Scooter with steering damping device and control method thereof

Abstract

The embodiment of the invention provides a scooter with a steering damping device and a control method thereof, and relates to the technical field of scooter parts, the scooter comprises a steering shaft, a sleeve and the steering damping device, the sleeve is arranged on the outer side of the steering shaft in a sleeving mode, and the sleeve is provided with a first opening facing the steering shaft; the steering damping device comprises a driving part and a pressing part, the driving part is provided with an output end and a fixed end, the fixed end is connected with the sleeve, and the output end moves relative to the fixed end in the radial direction of the sleeve; the pressing piece penetrates through the first opening, one end of the pressing piece is connected with the output end, and the other end of the pressing piece is located in the sleeve and faces the steering shaft. The driving part is configured to drive the output end to move in the radial direction and drive the pressing part to move close to or away from the steering shaft so as to adjust damping between the pressing part and the steering shaft. According to the embodiment of the invention, the structure of the steering damping device can be simplified, the energy transfer path is shortened, the response speed is increased, and the maintenance complexity is reduced.

Description

Technical Field

[0001] This application relates to the field of scooter technology, and more particularly to a scooter with a steering damping device and a control method thereof. Background Technology

[0002] Currently, scooters have become an important means of transportation in people's daily lives. The steering axle is an important component of a scooter, used to adjust the scooter's direction of travel.

[0003] To improve the stability of the scooter's steering process, related technologies can incorporate a steering damping device on the steering shaft to apply resistance to the rotation of the steering shaft.

[0004] However, the steering damping device in the relevant technology has a complex structure, troublesome maintenance and repair process, and a long energy transmission path and slow response speed. Summary of the Invention

[0005] This application provides a personal mobility scooter with a steering damping device and its control method, aiming to solve the technical problems of complex structure, troublesome maintenance and repair process, long energy transmission path and slow response speed of steering damping devices in the technology.

[0006] In a first aspect, embodiments of this application provide a scooter with a steering damping device, including a steering shaft, a sleeve, and a steering damping device, wherein the sleeve is sleeved on the outside of the steering shaft and the sleeve has a first opening facing the steering shaft;

[0007] The steering damping device includes:

[0008] A driving component has an output end and a fixed end, the fixed end being connected to the sleeve, and the output end being movable relative to the fixed end along the radial direction of the sleeve;

[0009] A clamping member is provided through the first opening, one end of which is connected to the output end, and the other end is located inside the sleeve and faces the steering shaft;

[0010] The drive element is configured to drive the output end to move along the radial direction and cause the clamping element to move closer to or away from the steering shaft, so as to adjust the damping between the clamping element and the steering shaft.

[0011] By adopting the above technical solution, a scooter with a steering damping device includes a steering shaft, a sleeve, and a steering damping device. The sleeve is fitted onto the outside of the steering shaft and has a first opening facing the steering shaft. The steering damping device may include a drive member and a clamping member. The drive member has an output end and a fixed end. The fixed end is connected to the sleeve, and the output end moves relative to the fixed end in the radial direction of the sleeve. The clamping member is disposed through the first opening, with one end connected to the output end and the other end located inside the sleeve and facing the steering shaft.

[0012] The driving component is configured to drive the output end to move radially, thereby causing the clamping component to move closer to or away from the steering shaft to adjust the damping between the clamping component and the steering shaft. Compared to steering damping devices in related technologies that achieve transmission through the meshing of multiple sets of gears and screws, the damping steering device provided in this application eliminates the complex gear and screw transmission structure, simplifies the mechanical structure of the steering damping device, shortens the energy transmission path, thereby improving the response speed and reducing the complexity of subsequent maintenance and repair.

[0013] In some possible implementations, the clamping member includes a first clamping part and a second clamping part arranged intersecting each other, with one end of each of the first clamping part and the second clamping part connected to the output end;

[0014] At least one of the extending directions of the first pressing part and the second pressing part intersects the radial direction.

[0015] With this configuration, the radial linear movement of the drive unit's output end can simultaneously move the first and second clamping parts closer to or away from the steering shaft. The first and second clamping parts can form multiple or different contact points or contact surfaces that interact with the steering shaft, thereby potentially providing a more balanced force distribution or adapting to different spatial constraints.

[0016] Furthermore, at least one of the extending directions of the first pressing part and the second pressing part intersects the radial direction, such that at least one of the first pressing part and the second pressing part can contact the steering shaft through the side.

[0017] In some possible implementations, the angle between the extension direction of the first clamping part and the extension direction of the second clamping part is proportional to the damping between the clamping member and the steering shaft.

[0018] With this configuration, the angle formed between the extension directions of the first and second clamping parts is positively correlated with the magnitude of the damping force generated by the clamping parts on the steering shaft. That is, when the driving member drives the output end to press the first and second clamping parts against the steering shaft more forcefully, the normal pressure between the two parts and the surface of the steering shaft increases, thereby increasing the frictional damping force.

[0019] At the same time, when the damping force increases, the increased normal pressure may also cause the first clamping part 331 and the second clamping part to produce a more significant relative displacement or elastic deformation due to the force, which manifests as an increase in the angle between their extension directions. Conversely, when the damping force decreases, this angle also decreases accordingly.

[0020] In some possible implementations, the angle between the extending direction of the first pressing part and the extending direction of the second pressing part is in the range of 60°-90°.

[0021] With this configuration, as the first and second clamping parts move gradually toward the steering shaft along the radial direction of the sleeve at the output end of the drive unit, the angle between the extension direction of the first clamping part and the extension direction of the second clamping part can gradually increase from 60° to 90°, thereby increasing the clamping force between the first and second clamping parts and the steering shaft.

[0022] In some possible implementations, both the first pressing part and the second pressing part have a rubber layer on their surfaces facing the steering shaft, the rubber layer being used to abut against the steering shaft.

[0023] This configuration, by providing a rubber layer on the contact surfaces of the first and second clamping parts, utilizes the elasticity, high coefficient of friction, and buffering properties of the rubber material to effectively improve the stability, controllability, and durability of the frictional damping between the clamping component and the steering shaft. At the same time, it reduces the impact and wear during the contact process, which helps to extend the service life of the steering shaft and the steering damping device.

