A semi-active suspension based on inertia resonance principle and its control method

Abstract

The invention discloses a semi-active suspension based on the inertia resonance principle and a control method thereof. The semi-active suspension based on the inertia resonance principle comprises: an adjustable inertia container, a controller ECU, an excitation state sensor and a spring I. The unsprung mass is located on the road surface. The upper end of the adjustable inertia container is connected to the sprung mass, and the lower end is connected to the unsprung mass. The upper end of the spring I is also connected to the sprung mass 1, and the lower end is also connected to the unsprung mass. The excitation state sensor is fixed on the unsprung mass and connected to the controller ECU through a controller input signal line. The controller ECU is connected to the adjustable inertia container through a controller output signal line. The control method comprises obtaining the motion state of the unsprung mass and transmitting it to the controller ECU, and the controller ECU adjusts the inertia coefficient of the adjustable inertia container. The invention not only greatly improves the vibration reduction performance of the suspension, but also can solve the problems of temperature rise, many acquisition parameters and large data processing volume existing in the traditional semi-active suspension.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle suspension, and in particular relates to a semi-active suspension based on the inertia-capacitance resonance principle and a control method thereof. Background Art

[0002] Suspension is the general term for the connection and force transmission device between the wheel (or axle) and the body (or frame). Suspension forms include traditional passive suspension and semi-active suspension;

[0003] See attached Figure 1 Traditional passive suspensions all use a structure in which springs and damping shock absorbers are connected in parallel. The vibration reduction principle is as follows: the spring is used for buffering, converting the impact energy into elastic potential energy, and the damping shock absorber converts the impact energy into heat, which is eventually dissipated into the air. However, since the damping shock absorber needs to dissipate all the impact energy, the damping shock absorber generates severe heat in off-road conditions, resulting in frequent problems such as failure of the sealing ring, leakage, and loosening.

[0004] Traditional semi-active suspension mainly controls the magnitude of damping force actively. Its vibration reduction principle is also based on spring buffer energy storage. Damping converts the energy of impact into heat energy. Vehicles that focus on comfort generally adopt a ceiling damping control strategy to reduce the vibration of the sprung mass, and vehicles that focus on handling stability generally adopt a floor damping control strategy to reduce the vibration of the unsprung mass. The comprehensive performance of semi-active suspension is improved compared to passive suspension, but it requires a larger damping force, and the heat generated by damping and the reliability issues such as leakage and looseness caused by it are more prominent. In addition, the active control of the damping force also requires the simultaneous collection of two parameters, namely: the absolute speed of the sprung mass and the relative speed of the sprung and unsprung masses, and the amount of data processing is relatively large.

[0005] Patent 202110264234.7 discloses an inertial capacitance vibration isolation device and design method for simple harmonic displacement excitation, specifically involving an inertial capacitance resonance principle, see attached Figure 2 , a spring and an inertia container are connected in parallel, and the upper ends of the two are connected to the sprung mass 1, and the initial position of the sprung mass 1 is Z(0) = 0 and Under the action of simple harmonic excitation, when When (where ω is the frequency of the simple harmonic excitation, in rad; k is the stiffness of the spring, in N / m; b is the inertia coefficient of the inertia container, in kg), the real-time vibration response Z(t) of the sprung mass 1 is 0, which is independent of the amplitude of the simple harmonic excitation and the sprung mass 1. This phenomenon is the inertia container resonance principle, where It is called the resonant frequency. The use of the inertial capacitance resonance principle can not only completely isolate the influence of simple harmonic excitation, but also fundamentally eliminate the hidden danger of damping heat generation. Summary of the invention

[0006] In view of this, the present invention provides a semi-active suspension based on the inertia-capacitance resonance principle and a control method thereof. Based on the inertia-capacitance resonance principle, not only the vibration reduction performance of the suspension is greatly improved, but also the problems of temperature rise, multiple acquisition parameters, and large data processing volume existing in the traditional semi-active suspension can be solved.

[0007] The present invention is achieved through the following technical solutions:

[0008] A semi-active suspension based on the inertia resonance principle comprises: an adjustable inertia container, a controller ECU, and a spring I;

[0009] The peripherals are: sprung mass, unsprung mass and road surface;

[0010] An adjustable inertia container is an inertia container with an adjustable inertia coefficient;

[0011] The unsprung mass is located on the road surface, the upper end of the adjustable inertia container is connected to the sprung mass, and the lower end is connected to the unsprung mass; the upper end of the spring I is also connected to the sprung mass, and the lower end is also connected to the unsprung mass; the controller ECU is connected to the adjustable inertia container through the controller output signal line, and adjusts the inertia coefficient of the adjustable inertia container according to the real-time motion state of the unsprung mass.

