Vehicle shock absorbers

Abstract

The present invention discloses a vehicle shock absorber, which is installed on a vehicle to provide shock absorption during driving. The damper comprises a damper and a spring. The main structure of the damper comprises a cylinder and a piston. The piston comprises an inner plug and a cylindrical outer sleeve. The outer sleeve is movably mounted on the outer circumference of the inner plug. Two chambers with variable volumes are formed between the inner plug and the outer sleeve at both axial ends. A left baffle and a right baffle are respectively provided on the axial ends of the outer sleeve. Each of the left and right baffles has a through hole. The piston rod slides through the right baffle and is connected to the inner plug. At least one of the chambers communicates with a fluid flow channel via a through hole provided in the outer sleeve. The end of the through hole facing the inner plug is located on the inner wall of the chamber and can be sealed by the inner plug.

Description

Technical Field

[0001] The present invention relates to a shock absorber, in particular to a shock absorber arranged on a vehicle, especially an electric vehicle. Background Art

[0002] When a vehicle travels on the road, the suspension system, stimulated by the road surface, experiences a certain degree of up-and-down motion. To ensure a comfortable ride, a shock absorber is placed between the vehicle body and the suspension system. These vibrations are dampened through the axial elastic deformation of the spring and the axial movement of the damper. Shock absorbers are categorized as active, passive, and semi-active. Passive shock absorbers lack adjustable parameters like stiffness and damping, making them difficult to adapt to varying road conditions and usage. Active shock absorbers, while capable of adapting to road conditions to a certain degree, are complex, require high technical requirements, and are relatively expensive. Consequently, semi-active shock absorbers have been developed, offering relatively simple manufacturing processes, low cost, and excellent shock absorption.

[0003] The shock absorber's structure primarily consists of two lifting rings at each end, which are secured to corresponding connections on the vehicle. A spring is located between the two lifting rings, with both ends of the spring providing axial elastic support for the two lifting rings. A cylinder-type damper is located between the two lifting rings and within the springs. One lifting ring is connected to the closed end of the damper's cylinder, and the other to the outer end of the damper's piston rod. The damper and spring combine to provide a shock-absorbing effect, effectively damping the vibrations generated by the vehicle.

[0004] In existing shock absorbers, the piston is typically a single-piece structure. In response to suspension vibration, the piston slides axially within the cylinder, where the damping fluid exerts a damping force. At the beginning of this movement, the piston experiences a significant instantaneous damping force, resulting in a high instantaneous stiffness of the shock absorber. This compromises ride comfort and can easily damage the shock absorber's mechanical structure. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a vehicle shock absorber which has good smoothness when moving in response to suspension vibration and can provide a certain degree of protection for the shock absorber.

[0006] In order to solve the above technical problems, the technical solution of the present invention is as follows: an electric vehicle shock absorber comprises two separately arranged hanging rings, a compression spring and a damper are arranged between the two hanging rings,

[0007] The damper includes a hollow cylinder with one end closed and the other end open. The cylinder is filled with damping fluid. A piston is movably provided in the cylinder. The piston is provided with a fluid flow channel running through both ends of the piston. The piston is connected to a piston rod, which extends from the open end of the cylinder to the outside of the cylinder. A lifting ring is connected to the closed end of the cylinder, and another lifting ring is connected to the outer end of the piston rod.

[0008] One end of the spring is supported on the cylinder body, and the other end is supported on another lifting ring, and its characteristics are:

[0009] The piston comprises an inner plug and a cylindrical outer sleeve, the outer sleeve being movably sleeved on the outer circumference of the inner plug, and two chambers with variable volumes are respectively formed between the axial ends of the inner plug and the outer sleeve; a left baffle and a right baffle are respectively provided on the axial ends of the outer sleeve, each of which is provided with a through hole, and the piston rod slides through the right baffle to be connected to the inner plug;

[0010] At least one of the chambers is communicated with the liquid flow channel through a through hole provided in the outer sleeve, and the end of the through hole facing the inner plug is located on the inner wall surface of the chamber and can be closed by the inner plug.

[0011] The cylinder is typically filled with hydraulic oil, but can also be a magnetorheological fluid (MRF) as described below. As the piston moves axially within the cylinder, the damping fluid applies a damping force, which, combined with the spring's elastic force, counteracts external vibrations. The piston is a split-body structure. As the shock absorber responds to external vibrations, the inner piston first moves axially within the outer sleeve, where the damping fluid within the outer sleeve chamber applies a damping force. During high external vibrations, the inner piston rests against the left or right baffle, causing the entire piston to move axially within the cylinder as a single unit.

