Vehicle steering damping device and vehicle

Abstract

The application provides a vehicle steering damping device and a vehicle, and particularly relates to the technical field of vehicles. The vehicle steering damping device comprises a pipe body structure, a damping structure, a driving structure and a control unit. The damping structure is connected to the pipe body structure along a first direction. The driving structure is connected to the damping structure along a second direction through a connector. The driving structure is electrically connected to the control unit, and the control unit controls the driving structure according to a vehicle speed signal to adjust the damping force of the damping structure, so that the damping force increases with the increase of the vehicle speed and decreases with the decrease of the vehicle speed. In this way, the vehicle steering damping device provided by the application realizes the function of vehicle speed-dependent steering damping by matching the driving structure and the damping structure, changes the angle of the damping structure gear of the driving structure at different vehicle speeds according to the steering damping force demand of different vehicle types, realizes the speed-dependent steering demand of different types of vehicles, and improves the stability of the vehicle body.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle steering damping device and a vehicle. Background Technology

[0002] In recent years, with the continuous development of science and technology and the continuous improvement of people's living standards, my country's vehicle industry has developed rapidly, and the future development trend of the vehicle industry will remain a core area of ​​development. Vehicles are becoming increasingly functional, and people's means of transportation are becoming more and more diversified.

[0003] Among them, electric scooters, as a lightweight and environmentally friendly riding tool, are gradually being widely used in short-distance travel and shared transportation. Compared with traditional bicycles or electric bicycles, electric scooters are characterized by their small size, light weight, and ease of carrying and storage.

[0004] However, in existing vehicles, electric scooters require a standing riding posture, resulting in a high center of gravity for the user. Furthermore, limitations in size and ergonomics generally lead to shorter towing distances. Consequently, most models are overly agile in steering, with a light steering feel. This can make it difficult to maintain stable one-handed control during rapid acceleration, deceleration, braking, and turns. These safety hazards are particularly pronounced for high-speed racing and off-road scooters, where increased speeds and more challenging road conditions exacerbate the problem. Utility Model Content

[0005] This application provides a vehicle steering damping device and a vehicle. By utilizing the cooperation of a drive structure and a damping structure, the vehicle achieves speed-sensitive steering damping. According to the steering damping force requirements of different vehicle models, the angle of the damping structure at different speeds is changed to meet the speed-sensitive steering needs of different types of vehicles, thereby improving vehicle stability.

[0006] The first aspect of this application provides a vehicle steering damping device, comprising:

[0007] Tube structure;

[0008] A damping structure is connected to the tube structure along a first direction;

[0009] The drive structure and the damping structure are connected in the second direction via a connector;

[0010] The control unit and the drive structure are electrically connected to the control unit. The control unit controls the drive structure according to the vehicle speed signal to adjust the damping force of the damping structure so that the damping force increases with the increase of vehicle speed and decreases with the decrease of vehicle speed.

[0011] The vehicle steering damping device provided in the first aspect of this application includes a tubular structure, a damping structure, a drive structure, and a control unit. The damping structure is connected to the tubular structure along a first direction. The drive structure and the damping structure are connected along a second direction via a connector. The drive structure is electrically connected to the control unit, which controls the drive structure according to the vehicle speed signal to adjust the damping force of the damping structure, so that the damping force increases with increasing vehicle speed and decreases with decreasing vehicle speed. Thus, the vehicle steering damping device provided in this application utilizes the cooperation of the drive structure and the damping structure to achieve speed-sensitive steering damping. Based on the steering damping force requirements of different vehicle models, the angle of the damping structure at different vehicle speeds is changed to meet the speed-sensitive steering needs of different vehicle types, thereby improving vehicle stability.

[0012] In one possible implementation, the tube structure includes a first tube and a second tube, wherein the size of one end of the second tube is less than or equal to the size of the first tube, so that the first tube is fitted onto the second tube along a second direction.

[0013] The damping structure includes a damper connected to the first tube.

