Electronic steering damper, steering control system and method and vehicle

Abstract

The invention discloses an electronic steering damper, a steering control system, a steering control method and a vehicle, and relates to the technical field of motorcycles, the electronic steering damper comprises a damping body, a damping shifting piece and an electric device, a containing cavity and an adjusting channel which communicate with each other are formed in the damping body, and a damping medium is contained in the containing cavity; the damping shifting piece is movably arranged in the containing cavity and divides the containing cavity into a first cavity and a second cavity which are communicated with the two ends of the adjusting channel. The electric device is arranged on the damping body and used for adjusting the flow parameters of the damping medium in the adjusting channel so as to adjust the damping force of the damping shifting piece. According to the electronic steering damper, the flowing parameters of the damping medium are dynamically adjusted through the electric device, so that the damping force blocked by the damping shifting piece is automatically adjusted, the problems that a traditional steering damper is difficult to operate and insufficient in intelligence under the emergency condition are effectively solved, and the stability and safety of a motorcycle during high-speed running are improved.

Description

Technical Field

[0001] The present application relates to the technical field of motorcycles, and in particular to an electronic steering damper, a steering control system, a method and a vehicle. Background Art

[0002] During the driving of a motorcycle, the stability of the steering system is crucial to ensure riding safety. Especially when driving at high speeds, the motorcycle is prone to rapid swinging of the handlebars due to factors such as the rotational inertia of the front wheel, the front and rear mass distribution of the vehicle, and road excitation, which is the so-called "death swing". This abnormal swing can cause the vehicle to lose control, leading to safety accidents such as falling off the vehicle, posing a serious threat to the personal safety of the rider.

[0003] In the existing motorcycle steering system, although titanium rulers (steering dampers) are used to avoid death swings during high-speed driving, this structure has obvious limitations. It cannot effectively solve the swing problem in an emergency situation because its adjustment requires proper human operation, and in an emergency, it is often difficult for the rider to make the correct operation quickly. Therefore, this traditional steering damper is difficult to meet the needs of modern motorcycles for intelligent and precise control. Summary of the invention

[0004] The purpose of the present application is to provide an electronic steering damper, which dynamically adjusts the flow parameters of the damping medium through an electric device, thereby automatically adjusting the damping force on the damping paddle, effectively solving the problems of the traditional steering damper being difficult to operate and insufficiently intelligent in emergency situations, and improving the stability and safety of the motorcycle when driving at high speeds. Another purpose of the present application is to provide a steering control system, method and vehicle.

[0005] To achieve the above object, the present application provides an electronic steering damper, comprising:

[0006] The damping body has a communicating accommodation cavity and an adjusting channel inside, and the accommodation cavity is filled with a damping medium;

[0007] a damping paddle movably disposed in the accommodating chamber, wherein the damping paddle divides the accommodating chamber into a first chamber and a second chamber communicating with two ends of the regulating channel;

[0008] an electric device, disposed on the damping body, and used for adjusting flow parameters of the damping medium in the adjustment channel to adjust the damping force exerted on the damping paddle;

[0009] The damping body is used to be relatively fixed to one of the frame and the handlebar of the vehicle, and the damping paddle is used to be relatively fixed to the other of the frame and the handlebar of the vehicle.

[0010] In some embodiments, the electronic steering damper further comprises:

[0011] A rotating shaft, rotatably connected to the damping body;

[0012] A detection device, used for detecting the relative rotation between the rotating shaft and the damping body;

[0013] Wherein, the damping paddle is sleeved on the rotating shaft.

[0014] In some embodiments, the detection device comprises an angular velocity sensor, and the angular velocity sensor is connected to the rotating shaft; and / or,

[0015] The electronic steering damper further comprises:

[0016] A connecting paddle fixed to the rotating shaft, the connecting paddle being used to be relatively fixed to a frame of the vehicle;

[0017] Wherein, the damping body is used to be relatively fixed to the handlebar of the vehicle.

[0018] In some embodiments, the damping body comprises:

[0019] A first shell is provided with the accommodating cavity;

[0020] A second housing is provided with the adjustment channel;

[0021] Wherein, the damping paddle is arranged on the first shell, and the electric device is arranged on the second shell.

[0022] In some embodiments, the electric device comprises:

[0023] A stepping motor, arranged on the damping body;

[0024] An adjusting member is connected to the output end of the stepping motor, and is used to adjust the volume inserted into the adjusting channel under the control of the stepping motor.

[0025] The present application also provides a steering control system, comprising a controller and the above-mentioned electronic steering damper, wherein the controller is connected to the electronic steering damper signal, and the controller is used to adjust the damping force of the electronic steering damper according to the driving conditions of the vehicle.

[0026] In some embodiments, the electronic steering damper includes a stepper motor and an angular velocity sensor, and the controller is used to receive an angular velocity signal from the angular velocity sensor and send a control signal to the stepper motor according to the angular velocity signal.

[0027] The present application also provides a steering control method, which is applied to the above-mentioned steering control system. The steering control method includes:

[0028] Detect vehicle driving patterns;

[0029] According to the vehicle driving mode, the damping force of the electronic steering damper is adjusted.

[0030] In some embodiments, the steering control method further includes:

[0031] Manual adjustment method: obtaining the vehicle speed, if the vehicle speed is zero, entering the adjustment process, if the vehicle speed is not zero or the adjustment process times out, exiting the adjustment process; in the adjustment process, manually setting the number of steps of the stepper motor to adjust the damping force of the electronic steering damper; and / or,

[0032] Dynamic adjustment method: obtain the angular velocity of the angular velocity sensor. If the angular velocity does not exceed the threshold value, the number of steps of the stepper motor is not changed, and the damping force of the electronic steering damper is maintained. If the angular velocity exceeds the threshold value, the number of steps of the stepper motor is dynamically set, the damping force of the electronic steering damper is adjusted in real time, the vehicle abnormal information is reported, and the vehicle speed is reduced.

[0033] The present application also provides a vehicle, comprising the above-mentioned steering control system.

[0034] Compared with the above-mentioned background technology, the electronic steering damper provided in the present application mainly includes a damping body, a damping paddle and an electric device. The interior of the damping body is provided with a communicating accommodating chamber and an adjusting channel, and the accommodating chamber is filled with a damping medium; the damping paddle is movably arranged in the accommodating chamber, and the damping paddle divides the accommodating chamber into a first chamber and a second chamber which are communicated with the two ends of the adjusting channel; the electric device is arranged in the damping body, and the electric device is used to adjust the flow parameters of the damping medium in the adjusting channel so as to adjust the damping force exerted on the damping paddle; wherein, the damping body is used to be relatively fixed to any one of the frame and the handlebar of the vehicle, and the damping paddle is used to be relatively fixed to the other of the frame and the handlebar of the vehicle.

