Steering assembly and vehicle

Abstract

The utility model provides a steering assembly and a vehicle, the steering assembly comprises a head pipe, a vertical pipe and a damper, a cavity is formed in the head pipe, and openings communicating with the cavity are formed in the two ends of the head pipe in the axial direction of the head pipe; at least part of the vertical pipe is rotatably arranged in the cavity in a penetrating mode through the opening, and a first matching part is arranged on the vertical pipe located in the cavity. The damper is arranged in the cavity and fixedly connected with the head pipe, the damper comprises a damper body and a damping rod, the damping rod is slidably arranged in the damper body in a penetrating mode, and at least one second matching part is arranged on the damping rod; wherein the first matching part is connected with the second matching part, and when the vertical pipe rotates, the first matching part can drive the second matching part to move, so that the damping rod slides in the damper body. The sensitivity of the steering assembly is reduced, so that the steering assembly is in a proper sensitivity range, the driving stability is improved, and the riding risk is reduced.

Description

Technical Field

[0001] This application relates to vehicle manufacturing technology, and more particularly to a steering component and a vehicle. Background Technology

[0002] The steering mechanism of a vehicle (such as a scooter, bicycle, or motorcycle) is a core component affecting its handling, safety, and riding experience. Because vehicles travel at relatively high speeds, an overly sensitive steering mechanism results in a light steering feel, excessively agile steering, and difficulty in control. Furthermore, when traversing uneven surfaces, an overly sensitive steering mechanism transmits wheel vibrations caused by the road surface to the steering assembly, making it difficult to control and potentially causing the rider to fall off the vehicle. In conclusion, an overly sensitive steering mechanism affects driving stability and poses a significant safety hazard. Utility Model Content

[0003] In order to overcome the above-mentioned defects in the related technologies, the purpose of this application is to provide a steering component and a vehicle. This application is beneficial to reducing the sensitivity of the steering component, so that the steering component is within a suitable sensitivity range, thereby improving driving stability and reducing riding risks.

[0004] On one hand, this application provides a steering component, including:

[0005] A head tube, wherein a cavity is formed inside the head tube, and openings communicating with the cavity are formed at both ends of the head tube along the axial direction of the head tube;

[0006] A vertical tube is used to connect to the steering operation unit of the vehicle, and the vertical tube can rotate under the drive of the steering operation unit; at least a portion of the vertical tube is rotatably inserted into the cavity through the opening, and a first mating part is provided on the vertical tube located in the cavity;

[0007] A damper is disposed in the cavity and fixedly connected to the head tube. The damper includes a damper body and a damping rod. The damping rod is slidably inserted into the damper body and is provided with at least one second mating part.

[0008] The first mating part is connected to the second mating part. When the vertical tube rotates, the first mating part can drive the second mating part to move, so that the damping rod slides within the damper body.

[0009] In one possible implementation, the damper is arranged parallel to the axial direction of the head tube, and when the vertical tube rotates, the first mating part can drive the second mating part to move along the axial direction of the head tube.

[0010] In one possible implementation, the first mating part includes a groove disposed on the vertical tube, at least a portion of the groove forming a height difference in the axial direction of the head tube; the second mating part is slidably disposed within the groove.

[0011] In one possible implementation, the groove includes a first groove segment, an intermediate groove segment, and a second groove segment. The two ends of the intermediate groove segment are respectively connected to the first groove segment and the second groove segment. Both the first groove segment and the second groove segment are inclined to the intermediate groove segment.

[0012] In one possible implementation, along the axial direction of the head tube, both the first and second slot segments are located on the first side of the intermediate slot segment;

[0013] Alternatively, along the axial direction of the head tube, both the first groove segment and the second groove segment are located on the second side of the intermediate groove segment;

[0014] Alternatively, along the axial direction of the head tube, the first groove segment is located on the first side of the intermediate groove segment, and the second groove segment is located on the second side of the intermediate groove segment;

[0015] Alternatively, along the axial direction of the head tube, the first groove segment is located on the second side of the intermediate groove segment, and the second groove segment is located on the first side of the intermediate groove segment.

[0016] In one possible implementation, the first mating part includes a protrusion disposed on the vertical tube, at least a portion of the protrusion forming a height difference in the axial direction of the head tube; the second mating part abuts against the protrusion and is slidable along the protrusion.

[0017] In one possible implementation, the protrusion includes a first protrusion segment, a middle protrusion segment, and a second protrusion segment. The two ends of the middle protrusion segment are respectively connected to the first protrusion segment and the second protrusion segment. Both the first protrusion segment and the second protrusion segment are inclined relative to the middle protrusion segment.