[0024] In some possible implementations, the clamping element further includes:

[0025] A connecting part is connected between the first pressing part and the second pressing part, and is connected to the output end;

[0026] The connecting portion is configured to move along the radial direction under the drive of the driving member, and to cause the first pressing portion and the second pressing portion to move closer to or away from the steering shaft.

[0027] This configuration, by adding a connecting part and connecting the first and second clamping parts to the connecting part, and then connecting the connecting part to the output end of the drive component, makes the clamping component a modular motion unit. This simplifies the assembly relationship between the drive component and multiple clamping parts, ensures the consistency of movement of each clamping part, and enhances the overall stability and reliability of the clamping component assembly when subjected to radial force.

[0028] In some possible implementations, the hardness of the connecting portion is greater than the hardness of at least one of the first clamping portion and the second clamping portion.

[0029] With this configuration, the connecting part with higher hardness can more effectively transmit the linear thrust output by the drive component and resist deformation, ensuring motion accuracy; while the clamping part (or one of them) with relatively lower hardness can provide better elasticity or adaptability, and can generate more suitable contact deformation when in contact with the steering shaft, so as to evenly distribute contact pressure or absorb vibration.

[0030] In some possible implementations, the output end of the drive member has a first threaded portion on the side away from the fixed end, and the connecting portion has a through hole corresponding to the first threaded portion; the steering damping device further includes a second threaded portion.

[0031] The first threaded portion passes through the through hole and is threadedly connected to the second threaded portion, so that the clamping member is connected to the output end.

[0032] This configuration, employing a threaded connection consisting of a first threaded portion, a through hole, and a second threaded portion, achieves mechanical fastening between the clamping component and the output end of the driving component. This connection method not only provides sufficient connection strength to transmit radial driving force, but its adjustability and detachability also facilitate the installation and positioning of the clamping component, the setting of preload, and subsequent maintenance, enhancing the maintainability and assembly flexibility of the entire steering damping device.

[0033] In some possible implementations, the steering damping device further includes a mounting member, the two ends of which are detachably connected to opposite sides of the sleeve in the radial direction, and the fixed end of the drive member is connected to the middle region of the mounting member.

[0034] In some possible implementations, the mounting member further has a second opening located in the intermediate region, the fixed end is located on the side of the mounting member away from the sleeve, and the output end passes through the second opening and is located on the side of the mounting member closer to the sleeve.

[0035] This configuration, by implementing the mounting component as a mounting bracket spaced apart from the outer surface of the sleeve in the middle region, and providing a second opening for the output end to pass through, allows the drive component to be fixed to the outside of the sleeve in a suspended and clearly guided manner. This structural design not only achieves stable and centered installation of the drive component, ensuring the accuracy of the output end's radial linear movement along the sleeve, but also provides a clear and orderly assembly relationship and maintenance channel for each component, further optimizing the spatial layout and structural reliability of the steering damping device.

[0036] This application provides a control method applied to the scooter described in any of the above claims; the control method includes:

[0037] Get damping command;

[0038] The drive component of the steering damping device is controlled according to the damping command so that the clamping component of the steering damping device presses against the steering shaft of the scooter.

[0039] With this configuration, the damping command can be specifically set to indicate increasing steering damping, decreasing steering damping, or keeping the current damping unchanged. Thus, by responding to damping commands from different sources and with different contents, the controller can execute corresponding control strategies, thereby achieving precise and flexible control of the steering damping device.

[0040] In some possible implementations, obtaining the damping command includes:

[0041] The real-time speed, real-time attitude, and real-time steering information of the scooter are obtained.

[0042] Based on at least one of the real-time speed information, the real-time attitude information, and the real-time steering information, different damping signals are sent to the steering damping device.

[0043] In some possible implementations, different damping signals are sent to the steering damping device based on at least one of the real-time speed information, the real-time attitude information, and the real-time steering information, including:

[0044] Acquire the warning speed information, warning attitude information, and warning steering information of the scooter;

[0045] Compare the real-time speed information with the warning speed information, the real-time attitude information with the warning attitude information, and the real-time steering information with the warning steering information;

[0046] If at least one of the following conditions is met: the real-time speed information is higher than the warning speed information, the real-time attitude information is higher than the warning attitude information, or the real-time steering information is higher than the warning steering information, an increase in damping signal is sent to the steering damping device.

[0047] If the following conditions are met simultaneously: the real-time speed information is lower than the warning speed information, the real-time attitude information is lower than the warning attitude information, and the real-time steering information is lower than the warning steering information, a signal to reduce damping is sent to the steering damping device.

[0048] In some possible implementations, controlling the drive member of the steering damping device according to the damping command to press the clamping member of the steering damping device against the steering shaft of the scooter includes:

[0049] If the damping command is to increase damping, the output end of the drive component is controlled to move closer to the steering shaft relative to the fixed end, and the angle between the first pressing part and the second pressing part of the pressing component increases.

[0050] If the damping command is to reduce damping, the output end of the drive component is controlled to move away from the steering shaft relative to the fixed end, and the angle between the first pressing part and the second pressing part of the pressing component decreases.

[0051] With this setup, after obtaining the damping command, the controller controls the drive components of the steering damping device to perform corresponding actions based on the obtained damping command. Specifically, the controller parses the received damping command and identifies the intention contained therein regarding adjusting the magnitude of the steering damping force, such as "increase damping," "decrease damping," or "maintain damping."

[0052] Subsequently, the controller can generate corresponding control signals and output them to the drive unit. After receiving the control signal, the drive unit can drive its output end to perform linear movement along the radial direction of the sleeve according to the signal content, thereby driving the clamping member to move closer to or away from the steering shaft.

[0053] In some possible implementations, prior to obtaining the damping command, the method further includes:

[0054] Obtain the speed information of the scooter;

[0055] Determine whether the speed information is lower than a preset speed, and send different damping commands accordingly;

[0056] If the speed information is not lower than the preset speed, send an increase damping command;

[0057] If the speed information is lower than the preset speed, a damping reduction command is sent.

