Vehicle, steel plate spring independent suspension and design method of steel plate spring independent suspension

Abstract

The invention discloses a vehicle, a leaf spring independent suspension and a design method of the leaf spring independent suspension. The design method comprises the steps that a leaf spring non-independent suspension model is constructed; obtaining motion guiding characteristics of the plate spring non-independent suspension model; constructing a steel plate spring independent suspension model; obtaining a first-level target according to the motion guiding characteristic of the plate spring non-independent suspension model; decomposing the whole vehicle performance target to obtain a secondary target; and decomposing the whole vehicle performance target to obtain a three-level target. The steel plate spring independent suspension designed through the design method of the steel plate spring independent suspension has the following technical advantages that the unsprung weight is obviously reduced, the rear axle impact force is effectively reduced, and the high-speed performance and comfort can be obviously improved; (2) the bearing capacity is higher, the energy consumption per unit load mass is lower, and the cost performance is higher; the structure is simple, the transverse space is large, and whole vehicle arrangement is facilitated; and 4) a motor direct drive mode can be adopted, and compared with a plate spring non-independent suspension, the power transmission efficiency is further improved.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicles, and in particular relates to a vehicle, a leaf spring independent suspension and a design method thereof. Background Art

[0002] As the commercial and passenger chassis become more and more popular, the chassis design must take into account the economic efficiency of commercial vehicles and the performance requirements of passenger cars, such as carrying capacity, handling, comfort, etc. In the automobile chassis, the suspension system plays an important role as a component of the automobile chassis.

[0003] At present, the suspension system in the automobile chassis usually adopts leaf spring non-independent suspension and multi-link independent suspension, but the above two suspensions have their own defects:

[0004] 1) Leaf spring non-independent suspension, such as Figure 1 As shown in the figure, 01 is a leaf spring and 02 is a wheel. The above suspension structure causes the left and right wheels of the vehicle to interact with each other, which is prone to vibration and swaying, resulting in a poor riding experience. Especially when driving on the road, the bounce of a single wheel will directly affect the other wheel on the same axle, and the movement trajectory of the tire will be restricted, resulting in poor high-speed performance and comfort of the overall bridge suspension. In addition, the unsprung weight of the vehicle is large, resulting in a large impact force on the rear axle.

[0005] 2) The structure of the multi-link independent suspension is relatively complex, requiring more parts and more sophisticated manufacturing processes; due to the complex structure and large number of parts, the manufacturing cost of the multi-link suspension is relatively high, it occupies more chassis space, and is not suitable for all models.

[0006] Therefore, how to solve the above-mentioned defects is a technical problem that the skilled person in the art needs to solve urgently. Summary of the invention

[0007] In view of this, the purpose of the present invention is to provide a design method for a leaf spring independent suspension, which can not only reduce the unsprung weight of the vehicle, reduce the impact force of the rear axle, and effectively improve the high-speed performance and comfort performance, but also has a simple structure, large lateral space, and is convenient for vehicle layout.

[0008] Another object of the present invention is to provide a leaf spring independent suspension.

[0009] Yet another object of the present invention is to provide a vehicle.

[0010] To achieve the above object, the present invention provides the following technical solutions:

[0011] A design method for a leaf spring independent suspension comprises the following steps:

[0012] S100: Build a leaf spring non-independent suspension model;

[0013] S200: performing a horizontal jumping motion and a rolling motion simulation based on the leaf spring dependent suspension model, and obtaining a motion guidance characteristic of the leaf spring dependent suspension model;

[0014] S300: constructing a leaf spring independent suspension model, wherein the leaf spring independent suspension model includes a leaf spring independent suspension bushing and a leaf spring independent suspension hard point;

[0015] S400: obtaining a primary target from the motion-guided characteristics of the leaf spring dependent suspension model, the primary target including the bushing swing angle of the leaf spring independent suspension, judging whether the primary target satisfies a first preset condition according to the simulation results of the flat jumping motion and the rolling motion of the leaf spring independent suspension, and if so, proceeding to step S500; otherwise, optimizing the hard points of the leaf spring independent suspension and the bushing of the leaf spring independent suspension;

[0016] S500: Decomposing the vehicle performance target to obtain a secondary target, the secondary target includes the change characteristics of flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement, judging whether the secondary target meets the second preset condition according to the simulation results of the flat jump motion and roll motion of the leaf spring independent suspension, and if so, proceeding to step S600; otherwise, optimizing the hard points of the leaf spring independent suspension;

[0017] S600: Decomposing the vehicle performance target into three-level targets, the three-level targets including lateral force loading, longitudinal force loading and restoring moment loading. According to the simulation results of lateral force loading, longitudinal force loading and restoring moment loading, judging whether the three-level targets meet the third preset condition, if so, ending; otherwise, optimizing the leaf spring independent suspension bushing.

