Plate spring assembly for suspension system and vehicle

Abstract

The invention provides a plate spring assembly used for a suspension system and a vehicle, the plate spring assembly used for the suspension system comprises a plate spring, spring eyes are arranged at the two ends of the plate spring; the protection assemblies are connected with the plate spring, part of the protection assemblies are located on the lower side of the plate spring in the thickness direction and extend in the length direction of the plate spring, the other part of the protection assemblies are bent at the two ends of the plate spring towards the side where the top face of the plate spring is located to form limiting spaces, and the spring eyes are located in the corresponding limiting spaces. According to the technical scheme, when the plate spring is fractured, the guiding function of the plate spring is not lost immediately through supporting and guiding of the protection assembly at the moment of fracture, the unstable state of a vehicle in the running process is effectively prevented, and the problem that in the prior art, when a single leaf spring of a suspension system is fractured, the safety of the vehicle is reduced is solved.

Description

Technical Field

[0001] This application relates to the field of suspension system technology, and more specifically, to a leaf spring assembly for a suspension system and a vehicle. Background Technology

[0002] In existing technologies, commercial vehicle front suspension systems commonly employ single-leaf or two-leaf spring structures. In these systems, single-leaf springs are prone to breakage at different points under harsh road conditions or high-intensity use. For example, a break in the front section directly affects the vehicle's normal steering function, while a break in the rear section may lead to the risk of the spring contacting the ground and even exacerbate deformation during braking—both of which seriously impact driving safety. Furthermore, the single-leaf spring design lacks sufficient redundancy; if the main leaf spring fails, the entire suspension system cannot continue to guarantee the vehicle's operational stability and safety, a critical issue that urgently needs to be addressed in practical applications.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this application is to provide a leaf spring assembly for a suspension system and a vehicle, in order to solve the problem that vehicle safety is reduced when a single leaf spring breaks in the prior art suspension system.

[0005] To achieve the above objectives, according to one aspect of this application, a leaf spring assembly for a suspension system is provided, comprising: a leaf spring having lugs at both ends; and a protective assembly connected to the leaf spring, wherein a portion of the protective assembly is located on the lower side in the thickness direction of the leaf spring and extends along the length direction of the leaf spring, and another portion of the protective assembly is bent at both ends of the leaf spring toward the side where the top surface of the leaf spring is located to form a limiting space, wherein each lug is located within the corresponding limiting space.

[0006] Furthermore, the protective assembly includes: a protective sheet connected to the leaf spring, the protective sheet being located on the underside of the leaf spring; a limiting member connected to the leaf spring, one end of the limiting member being connected to the protective sheet, and the other end of the limiting member being bent toward the side where the top surface of the leaf spring is located to form a limiting space, there are two limiting members, the two limiting members being arranged opposite each other at both ends of the protective sheet in the length direction; and a clamp, the leaf spring being connected to the protective sheet and the limiting member through the clamp.

[0007] Furthermore, the limiting member includes: a first connecting segment, one end of which is connected to the protective sheet and the leaf spring, the first connecting segment being located on the lower side of the leaf spring in the thickness direction; a covering segment, one end of which is connected to the other end of the first connecting segment, the other end of which is bent toward the side where the top surface of the leaf spring is located, a portion of the first connecting segment and the covering segment enclosing a limiting space; and a second connecting segment, the other end of which is connected to the covering segment and the leaf spring, a portion of the second connecting segment extending along the length direction of the protective sheet, and the other end of the other portion of the second connecting segment extending away from the protective sheet along the thickness direction of the protective sheet.

[0008] Furthermore, a friction-reducing pad is provided between each lug and the corresponding limiting member. There are multiple friction-reducing pads, which are spaced apart along the circumference of each lug.

[0009] Furthermore, a friction-reducing pad is provided between each lug and the corresponding limiting member. There are two friction-reducing pads, which are arranged opposite each other along the height direction of each lug.

[0010] Furthermore, the leaf spring includes: a leaf spring body, which is connected to a protective plate and a limiting member via a clamp, and each end of the leaf spring body is connected to a lug; wherein the thickness of the two ends of the leaf spring body in the length direction is less than or equal to the thickness of the middle part of the leaf spring body.

