Method and system for adjusting chassis and suspension system of electric sightseeing vehicle

Abstract

The invention discloses an adjusting method and system for a chassis and a suspension system of an electric sightseeing vehicle, and relates to the technical field of suspension system adjusting.The method comprises the steps that the adjusting interval of the chassis and the suspension system of the electric sightseeing vehicle is determined, and the cooperative adjusting relation of the chassis and the suspension system is established; the road surface state and driving control information are collected, and the adaptability of a real-time chassis and a suspension mode is analyzed; and if the adaptability index does not meet the preset requirement, the chassis and suspension mode is dynamically adjusted based on the adjusting interval and the cooperative relation. The technical problem that an existing electric sightseeing vehicle is difficult to achieve coordinated adjustment of a chassis and a suspension system under complex road conditions, and consequently stability is insufficient is solved, and the technical effect of improving the vehicle running stability is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of suspension system adjustment, and in particular to an adjustment method and system for a chassis and suspension system of an electric sightseeing vehicle. Background Art

[0002] With the popularity of electric sightseeing vehicles in tourist attractions and urban public transportation, the diversity of their operating environments has put forward higher requirements on the chassis and suspension systems of vehicles. In the prior art, the chassis and suspension systems usually adopt a fixed mode or a single adjustment method, which cannot effectively cope with complex road conditions and diversified driving operations (such as acceleration, deceleration, and turning). In addition, the lack of a coordinated adjustment mechanism between the chassis and the suspension system can easily lead to performance inconsistencies. In view of these shortcomings, there is an urgent need for an adjustment method that can comprehensively analyze the road surface conditions and vehicle operation information, and dynamically adjust the chassis and suspension systems to adapt to the changing usage scenarios and complex driving needs.

[0003] In the current relevant technologies, there is a technical problem that it is difficult for electric sightseeing vehicles to achieve coordinated adjustment of the chassis and suspension system under complex road conditions, resulting in insufficient stability. Summary of the invention

[0004] The present application solves the technical problem that it is difficult to coordinate the chassis and suspension system of existing electric sightseeing vehicles under complex road conditions, resulting in insufficient stability, by providing a method and system for adjusting the chassis and suspension system of an electric sightseeing vehicle.

[0005] The present application provides a method for adjusting the chassis and suspension system of an electric sightseeing vehicle, including: Determine the chassis adjustment range and suspension system adjustment range of the target electric sightseeing vehicle; perform coordinated adjustment correlation analysis on the chassis and the suspension system to establish a coordinated adjustment relationship; collect the driving surface state information and driving control information of the target electric sightseeing vehicle; based on the driving surface state information and the driving control information, analyze the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle; if the control adaptation index does not meet the preset control adaptation index, perform mode adjustment on the chassis and the suspension system based on the chassis adjustment range, the suspension system adjustment range and the coordinated adjustment relationship.

[0006] The present application also provides an adjustment system for the chassis and suspension system of an electric sightseeing vehicle, including: An adjustment interval determination module, the adjustment interval determination module is used to determine the chassis adjustment interval and suspension system adjustment interval of the target electric sightseeing vehicle; a coordinated adjustment relationship establishment module, the coordinated adjustment relationship establishment module is used to perform coordinated adjustment association analysis on the chassis and the suspension system, and establish a coordinated adjustment relationship; a driving information collection module, the driving information collection module is used to collect the driving road state information and driving control information of the target electric sightseeing vehicle; an adaptation index analysis module, the adaptation index analysis module is used to analyze the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle based on the driving road state information and the driving control information; a mode adjustment module, the mode adjustment module is used to adjust the mode of the chassis and the suspension system based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship if the control adaptation index does not meet the preset control adaptation index.

[0007] The adjustment method and system of the chassis and suspension system of the electric sightseeing vehicle proposed in this application first determine the adjustment range of the chassis and suspension system of the electric sightseeing vehicle and establish their coordinated adjustment relationship; collect road conditions and driving control information, and analyze the adaptability of the real-time chassis and suspension mode; if the adaptability index does not meet the preset requirements, dynamically adjust the chassis and suspension mode based on the adjustment range and coordinated relationship, thereby achieving the technical effect of improving the vehicle's driving stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the accompanying drawings of the embodiment of the present invention will be briefly introduced below. A flow chart is used in the present application to illustrate the operations performed by the system according to the embodiment of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, various steps can be processed in reverse order or simultaneously as needed. At the same time, other operations can also be added to these processes, or one or more operations can be removed from these processes.

[0009] Figure 1 A schematic flow chart of a method for adjusting the chassis and suspension system of an electric sightseeing vehicle provided in an embodiment of the present application.

[0010] Figure 2 A schematic diagram of the structure of the adjustment system of the chassis and suspension system of the electric sightseeing vehicle provided in an embodiment of the present application.

[0011] Explanation of the reference numerals: adjustment interval determination module 10 , coordinated adjustment relationship establishment module 20 , driving information collection module 30 , adaptation index analysis module 40 , mode adjustment module 50 . DETAILED DESCRIPTION

[0012] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below.

[0013] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.

[0014] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments, but it is understood that "some embodiments" may be the same subset or different subsets of all possible embodiments, and may be combined with each other without conflict, and the terms "first\second" involved are merely to distinguish similar objects and do not represent a specific ordering of objects. The terms "including" and "having" and any variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or modules that are not clearly listed or inherent to these processes, methods, products, or devices. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by technicians in the technical field of this application. The terms used herein are for the purpose of describing the embodiments of the present application only.

[0015] The present application embodiment provides a method for adjusting the chassis and suspension system of an electric sightseeing vehicle, such as Figure 1 As shown, the method includes: Step S100, determine the chassis adjustment range and suspension system adjustment range of the target electric sightseeing car. Specifically, when determining the chassis adjustment range of the target electric sightseeing car, it is necessary to deeply analyze the chassis structure and functional characteristics, comprehensively consider the ground clearance range allowed by the frame design, and weigh the stability and passability according to the driving road conditions to determine its upper and lower limits. At the same time, explore the coefficient range of the shock absorber damping that effectively buffers and maintains stability under different road conditions, and determine the suspension spring stiffness adjustment range based on load changes and road conditions. Finally, determine the chassis adjustment range; and determine the suspension system adjustment range. Focus on the range of changes in various parameters, and determine the adjustment range of the elastic coefficient by testing the deformation and rebound force of springs of different materials and specifications under different loads and road impacts, simulate the movement of the vehicle under extreme road conditions to determine the effective range of the suspension stroke, and accurately measure the relevant adjustment range of active suspension technology such as electromagnetic suspension. The suspension system adjustment range is determined by comprehensive aspects to provide a basis for subsequent adjustments.