[0058] In this configuration, speed information refers to parameters reflecting the real-time speed of the scooter, such as instantaneous speed or average speed, which can be obtained through onboard speed sensors, wheel speed sensors, or signals based on the Global Positioning System (GPS). Obtaining speed information provides a crucial basis for determining whether and how to perform automatic damping adjustment. Attached Figure Description

[0059] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0060] Figure 1 A schematic diagram of the sleeve, steering shaft, and steering damping device provided in the embodiments of this application;

[0061] Figure 2 A schematic diagram provided for embodiments of this application, intended to show the sleeve, steering shaft, and steering damping device at the fixed end and driving end of the drive component;

[0062] Figure 3 This is a schematic diagram of the structure of the clamping member provided in the embodiments of this application;

[0063] Figure 4 This is a schematic diagram of the clamping component from another perspective, provided in an embodiment of this application.

[0064] Figure 5 This is a schematic diagram of the steering damping device provided in the embodiments of this application;

[0065] Figure 6 A schematic diagram of the sleeve, steering shaft, and steering damping device from another perspective provided in an embodiment of this application;

[0066] Figure 7 A flowchart illustrating the control method for a scooter provided in an embodiment of this application;

[0067] Figure 8 This is a flowchart illustrating the control method of a scooter before obtaining a damping command, as provided in an embodiment of this application.

[0068] Explanation of reference numerals in the attached figures:

[0069] 100. Sleeve;

[0070] 110. The first opening;

[0071] 200. Steering shaft;

[0072] 300. Steering damping device;

[0073] 310. Mounting component; 311. Second opening; 320. Driving component; 321. Fixed end; 322. Output end; 323. First screw connection; 324. Second screw connection; 330. Clamping component; 331. First clamping part; 332. Second clamping part; 333. Connecting part; 3331. Through hole; 334. Rubber layer.

[0074] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0075] In related technologies, scooters have become an important means of transportation in people's daily lives. The steering shaft is an important component of the scooter, used to adjust the scooter's direction of travel. To improve the stability of the scooter's steering process, related technologies can incorporate a steering damping device on the steering shaft to apply resistance to the rotation of the steering shaft.

[0076] In related technologies, a steering damping device may include a drive element, a transmission structure, and an actuator, wherein the actuator is used to connect to the steering shaft. The drive element can drive the actuator to move via the transmission structure, thereby applying damping to the steering shaft through the actuator.

[0077] The transmission structure can include multi-stage gear sets and screws, etc., to achieve precise control of the actuator through the mating gears and screws, thereby enabling precise adjustment of the damping force applied by the actuator to the steering shaft. However, this also makes the steering damping device in related technologies complex in structure, troublesome in maintenance and repair, and results in a long energy transmission path and slow response speed.

[0078] To address the aforementioned technical problems, this application provides a scooter with a steering damping device and its control method. The scooter includes a steering shaft, a sleeve, and a steering damping device. The sleeve is fitted over the outside of the steering shaft and has a first opening facing the steering shaft. The steering damping device may include a driving member and a clamping member. The driving member has an output end and a fixed end. The fixed end is connected to the sleeve, and the output end moves relative to the fixed end along the radial direction of the sleeve. The clamping member is disposed through the first opening, with one end connected to the output end and the other end located inside the sleeve and facing the steering shaft.

[0079] The driving component is configured to drive the output end to move radially, thereby causing the clamping component to move closer to or away from the steering shaft to adjust the damping between the clamping component and the steering shaft. Compared to steering damping devices in related technologies that achieve transmission through the meshing of multiple sets of gears and screws, the damping steering device provided in this application eliminates the complex gear and screw transmission structure, simplifies the mechanical structure of the steering damping device, shortens the energy transmission path, thereby improving the response speed and reducing the complexity of subsequent maintenance and repair.

[0080] Compared to the transmission structure in related technologies that includes multi-stage gear sets and screws, the steering damping device provided in this application embodiment has a significantly reduced number of components, which not only reduces material and manufacturing costs but also improves production assembly efficiency and product yield, demonstrating outstanding economic efficiency.

[0081] Furthermore, by simplifying the structure of the steering damping device, multiple potential failure points can be eliminated at the source, making the system more stable and reliable. Simultaneously, the modular design allows multiple components of the steering damping device to become independent, detachable units, enabling quick replacement without disassembling the scooter's core structure during maintenance, significantly reducing maintenance time and labor costs.

[0082] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar devices or devices having the same or similar functions throughout. The described embodiments are some device embodiments of this application, not all device embodiments. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. Other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are all within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0083] Reference Figures 1-3 This application provides a scooter with a steering damping device, including a steering shaft 200, a sleeve 100, and a steering damping device 300. The sleeve 100 can be sleeved on the outside of the steering shaft 200, so that the steering shaft 200 can rotate around its own axis within the sleeve 100.

[0084] For example, the sleeve 100 has a first opening 110 toward the steering shaft 200 so that the steering damping device 300 can apply a damping force to the steering shaft 200 through the first opening 110.

[0085] The steering damping device 300 includes a drive element 320. The drive element 320 may have an output end 322 and a fixed end 321, the fixed end 321 being connected to the sleeve 100, and the output end 322 being movable relative to the fixed end 321 in the radial direction of the sleeve 100.

[0086] The steering damping device 300 includes a clamping member 330. The clamping member 330 is disposed through the first opening 110. One end of the clamping member 330 is connected to the output end 322, and the other end is located inside the sleeve 100 and faces the steering shaft 200, so that the output end 322 of the drive member 320 can drive the clamping member 330 to move within the first opening 110, so that the clamping member 330 can abut against the steering shaft 200 inside the sleeve 100, thereby applying a damping force to the steering shaft 200.

[0087] The drive member 320 is configured to drive the output end 322 to move in the radial direction and drive the clamping member 330 to move closer to or away from the steering shaft 200, so as to adjust the damping between the clamping member 330 and the steering shaft 200.

[0088] Compared to the steering damping device 300 in related technologies that achieves the transmission process through the meshing of multiple sets of gears and screws, the damping steering device provided in this application embodiment eliminates the complex gear and screw transmission structure, simplifies the mechanical structure of the steering damping device 300, shortens the energy transmission path, thereby improving the response speed and reducing the complexity of subsequent maintenance and repair.