[0018] Optionally, the first preset condition is:

[0019] A_i≤factor_i*A_i_Max

[0020] Among them, A_i is the swing angle of the bushing during vehicle movement, factor_i is the safety factor, and A_i_Max is the maximum swing angle of the corresponding bushing.

[0021] Optionally, the bushing swing angle A_i includes a front coiled lug deflection angle A_f_xy, a front coiled lug torsion angle A_f_z, a rear coiled lug deflection angle A_r_xy, a rear coiled lug torsion angle A_r_z, a rocker arm and body mounting bushing deflection angle A_u_xy and a torsion angle A_u_z.

[0022] Optionally, the second preset condition is:

[0023] y1=f(C1,M1)+ε1

[0024] Wherein, y1 is the response variable, and the response variable includes flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement;

[0025] C1 is a controllable factor, which is a hard point linear displacement with high sensitivity;

[0026] M1 is a signal factor, and the signal factor is a roll angle and a wheel jump amount;

[0027] ε1 is the first error value.

[0028] Optionally, the third preset condition is:

[0029] y2=f(C2)+ε2

[0030] Wherein, y2 is the response variable, and the response variable includes lateral flexibility, lateral force toe angle, lateral force camber, self-aligning moment toe angle, longitudinal flexibility and longitudinal force toe angle;

[0031] C2 is a controllable factor, and the controllable factor is the bushing stiffness with higher sensitivity;

[0032] ε2 is the second error value.

[0033] A leaf spring independent suspension, using any one of the above-mentioned leaf spring independent suspension design methods, wherein the leaf spring independent suspension comprises a leaf spring, a steering knuckle and a connecting rod mechanism;

[0034] The leaf spring is arranged at the lower part of the steering knuckle and is perpendicular to the axial direction of the steering knuckle;

[0035] The connecting rod mechanism comprises a first connecting rod and a second connecting rod, wherein the first connecting rod and the second connecting rod are both arranged on the steering knuckle and are arranged up and down with the steering knuckle as the center point.

[0036] Optionally, the first connecting rod and the second connecting rod are staggered in the vertical direction, and the first connecting rod is placed on the inner side of the second connecting rod.

[0037] Optionally, the vertical distance between the first connecting rod and the second connecting rod gradually increases from a direction close to the steering knuckle to a direction away from the steering knuckle.

[0038] Optionally, the first connecting rod and the second connecting rod are both circular tube structures, or square tube structures, and / or,

[0039] The first connecting rod and the second connecting rod are both aluminum castings or stampings.

[0040] A vehicle, comprising a leaf spring independent suspension as described in any one of the above, wherein the leaf spring independent suspension comprises at least two sets and is relatively arranged between two wheels;

[0041] Also includes:

[0042] A subframe, the subframe being arranged between the two sets of the leaf spring independent suspensions;

[0043] A wheel, wherein the steering knuckle is mounted at the center of the wheel;

[0044] A shock absorber assembly is arranged on the steering knuckle and corresponds to the inner side of the leaf spring.

[0045] It can be seen from the above technical solutions that the leaf spring independent suspension designed by the design method of the leaf spring independent suspension disclosed in the embodiment of the present invention has the following technical advantages:

[0046] 1) The unsprung weight of the leaf spring independent suspension disclosed in the embodiment of the present invention is significantly reduced, which effectively reduces the impact force of the rear axle. The two wheels facing each other will not interact with each other, the bounce of a wheel on one side will not affect the wheel on the other side, the movement trajectory of the tire is not restricted, and the high-speed performance and comfort can be significantly improved;

[0047] 2) The leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load, and higher cost-effectiveness;

