Accelerator control system

Abstract

The invention discloses an accelerator control system which comprises an accelerator control mechanism, the accelerator control mechanism comprises a transmission shaft assembly, the transmission shaft assembly comprises a transmission shaft and a transmission sleeve, and the transmission sleeve is rotationally arranged on the outer side of the transmission shaft in a sleeving mode; the transmission shaft assembly further comprises an elastic piece, one end of the elastic piece is connected with the transmission shaft, and the other end of the elastic piece is connected with the transmission sleeve. The accelerator control mechanism further comprises a manual rocker arm assembly, the manual rocker arm assembly comprises a manual rocker arm, and the manual rocker arm is connected to one end of the transmission shaft. The accelerator control mechanism further comprises an automatic rocker arm which is connected to the transmission sleeve. The accelerator control mechanism further comprises a connecting base assembly A, and the connecting base assembly A is connected to the manual rocker arm through a connecting rod assembly A. The accelerator control system has the functions of automatically regulating and controlling the accelerator and manually regulating and controlling the accelerator, and can be switched to manually regulating and controlling the accelerator of the diesel engine in time in case of emergency, so that the working reliability of the engine is ensured.

Description

Technical Field

[0001] The invention belongs to the technical field of diesel engines, and in particular relates to a throttle control system. Background Art

[0002] When the diesel engine is working, many emergency situations may occur, such as runaway, cylinder pulling, shaft seizure and other abnormal operating parameters, which may affect the safety of the diesel engine itself or damage other equipment. We need to quickly change the diesel engine from a moving state to a stopped state, that is, perform a manual emergency stop as soon as possible.

[0003] The speed governor is a speed control mechanism of a diesel engine. The condition for a diesel engine to run stably at a certain speed is that the output power must be balanced with the external load, and changes in the external load will inevitably cause corresponding changes in the speed of the diesel engine. The output power of a diesel engine is directly related to the amount of fuel delivered to the cylinder by the injection pump; if the fuel supply of the injection pump remains unchanged, the speed will increase when the external load decreases; when the external load increases, the speed will decrease. The function of the speed governor is to automatically increase the fuel supply of the injection pump when the speed of the diesel engine decreases; and automatically reduce the fuel supply of the injection pump when the speed increases, so that the fuel supply of the injection pump is always adapted to the external load, thereby ensuring the stable operation of the diesel engine.

[0004] The speed governor generally uses the centrifugal force generated by the flying weight to drive the slide valve, which controls the power piston, and then the power piston drives the fuel injection pump rack to control the fuel supply of the fuel injection pump. Accurate speed control is particularly important for the speed governor. The speed control of the speed governor generally adopts electric signal remote control. When the electric signal remote control fails, the reliability of the engine operation is seriously affected, which greatly increases the danger of the operator. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a throttle control system which has the functions of automatic throttle control and manual throttle control. In an emergency, the throttle of a diesel engine can be manually controlled in time to ensure the reliability of the engine operation.

[0006] In order to solve the above technical problems, the present invention adopts the following technical solutions: a throttle control system, including a throttle control mechanism, the throttle control mechanism includes a transmission shaft assembly, the transmission shaft assembly includes a transmission shaft and a transmission sleeve, and the transmission sleeve is rotatably sleeved on the transmission shaft; the transmission shaft assembly also includes an elastic member, one end of the elastic member is connected to the transmission shaft, and the other end of the elastic member is connected to the transmission sleeve; the throttle control mechanism also includes a manual rocker assembly, the manual rocker assembly includes a manual rocker, and the manual rocker is connected to one end of the transmission shaft; the throttle control mechanism also includes an automatic rocker, and the automatic rocker is connected to the transmission sleeve; the throttle control mechanism also includes a connecting seat assembly A, and the connecting seat assembly A is connected to the manual rocker through a connecting rod assembly A.

[0007] Furthermore, the throttle control mechanism also includes a connecting seat assembly B, and the connecting seat assembly B is connected to the other end of the transmission shaft through a connecting rod assembly B.

[0008] Furthermore, an arc-shaped hole is arranged on the outer circumferential surface of the transmission sleeve along the circumferential direction, and a fixing piece is fixedly arranged on the transmission shaft, and the fixing piece is inserted into the arc-shaped hole.

[0009] Furthermore, the connecting seat assembly A includes a connecting seat A, on which a rotating shaft A is rotatably provided, one end of the rotating shaft A is fixedly connected to an input rocker arm A, the other end of the rotating shaft A is fixedly connected to an output rocker arm A, and the connecting rod assembly A is connected to the input rocker arm A; the connecting seat assembly B includes a connecting seat B, on which a rotating shaft B is rotatably provided, one end of the rotating shaft B is fixedly connected to an input rocker arm B, the other end of the rotating shaft B is fixedly connected to an output rocker arm B, and the connecting rod assembly B is connected to the input rocker arm B.

[0010] Furthermore, a transmission shaft spline A is provided at one end of the transmission shaft, and a transmission shaft spline B is provided at the other end of the transmission shaft; the manual rocker arm is connected to the transmission shaft through the transmission shaft spline A, the connecting rod assembly B is connected to the connecting rocker arm, and the connecting rocker arm is connected through the transmission shaft spline B.

[0011] Furthermore, the throttle control system also includes a manual braking mechanism, which includes a support seat, a mounting seat and a movable rocker arm respectively rotatably mounted on the support seat, the mounting seat and the movable rocker arm are coaxially arranged, and a rotation limiting structure is provided between the movable rocker arm and the mounting seat, the rotation limiting structure includes a rocker arm limiting structure arranged on the movable rocker arm, and a seat body limiting structure arranged on the mounting seat, and the rocker arm limiting structure and the seat body limiting structure can be combined / separated; it also includes a brake handle connected to the mounting seat, and a handle limiting structure fixed to the mounting seat, and the handle limiting structure is provided with a throttle limiting structure arranged at intervals along the rotation direction of the mounting seat. , brake limit structure, the brake handle can be respectively combined with / separated from the throttle limit structure and the brake limit structure; when the diesel engine is running, the brake handle is arranged at the throttle limit structure and combined with the throttle limit structure, the rocker arm limit structure is separated from the seat body limit structure, and the movable rocker arm can rotate in the direction of approaching / moving away from the seat body limit structure; during emergency braking, the brake handle is separated from the throttle limit structure and turned to the brake limit structure, and after the seat body limit structure is combined with the rocker arm limit structure, it pushes the movable rocker arm to rotate to reduce the throttle, and the brake handle is rotated to the brake limit structure to close the throttle and combine with the brake limit structure.

