Variable damping device of steering arm, rear axle and damping control method

Abstract

The invention relates to a variable damping device of a steering arm, a rear axle and a damping control method, and relates to the field of steering arms.In the variable damping device of the steering arm, a friction disc is perpendicular to and fixedly connected with an upper end shaft of a rear wheel steering arm, at least one side of the friction disc is provided with a friction assembly, and the outer edge of the friction assembly is provided with a rotation limiting assembly; the pressurizing assembly is connected with the friction assembly or the rear axle cantilever sleeve and applies adjustable damping adjusting force to the friction assembly, wherein the damping adjusting force enables the friction assembly to abut against the friction disc. Damping adjusting force is applied to the friction assembly through the pressurizing assembly, so that the friction assembly abuts against the friction disc, and damping force is applied to the friction disc and the upper end shaft of the rear wheel steering arm. The damping adjusting force is adjustable, the damping force can be adjusted according to the speed of the whole machine, the problem that the rear wheel steering arm abnormally swings due to too low damping force or the rear wheel steering arm is difficult to rotate due to too high damping force is solved, and the problems that the service life of a bearing is shortened and the high-speed stability of the whole machine is reduced due to the problems are avoided.

Description

Technical Field

[0001] The present invention relates to the field of steering arms, and in particular to a variable damping device of a steering arm, a rear axle and a damping control method. Background Art

[0002] The mower and flattener / sowing machine can be used for harvesting crops such as alfalfa, oats, reeds, sedge, alkali grass, wheat, rapeseed, and milk thistle by replacing the flattening or mowing and drying header. It has the advantages of high operating efficiency and good laying and drying effect.

[0003] Mowers utilize front-wheel differential steering technology, with the rear wheels acting as driven wheels. During steering, the rear-wheel steering arm freely deflects in the direction of the steering wheel, completing the steering motion. Existing technical solutions use fixed damping devices to damp the rotation of the rear-wheel steering arm. This damping force cannot be adjusted, but in reality, the required rotational damping force of the rear-wheel steering arm of a mower / windrower varies at different vehicle speeds. During low-speed operation, this damping force maintains the stability of the rear-wheel steering arm. However, at high-speed transitions, this damping force is no longer sufficient to maintain the stability of the rear-wheel steering arm, resulting in abnormal swaying. This not only reduces the life of the steering arm bearing but also affects the overall high-speed stability of the machine. Summary of the Invention

[0004] The technical problem to be solved by the present invention is how to apply damping force to the rear wheel steering arm.

[0005] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: a variable damping device of a steering arm, the variable damping device includes an upper end shaft of a rear wheel steering arm that rotates through a rear axle cantilever sleeve, and also includes a friction disc, a friction assembly and a pressure assembly. The friction disc is perpendicular to and fixedly connected to the upper end shaft of the rear wheel steering arm, the friction assembly is provided on at least one side of the friction disc, and a rotation limit assembly is provided at the outer edge of the friction assembly. The pressure assembly is connected to the friction assembly or the rear axle cantilever sleeve, and applies an adjustable damping adjustment force to the friction assembly to make it abut against the friction disc.

[0006] The beneficial effect of the present invention is that the friction disc rotates with the upper shaft of the rear wheel steering arm, while the friction assembly does not rotate. A damping adjustment force is applied to the friction assembly by the pressure assembly, causing the friction assembly to abut against the friction disc, thereby applying a damping force to the friction disc and the upper shaft of the rear wheel steering arm. The damping adjustment force is adjustable, allowing the damping force to be adjusted according to the vehicle speed. This solves the problem of abnormal rear wheel steering arm swaying caused by too low damping force or difficulty in rear wheel steering arm rotation caused by too high damping force, effectively avoiding the reduced bearing life and reduced high-speed stability of the vehicle caused by these problems.

[0007] On the basis of the above technical solution, the present invention can also be improved as follows.

[0008] Furthermore, the variable damping device of the steering arm also includes two pads and friction plate mounting bolts, the two pads are respectively located on both sides of the center of the friction plate, and the friction plate mounting bolts pass through the two pads and the friction plate and are fixedly connected to the upper end shaft of the rear wheel steering arm.

[0009] The beneficial effects of adopting the above further solution are: providing two pads to facilitate installation and replacement of the friction disc, and leaving space on both sides of the outer edge of the friction disc for installing the friction assembly.

