Damping device for a vehicle and vehicle

Abstract

The utility model relates to a kind of shock absorber of vehicle and vehicle, the shock absorber can include: shell;Inner tube, setting in the shell interior, piston is slidably arranged in the inner tube, and part of the inner tube projects radially outward to form protruding portion;Separation pipe, the separation pipe is integrally formed, and it is between the shell and the inner tube, the position part of the separation pipe corresponding with the protruding portion is concave radially inward to form recessed portion;And variable valve of damping force, it is combined to the shell, for adjusting damping force, the inner tube and the separation pipe are interference fit by the protruding portion and the recessed portion.

Description

Technical Field

[0001] This utility model relates to a shock absorption device for a vehicle and the vehicle itself. Background Technology

[0002] With the booming development of the automotive industry, consumers' demands for vehicle performance are increasing. As a core component ensuring smooth driving and ride comfort, the optimized design of shock absorbers has always been a key area of ​​technological research and development. Currently, the need for improvement and innovation in shock absorbers is becoming increasingly urgent, especially in simplifying assembly processes and reducing costs. There is a pressing need to develop more advanced and efficient shock absorber technologies to comprehensively enhance the market competitiveness and adaptability of products.

[0003] Traditional vibration damping devices typically consist of an inner tube and two separator tubes. While this design achieves basic vibration damping, the numerous assembly components make the assembly process complex and time-consuming. Furthermore, each separator tube requires two O-rings to ensure a good seal, necessitating a total of four O-rings for both tubes, which undoubtedly increases manufacturing costs. Utility Model Content

[0004] To address the aforementioned problems, according to one aspect of this utility model, a vehicle shock absorber and a vehicle with a simplified assembly process for the separator tube can be provided.

[0005] According to another aspect of the present invention, a vehicle shock absorber and vehicle that reduce the number of parts and cost can be provided.

[0006] This utility model provides a shock absorber for a vehicle, comprising: a housing; an inner tube disposed inside the housing, a piston slidably disposed in the inner tube, and a portion of the inner tube protruding radially outward to form a protrusion; a separator tube integrally formed and disposed between the housing and the inner tube, a portion of the separator tube corresponding to the protrusion being radially recessed inward to form a recess; and a damping force variable valve, coupled to the housing, for adjusting the damping force, wherein the inner tube and the separator tube can be interference-fitted through the protrusion and the recess.

[0007] In addition, the space between the outer shell and the inner tube can be divided into two chambers by the separation tube. The chamber between the outer shell and the separation tube can be a low-pressure chamber, and the chamber between the separation tube and the inner tube can be a high-pressure chamber.

[0008] In addition, the high-pressure chamber can be divided into an upper high-pressure chamber and a lower high-pressure chamber based on the interference fit between the protrusion and the recess.

[0009] In addition, the outer diameter of the protrusion of the inner tube may be larger than the inner diameter of the recess of the separation tube.

[0010] In addition, the protrusion may include a flat portion and inclined portions at both ends of the flat portion, and the recess may include a flat portion and inclined portions at both ends of the flat portion. The flat portion of the protrusion and the flat portion of the recess may be interference-fitted with each other.

[0011] In addition, the length of the flat portion of the protrusion and the recess can be 15~20cm, and the length of the inclined portion of the protrusion and the recess can be 2~5cm.

[0012] Additionally, the piston may include a piston rod and a piston valve disposed at one end of the piston rod, and the internal chamber of the inner tube may be divided into an upper chamber and a lower chamber by the piston valve. Through holes may be formed in the inner tube of the upper chamber and the inner tube of the lower chamber, and the working fluid may flow between the internal chamber of the inner tube and the high-pressure chamber through the through holes.

[0013] Additionally, the portion of the separation tube facing the upper high-pressure chamber may have an upper port, and the portion of the separation tube facing the lower high-pressure chamber may have a lower port. The portion of the outer casing corresponding to the upper and lower ports may have holes. The variable damping force valve can communicate with the upper high-pressure chamber through the upper port and the hole corresponding to the upper port, and the variable damping force valve can communicate with the lower high-pressure chamber through the lower port and the hole corresponding to the lower port.