[0018] In one possible implementation, along the axial direction of the head tube, both the first protruding segment and the second protruding segment are located on the first side of the intermediate protruding segment;

[0019] Alternatively, along the axial direction of the head tube, both the first protruding section and the second protruding section are located on the second side of the intermediate protruding section;

[0020] Alternatively, along the axial direction of the head tube, the first protruding section is located on the first side of the intermediate protruding section, and the second protruding section is located on the second side of the intermediate protruding section;

[0021] Alternatively, along the axial direction of the head tube, the first protruding section is located on the second side of the intermediate protruding section, and the second protruding section is located on the first side of the intermediate protruding section.

[0022] In one possible implementation, the damper is provided with two second mating portions, which abut against opposite sides of the protrusion.

[0023] In one possible implementation, the second mating part includes a pulley that is rotatably connected to the damping rod.

[0024] In one possible implementation, a connector is further included, which is disposed between the damping rod and the vertical tube, the connector being detachably connected to the damping rod, and the pulley being rotatably connected to the connector.

[0025] In one possible implementation, the damping rod has a first through hole, the axis of which is perpendicular to the damping rod; the first end of the connector has a first mounting hole, and a first fastener passes through the first through hole and is fixedly connected to the first mounting hole; the second end of the connector has a pin, and the pulley is rotatably sleeved on the pin.

[0026] In one possible implementation, the first mating part includes an externally threaded section disposed on the vertical pipe, and the second mating part includes a nut, which is sleeved on the externally threaded section and fixedly connected to the damping rod.

[0027] In one possible implementation, the nut has a second through hole, the axis of which is parallel to the damping rod; the end of the damping rod away from the damper body has a second mounting hole, and a second fastener passes through the second through hole and is fixedly connected to the second mounting hole.

[0028] In one possible implementation, at least one clamp is provided in the cavity, the clamp includes an arc-shaped segment and fixed segments disposed on both sides of the arc-shaped segment, the arc-shaped segment abuts against the damper body, and the fixed segments are provided with fixed holes; the head tube is also provided with a fixed through hole, and a third fastener passes through the fixed through hole and connects to the fixed hole.

[0029] In one possible implementation, the damper further includes an adjustment knob disposed on the damper body; the head tube is also provided with an adjustment through hole, and the adjustment knob passes through the adjustment through hole and is located on the outside of the head tube.

[0030] On the other hand, this application provides a vehicle including any of the steering components described above.

[0031] This application provides a steering assembly and a vehicle. The steering assembly includes a head tube, a riser tube, and a damper. A cavity is formed inside the head tube, and openings communicating with the cavity are formed at both ends of the head tube along its axial direction. The riser tube is used to connect to the steering operation unit of the vehicle and can rotate under the drive of the steering operation unit. At least a portion of the riser tube is rotatably inserted into the cavity through the openings, and a first mating part is provided on the riser tube located in the cavity. The damper is disposed in the cavity and fixedly connected to the head tube. The damper includes a damper body and a damping rod. The damping rod is slidably inserted into the damper body and is provided with at least one second mating part. The first mating part is connected to the second mating part. When the riser tube rotates, the first mating part can drive the second mating part to move, so that the damping rod slides within the damper body. This application incorporates a damper within the head tube. A first mating part on the riser connects to a second mating part on the damping rod. When the riser rotates, the first mating part moves the second mating part, which in turn moves the damping rod within the damper body. During this sliding motion, the damper body generates resistance, hindering the rod's movement and consequently reducing the force exerted by the rider when rotating the riser. This reduces the sensitivity of the steering assembly, keeping it within a suitable range, improving driving stability, and lowering riding risks. Furthermore, by placing the damper within the head tube, the head tube can protect the damper, extending its lifespan and enhancing the vehicle's aesthetics. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 An exploded view of a steering assembly provided in an embodiment of this application;

[0034] Figure 2 for Figure 1 The main view;

[0035] Figure 3 A cross-sectional view of a steering component provided in an embodiment of this application;

[0036] Figure 4 An exploded view of a steering assembly provided in another embodiment of this application;

[0037] Figure 5 for Figure 4 The main view;

[0038] Figure 6 A cross-sectional view of a steering component provided in another embodiment of this application;

[0039] Figure 7 An exploded view of a steering assembly provided in yet another embodiment of this application;

[0040] Figure 8 for Figure 7 The main view;

[0041] Figure 9 A cross-sectional view of a steering component provided in yet another embodiment of this application;

[0042] Figure 10 A simplified structural diagram of a damper provided in one embodiment of this application;

[0043] Figure 11 A simplified structural diagram of a vehicle provided in one embodiment of this application;

[0044] Figure 12 for Figure 11 A schematic diagram with some structures hidden.

