Scooter turning damping structure and scooter

Abstract

The utility model provides a kind of scooter steering damping structure and scooter, it is related to scooter technical field.The utility model provides the steering damping structure of scooter, including and the head tube of body connection, the vertical pipe of rotatablely being arranged in head tube, friction plate, compression component, connecting piece, elastic member and adjusting mechanism;Friction plate is arranged between the inner wall of head tube and the outer wall of vertical pipe, compression component is arranged on the outside of head tube, alternatively, part of compression component is located outside head tube, another part is from the outside of head tube and into the inside of head tube;Friction plate and compression component are connected together along the radial direction of head tube by connecting piece, elastic member is arranged between compression component and head tube, adjusting mechanism is arranged on the outside of head tube;The adjusting end of adjusting mechanism is abutted to compression component, to adjust the compression degree of elastic member by adjusting mechanism.The utility model provides a kind of scooter steering damping structure and scooter, can reduce the dither of steering system, improve the safety of riding.

Description

Technical Field

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

[0002] In the short-distance transportation sector, electric scooters have become an important mode of transportation due to their portability and flexibility, and are widely used in commuting, leisure, and other scenarios. As users' demand for travel speed increases, the issue of handling stability at high speeds is receiving more and more attention, while complex road conditions also place higher demands on the smoothness of the vehicle's ride.

[0003] 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. 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 structure 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 structure, including a head tube connected to the vehicle body, a vertical tube rotatably inserted in the head tube, a friction plate, a compression assembly, a connecting member, an elastic member, and an adjustment mechanism.

[0007] The friction plate is disposed between the inner wall of the head tube and the outer wall of the vertical tube, and the compression assembly is disposed on the outside of the head tube, or, part of the compression assembly is located outside the head tube and the other part extends into the head tube from the outside of the head tube.

[0008] The friction plate and the compression assembly are connected together radially along the head tube by a connector, the elastic element is disposed between the compression assembly and the head tube, and the adjustment mechanism is disposed on the outside of the head tube;

[0009] The adjusting end of the adjusting mechanism abuts against the compression component to adjust the degree of compression of the elastic element, thereby causing the friction plate to contact or disengage from the outside of the vertical tube.

[0010] As an optional implementation, the adjustment mechanism includes a cover and an adjustment knob, the cover covering the compression assembly and connected to the head tube;

[0011] The adjustment knob is screwed onto the cover, and the end of the adjustment knob abuts against the compression component, so that the degree of compression of the elastic element can be adjusted by rotating the adjustment knob.

[0012] As an optional implementation, the compression assembly includes a compression plate and a gasket, with the friction plate and the compression plate connected together by a connector, and the gasket sandwiched between the end of the adjustment knob and the compression plate, with the end of the adjustment knob abutting against the gasket.

[0013] As an alternative implementation, the compression sheet has a limiting groove on one side of the orientation adjustment knob, and a gasket is installed in the limiting groove.

[0014] As an optional implementation, an open retaining ring is also included, which is fitted onto the adjustment knob.

[0015] As an alternative implementation, the outer side of the head tube has a mounting groove that matches the shape of the cover, and both the cover and the compression plate are disposed in the mounting groove.

[0016] As an optional implementation, the bottom of the mounting groove has a mounting hole, the side of the friction plate facing the compression plate has a first connecting post, the first connecting post passes through the mounting hole, the side of the compression plate facing the friction plate has a second connecting post corresponding to the position of the first connecting post, the first connecting post has a first connecting hole, the second connecting post has a second connecting hole, and the two ends of the connector are respectively connected to the first connecting hole and the second connecting hole.

[0017] As an optional implementation, the elastic element includes a spring, which is sleeved outside the first connecting post and the second connecting post. One end of the spring abuts against the compression plate, and the other end of the spring abuts against the bottom of the mounting groove.

[0018] As an optional implementation, the friction plate has a first support post on the side facing the compression plate, and the compression plate has a second support post on the side facing the friction plate that abuts against the first support post. The second support post and the limiting groove are positioned correspondingly along the thickness direction of the compression plate.

