Plate spring suspension and automobile

Abstract

The utility model discloses a plate spring suspension and an automobile, the plate spring suspension is used for being installed on an automobile frame, the plate spring suspension comprises a first shock absorber, a second shock absorber, a plate spring assembly and an integral axle, and the first shock absorber and the second shock absorber are distributed at the two ends of the integral axle in the axial direction; one of the first shock absorber and the second shock absorber is connected with the integral axle and the front end of the frame longitudinal beam, the other one of the first shock absorber and the second shock absorber is connected with the integral axle and the rear end of the frame longitudinal beam, and the first shock absorber and the second shock absorber respectively provide tensile force and thrust under the condition that a vehicle accelerates or brakes through one-to-one distribution so as to reduce the distortion degree of the plate spring; the plate spring assembly comprises main springs and auxiliary springs which are fixedly connected to the integral bridge, the main springs comprise the first main spring and the second main spring which are fixedly attached, the two ends of the first main spring are connected with the frame longitudinal beam, the second main spring is located on the bottom side of the first main spring, the auxiliary springs are located on the bottom side of the second main spring, and the plate spring assembly has a first state in which the two ends of the auxiliary springs are separated from the second main spring; the riding comfort is improved under the condition that the vehicle load is small; along with the increase of the load, the plate spring assembly has a second state that the two ends of the auxiliary spring abut against the second main spring, the rigidity of the plate spring assembly is increased, and the bearing capacity of the plate spring suspension is improved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile suspension, and more specifically, to a leaf spring suspension and an automobile. Background Art

[0002] When accelerating or braking, the existing leaf spring suspension integral drive rear axle will generate a torque around the rear axle axis due to the existence of inertia force, causing the leaf spring to twist; in addition, the existing leaf spring suspension has a low load-bearing capacity, resulting in poor ride comfort.

[0003] In summary, how to reduce the degree of leaf spring distortion of a leaf spring suspension and improve the bearing capacity of the leaf spring suspension is an urgent problem to be solved by those skilled in the art. Utility Model Content

[0004] In view of this, the purpose of the present application is to provide a leaf spring suspension and a vehicle, which can reduce the degree of leaf spring distortion of the leaf spring suspension and improve the bearing capacity of the leaf spring suspension.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] A leaf spring suspension is provided, the leaf spring suspension being mounted on a vehicle frame, the frame including two frame longitudinal beams, the two frame longitudinal beams being arranged along a first direction; the leaf spring suspension comprising: a first shock absorber, a second shock absorber, a leaf spring assembly, and an integral bridge; wherein the integral bridge has an axial direction extending in the first direction, and the first and second shock absorbers are arranged along the first direction; one of the first and second shock absorbers is configured to connect the integral bridge to a front end of one of the frame longitudinal beams, and the other is configured to connect the integral bridge to a rear end of the other of the frame longitudinal beams;

[0007] The leaf spring assembly includes a main spring and a secondary spring, and the main spring and the secondary spring are fixedly connected to the integral bridge through a first connecting member; the main spring includes a first main spring and a second main spring that are fixedly fitted together, the two ends of the first main spring are used to be connected to the frame longitudinal beam, and the second main spring is located on the bottom side of the first main spring; the secondary spring is located on the bottom side of the second main spring; the leaf spring assembly has a first state in which the two ends of the secondary spring are separated from the second main spring, and a second state in which the two ends of the secondary spring are in contact with the second main spring.

[0008] In some embodiments, a distance between a front end of the first main spring and the first connecting member is smaller than a distance between a rear end of the first main spring and the first connecting member.

[0009] In some embodiments, a front end of the first main spring is connected to a front end of the frame longitudinal beam, a rear end of the first main spring is connected to a rear end of the frame longitudinal beam, and the rear end of the first main spring is higher than the front end of the first main spring.