[0014] Additionally, when the piston moves forward, the working fluid in the lower chamber can flow into the lower high-pressure chamber through the through-hole of the inner tube of the lower chamber, and then into the low-pressure chamber via the damping force variable valve. When the piston moves backward, the working fluid in the upper chamber can flow into the upper high-pressure chamber through the through-hole of the inner tube of the upper chamber, and then into the lower high-pressure chamber via the damping force variable valve, and then into the lower chamber.

[0015] On the other hand, the present invention can provide a vehicle that includes the aforementioned vehicle shock absorption device.

[0016] The vehicle shock absorber and vehicle of this utility model can simplify the assembly process of the separator tube and solve the problem of the complicated assembly process of the two separator tubes.

[0017] The shock absorption device and vehicle of this utility model can reduce the number of parts and the cost. Attached Figure Description

[0018] Figure 1 This is a partial schematic diagram illustrating a shock absorber for a vehicle according to an embodiment of the present invention.

[0019] Figure 2 This is a partial schematic diagram showing a conventional vehicle shock absorption system.

[0020] Figure 3 This is a schematic diagram showing the separator tube of a conventional vehicle shock absorber and the separator tube of a vehicle shock absorber according to an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram showing the inner tube of a conventional vehicle shock absorber and the inner tube of a vehicle shock absorber according to an embodiment of the present invention.

[0022] Figure 5 This is a schematic diagram showing the combined state of the separator tube and inner tube of a vehicle shock absorber according to an embodiment of the present invention.

[0023] Figure 6 yes Figure 5 Enlarged view of part A in the middle. Detailed Implementation

[0024] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The embodiments described below are provided as examples to fully convey the spirit of the invention to those skilled in the art. The present invention is not limited to the embodiments described below and may be embodied in other forms. For clarity, figures of parts unrelated to the description are omitted from the drawings, and for ease of understanding, the width, length, thickness, etc., of components in the drawings may be slightly exaggerated. Throughout the specification, the same reference numerals denote the same components.

[0025] In the description of this utility model, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this utility model. In addition, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0027] Furthermore, in the description of this utility model, unless otherwise stated, "multiple", "multiple roots", and "multiple groups" mean two or more.

[0028] Figure 1 This is a partial schematic diagram showing a vehicle shock absorber 100 according to an embodiment of the present invention. Figure 2 This is a partial schematic diagram showing a conventional vehicle shock absorption system.

[0029] Figure 3 This shows the separator tubes 22' and 22'' of a conventional vehicle shock absorber. Figure 3 (Left side view) and the separator 22 of the vehicle shock absorber 100 according to an embodiment of the present invention. Figure 3 The diagram on the right side of the image is a schematic diagram. Figure 4 This shows the inner tube 13' of a conventional vehicle shock absorber. Figure 4 (Left side view) and the inner tube 13 of the vehicle shock absorber 100 according to an embodiment of the present invention. Figure 4 The diagram on the right side of the image is a schematic diagram. Figure 5 This is a schematic diagram showing the combined state of the separator tube 22 and the inner tube 13 of the shock absorber 100 of a vehicle according to an embodiment of the present invention. Figure 6 yes Figure 5 Enlarged view of part A in the middle.

[0030] First, refer to Figure 1 According to an embodiment of the present invention, a vehicle shock absorber 100 may include a housing 10; an inner tube 13 disposed inside the housing 10, a piston 12 slidably disposed in the inner tube 13, and a portion of the inner tube 13 protruding radially outward to form a protrusion 131; a separation tube 22 integrally formed and disposed between the housing 10 and the inner tube 13, a portion of the separation tube 22 corresponding to the protrusion 131 being radially recessed inward to form a recess 221; and a damping force variable valve 120 coupled to the housing 10 for adjusting the damping force, the inner tube 13 and the separation tube 22 being interference-fitted by the protrusion 131 and the recess 221.

