CN115033975B - Adjustment method of shock absorber valve system - Google Patents

Abstract

The present invention relates to the technical field of vehicle chassis adjustment, and discloses a method for adjusting a shock absorber valve system, wherein a real vehicle subjective evaluation is performed on a sample vehicle equipped with a shock absorber to be adjusted, and the structure of the shock absorber valve system is adjusted according to the real vehicle subjective evaluation result, and the adjustment coefficient of the shock absorber valve system is controlled to meet a preset adjustment threshold condition, wherein the adjustment coefficient includes at least one of a low-speed idle coefficient and a high-speed throttling coefficient, and the low-speed idle coefficient is used to determine whether the shock absorber makes abnormal noise when working at a low speed, so as to avoid repeated adjustment caused by abnormal noise during later performance verification; the high-speed throttling coefficient is used to avoid the problem that the shock absorber valve is not opened smoothly due to piston throttling during compression high-speed stroke, which affects the impact comfort. By introducing the adjustment coefficient of the shock absorber valve system, the embodiment of the present invention can reduce the number of shock absorber debugging schemes, shorten the debugging cycle, and thus improve the tuning efficiency.

Description

Adjustment method of shock absorber valve system

Technical Field

The invention relates to the technical field of vehicle chassis adjustment, and in particular to an adjustment method for a shock absorber valve system.

Background technique

At present, in the existing shock absorber adjustment process, the initial damping force is determined, and then different damping characteristics are adjusted based on this initial damping force to meet the vehicle's impact comfort target. By continuously trying multiple damping force schemes, the best balance between handling stability and smoothness is found. However, the existing shock absorber adjustment method requires trying multiple schemes to lock in the shock absorber scheme that meets the subjective target of impact comfort, which takes a long time and reduces R&D efficiency.

Summary of the invention

An object of an embodiment of the present invention is to provide a method for adjusting a shock absorber valve system, which can reduce the number of shock absorber adjustment schemes, thereby shortening the adjustment cycle and improving the adjustment efficiency.

In order to solve the above technical problems, an embodiment of the present invention provides a method for adjusting a shock absorber valve system, comprising:

Conducting a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted to obtain a real vehicle subjective evaluation result;

Adjustment operation: according to the subjective evaluation result of the actual vehicle, adjust the structure of the shock absorber valve system, and control the adjustment coefficient of the shock absorber valve system to meet the preset adjustment threshold condition; the adjustment coefficient includes at least one of the following: low-speed free-throttle coefficient and high-speed throttling coefficient;

Among them, the low-speed lost motion coefficient is determined based on the cross-sectional area of the piston rod, the throttling area of the piston body, the cross-sectional area of the piston ring and the throttling area of the bottom valve body; the high-speed throttling coefficient is determined based on the cross-sectional area of the piston rod, the flow area of the piston reflux groove, the cross-sectional area of the piston ring and the effective throttling area of the bottom valve compression hole.

As a preferred solution, the low-speed idle travel coefficient satisfies the preset adjustment threshold condition that the low-speed idle travel coefficient is greater than 1; the low-speed idle travel coefficient is calculated by the following formula:

Among them, _c1 is the low-speed lost motion coefficient; S _rod is the cross-sectional area of the piston rod; S _ring is the cross-sectional area of the piston ring; _S1 is the throttling area of the piston body; _S2 is the throttling area of the bottom valve body.

As a preferred solution, the high-speed throttling coefficient satisfies the preset adjustment threshold condition that the high-speed throttling coefficient is greater than 1; the high-speed throttling coefficient is calculated by the following formula:

Among them, _C2 is the high-speed throttling coefficient; S _rod is the cross-sectional area of the piston rod; S _ring is the cross-sectional area of the piston ring; _S3 is the flow area of the piston reflux groove; _S4 is the effective throttling area of the bottom valve compression hole.

As a preferred solution, the subjective evaluation result of the actual vehicle includes the impact strength; then the adjustment operation steps specifically include:

When the subjective evaluation result of the actual vehicle includes excessive impact strength, the structure of the shock absorber valve system is adjusted by at least one of the following methods: increasing the compression hole area of the bottom valve body, increasing the recovery hole area of the piston body, and reducing the thickness and outer diameter of the stack valve plate.

