Steel plate spring assembly and vehicle

Abstract

The application provides a leaf spring assembly and a vehicle. The leaf spring assembly comprises a first leaf spring, a bushing and a connecting piece. The first leaf spring is located at the top of the leaf spring assembly in the Z direction, and the two ends of the length direction of the first leaf spring are provided with eyes. The bushing is arranged in the eye. The connecting piece can pass through the bushing and be connected with the mounting bracket of the vehicle to realize the connection between the leaf spring assembly and the vehicle. The bushing comprises a buffer layer inside the bushing. The buffer layer is provided with a groove, and the groove is located on the Z direction side of the connecting piece and / or on the side opposite to the Z direction of the connecting piece. In this way, by arranging the groove on the Z direction end of the buffer layer, the Z direction stiffness of the buffer layer is less than the X direction stiffness of the buffer layer. In this way, the small Z direction stiffness improves the dynamic compression comfort, the large X direction stiffness guarantees the steering stability during driving and braking, so that the load mutation can be avoided when the vehicle is subjected to the Z direction force.

Description

Technical Field

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

[0002] With the rapid growth of my country's economy, logistics vehicles play a crucial role in last-mile freight transportation. The demand and number of these vehicles are increasing, and the commercial vehicle user base is becoming younger. Drivers in this new era have increasingly higher requirements for vehicle comfort and NVH (noise, vibration, and harshness). Traditional logistics vehicles often use leaf spring-type non-independent suspensions to ensure high load-bearing capacity. The leaf spring assembly typically consists of multiple single-stiffness leaf springs connected to the vehicle via bushings. In the Z-axis direction, the load on the vehicle changes abruptly when under stress, resulting in poor ride comfort. Utility Model Content

[0003] In view of this, this application provides a leaf spring assembly that solves the problem that the load on a vehicle changes abruptly in the Z-direction when under stress, resulting in poor vehicle ride comfort. This application also provides a vehicle including the above-mentioned leaf spring assembly.

[0004] To achieve the above objectives, this application provides the following technical solution: A leaf spring assembly, comprising: The first leaf spring is located at the top of the leaf spring assembly in the Z direction, and the two ends of the first leaf spring in the length direction are provided with lugs; A bushing is provided inside the rolled ear; A connector that passes through the bushing and connects to a vehicle mounting bracket to achieve the connection between the leaf spring assembly and the vehicle; The bushing includes a buffer layer located inside the bushing, and the buffer layer has a groove, which is located on one side of the connector in the Z direction and / or on the opposite side of the connector in the Z direction.

[0005] Optionally, the bushing includes: The inner frame has through holes for the connectors to pass through, and the buffer layer is disposed on the circumferential outer side of the inner frame; An exoskeleton is disposed on the circumferential outer side of the buffer layer. The exoskeleton includes an extension that extends into the ear and an abutting portion that abuts against the side of the ear.

[0006] Optionally, in the axial direction of the bushing, the groove is located at the end of the buffer layer opposite to the abutment.

[0007] Optionally, in the axial direction of the bushing, the diameter of the end of the inner skeleton near the abutment is smaller than the diameter of the end away from the abutment.

[0008] Optionally, in the axial direction of the bushing, the end face of the inner skeleton near the abutment portion has an alternating pattern of protrusions and recesses.

[0009] Optionally, the buffer layer includes a first buffer portion located between the inner skeleton and the extension, and a second buffer portion located on the side of the abutment portion opposite to the extension.

[0010] Optionally, it also includes a second leaf spring located on the opposite side of the first leaf spring in the Z direction, and shock-absorbing pads are provided at both ends of the second leaf spring in the length direction facing the first leaf spring. In the Z-direction, the shock-absorbing pad and the first leaf spring are spaced apart, the shock-absorbing pad has a hollow structure, and the cross-sectional area of ​​the shock-absorbing pad decreases.

[0011] Optionally, a damping component is provided on the side of the second leaf spring facing the first leaf spring at its midpoint along its length, the damping component comprising: The first buffer pad abuts against the first leaf spring; The second buffer pad abuts against the second leaf spring; A limiting plate includes an integrally formed support portion, a first limiting portion, and a second limiting portion. The support portion is located between the first buffer pad and the second buffer pad, and the first limiting portion and the second limiting portion are located on both sides of the support portion in the width direction to limit the first buffer pad and the second buffer pad respectively.