[0089] In some possible implementations, the drive element 320 can be configured as an electric actuator. The fixed end 321 of the drive element 320 can be configured as the main body structure of the electric actuator, and the output end 322 of the drive element 320 can be configured as the piston rod of the electric actuator.

[0090] The output end 322 of the drive member 320 can perform linear motion along the radial direction of the sleeve 100. The output end 322 of the drive member 320 can provide a direct and controllable linear driving force to the clamping member 330, thereby precisely adjusting the pressure applied by the clamping member 330 to the steering shaft 200 to achieve the adjustment of the damping force.

[0091] For example, the steering damping device 300 may also include a mounting member 310. The two ends of the mounting member 310 are detachably connected to opposite sides of the sleeve 100 in the radial direction, and the fixed end 321 of the drive member 320 may be connected to the middle region of the mounting member 310, so that the fixed end 321 of the drive member 320 can be connected to the outer surface of the sleeve 100 through the mounting member 310.

[0092] Mounting component 310 can be configured as an arched plate-shaped bracket, a U-shaped clamp, or a frame structure formed by connecting two independent support arms. Mounting component 310 can be connected to the pre-set lugs, threaded holes, or annular grooves on the outer wall of sleeve 100 by means of bolt connection, snap-fit ​​connection, or clamp locking.

[0093] The connection between the fixed end 321 of the drive component 320 and the middle area of ​​the mounting component 310 can also be achieved by bolt fixing, welding or integral molding, so as to achieve the connection between the fixed end 321 of the drive component 320 and the sleeve 100.

[0094] Mounting member 310 provides a stable mounting base for drive member 320 across the outside of sleeve 100, ensuring that drive member 320 will not be displaced or vibrate due to reaction force during operation. Furthermore, mounting member 310 can distribute the force applied by drive member 320 to the connection points on both radial sides of sleeve 100, thereby improving the stress state of local areas of sleeve 100.

[0095] For example, the mounting component 310 can be configured as a mounting bracket, the middle region of the mounting component 310 can be spaced apart from the outer surface of the sleeve 100, and both ends of the mounting component 310 are connected to the sleeve 100.

[0096] Mounting member 310 may also have a second opening 311 located in the middle region. Fixed end 321 may be located on the side of mounting member 310 away from sleeve 100, and output end 322 may pass through the second opening 311 and be located on the side of mounting member 310 closer to sleeve 100.

[0097] The second opening 311 can be arranged radially spaced from and opposite to the first opening 110 along the sleeve 100. The second opening 311 can provide a precise guide channel for the linear movement of the output end 322 of the drive member 320, and can restrict the output end 322 from moving on a preset radial path, thereby enabling the fixed part (i.e., fixed end 321) and the moving part (i.e., output end 322) of the drive member 320 to be spatially separated and positioned by the mounting member 310.

[0098] Reference Figures 1-4 In some possible implementations, the clamping member 330 may include a first clamping part 331 and a second clamping part 332 arranged intersecting each other. One end of the first clamping part 331 and the second clamping part 332 are both connected to the output end 322 so that the first clamping part 331 and the second clamping part 332 can be driven to move closer to or away from the steering shaft 200 through the output end 322.

[0099] For example, the first end of the first clamping part 331 can be connected to the output end 322, and the second end of the first clamping part 331 can extend in a direction away from the output end 322. The first end of the second clamping part 332 can be connected to the output end 322, and the second end of the second clamping part 332 can extend in a direction away from the output end 322.

[0100] The radial linear movement of the output end 322 of the drive unit 320 can synchronously drive the first clamping part 331 and the second clamping part 332 to move closer to or away from the steering shaft 200. The first clamping part 331 and the second clamping part 332 can form multiple or different contact points or contact surfaces that interact with the steering shaft 200, thereby potentially providing a more balanced force distribution or adapting to different spatial constraints.

[0101] For example, at least one of the extending directions of the first pressing part 331 and the second pressing part 332 intersects the radial direction, such that at least one of the first pressing part 331 and the second pressing part 332 can contact the steering shaft 200 by means of the side.

[0102] The plane containing the first clamping part 331 and the second clamping part 332 can be perpendicular to the radial direction of the sleeve 100, so that the moving direction of the first clamping part 331 and the second clamping part 332 is always perpendicular to the radial direction of the sleeve 100.

[0103] At least one of the first clamping part 331 and the second clamping part 332 can be configured as an elastic clamping part. The elastic clamping part can adapt to the local features of the shape of the steering shaft 200 to provide damping force to the steering shaft 200 at different angles, thereby increasing the diversity of damping adjustment methods and the flexibility of structural design.

[0104] It is easy to understand that when the first pressing part 331 and the second pressing part 332 abut against the steering shaft 200, the first pressing part 331 and the second pressing part 332 will move closer to each other or further away from each other, so that the angle between the extension direction of the first pressing part 331 and the extension direction of the second pressing part 332 (i.e. a in the figure) will change.

[0105] For example, the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 can be proportional to the damping between the pressing member 330 and the steering shaft 200.

[0106] In other words, the greater the damping between the clamping member 330 and the steering shaft 200, the greater the angle between the extension direction of the first clamping part 331 and the extension direction of the second clamping part 332, and the tighter the contact between the first clamping part 331 and the second clamping part 332 and the steering shaft 200.

[0107] The angle formed between the extending directions of the first pressing part 331 and the second pressing part 332 is positively correlated with the magnitude of the damping force generated by the pressing member 330 on the steering shaft 200. That is, when the driving member 320 drives the output end 322 to press the first pressing part 331 and the second pressing part 332 against the steering shaft 200 to a greater extent, the normal pressure between the two and the surface of the steering shaft 200 increases, thereby increasing the frictional damping force.

[0108] At the same time, when the damping force increases, the increased normal pressure may also cause the first clamping part 331 and the second clamping part 332 to produce a more significant relative displacement or elastic deformation due to the force, which manifests as an increase in the angle between their extension directions. Conversely, when the damping force decreases, this angle also decreases accordingly.