As a preferred solution, the subjective evaluation result of the actual vehicle includes the impact residual vibration; then the adjustment operation steps specifically include:

When the subjective evaluation results of the actual vehicle include that the impact residual vibration is too obvious, the structure of the shock absorber valve system is adjusted by at least one of the following methods: reducing the compression hole area of the bottom valve body, reducing the recovery hole area of the piston body, and increasing the thickness and outer diameter of the stack valve plate.

As a preferred solution, the subjective evaluation result of the actual vehicle includes the fine vibration filtering situation; then the adjustment operation steps specifically include:

When the subjective evaluation results of the actual vehicle include poor filtering of fine vibrations, increase the throttling area of the throttle plate.

As a preferred solution, before performing a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted and obtaining a real vehicle subjective evaluation result, the method further includes:

According to the preset basic parameters of the vehicle, determine the initial damping force of the shock absorber at different working speeds;

Then, in the adjustment operation step, the difference between the actual damping force and the initial damping force of the shock absorber at each working speed is controlled to be within a preset difference range.

As a preferred solution, the initial damping force of the shock absorber at different working speeds is determined according to the preset basic parameters of the whole vehicle, specifically including:

Calculate the recommended damping coefficient based on the preset basic parameters of the vehicle;

According to the recommended damping coefficient, the initial damping force of the shock absorber at different working speeds is calculated by the following formula:

F＝cv

Where F is the initial damping force of the shock absorber; c is the recommended damping coefficient, and v is the operating speed of the shock absorber.

As a preferred solution, the preset basic parameters of the vehicle include tire stiffness, suspension stiffness, unsprung mass and sprung mass; then the recommended damping coefficient is calculated according to the preset basic parameters of the vehicle, specifically including:

The recommended damping coefficient is calculated based on the tire stiffness, suspension stiffness, unsprung mass and sprung mass using the following formula:

Where c is the recommended damping coefficient; ξ is the damping ratio; _m2 is the sprung mass; _kt is the tire stiffness; k is the suspension stiffness; and _m1 is the unsprung mass.

As a preferred solution, after the adjustment operation step, the method further includes:

Re-perform the subjective evaluation of the real vehicle on the sample vehicle with the adjusted shock absorber installed, and re-obtain the subjective evaluation result of the real vehicle;

When the re-obtained actual vehicle subjective evaluation result does not meet the preset performance subjective target requirement, the process returns to the adjustment operation step until the re-obtained actual vehicle subjective evaluation result meets the preset performance subjective target requirement.

Compared with the prior art, the beneficial effects of the embodiments of the present invention are as follows: the embodiments of the present invention provide a method for adjusting a shock absorber valve system, by conducting a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted, obtaining a real vehicle subjective evaluation result, adjusting the structure of the shock absorber valve system according to the real vehicle subjective evaluation result, and controlling the adjustment coefficient of the shock absorber valve system to meet a preset adjustment threshold condition, wherein the adjustment coefficient includes at least one of a low-speed lost motion coefficient and a high-speed throttling coefficient, the low-speed lost motion coefficient is determined based on the cross-sectional area of the piston rod, the throttling area of the piston body, the cross-sectional area of the piston ring and the throttling area of the bottom valve body, and can be used to determine whether the shock absorber makes abnormal noise when working at a low speed, so as to avoid repeated adjustment caused by abnormal noise during later performance verification; the high-speed throttling coefficient is determined based on the cross-sectional area of the piston rod, the flow area of the piston reflux groove, the cross-sectional area of the piston ring and the effective throttling area of the compression hole of the bottom valve, and can be used to avoid the problem of the shock absorber valve opening not being smooth due to piston throttling during compression of a high-speed stroke, thereby affecting the impact comfort. The embodiment of the present invention can reduce the number of shock absorber debugging schemes by introducing the tuning coefficient of the shock absorber valve system, thereby shortening the debugging cycle and improving the tuning efficiency.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a flow chart of an embodiment of a method for adjusting a shock absorber valve system provided by the present invention;

FIG2 is a flow chart of another embodiment of a method for adjusting a shock absorber valve system provided by the present invention;

FIG3 is a schematic diagram of the structure of the iron bar;

FIG4 is a schematic diagram of the structure of a trapezoidal speed bump;

FIG5 is an exploded view of a conventional shock absorber valve system;

FIG6 is a diagram showing the relationship between the operating speed and the damping force of the shock absorber;

FIG. 7 is a diagram showing the relationship between the operating speed and the damping force of the shock absorber with different shock absorber valve system structures.

