2015年5月26日 星期二

Hi/Low Compression Adjustment Instruction

Simple shock absorber:
 Design with no reservoir, with oil and gas mixture, shock absorbers will allow gas compress simultaneously to balance the pressure within body tube. RPM body tube design with gas-oil separation mechanism; although no difference in appearance and design cost is higher, but you can effectively prevent the shock absorber oil mixed with nitrogen at high pressure, avoid damper fade with short time period.

When shock absorbers working, shock absorber oil flow through the piston within the cylinder in between chamber A and chamber B, through piston shims, it creates different level of damping resistance. When shock absorber compression and rebound rapidly, shock absorber oil flow back and forth through different holes on the Pistons, resulting in different compression and rebound damping effects.

Piston with shims, control piston holes of opening and closing, due to oil flow speed changing, lead to shock absorber compression and rebound at different speeds and achieve stable performance.


















Damper adjustable shock absorber: 

 Shock absorber interior mainly consists of a piston rod, piston, shims, oil seal, and valve. In addition to the shock absorber oil viscosity, temperature and shims on the piston hole opening and closing will affect the damping rate, and damping-adjustable shock absorbers hard and soft control mainly determine through the valve orifice size which is located on the axis of the piston rod, opening more of the valve increases shock absorber oil flow, shock absorber is relatively soft, and vice versa.


When shock absorber receive equal amount of force, valve open bigger will create less resistance, damper is softer, and vice versa.

 In General, shock absorber Hi/Low speed knob is often misinterpreted as vehicles moving at a low speed adjust the low speed knob adjusting hi speed knob at high speed, in fact, this is wrong. High speed correctly interpreted is not the speed of the vehicle moving, but the shock absorber oil flow rate.

Hi/Low speed damping principle is basically similar with rebound damping, are using valve size to control shock absorbers of soft and hard damping rate, low speed valve has two-way oil passage, it can flow in and out, but high-speed valve has only one-way valve, only flow in, oil will then flow via low speed valve and back to body tube.
Low pressure oil flow, less resistance, L valve activate, H valve Closed (small holes on pavement or gravel road)


High pressure oil flow, L and H valve both activate (Pavement road surface with large potholes)


 When vehicles travel in continuity of small pit hole surface, such as gravel road, then shock absorbers device travel is small, oil flow speed is low, the high-speed valve will not open, oil only circulate in low speed mechanism, when vehicles travel on surface that has big hole or uneven pavement, then shock absorbers device travel is big, oil flow speed become high, pressure is big enough to open high-speed valve, oil will then flow through high-speed valve and low speed valve.


Gravel road, shock absorber will actuated in small stroke, small, oil flow pressure is low; Potholes can cause a sudden pressure rise, causes larger stroke, oil flow pressure become high.

High speed damper effect:
 Low speed compression damper-L is control with "continuous moving small travel of piston rod", is in charge with range of piston rod travel, how much does it effects the travel range? The answers is "Loading weight" and "cornering" stability!
High-speed compression damper-H is in control of the "sudden moving big travel of piston rod" is in charge with range of piston rod travel, how much does it effects the travel range? The answer is "holes on road surface"!

Hi/Low damper adjustment instruction
High or low speed damping adjustment adjust the damping is actually a very time consuming task, the reason lies between high low speed mechanism affect each other, and everybody's riding style are not the same, so that each rider’s preference adjustments are not the same. Thus provides a simple way for your reference below.

First of all, please remember that clock wise direction click is hard adjustment, anti clock wise direction is soft adjustment , this applies to Hi/Low compression adjustment.

Turn low speed knob in clockwise direction to the end, high-speed anti counter clockwise to the end. At this moment low speed mechanism is completely close, high-speed mechanism is completely open. Intended to adjust the low-speed compression clicks, because low speed is the easy adjustment, and is the most commonly used! Low speed knob is close at this time, represents minimize of damping rate, with hardest rate. So, when you encounter a pothole, your vehicle will vibrate like electric massage chair, this is a normal phenomenon, do not panic! if you do not want this, you can adjust low speed knob 5 clicks in counterclockwise direction, then repeated the adjustment until you feel comfortable with the setting.

