Device integrating adjustable drag torque front wheel steering structure and dynamic attitude compensation system

Abstract

The invention relates to the technical field of vehicle front wheel steering and attitude control integrated systems, and discloses a device integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system, which comprises a front wheel assembly, an adjustable front rake and offset mechanism, a lateral coupling compensation execution unit and a controller. The adjustable front rake and offset mechanism is used for changing the spatial geometric position of the front wheel assembly relative to the vehicle body frame and adjusting the physical and mechanical dragging distance. And the lateral coupling compensation execution unit is used for outputting active lateral precession torque to the vehicle body frame. The controller constructs a linear variable parameter prediction model, and cooperatively calculates a drag distance adjustment instruction and a precession torque instruction. According to the method, the full-speed-domain stability problem is solved through active adjustment of the physical and mechanical dragging distance, momentum desaturation of the execution unit is achieved through a geometric assistance mechanism, oscillation caused by structural adjustment is eliminated in combination with a transient dynamic shielding strategy, and the dynamic adaptability of the narrow-body vehicle is improved.

Description

Technical Field

[0001] This invention relates to the technical field of integrated front wheel steering and attitude control systems for vehicles, specifically to a device that integrates an adjustable drag torque front wheel steering structure with a dynamic attitude compensation system. Background Technology

[0002] Narrow-body vehicle platforms, due to their smaller lateral span, offer high efficiency and maneuverability in congested urban traffic. The roll stability and steering characteristics of these vehicles are highly coupled, and their dynamic performance largely depends on the front-wheel steering geometry, particularly the physical mechanical trail. In traditional vehicle design systems, front-wheel steering geometry is typically set to fixed values. This fixed-parameter design makes it difficult to simultaneously achieve both low-speed agility and high-speed straight-line self-centering stability. While a larger trail is beneficial for high-speed self-stability, it increases steering heaviness and weakens handling response at low speeds; conversely, a smaller trail, while improving low-speed agility, can easily lead to shimmy or divergent instability at high speeds.

[0003] To improve the low-speed balance of narrow-body vehicles, existing technologies have attempted to introduce active inertial actuators such as control moment gyroscopes. These actuators output lateral torque through momentum exchange to maintain vehicle body balance. However, inertial actuators generally suffer from limitations in momentum storage and mechanical travel. When a vehicle encounters sustained lateral disturbances (such as centrifugal force from long-distance curves or persistent crosswinds), the actuator's frame angle rapidly reaches its mechanical limit, leading to momentum saturation. Once saturation occurs, the actuator instantly loses its ability to output control torque, putting the vehicle at risk of instability and tipping over.

[0004] Furthermore, while it is theoretically possible to adjust the trail to adapt to different operating conditions by modifying the mechanical structure, adjusting the mechanical configuration in real time during vehicle dynamics presents significant challenges. The relative displacement between the front wheel assembly and the steering mechanism causes transient changes in the center of gravity of the sprung mass, and the movement of mechanical components generates additional inertial forces and gyroscopic effects. If these transient disturbances caused by structural adjustments cannot be effectively suppressed, they will produce significant attitude oscillations or impacts on the vehicle body, thereby compromising the vehicle's driving stability.

[0005] Therefore, this invention proposes a device that integrates an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system to address the shortcomings of existing technologies. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a device that integrates an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system. This solves the problems of narrow-body vehicles having fixed geometric parameters that make it difficult to balance low-speed agility and high-speed stability, single active torque actuators being prone to momentum saturation failure under continuous disturbances, and transient physical disturbances generated during dynamic adjustment of the mechanical configuration causing vehicle body attitude oscillations.

[0007] To achieve the above objectives, the present invention provides the following technical solution: The first aspect of this invention provides a device integrating an adjustable drag moment front wheel steering structure and a dynamic attitude compensation system. This device is applied to a narrow-body vehicle platform, the physical structure of which includes a vehicle frame, front wheel assembly, and rear wheel assembly.

[0008] This device comprises an adjustable camber and offset mechanism, a lateral coupling compensation actuator, a vehicle perception and state estimation module, and a controller. The adjustable camber and offset mechanism serves as a connecting component, establishing a mechanical connection between the front wheel assembly and the vehicle frame. An integrated mechanical adjustment actuator is configured to change the spatial geometric position of the front wheel assembly relative to the vehicle frame, thereby adjusting the physical mechanical trail. The lateral coupling compensation actuator is rigidly mounted to the vehicle frame via mechanical fasteners. It contains a control torque gyroscope configured to output active lateral advance torque to the vehicle frame. The vehicle perception and state estimation module includes a group of physical sensors distributed across the vehicle frame, front wheel assembly, and rear wheel assembly, configured to acquire physical signals reflecting the vehicle's motion state in real time. The controller is physically connected to the adjustable camber and offset mechanism, the lateral coupling compensation actuator, and the vehicle perception and state estimation module. The controller is configured to receive data output from the vehicle perception and state estimation module and send control commands to the adjustable camber and offset mechanism and the lateral coupling compensation actuator.

[0009] In terms of specific mechanical construction, the adjustable caster angle and offset mechanism adopts a structure of steering kingpin support combined with an angle-adjusting linear actuator. The steering kingpin support is hinged to the front end of the vehicle frame via a lateral pivot. The angle-adjusting linear actuator performs axial extension and retraction, driving the steering kingpin support to rotate around the lateral pivot, changing the angle between the steering column axis and the vertical line of gravity; this angle is defined as the caster angle. The mechanism can also integrate an offset adjustment eccentric mechanism. The offset adjustment eccentric mechanism uses a rotary drive motor to drive an eccentric bushing to rotate, changing the vertical distance between the front wheel axle and the steering column axis; this distance is defined as the wheel offset. The physical mechanical trail distance is determined by the front wheel radius, the caster angle, and the wheel offset. By adjusting the caster angle or the wheel offset, the physical mechanical trail distance can be continuously changed.

[0010] The lateral coupling compensation actuator adopts a scissor-pair control torque gyroscope configuration. The unit comprises a first gyroscope and a second gyroscope mounted in a mirror-symmetrical configuration. The first and second gyroscopes are configured in a reverse synchronization mode in terms of control logic. This reverse synchronization mode causes the pitch axis component torque generated by the first gyroscope to cancel out with that generated by the second gyroscope, while simultaneously causing the roll axis component torque generated by the first gyroscope to superimpose with that generated by the second gyroscope, thus forming a lateral precession torque acting on the vehicle frame.

[0011] A second aspect of this invention provides an integrated adjustable drag torque front wheel steering structure and a dynamic attitude compensation system. Based on the aforementioned device, this system incorporates collaborative control logic within the controller, including parameter identification, model predictive control, momentum management, and transient dynamics cover strategies.

