Diesel engine accelerator adjusting mechanism

Abstract

The utility model relates to the field of diesel engine equipment, in particular to a diesel engine accelerator adjusting mechanism which comprises a shell assembly, the shell assembly comprises a shell, and a plurality of sets of rib plates are arranged in the shell. The operation assembly comprises a manual part and an automatic part, and the manual part comprises a second connecting rod, a manual adjusting wheel, a rotary damper, a manual adjusting worm, a third connecting rod, a manual adjusting turbine and a manual adjusting main transmission gear; the automatic part comprises an automatic adjusting servo motor and an automatic adjusting main transmission gear; the switching assembly comprises a fourth connecting rod, a manual and automatic switching handle, a manual and automatic loading and switching idle gear and a switching locking pin; by means of the operation assembly capable of being freely switched, the problem that an accelerator pull rod is pushed through compressed air is solved, and then the problems that an air channel pipe system is troublesome to seal, air leakage exists, and maintenance is troublesome possibly occurring to a pneumatic structure are solved.

Description

Technical Field

[0001] The utility model relates to the field of diesel engine equipment, in particular to a throttle regulating mechanism for a diesel engine. Background Art

[0002] At present, the throttle actuators of the ship diesel engine mechanical regulator mostly use pneumatic diaphragm type angular stroke actuators to push the throttle rod. The main power source of such devices is compressed air.

[0003] There are currently the following problems:

[0004] When a general marine diesel engine regulating mechanism uses a pneumatic diaphragm angular stroke actuator to push the throttle lever, a starting device, compressed air, an oil-water separator, a pressure regulating valve, etc. are required. In addition, the air pipeline system is difficult to seal, and there are problems such as air leakage and maintenance difficulties. Utility Model Content

[0005] The purpose of this section is to summarize some aspects of the embodiments of the utility model and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the abstract of the specification and the name of the utility model of this application to avoid blurring the purpose of this section, the abstract of the specification and the name of the utility model, and such simplifications or omissions cannot be used to limit the scope of the utility model.

[0006] In view of the above problems and / or the problems existing in the prior art, the present utility model is proposed.

[0007] Therefore, the first technical problem to be solved by the utility model is that when a general ship diesel engine regulating mechanism adopts a pneumatic diaphragm angular stroke actuator to push the throttle lever, a starting device, compressed air, an oil-water separator, a pressure regulating valve, etc. are required, and the air circuit piping is difficult to seal, and there are problems such as air leakage and maintenance troubles.

[0008] To solve the above technical problems, the utility model provides the following technical solutions: a diesel engine throttle adjustment mechanism, including a housing assembly, the housing assembly includes a housing, and a plurality of ribs are arranged inside the housing; an actuator assembly, the actuator assembly includes a first connecting rod, a main shaft output gear, a rotating arm, and an actuator connecting rod; an operating assembly, the operating assembly includes a manual part and an automatic part, the manual part includes a second connecting rod, a manual adjustment wheel, a rotary damper, a manual adjustment worm, a third connecting rod, a manual adjustment turbine, and a manual adjustment main drive gear; the automatic part includes an automatic adjustment servo motor and an automatic adjustment main drive gear; a switching assembly, the switching assembly includes a fourth connecting rod, a manual-automatic conversion handle, a manual-automatic conversion intermediate wheel, and a conversion locking pin; the actuator assembly and the operating assembly cooperate with each other inside the housing, and the switching assembly cooperates with the manual part inside the housing.

[0009] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: the first connecting rod is arranged inside the shell and penetrates the rib plate for rotational connection, the end of the first connecting rod is fixedly connected to a rotating arm, and the end of the rotating arm is rotatably clamped with an execution connecting rod.

[0010] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: the manual-automatic conversion handle is rotatably connected to the outer wall of the shell, the bottom of the manual-automatic conversion handle is movably connected to a fourth connecting rod, the outer wall of the fourth connecting rod is fixedly connected to a manual-automatic switching intermediate wheel, the outer wall of the first connecting rod is fixedly connected to a main shaft output gear, and the main shaft output gear is meshed with the manual-automatic switching intermediate wheel.

[0011] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: the conversion locking pin is slidably connected to the outer wall of the shell, when the conversion locking pin slides to the end of the outer wall of the shell, the manual-automatic conversion handle and the outer wall of the conversion locking pin are engaged, and the manual-automatic conversion handle and the fourth connecting rod are both in a fixed state.

[0012] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, the automatic adjustment servo motor is arranged to penetrate the outer wall of the shell, and an automatic adjustment main transmission gear is arranged at the rotating shaft at the end of the automatic adjustment servo motor, and the automatic adjustment main transmission gear is meshed with the main shaft output gear.