[0045] Figure label:

[0046] 10-Steering components;

[0047] 20-Steering control unit;

[0048] 30 - Frame;

[0049] 40 - Front wheel;

[0050] 50 - Rear wheel;

[0051] 100 - Head tube; 110 - Cavity; 120 - Opening; 130 - Fixing through hole; 140 - Third fastener; 150 - Adjustment through hole;

[0052] 200 - Vertical pipe; 210 - First mating part; 211 - First groove section; 212 - Intermediate groove section; 213 - Second groove section; 214 - First protruding section; 215 - Intermediate protruding section; 216 - Second protruding section;

[0053] 300-Damper; 310-Damper body; 320-Damper rod; 321-First through hole; 322-Second mounting hole; 330-Second mating part; 331-Second through hole; 340-Connector; 341-First mounting hole; 342-Pin; 350-First fastener; 360-Second fastener; 370-Clamp; 371-Arc segment; 372-Fixing segment; 373-Fixing hole; 380-Adjusting knob. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0055] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0056] As described in the background section, when a vehicle's steering components are overly sensitive, the vehicle's turning angle becomes excessive, making it difficult to control and potentially causing the driver to fall out. Furthermore, when traversing uneven road surfaces, the vibrations caused by the road surface are transmitted to the steering components, making steering difficult to control. Therefore, an overly sensitive steering component affects driving stability and poses a significant safety hazard.

[0057] In view of this, the embodiments of this application aim to provide a steering assembly and a vehicle. By setting a damper inside the head tube, a first mating part of the vertical tube is connected to a second mating part on the damping rod. When the vertical tube rotates, the first mating part can drive the second mating part to move, thereby causing the second mating part to further drive the damping rod to slide within the damper body. During the sliding process of the damping rod, the damper body will generate resistance, hindering the sliding of the damping rod, and thus hindering the force generated when the driver controls the rotation of the vertical tube, thereby reducing the sensitivity of the steering assembly, keeping the steering assembly within a suitable sensitivity range, improving driving stability, and reducing riding risks. In addition, by setting the damper inside the head tube, this application can utilize the head tube to protect the damper, which is beneficial to extending the service life of the damper and improving the aesthetics of the vehicle's appearance.

[0058] The embodiments of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can gain a more detailed understanding of the contents of this application.

[0059] Please refer to Figures 1-12 This embodiment provides a steering component 10, including:

[0060] The head tube 100, exemplarily, is generally cylindrical and may be made of a metallic material. A cavity 110 is formed inside the head tube 100, and openings 120 communicating with the cavity 110 are formed at both ends of the head tube 100 along the axial direction of the head tube 100.

[0061] A vertical tube 200 is used to connect to the vehicle's steering control unit 20. The vertical tube 200 can rotate under the drive of the steering control unit 20. For example, the steering control unit 20 can be a handle. When the driver rotates the steering control unit 20, the vertical tube 200 rotates relative to the head tube 100. The vertical tube 200 is further connected to the vehicle's steering wheel, thereby achieving vehicle steering by rotating the steering control unit 20. In this embodiment, at least a portion of the vertical tube 200 is rotatably inserted into the cavity 110 through the opening 120. A first mating part 210 is provided on the vertical tube 200 located in the cavity 110. The specific structure of the first mating part 210 can be configured as needed, for example, it can be a groove, a protrusion, a threaded section, etc.

[0062] A damper 300 is disposed within the cavity 110 and fixedly connected to the head tube 100. The damper 300 may be, for example, a damper already available in the prior art. In this embodiment, the damper 300 includes a damper body 310 and a damping rod 320, the damping rod 320 being slidably inserted within the damper body 310. For example, as... Figure 10 As shown, the damper body 310 may include a damping chamber and a damping oil chamber, which are connected by a pipeline. Damping oil fills both the damping chamber and the damping oil chamber. One end of the damping rod 320 is located within the damping chamber and can be sealed to the damping chamber via a piston or other structure. When the damping rod 320 moves relative to the damper body 310, it can push the damping oil to flow between the damping chamber and the damping oil chamber, thereby using the movement of the damping oil to provide feedback resistance to the damping rod 320.

[0063] In this embodiment, the damping rod 320 is provided with at least one second mating part 330. The specific structure of the second mating part 330 can be configured as needed, for example, it can be a slider, pulley, nut, etc. The first mating part 210 is connected to the second mating part 330. When the vertical tube 200 rotates, the first mating part 210 can drive the second mating part 330 to move, so that the damping rod 320 slides within the damper body 310, thereby providing feedback of a certain steering resistance to the driver.