[0035] When a motorcycle is running at high speed, due to factors such as the front wheel's rotational inertia, the front and rear mass distribution of the vehicle, and road excitation, the handlebars are prone to rapid swinging, which is known as the "death swing" phenomenon. This can cause the vehicle to lose control and cause safety accidents. Although traditional steering dampers can increase stability to a certain extent, they require manual operation in emergency situations. Riders often find it difficult to quickly make correct operations, and they cannot automatically adjust the damping force according to different driving modes and road conditions, making it difficult to meet the needs of modern motorcycles for intelligent and precise control.

[0036] The electronic steering damper provided in the present application effectively solves the above-mentioned problems through its unique design and functions. Specifically, the electronic steering damper includes a damping body, a damping paddle and an electric device. The damping body is provided with a communicating accommodation chamber and an adjustment channel, and the accommodation chamber is filled with a damping medium. The damping paddle is movably arranged in the accommodation chamber, dividing the accommodation chamber into a first chamber and a second chamber communicating with both ends of the adjustment channel. The electric device is arranged in the damping body, and is used to adjust the flow parameters of the damping medium in the adjustment channel, thereby adjusting the damping force exerted on the damping paddle.

[0037] In practical applications, the damping body can be relatively fixed to either the frame or the handlebar of the vehicle, while the damping paddle is relatively fixed to the other. When the motorcycle turns, the damping paddle moves relative to the damping body, which is equivalent to the damping paddle moving in the damping body, causing the volume of the first chamber and the second chamber to change. This change may be that the damping medium flows from the first chamber to the second chamber, or from the second chamber to the first chamber, but no matter what the flow direction is, the damping medium needs to pass through the adjustment channel. Since the flow parameters of the damping medium in the adjustment channel are adjusted and controlled by the electric device, the movement of the damping paddle in the damping body is also adjusted and controlled accordingly, that is, the damping force on the damping paddle is adjusted. In this way, the electronic steering damper can respond to the abnormal swing of the vehicle, automatically adjust the damping force, effectively suppress the "death swing" phenomenon, and improve the stability and safety of the motorcycle when driving at high speed.

[0038] In combination with the above structure and process description, it can be seen that the electronic steering damper has at least the following beneficial effects: the electronic steering damper dynamically adjusts the flow parameters of the damping medium through an electric device, thereby automatically adjusting the damping force exerted on the damping paddle, effectively solving the problems of difficult operation and insufficient intelligence of traditional steering dampers in emergency situations, and improving the stability and safety of motorcycles when driving at high speeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0040] Figure 1 Schematic diagram of the electronic steering damper provided in the embodiment of the present application on a vehicle Figure 1 ;

[0041] Figure 2 Schematic diagram of the electronic steering damper provided in the embodiment of the present application on a vehicle Figure 2 ;

[0042] Figure 3 A schematic diagram of an electronic steering damper provided in an embodiment of the present application;

[0043] Figure 4 A cross-sectional view of an electronic steering damper provided in an embodiment of the present application;

[0044] Figure 5 A schematic diagram of a damping paddle provided in an embodiment of the present application;

[0045] Figure 6 for Figure 3 BB schematic diagram;

[0046] Figure 7 A schematic diagram of a steering control system provided in an embodiment of the present application.

[0047] in:

[0048] Electronic steering damper 100,

[0049] Damping body 1, first housing 11, second housing 12, locking nut 13, first pin 14, second pin 15, flat head screw 16, cylindrical head screw 17, accommodating chamber 101, first chamber 1011, second chamber 1012, adjusting channel 102,

[0050] Rotation axis 2,

[0051] Connect the paddle 3,

[0052] Damping paddle 4,

[0053] Electric device 5, stepping motor 51, adjusting member 52,

[0054] Detection device 6,

[0055] First adapter bracket 7,

[0056] Second adapter bracket 8,

[0057] Controller 200,

[0058] Frame 01, handlebar 02, fixing seat 03, upper connecting plate 04. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0060] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0061] For electronic steering damper 100, please refer to Figures 1 to 6 ,in, Figure 1 Schematic diagram of the electronic steering damper provided in the embodiment of the present application on a vehicle Figure 1 , Figure 2 Schematic diagram of the electronic steering damper provided in the embodiment of the present application on a vehicle Figure 2 , Figure 3 A schematic diagram of an electronic steering damper provided in an embodiment of the present application, Figure 4 A cross-sectional view of an electronic steering damper provided in an embodiment of the present application, Figure 5 A schematic diagram of a damping paddle provided in an embodiment of the present application, Figure 6 for Figure 3 BB schematic diagram.

[0062] In a first specific embodiment, the electronic steering damper 100 provided in the embodiment of the present application mainly includes a damping body 1, a damping paddle 4 and an electric device 5. The interior of the damping body 1 is provided with a communicating accommodating chamber 101 and an adjusting channel 102, and the accommodating chamber 101 is filled with a damping medium; the damping paddle 4 is movably arranged in the accommodating chamber 101, and the damping paddle 4 divides the accommodating chamber 101 into a first chamber 1011 and a second chamber 1012 communicating with both ends of the adjusting channel 102; the electric device 5 is arranged in the damping body 1, and the electric device 5 is used to adjust the flow parameters of the damping medium in the adjusting channel 102 to adjust the damping force exerted on the damping paddle 4; wherein, the damping body 1 is used to be relatively fixed to any one of the frame 01 and the handlebar 02 of the vehicle, and the damping paddle 4 is used to be relatively fixed to the other of the frame 01 and the handlebar 02 of the vehicle.

[0063] When a motorcycle is running at high speed, due to factors such as the front wheel's rotational inertia, the front and rear mass distribution of the vehicle, and road excitation, the handlebars are prone to rapid swinging, which is known as the "death swing" phenomenon. This can cause the vehicle to lose control and cause safety accidents. Although traditional steering dampers can increase stability to a certain extent, they require manual operation in emergency situations. Riders often find it difficult to quickly make correct operations, and they cannot automatically adjust the damping force according to different driving modes and road conditions, making it difficult to meet the needs of modern motorcycles for intelligent and precise control.

[0064] The electronic steering damper 100 provided in the present application effectively solves the above-mentioned problems through its unique design and function. Specifically, the electronic steering damper 100 includes a damping body 1, a damping paddle 4 and an electric device 5. The damping body 1 is provided with a accommodating chamber 101 and an adjusting channel 102 which are connected to each other, and the accommodating chamber 101 is filled with a damping medium. The damping paddle 4 is movably arranged in the accommodating chamber 101, and divides the accommodating chamber 101 into a first chamber 1011 and a second chamber 1012 which are connected to both ends of the adjusting channel 102. The electric device 5 is arranged in the damping body 1, and is used to adjust the flow parameters of the damping medium in the adjusting channel 102, thereby adjusting the damping force exerted on the damping paddle 4.