[0013] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: the rotary damper is rotatably connected to the inner wall of the shell, the manual adjustment wheel is fixedly connected to the second connecting rod, the second connecting rod passes through the rotary damper and is rotatably connected to the inner wall of the shell through the rotary damper, the outer wall of the second connecting rod is fixedly connected to a manual adjustment worm, the third connecting rod is rotatably clamped at a plurality of groups of ribs, the outer wall of the third connecting rod is fixedly connected to a manual adjustment turbine, and the manual adjustment worm and the manual adjustment turbine are meshed with each other.

[0014] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: a manually adjustable main transmission gear is fixedly connected to the bottom of the outer wall of the third connecting rod, and the manually adjustable main transmission gear is meshed with the manual-automatic switching intermediate gear.

[0015] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, wherein: the housing is fixedly connected with an adjustment dial at one end of the outer wall of the rotating arm, and the outer wall of the execution connecting rod is provided with an angle scale.

[0016] As a preferred solution of the diesel engine throttle adjustment mechanism of the utility model, in the interlayer where the housing where the rotating arm is located and the rib plate are located, both ends of the inner wall of the rib plate are rotatably clamped with non-circular limit rotating blocks.

[0017] The beneficial effects of the utility model are as follows: the problem of pushing the throttle lever by compressed air is avoided by means of the freely switchable operating components, thereby avoiding the problems of air path piping sealing trouble, air leakage and maintenance trouble that may occur in the pneumatic structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following briefly introduces the drawings required for the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. Among them:

[0019] Figure 1 A side structural diagram of a throttle adjustment mechanism for a diesel engine provided by the utility model;

[0020] Figure 2 This is a front view structural diagram of the throttle adjustment mechanism for a diesel engine provided by the utility model;

[0021] Figure 3 A schematic diagram of a half-section structure of a throttle adjustment mechanism for a diesel engine provided by the utility model;

[0022] Figure 4 This is a schematic diagram of the half-section structure of the diesel engine throttle adjustment mechanism provided by the utility model from another perspective. DETAILED DESCRIPTION

[0023] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0024] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0025] Secondly, the present invention is described in detail with reference to the schematic diagram. When describing the embodiments of the present invention, for the sake of convenience, the cross-sectional diagrams showing the device structure will not be partially enlarged according to the general proportion, and the schematic diagrams are only examples, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional dimensions of length, width and depth should be included.

[0026] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0027] Example 1

[0028] Reference Figures 1 to 4 The present embodiment provides a diesel engine throttle adjustment mechanism, including a housing assembly, the housing assembly includes a housing 101, and a plurality of ribs 102 are arranged inside the housing 101; an actuator assembly, the actuator assembly includes a first connecting rod 201, a main shaft output gear 201a, a rotating arm 202, and an actuator connecting rod 202a; an operating assembly, the operating assembly includes a manual part and an automatic part, the manual part includes a second connecting rod 301, a manual adjustment wheel 301a, a rotary damper 301a-1, a manual adjustment worm 301a-2, a third connecting rod 302, a manual adjustment turbine 302a, and a manual adjustment main transmission gear 302b; the automatic part includes an automatic adjustment servo motor 311 and an automatic adjustment main transmission gear 311a; a switching assembly, the switching assembly includes a fourth connecting rod 401, a manual-automatic conversion handle 401a, a manual-automatic conversion intermediate wheel 401b, and a conversion locking pin 402; the actuator assembly and the operating assembly cooperate with each other inside the housing 101, and the switching assembly cooperates with the manual part inside the housing 101.

[0029] The first connecting rod 201 is arranged inside the shell 101 and passes through the rib 102 for rotational connection. The end of the first connecting rod 201 is fixedly connected to the rotating arm 202, and the end of the rotating arm 202 is rotatably clamped with the execution connecting rod 202a; when the first connecting rod 201 rotates, the rotating arm 202 is rotated, and the degree of throttle closing is controlled by the rotation angle of the rotating arm 202.

[0030] The manual-automatic conversion handle 401a is rotatably connected to the outer wall of the shell 101, and the fourth connecting rod 401 is movably connected to the bottom of the manual-automatic conversion handle 401a. The outer wall of the fourth connecting rod 401 is fixedly connected to the manual-automatic conversion intermediate wheel 401b, and the outer wall of the first connecting rod 201 is fixedly connected to the main shaft output gear 201a, and the main shaft output gear 201a is meshed with the manual-automatic conversion intermediate wheel 401b; when the first connecting rod 201 rotates, the fourth connecting rod 401 rotates through the meshing of the main shaft output gear 201a and the manual-automatic conversion intermediate wheel 401b.