[0016] Step S200, performing coordinated adjustment correlation analysis on the chassis and the suspension system to establish a coordinated adjustment relationship. Specifically, when performing coordinated adjustment correlation analysis on the chassis and the suspension system to establish a coordinated adjustment relationship, first obtain chassis adjustment variables such as chassis height, suspension stiffness, shock absorber damping coefficient, etc. and suspension system adjustment variables such as spring elastic coefficient, suspension travel, etc., then build a mechanical model to perform mechanical correlation analysis, consider the impact of chassis height changes on the vertical force distribution of the suspension system, spring compression and shock absorber damping force, combine simulation calculations with actual test data to determine the mechanical correlation relationship between the chassis and the suspension system, and then perform dynamic performance correlation analysis based on the chassis and suspension system adjustment variables in dynamic driving scenarios such as vehicle acceleration, deceleration, and turning, explore the relationship between the chassis roll stiffness and the lateral support force of the suspension system, and generate a dynamic performance correlation relationship based on the test data, and finally build a complete coordinated adjustment relationship with the mechanical correlation relationship and the dynamic performance correlation relationship, so that the chassis and the suspension system can work together according to the vehicle driving conditions to achieve the best performance.

[0017] In one possible implementation, a coordinated adjustment correlation analysis is performed on the chassis and the suspension system to establish a coordinated adjustment relationship. Step S200 further includes step S210, obtaining chassis adjustment variables and suspension system adjustment variables. Specifically, the chassis adjustment variables and suspension system adjustment variables are obtained. For example, the chassis height is a key variable. Accurately obtaining the chassis adjustment variables and the suspension system adjustment variables is the primary link in building a coordinated adjustment relationship. When determining the chassis adjustment variables, the chassis structure and performance characteristics are deeply analyzed. For example, the chassis height is closely related to the vehicle's passability and stability, and its adjustment range depends on the vehicle's design positioning and architecture layout. The chassis height of urban commuter electric sightseeing vehicles is mostly adjusted in a lower range to lower the center of gravity and increase high-speed stability. Vehicles traveling on rural or unpaved roads need to increase the upper limit of adjustment to ensure passability. The suspension stiffness affects the filtering of road bumps and the sensitivity of handling. It can be adjusted by replacing springs or variable stiffness. The suspension technology is precisely adjusted. The damping coefficient of the shock absorber determines the energy absorption and release characteristics of the shock absorber, and affects the dynamic response of the chassis by adjusting the oil viscosity and the valve opening. For the adjustment variables of the suspension system, the spring elastic coefficient is the core. Different elastic coefficients make the suspension system deform to different degrees under the same load, affecting the ride comfort and support stability. The spring with a small elastic coefficient improves comfort on flat roads, but the dynamic control conditions may easily cause the body to tilt or nod. The spring with a large elastic coefficient is the opposite. The suspension stroke limits the maximum vertical movement range. Its value is determined by the comprehensive vehicle type, purpose and suspension system design concept. A spring with a too long stroke may affect high-speed stability, while a spring with a too short stroke may easily cause components to be impacted, affecting their life and driving safety.

[0018] Step S220, a mechanical correlation analysis is performed based on the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship. Specifically, a mechanical correlation analysis is performed based on the obtained chassis adjustment variables and suspension system adjustment variables. First, the chassis and the suspension system are regarded as a tightly coupled and interacting mechanical whole. When the chassis height changes, the position of the suspension system's stress point, the initial pre-compression of the spring, and the stress state change accordingly. A reduction in the chassis height will cause the stress point to move downward, the spring pre-compression to increase, and the elastic force to increase, affecting ride comfort and causing other components to bear greater load pressure. At the same time, changes in the damping coefficient of the shock absorber also have a complex effect on the mechanical properties of the suspension system. Increasing the damping coefficient will increase the shock absorber's force on the spring during compression and rebound, changing the vibration attenuation characteristics and energy transfer path. With the help of a large number of computer simulation calculations combined with actual vehicle tests, the magnitude, direction, and change law of the stress on the suspension system components under different variable combinations are accurately measured, and the precise correlation between the chassis adjustment variables and the mechanical properties of the suspension system is presented in mathematical equations or data charts.

[0019] Step S230, a dynamic performance correlation analysis is performed based on the chassis adjustment variables and the suspension system adjustment variables to generate a dynamic performance correlation relationship. Specifically, the dynamic performance correlation analysis is further promoted based on the chassis adjustment variables and the suspension system adjustment variables. The dynamic operations such as acceleration, deceleration, and turning in the actual driving of the vehicle have extremely high requirements for the coordinated working performance of the chassis and the suspension system. Taking high-speed turning as an example, the chassis roll stiffness is closely related to the lateral support force of the suspension system. When the vehicle turns at high speed, the body tends to roll due to centrifugal force. The chassis roll stiffness determines the difficulty and amplitude of the roll. The lateral support force of the suspension system acts on the contact area between the tire and the ground to prevent the tire from excessively deflecting. If the chassis roll stiffness is insufficient, even if the suspension lateral support force is strong, the body will still tilt significantly, affecting the handling stability and driving safety. On the contrary, if the suspension lateral support force is insufficient, Even if the chassis roll stiffness is large, the tires may also lose grip due to excessive lateral force, causing the vehicle to lose control and slip. Through comprehensive simulation experiments and extensive actual road tests under various dynamic driving scenarios, the vehicle dynamic performance data under different variable combinations, such as body roll angle, tire sideslip angle, vehicle yaw rate and other key indicators, are systematically collected, and their internal connections and mutual influence laws are deeply analyzed. The mechanism of the effect of the suspension system adjustment variables on the chassis stability data and the influence of the chassis adjustment variables on the dynamic driving comfort and handling of the suspension system are accurately determined, and a highly accurate dynamic performance correlation with practical application value is generated, providing an indispensable dynamic performance basis for building a coordinated adjustment relationship.

