A phase compensation correction method based on transfer function identification and related device

Abstract

The application provides a phase compensation correction method based on transfer function identification and a related device, and relates to the technical field of vehicle suspensions.The technical scheme builds a dynamics model of an electromechanical active suspension actuator based on a multi-physical domain simulation platform, applies a sweep excitation signal to identify the transfer function between the force value input and the output, accurately represents the frequency domain dynamic response characteristics, and then locates the frequency band and amplitude gain of the resonance peak in the core effective bandwidth.On this basis, the transfer function is corrected by designing a phase compensation link and combining the damping coefficient, a torque command after phase angle correction is generated, the resonance peak can be effectively moved out of the common working condition frequency band of the active suspension, and thus the resonance is completely eliminated under the premise of maintaining a high control bandwidth of the system, and the force control accuracy and operation stability of the active suspension are significantly improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and in particular to a phase compensation correction method and related equipment based on transfer function identification. Background Technology

[0002] Electromechanical active suspension systems have garnered significant attention in the automotive industry due to their high responsiveness. Their core actuators typically consist of a permanent magnet synchronous motor, a reducer, and a crank-connecting rod mechanism, achieving force control through multi-physical domain coupling. However, in actual operation, the system is prone to abnormally high amplitude resonance spikes within its core effective bandwidth due to the combined effects of motor electromagnetic harmonics, reducer meshing stiffness, and transmission chain modes. This can lead to inaccurate force control or even system instability. Currently, the industry-standard solution is to reduce the system's dynamic response by limiting the slope to avoid resonance, resulting in a trade-off between high responsiveness and operational stability. Summary of the Invention

[0003] The purpose of this invention is to provide a phase compensation correction method and related equipment based on transfer function identification, so as to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions that can, while maintaining the high control bandwidth of active suspension, accurately identify the system transfer function and implement phase compensation to shift the resonance peak out of the commonly used operating frequency band, thereby eliminating system resonance and improving force control accuracy and operational stability.

[0004] On the one hand, this application provides a phase compensation correction method based on transfer function identification, including the following steps: Based on a multi-physics simulation platform, a system dynamics model of an electromechanical active suspension actuator is built. The multi-physics simulation platform is used to couple mechanical, electrical and control physical domains. A frequency sweep excitation signal is applied to the system dynamics model to identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator. The transfer function is used to characterize the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain. Based on the amplitude-frequency and phase-frequency characteristics of the transfer function, the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth are located. Based on the located resonant peak frequency band and amplitude gain, a phase compensation stage is designed. The transfer function is phase-compensated in combination with the damping coefficient to generate a torque command after phase angle correction. The resonant peak is moved out of the commonly used operating frequency band of the active suspension, and the resonance is eliminated while maintaining the high control bandwidth of the active suspension.

[0005] Furthermore, the electromechanical active suspension actuator specifically includes: a permanent magnet synchronous motor, a reducer, a crank, and a connecting rod; The process of building the system dynamics model specifically includes: fixing the motor body to the sprung mass of the vehicle body, connecting the connecting rod end to the unsprung mass of the suspension, and establishing the dynamic relationship of torque amplification of the reducer and motion conversion of the crank-connecting rod mechanism.

[0006] Furthermore, the positioning of the resonant peak frequency band and amplitude gain of the electromechanical active suspension actuator within its core effective bandwidth specifically includes: Identify abnormal amplitude spikes in the electromechanical active suspension actuator within a preset high-frequency resonant band; When the detected resonant peak frequency falls within the first frequency threshold range and the corresponding peak amplitude exceeds the first amplitude threshold, it is determined that there is an unstable resonance risk in this frequency band. The first frequency threshold range is a preset frequency range that covers the unstable resonant frequency band of the system, with the resonant peak center frequency as the reference. The first amplitude threshold is set according to the stability margin requirements of the electromechanical active suspension actuator.

[0007] Furthermore, the phase compensation of the transfer function specifically includes: The force command is preprocessed through a phase angle correction step, and the final torque command is generated by combining the damping coefficient and the multi-objective compensation strategy. The resonant peak frequency of the optimized electromechanical active suspension actuator is shifted to a preset safe frequency band, and the peak amplitude is attenuated to a preset stable amplitude range. The corresponding phase lag is adjusted to a preset phase margin range to meet the robustness requirements of the active suspension control system.

[0008] Furthermore, the multi-objective compensation strategy specifically includes: Obtain the real-time operating status parameters of the electromechanical active suspension actuator, and construct friction compensation components and inertia compensation components based on the real-time operating status parameters; The friction compensation component and the inertia compensation component are superimposed on the torque command to offset the dynamic error caused by the nonlinear friction force and angular acceleration inertial force inside the electromechanical active suspension actuator.

[0009] Furthermore, the method also includes: For the frequency band where the stiffness of the electromechanical active suspension actuator is insufficient, a phase angle correction stage is used for targeted correction, specifically including the following steps: Calculate the stiffness feedback value of the electromechanical active suspension actuator in the current frequency band. When the stiffness feedback value is less than the preset stiffness reference value, it is determined that there is insufficient stiffness in the frequency band. The phase compensation angle is introduced based on the phase angle correction stage to compensate for the phase lag in the frequency band with insufficient stiffness, so as to improve the equivalent stiffness of the electromechanical active suspension actuator in this frequency band and thus suppress resonance.

[0010] Furthermore, the method also includes: The phase-compensated transfer function is discretized to generate code that can be directly embedded in the controller, thereby optimizing the force control accuracy and operational stability of the electromechanical active suspension actuator. This process includes the following steps: The optimized continuous-domain transfer function is converted into a discrete-domain difference equation. The discrete domain difference equations are compiled into embedded executable code using automatic code generation technology and then downloaded to the active suspension controller for execution.

[0011] On the other hand, this application provides a phase compensation correction system based on transfer function identification, comprising: The modeling module is configured to: build a system dynamics model of an electromechanical active suspension actuator based on a multi-physics simulation platform, wherein the multi-physics simulation platform is used to couple mechanical, electrical and control physical domains; The identification module is configured to: apply a frequency sweep excitation signal to the system dynamics model, and identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator, wherein the transfer function is used to characterize the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain; The positioning module is configured to: locate the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth based on the amplitude-frequency and phase-frequency characteristics of the transfer function; The correction module is configured to: design a phase compensation stage based on the located resonant peak frequency band and amplitude gain, perform phase compensation on the transfer function in combination with the damping coefficient, generate a torque command after phase angle correction, move the resonant peak out of the commonly used operating frequency band of the active suspension, and eliminate resonance while maintaining the high control bandwidth of the active suspension.

[0012] On the other hand, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the phase compensation correction method based on transfer function identification as described above.

[0013] On the other hand, this application provides a computer-readable storage medium storing computer program instructions thereon, which, when executed by a processor, implement the steps of the phase compensation correction method based on transfer function identification as described above.