[0019] As an optional implementation, the friction pad has an arc-shaped cross-section along the radial direction of the head tube, and the radius of the arc surface of the friction pad facing the vertical tube is the same as the outer diameter of the vertical tube.

[0020] Secondly, this utility model also provides a scooter, including the scooter steering damping structure described in the first aspect.

[0021] The scooter steering damping structure provided by this utility model includes a head tube connected to the scooter body, a vertical tube rotatably inserted in the head tube, a friction plate, a compression assembly, a connector, an elastic element, and an adjustment mechanism. The friction plate is disposed between the inner wall of the head tube and the outer wall of the vertical tube. The compression assembly is disposed on the outer side of the head tube, or a portion of the compression assembly is located outside the head tube, and another portion extends from the outside of the head tube into the head tube. The friction plate and the compression assembly are connected together radially along the head tube by the connector. The elastic element is disposed between the compression assembly and the head tube. The adjustment mechanism is disposed on the outer side of the head tube. The adjustment end of the adjustment mechanism abuts against the compression assembly to adjust the compression degree of the elastic element, thereby causing the friction plate to contact or disengage from the outer side of the vertical tube.

[0022] The scooter steering damping structure provided by this utility model allows the friction pads to generate friction with the outer wall of the vertical tube when the scooter is vibrating at high speeds or on bumpy roads. This friction converts vibration energy into heat energy, thus suppressing abnormal swaying of the bogie and handlebars connected to the vertical tube. The adjustment mechanism changes the compression of the elastic element by squeezing the compression component, thereby adjusting the normal pressure of the friction pads on the vertical tube and achieving stepless adjustment of the damping force. The radial connection design of the connecting parts ensures that the compression component and the friction pads move synchronously, so that the damping force is evenly distributed around the vertical tube, avoiding swaying caused by uneven local force. Users can actively adapt to different road conditions through the adjustment mechanism; they can increase damping on complex roads to improve stability, or decrease damping on flat roads to improve handling, thereby improving riding stability and safety. Attached Figure Description

[0023] 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.

[0024] Figure 1 A schematic diagram of the overall structure of the scooter steering damping structure provided in this embodiment of the utility model;

[0025] Figure 2 for Figure 1 Axial sectional view;

[0026] Figure 3 for Figure 2 Enlarged view of point A in the middle;

[0027] Figure 4 for Figure 1 Radial sectional view;

[0028] Figure 5A first exploded view of the scooter steering damping structure provided in an embodiment of this utility model;

[0029] Figure 6 A second exploded view of the scooter steering damping structure provided in an embodiment of this utility model;

[0030] Figure 7 A schematic diagram of the head tube in the scooter steering damping structure provided in this embodiment of the utility model;

[0031] Figure 8 A schematic diagram of the friction plate in the steering damping structure of the scooter provided in this embodiment of the utility model;

[0032] Figure 9 A schematic diagram of the first structure of the compression plate in the scooter steering damping structure provided in this embodiment of the utility model;

[0033] Figure 10 A schematic diagram of a second structure of the compression plate in the scooter steering damping structure provided in this embodiment of the utility model;

[0034] Figure 11 A schematic diagram of a scooter provided in an embodiment of this utility model.

[0035] Explanation of reference numerals in the attached figures:

[0036] 100- Scooter steering damping structure;

[0037] 110 - Head tube; 111 - Mounting slot; 112 - Mounting hole;

[0038] 120 - Vertical pipe;

[0039] 130 - Friction plate; 131 - First connecting post; 1311 - First connecting hole; 132 - First support post;

[0040] 140 - Compression assembly; 141 - Compression plate; 142 - Gasket; 143 - Limiting groove; 144 - Second connecting post; 1441 - Second connecting hole; 145 - Second support post;

[0041] 150 - Connector;

[0042] 160 - Elastic element;

[0043] 170 - Cover;

[0044] 180-Adjustment knob;

[0045] 190-Open retaining ring;

