Vehicle steering damping device and vehicle
Patent Information
- Application Number
- CN202522126314.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-30
- Publication Date
- 2026-09-29
- Estimated Expiration
- 2035-09-30
AI Technical Summary
[0004]然而，在现有的车辆中，由于电动滑板车需站姿骑行，用户重心较高，同时受限于尺寸和人机体验，拖曳距普遍较小，因此大多数车型转向过于灵活，转向手感较轻，在急加减速、刹车、转弯等场景下，可能出现无法稳定的单手操控的情况
[0024]磁性件位于腔室中。
Smart Images
Figure CN224810850U_ABST
Abstract
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 a relatively short trail. 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 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. Utility Model Content
[0005] This application provides a vehicle steering damping device and a vehicle. A damper with magnetorheological fluid is used to achieve speed-sensitive steering damping. The current in the damper is changed at different vehicle speeds according to the steering damping force requirements of different vehicle models, thus meeting the speed-sensitive steering needs of different types of vehicles and improving vehicle stability.
[0006] The first aspect of this application provides a vehicle steering damping device, comprising:
[0007] Tube structure;
[0008] The damping structure includes a damper, which has a chamber filled with magnetorheological fluid and a rotating component rotatably connected to the tube structure.
[0009] The control unit and the damper are electrically connected to the control unit. The control unit inputs current according to the vehicle speed signal. As the input current increases, the magnetic field strength inside the chamber increases, and the viscosity of the magnetorheological fluid increases accordingly. This causes the rotational resistance of the rotating part in the chamber to increase with the increase of the input current and decrease with the decrease of the input current.
[0010] The vehicle steering damping device provided in the first aspect of this application includes a tubular structure, a damping structure, and a control unit. The damping structure includes a damper with a chamber filled with magnetorheological fluid. A rotating component is also provided within the chamber and is rotatably connected to the tubular structure. The damper is electrically connected to the control unit. The control unit inputs a current based on the vehicle speed signal. As the input current increases, the magnetic field strength inside the chamber increases, and the viscosity of the magnetorheological fluid increases accordingly. This causes the rotational resistance of the rotating component within the chamber to increase with increasing input current and decrease with decreasing input current. Thus, the vehicle steering damping device provided in this application utilizes a damper with magnetorheological fluid to achieve speed-sensitive steering damping. By changing the current of the damper at different vehicle speeds according to the steering damping force requirements of different vehicle models, the device can meet the speed-sensitive steering needs of different vehicle types, thereby improving vehicle stability.
[0011] 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, and a damper is connected to the first tube.
[0012] In one possible implementation, it further includes: a transmission structure;
[0013] The transmission structure includes a first transmission component and a second transmission component. The first transmission component has an installation end and a transmission end. The installation end is sleeved on the second tube and abuts against the first tube. The transmission end and the second transmission component are rotatably connected. The second transmission component and the damper are fixedly connected.
[0014] In one possible implementation, both the transmission end of the first transmission member and the second transmission member are gear structures, so that the transmission end and the second transmission member mesh with each other.
[0015] In one possible implementation, the damping structure further includes a mounting bracket on which the damper is mounted;
[0016] The mounting bracket includes a fixed end and an axially extending extension end. The fixed end is fixedly connected to the first tube body, and the extension end is fixedly connected to the damper.
[0017] In one possible implementation, the damper has a rotating shaft, and a rotating element is sleeved on the rotating shaft;
[0018] The extension end has a mounting hole, through which the rotating shaft passes and is fixedly connected to the second transmission component.
[0019] In one possible implementation, the damper has a hollow shaft that extends axially through the shaft, and a rotating element is fitted onto the outer surface of the hollow shaft.
[0020] The hollow shaft is sleeved on the second tube, and the outer surface of the damper is fitted with the first tube.
[0021] In one possible implementation, the outer surface of the damper is provided with a first protrusion structure, and the inner surface of the first tube is provided with a first recess structure. The first protrusion structure and the first recess structure engage with each other to fix the damper to the first tube.