[0012] Furthermore, a semi-active suspension based on the inertia-capacitance resonance principle also includes a damping shock absorber II, wherein the upper end of the damping shock absorber II is connected to the sprung mass, and the lower end of the damping shock absorber II is connected to the unsprung mass.

[0013] Furthermore, a semi-active suspension based on the inertia-capacitance resonance principle further includes an excitation state sensor; the motion state of the unsprung mass is acquired in real time by the excitation state sensor;

[0014] The excitation state sensor is fixed on the unsprung mass and connected to the controller ECU through the controller input signal line to obtain the motion state of the unsprung mass and transmit it to the controller ECU.

[0015] Furthermore, the excitation state sensor adopts an acceleration sensor, a velocity sensor or a displacement sensor.

[0016] A control method for a semi-active suspension based on the inertia-capacitance resonance principle, based on a semi-active suspension based on the inertia-capacitance resonance principle, the specific steps are:

[0017] Step S1: obtaining real-time motion state data of the unsprung mass and transmitting it to the controller ECU;

[0018] Step S2: The controller ECU processes the real-time motion state data to obtain the real-time equivalent frequency ω1 of the unsprung mass excitation on the suspension system, and then calculates the real-time inertia coefficient b1=ω1 according to the inertia-capacitance resonance principle. 2k1, where k1 is the stiffness of spring I;

[0019] Step S3: the controller ECU adjusts the adjustable inertia container in real time according to the real-time inertia coefficient b1 calculated in step S2 to achieve real-time inertia container resonance.

[0020] Furthermore, in step 1, an excitation state sensor is used to obtain real-time motion state data of the unsprung mass.

[0021] Beneficial effects:

[0022] (1) The unsprung mass of the present invention is located on the road surface, the upper end of the adjustable inertia container is connected to the sprung mass, and the lower end is connected to the unsprung mass; the upper end of the spring I is also connected to the sprung mass, and the lower end is also connected to the unsprung mass; the controller ECU is connected to the adjustable inertia container through the controller output signal line, and the inertia coefficient of the adjustable inertia container is adjusted according to the real-time motion state of the unsprung mass. The present invention adopts a semi-active suspension structure of an adjustable inertia container-spring. Since the inertia coefficient of the inertia container can be adjusted, the inertia coefficient can be adjusted in real time to adapt to the random excitation of the suspension by the road surface, so as to realize the inertia container resonance phenomenon and increase the comfort of the vehicle; at the same time, the semi-active suspension structure of the adjustable inertia container-spring does not use a damping shock absorber, so there will be no frequent problems such as failure of the sealing ring due to temperature rise, leakage, and loosening.

[0023] (2) The present invention further includes a damping shock absorber II, the upper end of which is connected to the sprung mass, and the lower end of which is connected to the unsprung mass, i.e., a spring-damping-adjustable inertia semi-active suspension structure. This structure can solve the problem of the unsprung mass frequently hitting the limiter in the semi-active suspension structure using an adjustable inertia container-spring, and can also improve the comfort and reduce the damping coefficient compared to the traditional passive suspension, thereby reducing the risk caused by the temperature increase.

[0024] (3) The excitation state sensor of the present invention is fixed on the unsprung mass and connected to the controller ECU3 through the controller input signal line to obtain the motion state of the unsprung mass and transmit it to the controller ECU. The present invention only needs to fix the excitation state sensor on the unsprung mass to obtain the motion state of the unsprung mass. Compared with the traditional semi-active suspension, which also needs to observe the motion state of the sprung mass, the measurement method and observation means of the present invention are simpler, and the data processing amount is also smaller.