[0065] In practical applications, the damping body 1 can be relatively fixed to either the frame 01 or the handlebar 02 of the vehicle, while the damping paddle 4 is relatively fixed to the other. When the motorcycle turns, the damping paddle 4 moves relative to the damping body 1, which is equivalent to the damping paddle 4 moving in the damping body 1, so that the volume of the first chamber 1011 and the second chamber 1012 changes. It should be noted that the first chamber 1011 and the second chamber 1012 are completely separated under the action of the damping paddle 4, and cannot be connected through the structure of the damping paddle 4. The only way for the first chamber 1011 and the second chamber 1012 to be connected is the adjustment channel 102, and the adjustment channel 102 does not pass through the structure of the damping paddle 4. This change may be that the damping medium flows from the first chamber 1011 to the second chamber 1012, or from the second chamber 1012 to the first chamber 1011, but no matter what the flow direction is, the damping medium needs to pass through the adjustment channel 102. Since the flow parameters of the damping medium in the adjustment channel 102 are adjusted and controlled by the electric device 5, the movement of the damping paddle 4 in the damping body 1 is also adjusted and controlled accordingly, that is, the damping force on the damping paddle 4 is adjusted. In this way, the electronic steering damper 100 can respond to the abnormal swing of the vehicle, automatically adjust the damping force, effectively suppress the "death swing" phenomenon, and improve the stability and safety of the motorcycle when driving at high speed.

[0066] In combination with the above structure and process description, it can be seen that the electronic steering damper 100 has at least the following beneficial effects: the electronic steering damper 100 dynamically adjusts the flow parameters of the damping medium through the electric device 5, thereby automatically adjusting the damping force exerted on the damping paddle 4, effectively solving the problems of difficult operation and insufficient intelligence of traditional steering dampers in emergency situations, and improving the stability and safety of the motorcycle when driving at high speeds.

[0067] In some cases, such as Figure 1 and Figure 2As shown, the electronic steering damper 100 is installed between the vehicle frame 01 and the handlebar 02. In particular, the damping body 1 of the electronic steering damper 100 is relatively fixed to the handlebar 02 of the vehicle, and the damping body 1 will move with the deflection of the handlebar 02, while the damping paddle 4 of the electronic steering damper 100 is relatively fixed to the vehicle frame 01. Because the handlebar 02 is deflected relative to the frame 01 and the frame 01 is relatively stationary, the damping paddle 4 will remain stationary with the frame 01.

[0068] When in use, the handlebar 02 swings relative to the frame 01, causing the damping body 1 to swing relative to the damping paddle 4, which is equivalent to the damping paddle 4 moving in the damping body 1, causing the volume of the first chamber 1011 and the second chamber 1012 to change. For example, when the handlebar 02 deviates to the left, the damping body 1 swings right, causing the damping paddle 4 to move to the left, the volume of the first chamber 1011 on the left side decreases, and the volume of the second chamber 1012 increases, and the volume changes of the two are the same. At this time, the damping medium will flow from the shrinking first chamber 1011 to the expanding second chamber 1012. Because the adjustment channel 102 is the only path for the damping medium to flow, the flow of the damping medium is restricted by the adjustment channel 102.

[0069] The electric device 5 is provided in the damping body 1, and is used to adjust the flow parameters of the damping medium in the adjustment channel 102. By changing the flow parameters in the adjustment channel 102, the electric device 5 can adjust the degree of restriction, thereby changing the degree of change of the damping medium in the first chamber 1011 and the second chamber 1012 on both sides of the damping paddle 4. Specifically, when the electric device 5 adjusts the flow parameters of the adjustment channel 102, the flow speed and flow rate of the damping medium in the adjustment channel 102 can be changed, thereby affecting the speed and amount of the damping medium flowing from the first chamber 1011 to the second chamber 1012. This change will change the damping force received by the damping paddle 4 in the damping medium, thereby affecting the movement of the damping paddle 4.

[0070] For example, when the damping force needs to be increased, the electric device 5 can adjust the flow parameters of the adjustment channel 102 to make the damping medium flow more difficult, thereby increasing the damping force on the damping paddle 4 in the damping medium and suppressing the swing of the handlebar 02. On the contrary, when the damping force needs to be reduced, the electric device 5 can adjust the flow parameters of the adjustment channel 102 to make the damping medium flow more smoothly, thereby reducing the damping force on the damping paddle 4 in the damping medium and allowing the handlebar 02 to swing more freely.

[0071] In some cases, the electronic steering damper 100 can operate autonomously according to a preset program, or receive external instructions to operate. During vehicle driving, especially in the face of sudden abnormal swinging conditions, such as the "death swing" phenomenon, the electronic steering damper 100 can use its built-in electric device 5 to quickly adjust the flow parameters of the damping medium in the adjustment channel 102. This adjustment can be completed within milliseconds, thereby quickly changing the damping force on the damping paddle 4. By increasing the damping force, the abnormal swing of the handlebar 02 is effectively suppressed, and the vehicle quickly returns to a stable state, significantly improving the control stability and safety of the motorcycle under high-speed driving or complex road conditions, and providing more reliable safety protection for the rider.

[0072] Please continue to refer to Figure 4 In some embodiments, the electronic steering damper 100 further includes:

[0073] A rotating shaft 2 is rotatably connected to the damping body 1;

[0074] A detection device 6, used for detecting the relative rotation between the rotating shaft 2 and the damping body 1;

[0075] The damping paddle 4 is sleeved on the rotating shaft 2 .

[0076] In this embodiment, the electronic steering damper 100 is designed with a rotating shaft 2, which is combined with the damping body 1 by a rotational connection. Such a design allows the damping body 1 to rotate around the rotating shaft 2. At the same time, in order to accurately monitor the rotation, a detection device 6 is also provided, whose function is to detect the relative rotation between the rotating shaft 2 and the damping body 1. The damping paddle 4 is mounted on the rotating shaft 2 and forms a whole with the rotating shaft 2, and they can achieve synchronous rotation.

[0077] Since the damping paddle 4 and the rotating shaft 2 exist as a combination, the relative rotation between the damping paddle 4 and the damping body 1 is actually equivalent to the relative rotation between the rotating shaft 2 and the damping body 1. In actual use, although it is the damping body 1 that is rotating from a physical point of view, for the combination of the damping paddle 4 and the damping body 1, the rotation between them is relative. By detecting the relative rotation between the rotating shaft 2 and the damping body 1, the actual rotation of the damping body 1 can be obtained. This is crucial because the damping body 1 moves with the handlebar 02, so by monitoring the relative rotation between the rotating shaft 2 and the damping body 1, the rotation of the handlebar 02 is actually monitored. Such a design not only improves the accuracy of monitoring, but also provides a basis for achieving precise control.

[0078] In some cases, the automatic control and dynamic response mechanism of the electronic steering damper 100 can be realized through the cooperation between the detection device 6 and the electric device 5 .