Detailed ways

The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

As shown in FIG. 1 and FIG. 5 , the adjustment method of the shock absorber valve system according to the embodiment of the present invention includes:

Step S101, performing a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted, and obtaining a real vehicle subjective evaluation result;

Step S102, adjustment operation: adjusting the structure of the shock absorber valve system according to the subjective evaluation result of the actual vehicle, and controlling the adjustment coefficient of the shock absorber valve system to meet the preset adjustment threshold condition; the adjustment coefficient includes at least one of the following: a low-speed free-throttle coefficient and a high-speed throttling coefficient;

Among them, the low-speed lost motion coefficient is determined based on the cross-sectional area of the piston rod, the throttling area of the piston body, the cross-sectional area of the piston ring and the throttling area of the bottom valve body; the high-speed throttling coefficient is determined based on the cross-sectional area of the piston rod, the flow area of the piston reflux groove, the cross-sectional area of the piston ring and the effective throttling area of the bottom valve compression hole.

In an embodiment of the present invention, a subjective evaluation of a real vehicle is performed on a sample vehicle with a shock absorber to be adjusted to obtain a subjective evaluation result of the real vehicle, and the structure of the shock absorber valve system is adjusted according to the subjective evaluation result of the real vehicle, and the adjustment coefficient of the shock absorber valve system is controlled to meet the preset adjustment threshold condition, wherein the adjustment coefficient includes at least one of a low-speed lost motion coefficient and a high-speed throttling coefficient, and the low-speed lost motion coefficient is determined according to the cross-sectional area of the piston rod, the throttling area of the piston body, the cross-sectional area of the piston ring and the throttling area of the bottom valve body, and can be used to determine whether the shock absorber has abnormal sound when working at low speed, so as to avoid abnormal sound problems in the later performance verification and cause repeated adjustment; the high-speed throttling coefficient is determined according to the cross-sectional area of the piston rod, the flow area of the piston return groove, the cross-sectional area of the piston ring and the effective throttling area of the bottom valve compression hole, and can be used to avoid the problem that the shock absorber valve is not opened smoothly due to the throttling of the piston during the compression high-speed stroke, which affects the impact comfort. By introducing the adjustment coefficient of the shock absorber valve system, the embodiment of the present invention can reduce the number of shock absorber debugging schemes, shorten the debugging cycle, and thus improve the tuning efficiency.

Please refer to FIG6 , the damping force of the shock absorber in the low-speed zone can make the road surface filter fine and the vehicle body control responsive; the medium-speed zone can make the impact soft and the vehicle body move smoothly; the high-speed zone can make the vehicle over-impact clean and neat and improve the vehicle's extreme safety and stability. The embodiment of the present invention adjusts the damping characteristics by controlling the low-speed free travel coefficient and high-speed free travel coefficient of the shock absorber valve system, and finds a shock absorber solution that meets the vehicle impact comfort target based on the subjective evaluation results of the actual vehicle.

In the specific implementation, the shock absorber is installed on the vehicle. Under specific road conditions and vehicle speeds, the test personnel conduct a real-life subjective evaluation of the vehicle. As shown in Figures 3 and 4, the vehicle passes through an iron bar at a speed of 30 kph and a trapezoidal speed bump at a speed of 20 kph, respectively. For example, the impact comfort of the vehicle can be evaluated from aspects such as impact strength and impact residual vibration. Whether the adjustment plan is effective depends on whether the subjective evaluation is accurate. Accurate subjective evaluation can ensure the timeliness of the shock absorber adjustment plan and greatly improve work efficiency.

In an optional implementation, the low-speed idle coefficient satisfies the preset adjustment threshold condition that the low-speed idle coefficient is greater than 1; the low-speed idle coefficient is calculated by the following formula:

Among them, _c1 is the low-speed lost motion coefficient; S _rod is the cross-sectional area of the piston rod; S _ring is the cross-sectional area of the piston ring; _S1 is the throttling area of the piston body; _S2 is the throttling area of the bottom valve body.