[0012] Optionally, under no-load conditions, in the Z-direction, the spacing between the shock-absorbing pad and the first leaf spring is H1, and the size of the hollow structure of the shock-absorbing pad is H2, wherein H1 and H2 satisfy: 5mm≤H1≤20mm, 15mm≤H2≤20mm.

[0013] A vehicle comprising the leaf spring assembly described in any of the preceding claims.

[0014] The leaf spring assembly provided in this application includes a first leaf spring, a bushing, and a connector. The bushing is installed inside a coil lug, and the connector passes through the bushing and connects to the vehicle's mounting bracket to achieve the connection between the leaf spring assembly and the vehicle. The bushing includes a buffer layer located inside the bushing, with a groove within the buffer layer. The groove is located on one side of the connector in the Z-direction and / or on the opposite side of the connector in the Z-direction. By placing the groove on one side of the connector in the Z-direction and / or on the opposite side of the connector in the Z-direction, the Z-direction stiffness of the buffer layer can be made smaller than the X-direction stiffness of the buffer layer. This smaller Z-direction stiffness improves dynamic compression comfort, while the larger X-direction stiffness ensures handling stability during forward movement and braking. This prevents sudden load changes when the vehicle is subjected to Z-direction forces, thereby improving vehicle ride comfort. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the steel leaf spring assembly provided in this embodiment.

[0017] Figure 2 This is a cross-sectional view of the leaf spring assembly after it has been installed onto the mounting bracket.

[0018] Figure 3 This is a schematic diagram of the bushing structure.

[0019] Figure 4 for Figure 3 Cross-sectional view at the Z-axis and Y-axis.

[0020] Figure 5 for Figure 3 Cross-sectional view along the X-axis and Y-axis.

[0021] Figure 6 This is a magnified view of a portion of the leaf spring assembly.

[0022] Figure 7 This is a schematic diagram of the vibration damping component.

[0023] exist Figures 1 to 7 middle: 1-First leaf spring, 2-Bushing, 3-Connector, 4-Second leaf spring, 5-Damping pad, 6-Damping assembly, 7-Mounting bracket; 11-Rolled ear, 21-Buffer layer, 22-Inner skeleton, 23-Outer skeleton, 61-First buffer pad, 62-Second buffer pad, 63-Limiting plate; 211-Groove, 212-First buffer section, 213-Second buffer section, 221-Concave-convex structure, 222-First straight section, 223-Second straight section, 224-Chamfered section, 231-Extension section, 232-Abutting section, 631-Support section, 632-First limiting section, 633-Second limiting section. Detailed Implementation

[0024] This application provides a leaf spring assembly that solves the problem of abrupt load changes in the Z-axis direction when a vehicle is under stress, resulting in poor vehicle ride comfort. This application also provides a vehicle including the aforementioned leaf spring assembly.

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] like Figures 1 to 7As shown, this application embodiment provides a leaf spring assembly. The middle part of the leaf spring assembly is fixed to the axle by U-bolts, and both ends of the leaf spring assembly are connected to the hangers or brackets of the vehicle frame via lugs 11 to achieve the connection between the leaf spring assembly and the vehicle. The leaf spring assembly mainly includes a first leaf spring 1, a bushing 2, and a connecting member 3. The first leaf spring 1 is located at the top of the leaf spring assembly in the Z-direction, meaning it is the uppermost leaf spring among all the leaf springs in the assembly. Specifically, lugs 11 are provided at both ends of the first leaf spring 1 along its length. The bushing 2 is disposed within the lugs 11, passing through the hollow area of ​​the lugs 11. A through hole for the connecting member 3 to pass through is provided in the center of the bushing 2 assembly. Thus, the connecting member 3 is connected to the vehicle's mounting bracket 7 via the bushing 2 assembly, thereby achieving the connection between the leaf spring assembly and the vehicle. The bushing 2 includes a buffer layer 21 located inside the bushing 2. The buffer layer 21 is used to provide cushioning in vehicles equipped with the leaf spring assembly. For example, when the vehicle starts or brakes, the truck bed and the weight inside the truck bed will act on the leaf spring assembly through the bushing 2. The high stiffness of the buffer layer 21 in the X direction in the bushing 2 ensures the stability of handling during forward movement and braking. The weight in the truck bed will compress the buffer layer 21 of the bushing 2 in the Z direction to transfer the gravity to the first leaf spring 1 through the bushing 2. If both ends of the buffer layer 21 in the Z direction are dense filling layers, it will cause a sudden change in load when the vehicle is subjected to Z-direction force, thereby affecting the driving experience of the vehicle. Here, a groove 211 is provided in the buffer layer 21, and the groove 211 is located on the Z-direction side of the connector 3 and / or on the opposite side of the Z-direction of the connector 3. In this way, when the leaf spring assembly is subjected to the Z-direction gravity of the truck bed and the heavy object, since the groove 211 is located on the Z-direction side of the connector 3 and / or on the opposite side of the Z-direction of the connector 3, the difference between the X-direction stiffness and the Z-direction stiffness is generally 1000-2000 N / mm. In this way, by reducing the Z-direction stiffness of the buffer layer 21, the sudden change of load can be avoided when the vehicle is subjected to Z-direction force, thereby improving the driving comfort of the vehicle.