[0025] (4) The present invention also provides a control method for a semi-active suspension based on the inertia-capacitance resonance principle, which specifically comprises the following steps: Step S1: an excitation state sensor obtains real-time motion state data of the unsprung mass and transmits the data to a controller ECU; Step S2: the controller ECU processes the real-time motion state data to obtain a real-time equivalent frequency ω1 of the unsprung mass exciting the suspension system, and then calculates the real-time inertia coefficient b1=ω1 according to the inertia-capacitance resonance principle. 2 k1, where k1 is the stiffness of the spring; step S3: the controller ECU3 adjusts the adjustable inertia container in real time according to the real-time inertia coefficient b1 calculated in step S2 to achieve real-time inertia resonance. The present invention obtains the real-time motion state data of the unsprung mass through the excitation state sensor and transmits it to the controller ECU, and then uses the controller ECU to adjust the inertia coefficient of the adjustable inertia container to achieve real-time inertia resonance, thereby providing a stable support platform for the sprung mass. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is the schematic diagram of the traditional passive suspension

[0027] Figure 2 It is the principle diagram of the inertial capacitor resonance structure;

[0028] Figure 3 It is a schematic diagram of the structure of the spring-adjustable inertia suspension of the present invention;

[0029] Figure 4 It is the structure diagram of spring-damper-inertia passive suspension;

[0030] Figure 5 is the transferability curve between sprung mass and unsprung mass;

[0031] Figure 6 is the vehicle acceleration amplitude-frequency response characteristic curve;

[0032] Figure 7 is the amplitude-frequency response characteristic curve of the wheel relative dynamic load;

[0033] Figure 8 It is the response curve of the relative dynamic stroke amplitude-frequency characteristic of the suspension;

[0034] Fig. 9 is a diagram of a semi-active suspension control method of the present invention;

[0035] Fig.10 It is a schematic diagram of the structure of the spring-damping-adjustable inertia suspension of the present invention;

[0036] Fig.11 is the curve of the vehicle body vibration acceleration changing with damping;

[0037] Among them, 1-sprung mass, 2-adjustable inertia container, 3-controller ECU, 4-excitation state sensor, 5-unsprung mass, 6-road surface, 7-spring I, 8-spring II, 9-controller input signal line, 10-controller output signal line, 11-inertia container, 12-damping shock absorber I, 13-damping shock absorber II. DETAILED DESCRIPTION

[0038] The present invention is described in detail below with reference to the accompanying drawings and embodiments.

[0039] Embodiment 1:

[0040] This embodiment provides a semi-active suspension based on the inertia-capacitance resonance principle. Figure 3 , including: an adjustable inertia container 2, a controller ECU3, an excitation state sensor 4 and a spring I7;

[0041] The peripheral devices are: sprung mass 1, unsprung mass 5 and road surface 6;

[0042] The adjustable inertia container 2 is an inertia container with an adjustable inertia coefficient, having two independent free ends, the force between the two independent free ends is proportional to the relative acceleration, and the inertia coefficient is the ratio of the force between the two independent free ends to the relative acceleration;

[0043] The excitation state sensor 4 may be an acceleration sensor, a velocity sensor or a displacement sensor;

[0044] The unsprung mass 5 is located on the road surface, the upper end of the adjustable inertia container 2 is connected to the sprung mass 1, and the lower end is connected to the unsprung mass 5; the upper end of the spring Ⅰ7 is also connected to the sprung mass 1, and the lower end is also connected to the unsprung mass 5; the excitation state sensor 4 is fixed on the unsprung mass 5, and is connected to the controller ECU3 through the controller input signal line 9 to obtain the motion state of the unsprung mass 5 and transmit it to the controller ECU3; the controller ECU3 is connected to the adjustable inertia container 2 through the controller output signal line 10 to adjust the inertia coefficient of the adjustable inertia container 2.

[0045] Working principle:

[0046] (I) The principle that the inertia-capacitor resonance principle can still be applied to the semi-active suspension system when it is excited by uneven roads: The excitation of the suspension system by uneven roads is a random process with a mean of zero, which can be mathematically equivalent to the superposition of a finite number of simple harmonic waves. Therefore, the inertia-capacitor resonance principle can be applied to the suspension system when it is excited by uneven roads.

[0047] (II) The semi-active suspension system uses the adjustable inertia container 2 and applies the inertia container resonance principle: the road surface is random and uneven, and it sometimes does positive work on the wheels and sometimes does negative work. If the road surface is divided into a finite number of periodic waveforms, the sum of the positive work and negative work done in one period is very small. Therefore, by adjusting the adjustable inertia container 2 to change the kinetic energy stored in the adjustable inertia container 2, the energy deficit in the process of positive or negative work done by the road surface excitation can be filled. The kinetic energy stored in the adjustable inertia container 2, the work done by external excitation, and the elastic potential energy stored in the spring Ⅰ7 can be smoothly converted to achieve the zero response phenomenon of the sprung mass, thereby improving the vibration reduction performance of the suspension system and reducing the reliability risk of the suspension caused by temperature rise during the vibration reduction process.