[0020] Step S240, generating the collaborative adjustment relationship by using the mechanical association relationship and the dynamic performance association relationship. Specifically, the generated mechanical correlation and dynamic performance correlation are used as the basis to construct the coordinated adjustment relationship, and the detailed influence of the chassis adjustment variables in the mechanical correlation on the mechanical properties of the suspension system is organically integrated with the complex interaction relationship between the chassis and the suspension system during dynamic driving in the dynamic performance correlation. For example, when the vehicle is driving on a bumpy road and performing an emergency braking operation, the coordinated adjustment relationship can analyze the force changes of the suspension system in the mechanical correlation and the vehicle braking stability and ride comfort requirements in the dynamic performance correlation according to the real-time status of variables such as chassis height, suspension stiffness, shock absorber damping coefficient, spring elastic coefficient, and suspension travel, and analyze and determine the optimal chassis and suspension system adjustment strategy. The coordinated adjustment relationship can be programmed into the vehicle electronic control unit (ECU) so that it can automatically and accurately adjust the various parameters of the chassis and suspension system according to the real-time driving status information of the vehicle such as speed, acceleration, steering angle, and road condition information such as road surface flatness, friction coefficient, etc., to achieve intelligent collaborative work under complex working conditions, effectively ensure that the vehicle has excellent comfort, precise controllability and reliable stability, and provide electric sightseeing vehicles with high-quality driving experience in different driving environments.

[0021] In a possible implementation, mechanical correlation analysis is performed according to the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship. Step S220 further includes step S221, digital modeling is performed on the chassis and the suspension system to generate a simulation collaborative model. Specifically, digital modeling is first performed on the chassis and the suspension system to generate a simulation collaborative model. In the modeling process, the chassis and the suspension system are accurately constructed according to the actual physical structure, mechanical characteristics and mutual connection relationship. The chassis is the installation and support basis of the suspension system, and its structural characteristics such as frame shape, material strength and other information are detailed into the model. Various components of the suspension system, including parameters of springs, shock absorbers, swing arms, etc., such as the elastic coefficient of the spring, the damping characteristics of the shock absorber, etc. are also accurately set. Considering the force transmission path and interaction mode between the chassis and the suspension system, for example, the change of the chassis height, center of gravity position or rigidity will be transmitted to the suspension system through the connection point, thereby changing the mechanical load of the suspension system. The mechanical transmission relationship is also reflected in the model. Through the modeling software, a simulation collaborative model that can highly simulate the actual working state of the chassis and the suspension system is constructed, providing a basic platform for subsequent simulation analysis.

[0022] Step S222: performing chassis adjustment simulation based on the simulation collaborative model, and recording chassis adjustment data and corresponding mechanical load data of the suspension system. Specifically, based on the constructed simulation collaborative model, chassis adjustment simulation operations are carried out. During the simulation process, various parameters of the chassis are adjusted according to the pre-set plan, such as gradually changing the chassis height from the lowest allowable height to the highest height, and increasing or decreasing the adjustment in a certain step size; adjusting the center of gravity position of the chassis to simulate the change of the center of gravity under different load distribution conditions; changing the chassis rigidity by adjusting the virtual parameters of the frame structure. After each chassis parameter adjustment, the chassis adjustment data is recorded in detail. These data cover the changes in specific parameters such as chassis height value, center of gravity coordinates, and rigidity index. Since the adjustment of the chassis will directly act on the suspension system, causing its mechanical load to change, the corresponding mechanical load data of the suspension system is recorded synchronously, including the compression of the spring, the force size and direction of the shock absorber, the force conditions of each suspension connection point, etc. Through simulation operation under different chassis adjustment parameter combinations, rich chassis adjustment data and corresponding suspension system mechanical load data are accumulated, laying a data foundation for further analysis of the relationship between the two.

[0023] Step S223, based on the simulation collaborative model, the mechanical load data is uniformly distributed and optimized to generate corresponding suspension system collaborative adjustment data. Specifically, after obtaining the corresponding suspension system mechanical load data during the chassis adjustment process, these mechanical load data are uniformly distributed and optimized based on the simulation collaborative model. Since in actual operation, uneven mechanical loads may lead to increased local wear of suspension system components, decreased vehicle driving stability and other problems, the optimization goal is to make the mechanical load of the suspension system under different chassis adjustment states as uniformly distributed as possible, and by adjusting the relevant parameters of the suspension system in the simulation model, such as the stiffness distribution of the spring, the damping distribution of the shock absorber, etc., to find the optimal parameter combination, so that under a given chassis adjustment condition, the mechanical loads borne by the various components of the suspension system are more uniform and reasonable, and after optimization calculation and simulation verification, the suspension system collaborative adjustment data corresponding to different chassis adjustment states are generated, and the data clearly defines the optimal parameter settings that the suspension system should adopt when adjusting specific chassis parameters to achieve uniform distribution of mechanical loads.

[0024] Step S224, analyzing the relationship between the chassis adjustment data and the corresponding suspension system coordinated adjustment data, and generating the mechanical correlation relationship. Specifically, the recorded chassis adjustment data and the generated corresponding suspension system coordinated adjustment data are deeply analyzed to generate a mechanical correlation relationship, and the quantitative relationship between the chassis adjustment variables (such as chassis height, center of gravity, rigidity, etc.) and the suspension system coordinated adjustment variables (such as spring stiffness adjustment amount, shock absorber damping adjustment value, etc.) is determined by methods such as data fitting and establishing a mathematical model. For example, a multivariate function relationship is established, with the chassis height as the independent variable and the optimal stiffness adjustment amount of the suspension system spring as the dependent variable, reflecting how the suspension system should adjust the spring stiffness to maintain the uniform distribution of mechanical loads and good vehicle performance as the chassis height changes. The mechanical correlation relationship is presented in the form of mathematical formulas, charts or data tables, which clearly reveals the influence of chassis adjustment on the mechanical properties of the suspension system, and provides a key theoretical basis and technical support for the subsequent collaborative design, optimization and control of the chassis and suspension system.

[0025] In a possible implementation, dynamic performance correlation analysis is performed based on the chassis adjustment variables and the suspension system adjustment variables to generate a dynamic performance correlation relationship, and step S230 further includes step S231, performing suspension system adjustment simulation based on the simulation collaborative model, and recording suspension system adjustment data and corresponding chassis stability state data. Specifically, based on the constructed simulation collaborative model, the suspension system adjustment simulation process is started, and targeted adjustment operations are performed on key parameters of the suspension system, such as gradually changing the stiffness of the suspension system, adjusting from a lower stiffness value to a higher stiffness value at specific intervals, and performing similar series of changes on the damping coefficient, and changing the set value of the suspension travel. After each adjustment of the suspension system parameters, the suspension system adjustment data is recorded comprehensively and meticulously. These data include the specific value of the suspension stiffness, the size of the damping coefficient, the length of the suspension stroke and other information. Since the adjustment of the suspension system will have a direct impact on the body posture, and thus change the stability of the chassis under dynamic conditions, such as causing the center of gravity of the chassis to shift, the corresponding chassis stability state data is accurately recorded at the same time, including the coordinate change of the chassis center of gravity, the inclination angle of the chassis in different directions, and the vibration frequency and amplitude of the chassis during dynamic driving. By performing a large number of simulation runs under different suspension system parameter combinations, a rich variety of suspension system adjustment data and corresponding chassis stability state data are collected, providing sufficient data support for subsequent analysis and optimization work.

