JP2002046442A - Rear suspension structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rear suspension structure of a vehicle capable of preventing a stress from producing in a stabilizer and a trailing arm in the initial state while the stabilizer is disposed compactly when the stabilizer is disposed in the suspension structure using a compact multilink suspension. SOLUTION: With the stabilize temporarily assembled, a stabilizer fixing bracket is slid on the fixed part of the stabilizer to adjust the position thereof so that the distance between the right and left stabilizing fixing brackets is identical to the distance between the right and left trailing arms, and the stabilizer is assembled into the trailing arm (S6).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle rear suspension structure for suspending wheels, and more particularly, to a vehicle rear suspension structure in which a stabilizer is disposed on a rear suspension employing a compact multi-link type suspension.

[0002]

2. Description of the Related Art Conventionally, in a rear suspension for suspending wheels, a tire is properly grounded on a road surface in various situations such as driving and braking, so that unnecessary force and movement of the tire are not generated. Many suspension types have been proposed.

[0003] Among these, a multi-link type suspension is known as a suspension that maximizes the restraining force of the wheel and appropriately changes the geometry of the wheel.

[0004] Although this multi-link type suspension is excellent in terms of improving suspension performance, it has a large number of links when actually laid out on a vehicle. There is a problem that the space increases.

As a countermeasure against such a problem, Japanese Patent Laid-Open Publication No. Sho 57-110510 (JP-B-63-55445) has been proposed.
Japanese Patent Application Laid-Open Publication No. HEI 9-301, the rear suspension structure is known.

In this rear suspension structure, a suspension link for suspending a wheel is provided with a trailing arm integrated with a wheel support member and extending in the front-rear direction of the vehicle, and the trailing arm having a sharp angle (retreat angle) in plan view with the trailing arm. By using a total of three upper and lower lateral links extending almost in parallel in the width direction, the problems of multilink suspensions, such as an increase in link support points and an increase in layout space, are solved.

[0007]

In general, when an independent suspension is employed, the vehicle is likely to sink greatly into the outer wheel of the turn when turning. If this sinking behavior is large, the turning stability of the vehicle is adversely affected. Therefore, a front suspension of the vehicle is usually provided with a torsion bar type stabilizer connecting the left and right wheels.

[0008] Such a sinking behavior is particularly noticeable in an RV vehicle having a high vehicle height and a high center of gravity or a sports car performing a high-speed turn. Therefore, in these vehicles, a stabilizer is also provided on the rear suspension. It has been known.

Considering the case where a stabilizer is provided in the rear suspension structure disclosed in the above publication, it is conceivable that the stabilizer is also provided compactly in order to maintain the effect of the compact suspension structure.

[0010] In order to arrange the stabilizer as compact as possible, it is better to reduce the swing trajectory of the stabilizer on the wheel side. Therefore, usually, the end of the stabilizer that is swingably fixed via a pillow ball type link is used. In this case, a structure is employed in which the vehicle is directly fixed to a suspension link such as a trailing arm.

When the end of the stabilizer is directly fixed to the trailing arm as described above, it is possible to adopt a structure in which the stabilizer is fixed in the vehicle width direction orthogonal to the trailing arm to obtain a stabilizer function. Conceivable.

However, if a structure is employed in which the stabilizer is disposed orthogonally to the trailing arm, a positional deviation may occur due to a mounting error of the trailing arm when the stabilizer is assembled, and this positional deviation occurs. If the stabilizer is assembled in this state, a stress (load) is generated in the stabilizer and the trailing arm in the initial state (the stationary state of the wheels), and there is a problem that the suspension characteristics change.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and is compact when the stabilizer is provided in a rear suspension structure employing a compact multi-link type suspension as described in the above publication. The main object of the present invention is to provide a vehicle rear suspension structure in which a stabilizer and a trailing arm are not subjected to stress in an initial state while arranging them.

[0014]

To solve the above problems, the present invention is configured as follows.