[0012] This system constructs a continuous-time linear variable-parameter state-space equation at the control algorithm level. The linear variable-parameter state-space equation sets the physical mechanical towing distance as a real-time changing scheduling parameter. The stiffness and damping coefficient elements within the system state matrix are set as functions of the vehicle's longitudinal speed and the physical mechanical towing distance. The model predictive control module within the controller reconstructs the system state matrix and control input matrix of the predictive model within each control cycle based on the system state vector and dynamic parameters. The model predictive control module solves a constrained quadratic programming problem to calculate the optimal control input sequence, which includes mechanical towing distance adjustment commands and lateral advance torque commands.

[0013] This system features active excitation parameter identification. When the vehicle is in steady-state driving condition, the controller drives the lateral coupling compensation actuator to generate a high-frequency, low-amplitude probing torque signal. The system collects the vehicle's lateral acceleration response and yaw rate response to the probing torque signal. Utilizing a recursive least squares algorithm with a forgetting factor, the system estimates tire lateral stiffness and road adhesion coefficient in real time and updates the physical parameters within the prediction model.

[0014] This system integrates dynamic momentum management and a geometry-assisted desaturation mechanism. The controller continuously monitors the precession frame angle inside the lateral coupling compensation actuator. When the precession frame angle approaches the mechanical limit, posing a risk of saturation, the controller calculates a physical mechanical drag adjustment rate command. This adjustment rate command drives the adjustable rake angle and offset mechanism to change the front geometry, introducing an additional geometric gravity-restoring torque onto the vehicle frame. This geometric gravity-restoring torque replaces the balancing load originally borne by the lateral coupling compensation actuator, causing it to rotate back towards the zero position, thus achieving momentum unloading and control capability restoration.

[0015] This system is configured with a transient dynamics cover strategy. When the controller sends mechanical adjustment commands to the adjustable rake angle and offset mechanism, the processor calculates the transient disturbance torque generated by the change in mechanical configuration in parallel. The calculation process of the transient disturbance torque comprehensively considers the rotational inertia of the front fork assembly, the rate of change of the kingpin rake angle, and the sensitivity of the center of gravity height to changes in geometric configuration. The controller generates a feedforward compensation torque command with the opposite direction and matching amplitude to the transient disturbance torque. The controller superimposes the feedforward compensation torque command with the feedback control command, driving the lateral coupling compensation execution unit to output the cover torque, eliminating the oscillation disturbance caused to the vehicle's attitude by the mechanical structure adjustment process.

[0016] This invention overcomes the limitations of fixed geometric parameters in traditional vehicles by introducing physical mechanical trailing distance as an active control variable. The system utilizes linear variable parameter model predictive control to achieve precise trajectory tracking and balance control under variable configuration conditions. A collaborative desaturation mechanism combining gyroscopic torque and geometric torque addresses the issue of limited momentum in a single actuator. A transient dynamics masking strategy ensures smooth operation of the variable geometry mechanism, improving the dynamic adaptability and safety of narrow-body vehicles.

[0017] This invention provides a device integrating an adjustable drag moment front wheel steering structure and a dynamic attitude compensation system. It offers the following advantages: 1. This invention solves the problem of balancing low-speed agility and high-speed stability in narrow-body vehicles by adjusting the physical and mechanical trailing distance in real time through an adjustable tilt angle and offset mechanism, combined with linear variable parameter model predictive control. The controller adjusts the mechanical configuration according to the driving speed, reducing the trailing distance at low speeds to improve steering sensitivity and increasing the trailing distance at high speeds to enhance self-centering stability, thus achieving full-speed-range dynamic performance optimization.

[0018] 2. This invention solves the problem of momentum saturation failure in lateral coupling compensation execution units by utilizing a geometrically assisted desaturation mechanism. When the system detects that the gyroscope precession angle is close to the mechanical limit, it actively adjusts the physical mechanical drag distance to introduce a geometric gravity restoring torque. The geometric torque is used to replace the gyroscope torque to maintain balance, causing the gyroscope frame to return to center and unload momentum, thus ensuring the system's continuous control capability under continuous external disturbance conditions.

[0019] 3. This invention employs a transient dynamics masking strategy to eliminate attitude oscillations generated during mechanical configuration switching. The controller calculates the transient disturbance torque caused by structural deformation in real time and drives the lateral coupling compensation execution unit to output a counteracting torque, thereby achieving dynamic masking of mechanical adjustment actions. This ensures that the vehicle maintains stable attitude when changing geometric parameters during driving, improving driving safety. Attached Figure Description

[0020] Figure 1 This is a block diagram of the device structure of the present invention; Figure 2 This is a system structure block diagram of the present invention. Detailed Implementation

[0021] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Reference Appendix Figure 1 This invention provides a device integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system, applicable to a narrow-body vehicle platform. The narrow-body vehicle platform physically comprises a vehicle frame, a front wheel assembly, and a rear wheel assembly.

[0023] The front wheel assembly is located at the front end of the vehicle frame in the longitudinal direction. The front wheel assembly includes the front tires and the front wheel rims. The front wheel assembly is mechanically connected to the vehicle frame via an adjustable camber and offset mechanism. The adjustable camber and offset mechanism, as a connecting component, is configured to change the spatial geometric position of the front wheel assembly relative to the vehicle frame.

[0024] The adjustable camber and offset mechanism contains a mechanical adjustment actuator. This actuator is configured to drive a mechanical structure to move according to received commands, thereby altering the front geometry of the vehicle. The movement of the adjustable camber and offset mechanism changes the position of the front wheel assembly's contact point with the ground relative to the steering axis.

[0025] The lateral coupling compensation actuator is rigidly mounted to the vehicle frame via mechanical fasteners. The actuator is positioned near the center of gravity of the vehicle frame or in the rear region of the vehicle frame. The actuator includes a control torque gyroscope. The control torque gyroscope is configured to output active lateral precession torque to the vehicle frame.

[0026] The vehicle perception and state estimation module includes a physical sensor array. This array is distributed and installed at specific locations on the vehicle body frame, front wheel assembly, and rear wheel assembly. The vehicle perception and state estimation module is configured to acquire physical signals reflecting the vehicle's motion state in real time.

[0027] The controller is fixedly installed inside the vehicle body frame or in a protected area on its surface. The controller is physically connected to the adjustable camber and offset mechanism, the lateral coupling compensation actuator, and the vehicle perception and state estimation module via electrical signal lines or a bus network. The controller is configured to receive data from the vehicle perception and state estimation module and send control commands to the adjustable camber and offset mechanism and the lateral coupling compensation actuator.