[0031] The vehicle shock absorber 100 according to an embodiment of the present invention may include sealing rings disposed at both ends of the separator 22 to seal the separator 22 and the inner tube 13, ensuring that no leakage occurs at the connection between the separator 22 and the inner tube 13. Good sealing helps maintain the pressure and stability of the working fluid inside the shock absorber, thereby improving the shock absorption effect and driving stability of the device. The sealing rings are typically made of wear-resistant and high-pressure-resistant materials to cope with various stresses and wear that may occur during the operation of the shock absorber.

[0032] The upper and lower ends of the inner tube 13 and the outer shell 10 are respectively connected to a piston guide and a main valve.

[0033] The piston 12 includes a piston rod and a piston valve 16 disposed at one end of the piston rod, and the internal chamber of the inner tube 13 is divided into an upper chamber 17 and a lower chamber 18 by the piston valve 16.

[0034] Reference Figure 1 , Figures 3 to 6 According to this invention, the inner tube 13 has a protrusion 131 formed by an embossing process or a tube expansion process. The protrusion 131 and the piston valve 16 can be configured such that the piston valve 16 can always maintain close contact with the inner surface of the inner tube 13 when passing through the area of ​​the protrusion 131. The separation tube 22 is integrally formed and has a recess 221 formed by a narrowing process. The protrusion 131 may include a flat portion 1311 and inclined portions 1312 at both ends of the flat portion 1311. The recess 221 may include a flat portion 2211 and inclined portions 2212 at both ends of the flat portion 2211. The flat portion 1311 of the protrusion 131 and the flat portion 2211 of the recess 221 are interference-fitted with each other.

[0035] In this embodiment, the lengths of the protrusion 131 and the recess 221 can be 25-30 cm, preferably 26 cm. Specifically, the lengths of the flat portions 1311 and 2211 of the protrusion 131 and the recess 221 can be 15-20 cm, preferably 18 cm. The lengths of the inclined portions 1312 and 2212 of the protrusion 131 and the recess 221 can be 2-5 cm, preferably 3.5 cm. The flat portions 1311 and 2211 in the middle provide a stable contact surface, ensuring that the separator tube 22 and the inner tube 13 can be evenly stressed during the interference fit, thus enhancing the stability and reliability of the connection. The inclined portions 2212 and 1312 at both ends serve as guides, allowing the protrusion 131 of the inner tube 13 to slide more easily into the recess 221 of the separator tube 22 during assembly, reducing the difficulty of assembly and improving assembly efficiency.

[0036] In comparison, refer to Figure 2 Traditional shock absorbers use two separate tubes 22' and 22'' to connect to the upper and lower parts of the inner tube 13', respectively. Since each separate tube requires two sealing rings 23' to connect to the inner tube, a total of four sealing rings are needed. This increases the number of parts and the cost. Furthermore, the need to connect the two separate tubes to the upper and lower parts of the inner tube increases the complexity of the assembly process, making it more cumbersome and time-consuming.

[0037] The outer diameter of the protrusion 131 of the inner tube 13 can be larger than the inner diameter of the recess 221 of the separation tube 22 to achieve an interference fit.

[0038] An interference fit refers to a fit between two mating parts where there is a certain amount of interference. This means that the maximum size of one part is larger than the minimum size of the other, allowing the two parts to fit tightly together during assembly. This type of fit relies on the elastic deformation of the parts; during assembly, the parts need to undergo elastic compression or expansion.

[0039] Interference fits can be achieved through static press-fitting, dynamic press-fitting, and thermomechanical assembly, but are not limited to these methods. Static press-fitting uses tools such as vises and jacks to apply pressure to the parts, causing elastic deformation and fitting them into place. Dynamic press-fitting uses impact tools (such as hammers and punches) to impact the parts, causing instantaneous displacement and fitting them into place; this method is suitable for situations with small interference fits. Thermomechanical assembly utilizes the thermal expansion and contraction properties of materials, changing the dimensions of the enclosing part (hole) by heating or cooling the enclosing part (shaft), thereby achieving assembly. Specific methods include heating the hole, quickly fitting it onto the shaft while the diameter expands, and then allowing it to cool and shrink, resulting in a tight fit; or cooling the shaft in dry ice before assembly. Furthermore, the mating surfaces are typically cylindrical, sometimes conical. High machining precision is required for the mating surfaces to ensure a tight and reliable assembly.

