Pivot rotation control device

Abstract

The utility model discloses a pivot rotation control device, which comprises a base sleeve, a pivot, a stepped through hole and a steering adjusting assembly, the core part of the base sleeve is provided with the stepped through hole, the stepped through hole comprises an upper round hole and a lower round hole, the diameter of the upper round hole is smaller than that of the lower round hole, the pivot is arranged in the stepped through hole, and the middle part of the pivot is provided with a gear; the lower section of the pivot is rotationally connected with the hole wall of the lower round hole through a bearing, the pivot and the stepped through hole are kept coaxial, and the gear is located in the upper round hole; a reversing groove is further formed in the upper surface of the base sleeve, the reversing groove surrounds the upper round hole and is communicated with the upper round hole, a bottom plate is arranged at the bottom of the reversing groove, the reversing groove and the lower round hole are separated by the bottom plate, a steering adjusting assembly is installed in the reversing groove, and the gear on the pivot is limited through rotation of the steering adjusting assembly. According to the utility model, the motion state of the pivot can be switched by rotating the steering wheel.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive engine parts, specifically relating to a pivot rotation control device. Background Technology

[0002] A pivot is the connection point between various automotive components, such as the engine, transmission, and drive shaft. These components are connected via pivots to ensure their proper operation and stable support. In the engine's belt drive system, a pivot can mount components like a tension arm, supporting its rotation or oscillation and maintaining stable tension throughout the system. Current pivot rotation control typically uses external connectors, such as springs connecting components mounted on the pivot, controlling the component's rotation direction and state. However, controlling rotation via the pivot itself only allows unidirectional rotation. For rotating components mounted on the pivot, the pivot's rotation direction is limited, making it impossible to easily switch directions or lock it in place. Using external components to control rotation requires more installation space, which is often limited by the limited space in the engine compartment. Excessive limiting components also make the pivot mechanism overly complex, hindering operation and increasing the failure rate. Utility Model Content

[0003] To address the aforementioned problems and technical requirements, this utility model provides a pivot rotation control device. By setting two independent ratchet pairs on the outside of the pivot, the movement state of the pivot can be switched with a simple rotation of the steering wheel. The pivot can freely switch between four movement states: unidirectional clockwise rotation, unidirectional counterclockwise rotation, free rotation, and stationary locking.

[0004] The technical solution of this utility model is as follows: A pivot rotation control device includes a base sleeve, a pivot, a stepped through hole, and a steering adjustment assembly. The core of the base sleeve is provided with a stepped through hole, which includes an upper circular hole and a lower circular hole. The diameter of the upper circular hole is smaller than that of the lower circular hole. The pivot is installed in the stepped through hole. A gear is provided in the middle of the pivot. The lower section of the pivot is rotatably connected to the wall of the lower circular hole through a bearing. The pivot and the stepped through hole are kept coaxial. The gear is located in the upper circular hole. A reversing groove is also provided on the upper surface of the base sleeve. The reversing groove is arranged around the upper circular hole and communicates with the upper circular hole. A bottom plate is provided at the bottom of the reversing groove, which separates the reversing groove from the lower circular hole. A steering adjustment assembly is installed in the reversing groove. The steering adjustment assembly limits the gear on the pivot by rotating, so that the pivot can freely switch between four motion states: unidirectional clockwise rotation, unidirectional counterclockwise rotation, free rotation, and stationary locking.

[0005] Furthermore, the reversing groove is axisymmetric, with a left and right support column perpendicular to the base plate machined symmetrically inside the reversing groove. The steering adjustment assembly includes a counterclockwise locking pawl and a clockwise locking pawl. A counterclockwise locking pawl is nested on the left support column, with its front end tilted to the left of the gear. The counterclockwise locking pawl swings around the left support column to engage or disengage from the teeth of the pivot gear. When the counterclockwise locking pawl engages with the teeth, the gear can only rotate clockwise. Symmetrically, a clockwise locking pawl is nested on the right support column, with its front end tilted to the right of the gear. The clockwise locking pawl swings around the right support column to engage or disengage from the teeth of the pivot gear. When the clockwise locking pawl engages with the teeth, the gear can only rotate counterclockwise.

