1 thought on “See if there is such a communication group after the electric motorcycle electric vehicle?”
Marion
Some time ago I introduced the classification and basic principles of shock absorption. Today we will talk about the advanced knowledge of shock absorption of motorcycles. Those who like to study can take a look. It is almost the most common in the center of the center, but it is still possible to see the traditional dual shock absorption settings, which are mainly used for retro cars. Since the rear suspension of a longer trip in 1974, single shock absorption has become easier to achieve. Why develop shock absorption technology? For decades, the American motorcycle has still adopted a rigid frame structure, which is the hard tail we said. However, with the improvement of the highway and the improvement of the speed, the rear suspension has become a necessary condition for providing chassis stability. Let the spring bump up and down, so that the rider and the chassis are avoided.
It shock absorption provides two basic functions: spring rigid supports the weight of the rear of the motorcycle car, and controls the suspension up and down by providing damping vibration. Linking is controlled by controlling. Its role is to absorb energy in the suspension movement. If there is no damper, the spring will continue to bounce after each impact. In the early days, the damping device worked through dry friction, but their piston movement was unstable. The work of modern damper is linear because they are composed of oil -filled cylinders and a mobile piston connected to the suspension. Suspension drives the piston, and the piston pumps the oil back and forth through the limit hole. This converts the energy of suspension movements into rapid circulation of damping fluids to dissipate heat. The temperature brought by the mid -rear compression movement is the energy consumed by the suspension movement.
When the damped piston moves, the pressure in front is very high, but the low pressure behind it will pull the damping oil open or make it empty to empty it empty. change. In order to prevent the formation of negative pressure on the formation of the aircraft area, the damping oil is pressed by the gas behind the storage piston, and its cylinder is the "pistol grip" designed by the most common damping device today. A simple fixing damping hole can work at low speeds. As the speed and damper piston movement increase, it quickly becomes difficult to compress and even rigid. This is because the pressure required to push the fluid through the fixed pores increases with the square square meter. This means that if a given hole provides appropriate damping in a 3 -mile/hour step, then the speed doubles, the resistance will increase four times, and at 60 miles/h, the damper will become stiff. This sharp increase in resistance is called "hole limit".
In order to avoid the limit of the hole, the variable pores were invented. As the pressure between them increased, the hole became larger. There is a simple way to drill multiple holes on the damping piston, cover them with a thin pad, and then pad the cushion with a spring. When the piston moves faster through the fluid, the rising fluid pressure will increase the pad ring more and more to resist its springs, thereby slowing the rate of increased damping force with the increase in the piston. Variable holes allow the resistance to maintain the permeability of the piston.
The most commonly used scheme today is to use steel pads to cover holes through piston or valve body. It is sandwiched on its inner diameter or outer diameter, and the fluid pressure driven by the damping device piston to rotate the pad ring into a slightly cone -shaped shape, allowing flow to flow out of the free edge of the cushion. By stacking the sequence of other pads and pads to the cushion, various damping -force -speed curves can be generated. This is the most important padding stack, sometimes also known as pad stacks, so this is often mentioned in suspension design. The damping force must be proportional to the stiffness of the impact spring. Otherwise, rigid spring will affect damping, and vice versa. The two directions of the suspension movement are: compression and stretching, and the rebound occurs when the suspension extends after the suspension extends. Over the years, the damping device has almost no damping during compression, because the compressed valve restricted by the hole can easily support the motorcycle when impact compression, thereby reducing the loss of tire grip during the impact. After the engineer learned the "stable" compression damping after 1978, it became practical and easy to use.
(left to right): Two valve bodies, padding piles, enhanced spring and blocks. At the bottom, the damping piston, its fixed nut and top spring. In the middle part, the inside and outside of the steel (thread) tube with a damping lever densely seal and the rubber convex block. Then there are the damping rod and its U -shaped clip, above it, pre -tighten the regulator. The storage device cover, suspension spring, and bottom shaft in the upper right. Over the years, the rebound cushion is stacked on the damping device piston, and the compressed pad control flows into the storage capacity for remote installation at the end of the flexible hose. The flow control compression is only the small fluid volume shifted by the damping rod when the damping rod enters the cylinder. Today, the piston is generally solid, and it is easier to adjust and repair by pushing almost equal compression and rebound fluid volume by pushing the padding stacks outside the cylinder, making it easier for adjustment and maintenance. Over time, it becomes more and more linear through the flowing channel of damping components.