[0012] Furthermore, the position of the through hole on the outer sleeve is biased towards one side of the piston rod. The through hole is arranged on the side biased towards the piston rod, and the outer peripheral surface of the inner plug can easily cover and seal the through hole.

[0013] Furthermore, the damping fluid is a magnetorheological fluid. A wound coil acts on the magnetorheological fluid by passing electricity through it. The coil is electrically connected to an onboard controller, which receives driving information from the vehicle and controls the current flowing through the coil. Magnetorheological fluid is a smart material, typically a suspension of micron- or nanometer-sized ferromagnetic particles (typically carbonyl iron particles) immersed in a non-magnetic carrier fluid, along with a small amount of other auxiliary solutions. Magnetorheological fluids are commercially available and can be categorized into magnetorheological fluids and magnetorheological greases depending on the carrier fluid. The volume fraction of ferromagnetic particles in magnetorheological materials is typically between 20% and 40%. Their rheological properties can be controlled by an external magnetic field. Different magnetic field intensities produce different properties of the magnetorheological material, a characteristic known as the magnetorheological effect. Under the influence of an external magnetic field, the magnetorheological fluid exhibits non-Newtonian fluid properties, transforming from a free-flowing damping fluid to a semi-solid or even solid state within milliseconds, exhibiting highly controllable rheological properties. It behaves as a liquid in a zero magnetic field, but rapidly transforms into a semi-solid state under an applied magnetic field, exhibiting significant shear hardening properties. Magnetorheological fluids change with the strength of the applied magnetic field, primarily characterized by rapid, reversible, and controllable behavior. Magnetorheological shock absorbers exploit this property, using the magnetorheological effect and motion sensors on the vehicle body and wheels as input signals to respond in real time to road and operating conditions. The coil can be wound around the cylinder or the inner plug.

[0014] Furthermore, the coil is arranged on the inner plug, the piston rod is inserted into the inner plug, and the wire passes through another lifting ring and the piston rod and is electrically connected to the coil at the position where the piston rod and the inner plug are connected. This makes it convenient to arrange the coil and provide current to the coil.

[0015] Furthermore, an annular groove is provided on the outer circumference of the inner plug, giving it an "I" shape, and the coil is wound within the annular groove. This simple structure facilitates coil placement. Furthermore, the outer circumferences at both ends of the inner plug form a liquid-tight seal with the inner circumference of the outer sleeve, effectively ensuring the safety of the coil.

[0016] Furthermore, a boss is protrudingly provided on the end face of the inner plug facing the left baffle, and is configured to abut against the inner end face of the left baffle. The abutment between the boss and the inner end face of the left baffle prevents the inner plug from completely fitting against the left baffle, facilitating separation of the inner plug from the left baffle and enabling relative axial movement of the inner plug within the outer sleeve, thereby enabling the inner plug to effectively adapt to actual working conditions.

[0017] Furthermore, a bowl-shaped floating plug made of elastic material is installed within the cylinder. The outer circumference of the floating plug forms a liquid-tight seal with the inner circumference of the cylinder. The floating plug and the piston rod are located on opposite sides of the piston, with the opening of the floating plug facing the closed end of the cylinder. The floating plug is generally made of rubber or soft plastic. During axial movement of the piston, the floating plug can adapt to the direction of the piston's movement and deform to a certain extent. This allows for better adaptability to the movement of the piston, which helps improve the smooth operation of the shock absorber. This, in turn, improves the shock absorber's damping effect, further enhancing the smoothness of the shock absorber's movement and improving ride comfort.

[0018] Furthermore, a retaining ring is sleeved on the outer circumference of the cylinder body and is threadedly connected to the cylinder body. The power mechanism is transmission-connected to the retaining ring, causing the retaining ring's axial position on the cylinder body to change. One end of the spring is supported by the retaining ring. Rotation of the retaining ring on the cylinder body changes the retaining ring's axial position on the cylinder body, thereby varying the compression of the spring and adjusting the shock absorber's hardness. This facilitates adjustment of the shock absorber's hardness and broadens its applicability. Furthermore, the power mechanism can be electrically connected to an onboard controller, which controls the operation of the power mechanism, allowing the power mechanism to adapt to external vibrations experienced by the shock absorber. This further improves the shock absorber's adaptability to external vibrations, enabling the shock absorber to provide a good shock-absorbing effect and further enhancing driving comfort.