[0010] Furthermore, the friction assembly includes a friction plate, and the friction plate is located on the outer edge of the friction disc.

[0011] The beneficial effect of adopting the above further solution is that the friction plate is used to abut against the friction disc and generate friction force to form a damping for the rotation of the friction disc.

[0012] Furthermore, the friction assembly further includes a friction plate pressure plate, which is fixed to or abuts against a side of the friction plate facing away from the friction plate.

[0013] The beneficial effect of adopting the above further solution is that the friction plate is pressed toward the friction plate through the friction plate pressure plate, and the pressure component acts on the friction plate pressure plate.

[0014] Furthermore, the rotation limiting assembly includes a limiting sleeve, and a limiting notch is opened at the outer edge of the friction assembly along the axial direction of the upper end axis of the rear wheel steering arm. The limiting sleeve is fixedly connected to the rear axle cantilever sleeve and inserted into the limiting notch.

[0015] The beneficial effect of adopting the above further solution is that the limiting sleeve is fixedly arranged, and the rotation of the friction assembly is limited by the limiting notch, so that the friction assembly does not rotate with the friction disk.

[0016] Furthermore, the rotation limit assembly also includes a limit plate, a limit mounting bolt and a limit mounting nut. The limit plate is fixedly connected to the rear axle cantilever sleeve, and one end of the limit mounting bolt passes through the limit sleeve and the limit plate and is threadedly connected to the limit mounting nut.

[0017] The beneficial effect of adopting the above further solution is that the limiting sleeve is fixed to the limiting plate by the limiting mounting bolts.

[0018] Furthermore, the size of the limiting plate is smaller than that of the friction assembly, and the limiting plate has a lug protruding radially outward along the rear axle cantilever sleeve, and the limiting mounting bolt is connected to the lug.

[0019] The beneficial effect of adopting the above further solution is that the limit plate adopts a lug structure, and the remaining part does not overlap with the outer edge of the friction component in the axial direction, thereby avoiding space for installing the pressurizing component.

[0020] Furthermore, the pressurizing assembly includes a hydraulic cylinder, a guide column, a spring pressure plate and a spring. There are multiple guide columns, and each guide column passes through the hydraulic cylinder, the spring pressure plate and the friction assembly in sequence. Guide column nuts are fixed at both ends of the guide column. The hydraulic cylinder is fixedly connected to the guide column. The spring pressure plate is slidingly connected to the guide column through a linear bearing. The spring is located between the spring pressure plate and the friction assembly. The piston rod of the hydraulic cylinder abuts against the spring pressure plate, and applies a damping adjustment force to the friction assembly through the spring.

[0021] The beneficial effect of adopting this further solution is that when the hydraulic cylinder is not extended, the force provided by the initial compression of the spring compresses the friction plate, friction plate, and friction disc. The friction disc is connected to the rear wheel steering arm via the upper end shaft of the rear wheel steering arm. When the rear wheel steering arm rotates, the friction plate rotates and rubs against the friction plate to generate a damping force. The damping force in this state is the minimum damping force of the variable damping device. This damping force is not controlled by the hydraulic cylinder and still exists even if the hydraulic cylinder fails, preventing the hydraulic system from failing and causing the rear wheels to completely steer freely. In particular, the linear bearing prevents the spring pressure plate from getting stuck with the guide column during sliding.

[0022] When the hydraulic cylinder piston rod extends, it pushes the spring pressure plate, further compressing the spring and increasing the spring's compressive force. This compressive force acts as the damping adjustment force, thereby increasing the damping force during rear wheel steering arm rotation. Different extension lengths of the hydraulic cylinder piston rod cause different spring compressions, resulting in different damping adjustment forces on the friction assembly, thus enabling adjustable damping adjustment force.

[0023] Furthermore, the spring is sleeved on the guide column; or, the spring pressure plate has a first spring positioning protrusion protruding toward one side of the friction component, and the friction component has a second spring positioning protrusion on the side facing the spring pressure plate. The two ends of the spring are respectively sleeved on the first spring positioning protrusion and the second spring positioning protrusion, and the piston rod of the hydraulic cylinder extends into the first spring positioning protrusion and abuts against it.