[0028] To clearly describe the specific adjustment effect of the adjustable camber angle and offset mechanism on the vehicle's physical configuration, this embodiment defines physical mechanical trail as a key geometric parameter. The value of the physical mechanical trail is determined by the dimensional parameters of the front wheel assembly and the angular parameters of the adjustable camber angle and offset mechanism. The calculation of the physical mechanical trail is based on the following geometric formula: ; In the above formula: Defined as physical mechanical drag, physical mechanical drag represents the longitudinal distance between the center point of contact between the front wheel tires and the intersection of the steering kingpin axis and the ground; Defined as the front wheel radius of the front wheel assembly, the front wheel radius is the distance from the center of the front wheel axle to the outer edge of the front tire; Defined as the kingpin inclination angle, the kingpin inclination angle is the angle between the steering kingpin axis and the perpendicular line passing through the center of the front wheel axle; Defined as wheel offset, which is the vertical distance between the center of the front wheel axle and the steering kingpin axis.

[0029] The adjustable drag torque front wheel steering mechanism physically consists of a steering kingpin support, an angle-adjustable linear actuator, a front fork assembly, and an offset adjustment eccentric mechanism.

[0030] The steering kingpin support is hinged to the front end of the vehicle frame via a lateral pivot. The steering kingpin support houses the bearing structure that supports the steering column. The steering column defines the physical axis of vehicle steering.

[0031] One end of the angle-adjustable linear actuator is physically connected to a fixed support point on the vehicle frame. The other end is physically hinged to the lower part or back of the steering kingpin support. The angle-adjustable linear actuator is configured to perform axial extension and retraction in response to control commands. The extension and retraction of the angle-adjustable linear actuator drives the steering kingpin support to rotate about its lateral axis. This rotational displacement of the steering kingpin support directly changes the angle between the steering column axis and the vertical line of gravity. The angle between the steering column axis and the vertical line of gravity numerically corresponds to the kingpin inclination angle. .

[0032] The upper end of the front fork assembly is fixedly connected to the steering column. The front fork assembly moves with the steering column during steering. The lower end of the front fork assembly extends to the axle of the front wheel assembly.

[0033] The offset adjustment eccentric mechanism is integrated into the bottom end of the front fork assembly. The offset adjustment eccentric mechanism includes a rotary drive motor and an eccentric bushing. The eccentric bushing is rotatably mounted within a shaft hole at the bottom end of the front fork assembly. The front wheel axle of the front wheel assembly passes through an eccentric hole opened inside the eccentric bushing.

[0034] A mechanical transmission connection is established between the rotary drive motor and the eccentric bushing via a gear transmission or worm gear structure. The rotary drive motor is configured to drive the eccentric bushing to rotate within the axle hole of the front fork assembly. The rotation of the eccentric bushing changes the spatial position of the center of the eccentric hole relative to the centerline of the front fork assembly. The center of the eccentric hole is the physical center of the front wheel axle. The change in the center position of the front wheel axle directly changes the vertical distance between the front wheel axle and the steering column axis. The vertical distance between the front wheel axle and the steering column axis numerically corresponds to the wheel offset. .

[0035] The lateral coupling compensation actuator adopts a scissor-pair control torque gyroscope configuration in its physical structure. The lateral coupling compensation actuator includes a first gyroscope unit and a second gyroscope unit. The first and second gyroscope units are rigidly mounted on the rear load-bearing platform of the vehicle frame in a mirror-symmetrical manner.

[0036] The first and second gyroscope units share the same mechanical structure. Each gyroscope unit includes a high-speed rotor assembly, a gimbal assembly, and a precession drive motor. The high-speed rotor assembly is mounted at the internal geometric center of the gimbal assembly. The high-speed rotor assembly contains a high-density inertia flywheel and a brushless DC drive motor. The brushless DC drive motor is configured to drive the high-density inertia flywheel to rotate at high speed around its axis of rotation. The high-speed rotation of the high-density inertia flywheel generates an angular momentum vector of constant amplitude.

[0037] The universal joint assembly is supported on a mounting base via precision bearings. The mounting base is fixed to the vehicle body frame. The universal joint assembly allows multiple components to rotate about the precession axis. The precession axis is perpendicular to the flywheel's rotation axis in spatial geometry. The precession drive motor is mechanically connected to the universal joint assembly via a reduction gear mechanism. The precession drive motor is configured to drive the universal joint assembly to generate a precession angular velocity about the precession axis according to control commands.

[0038] The precession motion of the first gyroscope and the precession motion of the second gyroscope are configured in an anti-synchronization mode in the control logic. This anti-synchronization mode causes the pitch axis component torque generated by the first gyroscope to cancel each other out. Simultaneously, the anti-synchronization mode causes the roll axis component torque generated by the first gyroscope to superimpose with that of the second gyroscope. The superimposed torque constitutes the lateral precession torque acting on the vehicle frame.

[0039] The lateral precession torque output by the lateral coupling compensation actuator is determined by the angular momentum parameter and the precession state. The numerical calculation of the lateral precession torque follows the following dynamic equation: ; In the above formula: Defined as lateral precession torque, lateral precession torque is the main torque applied to the vehicle frame by the lateral coupling compensation actuator to control the roll attitude; Defined as the equivalent angular momentum amplitude, the equivalent angular momentum amplitude is determined by the product of the moment of inertia of the high-density inertial flywheel and the rotational angular velocity of the high-density inertial flywheel; Defined as precession angular velocity, which is the instantaneous angular velocity of the gimbal assembly rotating about the precession axis; Defined as the precession frame angle, the precession frame angle is the angular deviation of the current position of the universal frame component relative to the zero-position reference plane.

[0040] The vehicle perception and state estimation module consists of an inertial measurement unit, a steering angle sensor, a wheel speed sensor group, and a mechanism state feedback sensor group in terms of hardware.

[0041] The inertial measurement unit (IMU) is rigidly fixed to the physical center of mass of the vehicle body frame. The IMU includes a three-axis accelerometer and a three-axis gyroscope. The IMU is configured to output acceleration and angular velocity data of the vehicle body frame relative to an inertial coordinate system. The data output by the IMU is used to calculate the vehicle's attitude information.

[0042] The steering angle sensor is coaxially mounted on the rotational support structure of the steering column. The steering angle sensor is configured to monitor the deflection angle of the fork assembly relative to the longitudinal axis of the chassis frame in real time. The deflection angle of the fork assembly relative to the longitudinal axis of the chassis frame is defined as the front wheel steering angle.

