Rotating speed adjusting mechanism of diesel internal combustion engine

Abstract

The utility model relates to a rotating speed adjusting mechanism of a diesel internal combustion engine. The problems that in the prior art, switching between the idle speed state and the acceleration state of a diesel internal combustion engine is prone to delay, and linkage is poor are solved. The device comprises an assembling shell, a driving gear is installed at one end in the assembling shell, a swing linkage assembly is arranged in the middle of the assembling shell, and a flail block linkage mechanism is arranged between the swing linkage assembly and the driving gear. A pull rod mechanism is movably arranged on the inner wall of one side of the assembling shell, one end of the pull rod mechanism is connected with the swing linkage assembly, the other end of the pull rod mechanism is connected with an internal combustion engine accelerator mechanism, and the pull rod mechanism can synchronously move along with the swing linkage assembly. The end, away from the force return assembly, of the driven swing arm is connected with a driving swing arm. The utility model has the advantages that the acceleration of a vehicle is more linear, abrupt and jerking are reduced, the acceleration experience of a user is improved, the linkage precision is high, the assembly is smooth and neat, the sealing performance is good, and the processing is easy.

Description

TECHNICAL FIELD

[0001] The utility model relates to mechanical equipment technical field, concretely relates to a diesel internal combustion engine rotating speed adjusting mechanism. BACKGROUND

[0002] The control mode of diesel internal combustion engine rotating speed is divided into two kinds, namely manual control and automatic control. Manual control is that the operator controls the rise and fall of diesel engine rotating speed through the button on the operation table, automatic control is that the main system makes automatic judgment according to the given working condition and the current working condition of the locomotive and sends the action instruction of rotating speed rise and fall, and the rotating speed is adjusted to reach the given value, wherein, the mode of manual control is easy to produce misoperation, the mode of automatic control is high in precision, but the structure is complex and the inductive electronic components are used more, and it is easy to be damaged and cause the failure of adjustment. In addition, the existing diesel internal combustion engine is prone to delay in switching between idle speed and acceleration state, and is not linear enough when accelerating, which affects the use experience.

[0003] In order to solve the problems in the prior art, people have carried out long-term exploration and put forward all kinds of solutions. For example, the Chinese patent document discloses a diesel engine rotating speed adjusting device of internal combustion locomotive [CN200620129884.1], which comprises an industrial computer, an optical speed sensor, a rotating speed controller, a joint regulator, a control board card and an electric quantity isolation frequency / voltage converter. The diesel engine rotates one circle, the optical speed sensor outputs an electric pulse, and then the electric quantity isolation frequency / voltage converter converts it into a standard voltage signal of 0-5V, which is input to the analog-digital conversion card, and finally input to the industrial computer. The industrial computer makes judgment according to the given working condition, outputs the digital instruction of adjusting rotating speed to the control board card, and controls the rotating speed controller and the joint regulator of the executing mechanism to realize the adjustment of the rotating speed of the diesel engine.

[0004] The above scheme solves the problem of poor effect of diesel internal combustion engine rotating speed control mode in the prior art to some extent, but the scheme still has many deficiencies, for example: the switching between idle speed and acceleration state is prone to delay, and is not linear enough when accelerating, which affects the use experience. SUMMARY

[0005] The utility model aims at the above problems, and provides a diesel internal combustion engine rotating speed adjusting mechanism.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a diesel internal combustion engine speed regulating mechanism, comprising an assembly housing, an active gear that meshes with the timing gear of the diesel internal combustion engine is rotatably mounted at one end of the assembly housing via an active gear shaft, a swing linkage assembly is provided in the middle of the assembly housing, a rocking block buffer mechanism is provided between the swing linkage assembly and the active gear, and a pull rod mechanism is movably provided on one side inner wall of the assembly housing, with one end connected to the swing linkage assembly and the other end connected to the throttle mechanism of the internal combustion engine and capable of moving synchronously with the swing linkage assembly, and a return force assembly is provided at the other end of the assembly housing, with a driven swing arm connected to one end of the return force assembly, and an active swing arm connected to the end of the driven swing arm away from the return force assembly.

