The present disclosure relates to an apparatus and a method for assembling a composite material leaf spring module, wherein the efficiency of assembly of the composite material leaf spring module is improved and a camber of a spring member of a composite material is compensated for during assembly. An apparatus for assembling a composite material leaf spring module includes a first support configured to support a central portion of the composite material leaf spring module, a pair of second supports configured to individually support springs of the composite material leaf spring module, and a base connecting the first and second supports.

Provided is a driving device for an electric truck which can obtain good ride quality by decreasing the unsprung weight while achieving the adequate fuel efficiency performance by improving the power transmission efficiency and which can improve the mountability of a battery. The driving device for an electric truck includes a driving unit that accommodates therein a motor. a gearbox, and a differential device. The driving unit is supported by a first support part with respect to a ladder frame. Drive shafts coupled to the differential device are accommodated in hollow members. The hollow members are elastically supported by a second support part with respect to the ladder frame.

A suspension system for a vehicle is provided. The suspension system includes a first chassis rail extending longitudinally in an axial direction of the vehicle. The suspension system also includes a second chassis rail extending longitudinally in the axial direction of the vehicle. The suspension system further includes a transverse beam coupled to the first chassis rail and the second chassis rail. The suspension system yet further includes at least one leaf spring extending in a transverse direction of the vehicle, the at least one leaf spring having a spring rate that is actively variable. The suspension system also includes a fulcrum locator operatively coupled to the at least one leaf spring and to the transverse beam, the fulcrum locator in a sliding relationship with the at least leaf one spring.

A suspension system for a vehicle is provided. The suspension system includes a first chassis rail extending longitudinally in an axial direction of the vehicle. The suspension system also includes a second chassis rail extending longitudinally in the axial direction of the vehicle. The suspension system further includes a transverse beam coupled to the first chassis rail and the second chassis rail. The suspension system yet further includes at least one leaf spring extending in a transverse direction of the vehicle, the at least one leaf spring having a spring rate that is actively variable. The suspension system also includes a fulcrum locator operatively coupled to the at least one leaf spring and to the transverse beam, the fulcrum locator in a sliding relationship with the at least leaf one spring.

A suspension spring unit can be positioned between a vehicle body and a wheel support. The suspension spring unit may form a constituent part of the vehicle chassis, configured with spring bodies made from a fiber composite material. At least two ring bodies arranged in series may be made from a fiber composite material and may have a respectively closed contour. The two ring bodies may be connected to one another via at least one connecting element.

A suspension spring unit can be positioned between a vehicle body and a wheel support. The suspension spring unit may form a constituent part of the vehicle chassis, configured with spring bodies made from a fiber composite material. At least two ring bodies arranged in series may be made from a fiber composite material and may have a respectively closed contour. The two ring bodies may be connected to one another via at least one connecting element.

Automotive leaf springs are produced from low-hardenability and specified hardenability steel, with identical and different length, width and thickness and constant or variable cross section profile, that are subjected to through-surface hardening and low tempering. The ideal critical diameter of hardening, carbon content and hardened layer depth depend on the thickness of constant cross section profile leaf and maximum and minimum thicknesses of variable cross section profile leafs. Adherence to the optimum correlations of parameters indicated make it possible to produce leaf springs with the best mechanical properties and longevity.

Automotive leaf springs are produced from low-hardenability and specified hardenability steel, with identical and different length, width and thickness and constant or variable cross section profile, that are subjected to through-surface hardening and low tempering. The ideal critical diameter of hardening, carbon content and hardened layer depth depend on the thickness of constant cross section profile leaf and maximum and minimum thicknesses of variable cross section profile leafs. Adherence to the optimum correlations of parameters indicated make it possible to produce leaf springs with the best mechanical properties and longevity.

A spring leaf for a leaf spring (1) has an upper side (13), a lower side (14), two lateral sections extending between the upper side (13) and the lower side (14), a longitudinal axis (15), a section plane (III) extending perpendicularly to the upper side (13) and lower side (14) and through the longitudinal axis (15), two end sections (3a, 3b), and a middle section (4) extending between the end sections (3a, 3b). The middle section (4) has a clamping region (5). A main tension region (6a, 6b) is provided between at least one of the end sections (3a, 3b) and the clamping region (5), the thickness (S) of which decreases in the direction from the clamping region (5) to the end section (3a, 3b), in particular decreases parabolically. The width (B) of the main tension region (6a, 6b) extending between the section plane (III) and a lateral section of the spring leaf (2) increases over a part of its length or over its entire length in the direction from the end section (3a, 3b) toward the clamping region (5) according to a quadratic function.

A spring leaf for a leaf spring (1) has an upper side (13), a lower side (14), two lateral sections extending between the upper side (13) and the lower side (14), a longitudinal axis (15), a section plane (III) extending perpendicularly to the upper side (13) and lower side (14) and through the longitudinal axis (15), two end sections (3a, 3b), and a middle section (4) extending between the end sections (3a, 3b). The middle section (4) has a clamping region (5). A main tension region (6a, 6b) is provided between at least one of the end sections (3a, 3b) and the clamping region (5), the thickness (S) of which decreases in the direction from the clamping region (5) to the end section (3a, 3b), in particular decreases parabolically. The width (B) of the main tension region (6a, 6b) extending between the section plane (III) and a lateral section of the spring leaf (2) increases over a part of its length or over its entire length in the direction from the end section (3a, 3b) toward the clamping region (5) according to a quadratic function.