The shock absorption mechanism refers to the mechanical structure responsible for guiding the action of the tire. It usually has one degree of freedom, that is, the shock absorption mechanism can make the tire move back and forth on a specific curve or straight line. For example, the common periscine shock-absorbing mechanism can be expanded and contracted through the combination of the inner and outer tubes, so that the tire can move back and forth along a straight line, and then close to the ground. The common multi-link shock absorption uses a connecting rod combination and a rear rocker arm to limit the tire to move within a certain range.

The damping mechanism must not only enable the tire to move in a restricted manner, but also bear the force exerted by the tire from all directions. For example, when the tire is cornering, the ground will give the tire grip, and as a centripetal force for steering, the shock absorption mechanism must transmit power to the frame to turn the vehicle. If the rigidity of the damping mechanism is not enough, excessive deformation will occur during the force process, which will cause torsion and shaking, reducing the handling performance of the vehicle.

In addition, the inverted shock absorber needs to absorb the undulation from the road surface when the vehicle is running, and also bears the lateral and longitudinal forces generated when the vehicle is turning or braking, which leads to different shock absorber mechanisms, such as the HOSSACK front shock absorber system, which allows "steering" and "shock absorber" to operate independently. There are also Tesi system with front shock absorber adopting rocker arm mechanism and RADD system with front single rocker arm, these shock absorption systems are designed to solve the existing problems of the traditional inverted front fork.

The spring is the main structure that supports the weight of the car body. When it is stressed, it will compress from the original natural length to a certain length. This is why every time the rider gets on the car, the height of the car will be lower than the original height, and when the rider gets up At that time, the vehicle will return to the original height without people, all because of the characteristics of the spring. In the common front fork shock absorber, the spring is hidden in the inner and outer tubes and soaked in the damping oil, so the spring cannot be seen directly on the appearance. In the rear damping system, the spring is usually integrated with the damper as a shock absorber, and the exposed spring can be seen.

On the common front fork shock absorber, the spring is hidden in the inner and outer tubes and soaked in damping oil.

The material of the spring is a specially treated steel, curled and processed, and the thickness of the steel bar used is an important design parameter. With the same material and the same processing method, the thicker the steel bar diameter, the harder the spring manufactured, and the softer the diameter. The so-called soft and hard is under the same force, the harder spring has less compression, and the softer spring has a larger compression. In the shock adjustment, the preload of the spring is a major knowledge of the adjustment, which must be adjusted according to the weight of the rider and the riding conditions. High-grade rear shock absorbers will be equipped with electronic preload adjustment, dual-load or luggage-carrying modes to cope with different road conditions and different load conditions.

In the rear damping system, the spring can be clearly seen in appearance. spring and damping combination

At present, the spring used in the damping system can also be subdivided into three types according to the "line distance", which are equal line distance, double line distance and progressive line distance. The line distance here refers to the change of the density of the spring itself., Which in turn causes different soft and hard performances, and the biggest difference in function of these three springs is that as the load increases, the amount of compression of the spring will be different.

The purpose of restoring stability to the vehicle and achieving control is to rely on another important link in the shock absorber, the damper 」. In addition to being applied to the shock absorber system of vehicles, dampers are often seen in daily life. For example, escape doors usually use dampers as buffers. A simple experiment can be done. When the escape door is pushed hard, The door will also become relatively heavy. When the door is pushed gently, although the opening speed is slow, it is much lighter. The above is the basic characteristic of the damper. When the damper moves faster, the greater the resistance generated, and when the movement speed is slower, the smaller the resistance. In addition, the direction of resistance must be opposite to the direction of movement, so the damper can slow down the movement and achieve the function of restoring stability.

The rear shock absorber damper is inside the rear shock absorber spring.

On the models that pay more attention to performance, most of the car factories will be equipped with adjustable damping, which can be divided into single rebound damping adjustable, compression and rebound adjustable design, and even introduce dampers adjusted according to high and low speeds. On motorcycles, dampers are used in addition to shock absorbers, but also for steering stability. The so-called anti-swinging head Steering Damper, commonly known as titanium ruler, is to install a damper on the rotating shaft of the faucet to achieve the effect of stabilizing the faucet. Because of this, usually well-known shock absorber manufacturers also produce anti-swing head products, and their design principles are the same.