[0027] It should be noted that the groove 211 is located on one side of the Z-direction of the connector 3 and / or on the opposite side of the Z-direction of the connector 3. The groove 211 being located on one side of the Z-direction of the connector 3 means that the groove 211 is located on... Figure 2 The area shown in section A, located on the opposite side of the Z-direction of connector 3, refers to the groove 211 located in... Figure 2 The region shown in B is defined by the Z-direction. Figure 2 The direction shown in the middle Z is the opposite direction of Z. Figure 2 The direction shown is -Z.

[0028] It should also be noted that the number of grooves 211 in the buffer layer 21 is not limited here. One or more grooves 211 can be provided, and the grooves 211 are ensured to be located on one side of the Z direction of the connector 3 and / or on the opposite side of the Z direction of the connector 3, so as to reduce the stiffness of the buffer layer 21 in the Z direction.

[0029] It should also be noted that the Z-direction is the vertical direction when the vehicle is in a horizontal position or traveling on a level road. Figure 2 and Figure 3 The direction indicated by the middle arrow Z.

[0030] For example, connector 3 is typically a bolt and nut structure.

[0031] The aforementioned leaf spring assembly includes a first leaf spring 1, a bushing 2, and a connector 3. The bushing 2 is installed inside the lug 11, and the connector 3 passes through the bushing 2 and connects to the vehicle's mounting bracket 7 to achieve the connection between the leaf spring assembly and the vehicle. The bushing 2 includes a buffer layer 21 located inside the bushing 2. The buffer layer 21 has a groove 211, which is located on the Z-direction side of the connector 3 and / or on the opposite side of the Z-direction. By placing the groove 211 on the Z-direction side of the connector 3 and / or on the opposite side of the Z-direction, the Z-direction stiffness of the buffer layer 21 can be made smaller than its X-direction stiffness. This smaller Z-direction stiffness improves dynamic compression comfort, while the larger X-direction stiffness ensures handling stability during forward movement and braking. This helps avoid sudden load changes when the vehicle is subjected to Z-direction forces, thereby improving vehicle ride comfort.

[0032] In some embodiments, please refer to Figures 3 to 5 The bushing 2 includes an inner frame 22 and an outer frame 23. The inner frame 22 has a through hole for the connector 3 to pass through, and the buffer layer 21 is disposed on the circumferential outer side of the inner frame 22. The outer frame 23 is disposed on the circumferential outer side of the buffer layer 21, and the outer frame 23 includes an extension 231 that extends into the lug 11 and an abutting portion 232 that abuts against the side of the lug 11. Specifically, the two bushings 2 are inserted into the hollow area of ​​the lug 11 opposite to each other, the extensions 231 of the outer frame 23 are inserted into the hollow area of ​​the lug 11 opposite to each other, and the abutting portion 232 of the outer frame 23 abuts against the side of the lug 11. Then the connector 3 passes through the center of the oppositely disposed bushings 2 to realize the connection between the leaf spring assembly and the frame. By setting two bushings 2 opposite to each other and placing the buffer layer 21 in the middle of the outer frame 23 and the inner frame 22, this arrangement can ensure that the weight of the truck bed and heavy objects is transmitted to the leaf spring assembly through the bushings 2, thereby balancing the force on the leaf spring assembly and improving the stability of the leaf spring assembly structure.