[0010] In some embodiments, a coil ear bracket is fixed to the front end of the frame longitudinal beam, and a fixed bracket is fixed to the rear end of the frame longitudinal beam; the first end of the first main spring is rotatably connected to the coil ear bracket through a second connecting member, and the second end of the first main spring is rotatably connected to the fixed bracket through a rear hanging ear.

[0011] In some embodiments, the first connecting member includes a U-shaped bolt and a fixing nut, and the axis of the fixing nut is distributed radially along the leaf spring assembly; the distance between the second connecting member and the axis of the fixing nut is L1, and the distance between the rear lifting ear and the axis of the fixing nut is L2, and L1<L2.

[0012] In some embodiments, the second connecting member includes a first bolt, and the first end of the first main spring is rotatably connected to the ear bracket via the first bolt; the rear ear includes an ear bracket, a second bolt and a third bolt, the second bolt is fixedly connected to the fixed bracket and the ear bracket, the second end of the first main spring is rotatably connected to the ear bracket via the third bolt, and the opening of the ear bracket is upward, and the axis of the third bolt is higher than the axis of the first bolt.

[0013] In some embodiments, the axis of the third bolt is higher than the axis of the second bolt in the vertical direction.

[0014] In some embodiments, the angle between the axis of the first shock absorber and the vertical direction is a1, and a1≤45°; the angle between the axis of the second shock absorber and the vertical direction is a2, and a2≤45°.

[0015] In some embodiments, the length of the first main spring is greater than the length of the second main spring, and the length of the second main spring is greater than the length of the auxiliary spring; and / or the maximum thickness of the first main spring and the maximum thickness of the second main spring are both less than the maximum thickness of the auxiliary spring; and / or the curvature of the first main spring is greater than the curvature of the second main spring, and the curvature of the second main spring is greater than the curvature of the auxiliary spring.

[0016] In some embodiments, a buffer block is further included, wherein the fixed end of the buffer block is fixedly connected to the bottom side of the frame longitudinal beam, the telescopic end of the buffer block is opposite to the integral bridge, and there is a gap between the telescopic end of the buffer block and the integral bridge.

[0017] A vehicle comprises the leaf spring suspension as described above.

[0018] The leaf spring suspension provided by the present application is used to be installed on a vehicle frame, the vehicle frame includes two frame longitudinal beams distributed along a first direction, the leaf spring suspension includes a first shock absorber, a second shock absorber, a leaf spring assembly and an integral bridge, the first shock absorber and the second shock absorber are distributed at both ends of the integral bridge in an axial direction, one of the first shock absorber and the second shock absorber is connected to the front end of the integral bridge and the frame longitudinal beam, and the other is connected to the rear end of the integral bridge and the frame longitudinal beam, through the front-to-rear distribution, when the vehicle accelerates or brakes, respectively, to provide tension and thrust to reduce the degree of distortion of the leaf spring; the leaf spring assembly includes The main spring and auxiliary spring are fixedly connected to the integral bridge, and the main spring includes a first main spring and a second main spring that are fixedly fitted together. The two ends of the first main spring are connected to the frame longitudinal beam, the second main spring is located on the bottom side of the first main spring, and the auxiliary spring is located on the bottom side of the second main spring. The leaf spring assembly has a first state in which the two ends of the auxiliary spring are separated from the second main spring. At this time, the stiffness of the leaf spring assembly is relatively small, corresponding to the situation where the vehicle load is relatively small, thereby improving riding comfort; as the load increases, the leaf spring assembly has a second state in which the two ends of the auxiliary spring abut against the second main spring, and the stiffness of the leaf spring assembly increases, thereby improving the bearing capacity of the leaf spring suspension. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0020] Figure 1 It is a schematic diagram of the leaf spring distortion phenomenon in the prior art;

[0021] Figure 2 Provides a schematic diagram of the overall structure of a leaf spring suspension for an embodiment of the present application;

[0022] Figure 3 for Figure 2 A front view of the leaf spring suspension is shown;

[0023] Figure 4 A schematic diagram of the overall structure of a leaf spring suspension is provided from another angle for an embodiment of the present application;

[0024] Figure 5 A schematic structural diagram of a leaf spring assembly provided in an embodiment of the present application;

[0025] Figure 6 is a schematic diagram of the leaf spring assembly in the first state;

[0026] Figure 7 is a schematic diagram of the leaf spring assembly in the second state;

[0027] Figure 8Schematic diagram of the connection between the first main spring and the frame longitudinal rail in the leaf spring assembly provided in an embodiment of the present application.

