A shock absorber upper mounting seat impact strength load analysis method and storage medium

Abstract

The present invention relates to a shock absorber upper mounting seat impact strength load analysis method and storage medium, the analysis method includes: determining the road surface and driving operation procedures involved in the user misuse impact working condition; establishing a buffer block model; establishing a flexible body model; constructing a chassis suspension model, and establishing a whole vehicle multi-body dynamics model in combination with the road surface model, the buffer block model and the flexible body model; arranging strain gauges on the spring and piston rod of the real vehicle shock absorber, and replacing the end cover in contact with the buffer block during the compression stroke with a pressure sensor; driving the real vehicle on the road surface to perform a low-intensity impact test, measuring the spring displacement, the piston rod axial force and the buffer block axial force; restoring the low-intensity impact test through simulation, and adjusting the modeling parameters of the whole vehicle multi-body dynamics model; simulating according to the user misuse impact working condition, and obtaining the time domain response of each load transfer channel of the shock absorber upper mounting seat. The present invention can analyze the load response of the shock absorber upper mounting seat under the user misuse impact working condition.

Description

Technical Field

[0001] The invention relates to vehicle structure analysis, and in particular to an analysis method and storage medium for impact strength load of a mounting seat on a shock absorber. Background Art

[0002] Sufficient structural strength is a basic requirement to ensure vehicle integrity and the safety of drivers and passengers. In the traditional vehicle product development process, vertical loading conditions, forward braking conditions, cornering braking conditions or corresponding combined conditions are generally used to control the strength performance of the vehicle. In these conditions, when the vehicle reaches a stable state, the implicit static method is used to analyze the mechanical response of the components under constant load.

[0003] However, the above-mentioned method for evaluating structural strength performance is not perfect. On the one hand, forward braking, cornering braking and other working conditions are essentially quasi-static fatigue conditions, and cannot cover transient working conditions such as large potholes and curb impacts that users cannot avoid during the entire vehicle use cycle; on the other hand, the implicit static method can only evaluate the static strength of the structure and cannot consider the dynamic strength of the structure during the entire stress and deformation process.

[0004] The shock absorber upper mounting seat is a key component that connects the chassis suspension and the body. It absorbs the impact load of the buffer block and transmits it to the body. It is prone to cracking risks under impact misuse conditions, so it needs special attention. If the traditional "test-rectification-test" method is used to establish a strength control system, the development cost will be high and the efficiency will be low, which is not conducive to design rectification and cannot keep up with the pace of product development.

[0005] Therefore, it is necessary to develop an analysis method and storage medium for the impact strength load of the mounting seat on the shock absorber. Summary of the invention

[0006] The purpose of the present invention is to propose a method and storage medium for analyzing the impact strength load of a mounting seat on a shock absorber. By restoring the user's misuse impact working condition scenario, the time domain load response of the mounting seat on the shock absorber, a key component, during the impact process is analyzed, providing input for subsequent structural analysis and optimization, which is beneficial to avoiding the risk of cracking of the mounting seat on the shock absorber due to insufficient impact strength performance.

[0007] The shock absorber upper mounting seat impact strength load analysis method of the present invention comprises the following steps:

[0008] Step 1: determine the road surface and driving operation procedures involved in the user misuse impact condition, and establish the corresponding road surface model and driver control program in the multi-body dynamics software ADAMS;

[0009] Step 2, measuring the dynamic stiffness characteristics of the buffer block, and establishing a corresponding buffer block model in the multi-body dynamics software ADAMS;

[0010] Step 3: Establish a TB vehicle body finite element model including the mounting seat on the shock absorber, perform real eigenvalue analysis in the finite element software NASTRAN, output the MNF modal neutral file, and establish a flexible vehicle body model in ADAMS using the MNF modal neutral file;

[0011] Step 4, determine the topological structure representing the load transfer path of the mounting seat on the shock absorber, build a chassis suspension model, and build a multi-body dynamics model of the whole vehicle in combination with the road surface model, buffer block model and flexible body model established in steps 1 to 3;

[0012] Step 5: Arrange strain gauges on the spring and piston rod of the actual vehicle shock absorber, and replace the end cover that contacts the buffer block during the compression stroke with a pressure sensor;

[0013] Step 6: Drive the actual vehicle in step 5 on the road surface determined in step 1 to perform a low-intensity impact test, and use strain gauges and pressure sensors to measure the spring displacement, piston rod axial force, and buffer block axial force;

[0014] Step 7: Based on the road surface model established in step 1 and the vehicle multi-body dynamics model established in step 4, the low-intensity impact test in step 6 is restored by simulation, and the modeling parameters of the vehicle multi-body dynamics model are adjusted according to the spring displacement, piston rod axial force and buffer block axial force measured in step 6;

[0015] Step 8: Based on the vehicle multibody model after the modeling parameters are adjusted, simulation is performed according to the user misuse impact condition in step 1 to obtain the time domain response of each load transfer channel of the mounting seat on the shock absorber.