[0048] 3) Simple structure, large lateral space, convenient for vehicle layout;

[0049] 4) The above-mentioned leaf spring independent suspension can be directly driven by an electric motor, which further increases the power transmission efficiency compared to the leaf spring non-independent suspension. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0051] Figure 1 It is a schematic diagram of the top view of the steel leaf spring non-independent suspension disclosed in the prior art;

[0052] Figure 2 A schematic diagram of the three-dimensional structure of a leaf spring independent suspension provided by an embodiment of the present invention;

[0053] Figure 3A rear view of a leaf spring independent suspension provided by an embodiment of the present invention;

[0054] Figure 4 A top view of a leaf spring independent suspension provided by an embodiment of the present invention;

[0055] Figure 5 A left side view of a leaf spring independent suspension provided by an embodiment of the present invention;

[0056] Figure 6 A right side view of a leaf spring independent suspension provided by an embodiment of the present invention;

[0057] Figure 7 A flow chart of a leaf spring independent suspension design method provided by an embodiment of the present invention;

[0058] Figure 8 A schematic diagram of the angular direction of a bushing provided in an embodiment of the present invention.

[0059] Description of reference numerals:

[0060] 01-leaf spring, 02-wheel,

[0061] 100-leaf spring, 200-steering knuckle, 300-first connecting rod, 400-second connecting rod, 500-shock absorber assembly. DETAILED DESCRIPTION

[0062] In view of this, the core of the present invention is to provide a design method for a leaf spring independent suspension, which can not only reduce the unsprung weight of the vehicle, reduce the impact force of the rear axle, and effectively improve the high-speed performance and comfort performance, but also has a simple structure, large lateral space, and is convenient for vehicle layout.

[0063] Another core of the present invention is to provide a leaf spring independent suspension.

[0064] Another core of the present invention is to provide a vehicle.

[0065] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Please refer to Figures 2 to 8 .

[0066] Please refer to Figure 2 The design method of the leaf spring independent suspension disclosed in the embodiment of the present invention comprises the following steps:

[0067] S100: Build a leaf spring non-independent suspension model;

[0068] S200: Performs horizontal jumping motion and roll motion simulation based on the leaf spring non-independent suspension model, and obtains the motion guidance characteristics of the leaf spring non-independent suspension model;

[0069] S300: Build a leaf spring independent suspension model, which includes a leaf spring independent suspension bushing and a leaf spring independent suspension hard point;

[0070] S400: obtaining a primary target from the motion guidance characteristics of the leaf spring dependent suspension model, wherein the primary target includes the bushing swing angle of the leaf spring independent suspension, judging whether the primary target meets the first preset condition according to the simulation results of the horizontal jumping motion and the rolling motion of the leaf spring independent suspension, and if so, proceeding to step S500; otherwise, optimizing the hard points of the leaf spring independent suspension and the bushing of the leaf spring independent suspension;

[0071] S500: Decomposing the vehicle performance target to obtain the secondary target, the secondary target includes the change characteristics of flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement. According to the simulation results of flat jump and roll motion of the leaf spring independent suspension, it is judged whether the secondary target meets the second preset condition. If it meets the condition, it goes to step S600; otherwise, the hard point of the leaf spring independent suspension is optimized;

[0072] S600: The three-level target is decomposed from the vehicle performance target. The three-level target includes lateral force loading, longitudinal force loading and return moment loading. According to the simulation results of lateral force loading, longitudinal force loading and return moment loading, it is judged whether the three-level target meets the third preset condition. If it meets the third preset condition, the process ends; otherwise, the leaf spring independent suspension bushing is optimized.

[0073] The leaf spring independent suspension designed by the design method of the leaf spring independent suspension disclosed in the embodiment of the present invention has the following technical advantages:

[0074] 1) The unsprung weight of the leaf spring independent suspension disclosed in the embodiment of the present invention is significantly reduced, which effectively reduces the impact force of the rear axle. The two wheels facing each other will not interact with each other, the bounce of a wheel on one side will not affect the wheel on the other side, the movement trajectory of the tire is not restricted, and the high-speed performance and comfort can be significantly improved;

[0075] 2) The leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load, and higher cost-effectiveness;

[0076] 3) Simple structure, large lateral space, convenient for vehicle layout;

[0077] 4) The above-mentioned leaf spring independent suspension can be directly driven by an electric motor, which further increases the power transmission efficiency compared to the leaf spring non-independent suspension.