[0019] Furthermore, the fixed ring is a worm gear, the power mechanism is a motor, the power output shaft of the motor is a worm, and the worm and the worm gear are meshed. The fixed ring is driven by the worm gear structure, which is convenient to set up and has a compact structure.

[0020] Furthermore, a stopper is protruding from the cylinder body and located on the side of the worm gear facing the closed end of the cylinder body. The stopper is used to limit the worm gear's axial position, thereby preventing the worm gear from disengaging from the external threads on the outer circumference of the cylinder body, thereby causing the shock absorber to fail.

[0021] The beneficial effects of the present invention are as follows: during operation, when the shock absorber is subjected to external vibration, the inner plug first moves axially relative to the outer plug, and the damping fluid in the chamber applies a damping force to the inner plug, rather than the large area of ​​the piston end directly facing the damping fluid in the cylinder. This effectively prolongs the shock absorber's response time to external vibration, effectively reducing the instantaneous impact force experienced by the shock absorber, enabling the shock absorber to provide a relatively smooth shock absorption effect and improving the vehicle's ride comfort. The fluid flow channel is connected to the chamber through the provision of a through hole, resulting in a simple structure. The closing and opening of the through hole by the inner plug provides a flow branch for the damping fluid in the cylinder, allowing the inner plug to meet the flow requirements of the damping fluid when it makes corresponding movements, thus effectively meeting the operating requirements of the shock absorber. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is an axial cross-sectional view of the shock absorber.

[0023] Figure 2 This is a cross-sectional view of a working mode in which the piston and cylinder are assembled together. The arrows in the figure indicate the flow direction of the damping fluid.

[0024] Figure 3 This is a cross-sectional view of another working mode in which the piston and cylinder are assembled together. The arrows in the figure indicate the flow direction of the damping fluid.

[0025] Figure 4 This is the structural diagram of the baffle end face.

[0026] Figure 5 This is the end structure diagram of the jacket.

[0027] Figure 6 This is a three-dimensional structural diagram of the inner plug.

[0028] Figure 7 It is a structural diagram of the power mechanism.

[0029] In the figure, 1. lifting ring; 2. piston rod; 3. cylinder body; 4. spring; 5. fixing ring; 6. limiter; 7. floating plug; 8. rubber bushing; 9. connecting sleeve; 10. left baffle; 11. through hole; 12. outer sleeve; 13. wire; 14. liquid flow channel; 15. right baffle; 16. through hole; 17. inner plug; 171. annular groove; 172. threading hole; 173. boss; 18. notch; 19. groove; 20. worm gear; 21. worm; 22. motor. DETAILED DESCRIPTION

[0030] In conjunction with the drawings of the specification, the vehicle shock absorber is arranged on the vehicle to provide shock absorption for the vehicle during driving. The shock absorber can be particularly arranged on a two-wheeled electric vehicle.

[0031] See Figure 1The shock absorber structure comprises two separate suspension rings 1. For example, on a two-wheeled electric vehicle, the shock absorber is positioned diagonally, with the upper suspension ring 1 connected to the vehicle frame and the lower suspension ring 1 connected to the vehicle's rear fork. A compression spring 4 and a damper are positioned between the two suspension rings 1. The compression spring 4 provides an axial elastic force, which, combined with the damper's axial damping force, helps to mitigate vibrations caused by poor road conditions.

[0032] The structure of the damper includes a hollow cylinder 3, one end of which is closed and the other end is open. The cylinder 3 is filled with damping fluid, and a piston is movably arranged in the cylinder 3. The piston is provided with a liquid flow channel 14 running through its axial ends. Figure 2 、 3 As shown in the figure, the liquid flow channel 14 is formed on the outer peripheral surface of the piston. The liquid flow channel 14 is formed by a groove 19 machined on the outer peripheral surface of the piston. The groove 19 is arranged along the axial direction of the piston and has the same axial length as the piston. A piston rod 2 is connected to the axial direction of the piston, and the piston rod 2 extends from the open end of the cylinder body 3 to the outside of the cylinder body 3. Among them, a lifting ring 1 is fixedly connected to the closed end of the cylinder body 3 by welding, and the other lifting ring 1 is threadedly connected to the outer end of the piston rod 2. The spring 4 is sleeved on the outer periphery of the cylinder body 3, and one end of the spring 4 is axially supported by the cylinder body 3, and the other end of the spring 4 is supported on the other lifting ring 1. The lifting ring 1 has a connecting hole, and a rubber bushing 8 is provided in the connecting hole. A connecting sleeve 9 made of stainless steel is provided in the rubber bushing 8. When the shock absorber is connected, the connecting column at the corresponding position on the vehicle is inserted into the connecting hole.