[0007] In the aforementioned diesel internal combustion engine speed regulation mechanism, the sling-block buffer mechanism includes several sling-blocks distributed in a ring on the side of the drive gear, and a rotating positioning seat is correspondingly provided on the side of the drive gear. The sling-blocks are rotatably positioned by a positioning pin inserted into the rotating positioning seat. The sling-blocks are U-shaped and have a protrusion extending inward at the bottom. A ring-shaped positioning cavity is formed between the inner sides of the sling-blocks, and a limiting inclined surface is provided on the side of the drive gear for tilting and limiting the sling-blocks.

[0008] In the above-mentioned diesel internal combustion engine speed regulating mechanism, a top sleeve is provided in the annular positioning cavity. The inner and outer walls of the top sleeve are positioned in the snap-fit ​​groove on the swing block, and the end of the top sleeve away from the swing block passes through the annular positioning cavity and abuts against the top block. The top block is connected to the swing linkage assembly.

[0009] In the aforementioned diesel internal combustion engine speed regulating mechanism, the swing linkage assembly includes a swing rod support shaft rotatably mounted on the assembly housing. A driving swing rod, a pendulum, and a driven swing rod are sequentially mounted on the swing rod support shaft. The pendulum is fixed to the swing rod support shaft by a locking screw, and the driven swing rod is connected to the upper end of the driving swing rod by a first tension spring. The outer wall of the pendulum abuts against the inner wall of the driven swing rod. The inner wall of the pendulum is provided with a compression spring groove, and a first compression spring with one end positioned in the compression spring groove is provided between the pendulum and the driving swing rod. The driving swing rod is provided with a top block mounting hole for connection to a top block.

[0010] In the aforementioned diesel internal combustion engine speed regulating mechanism, the two ends of the rocker arm support shaft are rotatably mounted in the shaft holes on the assembly housing via bearings and oil seals, and one end of the rocker arm support shaft is provided with a key-shaped part. The end of the rocker arm support shaft with the key-shaped part passes through the outside of the assembly housing and is circumferentially positioned with the key groove provided on the driven rocker arm.

[0011] In the aforementioned diesel internal combustion engine speed regulating mechanism, the active swing arm is fixed to the lower side of the assembly housing by a stop nut, and one side of the active swing arm is bent backward at 90 degrees to form an adjusting part. An adjusting screw is provided in the screw hole at the bottom of the assembly housing, and the adjusting screw passes through the screw hole and abuts against the inner wall of the adjusting part.

[0012] In the diesel engine speed regulating mechanism, a plurality of first tension spring hanging holes are longitudinally arranged on the driving swing arm, a plurality of second tension spring hanging holes corresponding to the first tension spring hanging holes are arranged on the driven swing arm, and a second tension spring is connected between the first tension spring hanging hole and the second tension spring hanging hole.

[0013] In the diesel engine speed regulating mechanism, the return force assembly comprises a fixing support arranged on the outer wall of the assembly shell, a fixing hole is arranged on the fixing support, a return force sleeve is arranged in the fixing hole, a second compression spring is arranged in the return force sleeve, one end of the second compression spring acts on a return force top rod which is slidably arranged in the return force sleeve, and one end of the return force top rod penetrates the return force sleeve and abuts against a linkage side arranged on the driven swing arm.

[0014] In the diesel engine speed regulating mechanism, the pull rod mechanism comprises a pull rod main body, a vertical connecting part arranged at an angle of 90 degrees is arranged at one end of the pull rod main body, a connecting hook is arranged at the other end of the pull rod main body, a pull rod support is positioned on the assembly shell by a locking screw, a plurality of connecting sleeves are arranged on the side of the pull rod support facing the connecting hook, a plurality of horizontal stroke grooves are arranged on the pull rod main body and can be penetrated by the connecting sleeves, and a connecting screw is arranged on the outer wall of the assembly shell and connected with the connecting sleeves so as to movably position the pull rod main body on the inner wall of the assembly shell.

[0015] In the diesel engine speed regulating mechanism, a vertical stroke groove is arranged on the vertical connecting part, and a fixing screw is arranged on the assembly shell and penetrates the vertical stroke groove and is connected with the upper end of the driven swing rod.