[0043] The wheel speed sensor assembly includes front wheel speed sensors and rear wheel speed sensors. The front wheel speed sensor is mounted at the wheel hub of the front wheel assembly. The rear wheel speed sensor is mounted at the wheel hub of the rear wheel assembly. Both the front and rear wheel speed sensors are configured to acquire pulse signals indicating wheel rotation. The controller calculates the vehicle's longitudinal speed based on these wheel rotation pulse signals.

[0044] The mechanism status feedback sensor group is used to monitor the real-time configuration of the adjustable caster and offset mechanism. The sensor group includes a linear displacement sensor integrated into the angle-adjusting linear actuator and a rotary encoder integrated into the offset-adjusting eccentric mechanism. The signal output from the linear displacement sensor represents the caster angle value. The signal output from the rotary encoder represents the wheel offset value.

[0045] The vehicle perception and state estimation module is configured to output a system state vector based on physical signals collected by the inertial measurement unit, steering angle sensor, wheel speed sensor group, and mechanism state feedback sensor group. The system state vector contains key variables describing the vehicle's dynamic behavior. The system state vector is defined according to the following mathematical expression: ; In the above formula: Defined as the system state vector, the system state vector is the input basis for model predictive control algorithms; Defined as the roll angle, the roll angle is the angle of inclination of the vehicle frame about its longitudinal axis relative to the vertical plane; Defined as the rolling angular velocity, which is the first derivative of the rolling angle with respect to time; Defined as yaw angle, which is the rotation angle of the vehicle frame about the vertical axis relative to the reference direction; Defined as yaw rate, which is the first derivative of the yaw angle with respect to time; Defined as the front wheel steering angle, the front wheel steering angle is the angle between the front wheel plane and the longitudinal symmetry plane of the vehicle body; It is the transpose operator.

[0046] The controller's hardware architecture includes a central processing unit (CPU), non-volatile memory, runtime memory, and a multi-channel input / output communication interface. The CPU is configured to execute an embedded control program pre-loaded in the non-volatile memory. The embedded control program contains computer-readable code for executing parameter identification logic, model predictive control logic, and cooperative instruction allocation logic.

[0047] The controller establishes data transmission channels with various system components through the vehicle controller local area network bus. The vehicle controller local area network bus physically connects the controller, vehicle perception and state estimation module, adjustable tilt angle and offset mechanism, and lateral coupling compensation execution unit.

[0048] The multi-channel input / output communication interface is configured to receive raw sensor data packets or pre-processed state data from the vehicle perception and state estimation module. The central processing unit parses and processes the received data to extract the system state vector.

[0049] The controller sends a first set of control commands to the adjustable tilt and offset mechanism via the vehicle controller local area network bus. The first set of control commands includes linear position commands for the angle adjustment linear actuator and angular position commands for the rotary drive motor. The servo drive circuits inside the angle adjustment linear actuator and the rotary drive motor perform closed-loop position control according to the first set of control commands.

[0050] The controller sends a second set of control commands to the lateral coupling compensation execution unit via the vehicle controller local area network bus. This second set of commands includes constant speed maintenance commands for the brushless DC drive motor and torque tracking commands for the precession drive motor. The lateral coupling compensation execution unit adjusts the rotational speed of the high-density inertial flywheel and the precession angular velocity of the universal joint assembly according to the second set of control commands.

[0051] The controller's logical architecture is functionally divided into a vehicle perception and state estimation module, a parameter identification module, and a model predictive control module. These three functional modules operate in parallel within the central processing unit's operating environment, exchanging data through shared memory or message queue mechanisms.

[0052] The vehicle perception and state estimation module is configured as the front-end processing unit of the logical architecture. It receives raw physical signals from the inertial measurement unit, steering angle sensor, wheel speed sensor group, and mechanism state feedback sensor group. Internally, the module executes Kalman filtering and kinematics calculation algorithms. It uses the raw physical signals to remove noise and performs coordinate transformation to calculate a system state vector containing vehicle attitude and motion information. This system state vector is transmitted in real-time to the parameter identification module and the model predictive control module.

[0053] The parameter identification module is configured as an online correction unit for the dynamic model. It receives the system state vector and the actual torque output data from the lateral coupling compensation execution unit. The module incorporates recursive least squares logic. Upon receiving the active excitation mode activation signal, the parameter identification module uses the vehicle's response data to high-frequency excitation torque to estimate the vehicle's current dynamic parameters in real time. These dynamic parameters primarily include tire lateral stiffness and road adhesion coefficient. The updated dynamic parameters are then output to the model predictive control module to update the system matrix within the predictive model.

[0054] The Model Predictive Control (MMCC) module is configured as the core decision-making unit of the system. The MMCC receives the system state vector from the vehicle perception and state estimation module and the dynamic parameters from the parameter identification module. Internally, the MMCC constructs a linear variable parameter prediction model. Based on the system state vector and dynamic parameters, and under the premise of satisfying mechanical travel constraints and actuator capability constraints, the MMCC calculates the optimal control input sequence over a finite future time domain. The optimal control input sequence includes mechanical trailing distance adjustment commands for the adjustable tilt angle and offset mechanism, and precession torque commands for the lateral coupling compensation actuator.

[0055] To clarify the data flow relationships between various functional modules, this implementation method uses the following mapping function to describe the logical interfaces between modules: ; ; In the above formula: Defined as an estimated parameter vector, which contains the tire lateral stiffness and lateral coupling coefficient calculated by the parameter identification module; Defined as a parameter identification function, the parameter identification function characterizes the calculation process of the parameter identification module updating the model parameters based on the input data; Defined as the system state vector, the system state vector is provided in real time by the vehicle perception and state estimation module; Defined as excitation torque, which is a high-frequency input applied by the lateral coupling compensation execution unit in probe mode; Defined as the optimal control input, the optimal control input includes the target mechanical drag distance and the target lateral precession torque; Defined as the model predictive control function, the model predictive control function characterizes the process by which the model predictive control module solves the optimization problem; Defined as a reference state vector, the reference state vector represents the vehicle's desired balance attitude target.

[0056] To accurately describe the motion characteristics of the integrated adjustable drag torque front wheel steering structure and dynamic attitude compensation system under different configurations, this embodiment establishes a vehicle dynamics model with variable geometric parameters. The vehicle dynamics model is based on a two-degree-of-freedom lateral dynamics assumption, selecting body roll and yaw motion as the primary degrees of freedom.

