【正文】 tion. GENERAL CONFIGURATION OF DAMPER There are many types of automotive suspension dampers, which are monly referred to as shock absorbers. This is a misnomer because the damper does not actually absorb the shock. That is the function of the suspension springs. As is well known, a spring/mass system without energy dissipation exhibits perpetual harmonic motion with he spring and the mass exchanging potential and kinetic energy, respectively. For the purpose of this paper, the term damper will be used. The function of the damper is to remove the kinetic energy from the system and to convert it into thermal energy. There are numerous configurations of dampers: twin tube, monotube with or without reservoir, and even a rod through damper type. For the purpose of this thesis, a monotube damper without a separate reservoir will be examined. Another major distinction in damper types is the feature of external adjustability, .e. if the damping can be adjusted after the damper is assembled. Automotive applications generally use a nonadjustable damper. In contrast, many dampers for racing applications have some degree of adjustability. Since the main focus of this research is to aid in racecar suspension design, the monotube damper chosen has adjustable damping. Figure 1 displays the major ponents of a monotube style, externally adjustable damper. The damper is prised of a piston assembly that moves inside a fluid filled cylinder. The outer housing of the damper contains all internal ponents. A fully assembled damper is partitioned into three pressure chambers: gas, rebound and pression. The gas chamber is separated from the pression chamber by a floating piston. This floating piston separates the gas in the gas chamber from the fluid, typically oil, in the pression and rebound chambers. The gas used for most damper applications is dry nitrogen because it does not react with oil. It is relatively insensitive to temperature and contains no water vapor. The pression chamber is the volume between the floating gas piston and the piston attached to the rod. The rebound chamber is the volume on the rod side of the piston. The pression and rebound chambers are pletely filled with oil, typically 5W weight oil designed for this application. The piston is connected to the piston rod which exits the housing through a rod seal that retains the oil. The rod seal also prevents dirt and other contaminates from entering the rebound chamber and affecting internal flow of oil. The piston also has a seal between its outer diameter and the inner diameter of the outer housing. This seal separates the pression and rebound chambers. The spherical bearings shown in Figure 1 are for mounting the damper to the vehicle. They allow for some degree of misalignment in mounting without imposing bending loads on the damper. For racing applications, the piston rod of the damper is usually mounted to the wheel suspension, while the cylinder side is connected to the frame of the vehicle in order to minimize the unsprung weight. GENERAL OPERATION OF DAMPER There are two modes of operation in a damper: pression and rebound. Each of these modes will be examined individually. The pression operation mode is shown in Figure 2. During the pression stroke, fluid flows from the pression chamber into the rebound chamber. Since the oil is effectively inpressible, as the piston rod enters the rebound chamber the sum of the volumes of the oil and the rod in the rebound and pression chambers must increase. To acmodate this volume increase, the gas piston presses the nitrogen in the gas chamber to decrease the gas volume by an amount equal to the volume of the inserted rod. Monotube dampers also have the advantage of pressurizing the gas chamber to maintain an elevated pressure on the oil, which helps prevent oil cavitation. Model analysis has shown only a four to ten psi change in the gas chamber pressure for one inch of piston rod displacement, depending on initial gas pressure value. This small pressure change means an almost uniform pressure exerted on the hydraulic oil in the pression chamber. The pressure in the gas chamber is denoted Pg. A gas spring effect is also present due the pressure in the gas chamber. A force equal to the area of the rod times the gas pressure, Pg, will be on the rod at all times. Gas spring effect is independent of piston velocity, but strongly dependant on displacement and very weakly dependant on acceleration. The gas spring force increases during the pression stroke. Total flow during pression is prised of flow through three flow paths. These flows are related to the pressure differences in the pressure chambers. Pressure in the rebound chamber is denoted as Pr and pressure in the pression chamber is denoted Pc. During pression Pc is greater than Pr。減振器油液用的是Tanner Tuned振動油。調(diào)節(jié)器旋轉(zhuǎn)的圈數(shù)越大，常通孔開度越大。閥片的排列可以為Tanner Gen 2減振器創(chuàng)造無窮的可能。閥片有孔的位置與活塞上可以用來在壓縮行程與復