[0012] Furthermore, the rocker arm limiting structure is a rocker arm stop block fixed to the movable rocker arm, and the seat body limiting structure is a seat body stop block fixed to the mounting seat; the adjacent sides of the rocker arm stop block and the seat body stop block are set as fitting planes, and the fitting plane of the rocker arm stop block is in a combined state when it fits with the fitting plane of the seat body stop block.

[0013] Furthermore, the throttle control system also includes a pneumatic mechanical emergency brake mechanism, which is applied to the throttle control mechanism of a diesel engine and is characterized in that it includes: an actuator group, the actuator group includes a shell surrounding a accommodating cavity, a valve stem slidably connected to the shell and inserted into the accommodating cavity, the first end of the valve stem forming an actuator push portion, and also includes a first elastic structure arranged inside the accommodating cavity for pushing the actuator push portion to extend in a direction away from the shell, and a fixing block fixed to the rod body portion of the valve stem located inside the accommodating cavity; a locking member installed on the shell, and the end of the locking member inserted into the accommodating cavity is connected to the fixing member A limiting structure that can be combined / separated is provided between the blocks; a second elastic structure is used to drive the locking member to reset; and a cylinder group is used to push the limiting structure between the locking member and the fixed block to separate; when the diesel engine is running, the execution pushing part is in a falling state, and the limiting structure between the locking member and the fixed block is combined together; during emergency braking, the cylinder group pushes the locking member to move the limiting structure between the locking member and the fixed block to separate, and the elastic force of the first elastic structure pushes the execution pushing part to extend away from the housing, which can push the handle of the throttle control mechanism to rotate to close the throttle to achieve emergency braking.

[0014] Furthermore, the valve stem passes through the accommodating cavity, the second end of the valve stem is arranged outside the shell, and a detection device is fixed to the second end of the valve stem.

[0015] Furthermore, the fixing block is arranged on a side of the valve stem close to the execution pushing portion, and the first elastic structure is sleeved on the valve stem between the fixing block and a side of the accommodating cavity away from the execution pushing portion.

[0016] After adopting the above technology, the beneficial effects of the present invention are as follows: the throttle control system of the present invention includes a throttle control mechanism, the throttle control mechanism includes a transmission shaft assembly, the transmission shaft assembly includes a transmission shaft and a transmission sleeve, and the transmission sleeve is rotatably sleeved on the outside of the transmission shaft; the transmission shaft assembly also includes an elastic member, one end of the elastic member is connected to the transmission shaft, and the other end of the elastic member is connected to the transmission sleeve; the throttle control mechanism also includes a manual rocker assembly, the manual rocker assembly includes a manual rocker, and the manual rocker is connected to one end of the transmission shaft; the throttle control mechanism also includes an automatic rocker, and the automatic rocker is connected to the transmission sleeve; the throttle control mechanism also includes a connecting seat assembly A, and the connecting seat assembly A is connected to the manual rocker through a connecting rod assembly A. The throttle control system of the present invention 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 time to ensure the reliability of the engine operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1is a perspective view of a throttle control system of the present invention;

[0018] Figure 2 yes Figure 1 A three-dimensional view of the middle transmission shaft assembly (without the support sleeve);

[0019] Figure 3 yes Figure 1 Exploded view of the middle drive shaft assembly (without the support sleeve);

[0020] Figure 4 yes Figure 1 A three-dimensional view of the middle transmission shaft assembly and the automatic rocker arm;

[0021] Figure 5 yes Figure 1 A three-dimensional view of the middle transmission shaft assembly, the automatic rocker arm, and the manual rocker arm assembly;

[0022] Figure 6 yes Figure 1 A perspective view of the middle connector assembly B;

[0023] Figure 7 yes Figure 1 Exploded view of the middle connector assembly B;

[0024] Figure 8 yes Figure 1 A perspective view of the manual rocker arm assembly;

[0025] Fig. 9 yes Figure 1 An enlarged stereogram of the middle transmission sleeve;

[0026] Fig.10 yes Figure 1 A schematic diagram of the structure of the middle transmission sleeve;

[0027] Fig.11 yes Fig.10 Sectional view of the AA plane;

[0028] Fig.12 yes Figure 1 A three-dimensional structural schematic diagram of a brake handle of a manual brake mechanism in a state where the brake handle is in a maximum throttle limit position;

[0029] Fig.13 yes Figure 1 A three-dimensional structural schematic diagram of the brake handle of the manual brake mechanism in the braking state;

[0030] Fig.14 yes Figure 1 A schematic diagram of the exploded structure of the movable rocker arm, mounting seat and brake handle of the manual brake mechanism;

[0031] Fig.15 yes Figure 1A three-dimensional structural diagram of the pneumatic mechanical emergency brake mechanism;

[0032] Fig.16 yes Figure 1 A schematic cross-sectional view of the pneumatic mechanical emergency brake mechanism;

[0033] Fig.17 yes Figure 1 A three-dimensional structural diagram of the pneumatic mechanical emergency brake mechanism in a braking state;