[0014] The beneficial effects of this invention are as follows: This application provides a phase compensation correction method based on transfer function identification. This technical solution builds a dynamic model of an electromechanical active suspension actuator based on a multi-physics domain simulation platform and applies a frequency sweep excitation signal to identify the transfer function between force input and output, accurately characterizing its frequency domain dynamic response characteristics, and thus locating the frequency band and amplitude gain of the resonance peak within the core effective bandwidth. Based on this, by designing a phase compensation stage and combining it with the damping coefficient to correct the transfer function, a torque command after phase angle correction is generated. This effectively shifts the resonance peak out of the commonly used operating frequency band of the active suspension, thereby completely eliminating resonance while maintaining the system's high control bandwidth, significantly improving the force control accuracy and operational stability of the active suspension. This application also provides related equipment for the above method; the beneficial effects of the related equipment are similar to those of the above method and will not be elaborated here.

[0015] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0017] Figure 1 This is a flowchart of the phase compensation correction method based on transfer function identification provided in this application; Figure 2 This is a schematic diagram of the electromechanical active suspension system provided in this application; Figure 3 This is a schematic diagram of the system dynamics model provided in this application; Figure 4 This is a schematic diagram of the identification results of the transfer function before optimization provided in this application; Figure 5 This is a schematic diagram of the identification results of the optimized transfer function provided in this application; Figure 6 This is a structural diagram of the phase compensation correction system based on transfer function identification provided in this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0019] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0020] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, 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.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0022] As the automotive industry continues to demand higher levels of vehicle handling stability and ride comfort, active suspension technology, which can adjust suspension forces in real time based on road conditions and vehicle posture, has broken the trade-off between comfort and handling inherent in traditional passive suspension. This has made it a crucial direction for chassis technology development. Among these, electromechanical active suspension actuators, with their advantages of high energy density, fast response speed, high control precision, and ease of regenerative braking, are gradually replacing traditional hydraulic actuators and becoming the preferred solution for high-end passenger vehicles and high-performance racing car chassis systems.

[0023] Electromechanical active suspension actuators typically consist of a permanent magnet synchronous motor, a reduction gear, and a transmission mechanism that converts rotary motion into linear motion. In practical applications, this system needs to maintain high stiffness and force control characteristics over an extremely wide speed range, requiring the control system to possess extremely fast dynamic response capabilities. However, electromechanical active suspension is a typical multi-physics coupled system, involving interactions between electromagnetics, mechanics, and control. In the pursuit of high dynamic response, the internal mechanical resonance problem becomes a key bottleneck restricting its performance.

[0024] In existing electromechanical active suspension technologies, the following techniques are typically used to address system resonance issues, but all of them have varying degrees of drawbacks: The first existing technology is a bandwidth limiting method based on low-pass filters. Because electromechanical active suspension actuators exhibit resonance peaks at high frequencies due to the flexibility of their mechanical structure, the mainstream approach to prevent the controller from triggering these resonances and causing system oscillations or even damage is to either connect a low-pass filter in series in the force control loop or to limit the slope of the current loop's input signal. Essentially, this method sacrifices the system's high-frequency response characteristics for system stability. However, this approach has a significant drawback: it artificially limits the closed-loop control bandwidth of the system to a lower frequency, such as below 30Hz.

[0025] In real-world road tests, to effectively suppress body roll and wheel bounce, the ideal control bandwidth for active suspension often needs to reach 75Hz or even higher. This severe bandwidth limitation prevents the suspension system from responding promptly to high-frequency road surface excitations, significantly weakening the core advantages of active suspension in improving vehicle handling limits and high-frequency vibration isolation, making it difficult to balance high responsiveness with operational stability.

[0026] The second existing technology is a resonance suppression method based on notch filters. This method obtains the system's resonant frequency through pre-testing or theoretical calculation, and then designs a corresponding notch filter in the controller to attenuate the gain at a specific frequency. Although this method can suppress resonance to some extent, its drawback is its excessive dependence on model parameters. The resonant frequency of an electromechanical active suspension is not fixed, but drifts with the suspension's travel position, load changes, and the aging and wear of components.

[0027] When the actual resonant frequency deviates from the center frequency of the notch filter, the suppression effect decreases significantly, and new instabilities may even be introduced due to phase lag. Furthermore, to cover all possible resonant points, multiple notch filters often need to be cascaded, which introduces substantial phase lag and further degrades the system's dynamic performance.

[0028] The third existing technology is an active damping control method based on acceleration feedback. This method adds an extra sensor, such as an end-effector acceleration sensor, to construct an additional feedback loop to increase the virtual damping of the system. While theoretically feasible, in engineering practice, this directly leads to increased hardware costs and system complexity. Acceleration signals typically contain significant high-frequency noise, requiring complex filtering before use, which not only increases the computational burden on the controller but may also introduce additional signal delays. Furthermore, placing highly reliable sensors within the compact chassis suspension space presents substantial engineering challenges.

[0029] In summary, existing electromechanical active suspension control technologies, when addressing resonance issues, either sacrifice system control bandwidth, resulting in insufficient dynamic response and inability to meet high-bandwidth control requirements; or rely on precise model parameters or additional hardware sensors, leading to poor system robustness or high costs. Therefore, there is an urgent need for a phase compensation correction method that can accurately eliminate system resonance while maintaining high control bandwidth, without relying on complex hardware.

[0030] To address the aforementioned problems, this invention tackles the technical bottleneck of balancing high dynamic response and operational stability in electromechanical active suspension systems by proposing a phase compensation correction method and related equipment based on transfer function identification. This technical solution first constructs a system dynamics model encompassing the coupling of mechanical, electrical, and control physical domains based on a multi-physics domain simulation platform. By applying a frequency-sweeping excitation signal, the force input and output signals of the electromechanical active suspension actuator are accurately identified, thereby obtaining the transfer function that characterizes the system's dynamic response characteristics in the frequency domain.

[0031] Based on this, by utilizing the amplitude-frequency and phase-frequency characteristics of the transfer function, the resonant peak frequency band where the amplitude abnormally surges within the core effective bandwidth of the system and its corresponding gain are accurately located. Furthermore, based on the located resonance characteristics, this invention designs a dedicated phase compensation stage and, in conjunction with the damping coefficient, performs phase compensation correction on the transfer function to generate a torque command with optimized phase angle. This process effectively removes the resonance peak that causes system instability from the commonly used operating frequency band of the active suspension, thereby completely eliminating system resonance without sacrificing the system's dynamic response speed and maintaining the high control bandwidth of the active suspension. This significantly improves the force control accuracy, robustness, and overall operational stability of the electromechanical active suspension.

[0032] First, the phase compensation correction method based on transfer function identification provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0033] Reference Figure 1 The implementation process of the phase compensation correction method based on transfer function identification provided in this application includes, but is not limited to, the following steps.

[0034] Step S100: Based on the multiphysics simulation platform, a system dynamics model of the electromechanical active suspension actuator is built. The multiphysics simulation platform is used to couple the mechanical, electrical, and control physical domains.