[0011] Furthermore, the thickness of the leaf spring body is set to vary from the middle to both ends along the length direction of the leaf spring body.

[0012] Furthermore, the leaf spring body includes: a first component segment, the thickness of which gradually decreases from the middle to both ends along the length direction of the leaf spring body; a second component segment, one end of which is connected to the first component segment, and the other end of which is connected to the lug, the thickness of which gradually increases away from the first component segment along the length direction of the leaf spring body; wherein, there are two second component segments, which are disposed opposite to each other at both ends of the length direction of the first component segment.

[0013] Furthermore, the width of the protective plate is greater than the width of the limiting member, and / or the width of the leaf spring body is greater than the width of the coil lug.

[0014] According to another aspect of this application, a vehicle is provided, including a suspension system or a leaf spring assembly for a suspension system, the suspension system including the leaf spring assembly for a suspension system, the leaf spring assembly for a suspension system being the aforementioned leaf spring assembly for a suspension system.

[0015] By applying the technical solution of this application, when the front half of the leaf spring breaks, the guiding function of the leaf spring is not immediately lost due to the support and guidance of the protective component at the moment of breakage, which effectively prevents the vehicle from becoming unstable during driving and improves driving safety. When the rear half of the leaf spring breaks, the protective component can also prevent the leaf spring from directly contacting the ground, reducing potential driving risks. Moreover, the limiting space of the protective component can suppress the deformation of the leaf spring during braking, further enhancing the stability of the vehicle under complex driving conditions. This solves the problem of reduced vehicle safety caused by the breakage of a single leaf spring in the existing suspension system. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A schematic diagram of a first embodiment of a leaf spring assembly for a suspension system according to this application is shown;

[0018] Figure 2 An enlarged view of point A is shown in a first embodiment of a leaf spring assembly for a suspension system according to this application;

[0019] Figure 3 A schematic diagram of a second embodiment of a leaf spring assembly for a suspension system according to this application is shown;

[0020] Figure 4 An enlarged view of point B is shown in a second embodiment of the leaf spring assembly for a suspension system according to this application;

[0021] Figure 5 A schematic diagram of a third embodiment of a leaf spring assembly for a suspension system according to this application is shown;

[0022] Figure 6 A schematic diagram of a fourth embodiment of a leaf spring assembly for a suspension system according to this application is shown;

[0023] Figure 7 A structural schematic diagram of an embodiment of the vehicle according to this application is shown.

[0024] The above figures include the following reference numerals:

[0025] 10. Leaf spring; 100. Leaf spring body; 101. First component section; 102. Second component section;

[0026] 11. Curled ear; 111. Curled ear bushing;

[0027] 20. Protective components; 200. Limiting space;

[0028] 21. Protective film;

[0029] 22. Limiting component; 221. First connecting section; 222. Covering section; 223. Second connecting section;

[0030] 23. Clamp;

[0031] 24. Friction-reducing pad;

[0032] 30. Chassis components;

[0033] 40. Stabilizer bar assembly;

[0034] 50. Front axle assembly;

[0035] 60. Vibration damper assembly. Detailed Implementation

[0036] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0037] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0038] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0039] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0040] In this application, leaf spring, also known as steel leaf spring, is an elastic element widely used in vehicle suspension systems. It achieves the functions of shock absorption and supporting the weight of the vehicle through its own deformation and is an important component of traditional vehicle suspension systems.

[0041] Combination Figures 1 to 7 In a specific embodiment of this application, a leaf spring assembly for a suspension system is provided.

[0042] Specifically, the leaf spring assembly for the suspension system includes a leaf spring 10 and a protective assembly 20. The leaf spring 10 has lugs 11 at both ends. The protective assembly 20 is connected to the leaf spring 10. Part of the protective assembly 20 is located on the lower side of the leaf spring 10 in the thickness direction and extends along the length direction of the leaf spring 10. Another part of the protective assembly 20 is bent at both ends of the leaf spring 10 toward the side where the top surface of the leaf spring 10 is located to form a limiting space 200. Each lug 11 is located in the corresponding limiting space 200.