[0014] In one possible implementation, the damper has an adjustment knob at the end facing the drive structure, and the adjustment knob is connected to the drive structure via a connector.

[0015] In one possible implementation, the drive structure includes a motor and a first mounting bracket;

[0016] The first mounting bracket has a through hole, one end of the motor passes through the through hole and is fixedly connected to the first mounting bracket by fasteners, and the other end of the motor is connected to the adjustment knob by a connector.

[0017] In one possible implementation, it further includes: a transmission structure;

[0018] The transmission structure includes a first transmission component and a second transmission component. The first transmission component is sleeved on the second tube and abuts against the first tube. The first transmission component and the second transmission component are rotatably connected along a first direction. The second transmission component is connected to a damper.

[0019] In one possible implementation, both the first transmission member and the second transmission member are gear structures, so that the first transmission member and the second transmission member mesh with each other.

[0020] In one possible implementation, the damping structure further includes: a second mounting bracket on which the damper is mounted;

[0021] One end of the second mounting bracket is fixedly connected to the first tube body, and the other end is fixedly connected to the damper.

[0022] In one possible implementation, the damper includes an internal chamber and a cover structure, the internal chamber having hydraulic fluid and the cover structure covering the internal chamber.

[0023] The upper cover structure has a flow channel for hydraulic fluid to flow through, the flow channel is connected to the internal chamber, and the size of the flow channel can be adjusted by rotating the adjustment knob.

[0024] In one possible implementation, the damper further includes a swing element located in an internal chamber, the internal chamber being divided into a first chamber and a second chamber by the swing element;

[0025] The oscillating component rotates as the vehicle rotates, and during the rotation, it squeezes the hydraulic fluid in one of the first and second chambers through the flow channel into the other of the first and second chambers.

[0026] A second aspect of this application provides a vehicle, including: a vehicle body and the aforementioned vehicle steering damping device;

[0027] The vehicle steering damping device is connected to the vehicle body.

[0028] It should be understood that the second aspect of this application corresponds to the technical solution of the first aspect of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be repeated here.

[0029] In addition to the technical problems solved by this application, the technical features constituting the technical solution, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that this application can solve, other technical features included in the technical solution, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments of this application or the prior art will be briefly introduced below. Obviously, the drawings described below are only a part of the embodiments of this application. These drawings and text descriptions are not intended to limit the scope of the concept of this application in any way, but to illustrate the concept of this application to those skilled in the art by referring to specific embodiments. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the structure of a vehicle steering damping device provided in an embodiment of this application;

[0032] Figure 2This is an exploded view of a vehicle steering damping device provided in an embodiment of this application;

[0033] Figure 3 A schematic diagram of the structure of a damper in a vehicle steering damping device provided in this application embodiment;

[0034] Figure 4 A schematic diagram of the internal structure of a damper in a vehicle steering damping device provided in this application embodiment;

[0035] Figure 5 A cross-sectional schematic diagram of a damper for a vehicle steering damping device provided in this application embodiment;

[0036] Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100 - Vehicle steering damping device;

[0039] 200 - Tube structure; 210 - First tube; 220 - Second tube; 221 - Recessed structure;

[0040] 300-Damping structure; 310-Damper; 311-Adjusting knob; 312-Internal chamber; 3121-First chamber; 3122-Second chamber; 313-Top cover structure; 314-Flow channel; 315-Oscillating component; 320-Second mounting bracket;

[0041] 400 - Drive structure; 410 - Motor; 411 - Extension; 412 - Second mounting hole; 420 - First mounting bracket; 421 - Through hole; 422 - First mounting hole;

[0042] 500-Connector;

[0043] 600 - Transmission structure; 610 - First transmission component; 611 - Protrusion; 620 - Second transmission component;

[0044] 700 - Vehicles;

[0045] 800 - Car body. Detailed Implementation

[0046] 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 only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0047] As described in the background section, in existing vehicles, electric scooters require a standing riding posture, resulting in a high center of gravity for the user. Furthermore, due to size limitations and ergonomic constraints, their trail is generally small. Consequently, most models are overly agile in steering, with a light steering feel. This can lead to unstable one-handed control during rapid acceleration, deceleration, braking, and turning. These safety hazards are particularly pronounced for high-speed racing and off-road scooters, where increased speeds and more challenging road conditions exacerbate the problem.