[0064] As described above, in this embodiment, the first mating part 210 of the vertical tube 200 is connected to the second mating part 330 on the damping rod 320. When the vertical tube 200 rotates, the first mating part 210 can drive the second mating part 330 to move, thereby causing the second mating part 330 to further drive the damping rod 320 to slide within the damper body 310. During the sliding process of the damping rod 320, the damper body 310 will generate resistance, hindering the sliding of the damping rod 320, and thus hindering the force generated when the driver controls the rotation of the vertical tube 200, thereby reducing the sensitivity of the steering assembly 10, keeping the steering assembly 10 within a suitable sensitivity range, improving driving stability, and reducing riding risks. In addition, in this embodiment, placing the damper 300 inside the head tube 100 can protect the damper 300, which is beneficial to extending the service life of the damper 300 and improving the aesthetics of the vehicle's appearance.

[0065] Please continue to refer to Figure 3 , Figure 6 and Figure 9 In this embodiment, the damper 300 is preferably arranged parallel to the axial direction of the head tube 100; that is, the damper 300, the head tube 100, and the vertical tube 200 are parallel. When the vertical tube 200 rotates, the first mating part 210 can drive the second mating part 330 to move along the axial direction of the head tube 100, thereby causing the damping rod 320 to move up and down along the axial direction of the head tube 100.

[0066] In this embodiment, the damper 300 is arranged parallel to the head tube 100, which helps to make full use of the internal space of the head tube 100, thereby helping to reduce the volume of the head tube 100.

[0067] Based on the different structures of the first mating part 210 and the second mating part 330, this embodiment has a variety of different implementation methods.

[0068] In one possible implementation, please refer to Figures 1-3 In this embodiment, the first mating part 210 includes a groove disposed on the vertical tube 200, at least a portion of which forms a height difference along the axial direction of the head tube 100; that is, along the axial direction of the head tube 100, some grooves are not at the same height as other grooves, and at this time, the vertical tube 200 and the grooves thereon together constitute a cylindrical cam structure. The second mating part 330 is slidably disposed within the groove. Exemplarily, the second mating part 330 can be a slider or a rotating shaft, etc.

[0069] With the above structure, when the vertical tube 200 rotates, the second mating part 330 will slide along the groove. Since there is a height difference in the groove, the second mating part 330 will move up and down along the axial direction of the head tube 100 accordingly. Then, the second mating part 330 will drive the damping rod 320 to slide in the damper body 310, and provide feedback to the driver on a certain steering resistance.

[0070] Please continue to refer to Figure 2 In this embodiment, the groove includes a first groove segment 211, an intermediate groove segment 212, and a second groove segment 213. The two ends of the intermediate groove segment 212 are respectively connected to the first groove segment 211 and the second groove segment 213. The first groove segment 211 and the second groove segment 213 are both inclined to the intermediate groove segment 212, thereby creating a height difference in the axial direction of the groove in the head tube 100.

[0071] Specifically, when the vertical tube 200 in this embodiment is not turned, the second mating part 330 can be located in the middle groove section 212. Since the first groove section 211 and the second groove section 213 are both inclined to the middle groove section 212, when the vertical tube 200 rotates, the second mating part 330 can enter the first groove section 211 or the second groove section 213 from the middle groove section 212, thereby driving the damping rod 320, which is fixedly connected to the second mating part 330, to move up and down along the axial direction of the head tube 100. The damper 300 provides feedback to the driver with a certain steering resistance.

[0072] The structure of the groove in this embodiment can be configured as needed. In some embodiments, such as Figure 1 and Figure 2 As shown, along the axial direction of the head tube 100, the first groove segment 211 and the second groove segment 213 of this embodiment are both located on the first side of the intermediate groove segment 212, wherein the first side is the side away from the wheel, and the intermediate groove segment 212 is located close to the wheel.

[0073] At this time, when the vertical tube 200 is not turning, the damping rod 320 is at the lowest position of its stroke. When the vertical tube 200 turns, the second mating part 330 enters the first groove 211 or the second groove 213 from the intermediate groove section 212, and the corresponding damping rod 320 extends out from the damper body 310.

[0074] In some embodiments, along the axial direction of the head tube 100, the first groove segment 211 and the second groove segment 213 of this embodiment are both located on the second side of the intermediate groove segment 212, wherein the second side is the side facing the wheel, and the intermediate groove segment 212 is disposed away from the wheel.