[0033] In this design, grooves 211 are formed at the Z-direction ends of the buffer layers 21 of each bushing 2 disposed within the same lug 11, thereby ensuring low stiffness in the Z-direction and improving dynamic compression comfort. Furthermore, to further enhance the stability of the bushing 2 structure, the grooves 211 in the buffer layers 21 of each bushing 2 disposed in opposite directions are positioned identically.

[0034] In addition, by providing the abutment part 232, it is possible to prevent the bushing 2 from dislodging and causing the leaf spring to collide with the leaf spring mounting bracket 7 when the leaf spring is subjected to a large lateral impact force, thereby improving the safety of the leaf spring assembly during use.

[0035] In some embodiments, please refer to Figure 4 In the axial direction of the bushing 2, the groove 211 is located at the end of the buffer layer 21 away from the abutment portion 232. This arrangement has two advantages: firstly, placing the groove 211 at the end of the abutment portion 232 improves the convenience of grooving the groove 211, thereby increasing the grooving efficiency; secondly, the grooves 211 in the buffer layers 21 of the two bushings 2 arranged opposite each other in the same lug 11 are both located in the middle region of the lug 11. This reduces the stiffness of the bushing 2 in the middle region of the lug 11, allowing the bushing 2 to be subjected to balanced forces when the load in the truck bed and the heavy objects in the truck bed transmit forces to the lug 11 through the bushing 2, thereby improving the structural stability of the leaf spring assembly.

[0036] It should be noted that the axial direction of bushing 2 is... Figure 4 The direction indicated by the double-headed arrow C.

[0037] In some embodiments, please refer to Figure 4 and Figure 5 In the axial direction of bushing 2, the diameter of the end of the inner frame 22 near the abutment portion 232 is smaller than the diameter of the end away from the abutment portion 232. That is to say, the inner frame 22 is designed as a pagoda-shaped structure, with the end of the inner frame away from the abutment portion 232 protruding. This can effectively reduce the contact area between the inner frame 22 and the mounting bolts, thereby reducing the metal friction noise between the two. This reduces noise during the driving process of vehicles equipped with this leaf spring assembly and improves the NVH level of vehicles equipped with this leaf spring assembly.

[0038] For example, in the axial direction of the bushing 2, the inner frame 22 includes a first straight section 222 away from the abutment portion 232, a second straight section 223 near the abutment portion 232, and a chamfered section 224 disposed between the first straight section 222 and the second straight section 223, wherein the diameter of the first straight section 222 is larger than the diameter of the second straight section 223.

[0039] In some embodiments, please refer to Figure 4 and Figure 5In the axial direction of the bushing 2, the end face of the inner skeleton 22 near the abutment portion 232 has an alternating convex-concave structure 221 with protrusions and recesses. In other words, the end face of the inner skeleton 22 near the abutment portion 232 has a serrated anti-loosening structure. Specifically, when the bushing 2 is connected to the mounting bracket 7 via the connector 3 passing through it, the end face of the inner skeleton 22 near the abutment portion 232 abuts against the mounting bracket 7. This is achieved by using an alternating convex-concave structure 221 on the end face of the inner skeleton 22 near the abutment portion 232. This design ensures a tight fit between the bushing and the mounting bracket 7, preventing the bushing 2 from rotating and eliminating metal-to-metal friction between the inner skeleton 22 of the bushing 2 and the mounting bracket 7, thereby improving the stability of the connection between the bushing 2 and the mounting bracket 7.

[0040] In some embodiments, please refer to Figure 4 The buffer layer 21 includes a first buffer portion 212 located between the inner frame 22 and the extension 231, and a second buffer portion 213 located on the side of the abutment portion 232 opposite to the extension 231. Specifically, on the one hand, by providing the first buffer portion 212, the pressure of the vehicle's weight and inertia during vehicle operation on the bushing 2 can be alleviated, thereby buffering the force acting on the leaf spring assembly; on the other hand, by providing the second buffer portion 213, when the vehicle tilts, since the second buffer portion 213 is located on the side of the abutment portion 232 opposite to the extension 231, the second buffer portion 213 will contact the mounting bracket 7 of the first leaf spring 1, rather than directly contacting the first leaf spring 1. The second buffer portion 213 provides buffer support for the mounting bracket 7, thereby providing buffering when the vehicle tilts, and reducing wear between the mounting bracket 7 and the first leaf spring 1, thereby improving the service life of the mounting bracket 7 and the first leaf spring 1.