[0016] Compared with the prior art, the diesel engine speed regulating mechanism has the following advantages:

[0017] 1. The traditional complex mechanical structure is simplified, the response speed is fast, the wear is low, the surface of the assembly shell is smooth and has good sealing performance, and the assembly shell is easy to process.

[0018] 2. In the scheme, the driving swing rod and the driven swing rod are changed from traditional stamping parts to cast parts, the relevant coaxial problem is overcome through lathe processing, and the operation is more smooth.

[0019] 3. The pull rod support is changed from a traditional stamping part to a cast part, and the protruding fixing column is cancelled, and a reference surface is formed on the right side of the upper end of the assembly shell, so that the parallelism between the right side surface of the pull rod support and the right side reference surface of the assembly shell is improved, and the precision is improved.

[0020] 4. The plurality of buffer springs are arranged, so that the vehicle is more linear when accelerating, the abruptness and jerk are reduced, the user's acceleration experience is improved, and the use effect is good. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 is the whole structure schematic diagram of the utility model;

[0022] Figure 2 is the buffer mechanism of the utility model in the split diagram of throwing block;

[0023] Figure 3 is the split diagram of the utility model in the swing linkage assembly;

[0024] Figure 4 is the split diagram of the utility model in the back force assembly;

[0025] Figure 5 is the split diagram of the utility model in the pull rod mechanism;

[0026] Figure 6 is the partial structure split diagram of the utility model;

[0027] In the figure: assembly shell 1, driving gear shaft 11, driving gear 12, swing linkage assembly 2, swing rod support shaft 21, key-shaped part 211, driving swing rod 22, top block mounting hole 221, locking screw 231, compression spring groove 232, first compression spring 233, pendulum 23, driven swing rod 24, first extension spring 25, buffer mechanism of throwing block 3, throwing block 31, rotating positioning seat 32, positioning pin 33, protruding part 34, annular positioning cavity 35, limiting inclined surface 36, top sleeve 37, clamping groove 38, top block 39, pull rod mechanism 4, pull rod main body 41, vertical connecting part 411, connecting clamping hook 412, horizontal stroke groove 413, vertical stroke groove 414, fixing screw 415, locking screw 42, pull rod support 43, connecting clamping sleeve 44, connecting screw 45, back force assembly 5, fixed support 51, fixed hole 52, back force sleeve 53, second compression spring 54, back force top rod 55, driven swing arm 6, health row groove 61, second extension spring hanging hole 62, linkage side part 63, driving swing arm 7, adjusting part 71, adjusting screw 72, first extension spring hanging hole 73, second extension spring 74. DETAILED DESCRIPTION

[0028] The utility model will be explained in further detail below in combination with the drawings and specific embodiments.

[0029] As Figure 1As shown in the figure, a diesel engine speed regulating mechanism, comprising an assembly housing 1, a driving gear 12 engaged with the diesel engine timing gear is rotatably installed in the assembly housing 1 through a driving gear shaft 11, an oscillating linkage assembly 2 is arranged in the middle of the assembly housing 1, a flyweight buffer mechanism 3 is arranged between the oscillating linkage assembly 2 and the driving gear 12, a pull rod mechanism 4 is movably arranged on the inner wall of one side of the assembly housing 1, one end of the pull rod mechanism 4 is connected with the oscillating linkage assembly 2 and the other end is connected with the diesel engine throttle mechanism and can move synchronously with the oscillating linkage assembly 2, a return force assembly 5 is arranged at the other end of the assembly housing 1, one end of the return force assembly 5 is connected with a driven swing arm 6, and the other end of the driven swing arm 6 away from the return force assembly 5 is connected with a driving swing arm 7.

[0030] As shown in the figure, Figure 2 The flyweight buffer mechanism 3 comprises a plurality of flyweights 31 arranged in a ring shape on the side surface of the driving gear 12, and a rotating positioning seat 32 is arranged correspondingly on the side surface of the driving gear 12, the flyweights 31 are rotationally positioned by positioning pins 33 rotationally inserted into the rotating positioning seat 32, the flyweights 31 are in U-shaped form and have a protruding portion 34 extending towards the inside at the bottom, annular positioning cavities 35 are formed between the circumferential inner sides of the flyweights 31, and a limiting inclined surface 36 is arranged on the side surface of the driving gear 12 for tilting limiting of the flyweights 31.