[0035] In step S100, a digital mapping is constructed that can realistically reflect the complex physical characteristics of the electromechanical active suspension actuator. Since the electromechanical active suspension actuator is not a single mechanical or electrical component, but a complex coupled system involving the electromagnetic field of the permanent magnet synchronous motor, the meshing stiffness of the reducer gears, the inertia of the transmission mechanism, and the logic of the control algorithm, traditional single physical domain models are difficult to capture the dynamic characteristics generated by cross-domain coupling within the system.

[0036] Therefore, this step utilizes a multi-physics simulation platform to uniformly model and deeply integrate the rigid-flexible coupling characteristics of the mechanical domain, the electromagnetic response characteristics of the electrical domain, and the signal processing characteristics of the control domain. This provides a high-fidelity virtual experimental environment for subsequent analysis, enabling designers to deeply analyze the interaction mechanism between various physical quantities within the system without relying on expensive real vehicle hardware, thus ensuring the accuracy and reliability of subsequent identification and compensation strategies.

[0037] Step S200: Apply a frequency sweep excitation signal to the system dynamics model to identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator. The transfer function characterizes the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain.

[0038] In step S200, frequency domain analysis is used to quantify and extract the input-output relationship of the system during dynamic operation, which is a crucial bridge connecting the physical model and the control strategy. By applying a frequency-sweeping excitation signal covering a wide frequency band to the established system dynamics model, the system can traverse a broad operating range from low to high frequencies, stimulating the dynamic response of the actuator at different frequencies. By collecting and analyzing the correspondence between the force input signal and the force output signal, the transfer function is calculated using a system identification algorithm.

[0039] This step transforms the complex time-domain dynamic equations into transfer function expressions in the frequency domain, enabling a direct and accurate characterization of the gain variations and phase lag of the electromechanical active suspension actuator in the frequency domain. This not only reveals the system's ability to follow control commands but also provides data support for discovering high-frequency resonant modes that are difficult to detect in the time-domain waveform.

[0040] Step S300: Based on the amplitude-frequency and phase-frequency characteristics of the transfer function, locate the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth.

[0041] In step S300, based on the transfer function identified in the previous step, by analyzing the amplitude-frequency response curve in its Bode plot, it is possible to accurately detect whether there is an abnormal surge in amplitude within the core effective bandwidth of the system, i.e., a resonant spike. Simultaneously, by combining the phase-frequency response curve, the phase margin change near this frequency point can be assessed. The specific function of this step is to precisely pinpoint those specific frequency points that may lead to system oscillation or even runaway, and their degree of harm (amplitude gain).

[0042] In practical engineering, these resonant peaks are often caused by the coupling of elastic modes of mechanical structures or electrical parameters. If not located, the controller is prone to mis-exciting these modes when attempting to improve response speed. Therefore, accurately locating the resonant peak frequency band and gain provides precise guidance information for the subsequent design of targeted compensation algorithms, avoiding performance loss caused by blind compensation.

[0043] Step S400: Based on the located resonant peak frequency band and amplitude gain, a phase compensation circuit is designed. The transfer function is phase compensated in combination with the damping coefficient to generate a torque command after phase angle correction. The resonant peak is moved out of the commonly used operating frequency band of the active suspension, and the resonance is eliminated while maintaining the high control bandwidth of the active suspension.

[0044] In step S400, the frequency response characteristics of the system are reshaped through active intervention at the algorithm level. For the identified resonant peaks, a dedicated phase compensation stage is designed in this step, and a damping coefficient is introduced to correct the transfer function. By changing the phase distribution in a specific frequency band, the phase margin of the system is increased, and damping injection is used to suppress excessive amplitude amplification. The phase-corrected torque command generated in this step ensures that the reaction force generated internally by the system will not trigger positive feedback oscillations when the actuator outputs torque.

[0045] Ultimately, this method successfully moved the resonant peak, which was originally located in the core operating range, out of the commonly used operating frequency band of the active suspension. This means that the system does not need to significantly reduce the bandwidth through low-pass filtering as in traditional technologies, nor does it need to sacrifice dynamic response speed. Thus, while maintaining the high control bandwidth of the active suspension (such as above 75Hz), it completely eliminates the resonance hazard and achieves a dual improvement in force control accuracy and operational stability.

[0046] In some embodiments of this application, the control flow of the electromechanical active suspension starts with a force command. First, the command is preprocessed through a phase angle correction stage. Then, the final torque command is generated by combining the damping coefficient and a multi-objective compensation strategy. Multi-objective compensation is mainly used to offset the effects of system friction and angular acceleration, while phase angle correction specifically addresses the problem of insufficient system stiffness. The motor outputs the corresponding torque according to the corrected torque command, which is then converted into an actual force output. This comprehensive control strategy effectively shifts the force peak backward, avoids system oscillations at specific frequencies, and significantly improves the dynamic stability and control accuracy of the active suspension.

[0047] In some embodiments of this application, reference is made to Figure 2 The electromechanical active suspension actuator specifically includes a permanent magnet synchronous motor 101, a reducer 102, a crank 103, and a connecting rod 104. This specific mechanical structure design forms the physical basis for achieving high-precision force control and rapid dynamic response. Its power transmission and motion conversion process is as follows: after the permanent magnet synchronous motor outputs power, it undergoes reduction and torque amplification by the reducer. Then, the crank converts the rotational motion into a specific form of mechanical motion, which is further transmitted and converted by the connecting rod, thereby realizing the active control function of the suspension system.

[0048] Firstly, permanent magnet synchronous motors (PMSMs), as the power source of the system, possess significant advantages such as high torque density, low moment of inertia, and short electrical time constant. In active suspension applications, road excitation often contains abundant high-frequency components, requiring actuators to output precise force values ​​within a very short time to suppress vehicle vibration. Thanks to its excellent electromagnetic characteristics, the PMSM can quickly respond to control commands from the current loop, providing the system with millisecond-level torque output capability, making it a core component ensuring the high-frequency control bandwidth of active suspension. Simultaneously, its high efficiency also helps reduce overall vehicle energy consumption, aligning with the development needs of new energy vehicles.

[0049] Secondly, the reducer plays a crucial role in torque amplification and impedance matching within the system. Because the suspension system needs to withstand enormous road impact loads and output thousands of Newtons of driving force, direct motor drive alone is often insufficient to meet the force requirements and results in a bulky system. The reducer converts the high-speed, low-torque output from the motor into low-speed, high-torque output through gear ratios. This not only significantly increases the upper limit of the actuator's output force but also reduces the equivalent rotational inertia on the load side when referred to the motor side by the square of the gear ratio. This reduces the impact of load disturbances on the motor's speed stability and improves the system's stiffness and anti-interference capability. Furthermore, the gear meshing stiffness within the reducer is an elastic element that cannot be ignored in the system's dynamics model, directly affecting the high-frequency resonance characteristics.