[0078] As a further embodiment, the first preset condition disclosed in the embodiment of the present invention is:

[0079] A_i≤factor_i*A_i_Max

[0080] Among them, A_i is the swing angle of the bushing during vehicle movement, factor_i is the safety factor, and A_i_Max is the maximum swing angle of the corresponding bushing.

[0081] It should be noted that the bushing swing angle A_i includes the front coiled lug swing angle A_f_xy, the front coiled lug torsion angle A_f_z, the rear coiled lug swing angle A_r_xy, the rear coiled lug torsion angle A_r_z, the rocker arm and body mounting bushing swing angle A_u_xy and torsion angle A_u_z.

[0082] Among them, the letter A represents the angle, i represents the different directions of different bushing positions, f represents the front (direction), r represents the rear (direction), u represents the upper (direction), x represents the x-axis, y represents the y-axis, and z represents the z-axis. For details, please refer to Figure 8 , Figure 8 In the figure, one of the bushings is taken as an example for explanation, Ax and Ay represent the bushing deflection angles, and Az represents the bushing torsion angle.

[0083] As a further embodiment, the second preset condition disclosed in the embodiment of the present invention is:

[0084] y1= f (C1,M1)+ε1

[0085] Among them, y1 is the response variable, which includes flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement;

[0086] C1 is the controllable factor, which is the hard point linear displacement with high sensitivity;

[0087] M1 is the signal factor, which includes the roll angle and wheel jump;

[0088] ε1 is the first error value.

[0089] The specific implementation method of the second preset condition is:

[0090] y1 is an optimal level combination C0 of the selected controllable factor C1, and is designed according to the Taguchi method dynamic system. The requirements of the Taguchi method dynamic system design are: the fluctuation of y1 is as small as possible (reflected by variance); mi is the target value corresponding to the corresponding signal factor M1 when it takes the value mi. Regardless of which mi value M1 takes, C0 can minimize the total fluctuation of the response variable y1 and the response target mi.

[0091] Through statistical analysis principles, the total sum of squares S T Differentiate and finally get the regression sum of squares S β and the error sum of squares S e .

[0092]

[0093] The variance σ when the number of trials is i i 2 The unbiased estimator is:

[0094]

[0095] Dynamic signal-to-noise ratio is expressed in decibels:

[0096]

[0097] As a further embodiment, the third preset condition disclosed in the embodiment of the present invention is:

[0098] y2= f (C2)+ε2, where y2 is the response variable, and the response variables include lateral flexibility, lateral force toe angle, lateral force camber, self-aligning moment toe angle, longitudinal flexibility and longitudinal force toe angle;

[0099] C2 is the controllable factor, and the controllable factor is the bushing stiffness with higher sensitivity;

[0100] ε2 is the second error value.

[0101] The specific implementation method of the third preset condition is:

[0102] Assume that the response variable value follows a normal distribution y~N(μ y ,σ y 2 ), μ y 2 is the signal, σ y 2 is the noise, the original signal-to-noise ratio η=μ y 2 / σ y 2 , the signal-to-noise ratio is expressed in decibels (dB)

[0103] SRN=10lg(μ y / σ y 2 )

[0104] Unbiased estimator and Replace μ y 2 With σ y2 Available

[0105]

[0106] is the statistical mean, is the coefficient of deviation, N is a sufficiently large number, and the simplification yields

[0107]

[0108] The embodiment of the present invention also discloses a leaf spring independent suspension, which adopts the design method of the leaf spring independent suspension device as described above, please refer to Figure 3-Figure 7 The leaf spring independent suspension includes a leaf spring 100 , a steering knuckle 200 and a connecting rod mechanism. The leaf spring 100 is arranged at the lower part of the steering knuckle 200 and is perpendicular to the axial direction of the steering knuckle 200 .

[0109] The connecting rod mechanism includes a first connecting rod 300 and a second connecting rod 400. The first connecting rod 300 and the second connecting rod 400 are both disposed on the steering knuckle 200 and arranged up and down with the steering knuckle 200 as the center point. When the wheel is subjected to a large lateral force, the first connecting rod 300 and the second connecting rod 400 are compressed at the same time to provide sufficient lateral support. When the wheel is subjected to a large rolling moment, the first connecting rod 300 and the second connecting rod 400 are pulled and pressed to resist deformation.