[0079] Specifically, the detection device 6 continuously monitors the relative rotation between the rotating shaft 2 and the damping body 1, and this rotation directly reflects the motion state of the handlebar 02. When the detection device 6 captures the rotation information, this information will be quickly transmitted to the control system (such as the vehicle controller 200). The control system analyzes this rotation information according to the preset algorithm and threshold value, and issues instructions to the electric device 5 accordingly.

[0080] After receiving the command, the electric device 5 will immediately adjust its working state, thereby changing the flow parameters of the damping medium in the adjustment channel 102. This adjustment can change the damping force on the damping paddle 4 in real time, thereby affecting the swing amplitude and frequency of the handlebar 02. For example, when the detection device 6 finds that the handlebar 02 swings abnormally, the control system will instruct the electric device 5 to increase the damping force to quickly suppress the swing; conversely, if the swing of the handlebar 02 is within the normal range, the electric device 5 maintains or reduces the damping force to ensure flexible control of the handlebar 02.

[0081] In this way, the electronic steering damper 100 can realize accurate control of the electric device 5 according to the real-time detection information of the detection device 6, thereby providing automatic control and dynamic response. This intelligent control mechanism not only improves the stability and safety of the motorcycle under various driving conditions, but also enhances the rider's control experience, especially under high-speed driving or complex road conditions, and can effectively prevent the occurrence of dangerous situations such as "death swing".

[0082] In this embodiment, the angular velocity sensor in the detection device 6 is installed on the damping body 1, and its detection end is connected to the rotating shaft 2. This configuration enables the angular velocity sensor to directly detect the angular velocity of the rotating shaft 2 (actually the relative rotation between the rotating shaft 2 and the damping body 1, that is, the rotation of the damping body 1), thereby obtaining the rotation speed and dynamic behavior of the handlebar 02.

[0083] In this way, the angular velocity sensor can monitor the motion state of the handlebar 02 in real time and transmit this information to the control system. After receiving the data from the angular velocity sensor, the control system will quickly analyze the data to determine whether the motion state of the handlebar 02 is normal. If the detected angular velocity exceeds the preset threshold, it indicates that the handlebar 02 may have abnormal swing, such as the "death swing" phenomenon. At this time, the control system will immediately issue an instruction to the electric device 5, requiring it to adjust the flow parameters of the damping medium in the adjustment channel 102 to increase the damping force, thereby quickly suppressing the abnormal swing of the handlebar 02. On the contrary, if the angular velocity is within a safe range, the electric device 5 will maintain or reduce the damping force to ensure flexible control of the handlebar 02.

[0084] It should be noted that the form of the detection device 6 is not limited to the angular velocity sensor. In fact, the detection device 6 can also adopt other forms of sensors, such as an angle sensor. The angle sensor can measure the rotation angle of the rotating shaft 2 relative to a fixed reference point. By continuously monitoring the change of the angle, the control system can calculate the rate of change of the angle, that is, the amount of change of the angle per unit time. This rate of change essentially reflects the rotation speed of the handlebar 02, and has a similar physical meaning to the angular velocity directly measured by the angular velocity sensor.

[0085] When using an angle sensor, the control system needs to perform a time series analysis on the angle data, and obtain the angle change rate by calculating the angle difference between adjacent time points and dividing it by the time interval. This change rate is used to evaluate whether the motion state of the handlebar 02 is within the normal range. If the calculated angle change rate exceeds the preset safety threshold, it indicates that the handlebar 02 may have abnormal swing, and the control system will trigger the electric device 5 to adjust the damping force to suppress this abnormal movement. On the contrary, if the angle change rate remains within the safe range, the electric device 5 will maintain the current damping force setting to ensure flexible control of the handlebar 02.

[0086] In some embodiments, the electronic steering damper 100 further includes:

[0087] A connecting paddle 3 is fixed to the rotating shaft 2, and the connecting paddle 3 is used to be relatively fixed to the frame 01 of the vehicle;

[0088] The damping body 1 is used to be fixed relatively to the handlebar 02 of the vehicle.

[0089] In this embodiment, the design of the electronic steering damper 100 is further extended to introduce a connecting paddle 3. The connecting paddle 3 is fixed to the rotating shaft 2, and its design purpose is to relatively fix the connecting paddle 3 in the electronic steering damper 100 to the vehicle frame 01. Such a design ensures that the rotating shaft 2 and the damping paddle 4 mounted thereon can remain relatively still with the vehicle frame 01, so that during the driving process of the vehicle, the stability of the vehicle frame 01 can be transmitted to the damping paddle 4, making it a stable reference point.

[0090] At the same time, the damping body 1 is designed to be relatively fixed to the handlebar 02 of the vehicle. This means that when the handlebar 02 rotates due to driving operation or road conditions, the damping body 1 will rotate accordingly. Since the damping paddle 4 is relatively fixed to the frame 01, and the damping body 1 rotates with the handlebar 02, a relative motion is formed. This relative motion is the key to the electronic steering damper 100 to achieve its function, because it makes it possible for the damping medium to flow in the accommodating chamber 101 and the adjustment channel 102, and then the damping force is adjusted through the electric device 5.

[0091] In some cases, the vehicle includes a frame 01 , a handlebar 02 , a fixing seat 03 , and an upper connecting plate 04 , and the electronic steering damper 100 also includes a first adapter bracket 7 and a second adapter bracket 8 .

[0092] The function of the fixing seat 03 is to connect the handlebar 02 and the upper connecting plate 04, and the function of the upper connecting plate 04 is to connect the handlebar 02 with the front shock absorber and the front wheel of the vehicle.

[0093] The first adapter bracket 7 is used to connect the upper connecting plate 04 and the damping body 1, thereby fixing the damping body 1 relative to the handlebar 02. The second adapter bracket 8 is used to connect the frame 01 and the connecting paddle 3, thereby fixing the connecting paddle 3 relative to the frame 01.

[0094] In some embodiments, the damping body 1 comprises:

[0095] The first housing 11 is provided with a receiving cavity 101;

[0096] The second housing 12 is provided with an adjustment channel 102;

[0097] The damping paddle 4 is disposed on the first housing 11 , and the electric device 5 is disposed on the second housing 12 .

[0098] In this embodiment, the structure of the damping body 1 is further refined, and is composed of a first shell 11 and a second shell 12. The first shell 11 is provided with a receiving chamber 101, and the receiving chamber 101 is used to receive the damping medium. The damping paddle 4 is installed in the first shell 11, and the receiving chamber 101 is divided into two parts: a first chamber 1011 and a second chamber 1012. This separation allows the flow of the damping medium in the receiving chamber 101 to be controlled by the damping paddle 4, thereby generating a damping force.