[0031] The conversion locking pin 402 is slidably connected to the outer wall of the shell 101. When the conversion locking pin 402 slides to the end of the outer wall of the shell 101, the manual-automatic conversion handle 401a and the outer wall of the conversion locking pin 402 are engaged, and the manual-automatic conversion handle 401a and the fourth connecting rod 401 are both in a fixed state; since the fourth connecting rod 401 and the manual-automatic conversion handle 401a are movably connected, the height of the manual-automatic switching intermediate wheel 401b is controlled by controlling the movable fourth connecting rod 401, and whether it is engaged with the main shaft output gear 201a is controlled, thereby achieving the control of whether the first connecting rod 201 and the fourth connecting rod 401 are in a linked state, and by controlling the linked state of the first connecting rod 201 and the fourth connecting rod 401, whether the throttle adjustment mechanism is automatic or manual is controlled.

[0032] The automatic adjustment servo motor 311 is arranged to penetrate the outer wall of the shell 101, and the automatic adjustment main transmission gear 311a is arranged at the rotating shaft at the end of the automatic adjustment servo motor 311, and the automatic adjustment main transmission gear 311a is meshed with the main shaft output gear 201a; when the throttle adjustment mechanism is in the automatic state, the rotating shaft at the end of the automatic adjustment servo motor 311 rotates, and the meshing of the automatic adjustment main transmission gear 311a and the main shaft output gear 201a makes the first connecting rod 201 rotate, thereby controlling the closing degree of the throttle.

[0033] The rotary damper 301a-1 is rotatably connected to the inner wall of the shell 101, the manual adjustment wheel 301a is fixedly connected to the second connecting rod 301, the second connecting rod 301 passes through the rotary damper 301a-1 and is rotatably connected to the inner wall of the shell 101 through the rotary damper 301a-1, the outer wall of the second connecting rod 301 is fixedly connected with a manual adjustment worm 301a-2, the third connecting rod 302 is rotatably connected to a plurality of groups of ribs 102, the outer wall of the third connecting rod 302 is fixedly connected with a manual adjustment turbine 302a, the manual adjustment worm 301a-2 and the manual adjustment turbine 302a are meshed with each other; when the throttle adjustment mechanism is in the manual control state, in this state The automatic adjustment servo motor 311 is in the off state, and the rotating manual adjustment wheel 301a causes the third connecting rod 302 and the manually adjustable main transmission gear 302b to rotate through the manual adjustment wheel 301a and the manually adjustable worm 301a-2. At this time, the manually adjustable main transmission gear 302b is mutually transmitted with the main shaft output gear 201a through the manual automatic replacement intermediate wheel 401b to control the rotation angle of the first connecting rod 201, so as to control the closing degree of the throttle adjustment mechanism. The role of the rotating damper 301a-1 is to increase the manual adjustment wheel 301a to prevent the vibration of the diesel engine from causing the manual adjustment wheel 301a to move freely and change the position of the rotating arm 202.

[0034] A manually adjustable main transmission gear 302b is fixedly connected to the bottom of the outer wall of the third connecting rod 302, and the manually adjustable main transmission gear 302b is meshed with the manual-automatic conversion intermediate gear 401b.

[0035] The housing 101 is located at one end of the outer wall of the rotating arm 202 and is fixedly connected with an adjustment dial 501, and the outer wall of the actuator link 202a is provided with an angle scale; the function of the adjustment dial 501 is to facilitate the operator to have a more accurate observation of the closing degree of the throttle.

[0036] In the interlayer where the rotating arm 202 is located and the rib plate 102 are located, both ends of the inner wall of the rib plate 102 are rotatably clamped with non-circular limit rotating blocks 502; by rotating the two sets of non-circular limit rotating blocks 502, the rotatable angle of the rotating arm 202 is limited, and the maximum oil supply of the throttle is further limited.

[0037] Among them, the automatic adjustment of the servo motor 311 is a very mature existing technology in real life, so it will not be described here in detail.

[0038] Importantly, it should be noted that the construction and arrangement of the present application shown in a plurality of different exemplary embodiments are only exemplary. Although only a few embodiments are described in detail in this disclosure, it should be readily understood by those who refer to this disclosure that many modifications are possible (e.g., the size, scale, structure, shape and ratio of various elements, and parameter values ​​(e.g., temperature, pressure, etc.), installation arrangements, use of materials, color, directional changes, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in the application. For example, the element shown as integrally formed can be composed of multiple parts or elements, the position of the element can be inverted or otherwise changed, and the nature or number or position of the discrete element can be changed or changed. Therefore, all such modifications are intended to be included in the scope of the present utility model. The order or sequence of any process or method steps can be changed or reordered according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure of performing the function described herein, and is not only structurally equivalent but also equivalent structure. Without departing from the scope of the present invention, other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments. Therefore, the present invention is not limited to a specific embodiment, but extends to various modifications that still fall within the scope of the appended claims.