[0034] In the figure: 1. transmission shaft assembly; 11. fixing member; 12. transmission shaft; 121. transmission shaft spline A; 122. transmission shaft spline B; 123. protrusion; 1231. transmission shaft mounting hole; 13. torsion spring; 14. transmission sleeve; 141. arc hole; 142. transmission sleeve spline; 143. transmission sleeve mounting hole; 151. support sleeve A; 152. support sleeve B; 2. automatic rocker arm; 21. automatic rocker arm input connection hole; 3. manual rocker arm assembly; 31. manual rocker arm, 311. manual rocker arm output connection hole; 32 , handle; 321, handle input connection hole; 33, emergency brake screw; 4, connection seat assembly A; 41, connection seat A; 42, shaft A; 43, input rocker arm A; 44, output rocker arm A; 5, connection seat assembly B; 51, connection seat B; 52, shaft B; 53, input rocker arm B; 54, output rocker arm B; 6, manual brake mechanism; 61, support seat; 62, mounting shaft; 63, mounting seat; 631, seat body stop block; 632, first seat body collar; 633, second seat body collar; 634, mounting groove ; 635, mounting hole; 64, movable rocker arm; 641, rocker arm stop block; 642, rocker arm collar; 65, brake handle; 66, pin shaft; 671, inner arc baffle; 672, outer arc baffle; 673, first connecting rod; 674, second connecting rod; 675, arc-shaped protrusion; 676, throttle limit slot; 677, brake slot; 678, connecting plate; 7, pneumatic mechanical emergency brake mechanism; 71, valve stem; 721, large diameter cylindrical portion; 722, small diameter cylindrical portion; 723, inclined surface; 73, first compression spring Spring; 74, second compression spring; 75, upper shell; 751, transition connection; 76, lower cover; 77, mounting plate; 78, support sleeve; 791, first arm body; 792, second arm body; 793, bayonet; 710, cylinder; 711, mounting sleeve; 712, return spring; 713, detection device; 8, throttle lever A; 9, throttle lever B; 10, connecting rod assembly A; 20, connecting rod assembly B; 30, connecting rod assembly C; 40, connecting rod assembly D; 50, connecting rod assembly E; 60, connecting rocker arm. DETAILED DESCRIPTION

[0035] The technical solution of the present invention is described in detail below in conjunction with 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 claims attached to the present invention.

[0036] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0037] Combination Figure 1 , Figure 2 , Figure 3 , Fig. 9 , Fig.10 ,as well as Fig.11 As shown together, a throttle control system includes a throttle control mechanism, the throttle control mechanism includes a transmission shaft assembly 1, the transmission shaft assembly 1 includes a transmission shaft 12 and a transmission sleeve 14, the transmission sleeve 14 is rotatably sleeved on the outside of the transmission shaft 12, both ends of the transmission shaft 12 extend out of the transmission sleeve 14, and the transmission sleeve 14 and the transmission shaft 12 are clearance-matched.

[0038] The transmission shaft assembly 1 further comprises an elastic member, one end of which is connected to the transmission shaft 12 , and the other end of which is connected to the transmission sleeve 14 .

[0039] Preferably, the elastic member is a torsion spring 13 .

[0040] Further preferably, a radial protrusion 123 is provided on the transmission shaft 12, a transmission shaft mounting hole 1231 is provided on the protrusion 123, and one end of the torsion spring 13 is inserted into the transmission shaft mounting hole 1231; a transmission sleeve mounting hole 143 is provided on the transmission sleeve 14, and the other end of the torsion spring 13 is inserted into the transmission sleeve mounting hole 143.

[0041] Preferably, an arc-shaped hole 141 is circumferentially provided on the outer circumferential surface of the transmission sleeve 14, and a fixing member 11 is fixedly provided on the transmission shaft 12, and the fixing member 11 is inserted into the arc-shaped hole 141. The fixing member 11 is preferably a fixing pin.

[0042] During assembly, the torsion spring 13 is first pre-rotated to a certain angle to form a pre-tightening force F1 , and then a fixing pin is passed through the arc-shaped hole 141 on the transmission sleeve 14 , and the fixing pin is fixed on the transmission shaft 12 .

[0043] Combination Figure 1 , Figure 4 ,as well as Figure 5 As shown together, the throttle control mechanism also includes an automatic rocker arm 2, which is connected to the transmission sleeve 14.

[0044] Preferably, a transmission sleeve spline 142 is also provided on the transmission sleeve 14 , and the automatic rocker arm 2 is connected to the transmission sleeve 14 via the transmission sleeve spline 142 .

[0045] Further preferably, an automatic rocker arm input connection hole 21 is provided on the automatic rocker arm 2, and the automatic rocker arm 2 is connected to the speed regulator (not shown in the figure) through the automatic rocker arm input connection hole 21.

[0046] Combination Figure 1 , Figure 5 ,as well as Figure 8 As shown together, the throttle control mechanism further includes a manual rocker arm assembly 3 , and the manual rocker arm assembly 3 includes a manual rocker arm 31 , and the manual rocker arm 31 is connected to one end of the transmission shaft 12 .

[0047] Preferably, a transmission shaft spline A121 is provided at one end of the transmission shaft 12, and the manual rocker arm 3 is connected to the transmission shaft 12 via the transmission shaft spline A121.

[0048] Preferably, a handle 32 is fixedly connected to the manual rocker arm 31 .

[0049] Further preferably, an emergency brake screw 33 is also provided on the manual rocker arm 31 .

[0050] Combination Figure 1 As shown, the throttle control mechanism also includes a connecting seat assembly A4, and the connecting seat assembly A4 is connected to the manual rocker arm 31 through a connecting rod assembly A10.

[0051] Preferably, a manual rocker arm output connection hole 311 is provided on the manual rocker arm 31 , and the manual rocker arm 31 is connected to the connecting rod assembly A10 via the manual rocker arm output connection hole 311 .

[0052] Preferably, the connecting seat assembly A4 includes a connecting seat A41, on which a rotating shaft A42 is rotatably provided, one end of the rotating shaft A42 is fixedly connected to one end of an input rocker arm A43, and the other end of the rotating shaft A42 is fixedly connected to an output rocker arm A44, one end of the connecting rod assembly A10 is rotatably connected to the other end of the input rocker arm A43, and the other end of the connecting rod assembly A10 is rotatably connected to the manual rocker arm 31 through the manual rocker arm output connecting hole 311.