Taiwan road surface is not in good condition, the adjustment test can be done anywhere anytime, or test on unpaved asphalt pavement or gravel pavement! When you feel the shock absorbers in "continuous motion and less travel" condition, has obviously absorbed and actuation, represents the low-speed compression damping adjustment is successful!

When low-speed compression damping adjustment is completed, then it is time to adjust the high-speed compression mechanism, the so-called high-speed damping is in control of the "sudden actuation and dive deep stroke" when travel over pavement "potholes". Or recommend way to find out the setting tip is to ride faster on road, when it comes to "sidewalk" or "pavements with potholes", apparently feel the jumps represent you must adjust the high-speed compression damping. Actually high-speed compression adjustment is not an easy task, because you must repeatedly test damping on poor road condition, such as you can find a sidewalk, ride with certain and constant speed, then you can obviously feel shock absorbers in "sudden actuation and dive deep stroke" situation, the shock is obviously absorb and moving, and not let you of shock absorbers bottom out, it represent you have completed high-speed damping adjustment. Of course, we do not recommend this method to abuse your ride!





Frequent Q&A

Q:  Riding with low speed, feel vehicle vibrating
A:  It means you will need to adjust low speed compression more open flow .
Low speed compression too hard will slow down oil flow, and not able to absorber vibration.

Q:  When riding with lower speed on potholes feel vibrating and bottom out?
A:  It means you will need to adjust High speed compression more open flow.
High speed compression too hard will slow down oil flow, and not able to absorber vibration.

Q:  When riding with high speed, feel vehicle vibrating?
A: It means low speed damper is necessary to increase.
Low speed compression damping gap is too open, at high speeds, tire contact with pavement movement is large and continuous! Lead to vehicle vibration and instability.
Q: When riding with high speed, going over potholes and feel vehicle jump?
A: It means high speed damper is necessary to increase.
High speed compression damping gap is too narrow, lead to damper oil flow slow down, thus unable to absorber sudden impact.
Q: When travelling high speed corner, feel vehicle is vibrating and unstable?
A: It means LOW speed damper is necessary to decrease.
A: It means low speed damper is necessary to increase.
Low speed compression damping gap is too open, damper oil flow too quick, lead to vehicle vibration and instability.
Q: No matter how I adjust, still cannot get correct hi/low setting, the vehicle is still unstable and vibrating. Jumping and bottom out?

A: Before compression damping adjustment, make sure spring preload and rebound are correctly adjusted.
Although a minor variation of spring preload, or rebound damping, it can also be correct by adjust compression damping! But incorrect adjustment ~ such as adjustment of spring preload is too tight, too loose. Or rebound damping rebound too fast, too slow, and so on. Will lead to incorrect adjustment of high/low speed compression damping, so if there are such problems, is not to do with your adjustment process, but before compression damping adjustment, rebound adjustment and spring preload adjustment are already adjusted incorrectly!


* Note:

prior to adjustment of high low speed knob, you should first adjust spring preload and rebound damping to appropriate setting, to adjustment that are unable to meet demand, regarding detail rebound damping and spring preload adjustment mentioned on RPM website, by the way, on the bottom comics provided allows riders to quickly review how!