[0057] The prediction algorithm running inside the model predictive control module is based on continuous-time linear variable parameter state-space equations. These equations treat the physical mechanical towing distance as a real-time varying scheduling parameter, rather than a fixed constant. The mathematical expression of the continuous-time linear variable parameter state-space equations is as follows: ; In the above formula: Defined as the time derivative of the system state vector, the time derivative of the system state vector characterizes the rate of change of the vehicle state over time; Defined as the system state matrix, the system state matrix contains physical parameters describing the natural dynamic characteristics of the vehicle. The stiffness coefficient and damping coefficient elements in the system state matrix represent the longitudinal travel speed. and physical mechanical drag distance The function; Defined as the system state vector, the system state vector includes the roll angle, roll angular velocity, yaw angle, yaw angular velocity, and front wheel steering angle; Defined as a control input matrix, the control input matrix defines the weights of the influence of the control input vector on the derivative of the system state vector. The values ​​of the elements of the control input matrix vary with the physical mechanical drag distance. Updated in response to changes; Defined as the control input vector, the control input vector includes the lateral precession torque output by the lateral coupling compensation execution unit and the geometric adjustment action generated by the adjustable tilt angle and offset mechanism.

[0058] System state matrix Specific elements in the text quantitatively describe the impact of physical mechanical drag on vehicle self-stability. When the physical mechanical drag... When the angle increases, the self-correcting torque coefficient related to the front wheel sideslip angle in the system state matrix increases, enhancing the vehicle's high-speed straight-line stability. When the physical mechanical drag distance... When the value is reduced, the geometric stiffness term related to the gravity overturning moment in the system state matrix changes, reducing the lateral moment threshold required to maintain roll balance.

[0059] Control input matrix This describes the coupling relationship between actuator performance and geometric configuration. For the control torque acting on the steering degree of freedom, the corresponding coefficients in the control input matrix are related to the physical mechanical drag distance. The relationship exhibits a nonlinear mapping. The model predictive control module ensures that the predicted output of the vehicle dynamics model remains consistent with the response of the actual physical system as the physical mechanical towing distance continuously changes, by updating the system state matrix and control input matrix in real time.

[0060] The parameter identification module is configured to execute active excitation parameter identification logic based on a lateral coupling compensation execution unit. This active excitation parameter identification logic is used to correct key physical parameters within the dynamics model in real time during vehicle operation. The parameter identification module continuously monitors the system state vector output by the vehicle perception and state estimation module.

[0061] When the absolute values ​​of the roll angle and yaw rate in the system state vector are simultaneously below the preset steady-state threshold, the parameter identification module generates a high-frequency excitation torque command. The parameter identification module sends the high-frequency excitation torque command to the lateral coupling compensation execution unit. The lateral coupling compensation execution unit responds to the high-frequency excitation torque command, driving the universal joint assembly to perform micro-amplitude reciprocating precession near the zero position. The micro-amplitude reciprocating precession of the universal joint assembly generates a probe torque signal with a known frequency and constant amplitude on the vehicle frame. This probe torque signal excites a small lateral acceleration response and yaw rate response in the vehicle frame.

[0062] The vehicle perception and state estimation module synchronously acquires probe torque signals as system input data and acquires lateral acceleration response and yaw rate response as system output data. The parameter identification module receives the system input and output data and constructs a linear regression model based on the two-degree-of-freedom vehicle dynamics equations. The parameter identification module uses a recursive least squares algorithm with a forgetting factor to iteratively solve for the unknown coefficients in the linear regression model. The unknown coefficients in the linear regression model correspond to tire lateral stiffness and lateral coupling coefficient.

[0063] The parameter update process of the recursive least squares algorithm with a forgetting factor is performed according to the following mathematical formula: ; In the above formula: Defined as the parameter estimation vector at the current discrete time step, the parameter estimation vector includes the tire lateral stiffness value and the lateral coupling coefficient value after algorithm correction; Defined as the parameter estimation vector of the previous discrete time step, the parameter estimation vector of the previous discrete time step is used as the initial value of the current iteration; Defined as the gain matrix for the current discrete time step, the gain matrix is ​​determined by the covariance matrix and the forgetting factor. The gain matrix is ​​used to adjust the weight of new observation data on parameter correction. Defined as the system observation output scalar at the current discrete time step, the system observation output scalar is composed of the actual response data collected by the sensor; Defined as the transpose of the regression vector at the current discrete time step, the regression vector consists of input and output data from historical moments; Defined as a discrete time step index.

[0064] The parameter identification module writes the converged parameter estimation vector into the controller's shared memory area in real time. The model predictive control module reads the parameter estimation vector from the shared memory area and replaces the corresponding physical parameter terms in the prediction model with the parameter estimation vector values. This process ensures that the mathematical model used by the model predictive control module can reflect the current real road adhesion conditions and vehicle load characteristics.

[0065] The Model Predictive Control (MMCC) module is configured to perform rolling time-domain optimization calculations based on a linear variable-parameter model. Utilizing the updated dynamic parameters provided by the parameter identification module and the current physical mechanical drag distance, the MMCC module reconstructs the system state matrix and control input matrix of the predictive model within each control cycle. The MMCC module finds the control input sequence that minimizes the preset objective function by solving a constrained quadratic programming problem.

[0066] The objective function is designed as a comprehensive indicator to measure system state tracking error, control energy consumption, and actuator saturation risk. The mathematical expression of the objective function is as follows: ; In the above formula: Defined as the objective function value, the smaller the objective function value, the better the overall performance of the control system; Defined as the prediction time domain length, the prediction time domain length determines the time span by which the model predictive control module predicts the system state forward; Defined at time Predicted time The system state vector; Defined as a reference state vector, the reference state vector is usually set as a zero vector to represent the upright and balanced driving state; Defined as a state weight matrix, the state weight matrix is ​​used to adjust the relative importance of different state variables in the optimization objective; Defined as the control time domain length, the control time domain length determines the length of the control input sequence to be optimized; Defined at time Calculation time The control input vector includes lateral advance torque command and mechanical drag adjustment command; Defined as a control weight matrix, the control weight matrix is ​​used to limit the magnitude and rate of change of the control input to reduce energy consumption; Defined as a penalty factor, the penalty factor is used to adjust the weight of the saturation penalty term in the objective function; Defined as a saturation penalty function, the saturation penalty function is used to limit the precession frame angle of the lateral coupling compensation execution unit from approaching the physical limit.

[0067] To prevent the gimbal assembly of the lateral coupling compensation actuator from hitting the mechanical limit and losing its torque output capability, the saturation penalty function adopts the form of a barrier function. The barrier function increases sharply as the precession frame angle approaches the maximum permissible angle. The mathematical definition of the saturation penalty function is as follows: ; In the above formula: Defined as the saturation penalty value for the precession frame angle; Defined as the predicted precession frame angle, the precession frame angle is obtained by integrating the kinematic model of the lateral coupling compensation execution unit based on the input precession angular velocity; Defined as the maximum permissible physical limit value of the precession frame angle; Defined as a singularity prevention quantity, it is used to prevent numerical calculation errors when the denominator is zero.