[0016] Furthermore, in step 1, the method for establishing the road surface model is: using a 3D scanning device to scan the road surface, obtaining a 3D scanning point cloud, and converting the 3D scanning point cloud into an RGR digital road surface model; the content of the driver control program includes the driving trajectory and vehicle speed.

[0017] Furthermore, in step 2, the method for measuring the dynamic stiffness characteristics of the buffer block is: adjusting the mass and height of the drop hammer in the drop hammer impact test, and measuring the "deformation-force" curves of the buffer block at energy levels of 100 joules, 200 joules and 300 joules respectively.

[0018] Furthermore, in step 3, the TB body finite element model establishment method is as follows: the TB body is weighted according to the fully loaded state, the engine hood, four doors and the back door are simplified with CONM2 mass units, and connected to the hinges on the TB body through RBE2 units, the steering subsystem, the seat subsystem and the exhaust subsystem are simplified with CONM2 mass units, and connected to the corresponding positions of the TB body through RBE3 units, the mounting seat on the shock absorber is constructed with a tetrahedron CTETRA unit with a grid size of 2 mm, and is rigidly connected to the TB body through the RBE2 unit; the real eigenvalue analysis cutoff frequency is set to 100 Hz, and the MNF modal neutral file is in double precision format.

[0019] Furthermore, in step 4, the topological structure representing the load transfer path of the mounting seat on the shock absorber includes a complete load transfer path from the ground to the vehicle body.

[0020] Furthermore, in step 5, the shape and size of the pressure sensor are set to correspond to the shape and size of the end cover, and the effect of replacing the end cover with the pressure sensor on the buffer block gap value is within ±2 mm.

[0021] Furthermore, in step 6, the low-intensity impact test is achieved by a lower vehicle speed and / or a smaller obstacle cut-in angle.

[0022] Furthermore, in step 7, when adjusting the modeling parameters of the multi-body dynamics model of the whole vehicle, the modeling parameters that are focused on include the spring stiffness, the "speed-force" characteristic curve of the shock absorber, the buffer block gap value and the dynamic stiffness characteristic curve of the buffer block.

[0023] Furthermore, in step 8, the load transfer channel of the mounting seat on the shock absorber includes spring force, piston rod force, piston rod torque and buffer block force, and the extracted load is a time domain load in the global coordinate system.

[0024] A storage medium described in the present invention stores one or more computer-readable programs, and when the computer-readable programs are executed by one or more controllers, they can execute at least one step of the above-mentioned method for analyzing the impact strength load of a mounting seat on a shock absorber.

[0025] The present invention has the following advantages:

[0026] The shock absorber upper mounting seat impact strength load analysis method and storage medium proposed in the present invention can reproduce the misuse impact conditions that are difficult to avoid during the entire vehicle use cycle, and provide protection for vehicle integrity and driver and passenger life safety under extreme conditions;

[0027] The shock absorber upper mounting seat impact strength load analysis method and storage medium proposed in the present invention are applicable to various types of impact working condition roads, including pothole type roads, boss type roads and pothole type roads, etc.

[0028] The shock absorber upper mounting seat impact strength load analysis method and storage medium proposed by the present invention have low development cost and high analysis efficiency, and can provide convenience for subsequent structural optimization and lightweight analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a flowchart of the implementation of the shock absorber upper mounting seat impact strength load analysis method described in the specific implementation manner;

[0030] Figure 2 is a diagram of a construction process of a curb impact road RGR pavement model in a specific implementation manner;

[0031] Figure 3 It is a drop weight impact test of a buffer block in a specific implementation manner and a result diagram;

[0032] Figure 4 is a diagram of a flexible vehicle body model construction process in a specific implementation manner;

[0033] Figure 5 is a topological structure diagram of a load transfer path of a mounting seat on a shock absorber in a specific implementation manner;

[0034] Figure 6 is a diagram of a multi-body dynamics model of a vehicle in a specific implementation manner;

[0035] Figure 7 It is a structural modification diagram of a shock absorber in a specific implementation mode;

[0036] Figure 8 It is a comparison diagram between the simulation and test of low-intensity impact conditions in a specific implementation method;

[0037] Fig. 9 It is a graph of impact strength load results of the mounting seat on the shock absorber in a specific implementation manner. DETAILED DESCRIPTION

[0038] The present invention will be further described below in conjunction with the accompanying drawings.