[0026] Step S232, based on the simulation collaborative model, balance optimization is performed on the chassis stable state data to generate corresponding chassis collaborative adjustment data. Specifically, after obtaining the corresponding chassis stable state data during the suspension system adjustment process, the chassis stable state data is balanced and optimized with the help of the simulation collaborative model. In view of the fact that the chassis needs to maintain a stable balance state during dynamic driving to ensure the vehicle's maneuverability and safety, and the adjustment of the suspension system may break this balance, the core goal of the optimization is to enable the chassis to restore or maintain a good balance state when the suspension system parameters change. By adjusting the relevant structural parameters or dynamic response parameters of the chassis in the simulation model, such as changing the stiffness or damping characteristics of certain connecting parts of the chassis, adjusting the mass distribution of the chassis, etc., the optimization algorithm is used to find the optimal parameter combination scheme, so that under a given suspension system adjustment condition, the stability of the chassis can be effectively improved. After repeated optimization calculations and simulation verification processes, chassis collaborative adjustment data corresponding to different suspension system adjustment conditions are generated. These data clarify what parameter settings should be adopted by the chassis to achieve optimization of the stable state and restoration of balance when the specific suspension system parameters are adjusted.

[0027] Step S233, analyzing the relationship between the suspension system adjustment data and the corresponding chassis coordinated adjustment data to generate the dynamic performance correlation relationship. Specifically, the recorded suspension system adjustment data and the corresponding chassis coordinated adjustment data are analyzed and studied in depth, and then the dynamic performance correlation is generated. By adopting data statistical analysis methods and establishing dynamic mathematical models, the internal connection and quantitative relationship between the suspension system adjustment variables (such as suspension stiffness, damping, travel, etc.) and the chassis coordinated adjustment variables (such as chassis connection component stiffness adjustment, mass distribution adjustment value, etc.) during the dynamic driving process of the vehicle are determined. For example, a mathematical model reflecting the relationship between the change in the suspension system damping coefficient and the chassis center of gravity offset is constructed to reveal how the chassis center of gravity changes accordingly with the change in the suspension system damping and what kind of coordinated adjustment the chassis needs to make to maintain balance and stability. The dynamic performance correlation is presented in the form of mathematical formulas, dynamic response curves or data tables, which clearly demonstrates the influence of suspension system adjustment on chassis dynamic stability and the synergistic mechanism between the two under vehicle dynamic driving conditions, providing a critical theoretical basis and technical guidance for the coordinated design, optimization control and vehicle performance improvement of chassis and suspension system in terms of dynamic performance.

[0028] Step S300, collecting the driving surface status information and driving control information of the target electric sightseeing vehicle. Specifically, when collecting the driving surface status information of the target electric sightseeing vehicle, a variety of advanced sensor technologies are used, such as a laser scanning road surface flatness sensor installed at the bottom of the vehicle near the front wheel, which uses a high-frequency laser beam to scan the road surface to build a three-dimensional contour model to obtain flatness data. The friction monitoring sensor inside the tire determines the wetness, oil stains and roughness of the road surface by sensing the friction conditions. The vibration sensor on the suspension system captures the vibration frequency and amplitude caused by the uneven road surface to supplement and verify the bumpy conditions. For the collection of driving control information, the vehicle electronic control system is relied on, and the electronic accelerator pedal sensor detects the driver's stepping on the accelerator pedal. The process is converted into an electrical signal and transmitted to the ECU to calculate the power output and record the acceleration information. The brake pedal pressure sensor measures the brake pedal pressure and converts it into an electrical signal to allow the ECU to control the braking system and record the braking parameters. The steering wheel angle sensor and the vehicle yaw rate sensor work together. The former uses photoelectric coding technology to accurately measure the steering wheel rotation angle and speed, and the latter uses the gyroscope principle to monitor the vehicle's yaw rate. The fusion of the two data enables the ECU to grasp the vehicle's turning status. Through the comprehensive and high-precision collection of this information, it lays the foundation for the intelligent and precise adjustment of the chassis and suspension system and improves the vehicle's driving quality and safety.

[0029] Step S400, based on the driving road state information and the driving control information, analyze the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle. Specifically, after obtaining the driving road state information and the driving control information of the target electric sightseeing vehicle, immediately start the analysis of the control adaptation index of the real-time chassis mode and the real-time suspension system mode. When the road surface flatness is high and the vehicle is traveling in a straight line at a uniform speed, the chassis should adopt a low ground clearance mode, and the suspension system should use a soft spring stiffness and a small shock absorber damping mode. The degree of adaptability is calculated by substituting the road surface flatness, vehicle driving speed stability, and chassis and suspension system related parameters into the mathematical model to determine the degree of adaptability to the current driving conditions. If the vehicle is traveling on a sloped road and is climbing, the chassis needs to have good power transmission efficiency and climbing stability, adjust the transmission ratio and suspension force distribution, and increase the rear support force according to the rearward shift of the center of gravity. A multivariate analysis model is established based on multiple factors such as slope and power output torque to determine the degree of adaptability and optimize the parameters. When there is water on the road and the vehicle is turning, the chassis must improve tire grip and lateral stability, adjust the parameters of the electronic stability system, and the suspension must adapt to changes in lateral force while maintaining vehicle stability. The lateral stiffness is increased and the damping response curve is optimized. Factors such as water depth and friction coefficient are considered, and the sensor data is substituted into the wet road turning analysis model to determine the degree of adaptation, thereby accurately and coordinately adjusting the chassis and suspension system to ensure vehicle driving safety and controllability.