According to the first aspect of the present invention, a wheel is provided integrally with a wheel support member and extends in the vehicle front-rear direction, and extends substantially parallel to the vehicle width direction at an acute angle with the trailing arm in plan view. Up and down lateral links,
In the rear suspension structure for a vehicle, a stabilizer is disposed and fixed in a positional relationship substantially orthogonal to the trailing arm, and a position for adjusting the positional deviation between the stabilizer and the trailing arm when the stabilizer is assembled. It is provided with a displacement adjusting means.

According to a second aspect of the present invention, in the vehicle rear suspension structure according to the first aspect, a fixing portion for attaching the stabilizer to the trailing arm is configured to be relatively displaceable.

According to a third aspect of the present invention, in the rear suspension structure for a vehicle according to the second aspect, the mounting and fixing portion is constituted by a fixing bracket which is inserted into a stabilizer, and the fixing bracket is slidable with respect to the stabilizer. It is set.

[0018] The invention according to claim 4 is the invention according to claim 1 or 2,
3. The rear suspension structure for a vehicle according to claim 3, further comprising: a support member that supports a center of the stabilizer with respect to a vehicle.
This is a temporary assembly structure in which the stabilizer is temporarily assembled until it is fixed to the trailing arm.

The invention according to claim 5 is the invention according to claim 1 or 2,
3. The rear suspension structure for a vehicle according to 3, 4
The stabilizer is disposed in the vehicle width direction near the rear side of the lateral link.

[0020]

According to the vehicle rear suspension structure of the first aspect, the stabilizer is disposed and fixed in a positional relationship substantially orthogonal to the trailing arm, and when the stabilizer is assembled, the stabilizer and the trailing arm are provided. Position adjustment means for adjusting the position shift between the stabilizer and the trailing arm, even if the stabilizer and the trailing arm have a position shift due to the mounting error of the trailing arm. Since the stabilizer and the trailing arm can be adjusted and absorbed, no stress is generated in the initial state.

Therefore, when the stabilizer is provided in the rear suspension structure employing the compact multi-link type suspension, stress is not initially generated in the stabilizer and the trailing arm while the stabilizer is provided compactly. Therefore, there is no problem that the suspension characteristics change.

According to the vehicle rear suspension structure of the second aspect, since the fixing portion for fixing the stabilizer to the trailing arm is configured to be relatively displaceable, the positional deviation is adjusted simultaneously with the mounting of the stabilizer. Therefore, the workability of assembling the stabilizer can be improved.

According to the vehicle rear suspension structure of the third aspect, the mounting and fixing portion is constituted by the fixing bracket which is inserted into the stabilizer, and the fixing bracket is set to be slidable with respect to the stabilizer. Can be effectively used to perform the position shift adjustment, so that the position shift adjustment means can be easily configured without complicating the structure and without increasing the cost.

According to the vehicle rear suspension structure of the present invention, a support member for supporting the center of the stabilizer with respect to the vehicle is provided, and the support member is fixed to the trailing arm when the stabilizer is assembled. As a result, the stabilizer is temporarily assembled until the trailing arm is fixed when the stabilizer is assembled.

[0025] For this reason, while the center position of the stabilizer is determined to some extent, the position shift adjustment of both ends of the stabilizer can be performed while slightly moving the stabilizer, so that the workability of the position shift adjustment can be improved.

According to the vehicle rear suspension structure of the fifth aspect, the stabilizer is disposed in the vehicle width direction near the rear side of the lateral link, so that the stabilizer can be more compactly installed in the rear suspension structure at the rear of the vehicle. Can be arranged.

[0027]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings.

FIGS. 1 to 4 are views showing a rear suspension structure according to the present invention. 1 is a perspective view, FIG. 2 is a plan view from above, FIG. 3 is a rear view from behind the vehicle, and FIG. 4 is a side view from the side of the vehicle.