[0110] The leaf spring independent suspension disclosed in the embodiment of the present invention has the following technical advantages:

[0111] 1) The leaf spring independent suspension disclosed in the embodiment of the present invention has a small unsprung weight, the two opposing wheels will not interact with each other, the bouncing of a wheel on one side will not affect the wheel on the other side, the movement trajectory of the tire is not restricted, and the high-speed performance and comfort can be significantly improved;

[0112] 2) The leaf spring independent suspension has a stronger load-bearing capacity, lower energy consumption per unit load, and higher cost-effectiveness;

[0113] 3) Simple structure, large lateral space, convenient for vehicle layout;

[0114] 4) The above-mentioned leaf spring independent suspension can be directly driven by an electric motor, which further increases the power transmission efficiency compared to the leaf spring non-independent suspension.

[0115] As a further embodiment, the first link 300 and the second link 400 disclosed in the embodiment of the present invention are arranged in a staggered manner along the vertical direction, and the first link 300 is placed on the inner side of the second link 400. Such an arrangement can not only control the wheel toe angle characteristic target, but also the skew distribution of the first link 300 and the second link 400 can effectively improve the ability of the steering knuckle to resist the turning moment.

[0116] It should be explained that the inner side refers to a side close to the center of the steering knuckle 200 .

[0117] As a further embodiment, the vertical distance between the first connecting rod 300 and the second connecting rod 400 disclosed in the embodiment of the present invention gradually increases from the direction close to the steering knuckle 200 to the direction away from the steering knuckle 200. In this way, the first connecting rod 300 and the second connecting rod 400 are basically arranged in parallel, and the overall movement is a quadrilateral movement, which can control the Y-direction movement of the wheel and control the camber angle to change less.

[0118] The embodiment of the present invention does not limit the specific structure of the first connecting rod 300 and the second connecting rod 400. As long as the structure meets the use requirements of the present invention, it is within the protection scope of the present invention.

[0119] As one embodiment, the first connecting rod 300 and the second connecting rod 400 disclosed in the embodiment of the present invention may both be circular tube structures or square tube structures. Of course, one may be a circular tube structure and the other may be a square tube structure.

[0120] The first connecting rod 300 and the second connecting rod 400 may both be aluminum castings or stampings.

[0121] An embodiment of the present invention further discloses a vehicle, comprising a leaf spring independent suspension as disclosed in any one of the above embodiments, wherein the leaf spring independent suspension comprises at least two sets and is relatively arranged between two wheels.

[0122] Specifically, the vehicle also includes a subframe, a wheel and a shock absorber assembly 500, wherein the subframe is arranged between two sets of leaf spring independent suspensions, the steering knuckle 200 is installed at the center position of the wheel, and the shock absorber assembly 500 is arranged on the steering knuckle 200 and corresponds to the inner side of the leaf spring 100.

[0123] It should be noted that the leaf spring independent suspension disclosed in the embodiment of the present invention can be arranged on the front wheels of the vehicle, and can also be arranged on the rear wheels of the vehicle.

[0124] It should be explained that the inner side of the leaf spring 100 refers to the side away from the rear end of the vehicle.

[0125] Since the vehicle adopts the leaf spring independent suspension disclosed in the embodiment of the present invention, the vehicle has the technical advantages of the leaf spring independent suspension disclosed in the embodiment of the present invention, and the embodiment of the present invention will not describe them one by one.

