttle control device as described in claim 1, characterized in that: The output rocker arm is fixed to one end of the drive shaft, and the one end of the drive shaft is fixedly connected to the output rocker arm by a spline.

8. The diesel engine throttle control device as described in claim 1, characterized in that: The transmission sleeve is provided with a connecting protrusion for mounting the input rocker arm. The connecting protrusion has a first bolt hole, and the input rocker arm has a second bolt hole corresponding to the first bolt hole. The connecting protrusion and the input rocker arm are fixedly connected by long bolts.

9. The diesel engine throttle control device as described in claim 1, characterized in that: The transmission sleeve of the throttle control device is fitted with a control sleeve and an outer shell. The outer shell is located outside the control sleeve and a drive cylinder is mounted on it. The outer shell has a handle movement arc-shaped hole, a control lever through hole, and a first input arc-shaped hole on its circumferential surface. The control sleeve has a control groove, a control locking hole, and a second input arc-shaped hole on its circumferential surface. The control handle extends out of the outer shell through the control groove and the handle movement arc-shaped hole. The input rocker arm extends out of the outer shell through the second input arc-shaped hole and the first input arc-shaped hole. The output rocker arm is located outside the outer shell. An outer torsion spring is provided between the control sleeve and the throttle control device. One end of the outer torsion spring is located in the outer casing, and the other end is located in the control sleeve. The drive cylinder includes a control rod that can move up and down. The control rod is inserted into or released from the control slot of the control sleeve along the control rod through hole of the outer casing. When the control lever moves upward and disengages from the control slot, the control groove of the control sleeve rotates relative to the outer casing, locking the control handle of the throttle control device in the zero position.

10. A diesel engine, characterized in that: Includes the diesel engine throttle control device as described in any one of claims 1 to 9.

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