Some time ago I introduced the classification and basic principles of shock absorption. Today we will talk about the advanced knowledge of shock absorption of motorcycles. Those who like to study can take a look.
It is almost the most common in the center of the center, but it is still possible to see the traditional dual shock absorption settings, which are mainly used for retro cars. Since the rear suspension of a longer trip in 1974, single shock absorption has become easier to achieve. Why develop shock absorption technology? For decades, the American motorcycle has still adopted a rigid frame structure, which is the hard tail we said. However, with the improvement of the highway and the improvement of the speed, the rear suspension has become a necessary condition for providing chassis stability. Let the spring bump up and down, so that the rider and the chassis are avoided.
It shock absorption provides two basic functions: spring rigid supports the weight of the rear of the motorcycle car, and controls the suspension up and down by providing damping vibration. Linking is controlled by controlling. Its role is to absorb energy in the suspension movement. If there is no damper, the spring will continue to bounce after each impact.
In the early days, the damping device worked through dry friction, but their piston movement was unstable. The work of modern damper is linear because they are composed of oil -filled cylinders and a mobile piston connected to the suspension. Suspension drives the piston, and the piston pumps the oil back and forth through the limit hole. This converts the energy of suspension movements into rapid circulation of damping fluids to dissipate heat. The temperature brought by the mid -rear compression movement is the energy consumed by the suspension movement.
When the damped piston moves, the pressure in front is very high, but the low pressure behind it will pull the damping oil open or make it empty to empty it empty. change. In order to prevent the formation of negative pressure on the formation of the aircraft area, the damping oil is pressed by the gas behind the storage piston, and its cylinder is the "pistol grip" designed by the most common damping device today.
A simple fixing damping hole can work at low speeds. As the speed and damper piston movement increase, it quickly becomes difficult to compress and even rigid. This is because the pressure required to push the fluid through the fixed pores increases with the square square meter. This means that if a given hole provides appropriate damping in a 3 -mile/hour step, then the speed doubles, the resistance will increase four times, and at 60 miles/h, the damper will become stiff. This sharp increase in resistance is called "hole limit".
In order to avoid the limit of the hole, the variable pores were invented. As the pressure between them increased, the hole became larger. There is a simple way to drill multiple holes on the damping piston, cover them with a thin pad, and then pad the cushion with a spring. When the piston moves faster through the fluid, the rising fluid pressure will increase the pad ring more and more to resist its springs, thereby slowing the rate of increased damping force with the increase in the piston. Variable holes allow the resistance to maintain the permeability of the piston.
The most commonly used scheme today is to use steel pads to cover holes through piston or valve body. It is sandwiched on its inner diameter or outer diameter, and the fluid pressure driven by the damping device piston to rotate the pad ring into a slightly cone -shaped shape, allowing flow to flow out of the free edge of the cushion. By stacking the sequence of other pads and pads to the cushion, various damping -force -speed curves can be generated. This is the most important padding stack, sometimes also known as pad stacks, so this is often mentioned in suspension design. The damping force must be proportional to the stiffness of the impact spring. Otherwise, rigid spring will affect damping, and vice versa.
The two directions of the suspension movement are: compression and stretching, and the rebound occurs when the suspension extends after the suspension extends. Over the years, the damping device has almost no damping during compression, because the compressed valve restricted by the hole can easily support the motorcycle when impact compression, thereby reducing the loss of tire grip during the impact. After the engineer learned the "stable" compression damping after 1978, it became practical and easy to use.
(left to right): Two valve bodies, padding piles, enhanced spring and blocks. At the bottom, the damping piston, its fixed nut and top spring. In the middle part, the inside and outside of the steel (thread) tube with a damping lever densely seal and the rubber convex block. Then there are the damping rod and its U -shaped clip, above it, pre -tighten the regulator. The storage device cover, suspension spring, and bottom shaft in the upper right.
Over the years, the rebound cushion is stacked on the damping device piston, and the compressed pad control flows into the storage capacity for remote installation at the end of the flexible hose. The flow control compression is only the small fluid volume shifted by the damping rod when the damping rod enters the cylinder. Today, the piston is generally solid, and it is easier to adjust and repair by pushing almost equal compression and rebound fluid volume by pushing the padding stacks outside the cylinder, making it easier for adjustment and maintenance. Over time, it becomes more and more linear through the flowing channel of damping components.