[0006] Furthermore, both the counterclockwise and clockwise locking pawls are provided with hinged sleeves at their tails. The hinged sleeves are provided with upper spring stops, and the bottoms of the left and right support pillars are machined with lower spring stops. A left torsion spring is provided between the counterclockwise locking pawl and the left support pillar, and the left torsion spring applies a counterclockwise torsion force to the counterclockwise locking pawl. A right torsion spring is provided between the clockwise locking pawl and the right support pillar, and the right torsion spring applies a clockwise torsion force to the clockwise locking pawl. The upper and lower ends of the left and right torsion springs are limited by the corresponding upper and lower spring stops.

[0007] Furthermore, the steering adjustment assembly also includes two steering control shafts, which are respectively disposed on the left side of the counterclockwise locking pawl and the right side of the clockwise locking pawl. Each steering control shaft includes a connecting shaft, an elliptical block, and a steering wheel. The connecting shaft is perpendicular to the base plate, and the steering wheel and the elliptical block are fixedly disposed on the connecting shaft. The outer edge of the elliptical block is elliptical. The left side of the counterclockwise locking pawl and the right side of the clockwise locking pawl are always elastically pressed against the corresponding elliptical block. By manually rotating the steering wheel, the connecting shaft and the elliptical block can be driven to rotate, and the elliptical block drives the counterclockwise or clockwise locking pawl to swing.

[0008] Furthermore, the upper end face edge of the base sleeve is provided with a ring of screw holes, and a pressure plate is fixedly connected to the base sleeve through the screw holes. The upper section of the pivot and the steering wheel on the two steering control shafts are all blocked on the upper surface of the pressure plate. A locking nut is connected to the top of the connecting shaft, and the locking nut locks the steering wheel to the connecting shaft. Four damping strips are installed around the center on the lower surface of the steering wheel. The four damping strips are respectively set along the major axis and minor axis of the elliptical block. "Unlock" marks are provided on the upper surface of the steering wheel at the corresponding positions of the two damping strips set along the major axis, and "lock" marks are provided on the upper surface of the steering wheel at the corresponding positions of the two damping strips set along the minor axis.

[0009] Furthermore, the pressure plate is provided with two shaft holes, and two connecting shafts are movably connected in the two shaft holes. A cross-shaped damping groove is provided around the shaft holes. During manual rotation of the steering wheel, the four damping strips can be correspondingly embedded in the four grooves of the cross-shaped damping groove. When the damping strip is fully embedded in the cross-shaped damping groove, the locking pawl can be rotated counterclockwise or clockwise to swing outward or inward to the maximum amplitude. The pressure plate is also provided with two indicator strips, which are respectively located at the top of the two cross-shaped damping grooves. The indicator strips indicate the rotation alignment position of the steering wheel.

[0010] Furthermore, a retaining ring mounting groove is machined on the bottom circumferential surface of the pivot, and a retaining ring is installed in the retaining ring mounting groove, which limits the lower end face of the bearing.

[0011] Furthermore, the damping strip is made of elastic material, and the cross-sectional shape of each channel of the damping strip and the cross-shaped damping groove is a corresponding arc shape, and the edge of the cross-shaped damping groove is processed with rounded chamfers.

[0012] Furthermore, the steering wheel and the connecting shaft are connected by a key, and the circumferential surface of the steering wheel is provided with rotating teeth.

[0013] Furthermore, a fixed end cap is connected to the bottom surface of the base sleeve by screws, and the fixed end cap seals the lower end face of the stepped through hole.

[0014] The beneficial effects of this utility model are as follows: By setting a ring of gears on the pivot and introducing two independent ratchet pairs, the rotation direction of the gears can be controlled. The two symmetrically arranged ratchet pairs can lock the gears and the pivots clockwise and counterclockwise, respectively, and the locking and unlocking operations can be performed independently. Using these two ratchet pairs, the pivot can form four different motion states. When only one pawl locks the gear and the other pawl moves away from the gear, the gear can rotate clockwise or counterclockwise in one direction. When both pawls lock the gear at the same time, the gear cannot rotate at all and remains in a static locked state. When both pawls move away from the gear and release the lock, the gear can rotate freely in both directions. This steering adjustment component improves the applicability of the pivot, allowing the pivot to meet the usage requirements of all motion states without the need for external component support. Moreover, the steering adjustment component itself is embedded in the base, is compact, does not occupy external installation space, has a low failure rate, is easy to disassemble and assemble, and does not affect the external components installed on the pivot. Attached Figure Description