[0024] The present invention also provides a rear axle, comprising a rear axle crossbeam, two rear wheel steering arms and two variable damping devices of the steering arms, wherein a rear axle cantilever sleeve is fixed at each end of the rear axle crossbeam, the two rear wheel steering arms are arranged in a one-to-one correspondence with the two variable damping devices, and the upper end of the rear wheel steering arm is fixedly connected or integrally formed with the lower end of the upper end shaft of the corresponding rear wheel steering arm.

[0025] The application also provides a damping control method, which is realized by the rear axle and comprises the following steps. Step 1: obtaining a real-time vehicle speed signal, and determining a required rear axle rotating damping force at a current vehicle speed according to the real-time vehicle speed signal; Step 2: calculating a target damping adjusting force of the pressurizing assembly according to the rear axle rotating damping force; Step 3: obtaining an actual pressure of the pressurizing assembly in real time, and adjusting the actual pressure according to a difference between the actual pressure and the target damping adjusting force, so as to adjust the pressure of the pressurizing assembly to the target damping adjusting force. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 FIG. 1 is a structural view of a rear axle of a grass cutting and flattening machine according to the application; Figure 2 FIG. 2 is a sectional view of a variable damping device of a steering arm according to the application; Figure 3 FIG. 3 is a three-dimensional view of the variable damping device of the steering arm according to the application; Figure 4 FIG. 4 is a sectional view of a guide column assembly structure according to the application; Figure 5 FIG. 5 is a three-dimensional view of another assembly structure of a spring according to the application; Figure 6 FIG. 6 is a principle diagram of a damping control method according to the application.

[0027] In the drawings, the components represented by the respective reference numerals are listed as follows: 1, rear axle arm pipe; 2, rear axle cantilever; 3, rear tire; 4, rear axle connecting bolt; 5, variable damping device; 6, hydraulic oil cylinder; 7, rear wheel steering arm; 8, rear axle cantilever sleeve; 9, upper end shaft of rear wheel steering arm; 10, limiting disc; 11, limiting sleeve; 12, friction plate upper pressing disc; 13, friction plate; 14, friction disc; 15, pad; 16, guide column; 17, spring pressing disc; 18, spring; 19, linear bearing; 20, friction plate lower pressing disc; 21, oil cylinder fixing plate; 22, main controller; 23, vehicle speed sensor; 24, pressure sensor; 25, pressure control valve. DETAILED DESCRIPTION

[0028] The principles and characteristics of the application are described below in combination with the drawings, and the examples are only used to explain the application and are not used to limit the scope of the application.

[0029] Example 1 As Figures 1-5As shown, this embodiment provides a variable damping device for a steering arm, the variable damping device 5 includes an upper end shaft 9 of a rear wheel steering arm that rotates through a rear axle cantilever sleeve 8, and also includes a friction disc 14, a friction assembly and a pressure assembly. The friction disc 14 is perpendicular to and fixedly connected to the upper end shaft 9 of the rear wheel steering arm, the friction assembly is provided on at least one side of the friction disc 14, and a rotation limit assembly is provided at the outer edge of the friction assembly. The pressure assembly is connected to the friction assembly or the rear axle cantilever sleeve 8, and applies an adjustable damping adjustment force to the friction assembly to make it abut against the friction disc 14.

[0030] The friction disc 14 rotates along with the rear steering arm's upper shaft 9, while the friction assembly does not rotate. A damping force is applied to the friction assembly by the pressure assembly, forcing the friction assembly into contact with the friction disc 14. This damping force is adjustable, allowing it to be adjusted based on vehicle speed. This solves the problem of abnormal rear steering arm sway due to insufficient damping force, or difficulty rotating the rear steering arm due to excessive damping force. This effectively prevents the reduced bearing life and decreased high-speed stability of the vehicle caused by these issues.

[0031] Specifically, the friction disc 14 is a plate-like structure, which is perpendicular to the axis of the rear wheel steering arm upper end shaft 9. In particular, when the friction disc 14 is circular, the friction disc 14 coincides with the axis of the rear wheel steering arm upper end shaft 9.

[0032] Optionally, the upper end of the rear wheel steering arm upper end shaft 9 extends out of the rear axle cantilever sleeve 8, and the friction plate 14 is fixedly sleeved on the outer wall of the upper end of the rear wheel steering arm upper end shaft 9, or fixed on the upper end face of the rear wheel steering arm upper end shaft 9.

[0033] A friction assembly is provided on at least one side of the friction disc 14 . Preferably, friction assemblies are provided on both sides of the friction disc 14 .