[0039] Additionally, in order to provide a concise description of example embodiments, all features of an actual embodiment (ie, those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention) may not be described.

[0040] It will be appreciated that in the development of any actual implementation, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort may be complex and time-consuming, but will be a routine task of design, fabrication, and production for those of ordinary skill having the benefit of this disclosure without undue experimentation.

[0041] It should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A diesel engine throttle adjustment mechanism, characterized in that: The housing assembly comprises a housing (101), wherein a plurality of groups of ribs (102) are arranged inside the housing (101); An actuating assembly, the actuating assembly comprising a first connecting rod (201), a main shaft output gear (201a), a rotating arm (202), and an actuating connecting rod (202a); An operating assembly, the operating assembly comprising a manual part and an automatic part, the manual part comprising a second connecting rod (301), a manual adjustment wheel (301a), a rotary damper (301a-1), a manually adjustable worm (301a-2), a third connecting rod (302), a manually adjustable turbine (302a), and a manually adjustable main transmission gear (302b); the automatic part comprising an automatically adjustable servo motor (311) and an automatically adjustable main transmission gear (311a); A switching assembly, the switching assembly comprising a fourth connecting rod (401), a manual-automatic switching handle (401a), a manual-automatic switching intermediate wheel (401b), and a switching locking pin (402); The execution component and the operation component cooperate with each other inside the housing (101), and the switching component and the manual part cooperate with each other inside the housing (101).

2. The diesel engine throttle adjustment mechanism according to claim 1, characterized in that: The first connecting rod (201) is arranged inside the housing (101) and penetrates the rib plate (102) for rotational connection; the end of the first connecting rod (201) is fixedly connected to a rotating arm (202), and the end of the rotating arm (202) is rotationally clamped to an execution connecting rod (202a).

3. The diesel engine throttle adjustment mechanism according to claim 2, characterized in that: The manual-automatic conversion handle (401a) is rotatably connected to the outer wall of the housing (101); the bottom of the manual-automatic conversion handle (401a) is movably connected to a fourth connecting rod (401); the outer wall of the fourth connecting rod (401) is fixedly connected to a manual-automatic conversion intermediate wheel (401b); the outer wall of the first connecting rod (201) is fixedly connected to a main shaft output gear (201a); the main shaft output gear (201a) is meshed with the manual-automatic conversion intermediate wheel (401b).

4. The diesel engine throttle adjustment mechanism according to claim 3, characterized in that: The conversion locking pin (402) is slidably connected to the outer wall of the shell (101); when the conversion locking pin (402) slides to the end of the outer wall of the shell (101), the manual-automatic conversion handle (401a) and the outer wall of the conversion locking pin (402) are engaged, and the manual-automatic conversion handle (401a) and the fourth connecting rod (401) are both in a fixed state.

5. The diesel engine throttle adjustment mechanism according to claim 4, characterized in that: The automatic adjustment servo motor (311) is arranged to penetrate the outer wall of the housing (101), and an automatic adjustment main transmission gear (311a) is arranged at the rotating shaft at the end of the automatic adjustment servo motor (311), and the automatic adjustment main transmission gear (311a) is meshed with the main shaft output gear (201a).

6. The diesel engine throttle adjustment mechanism according to claim 5, characterized in that: The rotary damper (301a-1) is rotatably connected to the inner wall of the shell (101); the manual adjustment wheel (301a) is fixedly connected to the second connecting rod (301); the second connecting rod (301) passes through the rotary damper (301a-1) and is rotatably connected to the inner wall of the shell (101) through the rotary damper (301a-1); the outer wall of the second connecting rod (301) is fixedly connected to a manual adjustment worm (301a-2); the third connecting rod (302) is rotatably clamped to a plurality of groups of ribs (102); the outer wall of the third connecting rod (302) is fixedly connected to a manual adjustment turbine (302a); the manual adjustment worm (301a-2) and the manual adjustment turbine (302a) are meshed with each other.

7. The diesel engine throttle adjustment mechanism according to claim 6, characterized in that: A manually adjustable main transmission gear (302b) is fixedly connected to the bottom of the outer wall of the third connecting rod (302), and the manually adjustable main transmission gear (302b) is meshed with the manual-automatic switching intermediate wheel (401b).

8. The diesel engine throttle adjustment mechanism according to claim 7, characterized in that: The housing (101) is fixedly connected to an adjustment dial (501) at one end of the outer wall of the rotating arm (202), and an angle scale is provided on the outer wall of the execution link (202a).

9. The diesel engine throttle adjustment mechanism according to claim 8, characterized in that: In the interlayer where the housing (101) and the rib plate (102) are located where the rotating arm (202) are located, both ends of the inner wall of the rib plate (102) are rotatably clamped with non-circular limiting rotating blocks (502).

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