[0048] To address the aforementioned technical problems, the first aspect of this application provides a vehicle steering damping device. This vehicle steering damping device includes a tubular structure, a damping structure, a drive structure, and a control unit. The damping structure is connected to the tubular structure along a first direction. The drive structure and the damping structure are connected along a second direction via a connector. The drive structure is electrically connected to the control unit, which controls the drive structure based on a vehicle speed signal to adjust the damping force of the damping structure, so that the damping force increases with increasing vehicle speed and decreases with decreasing vehicle speed. Thus, the vehicle steering damping device provided in this application utilizes the cooperation of the drive structure and the damping structure to achieve speed-sensitive steering damping. According to the steering damping force requirements of different vehicle models, the angle of the damping structure at different vehicle speeds is changed, achieving speed-sensitive steering requirements for different types of vehicles and improving vehicle stability.

[0049] A second aspect of this application provides a vehicle. The vehicle includes a vehicle body and the aforementioned vehicle steering damping device. The vehicle steering damping device is connected to the vehicle body.

[0050] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, 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 only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0051] This application provides a vehicle steering damping device and a vehicle. By utilizing a drive structure and a damping structure in conjunction, the vehicle achieves speed-sensitive steering damping. According to the steering damping force requirements of different vehicle models, the angle of the damping structure at different speeds is changed, thus meeting the speed-sensitive steering needs of different vehicle types and improving vehicle stability. The specific structure of the vehicle steering damping device and vehicle provided in this application embodiment will be described below with reference to the accompanying drawings.

[0052] refer to Figure 1 as well as Figure 2This application provides a vehicle steering damping device 100 in a first aspect. The vehicle steering damping device 100 can be applied to a vehicle steering system. The vehicle steering damping device 100 may include a tubular structure 200, a damping structure 300, a drive structure 400, and a control unit (not shown). In one possible implementation, the tubular structure 200 can be a core component of the vehicle steering system, supporting the steering system to provide structural stability. In this application embodiment, the damping structure 300 can be connected to the tubular structure 200 along a first direction, such that the damping structure 300 is located on one side of the tubular structure 200 in the first direction. Additionally, the drive structure 400 and the damping structure 300 can be connected along a second direction via a connector 500, such that the drive structure 400 is located on one side of the damping structure 300 in the second direction.

[0053] It is understandable that arranging the drive structure 400 and the damping structure 300 along the second direction can save installation space in the vehicle 700, making the layout of each component more reasonable and compact.

[0054] Based on the above embodiments, the drive structure 400 can be electrically connected to the control unit. In this embodiment, it is understood that the control unit can control the drive structure 400 according to the vehicle 700 speed signal. The drive structure 400 has different rotation angles at different vehicle speeds, thereby enabling the drive structure 400 to drive the damping structure 300 to rotate, adjusting the damping force of the damping structure 300 to achieve the damping effect at different vehicle speeds. It is understood that the damping force of the damping structure 300 can increase with increasing vehicle speed and decrease with decreasing vehicle speed.

[0055] In this way, by using the drive structure 400 and the damping structure 300 in combination, the vehicle 700 can achieve the function of speed-sensitive steering damping. According to the steering damping force requirements of different vehicle models, the angle of the damping structure 300 at different speeds can be changed to meet the speed-sensitive steering requirements of different types of vehicles 700, and the vehicle stability is also improved.

[0056] It should be noted that, for ease of description, in the embodiments of this application, the first direction can be the length direction of the damping structure 300, i.e. Figure 1 The x-direction. The second direction can be the height direction of the damping structure at 300, i.e. Figure 1 The y-direction. The third direction can be the width direction of the damping structure 300, i.e. Figure 1 The z-direction in the equation.