[0015] Figure 1 This is an overall assembly structure diagram of the pivot rotation control device of this utility model;

[0016] Figure 2 for Figure 1 Structural diagram of the hidden pressure plate;

[0017] Figure 3 Diagram showing the fit between the pivot and the steering adjustment assembly;

[0018] Figure 4 for Figure 1 Side view of the structure;

[0019] Figure 5 for Figure 1 Top view of the structure;

[0020] Figure 6 for Figure 4 Cross-sectional structural diagram at point BB;

[0021] Figure 7 for Figure 4 Cross-sectional structural diagram of the middle EE section;

[0022] Figure 8 for Figure 5 Cross-sectional structural diagram at point DD;

[0023] Figure 9 for Figure 5 Cross-sectional structural diagram at point AA;

[0024] Figure 10 This is a three-dimensional structural diagram of the pressure plate;

[0025] Figure 11 A three-dimensional structural diagram of the pivot;

[0026] Figure 12 This is a three-dimensional structural diagram of the base sleeve;

[0027] Figure 13 This is a top view of the base sleeve;

[0028] Figure 14 for Figure 13 Cross-sectional view of section LL;

[0029] Figure 15 A three-dimensional structural diagram of the steering control shaft;

[0030] Figure 16 This is an axial cross-sectional view of the steering control shaft;

[0031] Figure 17 A structural diagram showing whether the pawl is locked counterclockwise or clockwise.

[0032] The components in the diagram are labeled as follows: base sleeve 1, stepped through hole 11, upper round hole 111, lower round hole 112, screw hole 12, pressure plate 13, shaft hole 131, cross-shaped damping groove 132, marker strip 133, fixed end cover 14, pivot 2, gear 21, bearing 22, snap ring mounting groove 23, snap ring 231, steering adjustment assembly 3, counterclockwise locking pawl 31, clockwise locking pawl 32, hinge sleeve 33, upper spring stop 331, reversing groove 4, left support column 41, left torsion spring 411, right support column 42, right torsion spring 421, lower spring stop 43, steering control shaft 5, connecting shaft 51, elliptical block 52, steering wheel 53, damping strip 531, "unlock" mark 532, "lock" mark 533, rotating ring tooth 534, and locking nut 54. Detailed Implementation

[0033] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0034] like Figure 1-17 The present invention discloses a pivot rotation control device, comprising a base sleeve 1, a pivot 2, a stepped through hole 11, and a steering adjustment assembly 5. The core of the base sleeve 1 is provided with a stepped through hole 11, which includes an upper circular hole 111 and a lower circular hole 112. The diameter of the upper circular hole 111 is smaller than the diameter of the lower circular hole 112. The pivot 2 is installed in the stepped through hole 11. A gear 21 is provided in the middle of the pivot 2. The lower section of the pivot 2 is rotatably connected to the wall of the lower circular hole 112 through a bearing 22. The pivot 2 and the stepped through hole 11 are kept coaxial. The gear 21 is located in the upper circular hole 11. A retaining ring mounting groove 23 is machined on the bottom circumferential surface of the pivot 2. A retaining ring 231 is installed in the retaining ring mounting groove 23, and the retaining ring 231 limits the lower end face of the bearing 22.

[0035] The upper surface of the base sleeve 1 is also provided with a reversing groove 4, which is arranged around the upper circular hole 111. The reversing groove 4 communicates with the upper circular hole 111. The bottom of the reversing groove 4 is provided with a bottom plate, which separates the reversing groove 4 from the lower circular hole 112. A steering adjustment component 3 is installed in the reversing groove 4. The reversing slot 4 is axisymmetric. A left support 41 and a right support 42, perpendicular to the base plate, are symmetrically machined within the reversing slot 4. The steering adjustment assembly 5 includes a counter-clockwise locking pawl 31 and a clockwise locking pawl 32. The counter-clockwise locking pawl 31 is nested on the left support 41. The front end of the counter-clockwise locking pawl 31 is tilted to the left of the gear. The counter-clockwise locking pawl 31 swings around the left support 41 to engage or disengage the teeth of the pivot gear 21. When the counter-clockwise locking pawl 31 engages the teeth, the gear 21 can only rotate clockwise. Symmetrically, a clockwise locking pawl 32 is nested on the right support 42. The front end of the clockwise locking pawl 32 is tilted to the right of the gear. The clockwise locking pawl 32 swings around the right support 42 to engage or disengage the teeth of the pivot gear. When the clockwise locking pawl 32 engages the teeth, the gear 21 can only rotate counter-clockwise.