[0040] Furthermore, interference fits eliminate the need for additional fasteners or connectors, simplifying the structure. The friction generated after assembly allows the connecting parts to withstand larger loads, including axial forces, torque, and dynamic loads. Under vibration or impact loads, interference fits maintain good stability and reliability. In applications requiring sealing, interference fits provide effective sealing to prevent liquid or gas leakage. Interference fits ensure coaxiality between parts, improving the accuracy and stability of mechanical transmissions.

[0041] Necking is a metal forming process that applies pressure to the outer diameter of a metal tube, gradually shrinking it to the desired diameter. In vibration damping devices, necking is used to form the protrusion 131 of the inner tube. The outer diameter of this protrusion 131 is larger than the inner diameter of the recess 221 of the separating tube, thus achieving an interference fit between the inner tube and the separating tube. Necking can improve the strength and rigidity of parts, while increasing the contact area of ​​the connection, thereby improving the stability and reliability of the connection.

[0042] Embossing is a process that creates specific shapes or patterns by applying pressure to a metal surface. Embossing is commonly used to alter the shape of materials, increase surface hardness, and enhance friction between the material and other components. In vibration damping devices, embossing is used to form the recess 221 of the separator tube. This recess 221 mates with the protrusion 131 of the inner tube, achieving an interference fit. Embossing not only enhances the sealing performance of the connection but also improves the wear resistance and corrosion resistance of the material, extending the service life of the vibration damping device.

[0043] The expansion process is a method of increasing the inner or outer diameter of a metal pipe through internal or external pressure. It is commonly used to increase the flow area of ​​a pipe or to meet specific assembly requirements. While the direct application of expansion in vibration damping devices is not as widespread as necking or embossing, it may be used in some designs to adjust the size of the inner tube for better fit with other components. The expansion process can improve the pressure resistance and flow efficiency of a pipe, while also improving the flexibility and machinability of the material, providing greater flexibility in the design of vibration damping devices.

[0044] The space between the outer shell 10 and the inner tube 13 can be divided into two chambers by the separation tube 22. The chamber between the outer shell 10 and the separation tube 22 can be a low-pressure chamber (also called a liquid storage chamber) 24, and the chamber between the separation tube 22 and the inner tube 13 can be a high-pressure chamber. The low-pressure chamber 24 can compensate for the volume changes inside the upper chamber 17 and the lower chamber 18 caused by the reciprocating motion of the piston 12.

[0045] The high-pressure chamber can be divided into an upper high-pressure chamber and a lower high-pressure chamber based on the interference fit between the protrusion 131 and the recess 221.

[0046] The portion of the separation tube 22 facing the upper high-pressure chamber has an upper port, and the portion of the separation tube 22 facing the lower high-pressure chamber has a lower port.

[0047] In addition, the vehicle shock absorber 100 according to an embodiment of the present invention may further include a mounting port 110 for mounting the damping force variable valve 120.

[0048] The mounting port 110 is located on the outer side of the housing 10. The mounting port 110 includes: a first coupling portion 111, which engages with a first damping force variable valve; a second coupling portion 112, which engages with a second damping force variable valve; and a connecting portion 113, which connects the first coupling portion 111 and the second coupling portion 112, and is provided with at least one through hole 113a communicating with the first damping force variable valve and the second damping force variable valve.

[0049] To adjust the damping force, the variable damping force valve 120 can be attached to the housing 10. The variable damping force valve 120 can be attached to the housing 10 through the mounting port 110. The housing 10 has holes corresponding to the upper and lower ports, allowing the variable damping force valve 120 to communicate with the upper high-pressure chamber through the upper port and the holes, and also allowing it to communicate with the lower high-pressure chamber through the lower port and the holes.

[0050] Specifically, the first connecting portion 111 is formed through and has a first receiving space 111a inside, so that the first damping force variable valve can be connected to the first connecting portion 111. The first damping force variable valve can be connected to the separation tube 22 through the first receiving space 111a of the first connecting portion 111.

[0051] The second connecting portion 112 is formed through and has a second receiving space 112a inside, so that the second damping force variable valve can be connected to the second connecting portion 112. The second damping force variable valve can be connected to the separation tube 22 through the second receiving space 112a of the second connecting portion 112.