[0057] Continue to refer to Figure 1Based on the above embodiments, the tube structure 200 may further include a first tube 210 and a second tube 220. In one possible implementation, the dimension of one end of the second tube 220 may be less than or equal to the dimension of the first tube 210, thereby allowing the first tube 210 to be fitted onto the second tube 220 along a second direction. In this embodiment, the damping structure 300 may include a damper 310, which may be connected to the first tube 210.

[0058] refer to Figure 1 as well as Figure 3 Based on the above embodiments, in one possible implementation, the end of the damper 310 facing the drive structure 400 may have an adjustment knob 311, which is connected to the drive structure 400 via a connector 500. In this embodiment, it is understood that the drive structure 400 has different rotation angles at different vehicle speeds 700. During the rotation of the drive structure 400, the adjustment knob 311 can be rotated, thereby adjusting the damping force of the damper 310.

[0059] Continue to refer to Figure 1 as well as Figure 2 Based on the above embodiments, the drive structure 400 may further include a motor 410 and a first mounting bracket 420. The first mounting bracket 420 has a through hole 421, through which one end of the motor 410 can pass and be fixedly connected to the first mounting bracket 420 by fasteners. The other end of the motor 410 can be connected to an adjustment knob 311 via a connector 500. Thus, depending on the rotation angle of the motor 410, the adjustment knob 311 of the damper 310 can be rotated, thereby achieving damping effects at different vehicle speeds (700 km / h).

[0060] In one possible implementation, such as Figure 2 As shown, the through hole 421 of the first mounting bracket 420 can have first mounting holes 422 at both ends in the third direction. Additionally, the motor 410 can have extensions 411 at both ends in the third direction, and each extension 411 can have a second mounting hole 412. It is understood that the first mounting holes 422 and the second mounting holes 412 are arranged opposite to each other. In this way, fasteners can be sequentially inserted into the second mounting holes 412 and the first mounting holes 422, thereby fixing the motor 410 to the first mounting bracket 420.

[0061] Continue to refer to Figure 1Based on the above embodiments, the vehicle steering damping device 100 may further include a transmission structure 600. The transmission structure 600 may further include a first transmission member 610 and a second transmission member 620. In one possible implementation, as... Figure 1 As shown, the first transmission member 610 can be sleeved on the second tube 220, and the first transmission member 610 abuts against the first tube 210 in the axial direction. The first transmission member 610 can be rotatably connected to the second transmission member 620 along the first direction, and the other end of the second transmission member 620 can be fixedly connected to the damper 310.

[0062] Continue to refer to Figure 2 Based on the above embodiments, a protrusion 611 may be provided on the inner surface of the first transmission member 610, and correspondingly, a recessed structure 221 may be provided on the outer surface of the second tube 220. It is understood that the protrusion 611 can engage with the recessed structure 221, thereby fixing the first transmission member 610 to the second tube 220, and allowing the first transmission member 610 to rotate with the rotation of the second tube 220.

[0063] Continue to refer to Figure 1 as well as Figure 2 Based on the above embodiments, in one possible implementation, both the first transmission member 610 and the second transmission member 620 can be gear structures, thereby enabling the first transmission member 610 and the second transmission member 620 to mesh. Thus, when the user rotates the second tube 220, the first transmission member 610 rotates along with the second tube 220, thereby driving the second transmission member 620 to rotate, which in turn drives the damper 310 to rotate.

[0064] Continue to refer to Figure 2 Based on the above embodiments, the damping structure 300 may further include a second mounting bracket 320. The damper 310 can be mounted on the second mounting bracket 320. In this embodiment, it is understood that one end of the second mounting bracket 320 can be fixedly connected to the first tube body 210 by fasteners, while the other end of the second mounting bracket 320 can be fixedly connected to the damper 310, thereby fixing the damper 310 to the tube structure 200 via the second mounting bracket 320.

[0065] In one possible implementation, the fastener may be a bolt, but this application is not limiting in its embodiments.