[0099] The second housing 12 is provided with an adjustment channel 102, which is a path for the damping medium to flow. The electric device 5 is mounted on the second housing 12, and its function is to adjust the flow parameters of the damping medium in the adjustment channel 102. By changing these flow parameters, the electric device 5 can control the flow speed and flow rate of the damping medium, and thus adjust the damping force on the damping paddle 4.

[0100] This design sets the accommodating cavity 101 and the adjusting channel 102 in different housings, which not only makes the structure clearer, but also facilitates independent optimization and maintenance of each part. The damping paddle 4 and the electric device 5 are respectively installed on the first housing 11 and the second housing 12, ensuring the coordinated work between the two and realizing precise control of the damping force.

[0101] Through this split design, the electronic steering damper 100 can dynamically adjust the damping force under different driving conditions according to the information provided by the detection device 6, thereby improving the stability and handling of the motorcycle. This design not only improves the reliability and maintainability of the system, but also provides a basis for realizing more complex control strategies.

[0102] In some cases, the electronic steering damper 100 further includes a grub screw 16 and a cylindrical head screw 17 .

[0103] The first housing 11 and the second housing 12 are fixed together by means of flat head screws 16 , and the electric device 5 is fixed to the second housing 12 by means of cylindrical head screws 17 .

[0104] In some cases, the electronic steering damper 100 further includes a locking nut 13 , a first pin shaft 14 , and a second pin shaft 15 .

[0105] The connecting paddle 3 is connected to the rotating shaft 2 through the first pin 14, the damping paddle 4 is connected to the rotating shaft 2 through the second pin 15, and the locking nut 13 fixes the connecting paddle 3 to the rotating shaft 2, so that the locking nut 13, the first pin 14, the second pin 15, the rotating shaft 2, the connecting paddle 3, and the damping paddle 4 are fixed as a first whole, which is distinguished from the first shell 11, the second shell 12, the flat head screw 16, the cylindrical head screw 17, the electric device 5, and the detection device 6 that are fixed as a second whole, and the two wholes move relative to each other.

[0106] In some embodiments, the electric device 5 comprises:

[0107] A stepping motor 51 is provided on the damping body 1;

[0108] The adjusting member 52 is connected to the output end of the stepping motor 51 , and is used to adjust the volume of the insertion adjusting channel 102 under the control of the stepping motor 51 .

[0109] In this embodiment, the specific structure of the electric device 5 includes a stepper motor 51 and an adjusting member 52. The stepper motor 51 is installed on the damping body 1 to provide a power source for adjusting the damping force. The adjusting member 52 is connected to the output end of the stepper motor 51. Its function is to adjust the volume of itself inserted into the adjusting channel 102 under the precise control of the stepper motor 51, thereby changing the "aperture" of the adjusting channel 102, that is, the size of the damping hole. This change in volume directly affects the effective flow area of ​​the adjusting channel 102, thereby changing the resistance of the damping medium flow.

[0110] When the stepper motor 51 receives the control signal, it drives the adjusting member 52 to move. If the damping force needs to be increased to suppress the abnormal swing of the handlebar 02, the stepper motor 51 will make the adjusting member 52 insert more into the adjusting channel 102, reduce the effective area of ​​the channel, increase the resistance of the medium flow, and thus increase the damping force. On the contrary, if the purpose is to reduce the damping force to achieve more flexible steering, the stepper motor 51 controls the adjusting member 52 to reduce the insertion amount, expand the flow area of ​​the adjusting channel 102, reduce the resistance of the medium flow, and achieve a reduction in the damping force.

[0111] Through the coordinated work of the stepper motor 51 and the adjusting member 52, the electric device 5 can quickly and accurately adjust the damping force according to the actual driving condition of the vehicle and the data provided by the detection device 6. This enables the electronic steering damper 100 to have a high degree of adaptability and dynamic response capability, and can automatically maintain the best handling performance of the motorcycle under various complex driving conditions, significantly improving the safety and stability of riding.

[0112] In some cases, in order to further optimize the effect of the adjusting member 52 in the adjusting channel 102, the end of the adjusting member 52 inserted into the adjusting channel 102 is designed as a conical structure. The design of this conical structure enables the adjusting member 52 to change the effective flow area of ​​the channel more smoothly and continuously when it is inserted into or withdrawn from the adjusting channel 102. When the conical end of the adjusting member 52 is gradually inserted into the adjusting channel 102, the flow area of ​​the channel will gradually decrease as the insertion depth increases, thereby achieving fine adjustment of the flow resistance of the damping medium. On the contrary, when the conical end of the adjusting member 52 withdraws from the adjusting channel 102, the flow area of ​​the channel will gradually increase, making the flow of the damping medium smoother and the damping force correspondingly reduced.

[0113] The design of this conical surface structure not only improves the accuracy and sensitivity of adjustment, but also reduces the sudden changes and impacts that may occur during the adjustment process, ensuring the stability and reliability of the steering damper during operation. By precisely controlling the insertion and withdrawal of the adjustment member 52 through the stepper motor 51, the electronic steering damper 100 can quickly and accurately adjust the damping force according to different driving conditions and the real-time data provided by the detection device 6, thereby always maintaining the best handling performance of the motorcycle in various complex driving environments, and effectively improving the safety and stability of riding.

[0114] It should be noted that the implementation of the electric device 5 is not limited thereto. For example, an electric control valve can also be used as an alternative to control the flow of the damping medium in the regulating channel 102 .

[0115] By adopting the form of an electric control valve, the opening of the regulating channel 102 can be directly adjusted, thereby changing the flow resistance of the damping medium. The electric control valve responds quickly according to the control signal, adjusts the opening degree of the valve, and realizes real-time adjustment of the damping force. This design simplifies the mechanical structure and reduces the number of components, while maintaining the response speed and adjustment accuracy of the system. The electric control valve can accurately control the flow of the damping medium according to the information such as the angular velocity or the angle change rate provided by the detection device 6, ensuring that the steering system of the motorcycle can maintain the best stability and controllability under various driving conditions.

[0116] As an option, hydraulic oil is used as the damping medium.

[0117] For steering control systems, please refer to Figure 7 , Figure 7 A schematic diagram of a steering control system provided in an embodiment of the present application.

[0118] The present application also provides a steering control system, including a controller 200 and the above-mentioned electronic steering damper 100, wherein the controller 200 is signal-connected to the electronic steering damper 100, and the controller 200 is used to adjust the damping force of the electronic steering damper 100 according to the driving conditions of the vehicle.

[0119] In this embodiment, the design of the steering control system is further expanded, not only covering the electronic steering damper 100 described in detail above, but also introducing the controller 200, and the two are connected by signals to achieve collaborative work. The controller 200 plays a core role, and is responsible for receiving driving condition data from various vehicle sensors, such as key information such as vehicle speed, steering angle, road conditions, etc. Based on these comprehensive data, the controller 200 uses built-in algorithms and preset control strategies to calculate the damping force value that best suits the current driving conditions.