[0053] Combination Figure 1 , Figure 2 , Figure 6 ,as well as Figure 7As shown together, the throttle control mechanism also includes a connecting seat assembly B5, which is connected to the other end of the transmission shaft 12 through a connecting rod assembly B20 and a connecting rocker arm 60.

[0054] Preferably, a transmission shaft spline B 122 is provided at the other end of the transmission shaft 12, one end of the connecting rocker arm 60 is connected to the transmission shaft 12 through the transmission shaft spline B 122, and the other end of the connecting rocker arm 60 is rotatably connected to one end of the connecting rod assembly B 20.

[0055] Preferably, the connecting seat assembly B5 includes a connecting seat B51, on which a rotating shaft B52 is rotatably provided, one end of the rotating shaft B52 is fixedly connected to one end of an input rocker arm B53, the other end of the rotating shaft B52 is fixedly connected to an output rocker arm B54, and the other end of the connecting rod assembly B20 is rotatably connected to the other end of the input rocker arm B53.

[0056] Combination Figure 1 As shown, during manual braking, in order to reduce the labor intensity of the operator, the manual rocker arm 31 is connected to the manual brake mechanism 6 through the connecting rod assembly C 30.

[0057] A manual rocker arm input connection hole is also provided on the manual rocker arm 31. A handle input connection hole 321 is provided on the handle 32. The handle input connection hole 321 and the manual rocker arm input connection hole overlap each other, and the manual rocker arm 31 and the handle 32 are connected to the manual brake assembly through the handle input connection hole and the handle rocker arm input connection hole.

[0058] Preferably, combined Figure 1 , Fig.12 , Fig.13 ,as well as Fig.14As shown together, the manual brake mechanism 6 includes a support seat 61, a mounting seat 63 and a movable rocker arm 64 which are respectively rotatably mounted on the support seat 61, the mounting seat 63 and the movable rocker arm 64 are coaxially arranged, and a rotation limiting structure is provided between the movable rocker arm 64 and the mounting seat 63, the rotation limiting structure includes a rocker arm limiting structure arranged on the movable rocker arm 64, and a seat body limiting structure arranged on the mounting seat 63, and the rocker arm limiting structure and the seat body limiting structure can be combined / separated; it also includes a brake handle 65 connected to the mounting seat 63, and a handle limiting structure fixed to the mounting seat 63, the handle limiting structure is provided with a throttle limiting structure and a brake limiting structure arranged at intervals along the rotation direction of the mounting seat 63. The brake handle 65 can be combined / separated with the throttle limit structure and the brake limit structure respectively; when the diesel engine is running, the brake handle 65 is set at the throttle limit structure and combined with the throttle limit structure, the rocker arm limit structure is separated from the seat body limit structure, and an angle α is set between the rocker arm limit structure and the seat body limit structure, and the movable rocker arm 64 can rotate in the direction of approaching / moving away from the seat body limit structure; during emergency braking, the brake handle 65 is separated from the throttle limit structure and turned to the brake limit structure. After the seat body limit structure is combined with the rocker arm limit structure, the movable rocker arm 64 is pushed to rotate to reduce the throttle, and the brake handle 65 is rotated to the brake limit structure to close the throttle and combine with the brake limit structure.

[0059] Preferably, the support seat 61 is fixedly mounted on the connecting seat A 41. When the throttle is adjusted, whether the throttle is automatically adjusted through the automatic rocker arm 2 or manually adjusted through the handle 32, the throttle rod A 8 and the throttle rod B 9 can be driven to move synchronously in the same direction at the same time.

[0060] Further preferably, a mounting shaft 62 is fixedly provided on the support seat 61, and a connecting block 63 is rotatably provided on the mounting shaft 62, one end of the connecting block 63 is rotatably connected to one end of the connecting rod assembly C 30, and the other end of the connecting rod assembly C 30 is rotatably connected to the manual rocker 31 at the manual rocker input connecting hole and the handle input connecting hole.

[0061] During installation, the movable rocker arm 64 is rotatably set on the installation shaft 62, one end of the movable rocker arm 64 is rotatably connected to one end of the connecting rod assembly C30, and the other end of the connecting rod assembly C30 is rotatably connected to the manual rocker arm 31 at the manual rocker arm input connection hole and the handle input connection hole.

[0062] After the brake handle 65 is rotated to the throttle limit structure and combined with the throttle limit structure, since the rocker arm limit structure is separated from the seat body limit structure, the movable rocker arm 64 can be rotated in the direction close to / away from the seat body limit structure. No matter the throttle is automatically adjusted by the automatic rocker arm 2 or manually adjusted by the handle 32, the movable rocker arm 64 can be driven to rotate by the connecting rod assembly C 30, which will not affect the throttle adjustment. After the brake handle 65 is combined with the throttle limit structure, the position of the seat body limit structure is fixed and unchanged, which can limit the maximum throttle position and avoid the problem of excessive throttle adjustment when the throttle is increased. In emergency braking, the brake handle 65 is separated from the throttle limit structure and turned to the brake limit structure. After the seat body limit structure is combined with the rocker arm limit structure, the movable rocker arm 64 is pushed to rotate, and the throttle can be reduced by the connecting rod assembly C 30 and the handle 32 until the throttle is closed, so that emergency braking can be achieved quickly and the operation is convenient. The manual brake mechanism of the embodiment of the present invention solves the problem that the existing throttle control mechanism cannot quickly realize emergency braking and the throttle is adjusted too much when the throttle is adjusted, and can control the diesel engine more safely.