[0039] like Figure 1A method for analyzing the impact strength load of a mounting seat on a shock absorber is shown. First, the road surface and driving operating procedures involved in the user misuse impact condition are determined, and the corresponding road surface model and driver control program are created. Secondly, a dynamic stiffness buffer block model, a flexible body model, and a chassis model are created to form a complete multi-body dynamics model of the whole vehicle. Then, the shock absorber of the actual vehicle is modified, and a spring strain gauge and a piston rod strain gauge are installed, and the end cover in contact with the buffer block is replaced with a pressure sensor. Then, a low-intensity impact test is carried out on the actual vehicle, and the modeling parameters of the multi-body model of the whole vehicle are adjusted according to the spring displacement, piston rod axial force, and buffer block axial force measured in the test. Finally, based on the multi-body model of the whole vehicle with adjusted parameters, a simulation is performed according to the user misuse impact condition, and the time domain response of each load channel of the mounting seat on the shock absorber is extracted. This method can analyze the load response of the mounting seat on the shock absorber under the user misuse impact condition, and includes the following steps:

[0040] Step 1: Determine the road surface and driving operation procedures involved in the user misuse impact condition, and establish the corresponding road surface model and driver control program in the multi-body dynamics software ADAMS.

[0041] In step 1, the method for establishing the road surface model is: using a 3D scanning device to scan the road surface, obtaining a 3D scanning point cloud, and converting the 3D scanning point cloud into an RGR digital road surface model; the driver control program includes the driving trajectory and vehicle speed. The specific steps for converting the 3D scanning point cloud into an RGR digital road surface model are as follows:

[0042] S11, selecting a control point every 3 meters on the center line of the 3D scanning point cloud road;

[0043] S12, fitting the control points in S11 with a polynomial function to construct a polynomial center line;

[0044] S13, constructing a 2D plane grid point cloud with a grid accuracy of 5 mm × 5 mm based on the polynomial center line;

[0045] S14, calculating the elevation values ​​of the 2D plane grid points by using the natural adjacent point interpolation method, and constructing a 3D grid point cloud;

[0046] S15, converting the 3D grid point cloud into an RGR digital road surface model.

[0047] Step 2: Measure the dynamic stiffness characteristics of the buffer block and establish the corresponding buffer block model in the multi-body dynamics software ADAMS.

[0048] In step 2, the method for measuring the dynamic stiffness characteristics of the buffer block is: adjusting the mass and height of the drop hammer in the drop hammer impact test, and measuring the "deformation-force" curves of the buffer block at energy levels of 100 joules, 200 joules and 300 joules respectively.

[0049] Step 3: Establish a TB body finite element model including the shock absorber mounting seat, perform real eigenvalue analysis in the finite element software NASTRAN, output the MNF modal neutral file, and use the MNF modal neutral file to establish a flexible body model in ADAMS.

[0050] In step 3, the finite element model of the TB body is established as follows: the TB body is weighted according to the fully loaded state, the engine hood, four doors and tailgate are simplified with CONM2 mass units, and connected to the hinges on the TB body through RBE2 units; the steering subsystem, seat subsystem and exhaust subsystem are simplified with CONM2 mass units, and connected to the corresponding positions of the TB body through RBE3 units; the mounting seat on the shock absorber is constructed with a tetrahedral CTETRA unit with a mesh size of 2 mm, and is rigidly connected to the TB body through RBE2 units; the cutoff frequency of the real eigenvalue analysis is set to 100 Hz, and the MNF modal neutral file is in double precision format.

[0051] Step 4: Determine the topological structure representing the load transfer path of the mounting seat on the shock absorber, build a chassis suspension model, and build a multi-body dynamics model of the whole vehicle by combining the road surface model, buffer block model and flexible body model established in steps 1 to 3.