[0028] Description of reference numerals:

[0029] 110-first shock absorber, 120-second shock absorber;

[0030] 200 - leaf spring assembly, 210 - main spring, 211 - first main spring, 212 - second main spring, 220 - auxiliary spring, 230 - first connecting piece, 231 - U-bolt, 232 - fixing nut, 240 - second connecting piece, 250 - rear lifting ear, 251 - lifting ear bracket, 252 - second bolt, 253 - third bolt;

[0031] 300-buffer block;

[0032] 400-integral bridge, 410-fixed block;

[0033] 500-frame, 510-frame rail, 511-wrap bracket, 512-fixed bracket. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0035] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. The terms used in the following embodiments are only for the purpose of describing specific embodiments and are not intended to be limiting of the present application. As used in the specification and appended claims of the present application, the singular expressions "one", "a kind of", "said", "above", "the" and "this" are intended to also include expressions such as "one or more", unless there is a clear contrary indication in the context. It should also be understood that in the embodiments of the present application, "one or more" refers to one, two or more; "and / or" describes the association relationship of associated objects, indicating that three relationships may exist; for example, A and / or B can represent: the existence of A alone, the existence of A and B at the same time, and the existence of B alone, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship.

[0036] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in yet other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0037] The "multiple" involved in the embodiments of the present application means greater than or equal to two. It should be noted that in the description of the embodiments of the present application, the words "first" and "second" are only used for the purpose of distinguishing the description and cannot be understood as indicating or implying relative importance or order.

[0038] like Figure 1 As shown, when accelerating or braking, the existing leaf spring suspension integral drive rear axle will generate a torque around the rear axle axis due to the existence of inertia force, causing the leaf spring to twist; in addition, the existing leaf spring suspension has a low load-bearing capacity, resulting in poor ride comfort.

[0039] An embodiment of the present application provides a leaf spring suspension, which reduces the degree of distortion of the leaf spring of the leaf spring suspension and improves the bearing capacity of the leaf spring suspension.

[0040] like Figure 2-Figure 8 As shown, the leaf spring suspension provided in the embodiment of the present application is used to be installed on a vehicle frame 500, and the vehicle frame includes two frame longitudinal beams 510, and the two frame longitudinal beams 510 are arranged along the vehicle frame 500. Figure 2 The first direction distribution is shown.

[0041] The leaf spring suspension includes a first shock absorber 110, a second shock absorber 120, a leaf spring assembly 200, and an integral bridge 400. The integral bridge 400 is oriented axially in a first direction, and the first and second shock absorbers 110, 120 are arranged along the first direction. One of the first and second shock absorbers 110, 120 is used to connect the integral bridge 400 to the front end of one frame rail 510, while the other is used to connect the integral bridge 400 to the rear end of another frame rail 510. Thus, with the first and second shock absorbers 110, 120 arranged in tandem, they can provide tension and thrust, respectively, during vehicle acceleration or braking to reduce leaf spring distortion.

[0042] It should be noted that the front end of the frame longitudinal beam 510 referred to in the embodiment of the present application corresponds to the direction close to the front of the entire vehicle, and the rear end of the frame longitudinal beam 510 corresponds to the direction close to the rear of the entire vehicle, and the front and rear are also distributed along the front and rear of the entire vehicle.