[0046] 200-scooter. Detailed Implementation

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] In view of this, the present invention provides a scooter steering damping structure, including a head tube connected to the scooter body, a vertical tube rotatably inserted in the head tube, a friction plate, a compression assembly, a connector, an elastic element, and an adjustment mechanism; the friction plate is disposed between the inner wall of the head tube and the outer wall of the vertical tube, the compression assembly is disposed on the outer side of the head tube, or, a portion of the compression assembly is located outside the head tube, and another portion extends from the outside of the head tube into the head tube; the friction plate and the compression assembly are connected together radially along the head tube by the connector, the elastic element is disposed between the compression assembly and the head tube, and the adjustment mechanism is disposed on the outer side of the head tube; the adjustment end of the adjustment mechanism abuts against the compression assembly to adjust the degree of compression of the elastic element, thereby causing the friction plate to contact or disengage from the outer side of the vertical tube. When the scooter is traveling at high speed or when road bumps cause steering vibration, the friction plate can generate friction with the outer wall of the vertical tube, converting vibration energy into heat energy for dissipation, thereby suppressing abnormal shaking of the bogie and handlebars connected to the vertical tube. The adjustment mechanism changes the compression of the elastic element by squeezing the compression component, thereby adjusting the normal pressure of the friction plate on the vertical tube and achieving stepless adjustment of the damping force. The radial connection design of the connector ensures that the compression component and the friction plate move synchronously, so that the damping force is evenly distributed in the circumference of the vertical tube, avoiding the swaying phenomenon caused by uneven local force. Users can actively adapt to different road conditions through the adjustment mechanism. They can increase damping to improve stability on complex roads, or decrease damping to improve handling on flat roads, thereby improving the stability and safety of riding.

[0054] Figure 1 A schematic diagram of the overall structure of the scooter steering damping structure provided in this embodiment of the utility model; Figure 2 for Figure 1 Axial sectional view; Figure 3 for Figure 2 Enlarged view of point A in the middle; Figure 4 for Figure 1 Radial sectional view; Figure 5 A first exploded view of the scooter steering damping structure provided in an embodiment of this utility model; Figure 6 A second exploded view of the scooter steering damping structure provided in an embodiment of this utility model; Figure 7 A schematic diagram of the head tube in the scooter steering damping structure provided in this embodiment of the utility model; Figure 8 A schematic diagram of the friction plate in the steering damping structure of the scooter provided in this embodiment of the utility model; Figure 9 A schematic diagram of the first structure of the compression plate in the scooter steering damping structure provided in this embodiment of the utility model; Figure 10 A schematic diagram of a second structure of the compression plate in the scooter steering damping structure provided in this embodiment of the utility model; Figure 11 A schematic diagram of a scooter provided in an embodiment of this utility model.

[0055] You can refer to this. Figures 1 to 11 This utility model provides a scooter steering damping structure 100, including a head tube 110 connected to the scooter body, a vertical tube 120 rotatably inserted in the head tube 110, a friction plate 130, a compression assembly 140, a connector 150, an elastic member 160, and an adjustment mechanism; the friction plate 130 is disposed between the inner wall of the head tube 110 and the outer wall of the vertical tube 120, and the compression assembly 140 is disposed on the outer side of the head tube 110, or a portion of the compression assembly 140 is located on the head tube 110. Outside of the head tube 110, another part extends from the outside of the head tube 110 into the head tube 110; the friction plate 130 and the compression assembly 140 are connected together radially along the head tube 110 by the connector 150, the elastic element 160 is disposed between the compression assembly 140 and the head tube 110, and the adjustment mechanism is disposed on the outside of the head tube 110; the adjustment end of the adjustment mechanism abuts against the compression assembly 140 to adjust the compression degree of the elastic element 160 by adjusting the adjustment mechanism, so that the friction plate 130 contacts or disengages from the outside of the vertical tube 120.

[0056] The scooter steering damping structure 100 provided in this embodiment of the utility model can generate friction between the friction plate 130 and the outer wall of the vertical tube 120 when the scooter is traveling at high speed or when the road surface is bumpy and the steering vibration is caused. This friction converts the vibration energy into heat energy and dissipates it, thereby suppressing abnormal shaking of the bogie and handlebars connected to the vertical tube 120. The adjustment mechanism changes the compression amount of the elastic element 160 by squeezing the compression component 140, thereby adjusting the normal pressure of the friction plate 130 on the vertical tube 120 and realizing stepless adjustment of the damping force. The radial connection design of the connecting member 150 ensures that the compression component 140 and the friction plate 130 move synchronously, so that the damping force is evenly distributed in the circumference of the vertical tube 120, avoiding the swaying phenomenon caused by uneven local force. Users can actively adapt to different road conditions through the adjustment mechanism. They can increase the damping to improve stability on complex roads, or decrease the damping to improve the handling on flat roads, thereby improving the stability and safety of riding.