[0043] Combination Figure 1 As shown, in this embodiment, a portion of the protective component 20 is located on the lower side of the leaf spring 10 in the thickness direction, providing additional support and protection for the leaf spring 10. When both ends of the protective component 20 are bent toward the side where the top surface of the leaf spring 10 is located to form a limiting space 200, each lug 11 is placed within the corresponding limiting space 200. When the front half of the leaf spring 10 breaks, the guiding function of the leaf spring 10 is not immediately lost due to the support and guidance provided by the protective component 20 at the moment of breakage, effectively preventing instability of the vehicle during driving and improving driving safety. When the rear half of the leaf spring 10 breaks, the protective component 20 can also prevent the leaf spring 10 from directly contacting the ground, reducing potential driving risks. In addition, the limiting space 200 of the protective component 20 can suppress deformation of the leaf spring 10 during braking, further enhancing the stability of the vehicle under complex driving conditions.

[0044] Combination Figure 2As shown, each lug 11 contains a lug bushing 111, which is typically made of high-hardness steel or composite materials to ensure its strength and wear resistance during load-bearing and movement. The advantage of this technical solution is that it maintains the original performance of the suspension system while significantly improving its safety and reliability in the event of leaf spring 10 fracture. Through reasonable layout and structural innovation, the protective component 20 not only acts as a temporary stabilizer after leaf spring 10 fracture but also improves the behavior of leaf spring 10 during braking, effectively supplementing and optimizing the functions of the existing suspension system.

[0045] Furthermore, the protective assembly 20 includes a protective plate 21, a limiting member 22, and a clamp 23. The protective plate 21 is connected to the leaf spring 10 and is located on the lower side of the leaf spring 10. The limiting member 22 is connected to the leaf spring 10. One end of the limiting member 22 is connected to the protective plate 21, and the other end of the limiting member 22 is bent toward the side where the top surface of the leaf spring 10 is located to form a limiting space 200. There are two limiting members 22, which are arranged opposite to each other at both ends of the protective plate 21 in the length direction. The leaf spring 10 is connected to the protective plate 21 and the limiting member 22 through the clamp 23.

[0046] Combination Figures 1 to 3 As shown, the protective plate 21 is tightly connected to the leaf spring 10 and positioned on the underside of the leaf spring, aiming to provide additional safety protection for the leaf spring 10. Two limiting members 22 are located at both ends of the protective plate 21 along its length, forming a symmetrical limiting structure at both ends of the protective plate 21. The limiting members 22 form a limiting space 200 by bending towards the top surface of the leaf spring 10, thereby restricting the movement of the lug 11 and thus constraining the displacement of the leaf spring 10 in specific directions (mainly in the length and thickness directions), preventing excessive deformation of the leaf spring 10. The clamp 23, as a key connecting component, ensures a stable connection between the leaf spring 10, the protective plate 21, and the limiting members 22, achieving precise positioning and reliable fixation between the components, thereby improving the overall safety and service life of the leaf spring system. Not only does it provide effective protection in the event of leaf spring 10 breakage, but it also optimizes the dynamic response of the leaf spring system through the layout of the limiting member 22 and the connecting effect of the clamp 23, reducing the potential risks caused by leaf spring 10 deformation and achieving a safer and more reliable vehicle driving experience.

[0047] Furthermore, the limiting member 22 includes a first connecting segment 221, a covering segment 222, and a second connecting segment 223. One end of the first connecting segment 221 is connected to the protective sheet 21 and the leaf spring 10. The first connecting segment 221 is located on the lower side of the leaf spring 10 in the thickness direction. One end of the covering segment 222 is connected to the other end of the first connecting segment 221, and the other end of the covering segment 222 is bent toward the side where the top surface of the leaf spring 10 is located. A portion of the first connecting segment 221 and the covering segment 222 enclose a limiting space 200. The second connecting segment 223 is connected to the other end of the covering segment 222 and the leaf spring 10. A portion of the second connecting segment 223 is arranged to extend along the length direction of the protective sheet 21, and the other end of the other portion of the second connecting segment 223 extends away from the protective sheet 21 along the thickness direction of the protective sheet 21.

