New energy commercial vehicle few-leaf steel plate spring structure

Abstract

The utility model discloses a new energy commercial vehicle few-leaf steel plate spring structure which comprises a first leaf spring, a second leaf spring and a third leaf spring which are connected in sequence, a leaf spring noise reduction pad is arranged between the first leaf spring and the second leaf spring, an auxiliary spring end noise reduction pad is arranged between the second leaf spring and the third leaf spring, and a limiting clamp is arranged at the end of the third leaf spring. And a hoop noise reduction pad is arranged on the limiting hoop. According to the few-leaf steel plate spring structure of the new energy commercial vehicle, the weight is low, the cost is low, the weight of the steel plate spring is reduced, the driving comfort is improved, and the problem of abnormal sound of the plate spring is solved through the inter-leaf noise reduction pad, the auxiliary spring end noise reduction pad and the hoop noise reduction pad.

Description

Technical Field

[0001] The utility model relates to the field of mechanical technology, and in particular to a small-leaf steel leaf spring structure for a new energy commercial vehicle. Background Art

[0002] The suspension systems in the commercial vehicle market are mainly divided into leaf spring suspension and air suspension. Leaf spring suspension has become the mainstream due to its simple structure, low cost and strong load-bearing capacity. With the improvement of automobile performance requirements, lightweight, economy and comfort have become new standards. There are many designs of leaf spring structures commonly used in light trucks, such as main spring at the bottom and auxiliary spring at the top or main spring at the top and auxiliary spring at the bottom, all of which are aimed at achieving lightweight and comfort.

[0003] In the prior art, a common leaf spring structure is that the main spring is at the bottom and the auxiliary spring is at the top, equipped with an auxiliary spring bracket and front and rear 1 / 4 ears, clamps at both ends of the main spring, and noise reduction pads between the leaves. This design has low process requirements and is simple to assemble, but when the weight of the cargo increases, the suspension will become harder, affecting the ride smoothness. Another technology is to place both the main and auxiliary springs at the top and eliminate the auxiliary spring bracket. This design has good lightweight performance and better ride smoothness, but the assembly process is complicated and the load-bearing capacity is weak, which is not suitable for heavy-duty trucks.

[0004] The disadvantage of the existing technology is that when the auxiliary spring is placed on top, it is necessary to add a pad and a bracket, which leads to an increase in weight and cost; when the auxiliary spring is placed on the bottom, although it is lightweight and has a lower cost, it has problems such as complex assembly process and insufficient load-bearing capacity. Therefore, there is still room for further optimization of the leaf spring structure to meet the higher requirements of modern commercial vehicles for lightweight, economy and comfort. Utility Model Content

[0005] The technical problem to be solved by the utility model is to provide a new energy commercial vehicle with a small leaf spring structure, which reduces the weight of the leaf spring, improves driving comfort, and solves the abnormal noise problem through noise reduction measures.

[0006] The technical problem to be solved by the utility model is achieved through the following technical solutions:

[0007] A new energy commercial vehicle leaf spring structure with few leaves comprises a first leaf spring, a second leaf spring and a third leaf spring connected in sequence, a leaf spring noise reduction pad is arranged between the first leaf spring and the second leaf spring, a secondary spring end noise reduction pad is arranged between the second leaf spring and the third leaf spring, a limiting clamp is arranged at the end of the third leaf spring, and a clamp noise reduction pad is arranged on the limiting clamp.

[0008] Preferably, in the above technical solution, the noise reduction pad between leaf springs is located at the end of the second leaf spring, and the noise reduction pad at the end of the auxiliary spring is located at the end of the third leaf spring.

[0009] Preferably, in the above technical solution, the thickness of the noise reduction pad between the leaf springs is 2 mm.

[0010] Preferably, in the above technical solution, the first leaf spring, the second leaf spring and the third leaf spring are formed by rolling or heat treatment.

[0011] Preferably, in the above technical solution, the limiting clamp is riveted to the end of the third leaf spring.

[0012] Preferably, in the above technical solution, the clamp noise reduction pad is arranged on the inner side of the limiting clamp.