[0041] In some embodiments, please refer to Figure 1 and Figure 6The leaf spring assembly also includes a second leaf spring 4 located on the opposite side of the first leaf spring 1 in the Z-direction. Both ends of the second leaf spring 4 along its length, facing the first leaf spring 1, are equipped with damping pads 5. In the Z-direction, the damping pads 5 and the first leaf spring 1 are spaced apart. Thus, when the vehicle is unloaded, the load is small, and due to the placement of the damping pads 5 and the spaced arrangement between them and the first leaf spring 1, only the first leaf spring 1 is active, with a stiffness of 50-80 N / mm, achieving comfort under unloaded conditions. When the vehicle is fully loaded, the first leaf spring 1 bends and contacts the damping pads 5, compressing them into contact with the second leaf spring 4. At this point, both the first and second leaf springs are active simultaneously, with a stiffness of 150-200 N / mm, achieving high load-bearing capacity. This arrangement achieves different leaf spring stiffness requirements under different loads, ensuring that only the first leaf spring 1 is active under unloaded conditions (low stiffness for comfort) and that both leaf springs are active under full load (high stiffness for high load-bearing capacity).

[0042] Further details based on the above embodiments can be found in the following examples. Figure 6 The shock absorber 5 has a hollow structure, and its cross-sectional area decreases in the Z-direction. With this configuration, as the weight of objects inside the vehicle increases, the ends of the first leaf spring 1 bend, reducing the distance between the first leaf spring 1 and the shock absorber 5 until they contact each other. Because the cross-sectional area of ​​the shock absorber 5 decreases in the Z-direction, as the weight of objects inside the vehicle further increases, the first leaf spring 1 further compresses the shock absorber 5, causing the second leaf spring 4 to bend further under stress. At this point, the first leaf spring 1 and the second leaf spring 4 together provide support for lifting the weight. By configuring the shock absorber 5 as described above, sudden force changes can be avoided as the weight gradually increases, resulting in smoother force distribution. This achieves multi-level nonlinear stiffness with smooth curve changes, eliminating the discomfort caused by sudden stiffness changes for the driver and passengers, thus improving comfort and NVH levels.

[0043] It should be noted that there is no limit to the number of first leaf spring 1 and second leaf spring 4 provided here; one or more first leaf spring 1 and second leaf spring 4 can be provided.

[0044] In some embodiments, please refer to Figure 1 and Figure 7A shock-absorbing component 6 is provided on the side of the second leaf spring 4 facing the first leaf spring 1 along the middle of the second leaf spring 4 along the length direction. The shock-absorbing component 6 includes a first buffer pad 61, a second buffer pad 62, and a limiting plate 63. The first buffer pad 61 abuts against the first leaf spring 1; the second buffer pad 62 abuts against the second leaf spring 4; the limiting plate 63 includes an integrally formed support part 631, a first limiting part 632, and a second limiting part 633. The support part 631 is located between the first buffer pad 61 and the second buffer pad 62, and the first limiting part 632 and the second limiting part 633 are respectively located on both sides of the support part 631 along the width direction to limit the first buffer pad 61 and the second buffer pad 62 respectively. Here, by setting the first buffer pad 61 and the second buffer pad 62, the sudden change in instantaneous force value and the sharp increase in leaf spring stiffness can be reduced, further improving the comfort of driving the vehicle; and by setting the limiting plate 63 to limit the first buffer pad 61 and the second buffer pad 62, the stability of the first limiting pad and the second limiting pad structure can be improved, thereby improving the structural stability of the leaf spring assembly.

[0045] In some embodiments, referring to 6, under no-load conditions, in the Z-direction, the gap between the damping pad 5 and the first leaf spring 1 is H1, and the size of the hollow structure of the damping pad 5 is H2, where H1 and H2 satisfy: 5mm≤H1≤20mm, 15mm≤H2≤20mm. That is, when there are no items placed in the vehicle and it is under no-load conditions, H1 is usually 5mm-20mm, and H2 is usually 15mm-20mm. At this time, the first leaf spring 1 and the second leaf spring 4 are not in contact, and only the first leaf spring 1 with low stiffness is active, resulting in the best comfort. As the load increases, the gap H1 gradually decreases, and the damping pad 5 begins to contact the first leaf spring 1. The stiffness of the first leaf spring 1 increases gently to achieve a slow increase in nonlinear stiffness. As the load further increases, the gap H2 gradually decreases, and the damping pad 5 is slowly compressed. The stiffness of the first leaf spring 1 still changes smoothly without abrupt changes, achieving the avoidance of sudden force changes throughout the entire stroke, greatly improving comfort. Finally, after H1 and H2 are fully compressed, the first leaf spring 1 and the second leaf spring 4 will truly make contact. At this point, the first leaf spring 1 and the second leaf spring 4 exhibit high stiffness and achieve high load-bearing capacity. In addition, due to the effective vibration damping and noise reduction effect, the metallic knocking noise between the leaf springs is avoided.