[0048] Combination Figure 2 and Figure 4 As shown, the first connecting segment 221 is located below the leaf spring 10, specifically on the lower side of the leaf spring 10 in the thickness direction, ensuring that the limiting member 22 can provide support in the event of leaf spring 10 breakage. One end of the covering segment 222 is connected to the first connecting segment 221, and the other end is bent to the side where the top surface of the leaf spring 10 is located. The covering segment 222 and part of the first connecting segment 221 form a closed space, which can just accommodate the coiled ear 11 part of the leaf spring 10, providing limiting protection for the coiled ear 11. Part of the second connecting segment 223 extends along the length direction of the protective sheet 21, increasing the overall stability of the limiting member 22, helping to disperse stress and reduce the risk of breakage. The other part of the second connecting segment 223 extends away from the protective sheet 21 along the thickness direction of the protective sheet 21, also providing sufficient opening space for the formation of the limiting space 200, facilitating the installation and removal of the coiled ear 11. The clamp 23 is used to firmly fix the leaf spring 10 to the protective plate 21 and the limiting member 22. It not only strengthens the mechanical connection between the components, but also ensures that the protective assembly 20 as a whole can move stably with the movement of the leaf spring 10, providing additional safety for the suspension system.

[0049] Furthermore, a friction-reducing pad 24 is provided between each lug 11 and the corresponding limiting member 22. There are multiple friction-reducing pads 24, which are spaced apart along the circumference of each lug 11. This arrangement helps to form multi-point contact, effectively reducing the relative friction between the lug 11 and the limiting member 22, avoiding additional wear and noise caused by friction, and ensuring the smoothness of the suspension system during long-term operation.

[0050] Furthermore, a friction-reducing pad 24 is provided between each lug 11 and the corresponding limiting member 22. There are two friction-reducing pads 24, which are arranged opposite each other along the height direction of each lug 11. This structural design effectively reduces the direct contact friction between the leaf spring 10 and the limiting member 22 during movement. Especially during the process of the leaf spring 10 bearing load or moving, the friction-reducing pad 24 can absorb and disperse the frictional force between the two, reduce wear, and extend the service life of the leaf spring system.

[0051] Furthermore, the leaf spring 10 includes a leaf spring body 100, which is connected to the protective plate 21 and the limiting member 22 via a clamp 23. Each end of the leaf spring body 100 is connected to a lug 11. The thickness of the leaf spring body 100 at both ends in the length direction is less than or equal to the thickness of the middle part of the leaf spring body 100.

[0052] Combination Figure 6 As shown, the leaf spring 10 employs a composite thickness variation strategy, where the thickness at both ends of the leaf spring body 100 is less than or equal to the thickness in the middle. This structural design allows for better uniform stress distribution when the leaf spring bears loads. Specifically, the leaf spring body 100 is tightly connected to the protective plate 21 and the limiting member 22 via the clamp 23, enhancing the stability and safety of the overall structure. When the leaf spring 10 is in operation, the middle region typically bears the largest load, while the end regions bear relatively smaller loads. By designing the ends to be thinner than the middle, the weight of the leaf spring at both ends can be reduced without sacrificing load-bearing capacity, thereby reducing the unsprung mass of the entire suspension system and improving the vehicle's dynamic performance. By adjusting the thickness of different regions, the overall elasticity and load-bearing characteristics of the leaf spring 10 are optimized, improving the suspension system's response speed and comfort. The leaf spring body 100 is typically made of high-manganese spring steel or alloy spring steel, materials with excellent elasticity and fatigue resistance, capable of withstanding continuous impact loads in the suspension system. The gradient design of the 10mm thickness of the leaf spring not only optimizes material utilization efficiency but also improves the service life and fatigue resistance of the leaf spring, thereby improving the handling and ride comfort of the entire vehicle.

[0053] Furthermore, the thickness of the leaf spring body 100 varies from the middle to both ends along the length direction of the leaf spring body 100. By varying the thickness, the leaf spring 100 can withstand higher stress in the middle region, while having appropriate stiffness at both ends to adapt to the dynamic needs of the suspension system. This gradually varying thickness leaf spring structure not only improves load-bearing capacity and durability but also ensures smooth operation of the suspension under various working conditions. Especially when the vehicle starts, brakes, or travels over bumpy roads, the middle region of the leaf spring needs to withstand greater forces; at this time, the varying thickness design can fully play its role, reducing stress concentration and extending the service life of the leaf spring. In a specific embodiment of this application, the thickness of the leaf spring body 100 can be gradually reduced from the middle to both ends along the length direction of the leaf spring body 100, or it can be gradually reduced and then gradually increased along the length direction of the leaf spring body 100.