In the specific implementation, if the low-speed lost motion coefficient is less than 1, the oil inside the shock absorber will not return in time, resulting in lost motion distortion in the initial stroke of the shock absorber compression or recovery, which is prone to abnormal noise. Therefore, by controlling the low-speed lost motion coefficient to be greater than 1, it is possible to avoid abnormal noise problems during the later performance verification and repeated adjustments.

In an optional implementation, the high-speed throttling coefficient satisfies the preset adjustment threshold condition that the high-speed throttling coefficient is greater than 1; the high-speed throttling coefficient is calculated by the following formula:

Among them, _C2 is the high-speed throttling coefficient; S _rod is the cross-sectional area of the piston rod; S _ring is the cross-sectional area of the piston ring; _S3 is the flow area of the piston reflux groove; _S4 is the effective throttling area of the bottom valve compression hole.

In specific implementation, ensuring that the high-speed throttling coefficient is greater than 1 can prevent the shock absorber from being throttled by the piston during high-speed compression stroke, resulting in poor oil flow and abrupt valve opening, which affects the impact comfort, thereby making the adjustment more efficient and effective.

In an optional implementation manner, the subjective evaluation result of the actual vehicle includes impact strength; then the adjustment operation steps specifically include:

When the subjective evaluation result of the actual vehicle includes excessive impact strength, the structure of the shock absorber valve system is adjusted by at least one of the following methods: increasing the compression hole area of the bottom valve body, increasing the recovery hole area of the piston body, and reducing the thickness and outer diameter of the stack valve plate.

In a specific implementation, if the impact intensity is large, the outer diameter and thickness of the stacked valve sheet can be reduced to reduce the stiffness of the valve system, thereby improving the impact comfort.

In an optional implementation manner, the actual vehicle subjective evaluation result includes the impact residual vibration situation; then the adjustment operation steps specifically include:

When the subjective evaluation results of the actual vehicle include that the impact residual vibration is too obvious, the structure of the shock absorber valve system is adjusted by at least one of the following methods: reducing the compression hole area of the bottom valve body, reducing the recovery hole area of the piston body, and increasing the thickness and outer diameter of the stack valve plate.

In actual implementation, impact residual vibration and impact strength are contradictory properties that need to be balanced. If the impact residual vibration is obvious, the valve system stiffness needs to be increased.

In the embodiment of the present invention, by introducing the valve system stiffness, various invalid damping force scheme adjustments can be avoided compared with the traditional method. At the same time, the first-order body control and impact comfort can be well taken into account to find the final solution that meets the vehicle performance goals.

As shown in Figure 7, the damping force of the two sets of valve system structure A and valve system structure B is the same, but the valve system stiffness is different, and the impact comfort performance of the actual vehicle is completely different. Therefore, during the tuning process, the impact comfort of the vehicle can be improved by adjusting the valve system structure on the basis of ensuring the damping force, while balancing the first-order body control.

In an optional implementation manner, the actual vehicle subjective evaluation result includes the fine vibration filtering situation; then the adjustment operation steps specifically include:

When the subjective evaluation results of the actual vehicle include poor filtering of fine vibrations, increase the throttling area of the throttle plate.

In an optional implementation, before the step S101 of "performing a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted to obtain a real vehicle subjective evaluation result", the step further includes:

According to the preset basic parameters of the vehicle, determine the initial damping force of the shock absorber at different working speeds;

Then, in the adjustment operation step, the difference between the actual damping force and the initial damping force of the shock absorber at each working speed is controlled to be within a preset difference range.

Specifically, determining the initial damping force of the shock absorber at different working speeds according to the preset basic parameters of the whole vehicle specifically includes:

Calculate the recommended damping coefficient based on the preset basic parameters of the vehicle;

According to the recommended damping coefficient, the initial damping force of the shock absorber at different working speeds is calculated by the following formula:

F＝cv

Where F is the initial damping force of the shock absorber; c is the recommended damping coefficient, and v is the operating speed of the shock absorber.

As a preferred solution, the preset basic parameters of the vehicle include tire stiffness, suspension stiffness, unsprung mass and sprung mass; then the recommended damping coefficient is calculated according to the preset basic parameters of the vehicle, specifically including:

The recommended damping coefficient is calculated based on the tire stiffness, suspension stiffness, unsprung mass and sprung mass using the following formula:

Where c is the recommended damping coefficient; ξ is the damping ratio; _m2 is the sprung mass; _kt is the tire stiffness; k is the suspension stiffness; and _m1 is the unsprung mass.