[0126] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprises" or any other variation thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0127] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0128] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A design method for a leaf spring independent suspension, characterized in that: The following steps are involved: S100: Build a leaf spring non-independent suspension model; S200: performing a horizontal jumping motion and a rolling motion simulation based on the leaf spring dependent suspension model, and obtaining a motion guidance characteristic of the leaf spring dependent suspension model; S300: constructing a leaf spring independent suspension model, wherein the leaf spring independent suspension model includes a leaf spring independent suspension bushing and a leaf spring independent suspension hard point; S400: obtaining a primary target from the motion-guided characteristics of the leaf spring dependent suspension model, the primary target including the bushing swing angle of the leaf spring independent suspension, judging whether the primary target satisfies a first preset condition according to the simulation results of the flat jumping motion and the rolling motion of the leaf spring independent suspension, and if so, proceeding to step S500; otherwise, optimizing the hard points of the leaf spring independent suspension and the bushing of the leaf spring independent suspension; S500: Decomposing the vehicle performance target to obtain a secondary target, the secondary target includes the change characteristics of flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement, judging whether the secondary target meets the second preset condition according to the simulation results of the flat jump motion and roll motion of the leaf spring independent suspension, and if so, proceeding to step S600; otherwise, optimizing the hard points of the leaf spring independent suspension; S600: Decomposing the vehicle performance target into three-level targets, the three-level targets including lateral force loading, longitudinal force loading and restoring moment loading. According to the simulation results of lateral force loading, longitudinal force loading and restoring moment loading, judging whether the three-level targets meet the third preset condition, if so, ending; otherwise, optimizing the leaf spring independent suspension bushing.

2. The design method of leaf spring independent suspension according to claim 1, characterized in that: The first preset condition is: A_i≤factor_i*A_i_Max Among them, A_i is the swing angle of the bushing during vehicle movement, factor_i is the safety factor, and A_i_Max is the maximum swing angle of the corresponding bushing.

3. The design method of leaf spring independent suspension according to claim 2, characterized in that: The bushing swing angle A_i includes the front coiled lug deflection angle A_f_xy, the front coiled lug torsion angle A_f_z, the rear coiled lug deflection angle A_r_xy, the rear coiled lug torsion angle A_r_z, the rocker arm and the body mounting bushing deflection angle A_u_xy and torsion angle A_u_z.

4. The design method of leaf spring independent suspension according to claim 1, characterized in that: The second preset condition is: y1=f(C1,M1)+ε1 Wherein, y1 is the response variable, and the response variable includes flat jump, roll, toe angle, wheel center lateral displacement and wheel center longitudinal displacement; C1 is a controllable factor, which is a hard point linear displacement with high sensitivity; M1 is a signal factor, and the signal factor is a roll angle and a wheel jump amount; ε1 is the first error value.

5. The design method of leaf spring independent suspension according to claim 1, characterized in that: The third preset condition is: y2=f(C2)+ε2 Wherein, y2 is the response variable, and the response variable includes lateral flexibility, lateral force toe angle, lateral force camber, self-aligning moment toe angle, longitudinal flexibility and longitudinal force toe angle; C2 is a controllable factor, and the controllable factor is the bushing stiffness with higher sensitivity; ε2 is the second error value.

6. A leaf spring independent suspension, using the design method of a leaf spring independent suspension according to any one of claims 1 to 5, characterized in that: The leaf spring independent suspension comprises a leaf spring, a steering knuckle and a connecting rod mechanism; The leaf spring is arranged at the lower part of the steering knuckle and is perpendicular to the axial direction of the steering knuckle; The connecting rod mechanism comprises a first connecting rod and a second connecting rod, wherein the first connecting rod and the second connecting rod are both arranged on the steering knuckle and are arranged up and down with the steering knuckle as the center point.

7. The leaf spring independent suspension according to claim 6, characterized in that: The first connecting rod and the second connecting rod are staggered in a vertical direction, and the first connecting rod is placed inside the second connecting rod.

8. The leaf spring independent suspension according to claim 6, characterized in that: The vertical distance between the first link and the second link gradually increases from a direction close to the steering knuckle to a direction away from the steering knuckle.

9. The leaf spring independent suspension according to claim 6, characterized in that: The first connecting rod and the second connecting rod are both round tube structures, or square tube structures, and / or, The first connecting rod and the second connecting rod are both aluminum castings or stampings.

10. A vehicle, characterized in that: The invention comprises a leaf spring independent suspension as claimed in any one of claims 6 to 9, wherein the leaf spring independent suspension comprises at least two sets and is relatively arranged between two wheels; Also includes: A subframe, the subframe being arranged between the two sets of the leaf spring independent suspensions; A wheel, wherein the steering knuckle is mounted at the center of the wheel; A shock absorber assembly is arranged on the steering knuckle and corresponds to the inner side of the leaf spring.

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