Scooter steering damping device and scooter

Abstract

The utility model provides a scooter steering damping device and a scooter, and relates to the technical field of scooters. The utility model provides a scooter steering damping device which comprises a head pipe connected with a scooter body, a vertical pipe rotatably arranged in the head pipe in a penetrating mode, a first permanent magnet and a second permanent magnet. The first permanent magnet is connected to the inner wall of the head pipe, the second permanent magnet is connected to the outer wall of the vertical pipe, a gap is formed between the first permanent magnet and the second permanent magnet in the radial direction of the head pipe, and the vertical pipe is configured to provide steering damping force and steering return force through attraction or repulsive force between the first permanent magnet and the second permanent magnet. The utility model provides a scooter steering damping device and a scooter, which can reduce shaking of a steering system and improve riding safety.

Description

Technical Field

[0001] This utility model relates to the field of scooter technology, and in particular to a scooter steering damping device and a scooter. Background Technology

[0002] In the realm of short-distance transportation, electric scooters, due to their portability and flexibility, have become an important means of transportation, widely used in commuting, leisure, and other scenarios. As users' demands for speed continue to increase, the issue of handling stability at high speeds is receiving increasing attention, and complex road conditions also place higher demands on the smoothness of vehicle operation.

[0003] In the existing technology, when the vehicle is traveling at high speed or the road conditions are poor, the steering system from the front wheel to the handlebars is prone to vibration. This vibration will directly interfere with the driver's precise control of the direction and affect the safety of riding. Utility Model Content

[0004] To address at least one of the problems mentioned in the background art, this utility model provides a scooter steering damping device and a scooter, which can reduce steering system vibration and improve riding safety.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] In a first aspect, this utility model provides a scooter steering damping device, including a head tube connected to the vehicle body, a vertical tube rotatably inserted in the head tube, a first permanent magnet, and a second permanent magnet; the first permanent magnet is connected to the inner wall of the head tube, the second permanent magnet is connected to the outer wall of the vertical tube, the first permanent magnet and the second permanent magnet have a gap between them along the radial direction of the head tube, and the vertical tube is configured to provide steering damping force and steering return force through the attractive force or repulsive force between the first permanent magnet and the second permanent magnet.

[0007] As an alternative implementation, the first permanent magnet and the second permanent magnet are positioned radially opposite each other along the head tube, and the adjacent magnetic poles of the first permanent magnet and the second permanent magnet are opposite, so as to provide the steering damping force and steering return force of the riser through the attraction between the first permanent magnet and the second permanent magnet.

[0008] As an alternative implementation, the first permanent magnet and the second permanent magnet have an arc-shaped cross-section along the radial direction of the head tube.

[0009] As an alternative implementation, the first permanent magnet and the second permanent magnet are transitioned by an arc at their opposite ends along the circumference of the head tube.

[0010] As an optional implementation, the inner diameter of the first permanent magnet, the outer diameter of the first permanent magnet, the inner diameter of the second permanent magnet, and the outer diameter of the second permanent magnet are all the same.

[0011] As an optional implementation, it also includes a first connector and a second connector. The first permanent magnet and the head tube have corresponding positions with a first connecting hole, and the first connector is connected to the first connecting hole to connect the first permanent magnet and the head tube together. The second permanent magnet and the vertical tube have corresponding positions with a second connecting hole, and the second connector is connected to the second connecting hole to connect the second permanent magnet and the vertical tube together.

[0012] As an optional implementation, the second permanent magnet includes two sub-magnets arranged circumferentially along the vertical tube. The adjacent magnetic poles of the first permanent magnet and the two sub-magnets are the same, so that the repulsive force of the two sub-magnets on both sides of the first permanent magnet provides the steering damping force and steering return force of the vertical tube.

[0013] As an optional implementation, the circumferential distance between the two sub-magnets is greater than or equal to the arc length of the first permanent magnet along the circumference of the head tube.

[0014] As an optional implementation, the second permanent magnet is disposed on the side of the vertical tube opposite to the first permanent magnet and forms a circumferential complement to the first permanent magnet. The magnetic poles inside the first permanent magnet and the magnetic poles outside the second permanent magnet are the same, so as to provide the steering damping force and steering return force of the vertical tube through the repulsive force between the first permanent magnet and the second permanent magnet.