[0034] Optionally, there is one rotation limiting assembly, or multiple rotation limiting assemblies are provided at intervals along the circumference of the friction assembly.

[0035] Based on the above technical solution, the variable damping device of the steering arm also includes two pads 15 and friction disc mounting bolts. The two pads 15 are respectively located on both sides of the center of the friction disc 14. The friction disc mounting bolts pass through the two pads 15 and the friction disc 14 and are fixedly connected to the upper end shaft 9 of the rear wheel steering arm.

[0036] Two pads 15 are provided to facilitate installation and replacement of the friction disc 14 , and space is reserved on both sides of the outer edges of the friction disc 14 for installing friction components.

[0037] Specifically, a plurality of friction disc mounting bolts are provided at intervals.

[0038] On the basis of the above technical solution, the friction assembly includes a friction plate 13 , and the friction plate 13 is located at the outer edge of the friction disc 14 .

[0039] The friction plate 13 is used to abut against the friction disc 14 and generate friction force to form a damping for the rotation of the friction disc 14 .

[0040] Specifically, the outer edge of the friction disc 14 refers to the annular area away from the center of the friction disc 14, specifically the area outside the pad 15. In other words, the friction plate 13 is annular and is sleeved outside the pad 15. Alternatively, the friction plate 13 may not be annular, for example, it may be a circular plate or a polygonal plate, as long as it can be arranged at a position that contacts the friction disc 14.

[0041] On the basis of the above technical solution, the friction assembly further includes a friction plate pressure plate, which is fixed to or abuts against a side of the friction plate 13 facing away from the friction plate 14 .

[0042] The friction plate 13 is pressed toward the friction plate 14 by the friction plate pressure plate, and the pressure component acts on the friction plate pressure plate.

[0043] Based on the above technical solution, the rotation limiting assembly includes a limiting sleeve 11, and a limiting notch is opened axially along the upper end shaft 9 of the rear wheel steering arm at the outer edge of the friction assembly. The limiting sleeve 11 is fixedly connected to the rear axle cantilever sleeve 8 and inserted into the limiting notch.

[0044] The limiting sleeve 11 is fixedly arranged to limit the rotation of the friction assembly through the limiting notch so that the friction assembly does not rotate with the friction disc 14 .

[0045] Specifically, the size of the friction plate pressure plate is larger than that of the friction plate 13 (when the friction plate pressure plate is annular, the above "size" refers to the outer diameter), and the limiting notch is opened at the outer edge of the friction plate pressure plate.

[0046] Based on the above technical solution, the rotation limit assembly also includes a limit plate 10, a limit mounting bolt and a limit mounting nut. The limit plate 10 is fixedly connected to the rear axle cantilever sleeve 8, and one end of the limit mounting bolt passes through the limit sleeve 11 and the limit plate 10 and is threadedly connected to the limit mounting nut.

[0047] The limiting sleeve 11 is fixed to the limiting plate 10 by limiting mounting bolts.

[0048] Based on the above technical solution, the size of the limit plate 10 is smaller than the size of the friction assembly (when the limit plate 10 and the friction assembly are circular rings, the above size refers to the outer diameter), and the limit plate 10 has a lug protruding radially outward along the rear axle cantilever sleeve 8, and the limit mounting bolt is connected to the lug.

[0049] The limiting plate 10 adopts a lug structure, and the remaining portion does not overlap with the outer edge of the friction component in the axial direction, thereby leaving space for installing the pressurizing component.

[0050] On the basis of the above technical solution, one embodiment of the pressurizing assembly is: the pressurizing assembly includes a hydraulic cylinder 6, a guide column 16, a spring pressure plate 17 and a spring 18. There are multiple guide columns 16, and each guide column 16 passes through the hydraulic cylinder 6, the spring pressure plate 17 and the friction assembly in sequence. Guide column nuts are fixed at both ends of the guide column 16. The hydraulic cylinder 6 is fixedly connected to the guide column 16. The spring pressure plate 17 is slidingly connected to the guide column 16 through a linear bearing 19. The spring 18 is located between the spring pressure plate 17 and the friction assembly. The piston rod of the hydraulic cylinder 6 abuts against the spring pressure plate 17, and applies a damping adjustment force to the friction assembly through the spring 18.