First, a suspension structure as a premise of the present invention will be described. This suspension structure includes a suspension link for suspending the wheel W and a shock absorber for damping a bump / rebound movement of the wheel W.

The suspension link for suspending the wheel W includes a trailing arm 1 which is integrated with the wheel supporting member 1a and extends in the vehicle front-rear direction, and an appendage which extends in the vehicle width direction at an acute angle with the trailing arm 1 in plan view. It is composed of a total of three links 2 and a lower lateral link 3 extending substantially in parallel with the upper lateral link 2.

The upper lateral link 2 and the lower lateral link 3 are pivotally supported below the vehicle body floor BF by a subframe 5 fixed to the vehicle body at an assembly point 4.

A shock absorber for damping the movement of the bump / rebound of the wheel W includes a suspension damper D whose lower end is pivotally supported at the rear end of the trailing arm 1 (the rear end of the wheel support member 1a); And a coil spring S installed inside the center vehicle.

The change in the geometry of the wheel W of this suspension structure is described in detail in Japanese Patent Publication No. 63-55445, but will be briefly described with reference to FIGS.

In this suspension structure, as described above, both the upper lateral link 2 and the lower lateral link 3 have an acute angle α (retreat angle β) in plan view with the trailing arm 1.
And the wheel W is suspended.

As a result, the apparent virtual lateral links 200, 3 extending vertically from the center of the wheel W toward the inside of the vehicle.
00 is formed long up to almost the vehicle center position 0BL.
The instantaneous rotation center Q of the lateral link constituted by the virtual lateral links 200 and 300 is formed relatively far from the wheel W.

For this reason, even when the actual link length of the lateral links 2 and 3 is short, the change in camber of the wheel W can be reduced.

The line connecting the instantaneous rotation center Q and the fulcrum R of the trailing arm 1 is the instantaneous rotation axis M of the wheel.

Since the instantaneous rotation axis M of the wheel W is formed with a receding angle γ as in a semi-trailing arm type suspension, the toe change of the wheel W can be made appropriate.

That is, according to this suspension structure, even if the number of links is reduced and the link length is set short, an appropriate change in the geometry of the wheels W can be obtained as in the case of a normal multi-link type suspension.

In contrast to this suspension structure, the stabilizer 10 which is a feature of the present invention extends in the vehicle width direction and connects the left and right suspensions in a positional relationship substantially orthogonal to the trailing arm. The stabilizer 10 is a torsion bar type stabilizer that transmits the movement of the bump / rebound of one wheel W to the other wheel W to increase the roll rigidity of the vehicle.

The stabilizer 10 is formed of a substantially hat-shaped rod member having a total of eight bent portions, and fixing portions 10a at both ends thereof are formed by stabilizer fixing brackets 11a.
, The support portions 10b on both sides of the central portion 10c are swingably supported by the vehicle body via stabilizer support links 12 supported by the subframe 5.

As shown in FIG. 2, the position of the stabilizer 10 is such that the fixed portions 10a at both ends are located on the front side of the vehicle with respect to the sharply arranged upper lateral link 2 and lower lateral link 3, and the central portion 10c and the supporting portion are arranged. 10b are arranged on the vehicle rear side of the upper lateral link 2 and the lower lateral link 3, respectively.

That is, the stabilizer 10 has a front space on the vehicle outer end side of the lateral links 2 and 3 and a rear space on the vehicle inner side generated by the acute angle arrangement of the upper lateral link 2 and the lower lateral link 3. And effectively placed in.

As shown in the rear view of FIG. 3, an intermediate portion 1 of the stabilizer connecting the fixing portion 10a and the support portion 10b.
0 d is disposed between the upper lateral link 2 and the lower lateral link 3.

That is, the stabilizer 10 is effectively arranged in the inter-link space generated between the upper lateral link 2 and the lower lateral link 3.

As described above, since the stabilizer 10 is effectively disposed in the space, the rear suspension structure as a whole can be compactly constructed in the vehicle front-rear direction and in the vertical direction, and the layout space due to the arrangement of the stabilizer can be reduced. Deterioration can be prevented as much as possible.