[0036] Both the counterclockwise locking pawl 31 and the clockwise locking pawl 32 are provided with hinged sleeves 33 at their tails. The hinged sleeves 33 are provided with upper spring stops 331. The bottoms of the left support column 41 and the right support column 42 are machined with lower spring stops 43. A left torsion spring 411 is provided between the counterclockwise locking pawl 31 and the left support column 41. The left torsion spring 411 applies a counterclockwise torsion force to the counterclockwise locking pawl 31. A right torsion spring 421 is provided between the clockwise locking pawl 32 and the right support column 42. The right torsion spring 421 applies a clockwise torsion force to the clockwise locking pawl 32. The upper and lower ends of the left torsion spring 411 and the right torsion spring 421 are limited by the corresponding upper spring stops 331 and lower spring stops 43.

[0037] The steering adjustment assembly 3 limits the gear 21 on the pivot 2 by rotation, allowing the pivot 2 to freely switch between four motion states: unidirectional clockwise rotation, unidirectional counterclockwise rotation, free rotation, and stationary locking. Specifically, the steering adjustment assembly 3 also includes two steering control shafts 5, which are respectively located on the left side of the counterclockwise locking pawl 31 and the right side of the clockwise locking pawl 32. Each steering control shaft 5 includes a connecting shaft 51, an elliptical block 52, and a steering wheel 53. The connecting shaft 51 is perpendicular to the base plate, and the steering wheel 53 and the elliptical block 52 are fixedly mounted on the connecting shaft 51. The outer edge of the elliptical block 52 is elliptical. The left side of the counterclockwise locking pawl 31 and the right side of the clockwise locking pawl 32 are always elastically pressed against the corresponding elliptical block 52. By manually rotating the steering wheel 53, the connecting shaft 51 and the elliptical block 52 can be driven to rotate, and the elliptical block 52 drives the counterclockwise locking pawl 31 or the clockwise locking pawl 32 to swing.

[0038] The upper edge of the base sleeve 1 is provided with a ring of screw holes 12. A pressure plate 13 is fixedly connected to the base sleeve 1 through the screw holes 12. The upper section of the pivot and the steering wheel on the two steering control shafts are blocked on the upper surface of the pressure plate 13. The bottom surface of the base sleeve 1 is connected to a fixed end cap 14 by screws. The fixed end cap 14 closes the lower end face of the stepped through hole 11.

[0039] A locking nut 54 is connected to the top of the connecting shaft 51, which locks the steering wheel 53 to the connecting shaft 51. Four damping strips 531 are installed around the center on the lower surface of the steering wheel 53. The four damping strips 531 are respectively arranged along the major axis and minor axis of the elliptical block 521. "Unlock" marks 532 are provided on the upper surface of the steering wheel 53 at positions corresponding to the two damping strips arranged along the major axis, and "lock" marks 533 are provided on the upper surface of the steering wheel 53 at positions corresponding to the two damping strips arranged along the minor axis. The steering wheel 53 and the connecting shaft 51 are connected by a key, and the circumferential surface of the steering wheel 53 is provided with rotating teeth 534.

[0040] The pressure plate 13 has two shaft holes 131, and two connecting shafts 51 are movably connected in the two shaft holes 131. A cross-shaped damping groove 132 is provided around the shaft holes 131. During manual rotation of the steering wheel 53, the four damping strips 531 can be correspondingly embedded into the four grooves of the cross-shaped damping groove 132. When the damping strips 531 are fully embedded in the cross-shaped damping groove 132, the locking pawl 31 can be rotated counterclockwise or the locking pawl 32 can be rotated clockwise to swing outward or inward to its maximum amplitude. The pressure plate 13 also has two marker strips 133, which are respectively located at the top of the two cross-shaped damping grooves 132, indicating the steering wheel's rotation alignment position. The damping strips 531 are made of elastic material, and the cross-sectional shape of each groove of the damping strips 531 and the cross-shaped damping grooves 132 is a corresponding arc shape. The edges of the cross-shaped damping grooves 132 are machined with rounded chamfers.