[0075] At this time, when the vertical tube 200 is not turning, the damping rod 320 is at the highest position of its stroke. When the vertical tube 200 turns, the second mating part 330 enters the first groove 211 or the second groove 213 from the middle groove section 212, and the corresponding damping rod 320 retracts into the damper body 310.

[0076] In some embodiments, along the axial direction of the head tube 100, the first groove segment 211 of this embodiment is located on the first side of the intermediate groove segment 212, and the second groove segment 213 is located on the second side of the intermediate groove segment 212, wherein the first side is the side away from the wheel, and the second side is the side facing the wheel. Along the axial direction of the head tube 100, the intermediate groove segment 212 is located between the first groove segment 211 and the second groove segment 213.

[0077] At this time, when the vertical tube 200 is not rotating, the damping rod 320 is located in the middle position of its stroke. When the vertical tube 200 rotates towards the first groove section 211, the damping rod 320 continues to extend from the middle position. When the vertical tube 200 rotates towards the second groove section 213, the damping rod 320 retracts from the middle position into the damper body 310.

[0078] In some embodiments, along the axial direction of the head tube 100, the first groove segment 211 of this embodiment is located on the second side of the intermediate groove segment 212, and the second groove segment 213 is located on the first side of the intermediate groove segment 212, wherein the first side is the side away from the wheel, and the second side is the side facing the wheel. Along the axial direction of the head tube 100, the intermediate groove segment 212 is located between the first groove segment 211 and the second groove segment 213.

[0079] At this time, when the vertical tube 200 is not rotating, the damping rod 320 is located in the middle position of its stroke. When the vertical tube 200 rotates towards the first groove section 211, the damping rod 320 retracts from the middle position into the damper body 310. When the vertical tube 200 rotates towards the second groove section 213, the damping rod 320 continues to extend from the middle position.

[0080] In another possible implementation, please refer to Figures 4-6 In this embodiment, the first mating part 210 includes a protrusion disposed on the vertical tube 200, at least a portion of which forms a height difference in the axial direction of the head tube 100; that is, in the axial direction of the head tube 100, some of the protrusions are not at the same height as other parts of the protrusion. The second mating part 330 abuts against the protrusion and can slide along the protrusion. Exemplarily, the second mating part 330 can be a slider or a rotating shaft, etc.

[0081] With the above structure, when the vertical tube 200 rotates, the second mating part 330 will slide along the protrusion. Since there is a height difference between the protrusions, the second mating part 330 will move up and down along the axial direction of the head tube 100 accordingly. Then, the second mating part 330 will drive the damping rod 320 to slide in the damper body 310, and provide feedback to the driver on a certain steering resistance.

[0082] Please continue to refer to Figure 5In this embodiment, the protrusion includes a first protrusion section 214, a middle protrusion section 215, and a second protrusion section 216. The two ends of the middle protrusion section 215 are respectively connected to the first protrusion section 214 and the second protrusion section 216. The first protrusion section 214 and the second protrusion section 216 are both inclined to the middle protrusion section 215, thereby creating a height difference between the protrusions in the axial direction of the head tube 100.

[0083] Specifically, when the vertical tube 200 in this embodiment is not turned, the second mating part 330 can abut against the middle protrusion 215. Since the first protrusion 214 and the second protrusion 216 are both inclined to the middle protrusion 215, when the vertical tube 200 rotates, the second mating part 330 can move from the middle protrusion 215 to the first protrusion 214 or the second protrusion 216, thereby driving the damping rod 320, which is fixedly connected to the second mating part 330, to move up and down along the axial direction of the head tube 100. The damper 300 provides feedback to the driver with a certain steering resistance.

[0084] The protruding structure in this embodiment can be configured as needed. In some embodiments, such as Figure 4 and Figure 5 As shown, along the axial direction of the head tube 100, the first protrusion 214 and the second protrusion 216 in this embodiment are both located on the first side of the middle protrusion 215, wherein the first side is the side away from the wheel, and the middle protrusion 215 is located close to the wheel.

[0085] At this time, when the vertical tube 200 is not turning, the damping rod 320 is at the lowest position of its stroke. When the vertical tube 200 turns, the second mating part 330 moves from the middle protrusion 215 to the first protrusion 214 or the second protrusion 216, and the corresponding damping rod 320 extends out from the damper body 310.

[0086] In some embodiments, along the axial direction of the head tube 100, the first protrusion 214 and the second protrusion 216 of this embodiment are both located on the second side of the intermediate protrusion 215, wherein the second side is the side facing the wheel, and the intermediate protrusion 215 is disposed away from the wheel.