[0051] When hydraulic cylinder 6 is not extended, the force provided by the initial compression of spring 18 compresses the friction plate, friction plate 13, and friction disc 14. Friction disc 14 is connected to rear steering arm 7 via rear steering arm upper shaft 9. When rear steering arm 7 rotates, it drives friction disc 14 to rotate, generating a damping force through friction with friction plate 13. This damping force is the minimum damping force of the variable damping device and is not controlled by hydraulic cylinder 6. Even if hydraulic cylinder 6 fails, it still exists, preventing hydraulic system failure from causing complete freedom of direction for the rear wheels. Linear bearing 19 prevents spring pressure plate 17 from getting stuck with guide post 16 during sliding.

[0052] When the piston rod of hydraulic cylinder 6 extends, it pushes spring pressure plate 17, further compressing spring 18 and increasing the compressive force provided by spring 18. This compressive force serves as the damping adjustment force, thereby increasing the damping force during the rotation of rear wheel steering arm 7. Depending on the extended length of the piston rod of hydraulic cylinder 6, the amount of compression of spring 18 varies, thus varying the damping adjustment force on the friction assembly, thereby enabling adjustment of the damping adjustment force.

[0053] Specifically, three groups of guide posts 16 and springs 18 are provided in a one-to-one correspondence.

[0054] Specifically, there are friction plates 13 on both sides of the friction disc 14, and each friction plate 13 is provided with a corresponding friction plate pressure plate, and the two friction plate pressure plates are respectively an upper friction plate pressure plate 12 and a lower friction plate pressure plate 20. Figure 4As shown, the friction plate lower pressure plate 20 is fixedly connected to the lower end of the guide post 16 via a stepped structure and one of the guide post nuts. The friction plate upper pressure plate 12 is slidably mounted on the guide post 16. Spring 18 provides compression for the upper and lower friction plate 12, 20. The hydraulic cylinder 6 is fixedly connected to a cylinder fixing plate 21, which is fixedly connected to the upper end of the guide post 16 via a stepped structure and another guide post nut. In other words, multiple guide posts 16, the friction plate lower pressure plate 20, and the cylinder fixing plate 21 are tightened together using the guide post nuts to form a frame. The spring pressure plate 17 and multiple linear bearings 19 slide up and down within the frame to compress the spring 18.

[0055] Optional, such as Figure 5 As shown, the spring 18 is sleeved on the guide post 16; or, as shown Figure 2 and Figure 3 As shown, the spring pressure plate 17 has a first spring positioning protrusion protruding toward one side of the friction assembly, and the friction assembly has a second spring positioning protrusion on the side facing the spring pressure plate 17. The two ends of the spring 18 are respectively mounted on the first spring positioning protrusion and the second spring positioning protrusion, and the piston rod of the hydraulic cylinder 6 extends into the first spring positioning protrusion and abuts against it.

[0056] for Figure 2 Specifically, the structure shown in the figure features a first spring locating projection and a second spring locating projection, both of which are cylindrical in shape. An end plate is secured to the lower end of the first spring locating projection. When the piston rod of the hydraulic cylinder 6 is retracted to its shortest position, the hydraulic cylinder 6 retracts into the first spring locating projection. This results in a more compact structure and saves installation space. Furthermore, the first and second spring locating projections limit the minimum spacing between the spring pressure plate 17 and the friction assembly. The second spring locating projection also protects mounting structures such as the friction plate mounting bolts.

[0057] In the above embodiment, the hydraulic cylinder 6 may alternatively be replaced by a linear telescopic mechanism such as an air cylinder or an electric telescopic rod.

[0058] Another embodiment of the pressure assembly includes a linear telescopic mechanism, which can be a hydraulic cylinder, a pneumatic cylinder, or an electric telescopic rod. The linear telescopic mechanism is fixedly mounted to the rear axle cantilever sleeve 8, and its piston rod extends and abuts the friction assembly, thereby directly applying pressure to the friction assembly and friction disc 14.

[0059] In this embodiment, a variable damping device is provided on the steering arm. The electronic control system detects the pressure within the hydraulic cylinder 6 via a pressure sensor and, based on this pressure, determines whether the current damping force has reached the target value. The hydraulic electronic control system automatically controls the extension and retraction of the piston rod of the hydraulic cylinder 6 by detecting the real-time vehicle speed. Real-time control of the rotational damping force of the rear wheel steering arm maintains directional stability of the rear wheels, preventing abnormal rear wheel sway that could reduce bearing life and driving stability. Furthermore, with age, the elasticity of the spring 18 may diminish, resulting in a decrease in the damping force provided at the same compression level. By calculating the rotational damping force based on the working pressure within the hydraulic cylinder 6, the electronic control system can increase the stroke of the hydraulic cylinder 6 to compensate for the reduced rotational damping force due to spring force attenuation.