[0022] The inner surface of the hollow shaft is provided with a second protrusion structure, and the outer surface of the second tube is provided with a second recess structure. The second protrusion structure and the second recess structure engage with each other to fix the damper to the second tube.
[0023] In one possible implementation, the damper further includes: a magnetic element;
[0024] The magnetic component is located in the chamber.
[0025] A second aspect of this application provides a vehicle, including: a vehicle body and the aforementioned vehicle steering damping device;
[0026] The vehicle steering damping device is connected to the vehicle body.
[0027] 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.
[0028] 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
[0029] 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.
[0030] Figure 1 This is a schematic diagram of the structure of a vehicle steering damping device provided in an embodiment of this application;
[0031] Figure 2This is an exploded view of a vehicle steering damping device provided in an embodiment of this application;
[0032] Figure 3 A cross-sectional schematic diagram of a damper for a vehicle steering damping device provided in this application embodiment;
[0033] Figure 4 A cross-sectional schematic diagram of a damper for another vehicle steering damping device provided in this application embodiment;
[0034] Figure 5 A schematic diagram of another vehicle steering damping device provided in this application embodiment;
[0035] Figure 6 An exploded view of another vehicle steering damping device provided in an embodiment of this application;
[0036] Figure 7 A cross-sectional schematic diagram of another vehicle steering damping device provided in an embodiment of this application;
[0037] Figure 8 A schematic diagram of the structure of a vehicle provided in this application embodiment;
[0038] Figure 9 This is a schematic diagram of another vehicle structure provided in an embodiment of this application.
[0039] Explanation of reference numerals in the attached figures:
[0040] 100 - Vehicle steering damping device;
[0041] 200 - Tube structure; 210 - First tube body; 211 - First recessed structure; 220 - Second tube body; 221 - Second recessed structure;
[0042] 300-Damping structure; 310-Damper; 311-Cavity; 312-Rotating component; 313-Shaft; 314-Hollow shaft; 3141-Second protrusion structure; 315-First protrusion structure; 316-Magnetic component; 3161-Permanent magnet; 3162-Electromagnetic coil; 320-Mounting bracket; 321-Fixed end; 322-Extension end; 323-Mounting hole;
[0043] 400 - Transmission structure; 410 - First transmission component; 411 - Mounting end; 4111 - Protrusion; 412 - Transmission end; 420 - Second transmission component;
[0044] 500 - Vehicles;
[0045] 600 - 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, and a control unit. The damping structure includes a damper with a chamber filled with magnetorheological fluid. A rotating component is also provided within the chamber and rotatably connected to the tubular structure. The damper is electrically connected to the control unit. The control unit inputs a current based on the vehicle speed signal. As the input current increases, the magnetic field strength inside the chamber increases, and the viscosity of the magnetorheological fluid increases accordingly. This causes the rotational resistance of the rotating component within the chamber to increase with increasing input current and decrease with decreasing input current. Thus, the vehicle steering damping device provided in this application utilizes a damper with magnetorheological fluid to achieve speed-sensitive steering damping. By changing the current of the damper at different vehicle speeds according to the steering damping force requirements of different vehicle models, the device meets the speed-sensitive steering needs of different vehicle types and improves 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. A damper with magnetorheological fluid is used to achieve speed-sensitive steering damping. The current in the damper is changed at different vehicle speeds according to the steering damping force requirements of different vehicle models, 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 is described below with reference to the accompanying drawings.
[0052] refer to Figure 1 This 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 500. The vehicle steering damping device 100 may include a tubular structure 200, a damping structure 300, and a control unit (not shown in the figures). In one possible implementation, the tubular structure 200 may be a core component of the vehicle steering system 500, capable of supporting the steering system to provide structural stability. In this application embodiment, the damping structure 300 may include a damper 310. Wherein, as... Figure 3 as well as Figure 4 As shown, the damper 310 may have a chamber 311, which may be filled with magnetorheological fluid, and a rotating member 312 may also be provided in the chamber 311, which may be rotatably connected to the tube structure 200. In this way, when the tube structure 200 rotates in the steering system of the vehicle 500, the rotating member 312 of the damper 310 may rotate with the tube structure 200.