[0087] At this time, when the vertical tube 200 is not turning, the damping rod 320 is at the highest position of its stroke. When the vertical tube 200 turns, the second mating part 330 moves from the middle protrusion 215 to the first protrusion 214 or the second protrusion 216, and the corresponding damping rod 320 retracts into the damper body 310.

[0088] In some embodiments, along the axial direction of the head tube 100, the first protruding section 214 of this embodiment is located on the first side of the intermediate protruding section 215, and the second protruding section 216 is located on the second side of the intermediate protruding section 215, wherein the first side is the side away from the wheel, and the second side is the side facing the wheel. Along the axial direction of the head tube 100, the intermediate protruding section 215 is located between the first protruding section 214 and the second protruding section 216.

[0089] At this time, when the vertical tube 200 is not rotated, the damping rod 320 is located in the middle position of its stroke. When the vertical tube 200 rotates towards the first protruding section 214, the damping rod 320 continues to extend from the middle position. When the vertical tube 200 rotates towards the second protruding section 216, the damping rod 320 retracts from the middle position into the damper body 310.

[0090] In some embodiments, along the axial direction of the head tube 100, the first protruding section 214 of this embodiment is located on the second side of the intermediate protruding section 215, and the second protruding section 216 is located on the first side of the intermediate protruding section 215. The first side is the side facing away from the wheel, and the second side is the side facing the wheel. Along the axial direction of the head tube 100, the intermediate protruding section 215 is located between the first protruding section 214 and the second protruding section 216.

[0091] At this time, when the vertical tube 200 is not rotating, the damping rod 320 is located in the middle position of its stroke. When the vertical tube 200 rotates towards the first protruding section 214, the damping rod 320 retracts from the middle position into the damper body 310. When the vertical tube 200 rotates towards the second protruding section 216, the damping rod 320 continues to extend from the middle position.

[0092] Please continue to refer to Figures 4-6 In this embodiment, the damper 300 is provided with two second mating parts 330, which abut against the opposite sides of the protrusion; that is, the two second mating parts 330 abut against the upper and lower sides of the protrusion along the axial direction of the head tube 100.

[0093] With the above structure, the two second mating parts 330 can clamp the protrusion from above and below, thereby improving the stability of the connection.

[0094] Please continue to refer to Figures 1-6 In this embodiment, the second mating part 330 includes a pulley, which is rotatably connected to the damping rod 320. Exemplarily, the damping rod 320 can be connected to the pulley via a pin or other component. A bearing may be provided inside the pulley, and the pulley is fitted onto the pin via the inner ring of the bearing, thereby allowing the pulley to rotate relative to the pin.

[0095] In this embodiment, by selecting a pulley as the second mating part 330, the friction between the second mating part 330 and the first mating part 210 can be reduced, thereby improving the smoothness of movement and reducing noise.

[0096] Furthermore, this embodiment also includes a connector 340, which is disposed between the damping rod 320 and the vertical tube 200. The connector 340 is detachably connected to the damping rod 320, and the pulley is rotatably connected to the connector 340.

[0097] In this embodiment, the gap between the damping rod 320 and the vertical tube 200 is filled by the connector 340, so that the pulley can be better connected with the first mating part 210.

[0098] Specifically, in this embodiment, the damping rod 320 is provided with a first through hole 321, the axis of which is perpendicular to the damping rod 320. The first end of the connector 340 is provided with a first mounting hole 341, and a first fastener 350 passes through the first through hole 321 and is fixedly connected to the first mounting hole 341. Exemplarily, the first fastener 350 can be a bolt or screw, and the first mounting hole 341 can be a threaded hole, with the first fastener 350 threadedly connected to the first mounting hole 341 after passing through the first through hole 321.

[0099] In this embodiment, the second end of the connector 340 is provided with a pin 342, and the pulley is rotatably sleeved on the pin 342. It can be understood that when there are two second mating parts 330, the second end of the connector 340 can be provided with two pins 342, and the two pins 342 are spaced apart along the axial direction of the head tube 100, so as to connect with the two second mating parts 330 respectively.

[0100] In another possible implementation, please refer to Figures 7-9 In this embodiment, the first mating part 210 includes an external thread section provided on the vertical tube 200, and the second mating part 330 includes a nut, which is sleeved on the external thread section and fixedly connected to the damping rod 320.

[0101] In this embodiment, when the vertical tube 200 is rotated, the nut moves up and down relative to the vertical tube 200, thereby causing the damping rod 320 to slide within the damper body 310, providing feedback of a certain steering resistance to the driver.