[0060] Example 2 like Figure 1 As shown, this embodiment also provides a rear axle, including a rear axle crossbeam, two rear wheel steering arms 7 and two variable damping devices of the steering arms described in Example 1, a rear axle cantilever sleeve 8 is fixed at each end of the rear axle crossbeam, the two rear wheel steering arms 7 are arranged in a one-to-one correspondence with the two variable damping devices 5, and the upper end of the rear wheel steering arm 7 is fixedly connected or integrally formed with the lower end of the corresponding rear wheel steering arm upper end shaft 9.

[0061] The rear axle crossbeam consists of a rear axle arm tube 1 and a rear axle cantilever 2. The rear axle cantilever 2 is inserted into the rear axle arm tube 1 and secured with rear axle connecting bolts 4. The upper end shaft 9 of the rear steering arm 7 is inserted into the rear axle cantilever sleeve 8 at the end of the rear axle cantilever 2 and can rotate around the sleeve 8. The variable damping device 5 provides damping force for the rotation of the rear steering arm 7. The hydraulic cylinder 6 adjusts the damping force provided by the variable damping device 5. The rear tire 3 is mounted on the lower end of the rear steering arm 7.

[0062] The rear axle of this embodiment can be used in a lawn mower and conditioner, or other agricultural machinery with a similar rear axle structure.

[0063] Example 3 like Figure 6 As shown, this embodiment also provides a damping control method, which is implemented using the rear axle described in Example 2 and includes the following steps: Step 1: obtaining a real-time vehicle speed signal, and determining the rear axle rotation damping force required at the current vehicle speed based on the real-time vehicle speed signal; Step 2: calculating a target damping adjustment force of a pressurizing assembly according to the rear axle rotation damping force; Step 3: Acquire the actual pressure of the pressurizing component in real time, and adjust the actual pressure according to the difference between the actual pressure and the target damping adjustment force to adjust the pressure of the pressurizing component to the target damping adjustment force.

[0064] Specifically, such as Figure 6As shown, the vehicle speed sensor 23 is used to obtain a real-time vehicle speed signal and feed the real-time vehicle speed signal back to the main controller 22. The main controller 22 determines the rear axle rotation damping force required at the current vehicle speed based on the real-time vehicle speed signal. The main controller 22 calculates the target damping adjustment force of the hydraulic cylinders 6 on both sides of the rear axle based on the rear axle rotational damping force, and converts it into an electrical signal and inputs it into the pressure control valve 25. The pressure control valve 25 increases or decreases the pressure of the hydraulic cylinders 6 on both sides according to the electrical signal, thereby controlling the pressure of the corresponding springs 18 compressed by the hydraulic cylinders 6; The pressure sensor 24 acquires the actual pressure of the hydraulic cylinder 6 in real time and feeds it back to the main controller 22. The main controller 22 compares the difference between the feedback actual pressure and the calculated target damping adjustment force to further adjust the electrical signal of the pressure control valve 25, thereby achieving closed-loop control of the damping force of the variable damping devices on both sides. The pressure control valve 25 can be connected in parallel to any pressure circuit of the main engine, or it can use a separate hydraulic pump source.

[0065] In the description of the present invention, it should be noted that the terms "upper", "lower", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limiting the present invention.

[0066] In the description of the present invention, “a plurality of” means at least two, for example, two, three, etc., unless otherwise clearly defined.

[0067] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0068] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0069] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0070] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A variable damping device for a steering arm, the variable damping device (5) comprising an upper end shaft (9) of a rear wheel steering arm that rotates through a rear axle cantilever sleeve (8), characterized in that: The invention also includes a friction disc (14), a friction assembly and a pressure assembly, wherein the friction disc (14) is vertically and fixedly connected to the upper end shaft (9) of the rear wheel steering arm, the friction assembly is provided on at least one side of the friction disc (14), a rotation limit assembly is provided at the outer edge of the friction assembly, and the pressure assembly is connected to the friction assembly or the rear axle cantilever sleeve (8) and applies an adjustable damping adjustment force to the friction assembly so that it abuts against the friction disc (14).