[0053] Based on the above embodiments, the damper 310 can be electrically connected to the control unit. In this embodiment, it is understood that the control unit can input current based on the vehicle speed signal. When the chamber 311 is energized, a magnetic field is generated. As the input current increases, the magnetic field strength inside the chamber 311 also increases, and the viscosity of the magnetorheological fluid in the damper 310 also increases accordingly. This causes the rotational resistance of the rotating member 312 within the chamber 311 to change proportionally with the input current, meaning the rotational resistance increases with increasing input current. Conversely, as the input current decreases, the magnetic field strength inside the chamber 311 decreases, and the viscosity of the magnetorheological fluid in the damper 310 also decreases. Therefore, the rotational resistance of the rotating member 312 within the chamber 311 also decreases with decreasing input current.
[0054] In this way, the speed-sensitive steering damping function of the vehicle 500 is realized by the damper 310 with magnetorheological fluid. According to the steering damping force requirements of different vehicle models, the current of the damper 310 at different vehicle speeds is changed to meet the speed-sensitive steering requirements of different types of vehicles 500, which also improves the vehicle stability.
[0055] In this embodiment, it is understood that as the speed of vehicle 500 increases, the current input to damper 310 by the control unit also increases accordingly, resulting in a larger internal magnetic field of damper 310. Exemplarily, in the absence of an external magnetic field, the magnetic particles of the magnetorheological fluid inside damper 310 are randomly distributed. The magnetorheological fluid exhibits low-viscosity Newtonian fluid characteristics and can flow freely in chamber 311, resulting in relatively low damping force. When a magnetic field is applied, the magnetic particles rapidly align into chain-like or columnar structures along the magnetic field direction, causing a sharp increase in the viscosity of the magnetorheological fluid. Within milliseconds, it transforms from a liquid to a near-solid state, thereby increasing the rotational resistance of rotating component 312. This change is reversible; the magnetorheological fluid can return to a liquid state after the magnetic field disappears. Thus, by changing the current magnitude with vehicle speed, the resistance of rotating component 312 of damper 310 changes accordingly, achieving the speed-sensitive steering damping function of vehicle 500.
[0056] In one possible implementation, the rotating member 312 can be a valve plate structure. This application is not intended to limit the scope of the embodiments described herein.
[0057] Continue to refer to Figure 1 Based 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. In this embodiment, the damper 310 may be connected to the first tube 210.
[0058] Continue to refer to Figure 1 Based on the above embodiments, the vehicle steering damping device 100 may further include a transmission structure 400. The transmission structure 400 may further include a first transmission member 410 and a second transmission member 420. In one possible implementation, such as... Figure 2 As shown, the first transmission member 410 may have a mounting end 411 and a transmission end 412. In this embodiment, the mounting end 411 of the first transmission member 410 may be sleeved on the second tube 220, such that the first transmission member 410 abuts against the first tube 210 in the axial direction. The transmission end 412 of the first transmission member 410 may be rotatably connected to the second transmission member 420, and the other end of the second transmission member 420 may be fixedly connected to the damper 310.
[0059] Continue to refer to Figure 2Based on the above embodiments, a protrusion 4111 may be provided on the inner surface of the mounting end 411 of the first transmission member 410, and correspondingly, a second recessed structure 221 may be provided on the outer surface of the second tube 220. It is understood that the protrusion 4111 can engage with the second recessed structure 221, thereby fixing the first transmission member 410 to the second tube 220, and allowing the first transmission member 410 to rotate with the rotation of the second tube 220.
[0060] Continue to refer to Figure 1 as well as Figure 2 Based on the above embodiments, in one possible implementation, both the transmission end 412 of the first transmission member 410 and the second transmission member 420 can adopt a gear structure, so that the transmission end 412 of the first transmission member 410 and the second transmission member 420 mesh together. Thus, when the user rotates the second tube 220, the first transmission member 410 rotates along with the second tube 220, thereby driving the second transmission member 420 to rotate, which in turn drives the rotating member 312 of the damper 310 to rotate.