[0033] Figure 2 、 3 The piston is shown as a split-body structure, comprising a coaxially arranged inner plug 17 and a cylindrical outer sleeve 12. The outer sleeve 12 is sleeved onto the outer circumference of the inner plug 17. The outer sleeve 12 and the inner plug 17 are capable of relative axial movement during shock absorber operation, and the outer sleeve 12 and the inner plug 17 are fluid-tightly sealed by a mating relationship. The axial length of the inner plug 17 is shorter than that of the outer sleeve 12. Two chambers are formed between the axial ends of the inner plug 17 and the outer sleeve 12, respectively. The volumes of these chambers change with the relative axial movement of the inner plug 17 and the outer sleeve 12. A left baffle 10 and a right baffle 15 are respectively mounted on the axial ends of the outer sleeve 12. These baffles 10 and 15 are detachably connected to the outer sleeve 12, typically via screws, to facilitate assembly between the inner plug 17 and the outer sleeve 12. Through holes 11 are provided in each of the left and right baffles 10 and 15, respectively, to allow the damping fluid in the cylinder 3 to flow between the chambers and the cylinder 3. The right baffle 15 is biased toward one side of the piston rod 2, and the piston rod 2 slides through the right baffle 15 and is connected to the inner plug 17. Figure 4 、 5In the embodiment shown in the figure, two grooves 19 are machined along the axial direction of the outer peripheral surface of the outer sleeve 12, and two notches 18 are correspondingly provided at the outer edge of the baffle. After the baffle is installed, the corresponding notches 18 and grooves 19 are combined to form the liquid flow channel 14. The number of grooves 19 can also be increased, such as four grooves 19 and six grooves 19. The number and cross-sectional area of ​​the grooves 19 can be designed according to the actual hardness requirements of the shock absorber. That is, the larger the number and cross-sectional area of ​​the grooves 19, the smaller the hardness of the shock absorber, and vice versa.

[0034] The through hole 16 is located on the outer sleeve 12 and is biased toward one side of the right baffle 15. The chamber corresponding to the right baffle 15 is communicated with the liquid flow channel 14 through the through hole 16 provided in the outer sleeve 12. Figure 2 、 3 As a reference, the upper end of the through hole 16 is located on the bottom surface of the groove 19, the through hole 16 passes through the wall of the outer shell 12, and the through hole 16 is located on the inner wall surface of the outer shell 12. After the inner plug 17 slides to the right relative to the outer shell 12, the outer peripheral surface of the inner plug 17 can close the through hole 16.

[0035] The damping fluid is a magnetorheological fluid, primarily composed of ferromagnetic particles doped in hydraulic oil. A wound coil acts on the fluid by applying electricity, generating a magnetic field that attracts the ferromagnetic particles, increasing the fluid's flow resistance and resulting in a greater damping force in the damper. The coil is electrically connected to an onboard controller, which receives driving information and controls the current flowing through the coil. The worse the road conditions, the greater the current output to the coil by the controller. This greater current, in turn, reduces the fluidity of the magnetorheological fluid and increases the damping force provided by the damper.

[0036] Figure 2 、 3 As shown in FIG, the coil is directly wound on the inner plug 17, and the piston rod 2 is inserted into the inner plug 17. Figure 1 In the figure, the wire 13 passes through the right side ring 1 and extends into the piston rod 2. The piston rod 2 is hollow for the wire 13 to pass through. The wire 13 is electrically connected to the coil at the position where the piston rod 2 is connected to the inner plug 17. The piston rod 2 is plugged into the inner plug 17. The piston rod 2 is generally fixed to the inner plug 17 by a thread, or the piston rod 2 and the inner plug 17 can be fixed by an interference fit or adhesive. An annular groove 171 is provided on the outer circumference of the inner plug 17, so that the inner plug 17 is in the shape of an "I" as a whole. The coil is wound in the annular groove 171. A threading hole 172 is provided on the bottom surface of the annular groove 171. The wire 13 passes through the threading hole 172 from the piston rod 2 and is electrically connected to the coil.