[0063] In the embodiment of the present invention, the handle limiting structure includes an inner arc baffle 671 arranged near one side of the support seat 61, an outer arc baffle 672 arranged at intervals from the inner arc baffle 671, a first connecting rod 673 and a second connecting rod 674 respectively connected between the two ends of the inner arc baffle 671 and the two ends of the outer arc baffle 672, and an arc-shaped protrusion 675 fixed to the side of the inner arc baffle 671 near the outer arc baffle 672 or the side of the outer arc baffle 672 near the inner arc baffle 671, and the two ends of the arc protrusion 675 are connected to the first connecting rod 673 and the second connecting rod 674. 674, a spacing is provided between the end of the arc-shaped protrusion 675 and the first connecting rod 673, a throttle limit slot 676 is a throttle limit structure, and a brake slot 677 is a brake limit structure formed between the end of the arc-shaped protrusion 675 and the second connecting rod 674, and the throttle limit structure is located above the brake limit structure; the brake handle 65 is rotatably installed on the mounting seat 63, and is connected to the area between the inner arc baffle 671, the first connecting rod 673, the outer arc baffle 672 and the second connecting rod 674, and can rotate between the inner arc baffle 671 and the outer arc baffle 672.

[0064] In order to facilitate the fixed connection between the handle limiting structure and the support seat 61, a connecting plate 678 is provided between the support seat 61 and the inner arc baffle 671. Furthermore, the arc-shaped protrusion 675 is arranged on the side of the inner arc baffle 671 close to the outer arc baffle 672, and the arc-shaped protrusion 675 is connected to the connecting plate 678 to form an integrated structure.

[0065] Specifically, the mounting seat 63 is provided with a mounting groove 634, and the mounting end of the brake handle 65 is rotatably mounted inside the mounting groove 634. Usually, mounting holes 635 are respectively provided on the two side walls of the mounting groove 634, and a serial connection hole is provided at the mounting end of the brake handle 65, and the mounting end of the brake handle 65 is rotatably connected through a pin shaft 66.

[0066] In some other embodiments, the handle limiting structure can also be set as the following structure, including an arc-shaped support plate fixed to the support seat 61, a first spring plunger and a second spring plunger fixed to the arc-shaped support plate at circumferential intervals, a first limiting column fixed to the arc-shaped support plate is provided on the side of the first spring plunger away from the second spring plunger, and a second limiting column fixed to the arc-shaped support plate is provided on the side of the second spring plunger away from the first spring plunger; the brake handle 65 is fixed to the mounting seat 63, and is arranged between the first limiting column and the second limiting column, and a groove matching the ball of the first spring plunger and the ball of the second spring plunger is provided on the side of the brake handle 65 corresponding to the arc-shaped support plate, the first spring plunger and the groove form a throttle limiting structure, and the second spring plunger and the groove form a brake limiting structure.

[0067] In the embodiment of the present invention, Fig.14 As shown, for the convenience of installation, the mounting seat 63 is provided with a first seat body ring 632 and a second seat body ring 633 which are coaxially arranged at intervals, and the axes of the first seat body ring 632 and the second seat body ring 633 are arranged in the same direction as the rotation axis of the mounting seat 63; the movable rocker arm 64 is provided with a rocker arm ring 642, and the axis of the rocker arm ring 642 is arranged in the same direction as the rotation axis of the movable rocker arm 64; the rocker arm ring 642 is arranged between the first seat body ring 632 and the second seat body ring 633, and the first seat body ring 632, the rocker arm ring 642, and the second seat body ring 633 are rotatably installed on the mounting shaft 62.

[0068] Specifically, the mounting shaft 62 is a double-headed screw, and a threaded hole is provided on the support seat 61. The threaded portion of one end of the double-headed screw is installed in the threaded hole. The first seat body ring 632, the rocker arm ring 642, and the second seat body ring 633 are sleeved on the double-headed screw. A limiting bolt is provided at the threaded portion of one end of the double-headed screw away from the support seat 61, which is used to limit the first seat body ring 632, the rocker arm ring 642, and the second seat body ring 633 to the double-headed screw.

[0069] like Fig.12 and Fig.14 As shown, the rocker arm limiting structure is a rocker arm stop block 641 fixed to the movable rocker arm 64, and the seat body limiting structure is a seat body stop block 631 fixed to the mounting seat 63. Furthermore, the adjacent sides of the rocker arm stop block 641 and the seat body stop block 631 are set as fitting planes, and the fitting plane of the rocker arm stop block 641 and the fitting plane of the seat body stop block 631 are in a combined state when they fit together.

[0070] Typically, the mounting seat 63 is connected to the first seat body collar 632 , the second seat body collar 6333 , and the seat body stop block 631 as an integrated structure, and the movable rocker arm 64 is connected to the rocker arm collar 642 , and the rocker arm stop block 641 as an integrated structure, which is convenient for processing and production.

[0071] Preferably, combined Figure 1 , Fig.15 , Fig.16 ,as well as Fig.17 As shown together, the throttle control system also includes a pneumatic mechanical emergency brake mechanism 7, which includes: an actuator group, the actuator group includes a shell surrounding a housing cavity, a valve stem 71 slidably connected to the shell and inserted into the housing cavity of the shell, the first end of the valve stem 71 forms an actuator push portion, and also includes a first elastic structure arranged inside the housing cavity for pushing the actuator push portion of the valve stem 71 to extend in a direction away from the housing, and a fixing block fixed to the rod body portion of the valve stem 71 located inside the housing cavity;

[0072] A locking member is installed on the housing, and a limit structure capable of engagement / separation is provided between the end of the locking member inserted into the accommodating cavity and the fixing block;

[0073] The second elastic structure is used to drive the locking member to reset;

[0074] and a cylinder group, used for pushing the limiting structure between the locking member and the fixing block to separate;

[0075] When the diesel engine is running, the actuator push portion of the valve stem 71 is in a falling state, and the limiting structure between the locking member and the fixed block is combined together, such as Fig.16 As shown; during emergency braking, the cylinder group pushes the locking member to separate the limiting structure between the locking member and the fixed block, and the elastic force of the first elastic structure pushes the actuator of the valve stem 71 to extend away from the housing, such as Fig.17 As shown, the handle 32 of the throttle control mechanism can be pushed to rotate and close the throttle to achieve emergency braking.

