A leaf spring for an automotive suspension

Abstract

The present invention discloses a leaf spring for an automotive suspension, belonging to the technical field of vibration damping devices. The leaf spring includes: a leaf spring group and a transmission assembly. Both ends of the leaf spring group are connected to the vehicle frame, and the middle part is connected to the vehicle axle. One end of the transmission assembly is connected to the middle part of the leaf spring group, and the other end is connected to the vehicle frame. When the vehicle axle applies a lateral force to the leaf spring group, the transmission assembly transfers the lateral force received by the leaf spring group from the middle part to the vehicle frame. By transferring the lateral force received by the leaf spring group from the middle part to the vehicle frame through the transmission assembly, the present invention can effectively reduce the lateral impact received by the end of the leaf spring, reduce the lateral wear of the leaf spring, and solve the problem that in the prior art, when the vehicle starts, the lateral impact force received by the leaf spring is quickly concentrated at the end of the leaf spring, resulting in large lateral wear or even fracture at the end of the leaf spring.

Description

Technical Field

[0001] The present invention belongs to the technical field of vibration damping devices, and specifically relates to a leaf spring for an automobile suspension. Background Art

[0002] When developing the leaf spring suspension of an automobile, it is found that the current research and development direction of leaf spring technology is to reduce the vertical wear at the end caused by vehicle bumps. However, some vehicles with fast starts output instantaneous torque much higher than that of traditional internal combustion engines when starting, and there are problems such as Figure 7 and 8 As shown, the speed of increase in the lateral force received by the leaf spring during vehicle start-up is relatively fast, causing the lateral impact force received by the leaf spring to quickly concentrate on the end of the leaf spring, resulting in relatively large lateral wear or even fracture at the end of the leaf spring.

[0003] Therefore, it is necessary to provide a leaf spring that can reduce the lateral impact received by the end of the leaf spring to reduce the lateral wear of the leaf spring and is suitable for an automobile suspension. Summary of the Invention

[0004] Object of the Invention: To provide a leaf spring for an automobile suspension to solve the above problems existing in the prior art.

[0005] Technical Solution: A leaf spring for an automobile suspension includes: a leaf spring group, whose two ends are connected to the vehicle frame and the middle part is connected to the vehicle axle.

[0006] A transmission component, one end of which is connected to the middle part of the leaf spring group and the other end is connected to the vehicle frame.

[0007] When the vehicle axle applies a lateral force to the leaf spring group, the transmission component transfers the lateral force received by the leaf spring group from its middle part to the vehicle frame.

[0008] In a further embodiment, the transmission component includes: a leaf spring connecting piece, connected above the middle part of the leaf spring group, and a transmission groove is formed in the middle part thereof, and the transmission groove extends a predetermined distance towards the vehicle frame.

[0009] A transmission member, one end of which is connected to the transmission groove of the leaf spring connecting piece and the other end is connected to the vehicle frame.

[0010] The transmission member has a predetermined angle with the extension direction of the transmission groove of the leaf spring connecting piece, and the transmission member abuts against the inner wall of the transmission groove of the leaf spring connecting piece, solving the problem that the vertical shock absorption ability is reduced due to directly fixing the middle part of the leaf spring group to the vehicle frame in the conventional design idea of the prior art.

[0011] In a further embodiment, the transmission groove includes: a first groove portion provided at one end of the leaf spring connecting member close to the leaf spring group, which is an arc-shaped groove extending from the end of the leaf spring group towards the middle thereof with the connection end of the leaf spring connecting member and the vehicle frame as the center of the circle.

[0012] A second groove portion communicating with the end of the first groove portion far from the leaf spring group, which is a vertical groove extending in the vertical direction towards the vehicle frame.

[0013] A third groove portion communicating with the end of the second groove portion far from the first groove portion, which is an arc-shaped groove extending from the middle of the leaf spring group towards the end thereof with the connection end of the leaf spring connecting member and the vehicle frame as the center of the circle.

[0014] When the vehicle is stationary, the end of the transmission member is located in the second groove portion, solving the problem of limiting the arc displacement of the leaf spring group by the transmission member.

[0015] In a further embodiment, the transmission groove is an 8-shaped groove with the width at both ends greater than that in the middle.

[0016] When the vehicle is stationary, the end of the transmission member is located in the middle of the transmission groove, solving the problem of limiting the arc displacement of the leaf spring group by the transmission member.

[0017] In a further embodiment, a plurality of stepped through holes are formed at the top of the leaf spring group, and the aperture of the stepped through hole at the end far from the leaf spring connecting member is larger than that at the end close to the leaf spring connecting member.