[0068] The model predictive control module minimizes the objective function. At the precession frame angle of the lateral coupling compensation execution unit When the angle is relatively small, the lateral precession torque with the fastest response time is prioritized for attitude adjustment. When the precession frame angle of the lateral coupling compensation actuator is... near At that time, saturation penalty term Increase the objective function value At this point, the optimization solver will tend to adjust the control input vector. The mechanical trailing distance adjustment command drives the adjustable tilt angle and offset mechanism to change the physical mechanical trailing distance. This change in physical mechanical trailing distance adjusts the vehicle's geometric self-aligning moment and gravity overturning moment. The torque generated by the geometric parameter adjustment replaces the lateral precession torque to maintain balance, allowing the precession frame angle of the lateral coupling compensation actuator to gradually recover to near zero, thereby achieving momentum unloading and restoration of control capability.

[0069] This invention provides a transient dynamics cover strategy, which is integrated into the controller's cooperative instruction allocation logic. The transient dynamics cover strategy is configured to eliminate the physical disturbances to the vehicle's attitude caused by the adjustable rake angle and offset mechanism when performing configuration switching actions.

[0070] When the controller sends a mechanical adjustment command to the adjustable rake and offset mechanism, the processor inside the controller initiates a transient dynamics cover calculation process in parallel. The mechanical adjustment command drives the angle adjustment linear actuator and the rotary drive motor, causing relative motion between the fork assembly and the frame. This relative motion generates an additional gyroscopic torque, while the geometric changes in the fork assembly cause a transient displacement of the frame's center of gravity. The additional gyroscopic torque and the transient displacement of the center of gravity together constitute the transient disturbance torque acting on the frame.

[0071] The controller calculates the theoretical value of the transient disturbance torque in real time based on the kinematic equations of the adjustable tilt angle and offset mechanism, as well as the current vehicle motion state. The calculation of the transient disturbance torque follows the following dynamic formula: ; In the above formula Defined as transient disturbance torque, transient disturbance torque is an uncontrolled torque applied to the vehicle frame due to changes in mechanical configuration; Defined as the moment of inertia of the fork assembly, the moment of inertia of the fork assembly characterizes the rotational inertia of the fork assembly about the steering kingpin axis; Defined as the rate of change of kingpin inclination angle, which is determined by the operating speed of the angle-adjusting linear actuator. Defined as yaw rate, which is collected in real time by the inertial measurement unit; Defined as the current instantaneous kingpin inclination angle; Defined as the sprung mass of a vehicle, which is the total mass of the vehicle body frame and the driver; Defined as a constant of gravitational acceleration; Defined as a center of gravity height function, the center of gravity height function describes the geometric relationship between the vehicle's center of gravity height and the kingpin caster angle; Defined as center of gravity height sensitivity, which characterizes the partial derivative of the center of gravity height with respect to the change in kingpin inclination angle; Defined as the kingpin inclination angle adjustment increment, the kingpin inclination angle adjustment increment is the target value of angle change within the current control cycle.

[0072] After calculating the transient disturbance torque, the controller generates a corresponding feedforward compensation torque command. This command aims to drive the lateral coupling compensation execution unit to output a canceling torque that is opposite in direction and matches the amplitude of the transient disturbance torque. The controller linearly superimposes the feedforward compensation torque command with the feedback control command generated by the model predictive control module to generate the final execution command sent to the lateral coupling compensation execution unit. The final execution command is calculated based on the following formula: ; In the above formula: Defined as the final lateral precession torque command, the final lateral precession torque command is the actual control signal sent by the controller to the lateral coupling compensation execution unit; Defined as feedback control torque, feedback control torque is the optimal control quantity calculated by the model predictive control module based on the current state error; Defined as the feedforward compensation coefficient, the feedforward compensation coefficient is used to adjust the degree of offsetting transient disturbance torque. The feedforward compensation coefficient is usually set to 1 to achieve full compensation. Defined as the transient disturbance torque calculated above.

[0073] By implementing the aforementioned transient dynamics cover strategy, the lateral coupling compensation actuator generates a reverse torque cover at the instant the adjustable pitch angle and offset mechanism actuate. This reverse torque cover ensures the vehicle frame maintains a stable posture during mechanical structural deformation, eliminating any vibrations or impacts caused by structural adjustments.

[0074] Reference Appendix Figure 2 This invention provides a dynamic momentum management and desaturation mechanism. The dynamic momentum management and desaturation mechanism is executed by an independent logic thread within the controller. The dynamic momentum management and desaturation mechanism is configured to prevent the lateral coupling compensation execution unit from losing control capability due to the precession frame angle reaching a mechanical limit.

[0075] The controller reads the precession frame angle of the gimbal assembly in the lateral coupling compensation actuator at a fixed sampling frequency. The controller compares the absolute value of the precession frame angle with a preset saturation warning threshold. When the absolute value of the precession frame angle is less than the saturation warning threshold, the lateral coupling compensation actuator is in the normal operating range, and the controller maintains the current physical mechanical drag distance unchanged or only makes fine adjustments by the model predictive control module.

[0076] When the absolute value of the precession frame angle continuously exceeds the saturation warning threshold, the controller determines that the lateral coupling compensation actuator has entered the momentum saturation risk zone. The momentum saturation risk zone typically corresponds to conditions where the vehicle passes through long curves or resists continuous crosswind interference. At this time, the lateral coupling compensation actuator needs to output a continuous unidirectional torque, causing the universal joint assembly to rotate continuously in the mechanical limit direction.

[0077] To release the accumulated deflection angle of the gimbal components, the controller activates geometry-assisted desaturation logic. This logic calculates the adjustment rate command for the physical-mechanical trail. This command is designed to drive the adjustable camber and offset mechanisms to alter the vehicle's front geometry. The change in physical-mechanical trail directly alters the lever arm length of the front tire contact point relative to the vehicle's center of gravity, thereby introducing an additional geometrical gravity-restoring torque onto the vehicle frame.

[0078] The controller utilizes an additional geometrical gravity-restoring torque to replace part or all of the balancing load originally borne by the lateral coupling compensation actuator. As the balancing load shifts, the servo control loop inside the lateral coupling compensation actuator drives the gimbal assembly to rotate towards the zero position, achieving momentum unloading.