[0052] In step 4, the topology representing the load transfer path of the shock absorber upper mount includes the complete load transfer path from the ground to the vehicle body.

[0053] Step 5: Arrange strain gauges on the spring and piston rod of the actual vehicle shock absorber, and replace the end cover that contacts the buffer block during the compression stroke with a pressure sensor.

[0054] In step 5, the shape and size of the pressure sensor correspond to the shape and size of the end cap, and the effect of replacing the end cap with the pressure sensor on the buffer block gap value is within ±2 mm. That is, the difference between the distance from the lower end of the buffer block to the end cap and the distance from the lower end of the buffer block to the pressure sensor is within ±2 mm.

[0055] Step 6: Drive the actual vehicle in step 5 on the road surface determined in step 1 to perform a low-intensity impact test, and use strain gauges and pressure sensors to measure the spring displacement, piston rod axial force, and buffer block axial force.

[0056] In step 6, the low-intensity impact test is implemented by a lower vehicle speed and / or a smaller obstacle cut-in angle. The lower vehicle speed and the smaller obstacle cut-in angle can be set according to the actual test requirements. The lower vehicle speed needs to be less than the vehicle speed determined in the user misuse impact condition, and the smaller obstacle cut-in angle needs to be less than the obstacle cut-in angle determined in the user misuse impact condition. As a preferred embodiment, the lower vehicle speed needs to be less than half of the vehicle speed determined in the user misuse impact condition, and the smaller obstacle cut-in angle is less than 45°.

[0057] Step 7: Based on the road surface model established in step 1 and the vehicle multi-body dynamics model established in step 4, the low-intensity impact test in step 6 is restored through simulation, and the modeling parameters of the vehicle multi-body dynamics model are adjusted according to the spring displacement, piston rod axial force and buffer block axial force measured in step 6.

[0058] In step 7, when adjusting the modeling parameters of the vehicle multibody dynamics model, the modeling parameters that are focused on include the spring stiffness, the "speed-force" characteristic curve of the shock absorber, the buffer block gap value, and the dynamic stiffness characteristic curve of the buffer block.

[0059] In step 7, the adjustment process of the modeling parameters of the multi-body dynamics model of the whole vehicle is as follows: compare the simulation test results of the low-intensity impact test in step 7 with the actual vehicle low-intensity impact test results in step 6 (the compared parameters include: spring displacement, piston rod axial force and buffer block axial force) to see whether the degree of fit between the two meets the requirements. If the degree of fit between the two meets the requirements, the adjustment of the modeling parameters of the multi-body dynamics model of the whole vehicle is completed. Otherwise, after adjusting the modeling parameters of the multi-body dynamics model of the whole vehicle, return to execute step 6 until the adjustment of the modeling parameters of the multi-body dynamics model of the whole vehicle is completed. In specific implementation, the judgment standard of the degree of fit can be determined according to actual needs. For example, if the difference between the two is less than 5%, it is judged that the degree of fit between the two meets the requirements. By adjusting the modeling parameters of the multi-body dynamics model of the whole vehicle, the accuracy of the simulation analysis can be improved.

[0060] Step 8: Based on the vehicle multibody model after the modeling parameters are adjusted, simulation is performed according to the user misuse impact condition in step 1 to obtain the time domain response of each load transfer channel of the mounting seat on the shock absorber.

[0061] In step 8, the load transfer channel of the mounting seat on the shock absorber includes spring force, piston rod force, piston rod torque and buffer block force, and the extracted load is a time domain load in the global coordinate system.

[0062] Taking the impact strength load analysis of the upper mounting seat of the shock absorber of the front left suspension of a certain SUV as an example, the impact strength load analysis method of the upper mounting seat of the shock absorber described in this embodiment is described in more detail:

[0063] Step 1: Select a curb impact road in a certain automobile testing ground in western China as a road surface representing the user misuse impact condition. The road surface of the user misuse impact condition is as follows: Figure 2 a. A 3D laser scanning device is used to scan it, and the scanned point cloud is shown in Figure 2 As shown in b, the steps to convert it into the RGR pavement model are:

[0064] S11. Select a control point every 3 meters on the center line of the 3D scan point cloud road, and pick up a total of 17 control points. The coordinates of some control points are shown in the following table;