[0031] The flyweights 31 are mainly used to provide buffering when the vehicle accelerates, when the driving gear 12 rotates, the flyweights 31 are tilted towards the circumferential outer side due to centrifugal force, thereby exerting a pushing force on the top sleeve 37, and further making the top block 39 act on the driving swing rod 22, so that the driving swing rod 22 has clockwise movement potential energy, when accelerating, the driving swing rod 22 exerts a reverse force on the top block 39 and its top sleeve 37 to overcome the movement potential energy, thereby making the flyweights 31 have an elastic buffering force to overcome the centrifugal force.

[0032] Among them, the annular positioning cavities 35 are provided with top sleeves 37, the circumferential inner and outer walls of the top sleeves 37 are positioned in the clamping grooves 38 on the flyweights 31, and one end of the top sleeves 37 away from the flyweights 31 penetrates out of the annular positioning cavities 35 and is connected with the top block 39 in abutment, and the top block 39 is connected with the oscillating linkage assembly 2.

[0033] As shown in the figure, Figure 3 and 6As shown, the swing linkage assembly 2 comprises a swing rod support shaft 21 rotatably arranged on the assembly housing 1, and a driving swing rod 22, a swing weight 23 and a driven swing rod 24 are sequentially arranged on the swing rod support shaft 21. The swing weight 23 is fixed on the swing rod support shaft 21 by a locking screw 231, and the driven swing rod 24 is connected with the upper end of the driving swing rod 22 by a first tension spring 25. The outer wall of the swing weight 23 abuts against the inner wall of the driven swing rod 24. An electromagnetic valve acting on the driven swing rod 24 is arranged at the bottom of the assembly housing 1. A compression spring groove 232 is arranged on the inner wall of the swing weight 23. A first compression spring 233 with one end positioned in the compression spring groove 232 is arranged between the swing weight 23 and the driving swing rod 22. A top block mounting hole 221 for connecting the top block 39 is arranged on the driving swing rod 22.

[0034] When the electromagnetic valve is started, the driven swing rod 24 rotates clockwise, and the pull rod body 41 moves to the right to the parking position. When the idling state, the electromagnetic valve stops, and the driven swing rod 24 is reset due to the pulling of the first tension spring 25, so that the pull rod body 41 moves to the left to the idling position.

[0035] In the traditional design, the driving swing rod 22 and the driven swing rod 24 are stamping parts, the bending parts are U-shaped, the left and right symmetrical holes are arranged on the swing rod support shaft 21, and the bending angle is theoretically a right angle. However, it is difficult to achieve the theoretical right angle in the design of the stamping part. The left and right symmetrical holes are also prone to misalignment, that is, the four round holes on the two sides of the bending part of the driving swing rod 22 and the driven swing rod 24 are not parallel to the swing rod support shaft 21, not perpendicular and misaligned, which causes occlusion and unsmooth operation. In the present scheme, the stamping parts of the driving swing rod 22 and the driven swing rod 24 are changed into castings, which are processed by a lathe, and the related coaxial problems are overcome, and the operation is more smooth.

[0036] In detail, the two ends of the swing rod support shaft 21 are rotatably installed in the shaft holes of the assembly housing 1 through bearings and oil seals, and one end of the swing rod support shaft 21 is provided with a key-shaped part 211. The end of the swing rod support shaft 21 provided with the key-shaped part 211 protrudes out of the outer side of the assembly housing 1 and is positioned in the circumferential key-shaped groove 61 arranged on the driven swing arm 6.

[0037] As shown in the figure, Figure 4 The driving swing arm 7 is fixed on the lower side of the assembly housing 1 by a jam nut, and one side of the driving swing arm 7 is bent 90 degrees backward to form an adjusting part 71. An adjusting screw 72 is arranged in the screw hole at the bottom of the assembly housing 1, and the adjusting screw 72 abuts against the inner wall of the adjusting part 71 after passing through the screw hole. The driving swing arm 7 is connected with the accelerator pedal.