[0037] A boss 173 is protrudingly provided on one end face of the inner plug 17 facing the left baffle 10. The boss 173 is connected to the left end of the inner plug 17 as a whole. The outer diameter of the boss 173 is smaller than the outer diameter of the inner plug 17. When the inner plug 17 moves to the left end of the outer sleeve 12, the boss 173 and the inner end face of the left baffle 10 abut against each other. Figure 1 In the example, a bowl-shaped floating plug 7 is installed within cylinder 3. Floating plug 7 is typically made of rubber or soft plastic. The wall of floating plug 7 deforms to a certain extent under the pressure of the damping fluid within cylinder 3. The outer circumference of floating plug 7 forms a liquid-tight seal with the inner circumference of cylinder 3. Floating plug 7 and piston rod 2 are located on opposite sides of the piston, with the opening of floating plug 7 facing the closed end of cylinder 3.

[0038] Combine Figure 1 、 7 The shock absorber has adjustable hardness. A retaining ring 5 is sleeved on the outer circumference of the cylinder 3 and threadedly connected to the cylinder 3. The power mechanism is in driving connection with the retaining ring 5, causing the retaining ring 5 to change its axial position on the cylinder 3. The retaining ring 5 supports one end of the spring 4. To ensure smooth relative circumferential rotation of the retaining ring 5 relative to the spring 4, a roller bearing can be provided between the spring 4 and the retaining ring 5. Figure 7 As shown in the figure, the fixed ring 5 is a worm gear 20, the power mechanism is a motor 22, the power output shaft of the motor 22 is a worm 21, and the worm 21 is meshed with the worm gear 20. Through the transmission mode of the worm gear 20 and the worm 21, the motor 22 can be arranged on the outside of the cylinder body 3, and the overall structure is compact. The power output shaft of the motor 22 and the fixed ring 5 can also be transmitted by means of a transmission belt or gear meshing. In order to achieve axial limitation of the worm gear 20, a limiting body 6 is protrudingly provided on the cylinder body 3. The limiting body 6 is generally annular in structure. The limiting body 6 can be fixedly connected to the outer peripheral surface of the cylinder body 3 by welding. The limiting body 6 is located on the side of the worm gear 20 facing the closed end of the cylinder body 3. The limiting body 6 achieves axial limitation of the worm gear 20 on the cylinder body 3 by axially abutting against the worm gear 20.

[0039] Taking the example of a shock absorber with a coil and a cylinder 3 filled with magnetorheological fluid, the onboard controller is electrically connected to a position sensor on the vehicle frame. When the vehicle frame vibrates with a large amplitude, the position sensor senses the vibration and instructs the controller to output a large current to the coil. This degrades the fluidity of the magnetorheological fluid and causes the damper to output a large damping force, thereby providing a greater shock absorption effect. However, at the beginning of the shock absorber's movement, relative axial sliding occurs between the outer sleeve 12 and the inner plug 17. The damping fluid in the chamber initially exerts a relatively small damping force on the inner plug 17, effectively mitigating the shock absorber's damping force on the vehicle, preventing the vehicle from experiencing relatively large impact forces due to severe jolts and improving ride comfort.

[0040] by Figure 2 、 3 As a reference, after the upper ring 1 of the shock absorber is pressed inward, the inner plug 17 first moves to the left relative to the outer sleeve 12. The left end of the inner plug 17 pushes the damping fluid in the left chamber. The damping fluid flows from the liquid flow channel 14 through the through hole 16 into the right chamber. When the inner plug 17 moves to Figure 2 When the shock absorber is in the position, the boss 173 on the inner plug 17 abuts against the inner end surface of the left baffle 10, so that the outer sleeve 12 and the inner plug 17 form a whole. The piston as a whole moves to the left in the cylinder 3, and the damping fluid in the cylinder 3 moves to the right in the direction of the arrow. When the shock absorber outputs force to the outside, the inner plug 17 first moves to the right relative to the outer sleeve 12. The right end of the inner plug 17 pushes the damping fluid in the right chamber. The damping fluid in the right chamber enters the cylinder 3 from the through hole 11 on the right baffle 15. When the inner plug 17 moves to Figure 3 When in the closed position, the inner plug 17 seals the through hole 16, and the inner plug 17 and outer sleeve 12 form a single unit. The piston as a whole moves rightward within the cylinder 3, and the damping fluid in the right portion of the cylinder 3 flows leftward within the fluid flow channel 14 in the direction of the arrow. Therefore, the friction coefficient between the inner plug 17 and outer sleeve 12 and the friction coefficient between the outer sleeve 12 and the cylinder 3 can be similar. Because the fitting area between the inner plug 17 and outer sleeve 12 is smaller than the fitting area between the outer sleeve 12 and the cylinder 3, the outer sleeve 12 has a motion hysteresis relative to the inner plug 17, thereby achieving relative axial motion between the inner plug 17 and the outer sleeve 12. The two friction coefficients mentioned above can differ, but in actual design, relative axial motion is required between the inner plug 17 and the outer sleeve 12. When the piston moves within the cylinder 3, the damping fluid generates a damping force, achieving the shock absorber's damping effect.