[0079] The calculation of the physical mechanical drag distance adjustment rate follows the control law formula: ; In the above formula: Defined as a physical mechanical drag distance adjustment rate command, the physical mechanical drag distance adjustment rate command is sent to the adjustable tilt angle and offset mechanism to control the extension and retraction speed of the linear actuator; Defined as the desaturation gain coefficient, the desaturation gain coefficient determines the system's sensitivity to saturation risk. Defined as a sign function, the sign function extracts the direction sign of the precession frame angle, ensuring that the adjustment direction of the physical mechanical drag distance can generate an auxiliary torque that helps to reduce the precession frame angle; Defined as the current real-time precession frame angle; Defined as a maximum value function, the maximum value function is used to ensure that the adjustment action is triggered only when the precession frame angle exceeds the threshold; Defined as the absolute value of the precession frame angle; Defined as the saturation warning threshold, the saturation warning threshold is set to a value slightly smaller than the mechanical limit angle, retaining a certain safety margin.

[0080] By executing the control actions defined by the above formula, the system achieves coupling between the mechanical geometry and the momentum actuator. When the lateral coupling compensation actuator approaches saturation, the vehicle automatically switches to a mode that uses the geometry to maintain steady-state equilibrium, releasing the transient control capability of the lateral coupling compensation actuator and ensuring that the system still has sufficient attitude adjustment margin in subsequent moments.

[0081] This invention provides a system-wide closed-loop workflow based on discrete time steps. The system-wide closed-loop workflow is scheduled and executed by the real-time operating system inside the controller. The system-wide closed-loop workflow is divided into steps S1 to S5 in sequence.

[0082] Step S1 is defined as the system initialization and self-test phase. Upon receiving the power-on signal, the controller initiates the boot program. The controller performs communication link diagnostics on the vehicle perception and state estimation module, the adjustable camber and offset mechanism, and the lateral coupling compensation actuator. After the communication link diagnostics pass, the controller reads the default configuration parameters from the non-volatile memory unit. The controller sends a homing command to the adjustable camber and offset mechanism. The adjustable camber and offset mechanism adjusts the physical mechanical drag distance to a preset standard value. The controller sends a zeroing command to the lateral coupling compensation actuator. The lateral coupling compensation actuator locks the universal joint assembly to a zero-degree geometric position and drives the high-density inertia flywheel to accelerate to its rated operating speed.

[0083] Step S2 is defined as the data acquisition and state estimation phase. In the current control cycle... At any given moment, the vehicle perception and state estimation module synchronously triggers the steering angle sensor, wheel speed sensor group, and mechanism state feedback sensor group. The vehicle perception and state estimation module acquires the raw observation data from each physical sensor. The module then performs Kalman filtering on the raw observation data. Kalman filtering eliminates high-frequency measurement noise. Based on the filtered data, the module constructs the system state vector for the current moment.

[0084] Step S3 is defined as the online parameter identification and model update stage. The parameter identification module reads the system state vector generated in step S2. The parameter identification module calculates the variance index of the vehicle's motion state. The parameter identification module determines whether the variance index is below the steady-state determination threshold. When the variance index is below the steady-state determination threshold, the parameter identification module activates the active excitation mode. The parameter identification module injects a high-frequency micro-amplitude probe signal into the lateral coupling compensation execution unit. The parameter identification module updates the values ​​of tire lateral stiffness and lateral coupling coefficient based on the probe response data. The parameter identification module writes the updated physical parameters into the system matrix of the prediction model.

[0085] Step S4 is defined as the optimal control command calculation stage. The Model Predictive Control (MMCC) module reads the current system state vector, updated physical parameters, and reference state vector. The MMCC module constructs a quadratic programming problem based on a linear variable parameter model. The MMCC module calls a numerical optimization solver to iteratively solve the quadratic programming problem. The numerical optimization solver outputs the optimal control input sequence for the future time domain. The MMCC module extracts the first element from the optimal control input sequence as the original control command for the current moment. The original control command includes the target lateral precession torque and the target mechanical drag distance.

[0086] Step S5 is defined as the collaborative management and execution command output stage. The controller inputs the raw control command generated in step S4 into the collaborative control strategy logic. The collaborative control strategy logic first performs dynamic momentum management and desaturation mechanism checks. If a saturation risk is detected, the collaborative control strategy logic corrects the target mechanical drag distance to introduce auxiliary geometric torque. Subsequently, the collaborative control strategy logic performs transient dynamic cover strategy calculations. The collaborative control strategy logic calculates the transient disturbances caused by changes in mechanical configuration and superimposes feedforward compensation components. The controller finally generates the underlying motor drive signal. The controller sends the underlying motor drive signal to the adjustable tilt angle and offset mechanism and the lateral coupling compensation execution unit through the vehicle controller local area network bus. The physical actuators respond to the underlying motor drive signal and act on the vehicle, driving the vehicle's motion state from... The moment has evolved to time.

[0087] The state evolution of the system in the discrete time domain follows the following discretized state equation: ; In the above formula: Defined as the next control cycle The system state vector at time 1, and the next control cycle. The system state vector at a given time is the result of the current control action. Defined as the current control cycle The system state vector at time t, the current control cycle The system state vector at time step S2 is obtained by measurement. Defined as the discretized system state matrix, the discretized system state matrix is ​​calculated from the continuous-time system state matrix using the zero-order hold discretization method. The discretized system state matrix reflects the free response characteristics of the vehicle under the current physical mechanical drag distance. Defined as the discretized control input matrix, the discretized control input matrix is ​​calculated from the continuous-time control input matrix using the zero-order hold discretization method. The discretized control input matrix quantifies the influence weight of the control input on the state evolution. Defined as the current control cycle The final execution control input vector at time t, and the current control cycle. The final execution control input vector at time step S5 is output.

Claims

1. A device integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system, characterized in that, include: An adjustable camber and offset mechanism is used to establish a mechanical connection between the front wheel assembly and the vehicle frame. The adjustable camber and offset mechanism contains a mechanical adjustment actuator, which is used to change the spatial geometric position of the front wheel assembly relative to the vehicle frame and adjust the physical mechanical trailing distance. A lateral coupling compensation execution unit is rigidly mounted to the vehicle frame by mechanical fasteners. The lateral coupling compensation execution unit includes a control torque gyroscope, which is used to output active lateral precession torque to the vehicle frame. The vehicle perception and state estimation module includes a group of physical sensors distributed and installed on the vehicle frame, the front wheel assembly and the rear wheel assembly, for real-time acquisition of physical signals reflecting the vehicle's motion state. The controller is physically connected to the adjustable tilt angle and offset mechanism, the lateral coupling compensation execution unit, and the vehicle perception and state estimation module. The controller is used to receive data from the vehicle perception and state estimation module and send control commands to the adjustable tilt angle and offset mechanism and the lateral coupling compensation execution unit.