[0050] Finally, the crank and connecting rod mechanism constitutes the kinematic transformation link that converts rotational motion into linear motion. Active suspension requires the application of vertical linear forces to the wheels or body, while the motor outputs rotational torque. Through geometric constraints, the crank and connecting rod mechanism precisely maps the rotational displacement and torque output by the reducer into the linear displacement and thrust of the pushrod. This design not only achieves the conversion of motion forms but also introduces nonlinear transmission ratio characteristics. Within a specific suspension travel range, a reasonable crank and connecting rod size design can optimize force transmission efficiency, enabling the actuator to achieve better force control resolution under common operating conditions.

[0051] Meanwhile, the connection gaps, member flexibility, and inertial force changes during motion of the mechanism itself are also key mechanical domain factors that must be considered in multiphysics simulation modeling, directly affecting the accuracy of transfer function identification and the effectiveness of subsequent phase compensation strategies. In summary, the organic combination of these four components constructs a complex dynamic system integrating electromechanical and control systems, providing a concrete implementation object and physical carrier for the phase compensation correction method based on transfer function identification proposed in this application.

[0052] In some embodiments of this application, reference is made to Figure 3 The dynamic model of this electromechanical active suspension system mainly consists of a steering knuckle 202, a toe arm 203, an upper control arm 201, a lower control arm 206, a shock absorber 204, and the core electromechanical active suspension system. The power source 205 (including a motor 101 and a reducer 102) drives the lower control arm 206 through a crank 103 and connecting rod 104 mechanism, thereby coordinating with the upper control arm 201, toe arm 203, and steering knuckle 202 to adjust wheel posture. Simultaneously, the shock absorber 204 connects the vehicle body and the lower control arm 206 to suppress vibration. This model aims to study the system's response characteristics and control performance under dynamic conditions by analyzing the kinematic and dynamic coupling relationships between the components.

[0053] In some embodiments of this application, the process of building the system dynamics model in step S100 specifically includes fixing the motor body to the sprung mass of the vehicle body, connecting the connecting rod end to the unsprung mass of the suspension, and establishing the dynamic relationship of torque amplification of the reducer and motion conversion of the crank-connecting rod mechanism. This modeling strategy profoundly reflects the real physical topology and mechanical transmission path of the electromechanical active suspension in the actual vehicle chassis.

[0054] First, the motor body is fixed to the sprung mass of the vehicle body and represented in the model, accurately defining the inertial reference frame of the actuator's power source. During vehicle operation, the vehicle body, as sprung mass, undergoes complex low-frequency, large-amplitude movements such as vertical sway, pitch, and roll. The motor stator's movement with the vehicle body implies that it possesses significant basic mass inertia. Clarifying this boundary condition in the dynamic model allows for precise calculation of the relative motion of the motor rotor relative to the stator, as well as the reaction torque disturbance generated by vehicle body vibration on the motor output shaft. This is crucial for analyzing the system's energy transfer efficiency in the low-frequency range and evaluating the impact of motor mounting point stiffness on control accuracy, avoiding model distortion caused by neglecting the sprung mass motion coupling.

[0055] Secondly, connecting the link end to the unsprung mass of the suspension establishes a direct mechanical interface between the actuator and the road surface excitation. The unsprung mass (such as wheels, brake calipers, and parts of the suspension arms) directly bears the high-frequency random impacts from the road surface, and its dynamic response characteristics are drastically different from those of the vehicle body, exhibiting an extremely high rate of acceleration change. In the model, rigidly or flexibly connecting the link end to this part allows for a realistic simulation of how displacement excitation caused by road surface unevenness is transmitted in reverse through the linkage mechanism to the actuator. This step is crucial for capturing the high-frequency dynamic characteristics of the system because it reveals how external disturbances excite the mechanical resonant modes within the actuator, providing the physical basis for subsequently identifying the source of high-frequency resonant peaks in the transfer function.

[0056] Finally, establishing the dynamic relationship between the torque amplification of the reducer and the motion conversion of the crank-connecting rod mechanism is the core mathematical description for constructing a multi-physics domain coupled model. The reducer is not only a torque amplification component, but its internal gear meshing stiffness, backlash clearance, and friction damping are also important factors leading to nonlinear resonance of the system; while the crank-connecting rod mechanism maps the torque and angular velocity in the rotational domain to the thrust and linear velocity in the linear domain, and this mapping is nonlinear, changing with the suspension travel.

[0057] By precisely establishing the dynamic equations for both in the model, not only is the complete energy conversion chain from electrical energy to mechanical energy and then to suspension force described, but the contribution of the elastic deformation of the transmission chain to the system's phase lag is also quantified. This allows the model to accurately reflect the dynamic delay and amplitude attenuation introduced by the flexibility and nonlinear geometry of the mechanical transmission chain when the actuator outputs force, thus providing a reliable theoretical basis and data support for subsequent precise phase compensation based on the transfer function.

[0058] In some embodiments of this application, step S300, which involves locating the resonant peak frequency band and amplitude gain of the electromechanical active suspension actuator within its core effective bandwidth, specifically includes the following steps.

[0059] Step S310: Identify the abnormal amplitude spike phenomenon of the electromechanical active suspension actuator in the preset high-frequency resonant band.

[0060] In step S310, potential dynamically unstable regions are quickly identified from the complex frequency domain response data. Since the electromechanical active suspension actuator is a complex electromechanical coupling system containing a motor, reducer, and linkage mechanism, its transfer function may have multiple amplitude fluctuation points over a wide frequency band, but not all fluctuations pose a threat to system stability.

[0061] By pre-setting a high-frequency resonant band of interest, the system can filter out normal gain variations in the low-frequency band and noise interference in the ultra-high-frequency band, focusing the analysis on the specific frequency range most likely to induce control oscillations. This step utilizes the significant characteristic of abnormal amplitude spikes to efficiently capture energy accumulation points caused by improper matching of mechanical structure elastic modes or electrical parameters, providing key candidate targets for subsequent accurate determination of resonance risk, and avoiding the waste of computational resources and potential misjudgments caused by blindly searching across the entire frequency band.

[0062] Step S320: When the resonant peak frequency is detected to fall within the range of the first frequency threshold and the corresponding peak amplitude exceeds the first amplitude threshold, it is determined that there is an unstable resonance risk in the frequency band.

[0063] In step S320, a dual threshold constraint mechanism is used to accurately distinguish between harmless system characteristic fluctuations and harmful resonances that truly jeopardize control stability. The mere existence of an amplitude spike does not necessarily mean system instability. Only when such a spike occurs within the first frequency threshold range, which is most sensitive to the force control performance of the active suspension, and its energy intensity (peak amplitude) exceeds the first amplitude threshold that the system can tolerate, is it considered a risk point that must be addressed.

[0064] This step establishes a set of quantitative risk assessment standards: the frequency threshold ensures that the compensation strategy targets critical modes within the core operating bandwidth, preventing overcompensation for non-critical high-frequency noise and sacrificing system bandwidth; the amplitude threshold ensures that the correction mechanism is triggered only when the resonance intensity is sufficient to disrupt the phase margin or cause output distortion. Through this rigorous judgment logic, this application ensures that subsequent phase compensation only applies to genuine stability risks, thereby maximizing the preservation of the high dynamic response performance of the active suspension while ensuring system robustness.