[0043] In some embodiments, as Figure 2-Figure 4 As shown, the first shock absorber 110 is connected to the front side of the integral bridge 400 and the front end of one frame rail 510, while the second shock absorber 120 is connected to the rear side of the integral bridge 400 and the rear end of the other frame rail 510. Thus, when the vehicle accelerates, the first shock absorber 110 provides a tensile force, while the second shock absorber 120 provides a thrust. When the vehicle brakes, the first shock absorber 110 provides a thrust, while the second shock absorber 120 provides a tensile force, thereby reducing the degree of leaf spring distortion and extending the service life of the leaf spring suspension.

[0044] In some other embodiments, the first shock absorber 110 may be connected to the rear end of the integral bridge 400 and one frame longitudinal beam 510, and the second shock absorber 120 may be connected to the front end of the integral bridge 400 and another frame longitudinal beam 510, thereby achieving the same effect of reducing the degree of distortion of the leaf spring.

[0045] To ensure that the first shock absorber 110 and the second shock absorber 120 can operate normally, in actual situations, the fixed end of the first shock absorber 110 is rotatably connected to the frame longitudinal beam 510, and the telescopic end of the first shock absorber 110 is rotatably connected to the integral bridge 400; the fixed end of the second shock absorber 120 is rotatably connected to the frame longitudinal beam 510, and the telescopic end of the second shock absorber 120 is rotatably connected to the integral bridge 400, so that the first shock absorber 110 and the second shock absorber 120 can be extended and retracted to provide tension and thrust.

[0046] In order to further reduce the degree of leaf spring distortion and improve the stability of the overall bridge 400 movement, as shown in FIG. Figure 3 As shown, the angle between the axis of the first shock absorber 110 and the vertical direction is a1, a1≤45°, the angle between the axis of the second shock absorber 120 and the vertical direction is a2, a2≤45°, and the first shock absorber 110 and the second shock absorber 120 are arranged vertically as much as possible. In this way, the component force of the first shock absorber 110 and the second shock absorber 120 along the length direction of the frame longitudinal beam 510 can be reduced, so that the first shock absorber 110 and the second shock absorber 120 can provide greater force to the integral bridge 400, ensuring that the first shock absorber 110 and the second shock absorber 120 can provide more stable pulling and pushing forces when the vehicle starts with high torque, so as to improve the stability of the movement of the integral bridge 400.

[0047] like Figure 5-Figure 8As shown, the leaf spring assembly 200 includes a main spring 210 and a secondary spring 220, which are fixedly connected to the integral bridge 400 via a first connecting member 230. The main spring 210 includes a first main spring 211 and a second main spring 212 that are fixedly fitted, and the second main spring 212 is located on the bottom side of the first main spring 211. Both ends of the first main spring 211 are connected to the frame longitudinal beam 510, and the secondary spring 220 is located on the bottom side of the second main spring 212. In this way, the first main spring 211 and the second main spring 212 are fixedly fitted as a whole to form the main spring 210, and part of the secondary spring 220 is fixed to the main spring 210 via the first connecting member 230, and there can be a gap between the two ends of the secondary spring 220 and the second main spring 212.

[0048] like Figure 6 As shown, the leaf spring assembly 200 has a first state in which both ends of the auxiliary spring 220 are separated from the second main spring 212. In the first state, the main spring 210 acts, making the stiffness of the leaf spring assembly 200 smaller, thereby improving the riding comfort when the vehicle is unloaded or has a light load. Figure 7 As shown, as the load increases, the leaf spring assembly 200 has a second state in which both ends of the auxiliary spring 220 abut against the second main spring 212. In the second state, the deformation of the main spring 210 gradually increases, the auxiliary spring 220 gradually takes effect, and the rate of increase of the load value of the leaf spring assembly 200 gradually increases. Similarly, the load value required for the deformation of the leaf spring assembly 200 increases, so that the stiffness of the leaf spring assembly 200 increases, which can meet the load-bearing requirements under large load conditions and improve the load-bearing capacity of the leaf spring assembly 200.