[0018] A plurality of mounting through holes are formed at the bottom end of the leaf spring connecting member, and the mounting through holes are coaxially matched with the stepped through holes.

[0019] The transmission assembly includes: a mounting screw, which includes a polygonal portion received in the stepped through hole, a smooth shaft portion connected to the polygonal portion and passing through the leaf spring group and the leaf spring connecting member, and a threaded portion connected to the smooth shaft portion and extending towards the vehicle frame.

[0020] A mounting nut screwed to the threaded portion of the mounting screw. By making the portion of the mounting screw located in the leaf spring group and the leaf spring connecting member be the smooth shaft portion, it can avoid the screw being locked in the leaf spring and can separate the leaf spring connecting member from the leaf spring group during maintenance.

[0021] In a further embodiment, the transmission assembly further includes: a plurality of flexible sleeves sleeved on the smooth shaft portion of the mounting screw, and the outer wall thereof abuts against the inner wall of the stepped through hole or the mounting through hole.

[0022] A plurality of rigid sleeves sleeved on the smooth shaft portion of the mounting screw, and the outer wall thereof abuts against the inner wall of the stepped through hole or the mounting through hole.

[0023] The flexible sleeves and the rigid sleeves are arranged alternately along the extending direction of the optical axis part of the mounting screws. Through the alternately arranged flexible sleeves and rigid sleeves, when the reed group makes an arc displacement, the deformation of the flexible sleeves can be used to offset the angular change of the reed group. When the reed group is subjected to a lateral force, the lateral force can be transmitted to the mounting screws through the rigid sleeves in the stepped through-holes, and then the mounting screws transmit the lateral force to the rigid sleeves in the mounting through-holes, solving the problem of wear clearance caused by repeated angular friction between the inner wall of the stepped through-hole and the optical axis part of the mounting screws, and improving the transmission efficiency of the lateral force.

[0024] In a further embodiment, a rigid sleeve is provided at the junction of the stepped through-hole and the mounting through-hole and abuts against the inner walls of both the stepped through-hole and the mounting through-hole simultaneously.

[0025] The relative position between the reed group and the leaf spring connecting piece can be ensured through the rigid sleeve, preventing dislocation.

[0026] Beneficial effects: The present invention discloses a leaf spring for an automotive suspension. By means of a transmission assembly, the lateral force received by the reed group is transmitted from the middle part thereof to the vehicle frame, which can effectively reduce the lateral impact received by the end part of the leaf spring, reduce the lateral wear of the leaf spring, and solve the problem in the prior art that when the vehicle starts, the lateral impact force received by the leaf spring is quickly concentrated on the end part of the leaf spring, resulting in relatively large lateral wear or even fracture of the end part of the leaf spring. Description of the Drawings

[0027] Figure 1 is the assembly schematic diagram of the present invention.

[0028] Figure 2 is the schematic diagram of an embodiment of the present invention where both ends of the transmission groove are arc-shaped grooves.

[0029] Figure 3 is the schematic diagram of an embodiment of the present invention where the transmission groove is an 8-shaped groove.

[0030] Figure 4 is the schematic diagram of an embodiment of the present invention where the transmission assembly includes mounting screws, mounting nuts, flexible sleeves and rigid sleeves.

[0031] Figure 5 is the schematic diagram of the force on the end part of the reed group in the prior art without a transmission assembly.

[0032] Figure 6 is the schematic diagram of the force on the middle part and the end part of the reed group with a transmission assembly.

[0033] Figure 7 is the schematic diagram of the force curve on the end part of the reed group in the prior art internal combustion engine vehicle without a transmission assembly.

[0034] Figure 8It is a schematic diagram of the force curve at the end of the leaf spring group when some vehicles with a relatively fast start in the prior art do not have a transmission component.

[0035] Figures 1 to 8 The reference numerals shown are: 1. Leaf spring group; 2. Transmission component; 21. Leaf spring connecting piece; 22. Transmission piece; 23. Mounting screw; 24. Mounting nut; 25. Rigid sleeve; 26. Flexible sleeve; 211. First groove part; 212. Second groove part; 213. Third groove part; 214. Figure-eight groove. Specific embodiments

[0036] In the following description, a large number of specific details are given to provide a more thorough understanding of the present invention. However, it is obvious to those skilled in the art that the present invention can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present invention, some technical features well known in the art are not described.