[0054] Furthermore, the leaf spring body 100 includes a first component segment 101 and a second component segment 102. The thickness of the first component segment 101 gradually decreases from the middle to both ends along the length direction of the leaf spring body 100. One end of the second component segment 102 is connected to the first component segment 101, and the other end of the second component segment 102 is connected to the lug 11. The thickness of the second component segment 102 gradually increases away from the first component segment 101 along the length direction of the leaf spring body 100. There are two second component segments 102, which are disposed opposite to each other at both ends of the length direction of the first component segment 101.

[0055] Combination Figure 7 As shown, in this embodiment, the leaf spring body 100 adopts a three-segment thickness variation design. Specifically, the thickness of the first segment 101 gradually decreases from the middle to both ends along the length direction of the leaf spring body 100. This helps to reasonably distribute stress during vehicle operation, reduce stress concentration in the middle of the leaf spring, and improve the overall service life of the leaf spring. One end of the second segment 102 is connected to the first segment 101, and the other end is connected to the lug 11. Its thickness gradually increases away from the first segment 101 along the length direction of the leaf spring body 100. This design can enhance the strength of the lug 11 area when the leaf spring 10 is subjected to large loads, especially during starting and braking conditions, prevent premature damage to the leaf spring 10, and improve vehicle operating safety. There are two second segments 102, symmetrically distributed at both ends of the first segment 101. This not only ensures the balance of the leaf spring but also enhances the leaf spring's resistance to asymmetrical loads, further optimizing the vehicle's handling performance and comfort.

[0056] Through the innovative thickness variation strategy described above, the leaf spring 10 in this embodiment can more effectively adjust its mechanical properties when subjected to different types of loads, achieving a balanced stress distribution and thus extending the lifespan of the leaf spring 10. By varying the thickness, the leaf spring 10 can withstand higher stress in the central region, while possessing appropriate stiffness at both ends to adapt to the dynamic requirements of the leaf spring assembly. This gradually varying thickness leaf spring structure not only improves load-bearing capacity and durability but also ensures smooth suspension operation under various conditions. Especially during vehicle start-up, braking, or driving over bumpy roads, the central region of the leaf spring needs to withstand greater forces. At this time, the varying thickness design can fully play its role, reducing stress concentration, extending the lifespan of the leaf spring, and improving vehicle driving performance. Furthermore, this design also helps reduce production costs, improving the economic efficiency and market competitiveness of the leaf spring.

[0057] In another embodiment of this application, the thickness of the protective plate 21 is 5mm to 10mm, preferably 5mm; on the one hand, the protective plate is thin enough to significantly reduce the overall weight of the suspension system, which helps to improve fuel economy and reduce emissions; on the other hand, despite being thin, the protective plate can still play a role immediately when the main plate fails, maintaining the vehicle's guiding function and ensuring driving safety through the selection of materials and structural optimization.

[0058] In another embodiment of this application, the thickness of the first segment 101 gradually decreases from the middle to both ends along the length direction of the leaf spring body 100. The thickness of the middle part of the leaf spring body 100 (i.e., the thickness of the middle part of the first segment 101) is 30mm to 35mm; the thickness of the leaf spring body 100 at the point of minimum thickness (i.e., the thickness at the connection between the second segment 102 and the first segment 101) is 15mm to 20mm. This ensures uniform strength distribution of the leaf spring 10 under load, avoids stress concentration, and thus enhances the reliability and durability of the suspension system. The thickness of the upper end of the leaf spring body 100 (i.e., the thickness of the second segment 102 near the lug) is 25mm to 28mm. Considering that the lug 11 area bears greater pressure during vehicle start-up and braking, the thickening treatment can effectively enhance the compressive strength and structural stability of this area.