[0065] Control point number X coordinate / m Y coordinate / m Z coordinate / m 1 -0.3422 0.6405 0.0026 2 0.9125 -2.3705 -0.0316 3 2.1355 -5.4674 -0.0577 …… …… …… …… 15 19.7353 -49.5437 -0.4018 16 20.8828 -52.2986 -0.4225 17 21.7303 -54.1894 -0.4264

[0066] S12, fit the XY coordinates of the control points in S11 with a third-order polynomial function to construct the polynomial center line f(x):

[0067] f(x)=a0+a1x+a2x 2 +a3x 3

[0068] =-0.1595-2.485x-0.004529x 2 +0.0001953x 3

[0069] S13, construct a 2D plane grid point cloud with a grid accuracy of 5mm×5mm based on the polynomial center line; the specific process is:

[0070] The length of each segment on the center line is 5 mm, and the slope of segment i is calculated by the following formula;

[0071]

[0072] Calculate the slope Then the XY coordinates of the plane grid point on the cross section where segment i is located are calculated according to the following formula;

[0073]

[0074] The spacing of the plane grid points on the cross section is 5 mm. From the first segment to the last segment, the XY coordinates of all grid points are calculated in sequence to finally construct a 2D plane grid point cloud.

[0075] S14, calculate the elevation value of the 2D plane grid point by natural adjacent point interpolation method, and construct Figure 2 3D grid point cloud shown in c.

[0076] S15. According to the RGR road surface model coding rules, the 3D grid point cloud is converted into Figure 2 d RGR digital pavement model shown.

[0077] Prepare a driver control program, stipulate that the driving trajectory is straight-line driving, and ensure that the front of the wheel hits the center of the front end of the curb, with a speed of 40km / h.

[0078] Step 2: Measure the dynamic stiffness characteristics of the buffer block. The arrangement of the drop weight 1 and the buffer block 2 is as follows: Figure 3 As shown in a, the buffer block 2 is fixed on the fixture, and the drop weight 1 is located above the buffer block 2. The drop weight mass and height are shown in the following table. The test results are shown in Figure 3 b. The dynamic stiffness buffer block model is constructed based on the test results.

[0079] Test No. Drop weight height / mm Drop weight / kg Energy / J 1 219 46.5 100 2 396 51.5 200 3 430 71.8 300

[0080] Step 3: If Figure 4 As shown, a TB body finite element model 3 including a mounting seat on a shock absorber is established, a real eigenvalue analysis is performed in the finite element software NASTRAN, an MNF modal neutral file 4 is output, and a flexible body model 5 is established in ADAMS using the MNF modal neutral file 4.

[0081] Step 4: Determine the topology that represents the load transfer path of the shock absorber mounting bracket. The topology is as follows: Figure 5 As shown in Figure 1, the topology structure contains the complete load transfer path from the ground to the vehicle body. The chassis suspension model is constructed based on the topology structure, and the road surface model, buffer block model and vehicle body model are combined to establish the following Figure 6 The multibody dynamics model of the whole vehicle is shown.

[0082] Step 5: Figure 7 As shown, a first strain gauge 6 is arranged on the spring of the actual vehicle shock absorber, a second strain gauge 8 is arranged on the piston rod of the actual vehicle shock absorber, and the end cover that contacts the buffer block during the compression stroke is replaced with a pressure sensor 7.

[0083] Step 6: Drive the actual vehicle on the curb impact road to conduct a low-intensity impact test, and achieve the effect of a low-intensity impact test by driving onto the curb from the inclined edge. Use the strain gauges and pressure sensors in step 5 to measure the spring displacement, piston rod axial force, and buffer block axial force.

[0084] Step 7: Based on the road surface model established in step 1 and the vehicle multi-body dynamics model established in step 4, the low-intensity impact test in step 6 is restored through simulation. After the modeling parameters of the vehicle multi-body dynamics model are appropriately adjusted, the simulated spring displacement, piston rod axial force and buffer block axial force are compared with the experimental test results. Figure 8 As shown, the solid line is the test result and the dotted line is the simulation result.

[0085] Step 8: Based on the vehicle multibody model after modeling parameters are adjusted, simulation is performed according to the driver control program compiled in step 1 to obtain the time domain response of each load channel of the shock absorber mounting seat. The entire impact process lasts about 20 milliseconds. The time history curves of the spring force, piston rod force, piston rod torque and buffer block force in the global coordinate system are as follows: Fig. 9 shown.