[0061] Continue to refer to Figure 2 Based on the above embodiments, the damping structure 300 may further include a mounting bracket 320. The damper 310 can be mounted on the mounting bracket 320. In one possible implementation, the mounting bracket 320 may include a fixed end 321 and an extension end 322. The extension end 322 may extend axially. In this embodiment, it is understood that the fixed end 321 of the mounting bracket 320 can be fixedly connected to the first tube body 210 by fasteners, while the extension end 322 of the mounting bracket 320 can be fixedly connected to the damper 310, thereby fixing the damper 310 to the tube structure 200 via the mounting bracket 320.
[0062] Continue to refer to Figure 3 Based on the above embodiments, the damper 310 may have a rotating shaft 313 at its center, and the rotating member 312 may be sleeved on the rotating shaft 313. Several rotating members 312 may be arranged side-by-side along the axial direction on the outer surface of the rotating shaft 313. In one possible implementation, a mounting hole 323 is provided on the extension end 322 of the mounting bracket 320. In the embodiments of this application, combined with... Figure 2 As can be seen, the rotating shaft 313 of the damper 310 can pass through the mounting hole 323, and the part of the rotating shaft 313 extending out of the mounting hole 323 can be fixedly connected to the second transmission member 420. In this way, when the second transmission member 420 rotates, it can further drive the rotating shaft 313 and the rotating member 312 to rotate.
[0063] refer to Figure 4In another possible implementation, the damper 310 may have a hollow shaft 314. The hollow shaft 314 may be disposed through the damper 310 along the axial direction, and a rotating member 312 may be sleeved on the outer surface of the hollow shaft 314. In this embodiment, the hollow shaft 314 may be sleeved on the second tube 220, so that the inner surface of the hollow shaft 314 contacts the outer surface of the second tube 220. Alternatively, the outer surface of the damper 310 may mate with the first tube 210, so that the outer surface of the damper 310 contacts the inner surface of the first tube 210.
[0064] refer to Figure 5 as well as Figure 6 Based on the above embodiments, in one possible implementation, the outer surface of the damper 310 may be provided with a first protrusion structure 315, and correspondingly, the inner surface of the first tube 210 may be provided with a first recess structure 211. It is understood that the first protrusion structure 315 can engage with the first recess structure 211, thereby enabling the damper 310 to be fixedly connected to the first tube 210.
[0065] Continue to refer to Figure 6 Based on the above embodiments, in one possible implementation, the inner surface of the hollow shaft 314 may be provided with a second protrusion structure 3141, which corresponds to the second recessed structure 221 provided on the outer surface of the second tube 220. It is understood that the second protrusion structure 3141 can engage with the second recessed structure 221, thereby allowing the damper 310 to be fixedly connected to the second tube 220. Thus, as... Figure 7 As shown, the damper 310 can be located between the first tube 210 and the second tube 220. When the vehicle 500 rotates, the second tube 220 can rotate, thereby driving the hollow shaft 314 and the rotating component 312 of the damper 310 to rotate.
[0066] Continue to refer to Figure 3 as well as Figure 4 Based on the above embodiments, the damper 310 may further include a magnetic element 316. In one possible implementation, the magnetic element 316 may be located within the chamber 311 of the damper 310. Exemplarily, the magnetic element 316 may include a permanent magnet 3161 and an electromagnetic coil 3162; however, this embodiment is not limited thereto. It is understood that, using the permanent magnet 3161 and electromagnetic coil 3162 as examples, the permanent magnet 3161 can be used in combination with the electromagnetic coil 3162 to achieve a wider range of damping adjustment. By changing the magnitude of the current, the electromagnetic coil 3162 can change the strength of the magnetic field, thereby dynamically adjusting the viscosity of the magnetorheological fluid.
[0067] refer to Figure 8 as well as Figure 9 In a second aspect, this application provides a vehicle 500. The vehicle 500 may include a vehicle body 600 and the aforementioned vehicle steering damping device 100. In this embodiment, the vehicle steering damping device 100 may be connected to the vehicle body 600.
