[轉錄]避震器的種類&構造.. (建議收至精華區)

作者: bananafish (香蕉魚) 看板: TTUmotor 標題: [轉錄]避震器的種類&構造.. (建議收至精華區) 時間: 東吳機研站 Tue Aug 12 01:15:41 2003 ※ [本文轉錄自 SUSPENSION 看板] 作者: milklin (水的旅人) 看板: SUSPENSION 標題: 避震器的種類&構造.. (建議收至精華區) 時間: 東吳機研站 Mon Aug 11 10:16:15 2003 簡單介紹一些避震器的構造作動&種類.. O.O" 多一些認識總是有點幫助的, 在版上互相爭吵文字上吹毛求疵卻不願意互相成長是一點意義都沒有的..... 已經知道的人丟個幾句批評別人卻不願意花時間花精神共同討論讓我很傷心... 避震器種類一大堆價位品牌琳瑯滿目上次講過基本的[彈簧]與[減震筒]搭配的外在基本結構, 以及一些組尼閥作動的特性, 還有彈簧K值的校正公式... 現在來講講內部的幾種構造... (種類很多僅舉一些作為代表) 並附上原轉錄出處網址供日後查詢之用... 底下是以汽車使用的型號作例子, 因為摩托車的目前還沒找到... [ Twin Tube ] http://www.bilstein.com/products/twin.html This principle of reducing the vibration through friction is still valid today. Because today's automobile must meet more stringent requirements than its predecessors, the shock absorber has become an extremely important component in motor vehicles. The twin tube shock absorber consists of two tubes. The inner tube is the pressure tube where the energy conversion occurs (kinetic energy converted through friction into thermal energy). The outer tube, sometimes called the compensation chamber, contains the reserve chamber which fulfills an important role. Oil is displaced within the inner tube by movement of the piston rod. The displaced oil enters the reserve chamber through the back pressure valve. With the piston rod moving upwards, the oil is again sucked into the working chamber. Motorists these days expect consistently good vibration damping from a high-performance,top class car in all ride situations.Physical reasons prevent the pressureless, twin-tube shock absorber from meeting these needs. The flow of oil is substantially reduced by the fast up and down movements of the working piston. By adjusting the valves on the working piston, different pressures are created. The constant pressure changes lead to the creation of bubbles in the oil, and subsequent cavitation, when subjected to permanent load. The damping efficiency deteriorates, vehicle handling is impaired and ride comfort adversely is affected. Constant pressure changes caused by the up and down movements of the working piston lead, on the pressureless, twin-tube shock absorber, to the formation of bubbles in the oil and subsequent cavitation of the oil when subjected to permanent load. This marked disadvantage of the pressureless, twin-tube shock absorber is reduced when applying a pre-tensioned column of oil using gas pressure (nitrogen ). The result is a faster response of the damping valves as well as improved damping characteristics, over a non gas charged twin tube shock absorbers. The problem of oil cavitation is reduced, on the twin-tube gas pressure shock absorber, through the use of nitrogen. Bilstein's premium mono-tube design completely eliminates oil cavitation [ Monotube (Gas) ] http://www.bilstein.com/products/mono.html Such a compensation chamber is necessary on the Monotube type of shock absorber. The technology applied here has a number of considerable advantages. The expression "Gas Pressure" Shock Absorber often leads to the assumption that this shock absorber only contains gas. However the actual damping occurs within a column of oil. The dividing piston separates the oil chamber from the gas chamber. The oil chamber contains a special hydraulic oil, and the gas chamber contains nitrogen, at a pressure of approx. 25 bar (approx. 350 psi) Gas chamber function: enables the dividing piston to move further towards the gas chamber, thus reducing its size. When the piston rod is returned, the oil chamber becomes larger and the compressed gas cushion presses the dividing piston back into its start position. The high pressure in the gas chamber is transmitted by the dividing piston onto the column of oil and prevents the oil from foaming. Therefore optimum damping performance is achieved under all operating conditions. In more than 30 years since Bilstein introduced the world's first production monotube gas pressure shock absorber, no other shock manufacturer has