[0037] The present invention discloses a leaf spring applicable to an automobile suspension, which can reduce the lateral impact received by the end of the leaf spring to reduce the lateral wear of the leaf spring.

[0038] An automobile suspension includes: an elastic element, a guiding mechanism, and a shock absorber, wherein the elastic element is the leaf spring improved in the present application.

[0039] The leaf spring includes: a leaf spring group 1 and a transmission component 2.

[0040] Both ends of the leaf spring group 1 are connected to the vehicle frame, and the middle part is connected to the vehicle axle. The leaf spring group 1 is composed of several leaf springs. In Figure 1 the illustrated embodiment, the leaf spring group 1 is composed of a single leaf spring made of a composite material, and the number of leaf springs can be increased according to the vehicle weight. The two ends of the leaf spring are provided with ear ends connected to the vehicle frame, and a buckle plate is provided in the middle part. In Figure 1 the illustrated embodiment, in order to highlight the structure of the present application, the guiding mechanism and the shock absorber of the automobile suspension are hidden, the connection structure part between the leaf spring group 1 and the vehicle frame is hidden, and the vehicle axle is hidden.

[0041] One end of the transmission component 2 is connected to the middle part of the leaf spring group 1, and the other end is connected to the vehicle frame.

[0042] When the vehicle axle applies a lateral force to the leaf spring group 1, the transmission component 2 transmits the lateral force received by the leaf spring group 1 from the middle part to the vehicle frame.

[0043] Working principle: By transmitting the lateral force received by the leaf spring group 1 from the middle part to the vehicle frame through the transmission component 2, the lateral impact received by the end of the leaf spring can be effectively reduced, and the lateral wear of the leaf spring is reduced.

[0044] In a further embodiment, since the frame of an electric vehicle needs to be provided with a drive motor and a battery, the available internal space is relatively small. If the transmission assembly 2 is arranged on the side of the leaf spring group 1, there will be a problem that the internal space of the frame of the electric vehicle is occupied, resulting in a relatively large modification to the existing electric vehicle.

[0045] In the conventional design idea of the prior art, the middle part of the leaf spring group 1 is directly fixed to the frame of the vehicle. When the vehicle bumps, in addition to using the friction between the leaf springs for shock absorption, the leaf spring group 1 will also use the vertical displacement generated by its elastic deformation for shock absorption. Therefore, the conventional design idea has the problem of reducing the vertical displacement of the lateral leaf springs, resulting in a reduction in its vertical shock absorption ability.

[0046] To solve the above problems, the transmission assembly 2 includes: a leaf spring connecting piece 21 and a transmission piece 22.

[0047] The leaf spring connecting piece 21 is connected above the middle part of the leaf spring group 1. A transmission groove is provided in the middle thereof, and the transmission groove extends a predetermined distance towards the frame of the vehicle. The leaf spring connecting piece 21 can be a structure with a mounting seat at the bottom end and two transmission plates at the top end as shown in Figure 1 and 2 or a structure with two mounting seats and two transmission plates. At this time, as shown in Figure 1 and 2 the end part of the transmission piece 22 is a structure with abutting parts extending towards both ends thereof.

[0048] The leaf spring connecting piece 21 can also be a structure with a mounting seat at the bottom end and a transmission plate at the top end. At this time, the end part of the transmission piece 22 is in a fork-shaped structure and is connected to the leaf spring connecting piece 21.

[0049] One end of the transmission piece 22 is connected to the transmission groove of the leaf spring connecting piece 21, and the other end is connected to the frame of the vehicle.

[0050] There is a predetermined angle between the extending direction of the transmission piece 22 and the transmission groove of the leaf spring connecting piece 21, and the transmission piece 22 abuts against the inner wall of the transmission groove of the leaf spring connecting piece 21.

[0051] Working principle: When a lateral force is applied to the leaf spring group 1 by the axle of the vehicle, through the abutment between the transmission piece 22 and the inner wall of the transmission groove of the leaf spring connecting piece 21, and the predetermined angle between the extending direction of the transmission piece 22 and the transmission groove of the leaf spring connecting piece 21, the lateral force can be transmitted from the middle part of the leaf spring group 1 to the frame.

[0052] By connecting the leaf spring connecting piece 21 above the middle part of the leaf spring group 1, it is possible to avoid the problem that the internal space of the frame of the vehicle is occupied, resulting in a relatively large modification to the existing vehicle.