[0041] The four working states of this utility model:

[0042] 1. One-way clockwise rotation: Rotate the steering control shaft 5 corresponding to the counterclockwise locking pawl 31 so that the "lock" mark 533 on the steering wheel is aligned with the mark strip on the pressure plate. The long axis of the elliptical block 52 abuts against the counterclockwise locking pawl 31, and the front end of the pawl is locked on the gear teeth. The pawl prevents the gear from rotating counterclockwise. Rotate the steering control shaft corresponding to the clockwise locking pawl 32 so that the "unlock" mark 533 on the steering wheel is aligned with the mark strip 133 on the pressure plate. The short axis of the elliptical block 52 abuts against the clockwise locking pawl 32, and the clockwise locking pawl 32 moves away from the gear. At this time, the gear 21 is only limited by the counterclockwise locking pawl 31 in one direction. The gear 21 and the pivot 2 can only rotate clockwise in one direction.

[0043] 2. Unidirectional counterclockwise rotation: Rotate the steering control shaft 5 corresponding to the clockwise locking pawl 32 so that the "lock" mark 533 on the steering wheel is aligned with the mark strip 133 on the pressure plate. The long axis of the elliptical block 52 abuts against the clockwise locking pawl 32, and the front end of the pawl is locked on the gear teeth. The pawl prevents the gear from rotating clockwise. Rotate the steering control shaft 5 corresponding to the counterclockwise locking pawl 31 so that the "unlock" mark 532 on the steering wheel is aligned with the mark strip 133 on the pressure plate. The short axis of the elliptical block 52 abuts against the counterclockwise locking pawl 31, and the counterclockwise locking pawl 31 moves away from the gear. At this time, the gear is only limited by the clockwise locking pawl 32 in one direction. The gear 21 and the pivot 2 can only rotate counterclockwise in one direction.

[0044] 3. Free rotation: Simultaneously rotate both steering wheels 53 until the "unlock" mark 532 is aligned with the mark bar 133. The counterclockwise locking pawl 31 and the clockwise locking pawl 32 are both away from the teeth of the gear 21, and the gear 21 and the pivot 2 can rotate freely clockwise or counterclockwise.

[0045] 4. Static Lock: Simultaneously rotate both steering wheels until the "lock" mark 533 aligns with the mark bar 133. The front ends of the counterclockwise locking pawl 31 and the clockwise locking pawl 32 are both engaged on the teeth of the gear 21. The gear 21 and the pivot 2 cannot rotate clockwise or counterclockwise, and the pivot 2 remains in a static locked state.

[0046] During the rotation of the steering wheel 53, when the damping strip 531 of the steering wheel 53 rotates and embeds into the cross-shaped damping groove 132, the "lock" mark 533 or "unlock" mark 532 of the steering wheel 53 aligns with the mark strip 133. At this time, when the steering wheel 53 is released, the cross-shaped damping groove 132 will limit the damping strip 531 to prevent the steering wheel 53 from slipping. Unless a torsional force is applied manually, the damping strip 531 cannot automatically slide out of the damping groove.

[0047] The above descriptions are merely several preferred embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Any variations and substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the scope of protection of this utility model. Therefore, the scope of protection of this utility model should be determined by the scope of the claims.

Claims

1. A pivot rotation control device, characterized in that: The device includes a base sleeve, a pivot, a stepped through hole, and a steering adjustment assembly. The core of the base sleeve has a stepped through hole, which includes an upper circular hole and a lower circular hole. The diameter of the upper circular hole is smaller than that of the lower circular hole. The pivot is installed in the stepped through hole, and a gear is provided in the middle of the pivot. The lower section of the pivot is rotatably connected to the wall of the lower circular hole through a bearing. The pivot and the stepped through hole are coaxial, and the gear is located in the upper circular hole. The upper surface of the base sleeve also has a reversing groove, which surrounds the upper circular hole and communicates with it. A base plate is provided at the bottom of the reversing groove, which separates the reversing groove from the lower circular hole. A steering adjustment assembly is installed in the reversing groove. The steering adjustment assembly limits the gear on the pivot by rotating, allowing the pivot to freely switch between four motion states: unidirectional clockwise rotation, unidirectional counterclockwise rotation, free rotation, and stationary locking.