2. The device integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 1, characterized in that, The adjustable tilt and offset mechanism includes a steering kingpin support and an angle-adjusting linear actuator. The steering kingpin support is hinged to the front end of the vehicle frame via a transverse pivot, and a bearing structure for supporting the steering column is installed inside the steering kingpin support. One end of the angle-adjustable linear actuator is physically connected to the vehicle frame, and the other end is physically hinged to the steering kingpin support. The angle-adjusting linear actuator performs axial extension and retraction, driving the steering kingpin support to rotate around the lateral axis, changing the angle between the axis of the steering column and the vertical line of gravity, the angle corresponding to the kingpin inclination angle.

3. The device integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 2, characterized in that, The adjustable camber and offset mechanism also includes a fork assembly and an offset adjustment eccentric mechanism; The upper end of the front fork assembly is fixedly connected to the steering column, and the offset adjustment eccentric mechanism is integrated into the bottom end of the front fork assembly. The offset adjustment eccentric mechanism includes a rotary drive motor and an eccentric bushing. The eccentric bushing is rotatably mounted in the shaft hole at the bottom of the front fork assembly, and the front wheel axle of the front wheel assembly passes through the eccentric hole opened inside the eccentric bushing. The rotary drive motor drives the eccentric bushing to rotate, thereby changing the vertical distance between the axis of the front wheel axle and the axis of the steering column, the vertical distance corresponding to the wheel offset.

4. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 1, characterized in that, The lateral coupling compensation execution unit adopts a scissor-pair control torque gyroscope configuration, including a first gyroscope unit and a second gyroscope unit rigidly mounted on the vehicle frame in a mirror-symmetric manner; Both the first gyroscope unit and the second gyroscope unit include a high-speed rotor assembly, a universal frame assembly, and a precession drive motor; The precession drive motor drives the universal frame assembly to generate a precession angular velocity around the precession axis; The precession motion of the first gyroscope and the precession motion of the second gyroscope are in reverse synchronization mode in terms of control logic. The pitch axis component torque generated by the first gyroscope and the second gyroscope cancel each other out, and the roll axis component torque generated by the first gyroscope and the second gyroscope are superimposed to form the lateral precession torque.

5. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 1, characterized in that, The physical sensor group in the vehicle perception and state estimation module includes: An inertial measurement unit rigidly fixed to the physical center of mass of the vehicle frame is used to output the acceleration and angular velocity data of the vehicle frame. A steering angle sensor is coaxially mounted on the rotational support structure of the steering column to monitor the deflection angle of the front fork assembly relative to the longitudinal axis of the chassis frame. A wheel speed sensor group, including a front wheel speed sensor and a rear wheel speed sensor, is used to collect pulse signals of wheel rotation; The mechanism status feedback sensor group includes a linear displacement sensor and a rotary encoder integrated within the adjustable caster angle and offset mechanism, which are used to monitor the values ​​of the kingpin caster angle and wheel offset, respectively.

6. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 1, characterized in that, The controller includes: The state observation logic is used to calculate the system state vector, which includes roll angle, roll angular velocity, yaw angle, yaw angular velocity and front wheel steering angle, using the physical signals. The parameter identification module is used to estimate tire lateral stiffness and road adhesion coefficient online using the system state vector and the actual torque output data of the lateral coupling compensation execution unit. The model predictive control module is used to calculate the optimal control input sequence, including mechanical drag distance adjustment command and advance torque command, based on the system state vector and the dynamic parameters output by the parameter identification module, under the premise of satisfying mechanical stroke constraints and actuator capability constraints.

7. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 6, characterized in that, The model prediction control module internally constructs a continuous-time linear variable parameter state-space equation, which uses the physical mechanical towing distance as a real-time changing scheduling parameter. The system state matrix in the continuous-time linear variable parameter state-space equation includes stiffness coefficient elements and damping coefficient elements that describe the natural dynamic characteristics of the vehicle. The stiffness coefficient elements and the damping coefficient elements are functions of the vehicle's longitudinal travel speed and the physical mechanical drag distance. The model prediction control module is used to update the system state matrix in real time to ensure that the predicted output is consistent with the response of the actual physical system.

8. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 6, characterized in that, The parameter identification module executes the active stimulus parameter identification logic; When the absolute values ​​of the roll angle and yaw rate in the system state vector are both lower than the preset steady-state determination threshold, the parameter identification module generates a high-frequency excitation torque command and sends it to the lateral coupling compensation execution unit. The lateral coupling compensation execution unit generates a probe torque signal on the vehicle frame in response to the high-frequency excitation torque command; The parameter identification module uses a recursive least squares algorithm with a forgetting factor to solve for the tire lateral stiffness based on the probe torque signal and the corresponding system response data.

9. The device for integrating an adjustable drag torque front wheel steering structure and a dynamic attitude compensation system according to claim 1, characterized in that, The controller incorporates a dynamic momentum management and desaturation mechanism. The dynamic momentum management and desaturation mechanism is used to monitor the precession frame angle of the lateral coupling compensation execution unit; When the absolute value of the precession frame angle continuously exceeds the preset saturation warning threshold, the controller activates the geometry-assisted desaturation logic; The geometrically assisted desaturation logic calculates the adjustment rate command of the physical mechanical drag distance, drives the adjustable tilt angle and offset mechanism to change the physical mechanical drag distance, thereby introducing an additional geometric gravity restoring torque on the vehicle frame. The geometric gravity restoring torque is used to replace the lateral coupling compensation execution unit to bear the balancing load, and drives the lateral coupling compensation execution unit to rotate towards the zero position.

10. An integrated adjustable drag torque front wheel steering structure and dynamic attitude compensation system, characterized in that, The apparatus for use with the integrated adjustable drag torque front wheel steering structure and dynamic attitude compensation system according to any one of claims 1-9 comprises: The collaborative instruction allocation logic integrates a transient dynamics cover strategy. The transient dynamics masking strategy is used for: When the controller sends a mechanical adjustment command to the adjustable tilt and offset mechanism, the controller calculates the transient disturbance torque caused by the change in mechanical configuration in real time based on the kinematic equation of the adjustable tilt and offset mechanism and the vehicle's motion state. The controller generates a feedforward compensation torque command that is opposite in direction and matches the amplitude of the transient disturbance torque. The feedforward compensation torque command is linearly superimposed with the feedback control command to generate the final execution command sent to the lateral coupling compensation execution unit. This causes the lateral coupling compensation execution unit to generate a reverse torque shield, eliminating the vehicle body attitude oscillation caused by structural adjustment.

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