[0076] During installation, the pneumatic mechanical emergency brake mechanism 7 is arranged below the emergency brake screw 33, and the actuator push part of the valve stem 71 is arranged opposite to the emergency brake screw 33, connecting the cylinder group with the air supply device, and the air supply device is electrically connected to the electronic control system of the diesel engine; when the diesel engine is running, the actuator push part of the valve stem 71 is in a fallen state, and a distance is provided between the actuator push part of the valve stem 71 and the emergency brake screw 33.

[0077] When the diesel engine malfunctions, the electronic control system controls the air supply device to ventilate the cylinder group according to the received detection signal. The cylinder group pushes the locking member to separate the limiting structure between the locking member and the fixed block. The elastic force of the first elastic structure can quickly push the actuator pushing part of the valve stem 71 away from the outer shell, thereby pushing the handle 32 of the throttle control mechanism to rotate and close the throttle, which can quickly achieve emergency braking.

[0078] After eliminating the abnormal situation, the execution push part of the valve stem 71 is retracted. Since the fixed block is fixed to the valve stem 71, it can move synchronously with the valve stem 71 to the locking member. The limiting structure between the locking member and the fixed block is combined together. The execution push part of the valve stem 71 is in a retracted state. There is a distance between the execution push part of the valve stem 71 and the emergency brake screw 33. The execution push part of the valve stem 71 will not affect the rotation of the handle 32.

[0079] The pneumatic mechanical emergency brake mechanism 7 of the embodiment of the present invention solves the problem that the existing throttle control mechanism cannot quickly achieve emergency braking and cannot achieve emergency braking through intelligent control.

[0080] In an embodiment of the present invention, the valve stem 71 passes through the accommodating cavity of the outer shell, and the second end of the valve stem 71 is arranged outside the outer shell. A detection device 713 is fixed to the second end of the valve stem 71. The detection device 713 is electrically connected to the electronic control system of the diesel engine and is used to detect the movement state of the valve stem 71 to facilitate intelligent control.

[0081] Typically, the detection device 713 is a displacement sensor, but it can also be a distance sensor or the like.

[0082] Specifically, the fixing block is disposed on the side of the valve stem 71 close to the execution push portion, and the first elastic structure is sleeved on the valve stem 71 between the fixing block and the side of the accommodating cavity away from the execution push portion. Usually, the first elastic structure is a compression spring.

[0083] Combination Fig.15 , Fig.16 ,as well as Fig.17 As shown together, the outer shell includes an upper shell 75 that forms a cylindrical body, the upper end of the upper shell 75 is closed, the lower end is provided with a cylinder mouth, and an upper mounting hole is provided at the upper end of the upper shell 75; it also includes a lower cover 76 that is covered on the lower end of the upper shell 75, the lower cover 76 is provided with a lower mounting hole corresponding to the upper mounting hole, and an accommodating cavity is formed between the upper shell 75 and the lower cover 76; the valve stem 71 is connected in series to the upper mounting hole and the lower mounting hole, and the first elastic structure is sleeved on the valve stem 71 between the fixing block and the lower cover 76.

[0084] Further, the fixed block includes a large diameter cylindrical portion 721 arranged near one side of the execution push portion, a small diameter cylindrical portion 722 fixed to the large diameter cylindrical portion 721 away from the execution push portion, and a step is formed at the adjacent position of the large diameter cylindrical portion 721 and the small diameter cylindrical portion 722; a support sleeve 78 sleeved on the valve stem 71 is fixed on the lower cover 76, and a spacing is provided between the inner side wall of the support sleeve 78 and the valve stem 71, and the support sleeve 78 is inserted into the tube mouth of the upper shell 75; the first elastic structure includes a first compression spring 73 supported between the step and the support sleeve 78, and a second compression spring 74 arranged inside the first compression spring 73, and the second compression spring 74 is supported between the small diameter cylindrical portion 722 and the lower cover 76 part on the inner circle side of the support sleeve 78, which can enhance the elastic force and can more quickly drive the execution push portion of the valve stem 71 to extend in a direction away from the shell. Correspondingly, an annular groove is provided on the lower cover 76, and the support sleeve 78 is inserted into the annular groove.

[0085] Combination Fig.16 as well as Fig.17 As shown together, the inner diameter of the cylinder surrounded by the upper shell 75 is larger than the inner diameter of the cylinder mouth of the upper shell 75, and a transition connection portion 751 is formed between the inner side wall of the cylinder surrounded by the upper shell 75 and the cylinder mouth. A spacing is provided between the end of the support sleeve 78 inserted into the cylinder mouth and the transition connection portion 751. The first compression spring 73 is inserted into the cylinder mouth to limit the first compression spring 73 and prevent the first compression spring 73 from being deflected.

[0086] In order to facilitate the combination / separation of the limiting structure between the locking piece and the fixed block, the side of the large diameter cylindrical part 721 away from the small diameter cylindrical part 722 is set as an inclined surface 723, and a bayonet 793 is provided on the locking piece to form a limiting structure between the bayonet 793 and the inclined surface 723.

[0087] In the embodiment of the present invention, the locking member is configured as a rocker arm M rotatably mounted on the housing, the rocker arm M comprises a first arm body 791 and a second arm body 792 which are fixedly connected, an obtuse angle α is provided between the first arm body 791 and the second arm body 792, for example, the angle α can be set to 110 degrees, 120 degrees, etc., the second arm body 792 is inserted into the accommodating cavity, the bayonet 793 is provided at the end of the second arm body 792 inserted into the accommodating cavity, and a limiting structure is formed between the bayonet 793 and the inclined surface 723 of the large diameter cylindrical portion 721. Usually, two mounting rings are provided at intervals on the upper shell 75, the connection between the first arm body 791 and the second arm body 792 is rotatably mounted between the two mounting rings, and a notch is provided at the upper shell 75 between the two mounting rings to facilitate the insertion of the second arm body 792 into the accommodating cavity.

