A leaf spring connecting structure, chassis suspension system and commercial vehicle

Abstract

The application discloses a leaf spring connecting structure, a chassis suspension system and a commercial vehicle, and belongs to the technical field of vehicle engineering, which comprises a leaf spring support, which bears and transmits the suspension load of a rear axle leaf spring and a front axle leaf spring to a vehicle frame; the leaf spring support comprises a fixing part and a connecting part, the fixing part is used for being connected with the vehicle frame to play a fixing role; a connecting lug is hinged on the connecting part through a first connecting piece; wherein the connecting end of the rear axle leaf spring is arranged in the connecting part through the first connecting piece, the rear axle leaf spring and the connecting lug rotate around the axis of the first connecting piece independently; the connecting end of the front axle leaf spring is hinged on the lower end of the connecting lug through a second connecting piece; the connecting lug can swing around the axis of the first connecting piece to compensate for the displacement and deformation of the front axle leaf spring. The application can reduce the overall use amount of metal raw materials, eliminate the redundant lap area, reduce the overall weight of the suspension system, shorten the assembly process and working hours on the production line, and reduce the labor intensity of workers.

Description

Technical Field

[0001] This invention belongs to the field of vehicle engineering technology, and particularly relates to a leaf spring connection structure, a chassis suspension system, and a commercial vehicle. Background Technology

[0002] With the rapid development of the domestic logistics and transportation industry, the market is placing increasingly higher demands on the weight, manufacturing cost, and production and assembly efficiency of commercial vehicles (such as heavy trucks and engineering vehicles). As the core component for load bearing, force transmission, and shock absorption, the structural optimization and integrated design of the components of the commercial vehicle chassis suspension system is an important development direction for achieving cost reduction and weight reduction (lightweighting) in chassis suspension.

[0003] In traditional multi-axle suspension configurations for commercial vehicle chassis, the rear end of the front axle leaf spring is spatially adjacent to the front end of the adjacent rear axle leaf spring. Traditional chassis layouts typically use two independent leaf spring supports to fix these two leaf springs separately; that is, the rear support of the front axle leaf spring and the front support of the rear axle leaf spring are two completely independent mechanical components, each independently fixed to the longitudinal beams of the vehicle frame by multiple sets of fasteners. However, this traditional independent dual-support structure has the following significant technical drawbacks in practical application and manufacturing: 1. Redundant structure and heavy weight: The two brackets are manufactured and designed independently, using a lot of metal materials, resulting in a heavy overall weight, which does not conform to the core trend of lightweight development in modern commercial vehicles; 2. Complex assembly process and high manufacturing cost: On the chassis assembly line, production personnel need to perform multiple positioning, drilling, fastening and verification of the two independent brackets at the front and rear. The assembly process is cumbersome and time-consuming, which not only reduces the integrated assembly efficiency of the production line, but also significantly increases the cost of parts management and manufacturing materials. Summary of the Invention

[0004] In view of the problems existing in the prior art, the present invention provides a leaf spring connection structure, a chassis suspension system and a commercial vehicle, which can reduce the total amount of metal raw materials used, eliminate redundant overlap area, reduce the overall weight of the suspension system, and reduce assembly processes and working hours on the production line, thereby reducing the labor intensity of workers.

[0005] This invention is implemented as follows: a leaf spring connection structure for connecting a front axle leaf spring and a rear axle leaf spring, comprising: A leaf spring bracket that bears and transmits the suspension load of the rear axle leaf spring and the front axle leaf spring to the vehicle frame. The leaf spring bracket includes a fixing part and a connecting part. The fixing part is used to connect to the vehicle frame for fixing. A connecting lug is hinged to the connecting part via a first connecting member; The rear axle leaf spring is connected at its end via a first connector and is located within the connecting portion. The rear axle leaf spring and the connecting lug rotate independently around the axis of the first connector. The connecting end of the front axle leaf spring is hinged to the lower end of the connecting lug via a second connector; The connecting lug can swing about the axis of the first connecting member to compensate for the displacement and deformation of the front axle leaf spring.

[0006] Furthermore, the hinge axis of the first connector is parallel to the hinge axis of the second connector.

[0007] Furthermore, the hinge axis of the first connector is located directly above the hinge axis of the second connector in the vertical direction.

[0008] Furthermore, the fixing part of the leaf spring bracket forms an upwardly converging support structure, and the fixing part is provided with a plurality of mounting holes for connecting with the vehicle frame, and a plurality of longitudinally extending reinforcing ribs are distributed on the surface of the fixing part.

[0009] Furthermore, the connecting part of the leaf spring bracket is a U-shaped structure with a downward opening, the connecting end of the rear axle leaf spring is housed within the U-shaped structure of the connecting part, and the upper end of the connecting lug is located on the outer end face of the connecting part.

[0010] Furthermore, the connecting lug includes two relatively parallel side plates, and the upper and lower ends of the side plates are respectively provided with through holes for the first connector and the second connector to pass through.

[0011] Furthermore, the connecting ends of the rear axle leaf spring and the front axle leaf spring are both formed into arc-shaped rolled lug structures for fitting around the corresponding connecting parts.