[0109] The first clamping part 331 and the second clamping part 332 can be connected to the output end 322 through a flexible hinge point, so that they can rotate relative to each other around the hinge point when under pressure. Alternatively, the first clamping part 331 and the second clamping part 332 can be made of a material with a certain degree of elasticity, which will bend and deform under radial pressure, causing the orientation of their free ends to change.

[0110] For example, the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 can be set to 60°-90°.

[0111] For example, when the first pressing part 331 and the second pressing part 332 begin to abut against the steering shaft 200, the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 can be set to 60°. When the first pressing part 331 and the second pressing part 332 are in close contact with the steering shaft 200, the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 can be set to 90°.

[0112] The first pressing part 331 and the second pressing part 332 can be connected to each other through a connecting part 333 with pre-tightening force. In the initial state, the connecting part 333 can keep the first pressing part 331 and the second pressing part 332 at an angle of about 60 degrees, and allow the first pressing part 331 and the second pressing part 332 to gradually unfold during the pressing process.

[0113] Alternatively, the first clamping part 331 and the second clamping part 332 can be configured as elastic arms with a specific curvature, which gradually flatten under radial pressure, resulting in a change in the direction of the ends and thus increasing the included angle.

[0114] In other words, as the output end 322 of the drive member 320 drives the first pressing part 331 and the second pressing part 332 to gradually move towards the steering shaft 200 along the radial direction of the sleeve 100, the included angle between the extension direction of the first pressing part 331 and the extension direction of the second pressing part 332 can gradually increase from 60° to 90°, thereby increasing the clamping force between the first pressing part 331 and the second pressing part 332 and the steering shaft 200.

[0115] It should be noted that the smaller the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332, the larger the maximum distance between the first pressing part 331 and the second pressing part 332 and the side surface that abuts against the steering shaft 200.

[0116] The angle between the extension direction of the first pressing part 331 and the extension direction of the second pressing part 332 can be set to 75°-80° to make the structure of the first pressing part 331 and the second pressing part 332 more reasonable.

[0117] For example, the first pressing part 331 and the second pressing part 332 are both provided with a rubber layer 334 on the side surface facing the steering shaft 200, and the rubber layer 334 can be used to abut against the steering shaft 200.

[0118] The rubber layer 334 can adapt to minor unevenness on the surface of the steering shaft 200 within a certain range, increasing the actual contact area and thus providing a more uniform and stable frictional contact. Furthermore, the rubber layer 334 can have a high coefficient of friction, which helps to generate greater frictional damping force under a given normal pressure.

[0119] The rubber layer 334 can also serve as a buffer and vibration damper, reducing the impact and noise that may be generated when the clamping part 330 and the steering shaft 200 are in rigid contact. This can protect the surface of the steering shaft 200 to a certain extent and prevent scratches or wear that may be caused by direct contact between metal parts.

[0120] Reference Figures 1-4 In some possible implementations, the clamping member 330 may also include a connecting portion 333. The connecting portion 333 may be connected between the first clamping portion 331 and the second clamping portion 332 and connected to the output end 322, so that the first clamping portion 331 and the second clamping portion 332 can be connected to the output end 322 of the driving member 320 through the connecting portion 333.

[0121] The first clamping part 331 and the second clamping part 332 do not need to be directly and independently connected to the output end 322. Instead, they are indirectly connected to the output end 322 via the connecting part 333. The connecting part 333 can integrate the movement of the first clamping part 331 and the second clamping part 332, so that the first clamping part 331 and the second clamping part 332 can move synchronously and in a coordinated manner under the action of the driving member 320. At the same time, the connecting part 333 can provide a common force-bearing and mounting foundation for the first clamping part 331 and the second clamping part 332, which helps to improve the overall structural rigidity and force transmission efficiency of the clamping member 330.

[0122] For example, the connecting part 333 is configured to move in the radial direction under the drive of the drive member 320, and drive the first pressing part 331 and the second pressing part 332 to move closer to or away from the steering shaft 200.

[0123] By setting a connecting part 333 and integrating the first pressing part 331 and the second pressing part 332 into the connecting part 333, and connecting part 333 is connected to the output end 322 of the drive member 320, the pressing member 330 becomes a modular motion unit. This simplifies the assembly relationship between the drive member 320 and the first pressing part 331 and the second pressing part 332, ensures the consistency of the movement of the first pressing part 331 and the second pressing part 332, and enhances the overall stability and reliability of the pressing member 330 when subjected to radial force.

[0124] For example, the connecting portion 333 may be integrally formed with the first clamping portion 331 and the second clamping portion 332. For instance, the connecting portion 333 may be integrally formed with the first clamping portion 331 and the second clamping portion 332 by injection molding or other means to improve the overall structural stability of the clamping member 330.

[0125] And / or, the hardness of the connecting portion 333 may be greater than the hardness of at least one of the first clamping portion 331 and the second clamping portion 332. The connecting portion 333 with higher hardness can more effectively transmit the linear thrust output by the drive member 320 and resist deformation, ensuring the motion accuracy of the clamping member 330.

[0126] Furthermore, the clamping part (or one of them) with relatively low hardness can provide better elasticity or adaptability, and can produce more suitable contact deformation when in contact with the steering shaft 200 to evenly distribute contact pressure or absorb vibration.

[0127] It is easy to understand that the connecting part 333 can be integrally formed with the first pressing part 331 and the second pressing part 332 by injection molding or other means, or the connecting part 333 and the first pressing part 331 and the second pressing part 332 can be connected by splicing or hinge to realize the assembly of the pressing part 330.

[0128] Reference Figures 3-6 In some possible implementations, the output end 322 of the drive member 320 has a first threaded portion 323 on the side away from the fixed end 321, and the connecting portion 333 has a through hole 3331 corresponding to the first threaded portion 323.

[0129] The steering damping device 300 also includes a second threaded portion 324. The first threaded portion 323 can pass through the through hole 3331 and be threadedly connected to the second threaded portion 324 so that the clamping member 330 is connected to the output end 322.