[0065] In some embodiments of this application, the first frequency threshold range is a preset frequency range that covers the unstable resonant frequency band of the system, based on the center frequency of the resonant peak, to ensure that the correction measures can accurately cover and completely eliminate the entire frequency band that causes system instability, rather than just targeting a single frequency point.

[0066] In practical electromechanical active suspension systems, due to the nonlinearity of the mechanical structure, assembly tolerances, and the dispersion of material properties, the resonance phenomenon often does not manifest as an absolutely precise mathematical single frequency point. Instead, it exhibits a frequency band characteristic with a certain width extending to both sides, centered on the center frequency. If the compensation range is too narrow, once the vehicle's operating conditions change or the system parameters drift slightly, the resonant frequency may shift and escape the compensation range, leading to control failure. Conversely, if the range is too wide, it may inadvertently damage the normal frequency band.

[0067] Therefore, setting a preset interval based on the center frequency of the resonant peak and covering the entire unstable resonant frequency band is equivalent to building a protective wall with sufficient safety margin for system stability. This design ensures that no matter how the resonant mode fluctuates within a certain range, the phase compensation stage can continue to function effectively, completely removing the unstable energy accumulation region from the core operating bandwidth of the active suspension, thereby significantly improving the robustness and reliability of the system under complex and variable operating conditions.

[0068] In some embodiments of this application, the first amplitude threshold is set according to the stability margin requirements of the electromechanical active suspension actuator in order to balance the relationship between the dynamic response performance and control stability of the system and avoid unnecessary overcorrection of the system.

[0069] In the control logic of active suspension, not all amplitude fluctuations are harmful. Some slight amplitude spikes may be inherent physical characteristics of the system. As long as they do not exceed the system's stability margin, they will not cause oscillations or runaway. Scientifically setting the first amplitude threshold based on the stability margin requirement is essentially quantifying the system's tolerance limit for resonant interference. When the detected peak amplitude is lower than this threshold, it indicates that the current resonance intensity is still within a controllable range, and the system still has sufficient phase and gain margins to maintain stability. At this point, forcibly performing phase compensation may introduce additional phase lag, unnecessarily sacrificing the system's response speed and control bandwidth.

[0070] Only when the amplitude exceeds this red line calculated based on the stability margin does it mean that the system is on the verge of instability and must be corrected immediately. This adaptive judgment strategy based on the stability margin ensures that the phase compensation technology is only activated when safety is truly at risk, thereby completely eliminating high-risk resonances while preserving the excellent high-frequency dynamic response capability of the electromechanical active suspension to the greatest extent.

[0071] In some embodiments of this application, step S400 involves phase compensation of the transfer function, specifically including the following steps.

[0072] In step S410, the force command is preprocessed through the phase angle correction stage, and the final torque command is generated by combining the damping coefficient and the multi-objective compensation strategy.

[0073] In step S410, the theoretical stability analysis is transformed into a dynamic correction algorithm that can be executed in the actual controller. In the closed-loop control loop of the electromechanical active suspension, the original force command often directly reflects the expected output of the upper controller. However, if it is directly applied to the actuator with resonance, it is very easy to excite mechanical modes and cause oscillation.

[0074] Therefore, this step introduces a phase angle correction stage as a pre-filter to adjust the phase lead or lag of the force command in real time, thereby offsetting the inherent phase lag in the actuator transfer function. More importantly, this step does not simply pursue phase alignment, but innovatively combines a damping coefficient with a multi-objective compensation strategy. The introduction of the damping coefficient is equivalent to injecting virtual damping into the control law, effectively suppressing energy accumulation at the resonant peak and preventing excessive overshoot when the system crosses the resonant frequency. The multi-objective compensation strategy means that the correction process seeks the optimal solution among multiple mutually constraining performance indicators such as phase margin, amplitude attenuation, and bandwidth preservation.

[0075] Through this complex integrated calculation, the final torque command generated not only includes the tracking component of the target force, but also embeds an active suppression component for system dynamic defects, thereby ensuring that the signal input to the motor drive end is a pre-shaped safety command, avoiding the risk of triggering unstable resonance from the source.

[0076] Step S420 involves shifting the resonant peak frequency of the optimized electromechanical active suspension actuator to a preset safe frequency band, and attenuating the peak amplitude to a preset stable amplitude range. The corresponding phase lag is adjusted to a preset phase margin range to meet the robustness requirements of the active suspension control system.

[0077] In step S420, a multi-dimensional safety operating envelope is constructed for the active suspension control system. In complex vehicle dynamics environments, simply eliminating resonance at a specific frequency is often insufficient, as system parameters drift with changes in temperature, wear, and load.

[0078] Therefore, this step sets three key constraints: First, shifting the resonant peak frequency to a preset safe frequency band means that by compensating for changes in the system's equivalent stiffness or inertial characteristics, dangerous modes originally located within the core operating bandwidth are shifted to higher or lower frequency regions that have less impact on suspension performance, thus achieving risk isolation in the frequency domain; Second, requiring the peak amplitude to decay to a stable amplitude range is to ensure that even if the system inevitably passes through the resonant point, its gain will not amplify to the point of destroying closed-loop stability, ensuring sufficient gain margin; Finally, adjusting the phase lag to a preset phase margin range is to maintain the control system's tolerance to high-frequency noise and model uncertainties, preventing system divergence due to excessive phase crossing.

[0079] The simultaneous fulfillment of these three conditions signifies that the actuator transforms from a potential source of oscillation into a controllable dynamic element, greatly enhancing the robustness of the active suspension in the face of random road surface excitations and perturbations of its own parameters, ensuring that the vehicle can provide a smooth and safe ride under various extreme conditions.

[0080] In some embodiments of this application, step S410 of the multi-objective compensation strategy specifically includes the following steps.

[0081] Step S411: Obtain the real-time operating status parameters of the electromechanical active suspension actuator, and construct the friction compensation component and inertia compensation component based on the real-time operating status parameters.

[0082] In step S411, real-time sensing and dynamic calculation provide a precise compensation benchmark to overcome the inherent physical nonlinearity and mechanical characteristics of the system. Since the electromechanical active suspension is not an ideal linear system in actual operation, it inevitably contains frictional forces caused by the transmission mechanism and inertial forces determined by its mass properties. By continuously acquiring real-time operating status parameters such as motor speed and acceleration, the control system can accurately assess the specific magnitude of these disturbance factors under the current operating conditions.

[0083] The friction compensation component, built upon this foundation, aims to quantify and counteract the hindering effects of Coulomb friction and viscous friction on the output force; while the inertia compensation component is constructed to address the reverse resistance torque generated by the system's own rotational inertia during rapid start-stop or high-frequency response. This step transforms the originally invisible and condition-dependent internal disturbances into explicit variables that can be identified and processed by the controller, thus laying a solid data foundation for the subsequent generation of high-precision torque commands.

[0084] Step S412: The friction compensation component and the inertia compensation component are superimposed on the torque command to offset the dynamic error caused by the nonlinear friction force and angular acceleration inertial force inside the electromechanical active suspension actuator.