[0038] Preferably, a plurality of first tension spring hanging holes 73 are longitudinally arranged on the driving swing arm 7, and a plurality of second tension spring hanging holes 62 corresponding to the first tension spring hanging holes 73 are arranged on the driven swing arm 6. The second tension spring 74 is connected between the first tension spring hanging hole 73 and the second tension spring hanging hole 62.

[0039] Furthermore, the return assembly 5 includes a fixed bracket 51 disposed on the outer wall of the assembly housing 1. The fixed bracket 51 is provided with a fixed hole 52, and a return sleeve 53 is inserted through the fixed hole 52. A second compression spring 54 is disposed inside the return sleeve 53, and one end of the second compression spring 54 acts on a return push rod 55 that is slidably disposed inside the return sleeve 53. One end of the return push rod 55 extends out of the return sleeve 53 and abuts against the linkage side 63 disposed on the driven swing arm 6.

[0040] like Figure 5 As shown, the pull rod mechanism 4 includes a pull rod body 41. One end of the pull rod body 41 is provided with a vertical connecting part 411 set at 90 degrees and the other end is provided with a connecting hook 412. A pull rod bracket 43 is positioned on the assembly housing 1 by locking screws 42. The pull rod bracket 43 is provided with a number of connecting sleeves 44 on the side facing the connecting hook 412. The pull rod body 41 is provided with a number of horizontal stroke grooves 413 that correspond to the connecting sleeves 44 and allow the connecting sleeves 44 to pass through. The outer wall of the assembly housing 1 is provided with connecting screws 45 that connect to the connecting sleeves 44 to movably position the pull rod body 41 on the inner wall of the assembly housing 1.

[0041] The upper surface of the assembly housing 1 has a recessed platform, and the tie rod bracket 43 is mounted on this platform and is positioned laterally through the recessed platform.

[0042] In the traditional design, the tie rod bracket 43 is a thin stamped part, fixed to the protruding fixing post by bolts. Theoretically, the two points should form a straight line, but in reality, there is still a gap when the bolts are fixed. This results in the right side of the tie rod bracket not being parallel to the right reference surface of the housing, i.e., not being perpendicular to the tie rod body 41. This also causes engagement and disrupts smooth operation during movement. In this design, the tie rod bracket 43 is a casting, machined on a lathe. The protruding fixing post is eliminated, and the upper end of the mating housing 1 forms a reference surface. This ensures improved parallelism between the side of the tie rod bracket 43 and the side reference surface of the housing 1. After eliminating the protruding fixing post, there is no protruding structure on the upper end surface of the housing, which facilitates the smooth and flat machining of the upper end surface of the housing 1.

[0043] The vertical connecting part 411 is provided with a vertical stroke groove 414, and the assembly housing 1 is provided with a fixing screw 415 that passes through the vertical stroke groove 414 and is connected to the upper end of the driven rocker arm 24.

[0044] Traditional screw structures use irregular bolts, which result in complex structures and low assembly precision. This solution uses more screws, i.e. pins, with threads at the front end for fastening connections and no threads at the end, allowing for sliding while fastening.

[0045] In summary, the principle of this embodiment is as follows:

[0046] Parking state: solenoid is started, push the driven swing lever 24 to overcome the tension of the first tension spring 25 to rotate clockwise, the driven swing lever 24 rotates and drives the pull rod body 41 to move to the right to the parking position, at this time the vehicle stops;

[0047] Idle state: solenoid is closed, the driven swing lever 24 is rotated counterclockwise due to the tension of the first tension spring 25, thereby driving the pull rod body 41 to move to the left to the idle position, at this time the vehicle is in the idle state;

[0048] Acceleration state: start the motor to drive the internal combustion engine, the timing gear drives the driving gear 12 to rotate, step on the accelerator pedal, the driving swing arm 7 rotates counterclockwise, drives the driven swing arm 6 to rotate counterclockwise against the force of the second compression spring 54 through the second tension spring 74, since the driven swing arm 6 is connected with the swing lever support shaft 21 and is linked, the swing lever support shaft 21 synchronously rotates counterclockwise, the pendulum weight 23 rotates counterclockwise against the force of the first compression spring 233, the pendulum weight 23 drives the driving swing lever 22 to synchronously rotate counterclockwise, the first tension spring 25 on the driving swing lever 22 pulls the driven swing lever 24 to rotate counterclockwise, the driven swing lever 24 drives the pull rod body 41 to continue to move to the left to accelerate, at this time the vehicle is in the acceleration state;