[0120] Subsequently, the controller 200 sends a precise control signal to the electronic steering damper 100, instructing the electric device 5 (whether a combination of a stepper motor and an adjustment member, or other forms such as an electric control valve) inside the electronic steering damper to perform corresponding actions to adjust the flow parameters of the damping medium in the adjustment channel 102, thereby changing the damping force on the damping paddle 4. This process is dynamic and real-time, and can be adjusted quickly according to the instantaneous changes in driving conditions.

[0121] For example, when the vehicle is traveling at high speed and an unexpected situation occurs on the road, the controller 200 will determine the need to increase the damping force to stabilize the handlebar 02 based on the data from the vehicle speed sensor and the angular velocity sensor, and then instruct the electronic steering damper 100 to increase the damping force to prevent the handlebar 02 from swinging dangerously. On the contrary, when traveling at a low speed or when flexible steering is required, the controller 200 will reduce the damping force to make the control of the handlebar 02 easier and more flexible.

[0122] Through the close cooperation between the controller 200 and the electronic steering damper 100, the steering control system realizes intelligent and refined management of the steering performance of the motorcycle. This advanced control system not only improves the stability and safety of the motorcycle under various complex road conditions, but also optimizes the rider's control experience, making the driving process more stable and smooth, effectively reducing the risk of accidents caused by steering problems, and providing strong technical support for safe driving of motorcycles.

[0123] In some cases, in the design of the steering control system, the controller 200 can be specifically implemented as an electronic control unit (ECU) of the vehicle. As the core control system of the vehicle, the ECU has been widely used in various functional controls of the vehicle, such as engine management, transmission control, etc. In this embodiment, the ECU is extended to the field of steering control and is connected to the electronic steering damper 100 by signal to realize intelligent adjustment of the steering damping force.

[0124] ECU can receive real-time data from various vehicle sensors, including but not limited to speed sensor, angular velocity sensor, steering angle sensor, etc. These data provide ECU with comprehensive vehicle driving status information. Based on this information, ECU uses its built-in control algorithm and preset control strategy to calculate the damping force value that best suits the current driving conditions.

[0125] When the ECU determines that the vehicle is in a high-speed driving state and there is a potential risk of unstable steering, if it detects that the angular velocity of the handlebar 02 increases abnormally, the ECU will quickly issue a command to adjust the electric device 5 in the electronic steering damper 100 to increase the damping force to stabilize the handlebar 02 and prevent dangerous situations such as "death swing". On the contrary, when driving at a low speed or when flexible steering is required, the ECU will reduce the damping force to make the control of the handlebar 02 easier and more flexible.

[0126] By using the ECU as the controller 200, the steering control system can not only utilize the existing mature control platform of the vehicle to reduce the complexity and cost of system integration, but also achieve a high degree of coordinated control and improve the overall performance and safety of the vehicle. This design enables the steering control system to work better with other systems of the vehicle (such as the power system, braking system, etc.), providing the rider with a safer, more stable and comfortable driving experience.

[0127] In some embodiments, the electronic steering damper 100 includes a stepper motor 51 and an angular velocity sensor, and the controller 200 is used to receive an angular velocity signal from the angular velocity sensor and send a control signal to the stepper motor 51 according to the angular velocity signal.

[0128] In this embodiment, the electronic steering damper 100 integrates a stepper motor 51 and an angular velocity sensor, which work together to achieve precise control of the steering damping force. The angular velocity sensor is responsible for real-time monitoring of the angular velocity of the rotating shaft 2, which directly reflects the rotation speed and dynamic behavior of the handlebar 02. The controller 200, as the center of the system, receives the angular velocity signal sent by the angular velocity sensor and analyzes and processes it.

[0129] Based on the angular velocity signal, the controller 200 uses a preset control algorithm to determine whether the current motion state of the handlebar 02 requires adjustment of the damping force. If it is detected that the angular velocity of the handlebar 02 exceeds the preset safety threshold, indicating that there may be a risk of unstable steering, the controller 200 will immediately send a corresponding control signal to the stepper motor 51. After receiving the control signal, the stepper motor 51 drives the adjustment member 52 to change its volume inserted into the adjustment channel 102, thereby adjusting the flow resistance of the damping medium, increasing the damping force, and suppressing the abnormal swing of the handlebar 02.

[0130] On the contrary, if the angular velocity is within the safe range, the controller 200 will maintain the current state of the stepper motor 51, or send a signal to reduce the damping force to ensure flexible control of the handlebar 02. Through this closed-loop control mechanism, the electronic steering damper 100 can respond to the movement changes of the handlebar 02 in real time, automatically adjust the damping force, and ensure the stability and controllability of the motorcycle under various driving conditions.

[0131] This design not only improves the response speed and control accuracy of the system, but also enhances the reliability and adaptability of the system. The close cooperation between the controller 200, the angular velocity sensor and the stepper motor 51 realizes the dynamic adjustment of the steering damping force, providing the rider with a safer, more stable and reliable driving experience.

[0132] The present application also provides a steering control method, which is applied to the above-mentioned steering control system. The steering control method includes:

[0133] Detect vehicle driving patterns;

[0134] According to the vehicle driving mode, the damping force of the electronic steering damper 100 is adjusted.

[0135] In this application, the design of the steering control method aims to improve the stability and handling of the motorcycle under different driving conditions through an intelligent control strategy. The method is applied to the above-mentioned steering control system integrated with the electronic steering damper 100 and the controller 200 (such as the ECU of the vehicle). The core steps of the steering control method include:

[0136] First, the system detects the vehicle's current driving mode. The driving mode can be determined based on a variety of factors, such as vehicle speed, road conditions, and the rider's operating habits. For example, the system can use a speed sensor to determine whether the vehicle is in a high-speed driving state, or an angular velocity sensor to identify whether there is a rapid turn operation. In addition, some advanced systems may also consider factors such as the wetness and slope of the road to more comprehensively evaluate driving conditions.

[0137] According to the detected driving mode, the controller 200 will adjust the damping force of the electronic steering damper 100. If the vehicle is in high-speed driving mode, in order to improve stability, the controller 200 will instruct the electronic steering damper 100 to increase the damping force to reduce unnecessary swinging of the handlebar 02. On the contrary, in low-speed driving or parking state, in order to facilitate the rider's control, the controller 200 will reduce the damping force to make the rotation of the handlebar 02 easier and more flexible.

[0138] In addition, the steering control method can be further refined to cope with more complex driving scenarios. For example, when the system detects that the vehicle is about to enter a curve, it can adjust the damping force in advance according to the radius of the curve and the speed of the vehicle to optimize the steering performance. Similarly, when the road surface is detected to be slippery, the system can increase the damping force to improve the vehicle's grip and stability.