[0059] Furthermore, the width of the protective plate 21 is greater than the width of the limiting member 22, and the width of the leaf spring body 100 is greater than the width of the coil lug 11. This arrangement can improve the ease of suspension system assembly, reduce unnecessary mechanical interference between components, and enhance the durability and safety of the leaf spring assembly.

[0060] Combination Figure 5As shown, this arrangement is designed to allow for effective clearance when the leaf spring assembly is assembled into the vehicle. After machining off 5mm from each of the left and right sides of the limiting member 22 in the width direction, a rounded corner design is adopted at the cutting position to improve the ease of assembly of the suspension system.

[0061] In another embodiment of this application, the protective plate 21 and the limiting member 22 are made of low-carbon alloy steel or cold-rolled steel sheet. The protective plate 21 and the limiting member 22 can be made of a synthetic metal material with better elongation but slightly weaker strength than the leaf spring 10. This material not only provides sufficient protection to ensure that the vehicle's guiding function is not affected in the event of leaf spring 10 failure, but also reduces weight, reduces friction, and improves the overall responsiveness and handling of the leaf spring assembly.

[0062] In another embodiment of this application, a suspension system is also provided, the suspension system including a leaf spring assembly for the suspension system, the leaf spring assembly for the suspension system being the leaf spring assembly for the suspension system in the above embodiments.

[0063] In another embodiment of this application, a vehicle is also provided, including a leaf spring assembly for a suspension system, the leaf spring assembly for the suspension system being the same as the leaf spring assembly for the suspension system in the above embodiments.

[0064] Combination Figure 7 As shown, the vehicle includes a leaf spring 10, a protective assembly 20, a frame assembly 30, a stabilizer bar assembly 40, a front axle assembly 50, and a shock absorber assembly 60. Both ends of the leaf spring assembly (leaf spring 10 and protective assembly 20) are connected to the frame assembly 30 via lugs 11. The shock absorber assembly 60 is connected to the front axle assembly 50 and also to the leaf spring assembly. The protective assembly 20 is located between the leaf spring 10 and the shock absorber assembly 60. One end of the stabilizer bar assembly 40 is connected to the frame assembly 30, and the other end is connected to the leaf spring assembly via the shock absorber assembly 60. The leaf spring assembly and the shock absorber assembly 60 work together. The leaf spring assembly supports the vehicle's weight, while the protective assembly 20, located between the leaf spring 10 and the shock absorber assembly 60, reduces friction. In the event of a leaf spring 10 breakage, the protective assembly ensures that the leaf spring 10 does not directly contact the ground. The shock absorber assembly 60 controls the bouncing motion of the leaf spring assembly, preventing excessive vibration. The stabilizer bar assembly 40 is connected to the frame assembly 30 via a control arm, working together to maintain vehicle stability during cornering and reduce body roll. The front axle assembly 50 is not only connected to the suspension system but also integrates with the vehicle's steering system through components such as the steering knuckle, achieving smooth steering during suspension movement. The presence of the protective assembly 20 significantly enhances the vehicle's safety performance in emergency situations, especially in the event of damage to the leaf spring 10, enabling rapid intervention to prevent loss of vehicle control.

[0065] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0066] 1) Compared with the prior art where protective devices are only installed in the front or rear half of the leaf spring, this application is equipped with protective plates 21 in both the front and rear half of the leaf spring 10. When the leaf spring 10 breaks, it can immediately play a protective role in both the front and rear half, maintain the vehicle's guiding function, and significantly enhance driving safety.

[0067] 2) In traditional suspension systems, enhancing safety often requires increasing the weight and space occupied by protective devices, which to some extent affects vehicle performance and design. This application uses a lightweight protective plate 21 (only 5mm~10mm thick), which not only reduces the system weight but also limits the lugs 11 at both ends of the leaf spring 10 through the setting of the limiting member 22 and the limiting space 200, reducing the space requirements of the protective components and balancing safety and vehicle dynamics.

[0068] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0069] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this application.