[0015] Secondly, this utility model also provides a scooter, including the scooter steering damping device described in the first aspect.

[0016] The scooter steering damping device provided by this utility model includes a head tube connected to the scooter body, a vertical tube rotatably inserted in the head tube, a first permanent magnet, and a second permanent magnet; the first permanent magnet is connected to the inner wall of the head tube, the second permanent magnet is connected to the outer wall of the vertical tube, and there is a gap between the first permanent magnet and the second permanent magnet along the radial direction of the head tube; the vertical tube is configured to provide steering damping force and steering return force through the attractive force or repulsive force between the first permanent magnet and the second permanent magnet.

[0017] The scooter steering damping device provided by this utility model uses a first permanent magnet on the inner wall of the head tube and a second permanent magnet on the outer wall of the vertical tube. The attraction or repulsion generated by the first and second permanent magnets along the radial distance of the head tube provides damping and self-centering forces to the steering system. When the scooter's steering system vibrates due to high-speed travel or road bumps, the interaction between the first and second permanent magnets suppresses abnormal rotation of the vertical tube. The damping force buffers the vibration amplitude of the steering system, while the self-centering force causes the vertical tube to quickly return to its original position, reducing the interference of vibration on directional control. Furthermore, the scooter steering damping device provided by this utility model has a simple structure and requires no complex mechanical parts. Through the non-contact action of the permanent magnets, it can adapt to changes in steering resistance under different road conditions. While ensuring steering flexibility, it effectively improves handling stability at high speeds and ride smoothness on bumpy roads, reducing safety hazards and improving riding safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the overall structure of the scooter steering damping device provided in this embodiment of the utility model;

[0020] Figure 2 A first cross-sectional view of the scooter steering damping device provided in an embodiment of this utility model;

[0021] Figure 3 for Figure 2 Exploded view of the steering damping device on the scooter;

[0022] Figure 4 A second cross-sectional view of the scooter steering damping device provided in this embodiment of the utility model;

[0023] Figure 5 for Figure 4 Exploded view of the steering damping device on the scooter;

[0024] Figure 6 A third cross-sectional view of the scooter steering damping device provided in this embodiment of the utility model;

[0025] Figure 7 A schematic diagram of a scooter provided in an embodiment of this utility model.

[0026] Explanation of reference numerals in the attached figures:

[0027] 100- Scooter steering damping device;

[0028] 110-Head tube;

[0029] 120 - Vertical pipe;

[0030] 130 - First permanent magnet;

[0031] 140 - Second permanent magnet;

[0032] 141-sub-magnet;

[0033] 150 - First connector;

[0034] 160 - Second connector;

[0035] 170 - First connecting hole;

[0036] 180 - Second connecting hole;

[0037] 200-scooter. Detailed Implementation

[0038] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0039] In this application, the terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “lateral,” and “longitudinal” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this utility model and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0040] Furthermore, in addition to indicating direction or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this utility model according to the specific circumstances.

[0041] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this utility model based on the specific circumstances.

[0042] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, elements, or components (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0043] In existing technology, when a scooter is traveling at high speed or on a road with poor conditions, the steering system from the front wheel to the handlebars is prone to vibration. This vibration directly affects the rider's precise control of the direction and affects the safety of riding.

[0044] In view of this, the present invention provides a scooter steering damping device, including a head tube connected to the scooter body, a vertical tube rotatably inserted in the head tube, a first permanent magnet, and a second permanent magnet; the first permanent magnet is connected to the inner wall of the head tube, and the second permanent magnet is connected to the outer wall of the vertical tube, with a gap between the first and second permanent magnets along the radial direction of the head tube. The scooter steering damping device provided by the present invention provides damping force and self-centering force to the steering system by setting the first permanent magnet on the inner wall of the head tube and the second permanent magnet on the outer wall of the vertical tube, and utilizing the attractive or repulsive force generated by the radial gap between the first and second permanent magnets along the head tube. When the scooter's steering system vibrates due to high-speed travel or road bumps, the interaction force between the first and second permanent magnets can suppress abnormal rotation of the vertical tube, the damping force can buffer the vibration amplitude of the steering system, and the self-centering force can quickly reset the vertical tube, reducing the interference of vibration on directional control, effectively improving the handling stability at high speeds and the ride smoothness on bumpy roads, and improving riding safety.