[0048] (III) Feasibility and advantages of applying the inertia resonance principle to the suspension system:

[0049] See attached Figure 4 Assuming that the spring-damper-inertia passive suspension structure adopts an inertia container 11 with a non-adjustable inertia coefficient and a damping shock absorber I12 with a non-adjustable damping coefficient, the force analysis of the sprung mass 1 and the unsprung mass 5 in the spring-damper-inertia passive suspension structure is carried out, and the motion differential equation of the system is obtained as follows:

[0050]

[0051] Wherein, m2 is the mass of the sprung mass 1; m1 is the mass of the unsprung mass 5; z2 is the displacement of the sprung mass; z1 is the displacement of the unsprung mass 5; K is the stiffness of the spring II8; B is the inertia coefficient of the inertia container 11; c is the damping coefficient of the damping shock absorber I12; K t is the stiffness of the equivalent spring of the unsprung mass 5; q is the random excitation of the road surface.

[0052] Rearranging formula (1) yields:

[0053]

[0054] Performing Laplace transform on formula (2) yields formulas (3) and (4):

[0055] Z2[(m2+B)s 2 +cs+K]=Z1(Bs 2 +cs+K) Formula (3)

[0056] Z1[(m1+B)s 2 +cs+K+K t ]=Z2(Bs 2 +cs+K)+K t q formula (4)

[0057] make:

[0058] A1=Bs 2 +cs+K;

[0059] A2=(m2+B)s 2 +cs+K;

[0060] A3=(m1+B)s 2 +cs+K+K t ;

[0061] Among them, A1, A2 and A3 are transition items;

[0062] According to formula (3), formula (5) can be obtained. The transfer rate G1(s) between the sprung mass 1 and the unsprung mass 5 is:

[0063]

[0064] Let s = jω in formula (5), where Draw the transmissibility curve between the sprung mass 1 and the unsprung mass 5, see Appendix Figure 5 , the transfer rate between the sprung mass 1 and the unsprung mass 5 changes drastically near point D in the figure, and the corresponding horizontal axis excitation frequency at point D is That is, the resonant frequency. When the damping c=0, the ordinate corresponding to the resonant frequency is 0, that is, the transfer rate between the sprung mass 1 and the unsprung mass 5 is 0, that is, the movement of the unsprung mass at this time will not affect the sprung mass, which means that at the resonant frequency, the vibration of the unsprung mass 5 is difficult to be transmitted to the sprung mass, so the inertia resonance principle can be applied.

[0065] In addition, it is known that the evaluation indexes of the suspension system include three indexes: sprung mass acceleration, wheel relative dynamic load, and suspension relative travel. The feasibility of the semi-active suspension combination based on the inertia-capacitance resonance principle in Example 1 will be verified based on the above three indexes:

[0066] 1. Starting from the index of sprung mass acceleration, the feasibility of a semi-active suspension based on the inertia-capacitance resonance principle in Example 1 is verified:

[0067] Step S11: Formula (6) can be obtained by calculating according to formulas (4) and (5). The transfer function G2(s) between Z1 and the road surface random excitation q is:

[0068]

[0069] Step S12: Formula (7) can be obtained by calculating from Formula (5) and Formula (6). The transfer function G3(s) between the sprung mass Z2 and the road random excitation q is:

[0070]

[0071] Step S13: Formula (8) can be obtained by calculating from formula (7): sprung mass acceleration The transfer function H1(s) to the random excitation q of the road surface is

[0072]

[0073] According to formula (8), the vehicle acceleration amplitude-frequency response characteristic curve is drawn. Figure 6 , the acceleration response of the vehicle body changes drastically near point E in the figure, and the corresponding horizontal axis excitation frequency at point E is That is, the resonant frequency. When the damping c = 0, the vertical coordinate vehicle acceleration response corresponding to the resonant frequency is 0, that is, at the resonant frequency, the sprung mass acceleration The vehicle comfort is greatly improved and it is feasible.