[0130] The first threaded portion 323 can be configured as a bolt or a threaded section, and the second threaded portion 324 can be configured as a nut. The mating bolt and nut provide a secure and detachable mechanical connection, allowing for fine adjustment of the axial position or preload of the clamping member 330 relative to the output end 322 by tightening or loosening the threaded pair, while facilitating disassembly and replacement during maintenance.

[0131] The through hole 3331 on the connecting part 333 can be a simple smooth hole. After the first threaded part 323 passes through this hole, it is locked by a nut screwed in from the other side, thereby clamping the connecting part 333 between the end face of the output end 322 and the nut. The first threaded part 323 and the output end 322 can be integrally formed, or they can be fixed to the output end 322 by welding or threading using separate bolts. The nut, as the second threaded part 324, can be a standard hexagonal nut, a nylon lock nut, or a flange nut, or other different types.

[0132] By adopting a threaded connection consisting of a first threaded part 323, a through hole 3331, and a second threaded part 324, mechanical fastening between the clamping member 330 and the output end 322 of the driving member 320 is achieved. This not only provides sufficient connection strength to transmit radial driving force, but its adjustability and disassembly also facilitate the installation and positioning of the clamping member 330, the setting of preload force, and subsequent maintenance, thereby enhancing the maintainability and assembly flexibility of the entire steering damping device 300.

[0133] In summary, the steering damping device 300 may include a drive member 320 and a clamping member 330. The drive member 320 has an output end 322 and a fixed end 321. The fixed end 321 is connected to the sleeve 100, and the output end 322 moves relative to the fixed end 321 in the radial direction of the sleeve 100. The clamping member 330 is disposed through the first opening 110. One end of the clamping member 330 is connected to the output end 322, and the other end is located inside the sleeve 100 and faces the steering shaft 200.

[0134] The drive member 320 is configured to drive the output end 322 to move radially and cause the clamping member 330 to move closer to or further away from the steering shaft 200, thereby adjusting the damping between the clamping member 330 and the steering shaft 200. As the output end 322 of the drive member 320 drives the first clamping part 331 and the second clamping part 332 to gradually move radially toward the steering shaft 200 along the sleeve 100, the included angle between the extending directions of the first clamping part 331 and the second clamping part 332 can gradually increase from 60° to 90°, thereby increasing the clamping force between the first clamping part 331 and the second clamping part 332 and the steering shaft 200.

[0135] Compared to the steering damping device 300 in related technologies that achieves the transmission process through the meshing of multiple sets of gears and screws, the steering damping device provided in this application embodiment eliminates the complex gear and screw transmission structure, simplifies the mechanical structure of the steering damping device 300, shortens the energy transmission path, thereby improving the response speed and reducing the complexity of subsequent maintenance and repair.

[0136] Reference Figure 1 , Figure 7 and Figure 8 This application provides a control method for a scooter, applicable to any of the scooters described above. The executing entity in this embodiment can be a controller for the scooter, or other related computer devices with the same functions as a controller; this embodiment is not particularly limited in its application.

[0137] The control method may include: S101, obtaining damping command.

[0138] For example, the damping command can be issued by the user. For instance, the user can generate and issue a damping command by operating a physical button, touch screen interface, lever, or by operating a specific control that is linked to the braking function on the scooter. This damping command is then sent to the scooter's controller, enabling the controller to receive direct operating commands from the user.

[0139] Alternatively, the damping command can be issued by the scooter's sensing elements. The scooter can be equipped with sensing elements for perceiving the environment or vehicle status, such as image sensors, accelerometers, gyroscopes, or speed sensors.

[0140] When the image sensor detects complex road conditions ahead (such as obstacles, bumpy roads, or numerous curves), or when other sensors detect that the vehicle speed or tilt angle has reached a specific threshold, the sensor can automatically generate and send corresponding damping commands to the controller based on a preset algorithm or logic, enabling the scooter to intelligently adjust its damping according to real-time road conditions or driving status.

[0141] It is easy to understand that the damping command can be set to increase damping, decrease damping, or maintain damping.

[0142] The damping command can be specifically set to indicate increasing steering damping, decreasing steering damping, or keeping the current damping unchanged. By responding to damping commands from different sources and with different contents, the controller can execute corresponding control strategies, thereby achieving precise and flexible control of the steering damping device 300.

[0143] As an optional implementation, obtaining the damping command may include: S1011, obtaining the real-time speed information, real-time attitude information and real-time steering information of the scooter.

[0144] In some possible implementations, real-time speed information reflects how fast the scooter is currently moving, and this information can be obtained through speed sensors, encoders, or GPS-based data.

[0145] For example, real-time attitude information reflects the tilt angle, pitch angle, and other states of the scooter body relative to the horizontal plane or the direction of gravity. Real-time attitude information can be obtained through an inertial measurement unit, gyroscope, accelerometer, or radar.

[0146] For example, real-time steering information reflects the intent or degree of the scooter's current steering operation, such as the angle or angular velocity of the steering shaft 200 or the torque applied by the user to the steering mechanism. Real-time steering information can be obtained through an angle sensor, a torque sensor, or a displacement sensor at the steering shaft 200.

[0147] It should be noted that the acquisition of real-time speed information, real-time attitude information, and real-time steering information provides the necessary data foundation for subsequent dynamic adjustment of steering damping based on vehicle status.

[0148] Scooters can be equipped with sensing elements for sensing the environment or vehicle status, such as image sensors, accelerometers, gyroscopes, or speed sensors, to obtain data such as real-time speed information, real-time attitude information, and real-time steering information through these sensing elements.

[0149] After acquiring the real-time speed information, real-time attitude information, and real-time steering information of the scooter, the control method may further include: S1012, sending different damping signals to the steering damping device according to at least one of the real-time speed information, real-time attitude information, and real-time steering information.

[0150] For example, the controller can process and analyze one or more of the real-time speed information, real-time attitude information, and real-time steering information in real time. Based on the preset control logic or algorithm, it determines the current required steering damping size, and then generates a control command corresponding to the damping size, i.e., a damping signal, and sends the damping signal to the drive unit 320 in the steering damping device 300.

[0151] It is easy to understand that the damping signal can be set to increase damping, decrease damping, or maintain damping.