[0068] In this embodiment, vehicle 500 may include vehicles such as electric scooters. This embodiment is not intended to be limiting.
[0069] In this embodiment, the vehicle steering damping device 100 provided in this application uses a damper 310 with magnetorheological fluid to realize the speed-dependent steering damping function of the vehicle 500. According to the steering damping force requirements of different vehicle models, the current of the damper 310 at different vehicle speeds is changed to realize the speed-dependent steering requirements of different types of vehicles 500, and also improves the vehicle body stability.
[0070] 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.
[0071] 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.
[0072] 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.
[0073] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, 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 top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).
[0074] 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.
[0075] 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) includes a damper (310), the damper (310) having a chamber (311) filled with magnetorheological fluid, and a rotating member (312) provided in the chamber (311), the rotating member (312) being rotatably connected to the tube structure (200); The control unit is electrically connected to the damper (310). The control unit inputs current according to the vehicle (500) speed signal. As the input current increases, the magnetic field strength inside the chamber (311) increases, and the viscosity of the magnetorheological fluid increases accordingly, so that the rotational resistance of the rotating part (312) in the chamber (311) increases with the increase of the input current and decreases with the decrease of the input current.
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). 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 fitted onto the second tube (220). The damper (310) is connected to the first tube (210).
3. The vehicle steering damping device according to claim 2, characterized in that, Also includes: Transmission structure (400); The transmission structure (400) includes a first transmission component (410) and a second transmission component (420). The first transmission component (410) has a mounting end (411) and a transmission end (412). The mounting end (411) is sleeved on the second tube body (220) and abuts against the first tube body (210). The transmission end (412) and the second transmission component (420) are rotatably connected. The second transmission component (420) and the damper (310) are fixedly connected.
4. The vehicle steering damping device according to claim 3, characterized in that, The transmission end (412) of the first transmission member (410) and the second transmission member (420) are both gear structures, so that the transmission end (412) and the second transmission member (420) mesh with each other.
5. The vehicle steering damping device according to claim 4, characterized in that, The damping structure (300) further includes: a mounting bracket (320), on which the damper (310) is mounted; The mounting bracket (320) includes a fixed end (321) and an axially extending extension end (322). The fixed end (321) is fixedly connected to the first tube body (210), and the extension end (322) is fixedly connected to the damper (310).
6. The vehicle steering damping device according to claim 5, characterized in that, The damper (310) has a rotating shaft (313), and the rotating member (312) is sleeved on the rotating shaft (313); The extension end (322) is provided with a mounting hole (323), the rotating shaft (313) passes through the mounting hole (323) and is fixedly connected to the second transmission member (420).
7. The vehicle steering damping device according to claim 2, characterized in that, The damper (310) has a hollow shaft (314) that is axially through, and the rotating member (312) is sleeved on the outer surface of the hollow shaft (314). The hollow shaft (314) is sleeved on the second tube (220), and the outer surface of the damper (310) is in contact with the first tube (210).
8. The vehicle steering damping device according to claim 7, characterized in that, The outer surface of the damper (310) is provided with a first protrusion structure (315), and the inner surface of the first tube (210) is provided with a first recess structure (211). The first protrusion structure (315) and the first recess structure (211) engage with each other so that the damper (310) is fixedly connected to the first tube (210). The inner surface of the hollow shaft (314) is provided with a second protrusion structure (3141), and the outer surface of the second tube (220) is provided with a second recess structure (221). The second protrusion structure (3141) and the second recess structure (221) engage with each other so that the damper (310) is fixedly connected to the second tube (220).
9. The vehicle steering damping device according to any one of claims 1-8, characterized in that, The damper (310) further includes: a magnetic element (316); The magnetic component (316) is located in the chamber (311).
10. A vehicle, characterized in that, Includes a vehicle body (600) and a vehicle steering damping device (100) as described in any one of claims 1-9; The vehicle steering damping device (100) is connected to the vehicle body (600).