Spring Preload Adjusment Comics


















伸側阻尼調整篇 


RPM Website














2012年6月10日 星期日

高低速調整教學

一般避震器
設計上並無氣瓶,且油氣混合,在避震器作動時會讓氣體同時壓縮使筒身內壓力達到平衡。而RPM筒身在設計上採用油氣分離的方式,雖然外觀上並無差異且設計成本較高,但是可以有效防止避震器油與氮氣在高壓下二者互相混合,避免阻尼短時間衰退影響個別效果。
避震器作動時,筒身內的避震器油通過活塞在A室與B室之間流動,透過活塞上簧片的控制產生不同阻力,整套減震效果的系統稱為阻尼。當避震器快速壓縮及回彈時,避震器油會經由活塞上不同的小孔來回流通,造成壓縮及回彈時組尼效果不同。
活塞上下均有簧片,控制活塞小孔開合,由於上下小孔開合大小不同,
造成避震器壓縮及回彈產生不同速度,達到穩定的效果










阻尼可調避震器
避震器內部主要由活塞桿、活塞、避震器油、簧片以及許多油封、金屬閥門所構成。除了避震器油的黏度溫度活塞上簧片對小孔開合會影響阻尼大小之外,組尼可調避震器軟硬的控制主要還是透過閥門油孔大小來決定,閥門位於活塞桿軸心上,開合閥門越大、避震器油流動快,避震器就比較軟,反之則較硬。

受外力相同時,閥門越大產生阻力越小,則避震器較軟,反之則較硬


一般來說,人們經常將避震器上高低速旋鈕誤解為車輛在低速行進時調整低速旋鈕,在高速時則調整高速旋鈕,其實這是錯誤的。高低速正確的解釋指的並非是車輛行進的速度,而是指避震器油流通的速度
高低速阻尼機構原理高低速組尼的調整原理大致上與伸側阻尼相同,都是利用閥門大小來控制避震器的軟硬度,低速閥門避震器油為雙向通行,也就是可進可出,但是高速閥門則為單向閥,只可進不可出,進來的避震器油會在經由低速閥門流回筒身。
流速低壓力小,L閥門作動,H閥門未作動(連續小坑洞or碎石子路面)


流速快壓力大,L閥門和H閥門作動(突然有大坑洞或是段差大的路面)


當車輛行進在連續性的小坑洞,例如碎石子路面時,這時候避震器作動行程小,阻尼筒內油的流量速度低,此時高速機構的閥門不開啟,僅油低速機構處流通,當車輛行進遇到有一定斷差的路面,例如急速過彎或大坑洞時,這時避震器作動行程大,阻尼筒內油的流量速度變高壓力變大到足以打開高速機構的閥門,油便會同時通過高速閥門與低速閥門
小石子路面,避震器作動行程小,避震器油流速低壓力小;
突然的坑洞會造成壓力上升,避震器作動行程變大,避震器油流速高

高低速阻尼機構對於行車的影響
低速壓側阻尼-L所謂的壓側低速阻尼,則是控制著『當連續作動且行程小』之時的下沉範圍,低速壓側阻尼,就是在掌管著如此的範圍與作動方式,其對影響的範圍為何?答案是『重量乘載』以及『過彎』的穩定性!
高速壓側阻尼-H所謂的壓側高速阻尼,則是控制著『瞬間作動且行程大』之時的下沉範圍,高速壓側阻尼,就是在掌管著如此的範圍與作動方式。其對行車的影響的範圍為何?答案是『坑洞』!