[0070] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0071] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A leaf spring assembly for a suspension system, characterized in that, include: Leaf spring (10), the leaf spring (10) having lugs (11) at both ends; The protective component (20) is connected to the leaf spring (10). Part of the protective component (20) is located on the lower side of the leaf spring (10) in the thickness direction and extends along the length direction of the leaf spring (10). The other part of the protective component (20) is bent at both ends of the leaf spring (10) toward the side where the top surface of the leaf spring (10) is located to form a limiting space (200). Each of the coil ears (11) is located in the corresponding limiting space (200).

2. The leaf spring assembly for a suspension system according to claim 1, characterized in that, The protective component (20) includes: A protective plate (21) is connected to the leaf spring (10), and the protective plate (21) is located on the underside of the leaf spring (10); A limiting member (22) is connected to the leaf spring (10). One end of the limiting member (22) is connected to the protective plate (21). The other end of the limiting member (22) is bent toward the side where the top surface of the leaf spring (10) is located to form the limiting space (200). There are two limiting members (22), and the two limiting members (22) are arranged opposite to each other at both ends of the length direction of the protective plate (21). The clamp (23) connects the leaf spring (10) to the protective plate (21) and the limiting member (22) via the clamp (23).

3. The leaf spring assembly for a suspension system according to claim 2, characterized in that, The limiting member (22) includes: First connecting segment (221), one end of the first connecting segment (221) is connected to the protective plate (21), the first connecting segment (221) is connected to the leaf spring (10), and the first connecting segment (221) is located on the lower side of the leaf spring (10) in the thickness direction; The covering section (222) has one end connected to the other end of the first connecting section (221), and the other end of the covering section (222) is bent toward the side where the top surface of the leaf spring (10) is located. A portion of the first connecting section (221) and the covering section (222) form the limiting space (200). The second connecting segment (223) is connected to the other end of the covering segment (222) and is connected to the leaf spring (10). Part of the second connecting segment (223) is provided to extend along the length direction of the protective sheet (21), and the other end of the other part of the second connecting segment (223) extends away from the protective sheet (21) along the thickness direction of the protective sheet (21).

4. The leaf spring assembly for a suspension system according to claim 2, characterized in that, A friction-reducing pad (24) is provided between each of the roller ears (11) and the corresponding limiting member (22). There are multiple friction-reducing pads (24), and the multiple friction-reducing pads (24) are arranged at intervals along the circumference of each of the roller ears (11).

5. The leaf spring assembly for a suspension system according to claim 2, characterized in that, A friction-reducing pad (24) is provided between each of the aforementioned ear (11) and the corresponding limiting member (22). There are two friction-reducing pads (24), and the two friction-reducing pads (24) are arranged opposite to each other along the height direction of each of the aforementioned ear (11).

6. The leaf spring assembly for a suspension system according to any one of claims 2-5, characterized in that, The leaf spring (10) includes: The leaf spring body (100) is connected to the protective plate (21) and the limiting member (22) through the clamp (23), and each end of the leaf spring body (100) is connected to a coil lug (11); Wherein, the thickness at both ends of the leaf spring body (100) in the length direction is less than or equal to the thickness of the middle part of the leaf spring body (100).

7. The leaf spring assembly for a suspension system according to claim 6, characterized in that, The thickness of the leaf spring body (100) varies from the middle to both ends along the length direction of the leaf spring body (100).

8. The leaf spring assembly for a suspension system according to claim 7, characterized in that, The leaf spring body (100) includes: The thickness of the first component segment (101) is set to gradually decrease from the middle to both ends along the length direction of the leaf spring body (100); The second component segment (102) has one end connected to the first component segment (101) and the other end connected to the lug (11). The thickness of the second component segment (102) is gradually increased away from the first component segment (101) along the length direction of the leaf spring body (100). There are two second component segments (102), which are disposed opposite to each other at both ends of the length direction of the first component segment (101).

9. The leaf spring assembly for a suspension system according to claim 6, characterized in that, The width of the protective plate (21) is greater than the width of the limiting member (22), and / or the width of the leaf spring body (100) is greater than the width of the coil lug (11).

10. A vehicle comprising a suspension system or a leaf spring assembly for a suspension system, characterized in that, The suspension system includes the leaf spring assembly for the suspension system, wherein the leaf spring assembly for the suspension system is the leaf spring assembly for the suspension system according to any one of claims 1 to 9.

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