been able to equal its performance. The Bilstein name today graces not only shock absorbers, but also single and dual tube Macpherson strut style suspensions. Bilstein's monotube design exposes the shock body to maximum air flow, lowering the operating temperature of the internal components and fluid, extending life. The nitrogen gas is separated from the superior grade oil by a specially designed, close tolerance, floating piston. This design maintains constant pressure against the hydraulic fluid, absolutely eliminating fluid aeration and performance loss that is common to conventional twin tube design shocks. The self-adjusting working piston, with spring-steel valving discs, precisely regulates oil flow for optimum compression and rebound control. There are no check valves or springs to wear out. The induction hardened steel piston rod is the strongest in the industry. The self-lubricating rod guide and end seal insures longevity and prevents leakage. These unique design features function in unison to allow Bilstein shocks to operate at peak performance levels for life. The Results...When asked about the performance from Bilstein products, drivers responded with "controlled, yet not harsh", "steady and predictable", "comfortable with superb handling." http://www.bilstein.com/motorsports/oval.html 寫到這裡 O.O" 我知道有很多人根本就不想知道上面在寫什麼... 好吧... 我附上一個中文的比較簡單的... http://zeror.homestead.com/files/modi-spring_shock1.7.htm 彈弓通常分為平均硬度及漸進硬度式(疏密圈彈弓)，而一般改裝用的避震機就分為單或雙筒式及倒立單筒式(俗稱"倒Fork避震")。首先講一講彈弓，原廠彈弓大多是用平均硬度型式，而改裝商就喜歡用上漸進硬度式，這是因為漸進式可以有一個較全面的舒適及實用性。而在避震機方面就複雜得多了，一般日本廠家喜歡用傳統雙筒式的避震機用來作一般改裝用途，而價錢亦稍為便宜。另一方面，製造單筒式避震機的最出名廠家要算是德國的 Bilstein，很多歐洲名牌跑車及房車都用上了這品牌的單筒式避震機產品。說回日本廠家方面，近幾年也差不多放棄利用雙筒式作為他們頂級的產品，而生產出單筒式避震機作為比賽用的頂級改裝部件。為什麼要是單筒式的避震機呢？首先我們要了解他們的構造: 左圖的是單筒式而右圖的是雙筒式 http://zeror.homestead.com/files/pictures/twintube_shock.gif 基本上最主要的分別是在於它們利用什麼的特性去做緩衝的效能。首先單筒式的避震機是利用高壓(起碼20Bar以上)氮氣 (左圖橙色的部分)去做主要的吸震工作，避震機之中的活塞祇是提供一個比較次要的功能，而這些高壓氮氣和避震機油之間也存在一個活塞去分隔開。另一方面雙筒式避震機是利用雙筒之中的內筒活塞去作為主要的吸震工作，避震機油會因應與避震機的上下移動而流動去雙筒之中的外筒，在雙筒式避震機中也會利用氮氣作為緩衝 (右圖橙色的外筒部分)但分別在於在雙筒式避震機中沒有一個活塞去分隔開他們。不要小看這個分隔氮氣與避震機油之間的活塞，它可是兩種避震機之間的關鍵所在。原因是當避震機工作的時候，如果沒有這個活塞去分隔開它們的話，會產生大量的漩渦及氣泡，這會令到雙筒式避震機在行車過程中的吸震功能大大的產生變化，在要求高的貴價車輛及跑車上這些變化是不容許的。他們的分別其次是在於產生熱能上，要知道在雙筒式避震機上，起碼有三個活塞及閥門去控制避震機油的流動情況，產生熱能的機會一定會比只有一個活塞的單筒式避震機高很多，所以單筒式的避震機在任何天氣之中的穩定性是非常高的。如何去分辨避震機? 首先分辨在於價錢，單筒式避震機是非常高檔的產品，價錢並不便宜，如果是在改裝用的貨品上，有可能接近或超過正常的一半價錢。其次是在於外形，因為一般的單筒式避震機的避震芯的負荷會比一般雙筒式避震機大，所以要倒轉去放至於避震機的外框上，這情況就是倒立式避震機了，又稱之為"倒Fork避震"。 http://www.bilstein.ru/ 左邊那一隻... 很簡單吧... ^^" http://www.shockwarehouse.com/images/bilstein-shocks.jpg 但要留意的是有些高質素的避震機上，避震芯會利用鈦金屬等這些異常堅硬的金屬去承受嚴峻的負荷，因而所以不用倒立地放置，而外表是很難分辨的。例如是日本TEIN品牌的RA單筒式避震機，避震芯的外表跟同廠HA的雙筒式避震機的外表分別不是很大，但是內裏構造就完全不一樣。 http://www.aluformproducts.com/e_tecpage_bils.htm http://zeror.homestead.com/files/pictures/struts_twinVSmono.jpg http://www.carreview.com/Channels/CarReview/images/products/product_2163.gif http://www.allrad-christ.com/bre_zub-Dateien/bildstein_querschnitt_n3.jpg 好處雙筒式避震機的好處就是價錢大眾化，選擇非常多，一般街上使用也不錯。單筒式避震機的好處就是高質素，舒適度非常高之餘又不失彎路的穩定性，高性能跑車及房車的懸掛是不可缺少的。如果是可調教軟硬的單筒式避震機，他的調校比率更加是分別可以很大，非常方便就可以調教出不同需要的軟硬程度去應付不同的需要。壞處雙筒式避震機的壞處就是不是太硬，便是太軟，就算是可調教軟硬的，差別也不會像單筒式的那麼分別大。而單筒式的壞處當然是它的價錢，而且選擇不是很多那.... 如果你問我為何很多國產的避震器要做倒叉形式呢??? 那跟正叉又有什麼不同?? O.O" 嗯... 我對國產避震器內部結構並不清楚, 跟老闆也不熟... 對於開發理念不是很清楚說.... sorry... -- 參考網址: http://www.bilstein.com/oldindex.html http://www.autoreview.ru/new_site/year2001/n08/bilstein/bilstein1.htm http://www.aluformproducts.com/e_tecpage_bils.htm http://www.bilstein.com/products/basics.html http://zeror.homestead.com/files/modi-spring_shock1.7.htm http://www.bilstein.com/products/ http://www.carnet.com.tw/racing/yung/yung/011/main.htm ------------------------------------------------------------------------ 這是milklin的個人網站歡迎參觀留言 http://home.pchome.com.tw/young/mycin/index.html ------------------------------------------------------------------------ -- ※From: 東吳機研 scumotor.com.tw bananafish From 36.c210-85-204.ethome.ne- ... 一個玩車人的天地/各車系專屬區/GP SBK TIS賽事討論區/進口車討論區/