[0052] A connecting portion 113 is disposed between the first connecting portion 111 and the second connecting portion 112, and can be integrally formed with the first connecting portion 111 and the second connecting portion 112. A connecting hole 113a formed in the connecting portion 113 can be configured to connect the first receiving space 111a and the second receiving space 112a. That is, the first connecting portion 111 and the second connecting portion 112 are configured to be spaced apart vertically by a certain distance, having axes parallel to each other, such that the connecting hole 113a can be formed perpendicular to the central axis of the first connecting portion 111 and the second connecting portion 112. The number of connecting holes 113a is not limited, and the number and shape of the connecting holes 113a can be selectively changed and used as long as the oil discharged from the first damping force variable valve can be sufficiently guided to the second damping force variable valve side.

[0053] The first damping force variable valve can be engaged with the separator 22 in the state of being engaged with the first engagement part 111, when the piston moves backward (towards) Figure 1 When moving upwards (with reference to the upper part), the oil circulating from the separator 22 in the upper chamber 17 is transferred to the second damping force variable valve side through the connecting hole 113a. The oil transferred to the second damping force variable valve can be guided to the lower chamber 18.

[0054] Through holes 13a and 13b are formed in the inner tube 13 of the upper chamber 17 and the lower chamber 18, respectively. Working fluid can flow between the inner chamber of the inner tube 13 and the high-pressure chamber through the through holes 13a and 13b. The shape and size of the through holes 13a and 13b are not particularly limited. The through hole 13a, located on the upper side of the inner tube 13, can connect the upper chamber 17 and the upper high-pressure chamber. Additionally, the through hole 13b, located on the lower side of the inner tube 13, can connect the lower chamber 18 and the lower high-pressure chamber. In this case, the damping force variable valve 120, which is connected to the separation tube 22 of the upper high-pressure chamber, can be connected to the upper chamber 17 through 13a, and the damping force variable valve 120, which is connected to the separation tube 22 of the lower high-pressure chamber, can be connected to the lower chamber 18 through 13b. The through holes 13a and 13b formed in the upper and lower parts of the inner tube 13 can be formed in the upper and lower parts of the movement range of the piston valve 16, which moves together with the piston rod.

[0055] Reference Figure 1 , Figure 5 When the piston 12 moves forward (towards) Figure 1 When moving downwards (based on the reference), the working fluid of the lower chamber 18 flows into the lower high-pressure chamber through the through hole 13b of the inner tube 13 of the lower chamber 18, and flows into the low-pressure chamber through the damping force variable valve 120, thereby controlling the damping force.

[0056] Specifically, when the damper, i.e., piston 12, moves downward, the lower chamber 18 is under high pressure, while the upper chamber 17 is under pressure. At this time, a portion of the oil in the lower chamber 18 is guided through the through-hole 13b formed on the lower side of the inner tube 13 to the interior of the second damping force variable valve, which is connected to the lower part of the separation tube 22. Meanwhile, another portion of the oil in the lower chamber 18 flows into the upper chamber 17 through the oil passage 16a formed in the piston valve 16, generating damping force. Additionally, the oil flowing into the second damping force variable valve circulates within the valve and is discharged into the low-pressure chamber 24, thereby controlling the damping force.

[0057] On the other hand, when the piston 12 moves backward (towards) Figure 1 When moving upwards (based on the reference), the working fluid of the upper chamber 17 flows into the upper high-pressure chamber through the through hole 13a of the inner tube 13 of the upper chamber 17, and then flows into the lower high-pressure chamber via the damping force variable valve 120, and then flows into the lower chamber 18, thereby controlling the damping force.

[0058] Specifically, when the springback occurs, that is, when piston 12 moves backward (towards...) Figure 1 When the upper chamber 17 moves upwards (based on the reference point), it is under high pressure, while the lower chamber 18 is under pressure. At this time, a portion of the oil in the upper chamber 17 is guided through a through-hole 13a formed on the upper side of the inner tube 13 to the interior of the first damping force variable valve, which is connected to the upper part of the separation tube 22. Meanwhile, another portion of the oil in the upper chamber 17 flows into the lower chamber 18 through an oil passage 16a formed in the piston valve 16, generating damping force. Additionally, the oil flowing into the first damping force variable valve circulates within it and sequentially passes through the connecting hole 113a, the second damping force variable valve, and the lower high-pressure chamber before flowing into the lower chamber 18, thereby controlling the damping force.