[0012] Furthermore, both the first connector and the second connector are bolt and nut assemblies.

[0013] On the other hand, a chassis suspension system is provided, characterized in that it includes the leaf spring connection structure described in any one of the above claims.

[0014] Another aspect provides a commercial vehicle that includes the leaf spring connection structure described in any of the above claims.

[0015] The advantages and technical effects of this invention are as follows: By adopting the above-mentioned technical solution and integrating the structure into a single unit, through the multi-axis hinge configuration connecting the hanger, the first connecting member, the second connecting member, and the dual-axle leaf spring, the overall amount of metal raw materials used is reduced. This effectively eliminates the redundant overlapping area formed on the vehicle frame by the traditional dual brackets for their respective fixation, thus reducing the overall weight of the suspension system. During chassis assembly, only the positioning and assembly of a single bracket needs to be completed once to simultaneously meet the coupling requirements of the suspensions on both axles. This reduces assembly processes and time on the production line, lowers the labor intensity of workers, and improves the efficiency of assembly line operations in vehicle manufacturing.

[0016] By achieving independent coaxial rotation of the rear axle leaf spring and the connecting lug within the same bracket, and by implementing a dynamic sway compensation mechanism for the front axle leaf spring by the connecting lug, the problems of kinematic interference and stress locking are fundamentally solved. This achieves dynamic kinematic decoupling of the front and rear axle leaf springs at a single integrated bracket, maximizing the benefits of chassis lightweighting and assembly cost reduction while significantly improving the suspension shock absorption reliability and the structural safety of the entire vehicle chassis during dynamic driving of commercial vehicles. Attached Figure Description

[0017] Figure 1 This is a perspective view of the leaf spring connection structure provided in an embodiment of the present invention.

[0018] Figure 2 This is an exploded view of the leaf spring connection structure provided in an embodiment of the present invention.

[0019] In the diagram: 1. Leaf spring bracket; 1-1. Fixing part; 1-2. Connecting part; 1-3. Mounting hole; 2. Connecting lug; 3. First connecting piece; 4. Second connecting piece; 5. Rear axle leaf spring; 6. Front axle leaf spring. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0021] It should be noted that the terms "upper", "lower", "left", "right", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0022] like Figure 1 and Figure 2 As shown, this application provides a leaf spring connection structure for connecting a front axle leaf spring 6 and a rear axle leaf spring 5, comprising: The leaf spring bracket 1 bears and transmits the suspension load of the rear axle leaf spring 5 and the front axle leaf spring 6 to the vehicle frame. The leaf spring bracket 1 includes a fixing part 1-1 and a connecting part 1-2. The fixing part 1-1 is used to connect to the vehicle frame for fixing. The connecting lug 2 is hinged to the connecting part 1-2 via the first connecting piece 3; The connecting end of the rear axle leaf spring 5 is disposed in the connecting part 1-2 through the first connecting member 3, and the rear axle leaf spring 5 and the connecting lug 2 rotate independently around the axis of the first connecting member 3. The connecting end of the front axle leaf spring 6 is hinged to the lower end of the connecting lug 2 via the second connecting piece 4; The connecting lug 2 can swing around the axis of the first connecting member 3 to compensate for the displacement and deformation of the front axle leaf spring 6.

[0023] It should be noted that the first connecting member 3 and the second connecting member 4 are any fastening connection components capable of achieving coaxial hinge function, such as bolt and nut assemblies, pin structures, or hinge shaft structures, with bolt and nut assemblies being preferred. The connecting ends of the rear axle leaf spring 5 and the front axle leaf spring 6 are both formed into arc-shaped rolled lug structures for fitting around the corresponding connecting members.

[0024] The leaf spring bracket 1, through the integrated rigid structure of the fixing part 1-1, simultaneously receives the first longitudinal / vertical load from the rear axle leaf spring 5 and the second longitudinal / vertical load from the front axle leaf spring 6 transmitted via the connecting lug 2. The stress is combined and dissipated inside the bracket, and finally transmitted to the frame through the integral fixing part 1-1, thus avoiding the local stress concentration of the chassis frame caused by the traditional dual bracket structure.

[0025] A bushing is provided at the connecting end of the rear axle leaf spring 5, and a bushing is provided in the upper through hole of the connecting lug 2; the first connecting piece 3 passes through the side plate of the connecting lug 2, the side wall of the connecting part 1-2 and the lug of the rear axle leaf spring 5 in sequence. Through the radial clearance design or relative rotational fit between the bushings, when the rear axle leaf spring 5 makes a slight angle adjustment around the first connecting piece 3 due to road bumps, the connecting lug 2 can remain stationary or make corresponding swings. The rotational angular velocity and direction of the two are not coupled or interfered with each other.

[0026] As a preferred embodiment, the hinge axis of the first connector 3 is parallel to the hinge axis of the second connector 4. Preferably, the hinge axis of the first connector 3 is located directly above the hinge axis of the second connector 4 in the vertical direction.