[0152] The content of the damping signal can be specifically set to indicate increasing steering damping, decreasing steering damping, or keeping the current damping unchanged. Thus, by responding to damping signals from different sources and with different content, the controller can execute corresponding control strategies, thereby achieving precise and flexible control of the steering damping device 300.

[0153] In some possible implementations, different damping signals are sent to the steering damping device 300 based on at least one of real-time speed information, real-time attitude information, and real-time steering information, and the method further includes: S1013, acquiring the scooter's warning speed information, warning attitude information, and warning steering information.

[0154] For example, the warning speed information, warning posture information, and warning steering information of the scooter represent a safety threshold or critical state reference value corresponding to each parameter. Their values ​​can be preset and stored in the controller based on the scooter's design parameters, safety specifications, or through calibration tests.

[0155] The control method also includes: S1014, comparing real-time speed information with warning speed information, real-time attitude information with warning attitude information, and real-time steering information with warning steering information.

[0156] For example, the controller compares the real-time speed information acquired in real time with the warning speed information, compares the real-time attitude information with the warning attitude information, and compares the real-time steering information with the warning steering information.

[0157] If at least one of the following conditions is met: real-time speed information is higher than warning speed information, real-time attitude information is higher than warning attitude information, or real-time steering information is higher than warning steering information, then an increased damping signal is sent to the steering damping device 300.

[0158] For example, if the comparison results meet the following conditions: the real-time speed information is higher than the warning speed information, and / or the real-time attitude information is higher than the warning attitude information, and / or the real-time steering information is higher than the warning steering information, then the controller determines that the scooter is in a comprehensive high-risk or unstable state.

[0159] In this situation, the controller sends a signal to the steering damping device 300 to increase the damping, aiming to enhance the stability of the steering shaft 200 by increasing the steering damping and suppress the instability trend that may be caused by the superposition of high speed, large tilt angle and large steering operation.

[0160] If the real-time speed information is lower than the warning speed information, the real-time attitude information is lower than the warning attitude information, and the real-time steering information is lower than the warning steering information, a signal to reduce damping is sent to the steering damping device 300.

[0161] For example, if the comparison results meet the following conditions: the real-time speed information is lower than the warning speed information, the real-time attitude information is lower than the warning attitude information, and the real-time steering information is lower than the warning steering information, then the controller may determine that the risk level of the current state or the requirement for steering flexibility is different.

[0162] In this situation, the controller can send a signal to the steering damping device 300 to reduce damping. The aim is to maintain handling agility during high-speed cruising, reduce steering effort, and improve responsiveness by reducing damping.

[0163] By introducing early warning information as a comparison benchmark and logically combining the comparison results of real-time information and early warning information, a set of stability judgment and graded damping control logic based on multi-parameter thresholds is formed. This enables damping adjustment not only to respond to the over-limit of a single parameter, but also to make judgments on the comprehensive state of multiple parameters. Thus, while ensuring basic safety, it may provide more targeted and refined damping control strategies to balance stability and operability.

[0164] It should be noted that the specific logical judgment conditions (such as whether the warning value is "higher" or "lower" to trigger increased damping) and the control output under different combinations of conditions can be specifically designed and adjusted according to the actual vehicle dynamics characteristics and control objectives.

[0165] In some possible implementations, the damping signal emitted by the steering damping device 300 has different levels.

[0166] For example, if any one of the following conditions is met: real-time speed information is higher than warning speed information, real-time attitude information is higher than warning attitude information, or real-time steering information is higher than warning steering information, the damping signal emitted by the steering damping device 300 can be low-level damping.

[0167] For example, when any two of the following conditions are met: real-time speed information is higher than warning speed information, real-time attitude information is higher than warning attitude information, and real-time steering information is higher than warning steering information, the damping signal emitted by the steering damping device 300 can be medium-gear damping.

[0168] For example, if any one of the following conditions is met: real-time speed information is higher than warning speed information, real-time attitude information is higher than warning attitude information, or real-time steering information is higher than warning steering information, the damping signal emitted by the steering damping device 300 can be high-level damping.

[0169] Based on the above, the steering damping device 300 can match different steering damping according to the number of the aforementioned signals to adaptively adjust the steering damping and ensure the safe operation of the scooter.

[0170] In some possible implementations, after obtaining the damping command, the control method includes: S102, controlling the drive member of the steering damping device according to the damping command, so that the clamping member of the steering damping device presses against the steering shaft of the scooter.

[0171] After completing the step of acquiring the damping command, the controller controls the drive unit 320 of the steering damping device 300 to perform corresponding actions based on the acquired damping command. Specifically, the controller parses the received damping command and identifies the intention contained therein regarding adjusting the magnitude of the steering damping force, such as "increase damping", "decrease damping" or "maintain damping".

[0172] Subsequently, the controller can generate a corresponding control signal and output it to the drive unit 320. After receiving the control signal, the drive unit 320 can drive its output terminal 322 to perform linear movement along the radial direction of the sleeve 100 according to the signal content, thereby driving the clamping member 330 to move closer to or away from the steering shaft 200.

[0173] Specifically, the drive member 320 of the steering damping device 300 is controlled according to the damping command, so that the clamping member 330 of the steering damping device 300 clamps the steering shaft 200 of the scooter, including:

[0174] If the damping command is to increase damping, the output end 322 of the control drive 320 moves closer to the steering shaft 200 relative to the fixed end 321, and the angle between the first pressing part 331 and the second pressing part 332 of the pressing part 330 increases.

[0175] For example, if the content of the acquired damping command is interpreted as indicating "increase damping", the controller generates a corresponding control signal to control the output end 322 of the drive unit 320 to move relative to its fixed end 321 in the radial direction of the sleeve 100 toward the steering shaft 200.

[0176] The output end 322 can move toward the steering shaft 200 together via the connecting part 333 or directly by driving the first pressing part 331 and the second pressing part 332 of the pressing member 330. As the pressing member 330 presses more tightly against the surface of the steering shaft 200, the relative position or shape between the first pressing part 331 and the second pressing part 332 may change under the influence of the reaction force of the steering shaft 200, specifically, the angle between their extending directions increases.