[0049] It should be noted that, in actual circumstances, there are two leaf spring assemblies 200, the two leaf spring assemblies 200 are distributed along the first direction, and the two leaf spring assemblies 200 correspond one-to-one to the two frame longitudinal beams 510, to ensure that both leaf spring assemblies 200 can provide supporting force and ensure the stable operation of the leaf spring suspension.

[0050] like Figure 4 As shown, a coil ear bracket 511 is fixed to the front end of the frame longitudinal beam 510, and a fixed bracket 512 is fixed to the rear end of the frame longitudinal beam 510. The first end of the first main spring 211 is rotatably connected to the coil ear bracket 510 via the second connecting member 240, and the second end of the first main spring 211 is rotatably connected to the fixed bracket 512 via the rear hanging ear 250, so that the leaf spring assembly 200 can be rotated and adjusted in accordance with the movement of the vehicle, thereby ensuring the normal and stable operation of the leaf spring suspension.

[0051] like Figure 5As shown, the first connector 230 includes a U-bolt 231 and a fixing nut 232. The U-bolt 231 secures the main spring 210 and the auxiliary spring 220. The fixing bolt 232 also secures the main spring 210 and the auxiliary spring 220 to the integral bridge 400. The fixing bolt 232 is axially distributed along the radial direction of the leaf spring assembly 200. The distance between the second connector 240 and the axis of the fixing nut 232 is L1, and the distance between the rear lug 250 and the axis of the fixing nut 232 is L2, with L1 less than L2. Thus, the first connector 230 creates a shorter front and longer rear profile for the leaf spring assembly 200, resulting in a more uniform stress distribution when the leaf spring assembly 200 is subjected to load. This reduces stress concentration, increases the maximum load that the leaf spring assembly 200 can withstand, and thus improves the bearing capacity of the leaf spring assembly 200.

[0052] like Figure 5 and Figure 8 As shown, the second connecting member 240 includes a first bolt, through which the first end of the first main spring 211 is rotatably connected to the winding ear bracket 511. The rear hanging ear 250 includes a hanging ear bracket 251, a second bolt 252, and a third bolt 253. The second bolt 252 is fixedly connected to the fixed bracket 512 and the hanging ear bracket 251. The second end of the first main spring 211 is rotatably connected to the hanging ear bracket 251 via the third bolt 253. The opening of the hanging ear bracket 251 is upward, and the axis of the third bolt 253 is vertically higher than the axis of the first bolt. In this way, the rear end of the first main spring 211 is higher than the front end of the first main spring 211, which reduces the vertical space occupied by the leaf spring assembly 200, saves space in the vehicle, reduces the height of the vehicle, and improves the stability and comfort of the vehicle.

[0053] It should be noted that if Figure 5 As shown, the second direction is the vertical direction, and the height in the second direction is the height in the vertical direction.

[0054] In order to ensure the convenience and stability of the connection between the ear bracket 251 and the first main spring 211, as shown in FIG. Figure 5 As shown, in the vertical direction, the axis of the third bolt 253 is higher than the axis of the second bolt 252, so that the opening of the ear bracket 251 is installed upward, so that the second end of the first main spring 211 is installed at the opening of the ear bracket 251, thereby improving the convenience and stability of the connection of the first main spring 211, and further increasing the height of the second end of the first main spring 211 to further save vehicle space.

[0055] To enable the leaf spring assembly 200 to adapt to different loads, such as Figure 6-Figure 7As shown, the length of the first main spring 211 is greater than that of the second main spring 212, and the length of the second main spring 212 is greater than that of the auxiliary spring 220, so that in the process of increasing load, the auxiliary spring 220 can gradually take effect, thereby improving the ride comfort of the vehicle; the maximum thickness of the first main spring 211 and the maximum thickness of the second main spring 212 are both less than the maximum thickness of the auxiliary spring 220, so that the stiffness of the auxiliary spring 220 is greater, and when the auxiliary spring 220 provides the effect, the leaf spring assembly 200 can withstand a higher load; the curvature of the first main spring 211 is greater than that of the second main spring 212, and the curvature of the second main spring 212 is greater than that of the auxiliary spring 220, so that when the load is small, the main spring 210 can have a greater degree of curvature, thereby ensuring the gap between the two ends of the auxiliary spring 220 and the second main spring 212, thereby improving the ride comfort.