[0030] In a possible implementation, based on the driving road state information and the driving control information, the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle is analyzed, and step S400 further includes step S410, inputting the driving road state information, the driving control information, the real-time chassis mode and the real-time suspension system mode into the adaptation analysis model to obtain the comfort adaptation index and the stability adaptation index. Specifically, the driving road state information, the driving control information, the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle are accurately input into the adaptation analysis model, and the driving road state information includes the road type (such as asphalt road, cement road, dirt road, etc.), road surface flatness (high and low fluctuation data measured by sensors), road surface dry and wet conditions (humidity sensor detection results) and other aspects. The driving control information covers the operation data such as the accelerator pedal stroke depth and change rate (reflecting the acceleration demand and intensity), the brake pedal pressure and action time (reflecting the degree of deceleration), the steering wheel rotation angle and speed (indicating the amplitude and speed of the turn). The real-time chassis mode includes key information such as chassis height setting value, chassis rigidity adjustment parameters, and the working status of the chassis transmission system. The real-time suspension system mode has parameters such as the current value of the spring elastic coefficient, the damping coefficient setting of the shock absorber, and the limit range of the suspension travel. After receiving these data, the adaptation analysis model conducts comprehensive analysis and processing based on its built-in complex algorithms and logical relationships to derive the comfort adaptation index and stability adaptation index. For example, if the road surface is relatively flat and the vehicle is traveling at a constant speed, the chassis and suspension system are in a mode that is biased towards comfort, and the adaptation analysis model may give a higher comfort adaptation index; if the chassis and suspension system can effectively maintain the stability of the vehicle body posture when the vehicle is turning at high speed, the stability adaptation index will be higher.

[0031] Step S420, wherein the adaptation analysis model is constructed by training with a historical adaptation data set, and the historical adaptation data set includes historical road state information, historical driving control information, historical real-time chassis mode and historical real-time suspension system mode, as well as corresponding historical comfort adaptation index and historical stability adaptation index. Specifically, the adaptation analysis model is constructed by training with a large number of historical adaptation data sets. The historical road state information contains detailed characteristic data of various road surfaces experienced by the vehicle in the past, such as road conditions in different seasons (snowy road surfaces in winter, high temperature softened road surfaces in summer, etc.), characteristic road surfaces in different geographical regions (rough mountainous road surfaces, salt-corroded road surfaces by the sea, etc.), and temporary road conditions during road construction. The historical driving control information records the operation behavior data of drivers on various types of road surfaces in the past, including various special driving operations such as emergency braking, sudden acceleration, frequent turning, and details of conventional driving operations. The historical real-time chassis mode saves the chassis parameter configurations used for the above-mentioned different historical road surfaces and driving control conditions, such as the setting of raising the chassis and enhancing rigidity in off-road conditions, and the parameter adjustment of lowering the chassis to reduce wind resistance in high-speed conditions. The historical real-time suspension system mode also records the corresponding suspension parameter adjustments, such as increasing the shock absorber damping to reduce vibration transmission on bumpy roads, and lowering the spring elastic coefficient in comfortable driving scenarios. The corresponding historical comfort adaptation index and historical stability adaptation index are determined through a comprehensive evaluation of the subjective feelings of the vehicle's drivers and passengers at the time, the actual driving posture monitoring of the vehicle, and the vehicle dynamics performance analysis. Through in-depth mining and learning of these massive historical data, the adaptation analysis model continuously optimizes its algorithm structure and parameter settings, so that it has a strong analytical ability and can accurately predict and evaluate the comfort and stability adaptation status based on the new input data.

[0032] Step S430, weighted fusion of the comfort adaptation index and the stability adaptation index is performed to generate the control adaptation index. Specifically, after the adaptation analysis model obtains the comfort adaptation index and the stability adaptation index, the two indicators are weightedly fused to generate the control adaptation index. The weighted fusion process needs to determine the weight coefficient based on the overall design concept of the vehicle, the demand preferences of the target user group, and the actual use scenario characteristics of the vehicle. For example, if the target electric sightseeing vehicle is mainly aimed at tourists in tourist attractions and focuses on the riding comfort experience, the weight of the comfort adaptation index may be set higher, such as 0.6; while the weight of the stability adaptation index is 0.4. On the contrary, if the vehicle travels more in some special terrain or complex road conditions, such as mountain tourist routes, the weight of the stability adaptation index may be increased to 0.7, and the weight of the comfort adaptation index may be reduced to 0.3. After determining the weight, it is calculated by a specific weighted calculation formula (such as control adaptation index = comfort adaptation index × comfort weight + stability adaptation index × stability weight). The control adaptation index finally generated can fully and comprehensively reflect the overall adaptability between the current road surface conditions, driving control information and the real-time chassis mode and real-time suspension system mode. This control adaptation index provides a key quantitative decision-making basis for the subsequent coordinated optimization and adjustment of the chassis and suspension system. The vehicle control system can make precise dynamic adjustments to the various parameters of the chassis and suspension system based on this index to ensure that the vehicle can maintain good comfort, stability and controllability under different driving conditions, meet the user's usage needs to the greatest extent and ensure driving safety.

[0033] Step S500, if the control adaptation index does not meet the preset control adaptation index, the chassis and suspension system are adjusted based on the chassis adjustment range, the suspension system adjustment range and the coordinated adjustment relationship. Specifically, firstly, a detailed comparison and evaluation is carried out between the control adaptation index and the preset control adaptation index. The preset control adaptation index sets the threshold range according to the vehicle design standard, the usage scenario, and the comfort and safety requirements. For example, there are specific threshold requirements for the comfort and stability adaptation index under the normal driving conditions of urban flat roads. If the current control adaptation index is lower than the preset threshold, it indicates that the chassis and suspension system working mode have poor adaptability and need to be adjusted. Then, the adjustment strategy is planned based on the predetermined chassis adjustment range, suspension system adjustment range and coordinated adjustment relationship. The chassis adjustment range has a height upper and lower limit range, which depends on factors such as the vehicle structure design. The suspension system adjustment range covers the adjustable range of the spring elastic coefficient and the shock absorber damping coefficient. The coordinated adjustment relationship clarifies the mutual coordination and connection between the chassis and suspension system parameters. Finally, the adjustment mode is implemented according to the adjustment basis. If the comfort on bumpy roads is insufficient, the chassis height is appropriately increased and the spring elastic coefficient and shock absorber damping coefficient of the suspension system are adjusted according to the coordinated adjustment relationship. If the high-speed driving stability does not meet the standard, the chassis height is lowered and the shock absorber damping coefficient is increased. During the adjustment process, the effect is monitored in real time, and the control adaptation index is recalculated. If the preset requirements are not met, fine-tuning is continued until they are met, so that the chassis and suspension system can achieve the best coordinated working state to ensure vehicle performance.