[0049] In the process of acceleration, the second tension spring 74, the second compression spring 54, the first compression spring 233, the first tension spring 25 and the flyweight are elastically buffered respectively, so that the acceleration is more linear; after releasing the accelerator pedal, the driven swing arm 6 is reset due to the pushing force of the second compression spring 54, the swing lever support shaft 21 is synchronously reset, and the driving swing arm 7 is synchronously reset due to the tension of the second tension spring 74.

[0050] The specific embodiments described herein are merely illustrative of the spirit of the present application. Those skilled in the art of the present application can make various modifications or supplements to the described specific embodiments or replace them with similar ways, but will not deviate from the spirit of the present application or exceed the scope defined by the appended claims.

[0051] Although the terms assembled shell 1, driving gear shaft 11, driving gear 12, swing linkage assembly 2, swing rod support shaft 21, key-shaped portion 211, driving swing rod 22, top block mounting hole 221, locking screw 231, compression spring groove 232, first compression spring 233, swing hammer 23, driven swing rod 24, first tension spring 25, flail buffer mechanism 3, flail 31, rotating positioning seat 32, positioning pin 33, protruding portion 34, annular positioning cavity 35, limiting inclined surface 36, top sleeve 37, clamping recess 38, top block 39, pull rod mechanism 4, pull rod main body 41, vertical connecting portion 411, connecting clamping hook 412, horizontal stroke groove 413, vertical stroke groove 414, fixing screw 415, locking screw 42, pull rod support 43, connecting clamping sleeve 44, connecting screw 45, return force assembly 5, fixing support 51, fixing hole 52, return force sleeve 53, second compression spring 54, return force top rod 55, driven swing arm 6, health row groove 61, second tension spring hanging hole 62, linkage side portion 63, driving swing arm 7, adjusting portion 71, adjusting screw 72, first tension spring hanging hole 73, second tension spring 74 are used more in the text, but the possibility of using other terms is not excluded. The use of these terms is only to facilitate the description and explanation of the essence of the utility model; any kind of additional limitation is contrary to the spirit of the utility model.

Claims

1. A diesel engine speed adjusting mechanism comprising an assembling case (1), a driving gear (12) which is engaged with a timing gear of a diesel engine being rotatably installed in said assembling case (1) by a driving gear shaft (11) at one end thereof, characterized in that, The assembly shell (1) is provided with a swing linkage assembly (2) in the middle, the swing linkage assembly (2) is provided with a flyweight buffer mechanism (3) between the driving gear (12), and the assembly shell (1) is movably provided with a pull rod mechanism (4) on one side inner wall, one end of the pull rod mechanism (4) is connected with the swing linkage assembly (2) and the other end is connected with the fuel pump mechanism and can follow the swing linkage assembly (2) synchronous movement, the other end of the assembly shell (1) is provided with a return force assembly (5), one end of the return force assembly (5) is connected with a driven swing arm (6), one end of the driven swing arm (6) away from the return force assembly (5) is connected with a driving swing arm (7).

2. A diesel engine speed regulating mechanism according to claim 1, wherein The flyweight buffer mechanism (3) comprises a plurality of flyweights (31) distributed in the form of a ring on the side of the driving gear (12), and the side of the driving gear (12) is provided with a rotating positioning seat (32) correspondingly, the flyweight (31) is rotationally positioned by a positioning pin (33) which is rotationally inserted into the rotating positioning seat (32), the flyweight (31) is in the shape of U and has a protruding portion (34) extending towards the inside at the bottom, the annular positioning cavity (35) is formed between the circumferential inner sides of the flyweight (31), and the side of the driving gear (12) is provided with a limiting inclined surface (36) for limiting the inclination of the flyweight (31).

3. A diesel engine speed regulating mechanism according to claim 2, wherein The annular positioning cavity (35) is provided with a top sleeve (37), the circumferential inner and outer walls of the top sleeve (37) are positioned in the clamping groove (38) on the flyweight (31), and one end of the top sleeve (37) away from the flyweight (31) penetrates out of the annular positioning cavity (35) and is connected with the top block (39) abutting, the top block (39) is connected with the swing linkage assembly (2).