[0056] In some other embodiments, the first main spring 211, the second main spring 212 and the auxiliary spring 220 can also be combined with other different lengths, thicknesses, and curvatures to adapt to vehicle load requirements in different situations. This embodiment of the present application is not limited to this.

[0057] In order to improve the smoothness of leaf spring suspension, Figure 2 and Figure 4 As shown, the leaf spring suspension provided by the embodiment of the present application further includes a buffer block 300. The fixed end of the buffer block 300 is fixedly connected to the bottom side of the frame longitudinal beam 510, and the telescopic end of the buffer block 300 is opposite to the integral bridge 400. Specifically, a fixed block 410 is provided on the integral bridge 400. The telescopic section of the buffer block 300 corresponds to the fixed block 410, and a gap is provided between the telescopic section of the buffer block 300 and the fixed block 410, so that the buffer block 300 is fixed at the top and suspended at the bottom. In this way, during the deformation of the leaf spring assembly 200, the buffer block 300 can provide vertical positioning. The telescopic end of the buffer block 300 abuts against the fixed block 410, so that the buffer block 300 can provide cushioning during the gradual contact between the auxiliary spring 220 and the second main spring 212, thereby improving vehicle ride comfort and extending the life of the leaf spring suspension.

[0058] In some embodiments, the buffer block 300 can be made of materials such as polyurethane and rubber, which is not limited in this embodiment of the present application.

[0059] In actual situations, there are two buffer blocks 300 distributed along the axial direction of the integral bridge 400 . The two buffer blocks 300 correspond one-to-one to the two leaf spring assemblies 200 to provide stable buffering and ensure stable operation of the leaf spring suspension.

[0060] During the operation of the leaf spring suspension provided in the embodiment of the present application, by arranging the first shock absorber 110 and the second shock absorber 120 in front and behind, during the acceleration or braking of the vehicle, the first shock absorber 110 and the second shock absorber 120 respectively provide tension and thrust, thereby reducing the degree of distortion of the leaf spring; when the load is small, the main spring 210 provides action to improve riding comfort; when the load is large, the auxiliary spring 220 and the main spring 210 abut against each other to provide action together to improve the bearing capacity of the leaf spring assembly 200, and during the operation of the leaf spring suspension, the buffer block 300 provides vertical limitation and buffering, thereby improving the smoothness of the leaf spring suspension and extending the service life of the leaf spring suspension.

[0061] An embodiment of the present application also provides a car, which includes the leaf spring suspension in the above embodiment.

[0062] Since the leaf spring suspension has the above-mentioned technical effects, the automobile includes the leaf spring suspension, and the automobile also has the corresponding technical effects, which will not be described in detail here.

[0063] The above description of the disclosed embodiments will enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A leaf spring suspension, characterized in that: The leaf spring suspension is used for being mounted on a vehicle frame (500), wherein the vehicle frame (500) comprises two frame longitudinal beams (510), and the two frame longitudinal beams (510) are distributed along a first direction; The leaf spring suspension comprises: a first shock absorber (110), a second shock absorber (120), a leaf spring assembly (200) and an integral bridge (400); The axial direction of the integral bridge (400) is a first direction, and the first shock absorber (110) and the second shock absorber (120) are distributed along the first direction; one of the first shock absorber (110) and the second shock absorber (120) is used to connect the integral bridge (400) and the front end of one of the frame longitudinal beams (510), and the other is used to connect the integral bridge (400) and the rear end of another of the frame longitudinal beams (510); The leaf spring assembly (200) includes a main spring (210) and a secondary spring (220), wherein the main spring (210) and the secondary spring (220) are fixedly connected to the integral bridge (400) via a first connecting member (230); the main spring (210) includes a first main spring (211) and a second main spring (212) fixedly attached to each other, wherein both ends of the first main spring (211) are used to be connected to the frame longitudinal beam (510), and the second main spring (212) is located at the bottom side of the first main spring (211); and the secondary spring (220) is located at the bottom side of the second main spring (212); The leaf spring assembly (200) has a first state in which both ends of the auxiliary spring (220) are separated from the second main spring (212), and a second state in which both ends of the auxiliary spring (220) are in contact with the second main spring (212).