[0013] The above technical solution of the utility model has the following beneficial effects:

[0014] (1) Lightweight and low cost: The auxiliary spring is placed downward to eliminate the auxiliary spring bracket, and the spacer between the main and auxiliary springs is eliminated, which reduces the weight of the vehicle compared to multi-leaf springs;

[0015] (2) Improved comfort: The auxiliary spring is placed downward, which makes the contact process softer than that of the upper auxiliary spring, and the gradual stiffness improves the smoothness of the car's ride;

[0016] (3) High quality without abnormal noise: The abnormal noise problem of leaf spring is solved by using the noise reduction pad between leaves, the noise reduction pad at the end of the auxiliary spring, and the noise reduction pad of the clamp. The 1 / 4 ear structure of the second leaf spring is cancelled to solve the problem of small gap and interference with the ear plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present invention and, together with the description, serve to explain the principles of the present invention.

[0018] Figure 1 It is an overall schematic diagram of the structure of a small leaf spring for a new energy commercial vehicle according to the utility model.

[0019] Figure 2 for Figure 1 Enlarged view of part A in the middle.

[0020] Figure 3 for Figure 1 Enlarged view of part B in the middle.

[0021] Figure 4 for Figure 1 CC direction cross-sectional view.

[0022] Among them: 1-first leaf spring; 2-second leaf spring; 3-third leaf spring; 4-noise reduction pad between leaf springs; 5-noise reduction pad at the end of the auxiliary spring; 6-limiting clamp; 7-clamp noise reduction pad. DETAILED DESCRIPTION

[0023] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention.

[0024] As shown in the figure, a new energy commercial vehicle small leaf spring structure includes a first leaf spring 1, a second leaf spring 2 and a third leaf spring 3 connected in sequence, a leaf spring inter-noise reduction pad 4 is arranged between the first leaf spring 1 and the second leaf spring 2, a secondary spring end noise reduction pad 5 is arranged between the second leaf spring 2 and the third leaf spring 3, a limiting clamp 6 is arranged at the end of the third leaf spring 3, and a clamp noise reduction pad 7 is arranged on the limiting clamp 6.

[0025] Further, the leaf spring inter-noise reduction pad 4 is located at the end of the second leaf spring 2, and the auxiliary spring end noise reduction pad 5 is located at the end of the third leaf spring 3. Preferably, the thickness of the leaf spring inter-noise reduction pad 4 is 2 mm. Of course, the present application is not limited thereto.

[0026] Furthermore, the first leaf spring 1 , the second leaf spring 2 and the third leaf spring 3 are formed by rolling or heat treatment.

[0027] Furthermore, the limiting clamp 6 is riveted to the end of the third leaf spring to limit excessive compression or extension of the spring. The clamp noise reduction pad 7 is arranged on the inner side of the limiting clamp 6 .

[0028] Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention. Any person skilled in the art can make various choices and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention is limited by the claims and their equivalents.

Claims

1. A new energy commercial vehicle leaf spring structure, characterized in that: The invention comprises a first leaf spring (1), a second leaf spring (2) and a third leaf spring (3) which are connected in sequence, wherein an inter-leaf spring noise reduction pad (4) is arranged between the first leaf spring (1) and the second leaf spring (2), an auxiliary spring end noise reduction pad (5) is arranged between the second leaf spring (2) and the third leaf spring (3), a limit clamp (6) is arranged at the end of the third leaf spring (3), and a clamp noise reduction pad (7) is arranged on the limit clamp (6).

2. The new energy commercial vehicle leaf spring structure according to claim 1 is characterized in that: The leaf spring inter-noise reduction pad (4) is located at the end of the second leaf spring (2), and the auxiliary spring end noise reduction pad (5) is located at the end of the third leaf spring (3).

3. The new energy commercial vehicle leaf spring structure according to claim 1 is characterized in that: The thickness of the leaf spring noise reduction pad (4) is 2 mm.

4. The new energy commercial vehicle leaf spring structure according to claim 1 is characterized in that: The first leaf spring (1), the second leaf spring (2) and the third leaf spring (3) are formed by rolling or heat treatment.

5. The new energy commercial vehicle leaf spring structure according to claim 1 is characterized in that: The limiting clamp (6) is riveted to the end of the third leaf spring.

6. The new energy commercial vehicle leaf spring structure according to claim 1 is characterized in that: The clamp noise reduction pad (7) is arranged on the inner side of the limiting clamp (6).

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