[0139] Through this dynamic adjustment based on the driving mode, the steering control system can adapt to different driving conditions in real time to provide the rider with the best handling experience. This approach not only improves the safety of the motorcycle, but also enhances the comfort and convenience of riding, allowing the rider to maintain confidence and control in all road conditions.

[0140] In some embodiments, the steering control method further includes:

[0141] Manual adjustment method: obtain the vehicle speed. If the vehicle speed is zero, enter the adjustment process. If the vehicle speed is not zero or the adjustment process times out, exit the adjustment process. In the adjustment process, manually set the number of steps of the stepper motor 51 to adjust the damping force of the electronic steering damper 100.

[0142] In this embodiment, the steering control method is further extended to introduce a manual adjustment mode to provide more flexible control options. This manual adjustment function allows the rider to manually adjust the damping force of the electronic steering damper 100 according to personal preferences or specific driving conditions.

[0143] Specifically, the manual adjustment process first involves obtaining the current speed of the vehicle. If the vehicle speed is zero, that is, the vehicle is stationary, the system will enter the manual adjustment process. This design ensures that the manual adjustment will not be accidentally triggered during the vehicle's driving, thereby avoiding safety risks caused by the rider's distraction in adjusting the settings. Once entering the adjustment process, the rider can manually set the number of steps of the stepper motor 51 through a dedicated interface or control device. The stepper motor 51 adjusts its position according to the set number of steps, thereby changing the volume of the adjustment member 52 inserted into the adjustment channel 102, and finally achieving the adjustment of the damping force of the electronic steering damper 100.

[0144] However, if the vehicle speed is not zero during the adjustment process, or the adjustment process exceeds the preset timeout, the system will automatically exit the manual adjustment process. This mechanism ensures that when the vehicle starts to move or the rider fails to complete the adjustment within the specified time, the system can promptly return to the automatic control state to maintain the stability and safety of the steering system.

[0145] By combining automatic control and manual adjustment, this steering control system can not only automatically optimize steering performance according to the preset driving mode, but also allow the rider to make personalized adjustments when needed, further improving the driving experience and vehicle adaptability. This design allows the motorcycle to better meet the needs of different riders, whether in daily commuting, leisure riding or special road conditions, it can provide the best handling performance.

[0146] In some embodiments, the steering control method further includes:

[0147] Dynamic adjustment method: obtain the angular velocity of the angular velocity sensor. If the angular velocity does not exceed the threshold value, the number of steps of the stepper motor 51 is not changed, and the damping force of the electronic steering damper 100 is maintained. If the angular velocity exceeds the threshold value, the number of steps of the stepper motor 51 is dynamically set, the damping force of the electronic steering damper 100 is adjusted in real time, the vehicle abnormal information is reported, and the vehicle speed is reduced.

[0148] In this embodiment, the steering control method further enhances its adaptability and safety by introducing a dynamic adjustment method to respond to the steering state of the vehicle in real time. This dynamic adjustment mechanism is based on real-time data provided by the angular velocity sensor and can automatically adjust the damping force of the electronic steering damper 100 according to the rotation speed of the handlebar 02.

[0149] Specifically, the system continuously monitors the angular velocity detected by the angular velocity sensor. If the angular velocity remains below the preset threshold value, it indicates that the steering action of the vehicle is within the normal range. At this time, the number of steps of the stepper motor 51 remains unchanged, and the electronic steering damper 100 maintains the current damping force setting. This stable state ensures the controllability and stability of the vehicle under normal driving conditions.

[0150] However, when the angular velocity detected by the angular velocity sensor exceeds the threshold value, this usually means that the vehicle may be at risk of unstable steering, such as "death wobble" or other abnormal swings. In this case, the system will immediately take action to dynamically adjust the number of steps of the stepper motor 51. The stepper motor 51 changes its position according to the new instructions, and then adjusts the volume of the adjustment member 52 inserted into the adjustment channel 102, increasing the damping force of the electronic steering damper 100 in real time to suppress the abnormal swing of the handlebar 02.

[0151] At the same time, the system will also report vehicle abnormal information to remind the rider to pay attention to the current driving status. In addition, to further ensure safety, the system may automatically reduce the vehicle's speed to reduce the risk of unstable steering caused by high-speed driving. This dynamic adjustment method not only improves the vehicle's self-protection ability in the face of emergencies, but also enhances the rider's perception of the vehicle's status, enabling them to take appropriate driving measures in a timely manner.

[0152] By combining manual and dynamic adjustment, this steering control system can provide the best handling performance and safety in different driving scenarios. Whether it is the rider's personalized settings or the system's automatic response to emergencies, it is designed to improve the stability and safety of the motorcycle and bring a more reliable and comfortable driving experience to the rider.

[0153] In a specific implementation, the main process of the steering control method is described as follows.

[0154] Initialization process: complete the initialization of data, position, parameters, etc. of the components of the electronic steering damper 100 and the controller 200.

[0155] Manual adjustment of the electronic steering damper 100: the controller 200 (hereinafter referred to as ECU) performs manual resistance adjustment on the electronic steering damper 100 through inputs such as an instrument or an APP.

[0156] Dynamic adjustment of the electronic steering damper 100: The ECU dynamically adjusts the electronic steering damper 100 by acquiring data of an internal angular velocity sensor of the electronic steering damper 100.

[0157] Specifically, the initialization process of the steering control method is described as follows.

[0158] After receiving the vehicle power-on signal, the ECU enters the initialization state, otherwise it is in the dormant state. The ECU controls the stepper motor 51 in the electronic steering damper 100 to rotate to the maximum value, obtains the current vehicle operation mode (normal mode (economic mode), sports mode, off-road mode) through the CAN bus, and controls the stepper motor 51 in the electronic steering damper 100 to the corresponding position according to different mode setting values ​​(the first setting value corresponds to the normal mode (economic mode), the second setting value corresponds to the sports mode, and the third setting value corresponds to the off-road mode) to complete the initialization state.

[0159] Specifically, the manual adjustment process of the steering control method is described as follows.

[0160] ECU obtains the vehicle speed through CAN bus. If the speed is zero, it enters manual adjustment or APP adjustment process. The user enters the manual adjustment interface of the electronic steering damper 100 by pressing the brake handle button or touching the screen; select custom mode, the instrument obtains the current stepper motor 51 setting data stored in the ECU through CAN bus, and feeds it back to the instrument display. The user sets the number of steps of the stepper motor 51 by directly inputting the brake handle button or touching the screen. After the setting parameters are completed, the instrument sends the setting parameters to ECU through CAN bus. ECU obtains the current setting parameters and executes them. After the execution is completed, the setting success prompt is fed back to the instrument display through CAN bus. If the vehicle speed is not zero or the setting time is exceeded during the setting process, the instrument automatically exits the setting interface.

[0161] Specifically, the dynamic adjustment process of the steering control method is described as follows.