[0059] According to another aspect, the present invention can provide a vehicle that may include the shock absorption device according to the embodiments of the present invention as described above.

[0060] The vehicle shock absorption device according to this utility model can simplify the assembly process of the separator tube and solve the problem of the complicated assembly process of two separator tubes.

[0061] The shock absorption device for vehicles according to this utility model can reduce the number of parts and the cost.

[0062] The invention has been described above with reference to one embodiment shown in the accompanying drawings, but this is merely exemplary, and those skilled in the art will understand that various modifications and equivalent embodiments can be obtained based on it. Therefore, the true scope of the invention is determined only by the appended claims.

Claims

1. A shock absorber for a vehicle, characterized in that, include: shell; An inner tube is disposed inside the outer casing, a piston is slidably disposed in the inner tube, and a portion of the inner tube protrudes radially outward to form a protrusion; A separation tube, integrally formed and disposed between the outer shell and the inner tube, wherein a portion of the separation tube corresponding to the protrusion is radially recessed to form a recess; as well as A variable damping force valve, integrated into the housing, is used to adjust the damping force. The inner tube and the separation tube are interference-fitted by the protrusion and the recess.

2. The vehicle shock absorber according to claim 1, characterized in that, The space between the outer shell and the inner tube is divided into two chambers by the separation tube. The chamber between the outer shell and the separation tube is a low-pressure chamber. The chamber between the separation tube and the inner tube is a high-pressure chamber.

3. The vehicle shock absorber according to claim 2, characterized in that, The high-pressure chamber is divided into an upper high-pressure chamber and a lower high-pressure chamber based on the interference fit between the protrusion and the recess.

4. The vehicle shock absorber according to claim 1, characterized in that, The outer diameter of the protrusion of the inner tube is larger than the inner diameter of the recess of the separation tube.

5. The vehicle shock absorber according to claim 1, characterized in that, The protrusion includes a flat portion and inclined portions at both ends of the flat portion, and the recess includes a flat portion and inclined portions at both ends of the flat portion. The flat portion of the protrusion and the flat portion of the recess are interference-fitted together.

6. The vehicle shock absorber according to claim 5, characterized in that, The length of the flat portion of the protrusion and the recess is 15-20 cm. The length of the inclined portion of the protrusion and the recess is 2-5 cm.

7. The vehicle shock absorber according to claim 3, characterized in that, The piston includes a piston rod and a piston valve disposed at one end of the piston rod, and the internal chamber of the inner tube is divided into an upper chamber and a lower chamber by the piston valve. Through holes are formed in the inner tube of the upper chamber and the inner tube of the lower chamber. The working fluid flows through the through-hole between the internal chamber of the inner tube and the high-pressure chamber.

8. The vehicle shock absorber according to claim 7, characterized in that, The portion of the separator tube facing the upper high-pressure chamber has an upper port, and the portion of the separator tube facing the lower high-pressure chamber has a lower port. The portion of the outer casing corresponding to the upper port and the lower port is formed with a hole. The variable damping force valve is connected to the upper high-pressure chamber through the upper port and the corresponding hole, and the variable damping force valve is connected to the lower high-pressure chamber through the lower port and the corresponding hole.

9. The vehicle shock absorber according to claim 8, characterized in that, As the piston moves forward, the working fluid in the lower chamber flows into the lower high-pressure chamber through the through-hole of the inner tube of the lower chamber, and then flows into the low-pressure chamber via the damping force variable valve. When the piston moves backward, the working fluid in the upper chamber flows into the upper high-pressure chamber through the through hole of the inner tube of the upper chamber, and then flows into the lower high-pressure chamber via the damping force variable valve, and then into the lower chamber.

10. A vehicle, characterized in that, Includes the shock absorption device for the vehicle as described in claim 1.

Images