Claims

1. A vehicle shock absorber comprising two separately arranged suspension rings, with a compression spring and a damper disposed between the two suspension rings. The damper includes a hollow cylinder with one end closed and the other end open. The cylinder is filled with damping fluid. A piston is movably provided in the cylinder. The piston is provided with a fluid flow channel running through both ends of the piston. The piston is connected to a piston rod, which extends from the open end of the cylinder to the outside of the cylinder. A lifting ring is connected to the closed end of the cylinder, and another lifting ring is connected to the outer end of the piston rod. One end of the spring is supported on the cylinder body, and the other end is supported on another lifting ring, and its characteristics are: The piston comprises an inner plug and a cylindrical outer sleeve, the outer sleeve being movably sleeved on the outer circumference of the inner plug, and two chambers with variable volumes are respectively formed between the axial ends of the inner plug and the outer sleeve; a left baffle and a right baffle are respectively provided on the axial ends of the outer sleeve, each of which is provided with a through hole, and the piston rod slides through the right baffle to be connected to the inner plug; At least one of the chambers is connected to the liquid flow channel via a through hole provided in the outer sleeve, and the end of the through hole facing the inner plug is located on the inner wall surface of the chamber and can be closed by the inner plug; When the shock absorber is in effect, the outer sleeve has a motion hysteresis relative to the inner plug, and the inner plug and the outer sleeve have relative axial motion.

2. The vehicle shock absorber according to claim 1, characterized in that The position of the through hole on the outer sleeve is biased towards one side of the piston rod.

3. The vehicle shock absorber according to claim 1, characterized in that The damping fluid is a magnetorheological fluid. The wound coil acts on the magnetorheological fluid by energizing it. The coil is electrically connected to the vehicle controller. The vehicle controller receives driving information of the vehicle and controls the current passing through the coil.

4. The vehicle shock absorber according to claim 3, characterized in that: The coil is arranged on the inner plug, the piston rod is inserted in the inner plug, and the wire passes through another lifting ring and the piston rod and is electrically connected to the coil at the position where the piston rod is connected to the inner plug.

5. The vehicle shock absorber according to claim 3, characterized in that An annular groove is provided on the outer circumference of the inner plug, so that the inner plug is in the shape of an "I", and the coil is wound in the annular groove.

6. The vehicle shock absorber according to claim 1, characterized in that A boss is protrudingly provided on the end surface of the inner plug facing the left baffle, and the boss is used to abut against the inner end surface of the left baffle.

7. The vehicle shock absorber according to any one of claims 1 to 6, characterized in that: A bowl-shaped floating plug made of elastic material is provided in the cylinder body. The outer circumference of the floating plug is liquid-tight with the inner circumference of the cylinder body. The floating plug and the piston rod are arranged on opposite sides of the piston, and the opening of the floating plug faces the closed end of the cylinder body.

8. The vehicle shock absorber according to any one of claims 1 to 6, characterized in that: A fixing ring is sleeved on the outer circumference of the cylinder body, the fixing ring is threadedly connected to the cylinder body, the power mechanism is transmission-connected to the fixing ring so that the axial position of the fixing ring on the cylinder body changes, and one end of the spring is supported by the fixing ring.

9. The vehicle shock absorber according to claim 8, characterized in that The fixing ring is a worm gear, the power mechanism is a motor, the power output shaft of the motor is a worm, and the worm and the worm gear are meshed.

10. The vehicle shock absorber according to claim 9, characterized in that A limiting body is protrudingly provided on the cylinder body. The limiting body is located on the side of the worm gear facing the closed end of the cylinder body. The limiting body is used to limit the worm gear.

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