[0102] Specifically, in this embodiment, the nut is provided with a second through hole 331, the axis of which is parallel to the damping rod 320. The end of the damping rod 320 opposite to the damper body 310 is provided with a second mounting hole 322. A second fastener 360 passes through the second through hole 331 and is fixedly connected to the second mounting hole 322. Exemplarily, the second fastener 360 can be a bolt or screw, and the second mounting hole 322 can be a threaded hole. The second fastener 360 passes through the second through hole 331 and is threadedly connected to the second mounting hole 322, thereby locking the nut onto the damping rod 320.

[0103] Please continue to refer to Figures 1-9In this embodiment, at least one clamp 370 is provided within the cavity 110. The clamp 370 includes an arc-shaped segment 371 and fixing segments 372 disposed on both sides of the arc-shaped segment 371. The arc-shaped segment 371 is adapted to the shape of the damper body 310 and abuts against the damper body 310. The fixing segments 372 are used for fixed connection with the head tube 100, thereby fixing the damper 300 inside the head tube 100.

[0104] Specifically, in this embodiment, the fixing section 372 is provided with a fixing hole 373, and the head tube 100 is also provided with a fixing through hole 130. The third fastener 140 passes through the fixing through hole 130 and is connected to the fixing hole 373. Exemplarily, the third fastener 140 can be a bolt or a screw, and the fixing hole 373 can be a threaded hole. The third fastener 140 passes through the fixing through hole 130 and is threadedly connected to the fixing hole 373.

[0105] The number of clamps 370 can be set as needed in this embodiment. For example, such as... Figures 1-9 As shown, this embodiment may have two clamps 370, which are spaced apart along the axial direction of the head tube 100; the surface of the head tube 100 is provided with four fixing through holes 130, and the damper 300 is fixed in the head tube 100 by four third fasteners 140.

[0106] Please refer to Figures 1-10 The damper 300 in this embodiment also includes an adjustment knob 380, which is disposed on the damper body 310. The adjustment knob 380 can adjust the opening of the pipeline between the damping chamber and the damping oil chamber, thereby adjusting the magnitude of the resistance fed back by the damper 300.

[0107] The head tube 100 is also provided with an adjustment through hole 150, and the adjustment knob 380 passes through the adjustment through hole 150 and is located on the outside of the head tube 100. The driver can turn the adjustment knob 380 according to personal driving preferences to adjust the appropriate resistance and make the steering assembly 10 within a suitable sensitivity range.

[0108] Please refer to Figures 11-12 This embodiment also provides a vehicle including the aforementioned steering assembly 10.

[0109] Specifically, the vehicle includes a steering operation unit 20 connected to the steering assembly 10, which may be, for example, a handle. The vehicle also includes a frame 30, a front wheel 40, and a rear wheel 50, with the front wheel 40 and rear wheel 50 respectively disposed on opposite sides of the frame 30. The steering assembly 10 is mounted on the frame near the front wheel 40, and the steering operation unit 20 is connected to the front wheel 40 via the steering assembly 10, thereby allowing control of the rotation direction of the front wheel 40.

[0110] like Figure 12As shown, the adjustment knob 380 of the damper 300 is located on the outside of the head tube 100. The driver can turn the adjustment knob 380 according to personal driving preferences to adjust the appropriate resistance and make the steering assembly 10 within a suitable sensitivity range.

[0111] Because the vehicle in this embodiment uses the aforementioned steering assembly 10, the steering assembly 10 can be kept within a suitable sensitivity range, improving driving stability and reducing riding risks. Furthermore, by placing the damper inside the head tube, this embodiment can protect the damper, extending its service life and enhancing the vehicle's aesthetics.

[0112] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are 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, and therefore should not be construed as a limitation of this application.

[0113] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of 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.

[0114] It should be noted that in the description of this application, the terms "first" and "second" are used only for convenience in describing different components and should not be construed as indicating or implying a sequential relationship, relative importance, or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features.

[0115] The embodiments or implementation methods in this application are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0116] In the description of this application, the terms "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with an embodiment or example that are included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0117] 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 some or all of the technical features therein. 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 application.

Claims

1. A steering component, characterized in that, include: A head tube, wherein a cavity is formed inside the head tube, and openings communicating with the cavity are formed at both ends of the head tube along the axial direction of the head tube; A vertical tube is used to connect to the steering operation unit of the vehicle, and the vertical tube can rotate under the drive of the steering operation unit; at least a portion of the vertical tube is rotatably inserted into the cavity through the opening, and a first mating part is provided on the vertical tube located in the cavity; A damper is disposed in the cavity and fixedly connected to the head tube. The damper includes a damper body and a damping rod. The damping rod is slidably inserted into the damper body and is provided with at least one second mating part. The first mating part is connected to the second mating part. When the vertical tube rotates, the first mating part can drive the second mating part to move, so that the damping rod slides within the damper body.