高低速阻尼調整教學
阻尼的調整其實是一項非常花時間的工作,其原因在於高低速機構兩者之間會互相影響,並且每個人的騎車習慣並不相同,因此每個人所適合的調整方式並不一樣。以下提供一個簡易的方式以供參考。
首先,請先記得四字口訣『順硬逆軟』!順時針旋轉調整時,阻尼將會變硬;逆時針調整時,阻尼將會變軟,不論高低速機構的調整皆是如此。
再來將低速壓側旋鈕順時針旋轉到底,高速旋鈕逆時針旋轉到底。此時低速機構完全關閉,高速機構完全開啟。用意在於先行調整低速側壓的段數,因為低速最好調整,而且是我們最常用到的部分!此時低速旋鈕全部關閉,代表著阻尼的間隙最小,阻尼最硬的狀況。所以,當您遇到坑洞之時,您的車身會像是電動按摩椅一般的震動,此乃屬正常現象,切勿驚慌!如您不想如此,這時候將低速機構逆時針開個五段也沒關係,然後反覆測試調整到你覺得舒適的段數即可。
基本上台灣道路狀況並不好,因此去哪邊都可以測試,每次上下班無聊騎車的時候測試就可以了!或是您無聊專門去找還沒鋪好柏油的路面或找個碎石子路面都可以測試!!當您明顯的感受到避震器在『連續作動且行程小』的狀況時,有很明顯的吸收且作動,代表著您的低速壓側阻尼調整成功!
當低速壓側阻尼調整完畢之時,就輪到調整高速壓側機構了,所謂的壓側高速阻尼,則是控制著『瞬間作動且行程大』之時的下沉範圍當然什麼叫做『瞬間作動且行程大』?就是路面凹陷的『坑洞』。或是建議,速度給他快一點行駛於路面,當遇到『人行道』或『明顯的凹凸巔坡路面』,明顯的感受到車身跳動代表著您必須將高速壓側阻尼調整。其實高速,並不好調整,因為您必須在有斷差的路面上反覆測試,例如你可以找個人行道的地方,不停的以一定速度騎上騎下,當您明顯的感受到避震在『瞬間作動且行程大』的情況有很明顯的吸收且作動,並且讓您的避震不觸底時,就代表著您調整高速阻尼調整完成。當然我們是不建議如此虐待自己的愛車啦!



常見問題Q&A
Q:如果您在低速行駛之時,感受到車身明顯跳動?
A:代表著您的低速壓側阻尼,必須放大。
低速側壓阻尼間隙過小,導致阻尼流通緩慢,無法吸收車身來自地面震動。

Q:如果您在低速行駛之時,遇見坑洞或孔蓋,車身明顯跳動,且車身容易觸底?
A:代表著您的高速側壓阻尼,必須放大。
高速側壓阻尼間隙過小,導致阻尼流通緩慢,無法吸收車身來自地面震動。

Q:如果您在高速行駛之時,感受到車身明顯跳動?
A:代表著您的低速壓側阻尼,必須增加。
低速側壓阻尼間隙過大,高速行駛時,輪胎對於路面的作動則是大且連續的!
導致車身晃動與不穩定。

Q:如果您在高速行駛之時,遇見坑洞,車身明顯跳動?
A:代表著您的高速側壓阻尼,必須增加。
高速側壓阻尼間隙過小,導致阻尼流通過度緩慢,無法吸收車身來自地面一瞬間的衝擊。

Q:如果您在高速行駛過彎之時,感受到車身晃動不安定?
A:代表著您的低速側壓阻尼,必須減少。
代表著您的低速側壓阻尼間隙過大,導致阻尼流通過度快速,導致車身晃動與不穩定。

Q:無論我怎麼調整,高低速都無法調出正確的數值,還是依然的車身晃動不穩定,或是車身過度彈跳,避震器觸底?
A:首先在調整壓側之時,伸側阻尼調整,彈簧預載是否調整正確了呢?
雖然些微差異的彈簧預載,或是伸側阻尼,也可以依照調整壓側阻尼來作一個修正!但是過度錯誤的調整~例如彈簧預載調整的過緊,過鬆。或著是伸側阻尼調整的回彈速度過快,過慢等。皆會造成您在調整低速與高速的壓側阻尼,無法調整出真正的數值,所以如果有這樣問題與原因,並不是您調整高低速壓側的過程之中出了什麼問題,而是在調整壓側阻尼之前,伸側阻尼以及彈簧預載是否調整錯誤了!



*附註:
在調校高低速旋鈕之前,應該先把彈簧預載以及伸側阻尼調整到適當的位置,避免怎麼調都無法達到自己的需求,有關彈簧預載伸側阻尼的調整說明之前在官網有詳細介紹,順便也貼在下方讓車友可以快速複習一下!

彈簧預載調整



伸側阻尼調整篇 


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