2. The variable damping device of a steering arm according to claim 1, characterized in that: It also includes two pads (15) and a friction disc mounting bolt, wherein the two pads (15) are respectively located on both sides of the center of the friction disc (14), and the friction disc mounting bolt passes through the two pads (15) and the friction disc (14) and is fixedly connected to the upper end shaft (9) of the rear wheel steering arm.

3. The variable damping device for a steering arm according to claim 1, characterized in that: The friction assembly comprises a friction plate (13), and the friction plate (13) is located on the outer edge of the friction disc (14).

4. The variable damping device for a steering arm according to claim 3, characterized in that: The friction assembly further comprises a friction plate pressure plate, which is fixed to or abuts against a side of the friction plate (13) facing away from the friction plate (14).

5. The variable damping device for a steering arm according to claim 1, characterized in that: The rotation limiting assembly includes a limiting sleeve (11), a limiting notch is provided at the outer edge of the friction assembly along the axial direction of the upper end shaft (9) of the rear wheel steering arm, and the limiting sleeve (11) is fixedly connected to the rear axle cantilever sleeve (8) and inserted into the limiting notch.

6. The variable damping device for a steering arm according to claim 5, characterized in that: The rotation limit assembly further comprises a limit plate (10), a limit mounting bolt and a limit mounting nut, wherein the limit plate (10) is fixedly connected to the rear axle cantilever sleeve (8), and one end of the limit mounting bolt passes through the limit sleeve (11) and the limit plate (10) and is threadedly connected to the limit mounting nut.

7. The variable damping device of a steering arm according to claim 6, characterized in that: The size of the limiting plate (10) is smaller than that of the friction assembly, and the limiting plate (10) has a lug protruding radially outward along the rear axle cantilever sleeve (8), and the limiting mounting bolt is connected to the lug.

8. A variable damping device for a steering arm according to any one of claims 1 to 7, characterized in that: The pressurizing assembly includes a hydraulic cylinder (6), a guide column (16), a spring pressure plate (17) and a spring (18). There are multiple guide columns (16), and each guide column (16) passes through the hydraulic cylinder (6), the spring pressure plate (17) and the friction assembly in sequence. Guide column nuts are fixed at both ends of the guide column (16). The hydraulic cylinder (6) is fixedly connected to the guide column (16). The spring pressure plate (17) is slidably connected to the guide column (16) through a linear bearing (19). The spring (18) is located between the spring pressure plate (17) and the friction assembly. The piston rod of the hydraulic cylinder (6) abuts against the spring pressure plate (17) and applies a damping adjustment force to the friction assembly through the spring (18).

9. The variable damping device for a steering arm according to claim 8, characterized in that: The spring (18) is sleeved on the guide column (16); or, the spring pressure plate (17) has a first spring positioning protrusion protruding toward one side of the friction component, and the friction component has a second spring positioning protrusion on the side facing the spring pressure plate (17), and the two ends of the spring (18) are sleeved on the first spring positioning protrusion and the second spring positioning protrusion respectively, and the piston rod of the hydraulic cylinder (6) extends into the first spring positioning protrusion and abuts against it.

10. A rear axle, characterized in that: The invention relates to a variable damping device comprising a rear axle crossbeam, two rear wheel steering arms (7) and two steering arms according to any one of claims 1 to 9, wherein a rear axle cantilever sleeve (8) is fixed to each end of the rear axle crossbeam, the two rear wheel steering arms (7) are arranged in a one-to-one correspondence with the two variable damping devices (5), and the upper end of the rear wheel steering arm (7) is fixedly connected to or integrally formed with the lower end of the upper end shaft (9) of the corresponding rear wheel steering arm.

11. A damping control method, characterized in that: The rear axle as claimed in claim 10 is used for implementation, comprising the following steps: Step 1: obtaining a real-time vehicle speed signal, and determining the rear axle rotation damping force required at the current vehicle speed based on the real-time vehicle speed signal; Step 2: calculating a target damping adjustment force of a pressurizing assembly according to the rear axle rotation damping force; Step 3: Acquire the actual pressure of the pressurizing component in real time, and adjust the actual pressure according to the difference between the actual pressure and the target damping adjustment force to adjust the pressure of the pressurizing component to the target damping adjustment force.

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