[0088] like Fig.15As shown, the cylinder group is fixedly connected to the housing, and the piston rod of the cylinder group is against the lower side of the first arm body 791; the second elastic structure is connected between the first arm body 791 and the cylinder group, and usually, the second elastic structure is a return spring 712.

[0089] After the cylinder 710 is de-energized, the thrust of the piston rod of the cylinder 710 disappears, and the return spring 712 pulls the rocker arm M to rotate. Under the squeezing of the first arm body 791 and the action of its own gravity, the piston and piston rod of the cylinder 710 fall back, and under the pulling of the return spring 712, the first arm body 791 is always supported on the piston rod of the cylinder 710; after braking, the valve stem 71 needs to be reset, that is, the valve stem 71 is pressed downward by external force until the fixed block moves to one end of the second arm body 792 of the rocker arm M inserted into the accommodating cavity, so that the limiting structures are combined together. After the piston and piston rod of the cylinder 710 fall back, under the limiting action of the piston rod of the cylinder 710, the rocker arm M no longer rotates, and the position of the fixed block can be limited, thereby keeping the execution push part of the valve stem 71 in the fallen state.

[0090] For ease of installation, the lower cover 76 is fixedly connected with a mounting plate 77 , and the cylinder group is fixed to the mounting plate 77 . Usually, the mounting plate 77 and the lower cover 76 are connected to form an integrated structure.

[0091] Specifically, the cylinder group includes a cylinder 710 and a mounting sleeve 711 disposed between the cylinder 710 and the mounting plate 77 . At least two connecting bolts are disposed between the mounting plate 77 , the mounting sleeve 711 and the lower end cover of the cylinder 710 .

[0092] like Figure 1 As shown, the second elastic structure is connected between the first arm body 791 and the mounting sleeve 911 of the cylinder group; usually, fixing screws are respectively provided on the first arm body 791 and the mounting sleeve 711, and the second elastic structure is arranged between the fixing screws on the first arm body 791 and the fixing screws on the mounting sleeve 711.

[0093] Combination Figure 1 As shown, the throttle control mechanism further includes a support sleeve A 151 and a support sleeve B 152, which are sleeved on the outside of the transmission shaft 12, and the transmission shaft 12 can rotate relative to the support sleeve A 151 and the support sleeve B 152. When the throttle control system of the present invention is installed on the body of the diesel engine, the support sleeve A 151, the support sleeve B 152, the connecting seat A 41, and the connecting seat B 51 are fixedly installed on the body of the diesel engine.

[0094] The flexible connection using the torsion spring 13 is advantageous in eliminating the influence of vibration during operation on the speed regulator.

[0095] The following is a detailed description of the process of emergency braking of a diesel engine using the throttle control system of the present invention:

[0096] When the diesel engine is an in-line diesel engine, the connector assembly B5 does not need to be installed. The output rocker arm A44 of the connector assembly A4 is rotatably connected to one end of the connecting rod assembly D40, and the other end of the connecting rod assembly D40 is rotatably connected to the throttle rod A8, and the throttle rod A8 is connected to the rack of the corresponding fuel injection pump.

[0097] During the operation of the diesel engine, the operating handle 32 is used to adjust the throttle. When the handle 32 is pressed down, the throttle increases, and when the handle 32 is lifted up, the throttle decreases.

[0098] When braking is required, the action end of the cylinder 710 of the pneumatic mechanical emergency brake mechanism 7 extends, the valve stem 71 moves up, contacts the emergency brake screw 33, and the valve stem 71 continues to move up to lift the manual rocker arm 31, thereby achieving diesel engine braking.

[0099] When the pneumatic mechanical emergency brake mechanism 7 fails, the brake handle 65 of the manual brake mechanism 6 is manually pressed down, and the manual rocker arm 31 is lifted by the connecting rod assembly C 30 to achieve diesel engine braking.

[0100] When the diesel engine is a V-type diesel engine, the output rocker arm A44 of the connecting seat assembly A4 is rotatably connected to one end of the connecting rod assembly D40, and the other end of the connecting rod assembly D40 is rotatably connected to the throttle rod A8, and the throttle rod A8 is connected to the rack of the corresponding fuel injection pump. At the same time, the output rocker arm B54 of the connecting seat assembly B5 is rotatably connected to one end of the connecting rod assembly E50, and the other end of the connecting rod assembly E50 is rotatably connected to the throttle rod B9, and the throttle rod B9 is connected to the rack of the corresponding fuel injection pump. During the operation of the diesel engine, the operating handle 32 is used to adjust the size of the throttle. When the handle 32 is pressed down, the throttle increases, and when the handle 32 is lifted up, the throttle decreases.

[0101] When braking is required, the action end of the cylinder 710 of the pneumatic mechanical emergency brake mechanism 7 extends, the valve stem 71 moves up, contacts the emergency brake screw 33, and the valve stem 71 continues to move up to lift the manual rocker arm 31, thereby achieving diesel engine braking.

[0102] When the pneumatic mechanical emergency brake mechanism 7 fails, the brake handle 65 of the manual brake mechanism 6 is manually pressed down, and the manual rocker arm 31 is lifted by the connecting rod assembly C 30 to achieve diesel engine braking.

[0103] The technical features named with serial numbers involved in this specification (such as drive shaft spline A, drive shaft spline B, support sleeve A, support sleeve B, connecting seat assembly A, connecting seat A, rotating shaft A, input rocker arm A, output rocker arm A, connecting seat assembly B, connecting seat B, rotating shaft B, input rocker arm B, output rocker arm B, throttle rod A, throttle rod B, connecting rod assembly A, connecting rod assembly B, connecting rod assembly C, connecting rod assembly D, connecting rod assembly E, etc.) are only for distinguishing the various technical features and do not represent the positional relationship, installation sequence and working sequence between the various technical features.

[0104] In the description of this specification, it is necessary to understand that the orientations or positional relationships described as "upper end", "outside", "below", "lifting up", "pressing down", etc. are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0105] The present invention is not limited to the above embodiments, and all improvements made based on the concept, principle, structure and method of the present invention are within the protection scope of the present invention.