[0066] refer to Figure 4 as well as Figure 5Based on the above embodiments, the damper 310 may include an internal chamber 312 and a top cover structure 313. The internal chamber 312 may contain hydraulic fluid, while the top cover structure 313 may cover the internal chamber 312. In one possible implementation, the top cover structure 313 may have a flow channel 314. It is understood that the flow channel 314 allows hydraulic fluid to flow.

[0067] In one possible implementation, one end of the adjustment knob 311 is inserted into the upper cover structure 313, and the other end extends out of the damper 310 and is connected to the motor 410 via a connector 500. It is understood that the adjustment knob 311 can rotate with the rotation of the motor 410. During the rotation of the adjustment knob 311, at least a portion of the adjustment knob 311 inserted into the upper cover structure 313 can adjust the cross-sectional dimensions of the flow channel 314, thereby changing the size of the flow channel 314 and thus adjusting the magnitude of the damping force.

[0068] Continue to refer to Figure 4 Based on the above embodiments, the damper 310 may further include a swing member 315. The swing member 315 may be located within the internal chamber 312. In this embodiment, the internal chamber 312 may be divided into a first chamber 3121 and a second chamber 3122 by the swing member 315, both of which contain hydraulic fluid.

[0069] In this embodiment, it is understood that the swing member 315 can rotate with the rotation of the vehicle 700. During the rotation of the swing member 315, the swing member 315 can squeeze the hydraulic fluid in one of the first chamber 3121 and the second chamber 3122 through the flow channel 314 into the other of the first chamber 3121 and the second chamber 3122. When the hydraulic fluid flows through the flow channel 314, the adjusting knob 311 can change the size of the flow channel 314 by rotation, thereby changing the magnitude of the damping force.

[0070] In one possible implementation, during the rotation of the oscillating member 315, the oscillating member 315 can compress the hydraulic fluid in the first chamber 3121 into the second chamber 3122 through the flow channel 314. Alternatively, during the rotation of the oscillating member 315, the oscillating member 315 can compress the hydraulic fluid in the second chamber 3122 into the first chamber 3121 through the flow channel 314. The embodiments described in this application are not intended to be limiting.

[0071] In this embodiment, it is understood that when the vehicle 700 speed increases, the motor 410 rotates, driving the adjustment knob 311 of the damper 310 to rotate. The adjustment knob 311 at least partially blocks the cross-section of the flow channel 314, thereby reducing the cross-section of the flow channel 314. As the vehicle 700 rotates, the swing member 315 causes hydraulic fluid to flow in the first chamber 3121 and the second chamber 3122. When the hydraulic fluid flows through the flow channel 314 with a reduced cross-section, the damping force of the damper 310 increases.

[0072] In this embodiment, it can also be understood that when the vehicle 700 speed decreases, the motor 410 rotates, driving the adjustment knob 311 of the damper 310 to rotate. The adjustment knob 311 exposes at least part of the cross-section of the flow channel 314, thereby increasing the cross-section of the flow channel 314. As the vehicle 700 rotates, the swing member 315 causes hydraulic fluid to flow in the first chamber 3121 and the second chamber 3122. When the hydraulic fluid flows through the flow channel 314 with the increased cross-section, the damping force of the damper 310 decreases.

[0073] In this way, by changing the rotation angle of the motor 410 with the vehicle speed, the damping force of the damper 310 changes accordingly, thus realizing the speed-sensitive steering damping function of the vehicle 700.

[0074] refer to Figure 6 In a second aspect, this application provides a vehicle 700. The vehicle 700 may include a vehicle body 800 and the aforementioned vehicle steering damping device 100. In this embodiment, the vehicle steering damping device 100 may be connected to the vehicle body 800.

[0075] In this embodiment, vehicle 700 may include vehicles such as electric scooters. This embodiment is not intended to be limiting.