[0085] In step S412, feedforward control is used to eliminate dynamic tracking errors caused by mechanical and physical characteristics at the source, thereby significantly improving the force control accuracy and response speed of the active suspension. In traditional control architectures, if these internal nonlinear factors are not addressed, the controller often needs to rely on closed-loop feedback to gradually eliminate the resulting steady-state error or phase lag. This not only consumes valuable control bandwidth but may also cause dead zone crawling or overshoot during commutation.

[0086] By directly superimposing pre-calculated friction compensation and inertia compensation components into the basic torque command, it's equivalent to injecting additional driving force sufficient to overcome internal resistance before the actuator actually generates movement. This active cancellation mechanism not only effectively smooths out low-speed vibrations and dead-zone effects caused by nonlinear friction, but also perfectly neutralizes the phase delay caused by inertial forces during high dynamic response. This ensures that the final output torque can follow the upper-level command with high fidelity, guaranteeing that the active suspension exhibits excellent smoothness and precise handling performance under various complex road conditions.

[0087] In some embodiments of this application, the method further includes: step S500, specifically correcting the frequency band where the stiffness of the electromechanical active suspension actuator is insufficient using a phase angle correction stage, which includes the following steps: Step S510: The stiffness feedback value of the current frequency band of the computer-controlled electric active suspension actuator. When the stiffness feedback value is less than the preset stiffness reference value, it is determined that there is insufficient stiffness in the frequency band.

[0088] In step S510, a dynamic stiffness assessment and risk warning mechanism based on physical characteristics is established, which can accurately identify the performance shortcomings of the actuator caused by excessive mechanical flexibility at a specific frequency. In the high-frequency force control process of electromechanical active suspension, the output stiffness of the actuator is not constant, but rather significantly decreases with increasing frequency, increased elastic deformation of the transmission chain, and limitations in control bandwidth. By calculating the stiffness feedback value of the current frequency band in real time and comparing it with the preset stiffness benchmark value, the system is essentially monitoring the actuator's ability to resist external disturbances and maintain force output accuracy.

[0089] Once the stiffness feedback value is detected to be lower than the safety benchmark, it means that the actuator can no longer provide sufficient rigid support within that frequency band. This makes it highly susceptible to excessive elastic deformation under road surface excitation or vehicle body vibration, potentially inducing low-frequency oscillations or force control distortion. This judgment logic transforms the abstract problem of control stability into a specific physical stiffness index, providing a clear triggering basis and target frequency band for subsequent targeted compensation measures. This avoids the waste of resources or interference with normal stiff frequency bands that might result from blind compensation.

[0090] Step S520: Based on the phase angle correction stage, a phase compensation angle is introduced to compensate for the phase lag in the frequency band with insufficient stiffness, so as to improve the equivalent stiffness of the electromechanical active suspension actuator in this frequency band and thus suppress resonance.

[0091] In step S520, the phase lead characteristic in the control algorithm is used to virtually enhance the mechanical stiffness of the system, fundamentally solving the resonant instability problem caused by insufficient physical stiffness. In the principles of dynamics, the stiffness of a system is closely related to the phase characteristics of its response. Phase lag often corresponds to a decrease in energy dissipation and storage capacity, manifested as a softening of stiffness.

[0092] By introducing precisely calculated phase compensation angles within specific frequency bands where stiffness is insufficient, the controller can predict and counteract response delays caused by mechanical elastic deformation in advance, enabling the actuator's output force to resynchronize with displacement or velocity commands in phase. This phase alignment is equivalent to increasing the system's equivalent dynamic stiffness, making the actuator more robust in the face of high-frequency disturbances and effectively resisting the excitation of elastic modes.

[0093] Compared to simply increasing the physical stiffness of the mechanical structure (which often comes with a huge increase in weight and cost), this soft stiffness enhancement strategy based on phase angle correction is not only lightweight but also flexible and adjustable. It can significantly broaden the stable operating bandwidth of the actuator without changing the hardware structure, completely suppress the resonance peaks caused by weak stiffness points, and ensure that the active suspension can maintain excellent force control quality and ride comfort across the entire frequency range.

[0094] In some embodiments of this application, the method further includes: step S600, discretizing the phase-compensated transfer function and generating code that can be directly embedded in the controller to optimize the force control accuracy and operational stability of the electromechanical active suspension actuator, specifically including the following steps: Step S610: The optimized continuous domain transfer function is converted into a discrete domain difference equation.

[0095] In step S610, the ideal control strategy designed in the continuous time domain is transformed into a discrete mathematical model that a digital signal processor can understand and execute. In the actual control system of an electromechanical active suspension, the controller is a digital system operating on a sampling period basis, which cannot directly process continuously changing analog signals or transfer functions. Therefore, it is necessary to use specific discretization methods (such as Tustin transform with pre-distortion compensation or zero-order hold method) to map it into a difference equation about the input and output values ​​at the current time and historical time, while preserving the core frequency characteristics and stability of the original continuous system.

[0096] This process not only bridges the mathematical expression gap between analog and digital controllers, but also effectively eliminates frequency aliasing or phase deviation that may occur during discretization through reasonable sampling period selection and frequency pre-distortion processing. This ensures that the control algorithm can still accurately reproduce the dynamic performance of the continuous domain design in the digital domain, laying a solid algorithmic foundation for subsequent high-precision force control.

[0097] Step S620: Based on automatic code generation technology, the discrete domain difference equation is compiled into embedded executable code and downloaded to the active suspension controller for execution.

[0098] In step S620, standardized engineering methods are used to ensure the real-time performance, reliability, and execution efficiency of the algorithm on embedded hardware. Automatic code generation technology can directly convert abstract difference equations into highly optimized C language or other low-level machine code. This process avoids logical errors or loss of computational accuracy that may be introduced by traditional manual coding, greatly shortening the development cycle and reducing debugging difficulty.

[0099] Once the generated embedded executable code is downloaded to the active suspension controller (such as a DSP or FPGA), it can acquire sensor data in real time at microsecond speeds, perform complex mathematical calculations, and output precise drive commands. This not only allows phase compensation and multi-objective optimization strategies to truly take effect on the electromechanical actuator, but also enables the system to respond in real time to changes in road surface and vehicle attitude fluctuations. Ultimately, it transforms the theoretical algorithmic advantages into superior ride comfort and handling stability in actual vehicle driving, completing a closed loop from design to application.

[0100] In some embodiments of this application, due to the combined effects of multiple physical factors such as motor electromagnetic harmonics, changes in the meshing stiffness of the cycloidal pinwheel reducer, transmission chain modes, and the flexibility of the mounting structure, the active actuator is prone to dynamic characteristic deterioration within its core effective bandwidth. Particularly, abnormally high amplitude resonance peaks appear in the frequency band around 100Hz. This high-frequency resonance not only directly leads to inaccurate force control output but, in severe cases, can also cause system oscillations or even loss of control. To address this industry pain point, existing technologies often employ conservative strategies such as slope limiting to avoid resonance. However, this inevitably compresses the control bandwidth to below 30Hz, severely sacrificing the dynamic response performance of the active suspension. Therefore, this invention aims to improve stability without sacrificing bandwidth.