[0053] When the vehicle jolts and the leaf spring group 1 undergoes a vertical displacement, the transmission groove of the leaf spring connecting piece 21 can prevent the transmission piece 22 from exerting a vertical force on the leaf spring group 1, avoiding the vertical limit on the leaf spring group 1, ensuring the vertical shock absorption ability of the leaf spring group 1, and solving the problem of reduced vertical shock absorption ability caused by directly fixing the middle part of the leaf spring group 1 to the vehicle frame in the conventional design idea of the prior art.

[0054] In a further embodiment, in the prior art, when the vehicle jolts, in addition to using the friction between the leaf springs for shock absorption, the leaf spring group 1 also uses the vertical displacement generated by its elastic deformation for shock absorption. When the leaf spring group 1 undergoes a vertical displacement, the leaf spring group 1 makes an arc displacement, that is, the middle part of the leaf spring group 1 undergoes a vertical displacement and its two ends rotate. During this process, if the transmission groove only extends in the vertical direction towards the vehicle frame, it will limit the arc displacement of the leaf spring group 1 during the arc displacement of the leaf spring group 1, resulting in a reduction in the shock absorption effect of the leaf spring group 1. However, directly setting the transmission groove according to the arc displacement of the leaf spring group 1 will cause a problem that when the vehicle starts, the transmission rod guides the leaf spring group 1 during the transmission of the lateral force, causing the leaf spring group 1 to undergo an arc displacement during the process of receiving a large lateral force at the end, resulting in vehicle vibration.

[0055] To solve the above problems, the transmission groove includes: a first groove portion 211, a second groove portion 212, and a third groove portion 213.

[0056] The first groove portion 211 is provided at one end of the leaf spring connecting piece 21 close to the leaf spring group 1. As shown in the embodiment, the first groove portion 211 is an arc-shaped groove centered on the connection end of the leaf spring connecting piece 21 and the vehicle frame and extending from the end of the leaf spring group 1 towards its middle. Figure 2 As shown in the embodiment, the first groove portion 211 is an arc-shaped groove centered on the connection end of the leaf spring connecting piece 21 and the vehicle frame and extending from the end of the leaf spring group 1 towards its middle.

[0057] The second groove portion 212 is communicated with the end of the first groove portion 211 far from the leaf spring group 1. As shown in the embodiment, the second groove portion 212 is a vertical groove extending in the vertical direction towards the vehicle frame. Figure 2 and 3 As shown in the embodiment, the second groove portion 212 is a vertical groove extending in the vertical direction towards the vehicle frame.

[0058] The third groove portion 213 is communicated with the end of the second groove portion 212 far from the first groove portion 211. As shown in the embodiment, the third groove portion 213 is an arc-shaped groove centered on the connection end of the leaf spring connecting piece 21 and the vehicle frame and extending from the middle of the leaf spring group 1 towards its end. Figure 2 As shown in the embodiment, the third groove portion 213 is an arc-shaped groove centered on the connection end of the leaf spring connecting piece 21 and the vehicle frame and extending from the middle of the leaf spring group 1 towards its end.

[0059] When the vehicle is stationary, the end of the transmission piece 22 is located in the second groove portion 212. In order to show the shape relationship of the first groove portion 211, the second groove portion 212, and the third groove portion 213 more clearly, so in Figure 2 and Figure 6In the illustrated embodiment, the lengths, widths, and radian measures of the first slot portion 211, the second slot portion 212, and the third slot portion 213 have all been magnified.

[0060] Principle of operation: When the vehicle starts and the axle of the vehicle applies a lateral force to the reed group 1, through the abutment of the transmission member 22 against the inner wall of the second slot portion 212 of the leaf spring connecting member 21, and a predetermined angle existing between the extending direction of the transmission slot of the transmission member 22 and the leaf spring connecting member 21, the lateral force can be transmitted from the middle of the reed group 1 to the vehicle frame.

[0061] When the vehicle jolts and the reed group 1 moves upward, the end of the transmission member 22 enters the first slot portion 211 from the second slot portion 212. When the vehicle jolts and the reed group 1 moves downward, the end of the transmission member 22 enters the third slot portion 213 from the second slot portion 212. The lateral force exerted on the reed group 1 during vehicle jolting is transmitted from the middle of the reed group 1 to the vehicle frame within the first slot portion 211 and the third slot portion 213, solving the problem of the transmission member 22 limiting the arc displacement of the reed group 1.

[0062] In a further embodiment, as Figure 3 shown, the transmission slot is an 8-shaped slot 214 with widths at both ends greater than the width at the middle.