[0045] Figure 1 A schematic diagram of the overall structure of the scooter steering damping device provided in this embodiment of the utility model; Figure 2 A first cross-sectional view of the scooter steering damping device provided in an embodiment of this utility model;

[0046] Figure 3 for Figure 2 Exploded view of the steering damping device on the scooter; Figure 4 A second cross-sectional view of the scooter steering damping device provided in this embodiment of the utility model; Figure 5 for Figure 4 Exploded view of the steering damping device on the scooter; Figure 6 A third cross-sectional view of the scooter steering damping device provided in this embodiment of the utility model; Figure 7 A schematic diagram of a scooter provided in an embodiment of this utility model.

[0047] You can refer to this. Figures 1 to 7 This utility model provides a scooter steering damping device 100, including a head tube 110 connected to the scooter body, a vertical tube 120 rotatably inserted in the head tube 110, a first permanent magnet 130, and a second permanent magnet 140; the first permanent magnet 130 is connected to the inner wall of the head tube 110, and the second permanent magnet 140 is connected to the outer wall of the vertical tube 120. The first permanent magnet 130 and the second permanent magnet 140 are spaced apart along the radial direction of the head tube 110. The vertical tube 120 is configured to provide steering damping force (resistance when the vertical tube 120 rotates) and steering return force (power to restore the vertical tube 120 to its initial position before rotation) through the attractive or repulsive force between the first permanent magnet 130 and the second permanent magnet 140.

[0048] The scooter steering damping device 100 provided in this embodiment of the utility model provides damping force and self-centering force to the steering system by setting a first permanent magnet 130 on the inner wall of the head tube 110 and a second permanent magnet 140 on the outer wall of the vertical tube 120. The attraction or repulsion force generated by the first permanent magnet 130 and the second permanent magnet 140 along the radial distance of the head tube 110. When the steering system of the scooter 200 vibrates due to high-speed travel or road bumps, the interaction force between the first permanent magnet 130 and the second permanent magnet 140 can suppress abnormal rotation of the vertical tube 120. The damping force can buffer the vibration amplitude of the steering system, and the self-centering force can make the vertical tube 120 quickly return to its original position, reducing the interference of vibration on directional control. At the same time, the scooter steering damping device 100 provided in this utility model has a simple structure and does not require complex mechanical parts. Through the non-contact action of the permanent magnets, it can adapt to the changes in steering resistance under different road conditions. While ensuring steering flexibility, it effectively improves the handling stability at high speed and the riding smoothness when the road is bumpy, reduces safety hazards, and improves riding safety.

[0049] like Figure 2 and Figure 3As shown in the above embodiment, the first permanent magnet 130 and the second permanent magnet 140 can be positioned radially opposite each other along the head tube 110, and the adjacent magnetic poles of the first permanent magnet 130 and the second permanent magnet 140 are opposite, so that the attractive force between the first permanent magnet 130 and the second permanent magnet 140 provides the steering damping force and steering return force of the steerable tube 120. It can be understood that when the steerable tube 120 rotates or is subjected to impact vibration, the attractive force between the first permanent magnet 130 and the second permanent magnet 140 acts as a damping force to suppress abnormal rotation of the steerable tube 120, buffer the vibration amplitude, and prevent the driver from losing control; at the same time, the attractive force points to the neutral position to form a return force, pushing the steerable tube 120 to quickly return to its original position, eliminating directional deviation, improving high-speed handling stability and smoothness on complex road surfaces, and bringing a safer and more comfortable riding experience.