[0027] As a preferred embodiment, the fixing part 1-1 of the leaf spring bracket 1 forms an upwardly converging support structure. The fixing part 1-1 is provided with multiple mounting holes 1-3 for connection to the vehicle frame, and multiple longitudinally extending reinforcing ribs are distributed on the surface of the fixing part 1-1. Specifically, the multiple mounting holes 1-3 are arranged in five ways according to the upwardly converging support structure of the fixing part, with three mounting holes 1-3 located at the lower end of the fixing part, one mounting hole 1-3 located in the middle of the fixing part, and one mounting hole 1-3 located at the upper end of the fixing part.

[0028] As a preferred embodiment, the connecting portion 1-2 of the leaf spring bracket 1 is a downward-opening U-shaped structure, the connecting end of the rear axle leaf spring 5 is housed within the U-shaped structure of the connecting portion 1-2, and the upper end of the connecting lug 2 is located on the outer end face of the connecting portion 1-2. The connecting portion 1-2 is provided with a through hole for the first connecting member 3 to pass through.

[0029] As a preferred embodiment, the connecting lug 2 includes two relatively parallel side plates, and the upper and lower ends of the side plates are respectively provided with through holes for the first connecting member 3 and the second connecting member 4 to pass through.

[0030] On the other hand, a chassis suspension system is provided, characterized in that it includes the leaf spring connection structure described in any one of the above claims.

[0031] Another aspect provides a commercial vehicle that includes the leaf spring connection structure described in any of the above claims.

[0032] By adopting the above technical solution and integrating it into a single structure, through a multi-axis hinge configuration connecting the hanger 2, the first connecting piece 3, the second connecting piece 4, and the dual-axle leaf spring, the overall amount of metal raw materials used is reduced. This effectively eliminates the redundant overlapping area on the frame formed by traditional dual brackets for their respective fixation, thus reducing the overall weight of the suspension system. During chassis assembly, only the positioning and assembly of a single bracket needs to be completed once to simultaneously meet the coupling requirements of the suspension on both axles. This reduces assembly steps and time on the production line, lowers the labor intensity of workers, and improves the efficiency of the vehicle manufacturing assembly line.

[0033] By achieving independent coaxial rotation of the rear axle leaf spring 5 and the connecting lug 2 within the same bracket, and by implementing a dynamic sway compensation mechanism for the front axle leaf spring 6 by the connecting lug 2, the problems of kinematic interference and stress locking are fundamentally solved. This achieves dynamic kinematic decoupling of the front and rear axle leaf springs 5 ​​at a single integrated bracket, maximizing the benefits of chassis lightweighting and assembly cost reduction, while significantly improving the suspension shock absorption reliability and the structural safety of the entire vehicle chassis during dynamic driving of commercial vehicles.

[0034] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A leaf spring connection structure for connecting a front axle leaf spring and a rear axle leaf spring, characterized in that, include: A leaf spring bracket that bears and transmits the suspension load of the rear axle leaf spring and the front axle leaf spring to the vehicle frame. The leaf spring bracket includes a fixing part and a connecting part. The fixing part is used to connect to the vehicle frame for fixing. A connecting lug is hinged to the connecting part via a first connecting member; The rear axle leaf spring is connected at its end via a first connector and is located within the connecting portion. The rear axle leaf spring and the connecting lug rotate independently around the axis of the first connector. The connecting end of the front axle leaf spring is hinged to the lower end of the connecting lug via a second connector; The connecting lug can swing about the axis of the first connecting member to compensate for the displacement and deformation of the front axle leaf spring.

2. The leaf spring connection structure according to claim 1, characterized in that, The hinge axis of the first connector is parallel to the hinge axis of the second connector.

3. The leaf spring connection structure according to claim 2, characterized in that, The hinge axis of the first connector is located directly above the hinge axis of the second connector in the vertical direction.

4. The leaf spring connection structure according to claim 1, characterized in that, The fixing part of the leaf spring bracket forms an upwardly converging support structure. The fixing part is provided with multiple mounting holes for connecting with the vehicle frame, and multiple longitudinally extending reinforcing ribs are distributed on the surface of the fixing part.

5. The leaf spring connection structure according to claim 1, characterized in that, The connecting part of the leaf spring bracket is a U-shaped structure with a downward opening. The connecting end of the rear axle leaf spring is housed within the U-shaped structure of the connecting part, and the upper end of the connecting lug is located on the outer end face of the connecting part.

6. The leaf spring connection structure according to claim 1, characterized in that, The connecting lug includes two relatively parallel side plates, and the upper and lower ends of the side plates are respectively provided with through holes for the first connector and the second connector to pass through.

7. The leaf spring connection structure according to claim 1, characterized in that, The connecting ends of the rear axle leaf spring and the front axle leaf spring are both formed into arc-shaped rolled lug structures for fitting around the corresponding connecting parts.

8. The leaf spring connection structure according to claim 1, characterized in that, Both the first connector and the second connector are bolt and nut assemblies.

9. A chassis suspension system, characterized in that, Includes the leaf spring connection structure described in any one of claims 1 to 8.

10. A commercial vehicle, characterized in that, Includes the leaf spring connection structure described in any one of claims 1 to 8.

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