[0046] For example, H1 can be 5mm, 5.5mm, 6mm, 8mm, 10mm, 12mm, 15mm, 18mm, 19mm, 19.5mm, 20mm, etc. H2 can be 15mm, 15.5mm, 16mm, 17mm, 18mm, 19mm, 19.5mm, 20mm, etc.

[0047] This application discloses a vehicle that includes the aforementioned leaf spring assembly. Since the vehicle includes the aforementioned leaf spring assembly, the beneficial effects of the leaf spring assembly on the vehicle are described above and will not be repeated here.

[0048] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0049] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0050] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0051] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0052] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0053] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A leaf spring assembly, characterized in that, include: The first leaf spring is located at the top of the leaf spring assembly in the Z direction, and the two ends of the first leaf spring in the length direction are provided with lugs; A bushing is provided inside the lug; A connector that passes through the bushing and connects to a vehicle mounting bracket to achieve the connection between the leaf spring assembly and the vehicle; The bushing includes a buffer layer located inside the bushing, and the buffer layer has a groove, which is located on one side of the connector in the Z direction and / or on the opposite side of the connector in the Z direction.

2. The leaf spring assembly according to claim 1, characterized in that, The bushing includes: The inner frame has through holes for the connectors to pass through, and the buffer layer is disposed on the circumferential outer side of the inner frame; An exoskeleton is disposed on the circumferential outer side of the buffer layer. The exoskeleton includes an extension that extends into the ear and an abutting portion that abuts against the side of the ear.

3. The leaf spring assembly according to claim 2, characterized in that, In the axial direction of the bushing, the groove is located at the end of the buffer layer away from the abutment portion.

4. The leaf spring assembly according to claim 2, characterized in that, In the axial direction of the bushing, the diameter of the end of the inner skeleton near the abutment is smaller than the diameter of the end away from the abutment.

5. The leaf spring assembly according to claim 2, characterized in that, Along the axial direction of the bushing, the end face of the inner skeleton near the abutment portion has an alternating pattern of protrusions and recesses.

6. The leaf spring assembly according to claim 2, characterized in that, The buffer layer includes a first buffer portion located between the inner skeleton and the extension, and a second buffer portion located on the side of the abutment portion opposite to the extension.

7. The leaf spring assembly according to any one of claims 1 to 6, characterized in that, It also includes a second leaf spring located on the opposite side of the first leaf spring in the Z direction, and shock-absorbing pads are provided at both ends of the second leaf spring in the length direction facing the first leaf spring. In the Z-direction, the shock-absorbing pad and the first leaf spring are spaced apart, the shock-absorbing pad has a hollow structure, and the cross-sectional area of ​​the shock-absorbing pad decreases.

8. The leaf spring assembly according to claim 7, characterized in that, A damping component is provided on the side of the second leaf spring facing the first leaf spring at its midpoint along its length. The damping component includes: The first buffer pad abuts against the first leaf spring; The second buffer pad abuts against the second leaf spring; A limiting plate includes an integrally formed support portion, a first limiting portion, and a second limiting portion. The support portion is located between the first buffer pad and the second buffer pad, and the first limiting portion and the second limiting portion are located on both sides of the support portion in the width direction to limit the first buffer pad and the second buffer pad respectively.

9. The leaf spring assembly according to claim 7, characterized in that, Under no-load conditions, in the Z-direction, the distance between the damping pad and the first leaf spring is H1, and the size of the hollow structure of the damping pad is H2, wherein H1 and H2 satisfy: 5mm≤H1≤20mm, 15mm≤H2≤20mm.

10. A vehicle, characterized in that, The leaf spring assembly includes any one of claims 1-9.

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