[0050] In the above embodiment, the first permanent magnet 130 and the second permanent magnet 140 have arc-shaped cross-sections along the radial direction of the head tube 110. The arc-shaped cross-sections of the first permanent magnet 130 and the second permanent magnet 140 along the radial direction of the head tube 110 allow for a higher degree of contact with the cylindrical surfaces of the head tube 110 and the vertical tube 120, maximizing the magnetic field coupling area of ​​the permanent magnets, enhancing the magnetic force effect, and providing stronger damping and self-centering forces within the same magnet volume. The arc-shaped cross-sections allow the magnetic field range to match the actual steering angle of the vertical tube 120, ensuring that the attractive force between the permanent magnets is always uniformly distributed radially within the normal steering range of the vertical tube 120, avoiding damping force fluctuations caused by irregular cross-sectional shapes. When the vertical tube 120 rotates, this uniform and stable damping force can continuously suppress the yaw and vibration of the steering system, with particularly significant effects when cornering or dealing with complex road conditions such as continuous bumps. Meanwhile, the evenly distributed attraction ensures that the direction of the return force always points precisely to the steering neutral position, helping the vertical tube 120 to quickly and smoothly reset, further optimizing the handling stability at high speeds and the ride smoothness under complex road conditions.

[0051] In the above embodiment, the first permanent magnet 130 and the second permanent magnet 140 can transition along an arc at their opposite ends in the circumferential direction of the head tube 110. It can be understood that when the vertical tube 120 turns to near its maximum angle, the arc transition structure allows the attractive force between the permanent magnets to smoothly increase or decrease with changes in their relative positions, avoiding sudden changes in magnetic force caused by right angles or sharp edges, thereby reducing the impact and vibration peaks of the steering system at its extreme positions. This design allows the damping force to maintain a linear change throughout the entire steering stroke of the vertical tube 120. Especially when the steering angle approaches the critical value, the arc transition can prevent a sudden increase in steering feel through the gradual attenuation of magnetic force, improving the smoothness of handling. Simultaneously, the return force can also have a softer reset characteristic due to the arc transition, avoiding reverse vibration caused by a sudden decrease in magnetic force when the vertical tube 120 resets, ensuring that the steering system can obtain stable and comfortable damping and return effects at any angle, further enhancing driving stability and handling experience under complex road conditions.

[0052] In the above embodiments, the inner diameter, outer diameter, inner diameter, and outer diameter of the first permanent magnet 130, the second permanent magnet 140, and the second permanent magnet 140 can all be the same. The consistent inner and outer diameters of the first permanent magnet 130 and the second permanent magnet 140 ensure a uniform and constant spacing between them along the radial direction of the head tube 110, maintaining a stable attractive force between the permanent magnets throughout the entire steering stroke of the vertical tube 120. The uniform magnetic spacing avoids damping force fluctuations caused by gap variations, providing a continuous and balanced damping effect for the steering system, whether during low-speed steering or severe bumps at high speeds. Simultaneously, the constant magnetic force ensures that the return force always accurately points to the neutral steering position, avoiding reset deviations caused by uneven magnetic spacing. Furthermore, the uniform size can maximize the coupling area between magnets, enhance the efficiency of magnetic field interaction within the same volume, and improve the effect of damping and self-aligning force without adding extra magnet weight or volume. It balances structural compactness and performance stability, providing reliable mechanical support for the steering control of the scooter 200 under different road conditions.

[0053] In the above embodiments, a first connector 150 and a second connector 160 may also be included. A first connecting hole 170 is provided at a corresponding position of the first permanent magnet 130 and the head tube 110. The first connector 150 is connected to the first connecting hole 170 to connect the first permanent magnet 130 and the head tube 110 together. A second connecting hole 180 is provided at a corresponding position of the second permanent magnet 140 and the vertical tube 120. The second connector 160 is connected to the second connecting hole 180 to connect the second permanent magnet 140 and the vertical tube 120 together. Specifically, the first permanent magnet 130 and the head tube 110 are provided with the first connecting hole 170, and the first connector 150 passes through and fixes them, ensuring that the first permanent magnet 130 is firmly attached to the inner wall of the head tube 110. The second permanent magnet 140 and the vertical tube 120 are provided with the second connecting hole 180, and the second connector 160 passes through and fixes them, ensuring that the second permanent magnet 140 is firmly installed on the outer wall of the vertical tube 120. This connection method, through precise alignment of the holes and fastening with the connectors, ensures that the permanent magnet does not shift when the steering system vibrates or is subjected to force, maintaining a constant radial distance between the two along the head tube 110. This ensures stable output of the attractive force, making the damping and self-centering effects unaffected by the installation structure. Simultaneously, the design of the connecting holes and connectors facilitates disassembly and maintenance, enhancing the practicality and reliability of the device while ensuring structural strength. This guarantees that the steering damping device continues to provide stable vibration reduction and self-centering functions during long-term use.