In addition, what is indicated by a two-dot chain line in FIGS. 2 to 4 is a vehicle component disposed below the rear portion of the vehicle and near the rear suspension structure.

A fuel tank FT suspended from the lower part of the vehicle body floor is disposed on the front side of the sub-frame 5, and a lateral link 2 is provided on the side of the sub-frame 5 from below the fuel tank FT. Exhaust pipe E to avoid 3
P is arranged, and a drum-shaped silencer ES is arranged on the vehicle rear side from the rear end of the exhaust pipe EP.

On the vehicle rear side of the sub-frame 5, a spare tire pan SP that is immersed and formed in a substantially circular shape from the body floor BF is disposed so as to avoid the upper member portion 5a of the sub-frame 5.

The fuel tank F on the underside of the vehicle body floor BF
Cross member 13 between T and spare tire pan SP
Are fixed by welding. The sub frame 5 is fixed by the cross member 13 and the side frames 14 on both sides of the vehicle body floor BF.

As described above, the stabilizer is compactly arranged below the rear portion of the vehicle and the rear suspension structure is compact, so that a large number of vehicle components can be arranged.

Further, as shown in FIG. 4, since the central portion 10c of the stabilizer is bent toward the upper side of the vehicle, the departure angle of the vehicle is deteriorated even if the stabilizer 10 is disposed on the rear side of the vehicle. Without
The ability to travel on rough roads required for RVs and the like is also secured.

Next, the stabilizer and a member for attaching the stabilizer to the vehicle will be described in detail.

FIG. 7 is a view showing the stabilizer 10 main body. The stabilizer 10 is configured by a substantially hat-shaped rod member having a total of eight bent portions as described above,
It is composed of a fixed part 10a, a support part 10b, a central part 10c, and an intermediate part 10d.

A washer 10W is caulked and fixed to the inside of the vehicle with respect to the fixing position of the stabilizer fixing bracket 11 and the supporting position of the stabilizer support link 12 at the four points of the fixing part 10a and the supporting part 10b, respectively.

FIG. 8 is a sectional view of the stabilizer 10 to which the washer 10W is fixed. As can be seen from this cross-sectional view, when the washer 10W is caulked and fixed to the stabilizer 10, the projection 10Wa of the washer projects larger than the diameter of the stabilizer 10, so that the washer 10W
Are the fixing portions 10a and the supporting portions 10b, which serve as nodes of the stabilizers and perform the function of preventing the stabilizers 10 from laterally shifting.

FIGS. 9 and 10 are a front view and a plan view showing the stabilizer fixing bracket 11.

The stabilizer fixing bracket 11 includes a fixing bush 11 for inserting and fixing the stabilizer 10.
1 and a fixing plate portion 112 for fixing the stabilizer fixing bracket 11 to the trailing arm 1.

The fixed bush portion 111 is fixed to the fixed plate portion 112 at a predetermined inclination angle φ (about 25 °) in consideration of the fixed angle at which the stabilizer 10 is attached to the trailing arm.
It is configured to form.

The fixed bush portion 111 is composed of an outer cylinder 111a, an inner cylinder 111b, and a cylindrical rubber 111c. When the inner cylinder 111b is inserted into the stabilizer 10, it is positioned on the axis of the stabilizer. The slider is loosely fitted to the fixed portion 10a of the stabilizer so as to be slidable.

Further, in the fixed bush portion 111, by providing the cylindrical rubber 111c, the turbulence generated between the stabilizer 10 and the trailing arm 1 is buffered, and the stabilizer 10 and the trailing arm 1 are directly connected.
The turmoil does not act between them.

FIG. 11 is a view showing a vehicle inward side surface of the trailing arm 1. The above-mentioned stabilizer fixing bracket 11 is provided with two fixing bolts 2 on an assembling portion 1 b formed on the vehicle inner side surface of the trailing arm 1.
Assembled with 1.