4. A diesel engine speed regulating mechanism according to claim 3, wherein The swing linkage assembly (2) comprises a swing rod support shaft (21) rotationally penetrating the assembly shell (1), the swing rod support shaft (21) is sequentially sleeved with a driving swing rod (22), a pendulum weight (23) and a driven swing rod (24), the pendulum weight (23) is fixed on the swing rod support shaft (21) by a locking screw (231), the driven swing rod (24) is connected with the upper end of the driving swing rod (22) by a first tension spring (25), the outer wall of the pendulum weight (23) is abuttingly arranged with the inner wall of the driven swing rod (24), and the bottom of the assembly shell (1) is provided with an electromagnetic valve acting on the driven swing rod (24), the inner wall of the pendulum weight (23) is provided with a compression spring groove (232), and a first compression spring (233) having one end positioned in the compression spring groove (232) is arranged between the pendulum weight (23) and the driving swing rod (22), the driving swing rod (22) is provided with a top block mounting hole (221) for connecting the top block (39).

5. A diesel engine speed regulating mechanism according to claim 4, wherein The both ends of the swing rod support shaft (21) are rotationally installed in the shaft hole of the assembly shell (1) through bearings and oil seals, and one end of the swing rod support shaft (21) is provided with a key-shaped portion (211), one end of the swing rod support shaft (21) provided with the key-shaped portion (211) penetrates out of the outer side of the assembly shell (1) and is circumferentially positioned with the key groove (61) arranged on the driven swing arm (6).

6. A diesel engine speed regulating mechanism according to claim 1, wherein The active swing arm (7) is fixed on the lower side of the assembly shell (1) through a jam nut, and one side of the active swing arm (7) is 90 degrees bent back to form an adjusting part (71), and an adjusting screw (72) is arranged in the screw hole at the bottom of the assembly shell (1), and the adjusting screw (72) abuts against the inner wall of the adjusting part (71) after passing through the screw hole.

7. A diesel engine speed regulating mechanism according to claim 6, wherein A plurality of first tension spring hanging holes (73) are arranged longitudinally on the active swing arm (7), and a plurality of second tension spring hanging holes (62) corresponding to the first tension spring hanging holes (73) are arranged on the driven swing arm (6), and a second tension spring (74) is connected between the first tension spring hanging hole (73) and the second tension spring hanging hole (62).

8. A diesel engine speed regulating mechanism according to claim 1, wherein The return force assembly (5) comprises a fixed support (51) arranged on the outer wall of the assembly shell (1), the fixed support (51) is provided with a fixed hole (52), and the fixed hole (52) is provided with a return force sleeve (53), the return force sleeve (53) is provided with a second compression spring (54), and one end of the second compression spring (54) acts on a return force top rod (55) slidingly arranged in the return force sleeve (53), and one end of the return force top rod (55) penetrates out of the return force sleeve (53) and abuts against a linkage side (63) arranged on the driven swing arm (6).

9. A diesel engine speed regulating mechanism according to claim 4, wherein The pull rod mechanism (4) comprises a pull rod body (41), one end of the pull rod body (41) is provided with a vertical connecting part (411) arranged at 90 degrees, and the other end is provided with a connecting clasp (412), the assembly shell (1) is positioned with a pull rod support (43) through a locking screw (42), one side of the pull rod support (43) towards the connecting clasp (412) is provided with a plurality of connecting clamps (44), and the pull rod body (41) is provided with a plurality of horizontal travel grooves (413) corresponding to the connecting clamps (44) and allowing the connecting clamps (44) to pass through, and the outer wall of the assembly shell (1) is provided with a connecting screw (45) connected with the connecting clamps (44) so as to movably position the pull rod body (41) in the inner wall of the assembly shell (1).

10. A diesel engine speed regulating mechanism according to claim 9, wherein The vertical connecting part (411) is provided with a vertical travel groove (414), and the assembly shell (1) is provided with a fixing screw (415) penetrating the vertical travel groove (414) and connected with the upper end of the driven swing rod (24).

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