[0101] In the specific implementation process, a system dynamics model incorporating mechanical, electrical, and control coupling characteristics is first built using the AMESIM multiphysics simulation platform. Then, a full-frequency band test is performed on the system by applying a frequency sweep excitation signal, thereby accurately identifying the system transfer function G(s) between force input and output. (Refer to...) Figure 4 , Figure 4This is a schematic diagram of the identification results of the transfer function before optimization provided in this application. Bode plot analysis based on the identification results shows that the system has a significant resonance peak at a frequency of approximately 75Hz. At this point, the amplitude gain on the amplitude-frequency response curve reaches approximately 4.82dB, while the corresponding phase-frequency response curve has a phase lag of approximately -51.35 degrees at this frequency. This abrupt change in amplitude and drastic phase change at this high frequency clearly indicates that the system exhibits significant unstable resonance phenomena in this frequency band. Without targeted intervention, this resonance point will severely restrict the force control accuracy and operational stability of the system, becoming a core bottleneck limiting high-performance control.

[0102] Based on the precisely identified transfer function characteristics, this embodiment designs a joint optimization scheme for hysteresis series correction. This scheme achieves a performance breakthrough by directionally suppressing resonance spikes and optimizing the system's stability margin. The scheme utilizes a phase compensation stage to correct the transfer function, and combines this with a damping coefficient to generate a torque command after phase angle correction. This successfully moves or significantly attenuates the resonance spikes originally located in the core operating region, thereby completely eliminating resonance risks while fully preserving the 75Hz effective control bandwidth.

[0103] Furthermore, this method discretizes the optimized continuous domain compensation function, enabling it to be directly converted into code executable by the embedded controller. This not only significantly improves the force control accuracy and operational stability of the system, but also ensures the real-time performance and engineering feasibility of the algorithm in a real vehicle environment, perfectly balancing the dual requirements of high dynamic response and high reliability.

[0104] In some embodiments of this application, reference is made to Figure 5 , Figure 5 This is a schematic diagram of the identification results of the optimized transfer function provided in this application. This embodiment demonstrates the significant improvement in the transfer function characteristics of the electromechanical active suspension system after applying the hysteresis series correction joint optimization scheme. By performing Bode plot analysis on the optimized force output and input transfer function G(s), it can be intuitively observed that the dynamic response of the system in the frequency domain has been effectively reshaped. The amplitude-frequency characteristic curve shows that the severe resonance peak originally located in the core operating range has been successfully suppressed and frequency shifted, with its peak amplitude decreasing significantly from approximately 4.82 dB before optimization to approximately 0.68 dB. This means that the energy amplification effect of the system in the high-frequency band has been greatly weakened, fundamentally eliminating the risk of force control inaccuracy caused by mechanical resonance, and creating a stable frequency domain environment for high-precision force control.

[0105] Regarding phase characteristics, the optimized phase-frequency response curve shows a phase lag of approximately -64.83 degrees at 75Hz. This change reflects the enhanced damping characteristics and improved stability margin of the system. Although the phase lag has increased, this is a necessary trade-off for amplitude stability, and the phase change is within a controllable range, not compromising the overall closed-loop stability of the system. More importantly, this phase adjustment, combined with amplitude attenuation, successfully shifts the system's original resonance point out of the range or prevents it from negatively impacting the commonly used operating frequency range. This effectively avoids oscillations caused by the road excitation frequency approaching the system's natural frequency during normal driving, significantly improving the robustness of the active suspension under complex road conditions.

[0106] In summary, this optimization scheme achieves a dual leap in system dynamic stability and force control precision without sacrificing the core advantage of the 75Hz high control bandwidth of the electromechanical active suspension. By shifting the resonant peak backward and significantly reducing its amplitude gain, the system not only avoids the oscillation risk under common operating conditions but also retains a sufficiently wide frequency response range to cope with high-frequency road surface excitation. This strategy based on precise identification and targeted compensation of the transfer function demonstrates its effectiveness in solving the nonlinear resonance problem caused by multi-physics coupling, ensuring that the active suspension maintains both rapid response and extremely high operational stability when executing high-frequency force control commands, fully meeting the stringent requirements of real-world vehicles for high-performance chassis control.

[0107] Secondly, refer to Figure 6 This application provides a phase compensation correction system based on transfer function identification, including a modeling module, an identification module, a positioning module, and a correction module.

[0108] In some embodiments of this application, the modeling module is configured to: build a system dynamics model of an electromechanical active suspension actuator based on a multi-physics domain simulation platform, wherein the multi-physics domain simulation platform is used to couple mechanical, electrical and control physical domains.

[0109] This module utilizes a multi-physics domain simulation platform to uniformly model and deeply integrate the rigid-flexible coupling characteristics of the mechanical domain, the electromagnetic response characteristics of the electrical domain, and the signal processing characteristics of the control domain. This provides a high-fidelity virtual experimental environment for subsequent analysis, ensuring that designers can deeply analyze the interaction mechanism between various physical quantities within the system without relying on expensive real vehicle hardware. This, in turn, guarantees the accuracy and reliability of subsequent identification and compensation strategies.

[0110] In some embodiments of this application, the identification module is configured to: apply a frequency sweep excitation signal to the system dynamics model, and identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator. The transfer function is used to characterize the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain.

[0111] By applying a frequency-sweeping excitation signal covering a wide frequency band to the established system dynamics model, this module excites the dynamic response of the actuator at different frequencies and calculates the transfer function using the correspondence between the acquired force input signal and the force output signal. This process transforms the complex time-domain dynamic equations into a transfer function expression in the frequency domain, intuitively and accurately characterizing the actuator's gain changes and phase hysteresis in the frequency domain, providing crucial data support for discovering high-frequency resonant modes that are difficult to detect in the time-domain waveform.

[0112] In some embodiments of this application, the positioning module is configured to: locate the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth based on the amplitude-frequency and phase-frequency characteristics of the transfer function.

[0113] Based on the identified transfer function, this module analyzes the amplitude-frequency and phase-frequency characteristic curves to accurately detect any abnormal amplitude spikes (resonance peaks) within the core effective bandwidth and assesses the phase margin changes near these frequency points. Accurately locating these specific frequency points that may lead to system oscillations or even runaway, and their severity (amplitude gain), not only reveals how external disturbances excite mechanical resonant modes within the actuator, but also provides precise guidance information for subsequent design of targeted compensation algorithms, avoiding performance losses caused by blind compensation.

[0114] In some embodiments of this application, the correction module is configured to: design a phase compensation stage based on the located resonant peak frequency band and amplitude gain, perform phase compensation on the transfer function in combination with the damping coefficient, generate a torque command after phase angle correction, move the resonant peak out of the commonly used operating frequency band of the active suspension, and eliminate resonance while maintaining the high control bandwidth of the active suspension.