[0057] In the above embodiment, the adjustment mechanism includes a cover 170 and an adjustment knob 180. The cover 170 covers the compression assembly 140 and is connected to the head tube 110. The adjustment knob 180 is screwed onto the cover 170, and the end of the adjustment knob 180 abuts against the compression assembly 140, so as to adjust the compression degree of the elastic element 160 by rotating the adjustment knob 180. The closed structure of the cover 170 not only protects the internal components from dust and impurities, but also provides stable support for the adjustment knob 180, ensuring the reliability of the adjustment process.

[0058] In the above embodiments, the compression assembly 140 may include a compression plate 141 and a gasket 142. The friction plate 130 and the compression plate 141 are connected together by a connector 150. The gasket 142 is sandwiched between the end of the adjustment knob 180 and the compression plate 141, and the end of the adjustment knob 180 abuts against the gasket 142. In the compression assembly 140, the compression plate 141 and the friction plate 130 form a rigid linkage structure through the connector 150, ensuring efficient transmission of damping force. When the adjustment knob 180 presses the shim 142, the shim 142 evenly distributes the axial force to the compression plate 141, avoiding component deformation caused by stress concentration and ensuring uniform circumferential pressure distribution of the friction plate 130. The elastic force of the compression plate 141 on the elastic element 160 can be accurately converted into the positive pressure of the friction plate 130 on the vertical pipe 120, realizing controllable adjustment of the damping coefficient. The shim 142, as a transition element between the knob and the compression plate 141, can reduce the rotational resistance during adjustment by using a low friction coefficient material, and extend the service life of the adjustment mechanism by using wear-resistant properties. In addition, this three-layer structure (adjustment knob 180, shim 142, and compression plate 141) also forms a buffer mechanism. When sudden changes in road conditions cause vibration and impact, the shim 142 can absorb some energy, prevent the elastic element 160 from being overloaded or the adjustment knob 180 from becoming loose, and maintain the stability of the damping force.

[0059] In the above embodiment, one side of the orientation adjustment knob 180 of the compression sheet 141 may have a limiting groove 143, and the gasket 142 is installed in the limiting groove 143. The limiting groove 143 on the side of the compression plate 141 facing the adjustment knob 180 allows for precise positioning and stable engagement of the gasket 142 through physical constraints. Specifically, the contour of the limiting groove 143 and the edge of the gasket 142 can form a shape lock, preventing the gasket 142 from moving during adjustment and ensuring that the axial force is always transmitted along the central axis, avoiding uneven pressure on the friction plate 130 due to force offset. This embedded structure can also suppress relative sliding between the gasket 142 and the compression plate 141 under high-frequency vibration, reducing component wear and noise. The depth design of the limiting groove 143 provides axial movement space for the gasket 142, allowing the deformation energy of the elastic element 160 to be evenly applied to the compression plate 141 through the gasket 142, avoiding material fatigue caused by stress concentration. In addition, the presence of the limiting groove 143 can simplify the assembly process, improve production efficiency through visual guidance and mechanical positioning, and ensure consistency between different batches of products.

[0060] In the above embodiments, an open retaining ring 190 may also be included, which is sleeved on the adjusting knob 180. The addition of the open retaining ring 190 significantly improves the reliability of the adjustment system through a mechanical locking mechanism. Specifically, the elastic clamp structure of the open retaining ring 190 forms a ring constraint around the adjustment knob 180, effectively preventing the knob from rotating unexpectedly due to vibration or accidental contact, ensuring the stability of the damping force setting. The axial limiting function of the open retaining ring 190 prevents the adjustment knob 180 from loosening or dislodging after frequent operation, extending the service life of the mechanism. The open retaining ring 190 also has an anti-loosening locking function. When the adjustment knob 180 is adjusted to the target position, the radial contraction force of the open retaining ring 190 and the friction force of the threaded pair form a double lock to resist the dynamic load during vehicle operation. Under extreme conditions (such as severe bumps or high-frequency vibrations), the open retaining ring 190 can absorb some impact energy, preventing sudden changes in damping force caused by adjustment system failure. In addition, the detachable nature of the open retaining ring 190 facilitates maintenance and repair, and can be replaced with simple tools, reducing later maintenance costs. The locking function of the open-end retaining ring 190 complements the original friction damping system, together forming a redundant safety mechanism to ensure that the steering system maintains stable damping characteristics under all operating conditions, providing further reliable protection for riding safety.