[0162] The ECU obtains the angular velocity data of the angular velocity sensor in the electronic steering damper 100 in real time. If the angular velocity data is greater than the set value (the set value is the threshold when the vehicle is in abnormal swing), the ECU determines that the vehicle is in an abnormal swing state. According to the angular velocity data, the ECU controls the stepper motor 51 in the electronic steering damper 100 to increase the number of steps to adjust the resistance of the electronic steering damper 100, control the swing arc and frequency of the vehicle, and make real-time adjustments; at the same time, the ECU sends the abnormal swing information of the vehicle through the CAN bus. After the instrument obtains the abnormal information, it displays the abnormal information to prompt the user; after the electronic fuel injection system receives the abnormal information, it quickly controls the engine speed to drop to the idle state to quickly adjust the vehicle to a normal driving state. If the angular velocity data is less than the set value (the set value is the threshold when the vehicle is in abnormal swing), the ECU controls the stepper motor 51 in the electronic steering damper 100 to return to the normal set value and maintain it.

[0163] The present application also provides a vehicle, comprising the above-mentioned steering control system.

[0164] This application further expands its application scope and provides a vehicle integrated with the above-mentioned steering control system. This vehicle not only has traditional driving functions, but also significantly improves driving safety, stability and controllability by integrating advanced steering control systems. The core of the steering control system lies in the coordinated work of the electronic steering damper 100 and the controller 200 (such as the vehicle's ECU), which realizes the intelligent adjustment of the steering damping force.

[0165] In the vehicle, the electronic steering damper 100 is cleverly installed between the frame 01 and the handlebar 02, and its stable connection with the vehicle structure is ensured by the first adapter bracket 7 and the second adapter bracket 8. The angular velocity sensor continuously monitors the rotation state of the handlebar 02 and transmits the data to the controller 200 in real time. The controller 200 accurately controls the stepper motor 51 according to the preset control strategy and the real-time driving conditions, and then adjusts the flow of the damping medium in the adjustment channel 102 to achieve dynamic adjustment of the steering damping force.

[0166] In addition, the vehicle's steering control system also supports two modes: manual adjustment and dynamic adjustment. In the manual adjustment mode, the rider can set the number of steps of the stepper motor 51 according to personal preference through the instrument or APP interface when the vehicle is stationary, thereby adjusting the steering damping force. The dynamic adjustment mode is more intelligent. The system will automatically determine the movement state of the handlebar 02 based on the data of the angular velocity sensor. If abnormal swing is detected, the damping force will be adjusted immediately, and the vehicle speed will be reduced if necessary to ensure stable driving of the vehicle.

[0167] The vehicle design provided by the present application effectively improves the handling stability and driving safety of the motorcycle by integrating an advanced steering control system. The electronic steering damper 100 and the controller 200 work together to achieve precise adjustment of the steering damping force, so that the vehicle can maintain good steering performance under different driving conditions. This design not only enhances the rider's sense of security under complex road conditions, but also optimizes the overall driving experience, providing strong support for the intelligent development of motorcycles.

[0168] It should be noted that many of the components mentioned in this application are universal standard parts or components known to those skilled in the art, and their structures and principles can be learned by those skilled in the art through technical manuals or through conventional experimental methods.

[0169] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0170] The electronic steering damper, steering control system, method and vehicle provided by the present application are introduced in detail above. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method and its core idea of ​​the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

Claims

1. An electronic steering damper, characterized in that: include: The damping body has a communicating accommodation cavity and an adjusting channel inside, and the accommodation cavity is filled with a damping medium; a damping paddle movably disposed in the accommodating chamber, wherein the damping paddle divides the accommodating chamber into a first chamber and a second chamber communicating with two ends of the regulating channel; an electric device, disposed on the damping body, and used for adjusting flow parameters of the damping medium in the adjustment channel to adjust the damping force exerted on the damping paddle; The damping body is used to be relatively fixed to one of the frame and the handlebar of the vehicle, and the damping paddle is used to be relatively fixed to the other of the frame and the handlebar of the vehicle.

2. The electronic steering damper according to claim 1, characterized in that: Also includes: A rotating shaft, rotatably connected to the damping body; A detection device, used for detecting the relative rotation between the rotating shaft and the damping body; Wherein, the damping paddle is sleeved on the rotating shaft.

3. The electronic steering damper according to claim 2, characterized in that: The detection device comprises an angular velocity sensor, and the angular velocity sensor is connected to the rotating shaft; and / or, The electronic steering damper further comprises: A connecting paddle fixed to the rotating shaft, the connecting paddle being used to be relatively fixed to a frame of the vehicle; Wherein, the damping body is used to be relatively fixed to the handlebar of the vehicle.

4. The electronic steering damper according to claim 1, characterized in that: The damping body comprises: A first shell is provided with the accommodating cavity; A second housing is provided with the adjustment channel; Wherein, the damping paddle is arranged on the first shell, and the electric device is arranged on the second shell.

5. The electronic steering damper according to claim 1, characterized in that: The electric device comprises: A stepping motor, arranged on the damping body; An adjusting member is connected to the output end of the stepping motor, and is used to adjust the volume inserted into the adjusting channel under the control of the stepping motor.

6. A steering control system, characterized in that: The invention comprises a controller and the electronic steering damper as claimed in any one of claims 1 to 5, wherein the controller is connected to the electronic steering damper signal, and the controller is used to adjust the damping force of the electronic steering damper according to the driving conditions of the vehicle.

7. The steering control system according to claim 6, characterized in that: The electronic steering damper comprises a stepper motor and an angular velocity sensor, and the controller is used for receiving an angular velocity signal from the angular velocity sensor and sending a control signal to the stepper motor according to the angular velocity signal.

8. A steering control method, characterized in that: Applied to the steering control system according to claim 6 or 7, the steering control method comprises: Detect vehicle driving patterns; According to the vehicle driving mode, the damping force of the electronic steering damper is adjusted.

9. The steering control method according to claim 8, characterized in that: Also includes: Manual adjustment method: obtaining the vehicle speed, if the vehicle speed is zero, entering the adjustment process, if the vehicle speed is not zero or the adjustment process times out, exiting the adjustment process; in the adjustment process, manually setting the number of steps of the stepper motor to adjust the damping force of the electronic steering damper; and / or, Dynamic adjustment method: obtain the angular velocity of the angular velocity sensor. If the angular velocity does not exceed the threshold value, the number of steps of the stepper motor is not changed, and the damping force of the electronic steering damper is maintained. If the angular velocity exceeds the threshold value, the number of steps of the stepper motor is dynamically set, the damping force of the electronic steering damper is adjusted in real time, the vehicle abnormal information is reported, and the vehicle speed is reduced.

10. A vehicle, characterized in that: Comprising a steering control system as claimed in claim 6 or 7.

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