[0086] The present invention also proposes a storage medium storing one or more computer-readable programs, which can execute at least one step of the above-mentioned method for analyzing the impact strength load of a mounting seat on a shock absorber when the computer-readable program is executed by one or more controllers.

Claims

1. A method for analyzing the impact strength load of a mounting seat on a shock absorber, characterized in that: The following steps are involved: Step 1: determine the road surface and driving operation procedures involved in the user misuse impact condition, and establish the corresponding road surface model and driver control program in the multi-body dynamics software ADAMS; Step 2, measuring the dynamic stiffness characteristics of the buffer block, and establishing a corresponding buffer block model in the multi-body dynamics software ADAMS; Step 3: Establish a TB vehicle body finite element model including the mounting seat on the shock absorber, perform real eigenvalue analysis in the finite element software NASTRAN, output the MNF modal neutral file, and establish a flexible vehicle body model in ADAMS using the MNF modal neutral file; Step 4, determine the topological structure representing the load transfer path of the mounting seat on the shock absorber, build a chassis suspension model, and build a multi-body dynamics model of the whole vehicle in combination with the road surface model, buffer block model and flexible body model established in steps 1 to 3; Step 5: Arrange strain gauges on the spring and piston rod of the actual vehicle shock absorber, and replace the end cover that contacts the buffer block during the compression stroke with a pressure sensor; Step 6: Drive the actual vehicle in step 5 on the road surface determined in step 1 to perform a low-intensity impact test, and use strain gauges and pressure sensors to measure the spring displacement, piston rod axial force, and buffer block axial force; Step 7: Based on the road surface model established in step 1 and the vehicle multi-body dynamics model established in step 4, the low-intensity impact test in step 6 is restored by simulation, and the modeling parameters of the vehicle multi-body dynamics model are adjusted according to the spring displacement, piston rod axial force and buffer block axial force measured in step 6; Step 8: Based on the vehicle multibody model after the modeling parameters are adjusted, simulation is performed according to the user misuse impact condition in step 1 to obtain the time domain response of each load transfer channel of the mounting seat on the shock absorber.

2. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 1, the method for establishing the road surface model is: using a 3D scanning device to scan the road surface, obtaining a 3D scanning point cloud, and converting the 3D scanning point cloud into an RGR digital road surface model; the driver control program includes the driving trajectory and vehicle speed.

3. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 2, the method for measuring the dynamic stiffness characteristics of the buffer block is: adjusting the mass and height of the drop hammer in the drop hammer impact test, and measuring the "deformation-stress" curves of the buffer block at energy levels of 100 joules, 200 joules and 300 joules respectively.

4. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In the step 3, the TB body finite element model is established by: counterweighting the TB body according to the full load state, simplifying the engine hood, four doors and back door with CONM2 mass units, connecting them to the hinges on the TB body through RBE2 units, simplifying the steering subsystem, seat subsystem and exhaust subsystem with CONM2 mass units, connecting them to the corresponding positions of the TB body through RBE3 units, constructing the mounting seat on the shock absorber with a tetrahedron CTETRA unit with a mesh size of 2 mm, and rigidly connecting it to the TB body through RBE2 units; the real eigenvalue analysis cutoff frequency is set to 100 Hz, and the MNF modal neutral file is in double precision format.

5. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 4, the topological structure representing the load transfer path of the mounting seat on the shock absorber includes the complete load transfer path from the ground to the vehicle body.

6. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 5, the shape and size of the pressure sensor correspond to the shape and size of the end cover, and the effect of replacing the end cover with the pressure sensor on the buffer block gap value is within ±2 mm.

7. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 6, the low-intensity impact test is achieved by a lower vehicle speed and / or a smaller obstacle cut-in angle.

8. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 7, when adjusting the modeling parameters of the vehicle multi-body dynamics model, the modeling parameters that are focused on include the spring stiffness, the "speed-force" characteristic curve of the shock absorber, the buffer block gap value, and the dynamic stiffness characteristic curve of the buffer block.

9. The shock absorber upper mounting seat impact strength load analysis method according to claim 1, characterized in that: In step 8, the load transfer channel of the mounting seat on the shock absorber includes spring force, piston rod force, piston rod torque and buffer block force, and the extracted load is a time domain load in the global coordinate system.

10. A storage medium, characterized in that: It stores one or more computer-readable programs, which, when executed by one or more controllers, can execute at least one step of the shock absorber upper mounting seat impact strength load analysis method as described in any one of claims 1-9.

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