Claims

1. A throttle control system, characterized in that: The throttle control mechanism includes a transmission shaft assembly, the transmission shaft assembly includes a transmission shaft and a transmission sleeve, and the transmission sleeve is rotatably sleeved on the transmission shaft; the transmission shaft assembly also includes an elastic member, one end of the elastic member is connected to the transmission shaft, and the other end of the elastic member is connected to the transmission sleeve; The throttle control mechanism further includes a manual rocker assembly, wherein the manual rocker assembly includes a manual rocker, and the manual rocker is connected to one end of the transmission shaft; The throttle control mechanism also includes an automatic rocker arm, which is connected to the transmission sleeve; The throttle control mechanism also includes a connecting seat assembly A, and the connecting seat assembly A is connected to the manual rocker arm through a connecting rod assembly A.

2. The throttle control system according to claim 1, characterized in that: The throttle control mechanism also includes a connecting seat assembly B, and the connecting seat assembly B is connected to the other end of the transmission shaft through a connecting rod assembly B.

3. The throttle control system according to claim 2, characterized in that: An arc-shaped hole is arranged on the outer circumferential surface of the transmission sleeve along the circumferential direction, and a fixing piece is fixedly arranged on the transmission shaft, and the fixing piece is inserted into the arc-shaped hole.

4. The throttle control system according to claim 2, characterized in that: The connecting seat assembly A includes a connecting seat A, on which a rotating shaft A is rotatably provided, one end of the rotating shaft A is fixedly connected to an input rocker arm A, the other end of the rotating shaft A is fixedly connected to an output rocker arm A, and the connecting rod assembly A is connected to the input rocker arm A; the connecting seat assembly B includes a connecting seat B, on which a rotating shaft B is rotatably provided, one end of the rotating shaft B is fixedly connected to an input rocker arm B, the other end of the rotating shaft B is fixedly connected to an output rocker arm B, and the connecting rod assembly B is connected to the input rocker arm B.

5. The throttle control system according to claim 1, characterized in that: A transmission shaft spline A is provided at one end of the transmission shaft, and a transmission shaft spline B is provided at the other end of the transmission shaft; the manual rocker arm is connected to the transmission shaft through the transmission shaft spline A, the connecting rod assembly B is connected to the connecting rocker arm, and the connecting rocker arm is connected through the transmission shaft spline B.

6. The throttle control system according to claim 1, characterized in that: The throttle control system also includes a manual brake mechanism, which includes a support seat, a mounting seat and a movable rocker arm respectively rotatably mounted on the support seat, the mounting seat and the movable rocker arm are coaxially arranged, and a rotation limiting structure is provided between the movable rocker arm and the mounting seat, the rotation limiting structure includes a rocker arm limiting structure arranged on the movable rocker arm, and a seat body limiting structure arranged on the mounting seat, and the rocker arm limiting structure and the seat body limiting structure can be combined / separated; it also includes a brake handle connected to the mounting seat, and a handle limiting structure fixed to the mounting seat, the handle limiting structure is provided with a throttle limiting structure, a brake limiting structure and a brake limiting structure arranged at intervals along the rotation direction of the mounting seat. The brake handle can be respectively combined with / separated from the throttle limiting structure and the brake limiting structure; when the diesel engine is running, the brake handle is arranged at the throttle limiting structure and combined with the throttle limiting structure, the rocker arm limiting structure is separated from the seat body limiting structure, and the movable rocker arm can rotate in the direction close to / away from the seat body limiting structure; during emergency braking, the brake handle is separated from the throttle limiting structure and turned to the brake limiting structure, and after the seat body limiting structure is combined with the rocker arm limiting structure, it pushes the movable rocker arm to rotate to reduce the throttle, and the brake handle is rotated to the brake limiting structure to close the throttle and combine with the brake limiting structure.

7. The throttle control system according to claim 6, characterized in that: The rocker arm limiting structure is a rocker arm stop block fixed to the movable rocker arm, and the seat body limiting structure is a seat body stop block fixed to the mounting seat; the adjacent sides of the rocker arm stop block and the seat body stop block are set as fitting planes, and the fitting plane of the rocker arm stop block is in a combined state when it fits with the fitting plane of the seat body stop block.

8. The throttle control system according to claim 1, characterized in that: The throttle control system also includes a pneumatic mechanical emergency brake mechanism, which is applied to the throttle control mechanism of a diesel engine and is characterized by comprising: An actuator group, the actuator group includes a shell surrounding a receiving cavity, a valve stem slidably connected to the shell and inserted into the receiving cavity, a first end of the valve stem forming an actuator push portion, and further includes a first elastic structure disposed inside the receiving cavity for pushing the actuator push portion to extend in a direction away from the shell, and a fixing block fixed to a rod body portion of the valve stem located inside the receiving cavity; A locking member is mounted on the housing, and a limit structure capable of being engaged / separated is provided between the end of the locking member inserted into the accommodating cavity and the fixing block; A second elastic structure is used to drive the locking member to reset; and a cylinder group, used for pushing the limiting structure between the locking member and the fixing block to separate; When the diesel engine is running, the actuator pushing part is in a fallen state, and the limiting structure between the locking member and the fixed block is combined together; during emergency braking, the cylinder group pushes the locking member to separate the limiting structure between the locking member and the fixed block, and the elastic force of the first elastic structure pushes the actuator pushing part to extend away from the housing, which can push the handle of the throttle control mechanism to rotate and close the throttle to achieve emergency braking.

9. The throttle control system according to claim 8, characterized in that: The valve stem passes through the accommodating cavity, the second end of the valve stem is arranged outside the shell, and a detection device is fixed to the second end of the valve stem.

10. The throttle control system according to claim 9, characterized in that: The fixing block is arranged on a side of the valve stem close to the execution pushing portion, and the first elastic structure is sleeved on the valve stem between the fixing block and a side of the accommodating cavity away from the execution pushing portion.

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