[0115] For the identified resonance peak, this module incorporates a dedicated phase compensation stage and introduces a damping coefficient to correct the transfer function. By altering the phase distribution within a specific frequency band, it increases the system's phase margin and suppresses excessive amplitude amplification. The resulting phase-corrected torque command successfully shifts the resonance peak, originally located in the core operating range, out of the commonly used operating frequency band of the active suspension. This means the system does not require significant bandwidth reduction or sacrifice in dynamic response speed, thus completely eliminating the resonance hazard while maintaining the high control bandwidth of the active suspension. This achieves a dual improvement in force control accuracy and operational stability.

[0116] Furthermore, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the phase compensation correction method based on transfer function identification as described above.

[0117] Furthermore, embodiments of this application provide a computer-readable storage medium storing computer program instructions thereon, which, when executed by a processor, implement the steps of the phase compensation correction method based on transfer function identification as described above.

[0118] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards of the relevant countries and regions. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirects to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data for the proper functioning of the embodiments of this application obtained.

[0119] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0120] Furthermore, although this application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding this application. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of ordinary skill of an engineer. Therefore, those skilled in the art can implement the application set forth in the claims using ordinary skill. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of this application, which is determined by the full scope of the appended claims and their equivalents.

[0121] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0122] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0123] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or, if necessary, processing in a suitable manner, and then stored in computer memory.

[0124] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0125] In the foregoing description of this specification, the reference to terms such as "one embodiment / implementation," "another embodiment / implementation," or "certain embodiments / implementations," etc., indicates that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in an embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0126] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0127] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A phase compensation correction method based on transfer function identification, characterized in that, Includes the following steps: Based on a multi-physics simulation platform, a system dynamics model of an electromechanical active suspension actuator is built. The multi-physics simulation platform is used to couple mechanical, electrical and control physical domains. A frequency sweep excitation signal is applied to the system dynamics model to identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator. The transfer function is used to characterize the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain. Based on the amplitude-frequency and phase-frequency characteristics of the transfer function, the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth are located. Based on the located resonant peak frequency band and amplitude gain, a phase compensation stage is designed. The transfer function is phase-compensated in combination with the damping coefficient to generate a torque command after phase angle correction. The resonant peak is moved out of the commonly used operating frequency band of the active suspension, and the resonance is eliminated while maintaining the high control bandwidth of the active suspension.

2. The phase compensation correction method based on transfer function identification according to claim 1, characterized in that, The electromechanical active suspension actuator specifically includes: a permanent magnet synchronous motor, a reducer, a crank, and a connecting rod; The process of building the system dynamics model specifically includes: fixing the motor body to the sprung mass of the vehicle body, connecting the connecting rod end to the unsprung mass of the suspension, and establishing the dynamic relationship of torque amplification of the reducer and motion conversion of the crank-connecting rod mechanism.

3. The phase compensation correction method based on transfer function identification according to claim 1, characterized in that, The positioning of the resonant peak frequency band and amplitude gain of the electromechanical active suspension actuator within its core effective bandwidth specifically includes: Identify abnormal amplitude spikes in the electromechanical active suspension actuator within a preset high-frequency resonant band; When the detected resonant peak frequency falls within the first frequency threshold range and the corresponding peak amplitude exceeds the first amplitude threshold, it is determined that there is an unstable resonance risk in this frequency band. The first frequency threshold range is a preset frequency range that covers the unstable resonant frequency band of the system, with the resonant peak center frequency as the reference. The first amplitude threshold is set according to the stability margin requirements of the electromechanical active suspension actuator.

4. The phase compensation correction method based on transfer function identification according to claim 1, characterized in that, The phase compensation of the transfer function specifically includes: The force command is preprocessed through a phase angle correction step, and the final torque command is generated by combining the damping coefficient and the multi-objective compensation strategy. The resonant peak frequency of the optimized electromechanical active suspension actuator is shifted to a preset safe frequency band, and the peak amplitude is attenuated to a preset stable amplitude range. The corresponding phase lag is adjusted to a preset phase margin range to meet the robustness requirements of the active suspension control system.

5. The phase compensation correction method based on transfer function identification according to claim 4, characterized in that, The multi-objective compensation strategy specifically includes: Obtain the real-time operating status parameters of the electromechanical active suspension actuator, and construct friction compensation components and inertia compensation components based on the real-time operating status parameters; The friction compensation component and the inertia compensation component are superimposed on the torque command to offset the dynamic error caused by the nonlinear friction force and angular acceleration inertial force inside the electromechanical active suspension actuator.

6. The phase compensation correction method based on transfer function identification according to claim 1, characterized in that, The method further includes: For the frequency band where the stiffness of the electromechanical active suspension actuator is insufficient, a phase angle correction stage is used for targeted correction, specifically including the following steps: Calculate the stiffness feedback value of the electromechanical active suspension actuator in the current frequency band. When the stiffness feedback value is less than the preset stiffness reference value, it is determined that there is insufficient stiffness in the frequency band. The phase compensation angle is introduced based on the phase angle correction stage to compensate for the phase lag in the frequency band with insufficient stiffness, so as to improve the equivalent stiffness of the electromechanical active suspension actuator in this frequency band and thus suppress resonance.

7. The phase compensation correction method based on transfer function identification according to claim 1, characterized in that, The method further includes: The phase-compensated transfer function is discretized to generate code that can be directly embedded in the controller, thereby optimizing the force control accuracy and operational stability of the electromechanical active suspension actuator. This process includes the following steps: The optimized continuous-domain transfer function is converted into a discrete-domain difference equation. The discrete domain difference equations are compiled into embedded executable code using automatic code generation technology and then downloaded to the active suspension controller for execution.

8. A phase compensation correction system based on transfer function identification, characterized in that, include: The modeling module is configured to: build a system dynamics model of an electromechanical active suspension actuator based on a multi-physics simulation platform, wherein the multi-physics simulation platform is used to couple mechanical, electrical and control physical domains; The identification module is configured to: apply a frequency sweep excitation signal to the system dynamics model, and identify the transfer function between the force input signal and the force output signal of the electromechanical active suspension actuator, wherein the transfer function is used to characterize the dynamic response characteristics of the electromechanical active suspension actuator in the frequency domain; The positioning module is configured to: locate the resonant peak frequency band and corresponding amplitude gain of the electromechanical active suspension actuator within the core effective bandwidth based on the amplitude-frequency and phase-frequency characteristics of the transfer function; The correction module is configured to: design a phase compensation stage based on the located resonant peak frequency band and amplitude gain, perform phase compensation on the transfer function in combination with the damping coefficient, generate a torque command after phase angle correction, move the resonant peak out of the commonly used operating frequency band of the active suspension, and eliminate resonance while maintaining the high control bandwidth of the active suspension.

9. An electronic device, comprising: The method includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the phase compensation correction method based on transfer function identification as described in any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon computer program instructions, wherein, When the program instructions are executed by the processor, they implement the steps of the phase compensation correction method based on transfer function identification as described in any one of claims 1 to 7.

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