2. The pivot rotation control device according to claim 1, characterized in that: The reversing groove is axisymmetric, with a left and right support column symmetrically machined within it, perpendicular to the base plate. The steering adjustment assembly includes a counterclockwise locking pawl and a clockwise locking pawl. A counterclockwise locking pawl is nested on the left support column, with its front end tilted to the left of the gear. The counterclockwise locking pawl swings around the left support column to engage or disengage from the pivot gear teeth. When the counterclockwise locking pawl engages with the teeth, the gear can only rotate clockwise. Symmetrically, a clockwise locking pawl is nested on the right support column, with its front end tilted to the right of the gear. The clockwise locking pawl swings around the right support column to engage or disengage from the pivot gear teeth. When the clockwise locking pawl engages with the teeth, the gear can only rotate counterclockwise.

3. The pivot rotation control device according to claim 2, characterized in that: Both the counterclockwise and clockwise locking pawls have hinged sleeves at their tails. The hinged sleeves have upper spring stops inside, and the bottoms of the left and right support pillars have lower spring stops. A left torsion spring is provided between the counterclockwise locking pawl and the left support pillar, and the left torsion spring applies a counterclockwise torque to the counterclockwise locking pawl. A right torsion spring is provided between the clockwise locking pawl and the right support pillar, and the right torsion spring applies a clockwise torque to the clockwise locking pawl. The upper and lower ends of the left and right torsion springs are limited by the corresponding upper and lower spring stops.

4. A pivot rotation control device according to claim 3, characterized in that: The steering adjustment assembly also includes two steering control shafts, which are respectively located on the left side of the counterclockwise locking pawl and the right side of the clockwise locking pawl. Each steering control shaft includes a connecting shaft, an elliptical block, and a steering wheel. The connecting shaft is perpendicular to the base plate, and the steering wheel and the elliptical block are fixedly mounted on the connecting shaft. The outer edge of the elliptical block is elliptical. The left side of the counterclockwise locking pawl and the right side of the clockwise locking pawl are always elastically pressed against the corresponding elliptical block. By manually rotating the steering wheel, the connecting shaft and the elliptical block can be driven to rotate, and the elliptical block drives the counterclockwise or clockwise locking pawl to swing.

5. A pivot rotation control device according to claim 4, characterized in that: The upper edge of the base sleeve is provided with a ring of screw holes. A pressure plate is fixedly connected to the base sleeve through the screw holes. The upper section of the pivot and the steering wheel on the two steering control shafts are blocked on the upper surface of the pressure plate. A locking nut is connected to the top of the connecting shaft. The locking nut locks the steering wheel to the connecting shaft. Four damping strips are installed around the center on the lower surface of the steering wheel. The four damping strips are respectively set along the major axis and minor axis of the elliptical block. "Unlock" marks are provided on the upper surface of the steering wheel at the corresponding positions of the two damping strips set along the major axis, and "lock" marks are provided on the upper surface of the steering wheel at the corresponding positions of the two damping strips set along the minor axis.

6. A pivot rotation control device according to claim 5, characterized in that: The pressure plate has two shaft holes, and two connecting shafts are movably connected in the two shaft holes. A cross-shaped damping groove is provided around the shaft holes. During manual rotation of the steering wheel, the four damping strips can be correspondingly embedded in the four grooves of the cross-shaped damping groove. When the damping strips are fully embedded in the cross-shaped damping groove, the locking pawl can be rotated counterclockwise or clockwise to swing outward or inward to the maximum amplitude. The pressure plate is also provided with two indicator strips, which are respectively located at the top of the two cross-shaped damping grooves. The indicator strips indicate the rotation alignment position of the steering wheel.

7. A pivot rotation control device according to claim 6, characterized in that: A retaining ring mounting groove is machined on the bottom circumferential surface of the pivot, and a retaining ring is installed in the retaining ring mounting groove, which limits the lower end face of the bearing.

8. A pivot rotation control device according to claim 7, characterized in that: The damping strip is made of elastic material. The cross-sectional shape of each channel of the damping strip and the cross-shaped damping groove is a corresponding arc shape. The edges of the cross-shaped damping groove are machined with rounded chamfers.

9. A pivot rotation control device according to claim 8, characterized in that: The steering wheel and the connecting shaft are connected by a key, and the circumference of the steering wheel is provided with rotating teeth.

10. A pivot rotation control device according to claim 9, characterized in that: The bottom surface of the base sleeve is connected to a fixed end cap by screws, which closes the lower end face of the stepped through hole.

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