[0034] In a possible implementation, if the control adaptation index does not meet the preset control adaptation index, the chassis and suspension system are adjusted based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship. Step S500 further includes step S510, adjusting the real-time chassis mode and the real-time suspension system mode based on the chassis adjustment interval and the suspension system adjustment interval, and re-controlling the adaptation index according to the adjusted chassis mode and suspension system mode, iterating multiple times until the first chassis mode and the first suspension system mode that meet the preset control adaptation index are obtained. Specifically, according to the predetermined chassis adjustment interval and suspension system adjustment interval, the current real-time chassis mode and the real-time suspension system mode are adjusted. The chassis adjustment interval clarifies the adjustable range of various chassis parameters. For example, the adjustable range of the chassis height may be set between 8 cm and 25 cm. The definition of this range comprehensively considers many factors such as the overall structural design of the vehicle, the passability requirements and the adaptability of the suspension system. For the suspension system adjustment range, taking the spring elastic coefficient as an example, it may be adjusted within the range of 15N / mm to 60N / mm, and the shock absorber damping coefficient may vary between 300Ns / m and 1800Ns / m, depending on the component characteristics of the suspension system, the expected dynamic performance of the vehicle, and the ride comfort requirements. When making adjustments, first select a suitable chassis height adjustment value from the chassis adjustment range, such as increasing the chassis height from the initial 15 cm to 18 cm, and at the same time change the spring elastic coefficient within the suspension system adjustment range, such as adjusting from 30N / mm to 25N / mm, and adjust the shock absorber damping coefficient accordingly. After completing this round of chassis and suspension system mode adjustments, the adjusted chassis mode and suspension system mode related data, together with the driving road state information and driving control information, are input into the adaptation analysis model to recalculate the control adaptation index. If the calculated control adaptation index still does not meet the preset control adaptation index, the chassis and suspension system modes are adjusted again based on the chassis adjustment range and the suspension system adjustment range, such as further fine-tuning the chassis height, spring elastic coefficient and shock absorber damping coefficient, and then the control adaptation index is calculated again. Repeat this iteration many times, and continuously optimize the chassis and suspension system modes until the first chassis mode and the first suspension system mode that meet the preset control adaptation index are obtained. For example, after many iterations, when the chassis height is finally stabilized at 20 cm, the spring elastic coefficient is 22 N / mm, and the shock absorber damping coefficient is 1200 Ns / m, the control adaptation index meets the preset requirements, and the chassis mode and suspension system mode determined at this time are the first chassis mode and the first suspension system mode.

[0035] Step S520, according to the cooperative adjustment relationship, the first chassis mode and the first suspension system mode are cooperatively compensated to generate a target chassis mode and a target suspension system mode. Specifically, after the first chassis mode and the first suspension system mode are determined, a cooperative compensation operation is performed on them according to the previously constructed cooperative adjustment relationship. The cooperative adjustment relationship elaborates the complex interaction rules between the chassis and the suspension system in terms of mechanical properties, dynamic response and other aspects. For example, when a certain parameter of the chassis changes, multiple parameters of the suspension system need to be adjusted compensatorily according to a specific mathematical relationship or logical rule to achieve the best cooperative working effect between the two. Taking the change of chassis rigidity parameters in the first chassis mode as an example, if the chassis rigidity increases, according to the cooperative adjustment relationship, the spring elastic coefficient of the suspension system may need to be slightly reduced on the basis of the original first suspension system mode to balance the mechanical transmission characteristics between the chassis and the suspension system, and the damping coefficient of the shock absorber also needs to be appropriately adjusted, which may be based on a specific formula or empirical data to increase the damping coefficient within a certain range to ensure that when the chassis rigidity increases, the vehicle can maintain good handling and a certain ride comfort during driving. After comprehensive and detailed coordinated compensation adjustment of the first chassis mode and the first suspension system mode according to the coordinated adjustment relationship, the final target chassis mode and the target suspension system mode are generated.

[0036] Step S530, the mode is adjusted with the target chassis mode and the target suspension system mode. Specifically, the vehicle is actually adjusted with the generated target chassis mode and target suspension system mode. This process involves parameter setting and adjustment of various components of the vehicle chassis and suspension system. In terms of the chassis, the parameters of the chassis height adjustment mechanism are adjusted according to the target chassis mode so that the chassis reaches the target height; the transmission system parameters of the chassis, such as the transmission ratio, are adjusted to adapt to the power transmission requirements under the target chassis mode; the rigid connection components of the chassis are adjusted or replaced as necessary to achieve the rigidity characteristics required by the target chassis mode. For the suspension system, the spring with the corresponding elastic coefficient is replaced according to the target suspension system mode, and the damping adjustment device of the shock absorber is adjusted to achieve the target damping coefficient; at the same time, other auxiliary components of the suspension system, such as the connection angle of the suspension swing arm, the stiffness of the bushing, etc., are adjusted to ensure that the suspension system can operate completely according to the target suspension system mode. After completing these mode adjustment operations, the vehicle will operate in the optimized target chassis mode and target suspension system mode, so as to maximize the comfort, handling and stability of the vehicle under different driving road conditions and driving control operations, and improve the driving experience and driving safety performance.

[0037] In a possible implementation, the first chassis mode and the first suspension system mode are compensated in coordination according to the coordinated adjustment relationship to generate a target chassis mode and a target suspension system mode. Step S520 further includes step S521, according to the mechanical correlation relationship and the dynamic performance correlation relationship in the coordinated adjustment relationship, the first chassis mode and the first suspension system mode are optimized for uniform distribution of mechanical load and chassis balance to generate the target chassis mode and the target suspension system mode. Specifically, firstly, the first chassis mode and the first suspension system mode are optimized for uniform distribution of mechanical load according to the mechanical correlation relationship in the coordinated adjustment relationship. Since the parameters such as chassis height and rigidity affect the force of the suspension system, such as the reduction of chassis height will change the spring pre-compression and load and may cause uneven force, the uniform distribution of mechanical load is achieved by fine-tuning the chassis height and rigidity parameters in the adjustment range and combining the spring and shock absorber characteristics in the first suspension system mode, such as adjusting the chassis rigidity coefficient to a specific value and fine-tuning the spring elasticity coefficient from 25N / mm to 23N / mm. Then, the chassis balance is optimized based on the dynamic performance correlation. When the vehicle is driving dynamically, the chassis balance is affected by the suspension system. Taking high-speed cornering as an example, if the chassis roll stiffness does not match the lateral support force of the suspension system, it will affect the handling stability. By adjusting the relevant parameters of the chassis roll stiffness, such as strengthening the lateral structural strength or adopting special technologies, and optimizing the lateral support force parameters of the suspension system, such as increasing the anti-roll bar stiffness and adjusting the lateral damping coefficient of the shock absorber, the chassis roll stiffness is increased by 20% and the anti-roll bar stiffness is increased by 15%, so as to achieve the balance of the chassis when turning. The above optimizations are combined to finally generate the target chassis mode and target suspension system mode to achieve the best collaborative working effect.