[0074] 2. Based on the relative dynamic load of the wheel, the feasibility of the semi-active suspension based on the inertia-capacitance resonance principle in Example 1 is verified:

[0075] The calculation formula of the relative dynamic load Q of the known wheel is:

[0076]

[0077] Among them, F d is the dynamic load of the wheel, G is the static load of the wheel;

[0078] Then, the transfer function H2(s) between the relative dynamic load Q of the wheel and the random excitation q of the road surface is:

[0079]

[0080] Formula (10) combined with formula (6) finally gives

[0081]

[0082] According to formula (11), the amplitude-frequency response characteristic curve of the wheel relative dynamic load is drawn. Figure 7 , the relative dynamic load of the wheel near point M in the figure changes drastically, and the corresponding horizontal axis excitation frequency at point M is That is, the resonant frequency. When the damping c=0, the relative dynamic load response of the wheel on the vertical coordinate at the resonant frequency is significantly reduced, but it does not drop to 0. The wheel will not be at risk of leaving the ground, and the handling stability will not be significantly deteriorated, so it is feasible.

[0083] 3. Based on the relative travel of the suspension, the feasibility of the semi-active suspension based on the inertia-capacitance resonance principle in Example 1 is verified:

[0084] Known suspension relative travel f d The calculation formula is:

[0085] f d =z2-z1 Formula (12)

[0086] The relative travel of the suspension is f d The transfer function H3(s) with the random excitation q of the road surface is:

[0087]

[0088] Formula (13) combined with formula (6) and formula (7) yields:

[0089]

[0090] According to formula (14), the amplitude-frequency characteristic response curve of the relative dynamic stroke of the suspension is drawn. Figure 8 , the relative travel of the suspension near point P in the figure changes drastically, and the corresponding horizontal axis excitation frequency at point P is That is, the resonant frequency. When the damping c = 0, the relative travel of the vertical axis suspension corresponding to the resonant frequency is f d The transfer rate to the random excitation q of the road surface is 1, that is, the relative travel of the suspension is equal to the random excitation q of the road surface, so it is feasible when the random excitation of the road surface is small.

[0091] Embodiment 2:

[0092] This embodiment provides a control method for a semi-active suspension based on the inertia-capacitance resonance principle. Based on the semi-active suspension based on the inertia-capacitance resonance principle in Embodiment 1, see the attached Fig. 9 , the specific steps are:

[0093] Step S1: the excitation state sensor 4 obtains the real-time motion state data of the unsprung mass 5 and transmits it to the controller ECU 3;

[0094] Step S2: The controller ECU3 processes the real-time motion state data to obtain the real-time equivalent frequency ω1 of the unsprung mass 5 exciting the suspension system, and then calculates the real-time inertia coefficient b1=ω1 according to the inertia-capacitance resonance principle. 2 k1, where k1 is the stiffness of spring I7;

[0095] Step S3: the controller ECU3 adjusts the adjustable inertia container 2 in real time according to the real-time inertia coefficient b1 calculated in step S2 to achieve real-time inertia container resonance and provide a stable supporting platform for the sprung mass 1.

[0096] Embodiment 3:

[0097] This embodiment is based on the embodiment 1, a semi-active suspension based on the inertia resonance principle further includes a damping shock absorber II13, see the attached Fig.10 The upper end of the damping shock absorber II13 is connected to the sprung mass 1, and the lower end is connected to the unsprung mass 5.

[0098] The principle of increasing the damping shock absorber II13:

[0099] (1) According to the third point of the working principle (III) in the first embodiment, when the damping is 0, at the resonance frequency, the relative travel of the suspension is equal to the random excitation q of the road surface, and the amplitude increases significantly. Therefore, under the random excitation q of a larger road surface, the unsprung mass 5 will frequently hit the limiter. At this time, the suspension structure using only the adjustable inertia container 2 and the spring I7 is not feasible, so the damping shock absorber II13 is added;

[0100] (2) Feasibility of adding damping shock absorber II13:

[0101] See attached Figure 5 , when the excitation frequency is the resonance frequency and c≠0, the transfer rate between the sprung mass 1 and the unsprung mass 5 is also lower than that when there is no inertia container;

[0102] See attached Figure 6 , when the excitation frequency is the resonant frequency and c≠0, the acceleration response of the vehicle body is significantly reduced compared with the case without inertia container, the acceleration of the vehicle body is significantly suppressed, and the comfort is also improved;

[0103] See attached Figure 7 , when the excitation frequency is the resonance frequency and c≠0, the relative load response of the wheel is slightly lower than that without the inertia container, and the handling stability of the vehicle is better than that without the damping shock absorber;

[0104] See attached Figure 8 When the excitation frequency is the resonance frequency and c≠0, the relative stroke response amplitude of the suspension is smaller than that of the case with no damping shock absorber, so the problem that the unsprung mass 5 will frequently hit the limiter under the random excitation q on a larger road surface can be solved.