2. The leaf spring suspension according to claim 1, characterized in that The distance between the front end of the first main spring (211) and the first connecting member (230) is smaller than the distance between the rear end of the first main spring (211) and the first connecting member (230).

3. The leaf spring suspension according to claim 1, characterized in that The front end of the first main spring (211) is connected to the front end of the frame longitudinal beam (510), the rear end of the first main spring (211) is connected to the rear end of the frame longitudinal beam (510), and the rear end of the first main spring (211) is higher than the front end of the first main spring (211).

4. The leaf spring suspension according to claim 1, characterized in that A coiled ear bracket (511) is fixed to the front end of the frame longitudinal beam (510), and a fixed bracket (512) is fixed to the rear end of the frame longitudinal beam (510); The first end of the first main spring (211) is rotatably connected to the coil ear bracket (511) via a second connecting member (240), and the second end of the first main spring (211) is rotatably connected to the fixed bracket (512) via a rear hanging ear (250).

5. The leaf spring suspension according to claim 4, characterized in that The first connecting member (230) comprises a U-shaped bolt (231) and a fixing nut (232), wherein the axis of the fixing nut (232) is distributed along the radial direction of the leaf spring assembly (200); The distance between the second connecting member (240) and the axis of the fixing nut (232) is L1, the distance between the rear lifting ear (250) and the axis of the fixing nut (232) is L2, and L1<L2.

6. The leaf spring suspension according to claim 4, characterized in that The second connecting member (240) comprises a first bolt, and the first end of the first main spring (211) is rotatably connected to the coiled ear bracket (511) via the first bolt; The rear hanging ear (250) includes a hanging ear bracket (251), a second bolt (252) and a third bolt (253), wherein the second bolt (252) is fixedly connected to the fixed bracket (512) and the hanging ear bracket (251), and the second end of the first main spring (211) is rotatably connected to the hanging ear bracket (251) via the third bolt (253), and the opening of the hanging ear bracket (251) is upward, and the axis of the third bolt (253) is higher than the axis of the first bolt.

7. The leaf spring suspension according to claim 6, characterized in that The axis of the third bolt (253) is higher than the axis of the second bolt (252) in the vertical direction.

8. The leaf spring suspension according to claim 1, characterized in that The angle between the axis of the first shock absorber (110) and the vertical direction is a1, and a1≤45°; The angle between the axis of the second shock absorber (120) and the vertical direction is a2, and a2≤45°.

9. The leaf spring suspension according to claim 1, characterized in that The length of the first main spring (211) is greater than the length of the second main spring (212), and the length of the second main spring (212) is greater than the length of the auxiliary spring (220); and / or the maximum thickness of the first main spring (211) and the maximum thickness of the second main spring (212) are both smaller than the maximum thickness of the auxiliary spring (220); And / or, the curvature of the first main spring (211) is greater than the curvature of the second main spring (212), and the curvature of the second main spring (212) is greater than the curvature of the auxiliary spring (220).

10. The leaf spring suspension according to any one of claims 1 to 9, characterized in that: It also includes a buffer block (300), wherein the fixed end of the buffer block (300) is fixedly connected to the bottom side of the frame longitudinal beam (510), the telescopic end of the buffer block (300) is opposite to the integral bridge (400), and a gap is provided between the telescopic end of the buffer block (300) and the integral bridge (400).

11. An automobile, characterized in that: Comprising the leaf spring suspension according to any one of claims 1-10.

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