[0061] like Figure 7 As shown in the above embodiment, the outer side of the head tube 110 may have a mounting groove 111 that matches the shape of the cover 170. Both the cover 170 and the compression plate 141 are disposed in the mounting groove 111. The contour of the mounting groove 111 can precisely fit with the cover 170, providing a rigid support frame for internal components such as the compression plate 141 and the elastic element 160, ensuring that each component maintains a stable relative position in a vibration environment and avoiding damping force fluctuations caused by displacement. The layout of the cover 170 and the compression plate 141 being placed together in the mounting groove 111 utilizes the structure of the head tube 110 itself to form a closed cavity, effectively isolating external impurities such as dust and rainwater, and reducing corrosion and wear of the friction plate 130 and the elastic element 160. The depth and width dimensions of the mounting groove 111 are designed to allow reasonable radial movement of the compression plate 141. The space, while constraining the movement trajectory of the compression plate 141 through the groove wall, ensures that it moves smoothly radially along the head tube 110 when under force, avoiding uneven damping force caused by swaying; this embedded installation method also simplifies the assembly process. After the cover 170 is connected to the mounting groove 111 by fasteners, the positioning and fixing of the compression component 140 can be completed simultaneously, improving production efficiency; in actual use, the cooperation between the mounting groove 111 and the cover 170 enhances the impact resistance of the entire damping structure, enabling the system to maintain stable damping adjustment function under complex road conditions, further enhancing the handling stability and riding safety of the steering system.

[0062] In the above embodiment, the bottom of the mounting groove 111 may have a mounting hole 112. The friction plate 130 has a first connecting post 131 on the side facing the compression plate 141, and the first connecting post 131 passes through the mounting hole 112. The compression plate 141 has a second connecting post 144 on the side facing the friction plate 130, corresponding to the position of the first connecting post 131. The first connecting post 131 has a first connecting hole 1311, and the second connecting post 144 has a second connecting hole 1441. The two ends of the connector 150 are respectively connected to the first connecting hole 1311 and the second connecting hole 1441. The mounting hole 112 at the bottom of the mounting groove 111 can provide a passage for the first connecting post 131 of the friction plate 130. The second connecting post 144 of the compression plate 141 corresponds to the position of the first connecting post 131, and the first connecting hole 1311 and the second connecting hole 1441 of the two are rigidly connected by the connector 150, forming a force transmission path from the friction plate 130 to the compression plate 141. When the adjusting knob 180 presses the compression plate 141, the force is transmitted to the first connecting post 131 through the second connecting post 144 and the connecting piece 150, causing the friction plate 130 to press tightly against the vertical tube 120. The resulting friction force can suppress the vibration of the vertical tube 120. The mounting hole 112 limits the first connecting post 131, ensuring that the friction plate 130 maintains a stable circumferential position when moving radially, avoiding uneven damping force due to displacement. This connection method through the mounting groove 111 ensures efficient transmission of damping force through rigid connection, allowing the friction plate 130 to adjust the pressure on the vertical tube 120 in real time according to the displacement of the compression plate 141, effectively absorbing vibration energy under high speed or bumpy road conditions, and further improving steering stability and riding safety.