[0063] When the vehicle is stationary, the end of the transmission member 22 is located within the middle of the transmission slot. In Figure 3 the illustrated embodiment, the two ends of the transmission slot are circular, which can also facilitate the one-time machining and forming of the transmission slot.

[0064] Principle of operation: When the vehicle starts and the axle of the vehicle applies a lateral force to the reed group 1, through the abutment of the transmission member 22 against the middle inner wall of the leaf spring connecting member 21, and a predetermined angle existing between the extending direction of the transmission slot of the transmission member 22 and the leaf spring connecting member 21, the lateral force can be transmitted from the middle of the reed group 1 to the vehicle frame.

[0065] When the vehicle jolts and the reed group 1 makes an arc displacement, the end of the transmission member 22 is located at both ends of the transmission slot. Since the widths of the ends of the transmission slot are greater than the width at the middle, the end of the transmission member 22 does not abut against the inner wall of the ends of the transmission slot, solving the problem of the transmission member 22 limiting the arc displacement of the reed group 1.

[0066] In a further embodiment, in the prior art, a threaded hole is usually drilled in the leaf spring, and then the leaf spring connecting member 21 is installed on the reed group 1 using a screw. When the vehicle jolts and the reed group 1 undergoes a vertical displacement, the reed group 1 makes an arc displacement, that is, the middle of the reed group 1 undergoes a vertical displacement while its two ends rotate. During this process, the threaded hole will be bent, squeezing the thread of the screw, locking the screw in the leaf spring, and there is a problem that the screw cannot be removed during maintenance and only the entire reed group 1 can be replaced.

[0067] To solve the above problems, a plurality of stepped through-holes are formed at the top end of the reed group 1, and the aperture of the stepped through-hole at the end away from the leaf spring connecting member 21 is larger than the aperture at the end close to the leaf spring connecting member 21.

[0068] A plurality of mounting through-holes are formed at the bottom end of the leaf spring connecting member 21, and the mounting through-holes are coaxially fitted with the stepped through-holes.

[0069] The transmission assembly 2 includes: a mounting screw 23 and a mounting nut 24.

[0070] The mounting screw 23 includes a polygonal portion received in the stepped through-hole, a smooth shaft portion connected to the polygonal portion and passing through the reed group 1 and the leaf spring connecting member 21, and a threaded portion connected to the smooth shaft portion and extending toward the vehicle frame.

[0071] The mounting nut 24 is screwed to the threaded portion of the mounting screw 23.

[0072] By making the portion of the mounting screw 23 located in the reed group 1 and the leaf spring connecting member 21 be the smooth shaft portion, it is possible to avoid the screw being locked in the leaf spring and to separate the leaf spring connecting member 21 from the reed group 1 during maintenance.

[0073] In a further embodiment, when the reed group 1 makes an arc displacement, the inner wall of the stepped through-hole will have repeated angular friction with the smooth shaft portion of the mounting screw 23, and there is a problem that the inner wall of the stepped through-hole and the smooth shaft portion are worn to generate a gap, resulting in low transmission efficiency of the lateral force.

[0074] To solve the above problems, the transmission assembly 2 further includes: a plurality of flexible sleeves 26 and a plurality of rigid sleeves 25.

[0075] The flexible sleeve 26 is sleeved on the smooth shaft portion of the mounting screw 23, and its outer wall abuts against the inner wall of the stepped through-hole or the mounting through-hole. The material of the flexible sleeve 26 is preferably rubber material after vulcanization treatment, and it can utilize its strong support to ensure the relative position of the rigid sleeve 25.

[0076] The rigid sleeve 25 is sleeved on the smooth shaft portion of the mounting screw 23, and its outer wall abuts against the inner wall of the stepped through-hole or the mounting through-hole. The material of the rigid sleeve 25 can be stainless steel or copper or low-carbon steel with a chromium-plated surface. Taking advantage of its lower surface roughness, it is convenient to be inserted into the stepped through-hole or the mounting through-hole.

[0077] The flexible sleeve 26 and the rigid sleeve 25 are alternately arranged along the extending direction of the smooth shaft portion of the mounting screw 23.

[0078] Through the alternately arranged flexible sleeve 26 and rigid sleeve 25, when the reed group 1 makes an arc displacement, the deformation of the flexible sleeve 26 can be used to offset the angular change of the reed group 1. When the reed group 1 is subjected to a lateral force, the lateral force can be transmitted to the mounting screw 23 through the rigid sleeve 25 in the stepped through-hole, and then the mounting screw 23 transmits the lateral force to the rigid sleeve 25 in the mounting through-hole, solving the wear gap caused by the repeated angular friction between the inner wall of the stepped through-hole and the optical axis part of the mounting screw 23, and improving the transmission efficiency of the lateral force.