[0105] See attached Figure 1 , 10 11, the spring-damping-adjustable inertia suspension and the traditional passive suspension are subjected to time domain dynamic simulation respectively: for the spring-damping-adjustable inertia suspension, the inertia coefficient of the adjustable inertia container 2 is changed in real time to reach the resonant frequency, and then different damping coefficients are changed to obtain the curve I (i.e. Fig.11 From the semi-active curve in Figure 1, we can see that the optimal drag coefficient is 4535N.s / m, and the corresponding acceleration root mean square value is 1.91m / s 2For passive suspension, by changing different damping coefficients, we can obtain the curve II showing the variation of vehicle body vibration acceleration with damping coefficient (i.e. Fig.11 Passive curve in Figure 2), from curve II, we can see that the optimal drag coefficient is 8071N.s / m, and the corresponding acceleration root mean square value is 2.65m / s 2 Compared with the spring-damping-adjustable inertia suspension and the traditional passive suspension, the minimum value of the acceleration root mean square value of the present invention is reduced from 2.65 of the passive suspension to 1.91, and the corresponding damping value is reduced from 8071 to 4535, which can greatly improve the comfort and reduce the harm of damping heat generation at the same time.

[0106] In summary, after adding the damping shock absorber II13, the damping force has the effect of smoothing peaks and filling valleys. On the one hand, although the comfort is reduced compared with the spring-adjustable inertia suspension structure, the problem that the unsprung mass 5 will frequently hit the limiter under the random excitation q on a larger road surface is solved; on the other hand, compared with the passive suspension, the comfort can be greatly improved and the harm of damping heat generation can be reduced at the same time. Therefore, adding the damping shock absorber II13 is a compromise solution and is feasible.

[0107] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A semi-active suspension based on the inertia resonance principle, characterized in that: include: Adjustable inertia container (2), controller ECU (3), spring I (7); The peripherals are: sprung mass (1), unsprung mass (5) and road surface (6); The adjustable inertia container (2) is an inertia container with an adjustable inertia coefficient; The unsprung mass (5) is located on a road surface (6); the upper end of the adjustable inertia container (2) is connected to the sprung mass (1), and the lower end is connected to the unsprung mass (5); the upper end of the spring I (7) is also connected to the sprung mass (1), and the lower end is also connected to the unsprung mass (5); the controller ECU (3) is connected to the adjustable inertia container (2) through a controller output signal line (10), and the inertia coefficient of the adjustable inertia container (2) is adjusted in real time according to the real-time motion state data of the unsprung mass (5), so as to realize real-time inertia container resonance; The semi-active suspension further comprises a damping shock absorber II (13), the upper end of the damping shock absorber II (13) being connected to the sprung mass (1), and the lower end of the damping shock absorber II (13) being connected to the unsprung mass (5); The semi-active suspension further comprises an excitation state sensor (4); the motion state data of the unsprung mass (5) is acquired in real time via the excitation state sensor (4); The excitation state sensor (4) is fixed on the unsprung mass (5) and connected to the controller ECU (3) through a controller input signal line (9) to obtain the motion state data of the unsprung mass (5) and transmit it to the controller ECU (3); The road surface (6) is a random and uneven road surface.

2. A semi-active suspension based on the inertia resonance principle as claimed in claim 1, characterized in that: The excitation state sensor (4) is an acceleration sensor, a velocity sensor or a displacement sensor.

3. A control method for a semi-active suspension based on the inertia-capacitance resonance principle, based on the semi-active suspension based on the inertia-capacitance resonance principle of claim 1 or 2, characterized in that: The specific steps are: Step S1: obtaining real-time motion state data of the unsprung mass (5) and transmitting the data to the controller ECU (3); Step S2: The controller ECU (3) processes the real-time motion state data to obtain the real-time equivalent frequency ω1 of the unsprung mass (5) exciting the suspension system, and then calculates the real-time inertia coefficient b1=ω1 according to the inertia-capacitance resonance principle. 2 k1, where k1 is the stiffness of spring I (7); Step S3: the controller ECU (3) adjusts the adjustable inertia container (2) in real time according to the real-time inertia coefficient b1 calculated in step S2, so as to achieve real-time inertia container resonance.

4. A control method for a semi-active suspension based on the inertia resonance principle as claimed in claim 3, characterized in that: In step 1, an excitation state sensor (4) is used to obtain real-time motion state data of the unsprung mass (5).

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