[0063] In the above embodiments, the elastic element 160 may include a spring, which is sleeved on the outside of the first connecting post 131 and the second connecting post 144. One end of the spring abuts against the compression plate 141, and the other end of the spring abuts against the bottom of the mounting groove 111. The spring sleeved on the outside of the first connecting post 131 and the second connecting post 144 can form an axial elastic support structure. When the adjusting knob 180 presses the compression plate 141, the spring is compressed and accumulates elastic potential energy. Its reaction force is transmitted to the friction plate 130 through the compression plate 141 and the connecting member 150, so that it maintains a controllable positive pressure with the outer wall of the vertical tube 120. This spring sleeve structure can utilize the guiding effect of the first connecting post 131 and the second connecting post 144 to prevent the spring from bending or becoming unstable during compression, ensuring the stability of elastic force transmission. In addition, the detachable design of the spring makes it easy to replace the model with different stiffness coefficients according to different usage scenarios. Users can accurately adapt to different riding environments by adjusting the knob 180 and selecting the spring.

[0064] In the above embodiment, the side of the friction plate 130 facing the compression plate 141 may have a first support post 132, and the side of the compression plate 141 facing the friction plate 130 may have a second support post 145 that abuts against the first support post 132. The second support post 145 and the limiting groove 143 are positioned corresponding to each other along the thickness direction of the compression plate 141. It is understood that the first support column 132 of the friction plate 130 and the second support column 145 of the compression plate 141 abut against each other along the thickness direction, forming a rigid fulcrum for axial force transmission. When the adjusting knob 180 squeezes the compression plate 141 through the pad 142, the force is directly transmitted to the first support column 132 through the second support column 145, reducing the force loss during the deformation of the elastic element 160. The axial position of the second support column 145 corresponds to the upper limit groove 143 of the compression plate 141, which can make the knob pressure borne by the pad 142 act synchronously on the second support column 145 through the compression plate 141, ensuring that the normal pressure between the friction plate 130 and the vertical pipe 120 is evenly distributed. Under vibration conditions, the rigid abutment of the first support column 132 and the second support column 145 can further suppress the relative displacement between the friction plate 130 and the compression plate 141, avoiding damping force fluctuations caused by component micro-movements.

[0065] In the above embodiment, the cross-section of the friction plate 130 along the radial direction of the head tube 110 can be arc-shaped, and the radius of the arc surface of the friction plate 130 facing the vertical tube 120 is consistent with the outer diameter of the vertical tube 120. The precise matching of the radius of the arc surface of the friction plate 130 facing the vertical tube 120 with the outer diameter of the vertical tube 120 allows the friction plate 130 to form a surface contact with the outer wall of the vertical tube 120 instead of a point contact, significantly increasing the effective area of ​​the damping force. Under the same normal pressure, this significantly improves the absorption efficiency of vibration energy. The uniform curvature of the arc surface ensures a uniform distribution of circumferential damping force, avoiding excessive local contact stress that could lead to wear of the vertical tube 120 or uneven wear of the friction plate 130, thus extending the service life of the components. This arc-shaped fitting design also reduces turbulence generated when air flows through the gap between the friction plate 130 and the vertical tube 120 during high-speed driving. Noise reduction during riding; in addition, the radial positioning formed by the arc cross section and the inner wall of the head tube 110 simplifies the assembly and calibration process of the friction plate 130 and ensures its coaxiality with the vertical tube 120; when the road surface bumps cause the vertical tube 120 to shake, the full circumferential contact of the arc surface can suppress the radial displacement of the vertical tube 120 from multiple directions at the same time. Compared with the planar friction structure, it can more effectively reduce the vibration amplitude. Combined with the dynamic pressure adjustment of the elastic element 160, the steering system can maintain stable damping characteristics under all working conditions, providing further assurance for the handling stability and riding smoothness of the scooter 200.