In an optional implementation, after the adjustment operation step, the method further includes:

Re-perform the real vehicle subjective evaluation on the sample vehicle with the adjusted shock absorber installed, and re-obtain the real vehicle subjective evaluation result; that is, perform the real vehicle secondary subjective evaluation, and the specific operation steps of the real vehicle secondary subjective evaluation are the same as those of the above-mentioned real vehicle subjective evaluation;

When the re-obtained actual vehicle subjective evaluation result does not meet the preset performance subjective target requirement, the adjustment operation step is returned until the re-obtained actual vehicle subjective evaluation result meets the preset performance subjective target requirement. The performance subjective target requirement can be set according to actual use requirements to meet the comfort requirements of the occupants for riding in the vehicle, such as the impact intensity cannot be too large, the impact residual vibration cannot be too obvious, etc.

Please refer to FIG2 . In the embodiment of the present invention, the entire calibration process is almost entirely centered around the calibration operation and the subjective evaluation steps of the actual vehicle: (1) Conduct a subjective evaluation of the handling comfort of the vehicle in the basic state, identify the performance improvement points that do not meet the subjective goal, and formulate a shock absorber calibration plan for the improvement points; (2) Valve system calibration: According to the performance improvement points, adjust the flow area of the flow limiting valve plate of the shock absorber, the thickness and number of the stacked valve plates, etc., so as to control the corresponding damping force of the shock absorber at different working speeds. In the final fine tuning, a certain damping force is guaranteed, and the impact comfort of the vehicle is improved by reducing the stiffness of the valve system. (3) Repeat the previous step until a solution that meets the subjective goal of comfort is found and locked as the final solution.

Compared with the prior art, the beneficial effects of the embodiments of the present invention are as follows: the embodiments of the present invention provide a method for adjusting a shock absorber valve system, by conducting a real vehicle subjective evaluation on a sample vehicle equipped with a shock absorber to be adjusted, obtaining a real vehicle subjective evaluation result, adjusting the structure of the shock absorber valve system according to the real vehicle subjective evaluation result, and controlling the adjustment coefficient of the shock absorber valve system to meet a preset adjustment threshold condition, wherein the adjustment coefficient includes at least one of a low-speed lost motion coefficient and a high-speed throttling coefficient, the low-speed lost motion coefficient is determined based on the cross-sectional area of the piston rod, the throttling area of the piston body, the cross-sectional area of the piston ring and the throttling area of the bottom valve body, and can be used to determine whether the shock absorber makes abnormal noise when working at a low speed, so as to avoid repeated adjustment caused by abnormal noise during later performance verification; the high-speed throttling coefficient is determined based on the cross-sectional area of the piston rod, the flow area of the piston reflux groove, the cross-sectional area of the piston ring and the effective throttling area of the compression hole of the bottom valve, and can be used to avoid the problem of the shock absorber valve opening not being smooth due to piston throttling during compression of a high-speed stroke, thereby affecting the impact comfort. The embodiment of the present invention can reduce the number of shock absorber debugging schemes by introducing the adjustment coefficient of the shock absorber valve system, thereby shortening the debugging cycle and improving the adjustment efficiency; at the same time, under the premise of ensuring that the damping force meets the target requirements, the impact comfort can be improved by changing the valve system structure, thereby making the handling stability and smoothness of the whole vehicle more balanced.

The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims (9)

1. A method of calibrating a damper valve train, comprising:

Performing actual subjective evaluation on a sample vehicle provided with a shock absorber to be calibrated to obtain actual subjective evaluation results;

And (3) adjusting operation: according to the actual apparent evaluation result, adjusting the structure of the valve system of the shock absorber, and controlling the adjustment coefficient of the valve system of the shock absorber to meet the preset adjustment threshold condition; the tuning coefficients include at least one of: a low-speed idle coefficient and a high-speed throttle coefficient;

The low-speed idle stroke coefficient is determined according to the cross-sectional area of the piston rod, the throttle area of the piston body, the cross-sectional area of the piston ring and the throttle area of the bottom valve body; the high-speed throttling coefficient is determined according to the cross-sectional area of the piston rod, the flow area of the piston reflux groove, the cross-sectional area of the piston ring and the effective throttling area of the compression hole of the bottom valve;

The low-speed idle stroke coefficient meets the preset adjustment threshold condition that the low-speed idle stroke coefficient is larger than 1; the low speed lost motion coefficient is calculated by the following formula:

Wherein c ₁ is the low-speed idle stroke coefficient; s _rod is the cross-sectional area of the piston rod; s _ring is the cross-sectional area of the piston ring; s ₁ is the throttle area of the piston body; s ₂ is the throttling area of the bottom valve body.