[0079] In a further embodiment, if the flexible sleeve 26 is arranged at the junction of the stepped through-hole and the mounting through-hole, when the reed group 1 makes an arc displacement, there is a problem that the reed group 1 is misaligned with the leaf spring connecting member 21.

[0080] To solve the above problem, a rigid sleeve 25 is arranged at the junction of the stepped through-hole and the mounting through-hole and abuts against the inner walls of both the stepped through-hole and the mounting through-hole at the same time.

[0081] In this embodiment, the material of the rigid sleeve 25 is preferably copper, and its relatively high plasticity among metal materials can be used to avoid fracture, solving the problem that other materials with lower plasticity are prone to fracture when subjected to a large shear force between the reed group 1 and the leaf spring connecting member 21.

[0082] The relative position between the reed group 1 and the leaf spring connecting member 21 can be ensured through the rigid sleeve 25, avoiding misalignment therebetween.

Claims

1. A leaf spring for an automotive suspension, characterized in that, Comprising: A leaf spring group (1), with both ends connected to the vehicle frame and the middle part connected to the vehicle axle; A transmission assembly (2), with one end connected to the middle part of the leaf spring group (1) and the other end connected to the vehicle frame; When a lateral force is applied to the leaf spring group (1) by the vehicle axle, the transmission assembly (2) transfers the lateral force received by the leaf spring group (1) from its middle part to the vehicle frame; Wherein, the transmission assembly (2) includes: A leaf spring connecting piece (21), connected above the middle part of the leaf spring group (1), with a transmission groove opened in the middle part, and the transmission groove extends a predetermined distance towards the vehicle frame; A transmission part (22), with one end connected to the transmission groove of the leaf spring connecting piece (21) and the other end connected to the vehicle frame; There is a predetermined angle between the extending direction of the transmission part (22) and the transmission groove of the leaf spring connecting piece (21), and the transmission part (22) abuts against the inner wall of the transmission groove of the leaf spring connecting piece (21); The transmission groove includes: A first groove part (211), arranged at one end of the leaf spring connecting piece (21) close to the leaf spring group (1), which is an arc-shaped groove with the connection end of the leaf spring connecting piece (21) and the vehicle frame as the center of the circle, extending from the end of the leaf spring group (1) towards its middle part; A second groove part (212), communicated with the end of the first groove part (211) far from the leaf spring group (1), which is a vertical groove extending vertically towards the vehicle frame; A third groove part (213), communicated with the end of the second groove part (212) far from the first groove part (211), which is an arc-shaped groove with the connection end of the leaf spring connecting piece (21) and the vehicle frame as the center of the circle, extending from the middle part of the leaf spring group (1) towards its end; When the vehicle is stationary, the end of the transmission part (22) is located in the second groove part (212).

2. The leaf spring for an automotive suspension according to claim 1, wherein A plurality of stepped through holes are opened at the top end of the leaf spring group (1), and the aperture of the stepped through hole at the end far from the leaf spring connecting piece (21) is larger than that at the end close to the leaf spring connecting piece (21); A plurality of installation through holes are opened at the bottom end of the leaf spring connecting piece (21), and the installation through holes are coaxially matched with the stepped through holes; The transmission assembly (2) includes: An installation screw (23), which includes a multi-faceted part received in the stepped through hole, a smooth shaft part connected to the multi-faceted part and passing through the leaf spring group (1) and the leaf spring connecting piece (21), and a threaded part connected to the smooth shaft part and extending towards the vehicle frame; An installation nut (24), screwed with the threaded part of the installation screw (23).

3. The leaf spring for an automotive suspension according to claim 2, wherein, The transmission assembly (2) further includes: A plurality of flexible sleeves (26), sleeved on the smooth shaft part of the installation screw (23), and the outer wall abuts against the inner wall of the stepped through hole or the installation through hole; A plurality of rigid sleeves (25), sleeved on the smooth shaft part of the installation screw (23), and the outer wall abuts against the inner wall of the stepped through hole or the installation through hole; The flexible sleeves (26) and the rigid sleeves (25) are alternately arranged along the extending direction of the smooth shaft part of the installation screw (23).

4. The leaf spring for an automotive suspension according to claim 3, wherein A rigid sleeve (25) is provided at the junction of the stepped through-hole and the mounting through-hole and is in contact with the inner walls of both the stepped through-hole and the mounting through-hole at the same time.

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