[0066] In addition, this utility model embodiment also provides a scooter 200, including the scooter steering damping structure 100 in the above embodiment. The scooter steering damping structure 100 includes a head tube 110 connected to the body, a vertical tube 120 rotatably passing through the head tube 110, a friction plate 130, a compression assembly 140, a connector 150, an elastic element 160, a cover 170, and an adjustment knob 180. The friction plate 130 is disposed between the inner wall of the head tube 110 and the outer wall of the vertical tube 120. The compression assembly 140 is disposed on the outer side of the head tube 110. The friction plate 130 and the compression assembly 140 are connected together radially along the head tube 110 by the connector 150. The elastic element 160 is disposed between the compression assembly 140 and the head tube 110. The cover 170 covers the outside of the compression assembly 140 and is connected to the head tube 110. The adjustment knob 180 is screwed onto the cover 170, and the end of the adjustment knob 180 abuts against the compression assembly 140. When the scooter 200 is traveling at high speed or when the road surface is bumpy, causing steering vibration, the friction plate 130 can generate friction with the outer wall of the vertical tube 120, converting vibration energy into heat energy for dissipation, thereby suppressing abnormal shaking of the bogie and handle connected to the vertical tube 120. When the adjustment knob 180 is rotated, it changes the compression amount of the elastic element 160 by squeezing the compression component 140, thereby adjusting the normal pressure of the friction plate 130 on the vertical tube 120, achieving stepless adjustment of the damping force. Users can actively adapt to different road conditions by adjusting the knob 180; they can increase damping to improve stability on complex roads or decrease damping to improve handling on flat roads, thus improving the stability and safety of the scooter 200.

[0067] 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 structure, characterized in that, It includes a head tube connected to the vehicle body, a vertical tube rotatably inserted in the head tube, a friction plate, a compression assembly, a connector, an elastic element, and an adjustment mechanism; The friction pad is disposed between the inner wall of the head tube and the outer wall of the vertical tube, and the compression assembly is disposed on the outside of the head tube, or, a part of the compression assembly is located outside the head tube, and another part extends into the head tube from the outside of the head tube. The friction plate and the compression assembly are connected together radially along the head tube via the connector, the elastic element is disposed between the compression assembly and the head tube, and the adjustment mechanism is disposed on the outside of the head tube; The adjusting end of the adjusting mechanism abuts against the compression assembly to adjust the degree of compression of the elastic element, thereby causing the friction plate to contact or disengage from the outside of the vertical tube.

2. The scooter steering damping structure according to claim 1, characterized in that, The adjustment mechanism includes a cover and an adjustment knob. The cover covers the outside of the compression assembly and is connected to the head tube. The adjustment knob is screwed onto the cover, and the end of the adjustment knob abuts against the compression assembly, so as to adjust the degree of compression of the elastic element by rotating the adjustment knob.

3. The scooter steering damping structure according to claim 2, characterized in that, The compression assembly includes a compression plate and a gasket. The friction plate and the compression plate are connected together by the connector. The gasket is sandwiched between the end of the adjustment knob and the compression plate, and the end of the adjustment knob abuts against the gasket.

4. The scooter steering damping structure according to claim 3, characterized in that, The compression plate has a limiting groove on the side facing the adjustment knob, and the gasket is installed in the limiting groove.

5. The scooter steering damping structure according to claim 4, characterized in that, It also includes an open retaining ring, which is fitted onto the adjusting knob.

6. The scooter steering damping structure according to claim 5, characterized in that, The outer side of the head tube has a mounting groove that matches the shape of the cover, and both the cover and the compression piece are disposed in the mounting groove.

7. The scooter steering damping structure according to claim 6, characterized in that, The bottom of the mounting groove has a mounting hole, and the friction plate has a first connecting post on the side facing the compression plate. The first connecting post passes through the mounting hole. The compression plate has a second connecting post on the side facing the friction plate, which corresponds to the position of the first connecting post. The first connecting post has a first connecting hole, and the second connecting post has a second connecting hole. The two ends of the connector are respectively connected to the first connecting hole and the second connecting hole.

8. The scooter steering damping structure according to claim 7, characterized in that, The elastic element includes a spring, which is sleeved on the first connecting post and the second connecting post. One end of the spring abuts against the compression plate, and the other end of the spring abuts against the bottom of the mounting groove.

9. The scooter steering damping structure according to claim 8, characterized in that, The friction plate has a first support post on the side facing the compression plate, and the compression plate has a second support post on the side facing the friction plate that abuts against the first support post. The second support post and the limiting groove are positioned opposite each other along the thickness direction of the compression plate.

10. The scooter steering damping structure according to claim 9, characterized in that, The friction pad has an arc-shaped cross-section along the radial direction of the head tube, and the radius of the arc surface of the friction pad facing the vertical tube is the same as the outer diameter of the vertical tube.

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

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