[0054] like Figure 4 and Figure 5As shown in the above embodiment, the second permanent magnet 140 may include two sub-magnets 141 arranged circumferentially along the vertical tube 120. The adjacent magnetic poles of the first permanent magnet 130 and the two sub-magnets 141 are the same, so that the repulsive force of the two sub-magnets 141 on both sides of the first permanent magnet 130 provides the steering damping force and steering return force of the vertical tube 120. When the vertical tube 120 rotates due to steering operation or road impact, the two sub-magnets 141 can generate repulsive forces in opposite directions on both sides of the first permanent magnet 130. This repulsive force forms a damping force opposite to the steering movement direction, which can suppress abnormal rotation of the vertical tube 120 and buffer the vibration amplitude. At the same time, the resultant force of the repulsive forces on both sides always points to the neutral position of the steering system, forming a return force that prompts the vertical tube 120 to return to its original position, ensuring rapid return to the correct position after steering. This twin magnet 141 structure uses a symmetrically distributed repulsive field to keep the damping force balanced throughout the entire steering stroke of the vertical tube 120. Especially when cornering or dealing with asymmetrical road impacts, the dynamic balance of the repulsive forces on both sides can suppress the yaw of the steering system and improve handling stability.

[0055] In the above embodiment, the circumferential distance between the two sub-magnets 141 can be greater than or equal to the arc length of the first permanent magnet 130 along the circumference of the head tube 110. The circumferential spacing between the two sub-magnets 141 along the vertical tube 120 is designed to be greater than or equal to the arc length of the first permanent magnet 130 along the circumference of the head tube 110. This structural layout ensures that the first permanent magnet 130 is always within the repulsive force range of the two sub-magnets 141 throughout the entire turning stroke of the vertical tube 120. When the vertical tube 120 rotates, there is always at least one sub-magnet 141 on both sides of the first permanent magnet 130 maintaining a state of same pole relative to it, avoiding interruption of repulsive force or fluctuation of damping force due to magnet misalignment, thereby ensuring a continuous and stable output of turning damping force and self-aligning force.

[0056] like Figure 6As shown in the above embodiment, the second permanent magnet 140 can be disposed on the side of the vertical tube 120 opposite to the first permanent magnet 130, and form a circumferential complement to the first permanent magnet 130. The inner magnetic poles of the first permanent magnet 130 and the outer magnetic poles of the second permanent magnet 140 are the same, so that the repulsive force between the first permanent magnet 130 and the second permanent magnet 140 provides the steering damping force and steering return force of the vertical tube 120. It can be understood that when the vertical tube 120 rotates due to steering operation or road impact, the repulsive force between the first permanent magnet 130 and the second permanent magnet 140 forms a damping force opposite to the direction of steering movement, which can suppress abnormal rotation of the vertical tube 120 and buffer vibration amplitude. Simultaneously, the direction of the repulsive force always points to the neutral position of the steering system, forming a return force that prompts the vertical tube 120 to reset, ensuring rapid return to its original position after steering. This circumferential complementary structural design ensures that the repulsive force field is evenly distributed in the circumferential gap between the head tube 110 and the vertical tube 120. Regardless of the direction in which the vertical tube 120 rotates, the repulsive force can respond in real time and provide a balanced damping effect, suppressing the yaw and vibration of the steering system.