[0076] In this embodiment, the vehicle steering damping device 100 provided in this application uses the drive structure 400 and the damping structure 300 in combination to realize the speed-sensitive steering damping function of the vehicle 700. According to the steering damping force requirements of different vehicle models, the angle of the damping structure 300 at different vehicle speeds is changed by the drive structure 400 to realize the speed-sensitive steering requirements of different types of vehicles 700, and also improves the vehicle stability.

[0077] The various embodiments or implementation methods described in this specification are presented 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.

[0078] It should be noted that phrases such as "in specific implementations," "in some embodiments," "in this embodiment," and "exemplarily" in the specification indicate that the described embodiments may include specific features, structures, or characteristics, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0079] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0080] It should be readily understood that “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0081] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0082] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle steering damping device, characterized in that, include: Tube structure (200); A damping structure (300) is connected to the tube structure (200) along a first direction. A drive structure (400) is connected to the damping structure (300) along a second direction via a connector (500); The control unit is electrically connected to the drive structure (400). The control unit controls the drive structure (400) according to the vehicle (700) speed signal to adjust the damping force of the damping structure (300) so that the damping force increases with the increase of the vehicle (700) speed and decreases with the decrease of the vehicle (700) speed.

2. The vehicle steering damping device according to claim 1, characterized in that, The tube structure (200) includes a first tube (210) and a second tube (220), wherein the size of one end of the second tube (220) is less than or equal to the size of the first tube (210), so that the first tube (210) is sleeved on the second tube (220) along the second direction; The damping structure (300) includes a damper (310) connected to the first tube (210).

3. The vehicle steering damping device according to claim 2, characterized in that, The damper (310) has an adjustment knob (311) at one end facing the drive structure (400), and the adjustment knob (311) is connected to the drive structure (400) via the connector (500).

4. The vehicle steering damping device according to claim 3, characterized in that, The drive structure (400) includes a motor (410) and a first mounting bracket (420). The first mounting bracket (420) has a through hole (421), one end of the motor (410) passes through the through hole (421) and is fixedly connected to the first mounting bracket (420) by fasteners, and the other end of the motor (410) is connected to the adjustment knob (311) through the connector (500).

5. The vehicle steering damping device according to claim 2, characterized in that, Also includes: Transmission structure (600); The transmission structure (600) includes a first transmission component (610) and a second transmission component (620). The first transmission component (610) is sleeved on the second tube body (220) and abuts against the first tube body (210). The first transmission component (610) and the second transmission component (620) are rotatably connected along the first direction. The second transmission component (620) is connected to the damper (310).

6. The vehicle steering damping device according to claim 5, characterized in that, Both the first transmission member (610) and the second transmission member (620) are gear structures, so that the first transmission member (610) and the second transmission member (620) mesh with each other.

7. The vehicle steering damping device according to claim 2, characterized in that, The damping structure (300) further includes a second mounting bracket (320), on which the damper (310) is mounted; One end of the second mounting bracket (320) is fixedly connected to the first tube body (210), and the other end is fixedly connected to the damper (310).

8. The vehicle steering damping device according to any one of claims 2-7, characterized in that, The damper (310) includes an internal chamber (312) and a cover structure (313), the internal chamber (312) having hydraulic fluid, and the cover structure (313) covering the internal chamber (312). The upper cover structure (313) has a flow channel (314) for hydraulic fluid to flow through. The flow channel (314) is connected to the internal chamber (312), and the adjustment knob (311) adjusts the size of the flow channel (314) during rotation.

9. The vehicle steering damping device according to claim 8, characterized in that, The damper (310) also includes a swing member (315), which is located in the internal chamber (312), and the internal chamber (312) is divided into a first chamber (3121) and a second chamber (3122) by the swing member (315). The swing member (315) rotates as the vehicle (700) rotates, and during the rotation, it squeezes the hydraulic fluid of one of the first chamber (3121) and the second chamber (3122) through the flow channel (314) into the other of the first chamber (3121) and the second chamber (3122).

10. A vehicle, characterized in that, Includes a vehicle body (800) and a vehicle steering damping device (100) as described in any one of claims 1-9 above. The vehicle steering damping device (100) is connected to the vehicle body (800).

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