The mounting portion 1b is provided with a shaft support portion 1e of the upper lateral link 2 and the lower lateral link 3 so that the stabilizer fixing portion 10b is disposed on the vehicle front side with respect to the upper lateral link 2 and the lower lateral link 3. It is formed on the vehicle front side with respect to the shaft support 1f.

Further, since the assembly portion 1b is formed substantially below the side of the coil spring receiving portion 1c, the reaction force generated when the coil spring S rebounds from the bump is directly input to the stabilizer 10. Can be.
Therefore, the stabilizer 10 can efficiently exhibit the stabilizer function.

In the trailing arm 1, reference numeral 1a denotes a wheel supporting member for supporting the wheel W, 1c denotes a swing shaft support (axial support point R) at the front end of the trailing arm, and 1g denotes a shaft support at the lower end of the suspension damper D. is there.

FIGS. 12 and 13 are views showing the stabilizer support link 12. FIG.

The stabilizer support link 12 includes a cylindrical bush 121 at the upper end, a stabilizer clamp 122 at the lower end, and a link 123 having a predetermined link length L.
Consists of

The cylindrical bush portion 121 includes an outer cylinder 121a.
And an inner cylinder 121b and a cylindrical rubber 121c,
L-shaped bracket 51 welded to subframe 5
Is supported by the shaft support bolt 22.

The cylindrical bush portion 121 is set so as to be slidable in the vehicle width direction with respect to the shaft support bolt 22 at the time of assembling, so that the stabilizer can be temporarily displaced relative to the vehicle in a temporarily assembled state. . At the time of final assembly, the cylindrical bush portion 121 is
And set to fix the position of the stabilizer.

The stabilizer clamp portion 122 has an inverted U-shaped upper clamp bracket 122a integrated with the link portion 123, a separate U-shaped lower clamp bracket 122b, and a fastener 2 for fastening and fixing these brackets. It consists of a pair of fastening bolts 122c and fastening nuts 122d.

The stabilizer clamp section 122
The rubber bush 10B wound around the support portion 10b of the stabilizer is gripped and fixed by the upper clamp bracket 122a and the lower clamp bracket 122b, so that the support portion 10b of the stabilizer is fixed and supported.

Reference numeral 10W denotes a washer fixed by caulking on the vehicle inner side of the stabilizer clamp portion 122. As described above, since the washer 10W is located on the side of the stabilizer clamp portion 122, the washer 10W acts as a joint of the stabilizer 10,
The lateral displacement of the stabilizer 10 in the vehicle width direction is prevented.

The link portion 123 is formed of a rod-shaped rod member, and its predetermined link length L is set to be long so that the position of the stabilizer clamp portion 122 is lower than the wheel center WC of the wheel when the vehicle is mounted. (See FIG. 4).

As described above, by setting the predetermined link length L of the link portion 123 to be long, even if the swing angle of the stabilizer support rod 12 is small, the swing amount of the stabilizer clamp portion 122 in the vehicle longitudinal direction is increased. be able to. For this reason, even if the wheel W is greatly bump-rebound and the stabilizer 10 swings largely in the vehicle front-rear direction, the swing displacement can be reliably absorbed. Therefore, the suspension structure can be adapted to a large bump / rebound stroke required for an RV or the like.

Next, assembling steps of the rear suspension structure of the present embodiment configured as described above will be described with reference to FIG.
4 will be described.

First, the vehicle is assembled in a predetermined manner, and transported to a rear suspension mounting position by a transport device such as a transport hanger (S1).

At the same time, at the assembly position of the suspension assembly, the sub-frame 5 is assembled with the upper link 2, the lower lateral link 3, the trailing arm 1, the suspension damper D, and the coil spring S, and the suspension assembly is assembled. (S2).