[0057] In addition, this utility model embodiment also provides a scooter 200, including the scooter steering damping device 100 in the above embodiment. The scooter steering damping device 100 includes a head tube 110 connected to the body, a vertical tube 120 rotatably inserted in the head tube 110, a first permanent magnet 130, and a second permanent magnet 140. The first permanent magnet 130 is connected to the inner wall of the head tube 110, and the second permanent magnet 140 is connected to the outer wall of the vertical tube 120. The first permanent magnet 130 and the second permanent magnet 140 have a distance between them along the radial direction of the head tube 110. The scooter's steering damping device 100 utilizes the attractive or repulsive forces generated by the first permanent magnet 130 and the second permanent magnet 140 along the radial distance of the head tube 110 to provide damping force and self-centering force to the steering system. When the steering system of the scooter 200 vibrates due to high-speed driving or road bumps, the interaction force between the first permanent magnet 130 and the second permanent magnet 140 can suppress abnormal rotation of the vertical tube 120. The damping force can buffer the vibration amplitude of the steering system, while the self-centering force causes the vertical tube 120 to quickly return to its original position, reducing the interference of vibration on directional control. This effectively improves the handling stability at high speeds and the ride smoothness on bumpy roads, thereby enhancing the safety of the scooter 200.

[0058] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model 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 some or all of the technical features. Such 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 utility model.

Claims

1. A scooter steering damping device, characterized in that, The device includes a head tube connected to the vehicle body, a vertical tube rotatably inserted through the head tube, a first permanent magnet, and a second permanent magnet; the first permanent magnet is connected to the inner wall of the head tube, the second permanent magnet is connected to the outer wall of the vertical tube, the first permanent magnet and the second permanent magnet are spaced apart along the radial direction of the head tube, and the vertical tube is configured to provide steering damping force and steering return force through the attractive or repulsive force between the first permanent magnet and the second permanent magnet.

2. The scooter steering damping device according to claim 1, characterized in that, The first permanent magnet and the second permanent magnet are positioned radially opposite each other along the head tube, and the adjacent magnetic poles of the first permanent magnet and the second permanent magnet are opposite, so as to provide the steering damping force and steering return force of the riser through the attraction between the first permanent magnet and the second permanent magnet.

3. The scooter steering damping device according to claim 2, characterized in that, The first permanent magnet and the second permanent magnet have arc-shaped cross sections along the radial direction of the head tube.

4. The scooter steering damping device according to claim 3, characterized in that, The first permanent magnet and the second permanent magnet are transitioned by an arc at their opposite ends along the circumference of the head tube.

5. The scooter steering damping device according to claim 4, characterized in that, The inner diameter of the first permanent magnet, the outer diameter of the first permanent magnet, the inner diameter of the second permanent magnet, and the outer diameter of the second permanent magnet are all the same.

6. The scooter steering damping device according to claim 5, characterized in that, It also includes a first connector and a second connector, wherein the first permanent magnet and the head tube have corresponding positions with a first connection hole, and the first connector is connected to the first connection hole to connect the first permanent magnet and the head tube together; The second permanent magnet and the vertical tube have corresponding positions with second connecting holes, and the second connector is connected to the second connecting holes to connect the second permanent magnet and the vertical tube together.

7. The scooter steering damping device according to claim 1, characterized in that, The second permanent magnet includes two sub-magnets arranged circumferentially along the vertical tube. The adjacent magnetic poles of the first permanent magnet and the two sub-magnets are the same, so that the repulsive force of the two sub-magnets on both sides of the first permanent magnet provides the steering damping force and steering return force of the vertical tube.

8. The scooter steering damping device according to claim 7, characterized in that, The circumferential distance between the two sub-magnets is greater than or equal to the arc length of the first permanent magnet along the circumference of the head tube.

9. The scooter steering damping device according to claim 1, characterized in that, The second permanent magnet is disposed on the side of the vertical tube opposite to the first permanent magnet and forms a circumferential complement to the first permanent magnet. The magnetic poles inside the first permanent magnet and the magnetic poles outside the second permanent magnet are the same, so as to provide the steering damping force and steering return force of the vertical tube through the repulsive force between the first permanent magnet and the second permanent magnet.

10. A scooter, characterized in that, The scooter steering damping device includes any one of claims 1-9.

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