2. The steering assembly according to claim 1, characterized in that, The damper is arranged parallel to the axial direction of the head tube. When the vertical tube rotates, the first mating part can drive the second mating part to move along the axial direction of the head tube.

3. The steering assembly according to claim 2, characterized in that, The first mating part includes a groove provided on the vertical tube, and at least part of the groove forms a height difference in the axial direction of the head tube; the second mating part is slidably disposed in the groove.

4. The steering assembly according to claim 3, characterized in that, The groove includes a first groove segment, a middle groove segment, and a second groove segment. The two ends of the middle groove segment are respectively connected to the first groove segment and the second groove segment. The first groove segment and the second groove segment are both inclined to the middle groove segment.

5. The steering assembly according to claim 4, characterized in that, Along the axial direction of the head tube, both the first groove segment and the second groove segment are located on the first side of the intermediate groove segment; Alternatively, along the axial direction of the head tube, both the first groove segment and the second groove segment are located on the second side of the intermediate groove segment; Alternatively, along the axial direction of the head tube, the first groove segment is located on the first side of the intermediate groove segment, and the second groove segment is located on the second side of the intermediate groove segment; Alternatively, along the axial direction of the head tube, the first groove segment is located on the second side of the intermediate groove segment, and the second groove segment is located on the first side of the intermediate groove segment.

6. The steering assembly according to claim 2, characterized in that, The first mating part includes a protrusion disposed on the vertical tube, at least a portion of the protrusion forming a height difference in the axial direction of the head tube; the second mating part abuts against the protrusion and is slidable along the protrusion.

7. The steering assembly according to claim 6, characterized in that, The protrusion includes a first protrusion segment, a middle protrusion segment, and a second protrusion segment. The two ends of the middle protrusion segment are respectively connected to the first protrusion segment and the second protrusion segment. The first protrusion segment and the second protrusion segment are both inclined to the middle protrusion segment.

8. The steering assembly according to claim 7, characterized in that, Along the axial direction of the head tube, both the first protruding section and the second protruding section are located on the first side of the intermediate protruding section; Alternatively, along the axial direction of the head tube, both the first protruding section and the second protruding section are located on the second side of the intermediate protruding section; Alternatively, along the axial direction of the head tube, the first protruding section is located on the first side of the intermediate protruding section, and the second protruding section is located on the second side of the intermediate protruding section; Alternatively, along the axial direction of the head tube, the first protruding section is located on the second side of the intermediate protruding section, and the second protruding section is located on the first side of the intermediate protruding section.

9. The steering assembly according to claim 6, characterized in that, The damper is provided with two second mating parts, which abut against the opposite sides of the protrusion respectively.

10. The steering assembly according to any one of claims 3-9, characterized in that, The second mating part includes a pulley, which is rotatably connected to the damping rod.

11. The steering assembly according to claim 10, characterized in that, It also includes a connector disposed between the damping rod and the vertical tube, the connector being detachably connected to the damping rod, and the pulley being rotatably connected to the connector.

12. The steering assembly according to claim 11, characterized in that, The damping rod has a first through hole, the axis of which is perpendicular to the damping rod; the first end of the connector has a first mounting hole, and a first fastener passes through the first through hole and is fixedly connected to the first mounting hole; the second end of the connector has a pin, and the pulley is rotatably sleeved on the pin.

13. The steering assembly according to claim 2, characterized in that, The first mating part includes an external threaded section disposed on the vertical pipe, and the second mating part includes a nut, which is sleeved on the external threaded section and fixedly connected to the damping rod.

14. The steering assembly according to claim 13, characterized in that, The nut has a second through hole, the axis of which is parallel to the damping rod; the end of the damping rod away from the damper body has a second mounting hole, and the second fastener passes through the second through hole and is fixedly connected to the second mounting hole.

15. The steering assembly according to claim 1 or 2, characterized in that, At least one clamp is provided inside the cavity. The clamp includes an arc-shaped segment and fixed segments disposed on both sides of the arc-shaped segment. The arc-shaped segment abuts against the damper body, and the fixed segments are provided with fixed holes. The head tube is also provided with a fixed through hole, and a third fastener passes through the fixed through hole and connects to the fixed hole.

16. The steering assembly according to claim 1 or 2, characterized in that, The damper also includes an adjustment knob, which is disposed on the damper body; the head tube is also provided with an adjustment through hole, and the adjustment knob passes through the adjustment through hole and is located on the outside of the head tube.

17. A vehicle, characterized in that, Includes the steering component as described in any one of claims 1-16.

Images