The assembled suspension assembly is firmly fixed to the cross member 13 and the side frame 14 at the lower part of the vehicle body at the mounting point 4 of the sub-frame 5 (S3).
The sub-frame 5 is fixed to the lower part of the vehicle body to support the suspension as a vehicle-body-side member.

Next, at the stabilizer assembly position, the stabilizer support link 12 and the stabilizer fixing bracket 11 are assembled to the stabilizer support portion 10b and the stabilizer fixing portion 10a, respectively, and the stabilizer assembly is assembled (S4).

The stabilizer assembly is mounted on the vehicle as follows after the suspension assembly is mounted on the vehicle.

First, the fixed portion 10a and the intermediate portion 10d of the stabilizer are inserted into the space between the link between the upper lateral link 2 and the lower lateral link 3, and the intermediate portion 1a
0d is temporarily deposited in the lower lateral link 3. And
The stabilizer support link 12 is temporarily assembled to the sub-frame 5 in the temporary storage state (S5).

The temporary assembling to the sub-frame 5 is such that the cylindrical bush portions 121 of the left and right stabilizer support links 12 are connected to the support bolts 22 of the L-shaped bracket 51.
, Respectively, from the outside of the vehicle. At this time, since the rubber bush 10B exists between the stabilizer 10 and the stabilizer support link 12, the stabilizer support link 12 easily bends in the vehicle width direction and is fitted into the shaft support bolt 22.

Next, in a state where the stabilizer 10 is temporarily assembled, the stabilizer fixing bracket 11 is slid on the fixing portion 10a of the stabilizer so that the distance between the left and right stabilizer fixing brackets 11 is adjusted to the left and right trailing arms. The position is adjusted so as to match the interval of 1, 1 and assembled to the trailing arm 1 (S
6).

The slide position of the stabilizer fixing bracket 11 is adjusted by absorbing the positional deviation between the left and right trailing arms 1 and 1 caused by an assembly error or the like by the sliding movement of the stabilizer fixing bracket 11. This is performed so as not to apply stress to the trailing arm 10 and the trailing arm 1.

As described above, since the stabilizer 10 and the trailing arm 1 are assembled without applying stress, the rear suspension structure of the present example sufficiently secures the suspension performance, the stabilizer performance, and the like.

Finally, the temporarily assembled stabilizer support link 12 is fastened and fixed to the sub-frame 5 with the support nut 23 to complete the rear suspension structure (S7).

As described above, the rear suspension structure of this embodiment is assembled by finally attaching the stabilizer 10.

Since the rear suspension structure is constructed as described above and the rear suspension structure is constructed, the rear suspension structure of the present embodiment has the following operations and effects.

First, the stabilizer 10 is disposed and fixed in a position substantially orthogonal to the trailing arm 1, and when the stabilizer 10 is assembled,
By providing the stabilizer fixing bracket 11 for adjusting the positional deviation between the trailing arm 1 and the trailing arm 1, there is a case where a positional deviation occurs between the stabilizer 10 and the trailing arm 1 due to a mounting error of the trailing arm. However, since the positional deviation can be reliably adjusted and absorbed, the stabilizer 10 and the trailing arm 1
Does not cause stress in the initial state.

Therefore, when the stabilizer 10 is provided in the rear suspension structure employing the compact multi-link type suspension, the stabilizer 10 and the trailing arm 1 remain in the initial state while the stabilizer 10 is provided compactly. Since no stress occurs, there is no problem that the suspension characteristics and the stabilizer characteristics change.

In this embodiment, the stabilizer fixing bracket 11 for adjusting the position shift is provided on the stabilizer side. However, if the position shift adjustment is performed, a structure for adjusting the position shift on the trailing arm side may be provided. Alternatively, the stabilizer body may be configured to be telescopic.

Also, the stabilizer fixing bracket 11
By performing the assembling of the stabilizer 10 and the positional deviation adjustment, the assembling of the stabilizer 10 and the positional deviation adjustment can be performed at the same time.
Can be easily assembled.