[0038] The embodiment of the present application determines the adjustment range of the chassis and suspension system of the electric sightseeing vehicle and establishes their coordinated adjustment relationship; collects road conditions and driving control information, and analyzes the adaptability of the real-time chassis and suspension mode; if the adaptability index does not meet the preset requirements, the chassis and suspension mode are dynamically adjusted based on the adjustment range and the coordinated relationship, thereby achieving the technical effect of improving the vehicle's driving stability.

[0039] In the above, refer to Figure 1 The adjustment method of the chassis and suspension system of the electric sightseeing vehicle according to the embodiment of the present invention is described in detail. Figure 2 The adjustment system of the chassis and suspension system of the electric sightseeing vehicle according to the embodiment of the present invention is described.

[0040] The adjustment system of the chassis and suspension system of the electric sightseeing vehicle according to the embodiment of the present invention is used to solve the technical problem that it is difficult for the existing electric sightseeing vehicle to achieve coordinated adjustment of the chassis and suspension system under complex road conditions, thereby resulting in insufficient stability, and achieve the technical effect of improving the driving stability of the vehicle. The adjustment system of the chassis and suspension system of the electric sightseeing vehicle includes: an adjustment interval determination module 10, a coordinated adjustment relationship establishment module 20, a driving information collection module 30, an adaptation index analysis module 40, and a mode adjustment module 50.

[0041] The adjustment interval determination module 10 is used to determine the chassis adjustment interval and the suspension system adjustment interval of the target electric sightseeing vehicle.

[0042] The coordinated adjustment relationship establishing module 20 is used to perform coordinated adjustment correlation analysis on the chassis and the suspension system and establish a coordinated adjustment relationship.

[0043] The driving information collection module 30 is used to collect the driving road state information and driving control information of the target electric sightseeing vehicle.

[0044] The adaptability index analysis module 40 is used to analyze the control adaptability index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle based on the driving road state information and the driving control information.

[0045] The mode adjustment module 50 is used to adjust the mode of the chassis and the suspension system based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship if the control adaptation index does not meet the preset control adaptation index.

[0046] The specific configuration of the collaborative adjustment relationship establishment module 20 will be described in detail below. As described above, the chassis and the suspension system are subjected to collaborative adjustment correlation analysis to establish a collaborative adjustment relationship. The collaborative adjustment relationship establishment module 20 further includes: an adjustment variable acquisition unit, the adjustment variable acquisition unit is used to acquire chassis adjustment variables and suspension system adjustment variables; a mechanical correlation analysis unit, the mechanical correlation analysis unit is used to perform mechanical correlation analysis based on the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship; a dynamic performance correlation analysis unit, the dynamic performance correlation analysis unit is used to perform dynamic performance correlation analysis based on the chassis adjustment variables and the suspension system adjustment variables to generate a dynamic performance correlation relationship; a collaborative adjustment relationship generation unit, the collaborative adjustment relationship generation unit is used to generate the collaborative adjustment relationship with the mechanical correlation relationship and the dynamic performance correlation relationship.

[0047] Wherein, a mechanical correlation analysis is performed according to the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship, and the mechanical correlation analysis unit further includes: a simulation collaborative model generation subunit, the simulation collaborative model generation subunit is used to perform digital modeling on the chassis and the suspension system to generate a simulation collaborative model; a chassis adjustment simulation subunit, the chassis adjustment simulation subunit is used to perform chassis adjustment simulation based on the simulation collaborative model, and record chassis adjustment data and corresponding mechanical load data of the suspension system; a uniform distribution optimization subunit, the uniform distribution optimization subunit is used to perform uniform distribution optimization on the mechanical load data based on the simulation collaborative model to generate corresponding suspension system collaborative adjustment data; Among them, a mechanical correlation analysis is performed based on the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship, and the mechanical correlation analysis unit further includes: a mechanical correlation relationship generation subunit, and the mechanical correlation relationship generation subunit is used to analyze the relationship between the chassis adjustment data and the corresponding suspension system collaborative adjustment data to generate the mechanical correlation relationship.

[0048] Among them, dynamic performance correlation analysis is performed according to the chassis adjustment variables and the suspension system adjustment variables to generate a dynamic performance correlation relationship, and the dynamic performance correlation analysis unit further includes: a data recording subunit, the data recording subunit is used to perform suspension system adjustment simulation based on the simulation collaborative model, and record suspension system adjustment data and corresponding chassis stable state data; a balance optimization subunit, the balance optimization subunit is used to perform balance optimization on the chassis stable state data based on the simulation collaborative model, and generate corresponding chassis collaborative adjustment data; a dynamic performance correlation relationship generation subunit, the dynamic performance correlation relationship generation subunit is used to analyze the relationship between the suspension system adjustment data and the corresponding chassis collaborative adjustment data, and generate the dynamic performance correlation relationship.

[0049] The specific configuration of the adaptation index analysis module 40 will be described in detail below. As described above, based on the driving road state information and the driving control information, the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle is analyzed, and the adaptation index analysis module 40 further includes: an adaptation index acquisition unit, the adaptation index acquisition unit is used to input the driving road state information, the driving control information, the real-time chassis mode and the real-time suspension system mode into the adaptation analysis model to obtain the comfort adaptation index and the stability adaptation index; an adaptation analysis model construction unit, the adaptation analysis model construction unit is used in which the adaptation analysis model is constructed by training the historical adaptation data set, and the historical adaptation data set includes historical road state information, historical driving control information, historical real-time chassis mode and historical real-time suspension system mode, as well as the corresponding historical comfort adaptation index and historical stability adaptation index; a weighted fusion unit, the weighted fusion unit is used to weightedly fuse the comfort adaptation index and the stability adaptation index to generate the control adaptation index.

[0050] The specific configuration of the mode adjustment module 50 will be described in detail below. As described above, if the control adaptation index does not meet the preset control adaptation index, the chassis and the suspension system are adjusted based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship. The mode adjustment module 50 further includes: a system mode adjustment unit, the system mode adjustment unit is used to adjust the real-time chassis mode and the real-time suspension system mode based on the chassis adjustment interval and the suspension system adjustment interval, and re-control the adaptation index according to the adjusted chassis mode and suspension system mode, iterating multiple times until the first chassis mode and the first suspension system mode that meet the preset control adaptation index are obtained; a coordinated compensation unit, the coordinated compensation unit is used to perform coordinated compensation on the first chassis mode and the first suspension system mode according to the coordinated adjustment relationship to generate a target chassis mode and a target suspension system mode; a mode adjustment target unit, the mode adjustment target unit is used to perform mode adjustment with the target chassis mode and the target suspension system mode.