2. The method of calibrating a valve train of a shock absorber according to claim 1, wherein the high-speed throttling factor meeting the preset calibration threshold condition is the high-speed throttling factor being greater than 1; the high-speed throttle factor is calculated by the following formula:

Wherein c ₂ is a high-speed throttling coefficient; s _rod is the cross-sectional area of the piston rod; s _ring is the cross-sectional area of the piston ring; s ₃ is the flow area of the piston reflux groove; s ₄ is the effective throttling area of the bottom valve compression orifice.

3. The method of calibrating a shock absorber valve train according to claim 1, wherein the actual apparent evaluation result includes an impact strength condition; the adjusting operation steps specifically include:

When the actual apparent evaluation result includes that the impact strength is too high, adjusting the structure of the valve train of the shock absorber by at least one of the following modes: the compression hole area of the bottom valve body is increased, the restoration hole area of the piston body is increased, and the thickness and the outer diameter of the stack valve plates are reduced.

4. The method of calibrating a shock absorber valve train according to claim 1, wherein the actual apparent evaluation result includes an impact residual vibration condition; the adjusting operation steps specifically include:

when the actual apparent evaluation result comprises that the impact residual vibration is too obvious, adjusting the structure of the valve system of the shock absorber in at least one of the following modes: the compression hole area of the bottom valve body is reduced, the restoration hole area of the piston body is reduced, and the thickness and the outer diameter of the stack valve plates are increased.

5. The method of calibrating a damper valve train of claim 1, wherein the actual apparent evaluation result includes a finely divided vibration filtering condition; the adjusting operation steps specifically include:

and when the actual apparent evaluation result comprises the fine crushing vibration filtering difference, increasing the throttle area of the throttle plate.

6. The method of calibrating a valve train of a shock absorber according to any one of claims 1 to 5, further comprising, before the actual subjective evaluation of the sample vehicle on which the shock absorber to be calibrated is mounted, obtaining an actual subjective evaluation result:

Determining initial damping force of the shock absorber at different working speeds according to preset basic parameters of the whole vehicle, wherein the preset basic parameters of the whole vehicle comprise tire rigidity, suspension rigidity, unsprung mass and sprung mass;

Then, in the tuning operation step, the difference between the actual damping force and the initial damping force of the shock absorber at each operating speed is simultaneously controlled to be within a preset difference range.

7. The method for adjusting a valve train of a shock absorber according to claim 6, wherein the determining initial damping force of the shock absorber at different operating speeds according to a preset overall vehicle basic parameter comprises:

calculating a recommended damping coefficient according to preset basic parameters of the whole vehicle;

According to the recommended damping coefficient, calculating initial damping force of the shock absorber at different working speeds according to the following formula:

F＝cv

Wherein F is the initial damping force of the shock absorber; c is the recommended damping coefficient and v is the operating speed of the shock absorber.

8. The method for adjusting a valve train of a shock absorber according to claim 7, wherein the calculating a recommended damping coefficient according to a preset vehicle basic parameter comprises:

the recommended damping coefficient is calculated from the tire stiffness, suspension stiffness, unsprung mass, and sprung mass by the following formula:

wherein c is a recommended damping coefficient; ζ is the damping ratio; m ₂ is the sprung mass; k _t is tire stiffness; k is suspension stiffness; m ₁ is the unsprung mass.

9. The method of calibrating a shock absorber valve system according to any of claims 1-5, further comprising, after said step of calibrating:

carrying out actual subjective evaluation again on the sample vehicle provided with the shock absorber after adjustment, and obtaining actual subjective evaluation results again;

And when the obtained actual subjective evaluation result does not meet the preset performance subjective target requirement, returning to the adjusting operation step until the obtained actual subjective evaluation result meets the preset performance subjective target requirement.