[0177] The increase in the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 is related to the increase in the normal pressure applied to the steering shaft 200, thereby increasing the steering damping force.

[0178] If the damping command is to reduce damping, the output end 322 of the control drive 320 moves away from the steering shaft 200 relative to the fixed end 321, and the angle between the first pressing part 331 and the second pressing part 332 of the pressing part 330 decreases.

[0179] If the acquired damping command is interpreted as indicating "reduce damping", the controller generates a corresponding control signal to control the output end 322 of the drive unit 320 to move relative to the fixed end 321 in the radial direction away from the steering shaft 200 along the sleeve 100.

[0180] The output end 322 can drive the first clamping part 331 and the second clamping part 332 of the clamping member 330 to separate from the surface of the steering shaft 200 or reduce the clamping force. During this process, the radial constraint force applied to the clamping member 330 is weakened, and the first clamping part 331 and the second clamping part 332 may be relatively reset due to their own elastic recovery or structural design, specifically manifested as a reduction in the angle between their extension directions.

[0181] The reduction in the angle between the extending direction of the first pressing part 331 and the extending direction of the second pressing part 332 corresponds to a reduction in the normal pressure on the steering shaft 200, thereby reducing the steering damping force.

[0182] In the description of the embodiments of this application, it should be understood that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, the connection of devices within two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0183] The terms "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. In the description of this application, "multiple" means two or more, unless otherwise precisely specified.

[0184] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or elements is not necessarily limited to those explicitly listed, but may include other steps or elements not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0185] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to the technical features of the device components or the entire device. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A scooter with a steering damping device, characterized in that, The system includes a steering shaft, a sleeve, and a steering damping device. The sleeve is fitted over the outside of the steering shaft and has a first opening facing the steering shaft. The steering damping device includes: A driving component has an output end and a fixed end, the fixed end being connected to the sleeve, and the output end being movable relative to the fixed end along the radial direction of the sleeve; A clamping member is provided through the first opening, one end of which is connected to the output end, and the other end is located inside the sleeve and faces the steering shaft; The drive member is configured to drive the output end to move along the radial direction and cause the clamping member to move closer to or away from the steering shaft, so as to adjust the damping between the clamping member and the steering shaft.

2. The scooter according to claim 1, characterized in that, The clamping component includes a first clamping part and a second clamping part arranged intersecting each other, and one end of the first clamping part and the second clamping part are both connected to the output end; At least one of the extending directions of the first pressing part and the second pressing part intersects the radial direction.

3. The scooter according to claim 2, characterized in that, The angle between the extension direction of the first pressing part and the extension direction of the second pressing part is proportional to the damping between the pressing member and the steering shaft.

4. The scooter according to claim 3, characterized in that, The angle between the extension direction of the first pressing part and the extension direction of the second pressing part is in the range of 60°-90°.

5. The scooter according to any one of claims 2-4, characterized in that, Both the first pressing part and the second pressing part have a rubber layer on the side surface facing the steering shaft, and the rubber layer is used to abut against the steering shaft.

6. The scooter according to any one of claims 2-4, characterized in that, The clamping element also includes: A connecting part is connected between the first pressing part and the second pressing part, and is connected to the output end; The connecting portion is configured to move along the radial direction under the drive of the driving member, and to cause the first pressing portion and the second pressing portion to move closer to or away from the steering shaft.

7. The scooter according to claim 6, characterized in that, The hardness of the connecting part is greater than that of at least one of the first pressing part and the second pressing part.

8. The scooter according to claim 6, characterized in that, The output end of the drive component has a first threaded portion on the side away from the fixed end, and the connecting portion has a through hole corresponding to the first threaded portion; the steering damping device further includes a second threaded portion. The first threaded portion passes through the through hole and is threadedly connected to the second threaded portion, so that the clamping member is connected to the output end.

9. The scooter according to any one of claims 1-4, characterized in that, The steering damping device also includes a mounting component, the two ends of which are detachably connected to opposite sides of the sleeve in the radial direction, and the fixed end of the drive component is connected to the middle area of ​​the mounting component.

10. The scooter according to claim 9, characterized in that, The mounting component also has a second opening located in the intermediate region, the fixed end is located on the side of the mounting component away from the sleeve, and the output end passes through the second opening and is located on the side of the mounting component closer to the sleeve.

11. A control method, characterized in that, Applied to a scooter as described in any one of claims 1-10; the control method includes: Get damping command; The drive component of the steering damping device is controlled according to the damping command so that the clamping component of the steering damping device presses against the steering shaft of the scooter.

12. The control method according to claim 11, characterized in that, Obtain damping commands, including: The real-time speed, real-time attitude, and real-time steering information of the scooter are obtained. Based on at least one of the real-time speed information, the real-time attitude information, and the real-time steering information, different damping signals are sent to the steering damping device.

13. The control method according to claim 12, characterized in that, Based on at least one of the real-time speed information, the real-time attitude information, and the real-time steering information, different damping signals are sent to the steering damping device, including: Acquire the warning speed information, warning attitude information, and warning steering information of the scooter; Compare the real-time speed information with the warning speed information, the real-time attitude information with the warning attitude information, and the real-time steering information with the warning steering information; If at least one of the following conditions is met: the real-time speed information is higher than the warning speed information, the real-time attitude information is higher than the warning attitude information, or the real-time steering information is higher than the warning steering information, an increase in damping signal is sent to the steering damping device. If the real-time speed information is lower than the warning speed information, the real-time attitude information is lower than the warning attitude information, and the real-time steering information is lower than the warning steering information, a signal to reduce damping is sent to the steering damping device.

14. The control method according to claim 11, characterized in that, Controlling the drive component of the steering damping device according to the damping command, so that the clamping component of the steering damping device presses against the steering shaft of the scooter, including: If the damping command is to increase damping, the output end of the drive component is controlled to move closer to the steering shaft relative to the fixed end, and the angle between the first pressing part and the second pressing part of the pressing component increases. If the damping command is to reduce damping, the output end of the drive component is controlled to move away from the steering shaft relative to the fixed end, and the angle between the first pressing part and the second pressing part of the pressing component decreases.

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