[0051] Among them, the first chassis mode and the first suspension system mode are collaboratively compensated according to the collaborative adjustment relationship to generate a target chassis mode and a target suspension system mode, and the collaborative compensation unit further includes: a mechanical optimization subunit, and the mechanical optimization subunit is used to perform mechanical load uniform distribution optimization and chassis balance optimization on the first chassis mode and the first suspension system mode according to the mechanical correlation relationship and dynamic performance correlation relationship in the collaborative adjustment relationship to generate the target chassis mode and the target suspension system mode.

[0052] The adjustment system for the chassis and suspension system of an electric sightseeing vehicle provided in an embodiment of the present invention can execute the adjustment method for the chassis and suspension system of an electric sightseeing vehicle provided in any embodiment of the present invention, and has functional modules and beneficial effects corresponding to the execution method.

[0053] Although the present application makes various references to certain modules in the system according to the embodiments of the present application, any number of different modules may be used and run on the user terminal and / or server, and the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.

[0054] The above specific implementation manner does not constitute a limitation to the protection scope of the present application. It should be understood by those skilled in the art that various modifications, combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application. In some cases, the actions or steps recorded in the present application can be performed in an order different from that in the embodiment and can still achieve the desired results. In addition, the process depicted in the accompanying drawings does not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

Claims

1. A method for adjusting the chassis and suspension system of an electric sightseeing vehicle, characterized in that: include: Determine the chassis adjustment range and suspension system adjustment range of the target electric sightseeing vehicle; Conduct coordinated adjustment correlation analysis on chassis and suspension systems to establish a coordinated adjustment relationship; Collecting the driving road state information and driving control information of the target electric sightseeing vehicle; Analyzing the control adaptability index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle based on the driving road state information and the driving control information; If the control adaptability index does not meet the preset control adaptability index, the chassis and the suspension system are adjusted in mode based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship.

2. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 1, characterized in that: Conduct coordinated adjustment correlation analysis on chassis and suspension systems and establish coordinated adjustment relationships, including: Obtain chassis adjustment variables and suspension system adjustment variables; Performing mechanical correlation analysis according to the chassis adjustment variables and the suspension system adjustment variables to generate a mechanical correlation relationship; Performing dynamic performance correlation analysis according to the chassis adjustment variables and the suspension system adjustment variables to generate a dynamic performance correlation relationship; The cooperative adjustment relationship is generated by using the mechanical relationship and the dynamic performance relationship.

3. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 2, characterized in that: Performing mechanical correlation analysis according to the chassis adjustment variable and the suspension system adjustment variable to generate a mechanical correlation relationship includes: Conduct digital modeling of chassis and suspension systems to generate simulation collaborative models; Based on the simulation collaborative model, chassis adjustment simulation is performed, and chassis adjustment data and corresponding mechanical load data of the suspension system are recorded; Based on the simulation collaborative model, the mechanical load data is uniformly optimized to generate corresponding suspension system collaborative adjustment data; The relationship between the chassis adjustment data and the corresponding suspension system coordinated adjustment data is analyzed to generate the mechanical correlation relationship.

4. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 3, characterized in that: Performing a dynamic performance correlation analysis according to the chassis adjustment variable and the suspension system adjustment variable to generate a dynamic performance correlation relationship includes: Based on the simulation collaborative model, suspension system adjustment simulation is performed, and suspension system adjustment data and corresponding chassis stability state data are recorded; Based on the simulation collaborative model, the chassis stable state data is balanced and optimized to generate corresponding chassis collaborative adjustment data; The relationship between the suspension system adjustment data and the corresponding chassis coordinated adjustment data is analyzed to generate the dynamic performance correlation relationship.

5. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 1, characterized in that: Based on the driving road state information and the driving control information, the control adaptation index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle is analyzed, including: Inputting the driving road state information, the driving control information, the real-time chassis mode and the real-time suspension system mode into an adaptation analysis model to obtain a comfort adaptation index and a stability adaptation index; The adaptation analysis model is constructed by training a historical adaptation data set, wherein the historical adaptation data set includes historical road state information, historical driving control information, historical real-time chassis mode and historical real-time suspension system mode, as well as corresponding historical comfort adaptation index and historical stability adaptation index; The comfort adaptation index and the stability adaptation index are weightedly fused to generate the control adaptation index.

6. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 1, characterized in that: The mode adjustment of the chassis and the suspension system is performed based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship, including: The real-time chassis mode and the real-time suspension system mode are adjusted based on the chassis adjustment interval and the suspension system adjustment interval, and the adaptation index is re-controlled according to the adjusted chassis mode and suspension system mode, and iterated multiple times until a first chassis mode and a first suspension system mode that meet the preset control adaptation index are obtained; Performing collaborative compensation on the first chassis mode and the first suspension system mode according to the collaborative adjustment relationship to generate a target chassis mode and a target suspension system mode; Mode adjustment is performed with the target chassis mode and the target suspension system mode.

7. The method for adjusting the chassis and suspension system of an electric sightseeing vehicle according to claim 6, characterized in that: The first chassis mode and the first suspension system mode are cooperatively compensated according to the cooperative adjustment relationship to generate a target chassis mode and a target suspension system mode, including: According to the mechanical correlation relationship and the dynamic performance correlation relationship in the coordinated adjustment relationship, the first chassis mode and the first suspension system mode are optimized for uniform mechanical load distribution and chassis balance to generate the target chassis mode and the target suspension system mode.

8. The adjustment system of the chassis and suspension system of the electric sightseeing vehicle is characterized by: The system is used to implement the method for adjusting the chassis and suspension system of the electric sightseeing vehicle according to any one of claims 1 to 7, and the system comprises: An adjustment interval determination module, the adjustment interval determination module is used to determine a chassis adjustment interval and a suspension system adjustment interval of a target electric sightseeing vehicle; A collaborative adjustment relationship establishment module, the collaborative adjustment relationship establishment module is used to perform collaborative adjustment correlation analysis on the chassis and the suspension system to establish a collaborative adjustment relationship; A driving information collection module, which is used to collect driving road state information and driving control information of the target electric sightseeing vehicle; An adaptability index analysis module, the adaptability index analysis module is used to analyze the control adaptability index of the real-time chassis mode and the real-time suspension system mode of the target electric sightseeing vehicle based on the driving road state information and the driving control information; A mode adjustment module is used to adjust the mode of the chassis and the suspension system based on the chassis adjustment interval, the suspension system adjustment interval and the coordinated adjustment relationship if the control adaptation index does not meet the preset control adaptation index.

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