Also, the stabilizer fixing bracket 11
Fixed bush portion 11 to be inserted into stabilizer 10
1 is provided, and the fixed bush portion 111 is slid on the axis of the stabilizer 10 so that the position of the stabilizer 10 can be adjusted effectively by using the stabilizer 10 body effectively. , And can be easily configured without adding cost.

Further, a stabilizer support link 12 for supporting the stabilizer support portion 10b is provided, and the stabilizer support link 12 is connected to the L-shaped bracket 51.
When the stabilizer is assembled, the stabilizer 10 is temporarily assembled until the trailing arm is fixed.

Therefore, while the center position of the stabilizer 10 is determined to a certain extent, the position shift adjustment of both ends of the stabilizer can be performed while slightly moving the stabilizer 10, so that the workability of the position shift adjustment can be improved. .

[0096] One embodiment has been described above.
The present invention is not limited to this embodiment, and in a rear suspension structure employing a compact multi-link type suspension having lateral links arranged at acute angles, when the stabilizer is provided, the stabilizer is compactly provided. In addition, the present invention is embraced as long as it is provided with a position shift adjusting means for adjusting the position shift between the trailing arm and the stabilizer.

In addition, the detailed structure may be appropriately changed without departing from the spirit of the present invention.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a rear suspension structure employing the present invention.

FIG. 2 is a plan view of a rear suspension structure including a peripheral structure.

FIG. 3 is a rear view of a rear suspension structure including a peripheral structure.

FIG. 4 is a side view of a rear suspension structure including a peripheral structure.

FIG. 5 is a schematic plan view illustrating the geometry of a wheel.

FIG. 6 is a schematic rear view illustrating the geometry of a wheel.

FIG. 7 is a plan view of the stabilizer alone.

FIG. 8 is a sectional view of a stabilizer to which a washer is fixed.

FIG. 9 is a front view showing a stabilizer fixing bracket.

FIG. 10 is a plan view showing a stabilizer fixing bracket.

FIG. 11 is a side view showing a vehicle inner side surface of the trailing arm.

FIG. 12 is a front view showing a stabilizer support link.

FIG. 13 is a side view showing a stabilizer support link.

FIG. 14 is a flowchart showing steps of assembling a rear suspension structure.

[Explanation of symbols]

 W ... Wheel D ... Suspension damper S ... Coil spring 1 ... Trailing arm 1a ... Wheel support member 2 ... Apparatus link 3 ... Lower lateral link 10 ... Stabilizer 11 ... Stabilizer fixing bracket 12 ... Stabilizer support link

Claims (5)

[Claims] A trailing arm integrated with a wheel support member and extending in the vehicle front-rear direction; an upper and lower lateral link extending substantially parallel to the vehicle width direction at an acute angle with the trailing arm in plan view; In the rear suspension structure for a vehicle, a stabilizer is arranged and fixed in a positional relationship substantially orthogonal to the trailing arm, and a position for adjusting the positional deviation between the stabilizer and the trailing arm when the stabilizer is assembled. A rear suspension structure for a vehicle including a displacement adjusting unit. 2. The rear suspension structure for a vehicle according to claim 1, wherein a fixing portion of the stabilizer to the trailing arm is configured to be relatively displaceable. 3. The mounting bracket according to claim 2, wherein the mounting bracket comprises a fixing bracket which is inserted into the stabilizer, and the fixing bracket is slidable with respect to the stabilizer.
A rear suspension structure for a vehicle as described in the above. 4. A temporary assembling structure in which a supporting member for supporting the center of the stabilizer with respect to a vehicle is provided, and the supporting member is in a temporarily assembled state until the stabilizer is fixed to a trailing arm when the stabilizer is assembled. The vehicle rear suspension structure according to claim 1 or 2, wherein 5. The vehicle according to claim 1, wherein the stabilizer is disposed in a vehicle width direction near a rear side of the lateral link.
3. The vehicle rear suspension structure according to claim 3.