JP2005193701A - Automobile vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a forward inclined posture at the time of turning of a vehicle without changing specifications or the like of a spring of a suspension. <P>SOLUTION: The vehicle is constituted so that stabilizing lever ratio of a front suspension is small at a bumper side and large at a rebound side, and the stabilizing lever ratio of a rear suspension is large at the bumper side and small at a rebound side. The floating amount of an inner ring at the front side becomes smaller than the sinking amount of an outer ring at the time of turning of the vehicle, and the floating amount of an inner ring at a front side becomes smaller than the sinking amount of an outer ring at the time of turning of the vehicle, and the floating amount of the inner ring at the rear side becomes the sinking amount of the outer ring. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automobile vehicle in which a stabilizer is provided on each of a front suspension and a rear suspension.

  In an automobile vehicle, by adjusting the dampers, springs, bushes, and the like of the front suspension and the rear suspension, the rigidity of the suspension as a whole and the rigidity of the vehicle as a whole, such as the pitch and rolls, are adjusted. Thereby, exercise performance, riding comfort, etc. are suitably changed according to a car model and grade.

  The rigidity related to the roll of the vehicle is adjusted by changing the specifications of the stabilizer that connects the left and right wheels in addition to the above-described damper, spring, and the like. Since this stabilizer does not contribute to the rigidity related to the pitch of the vehicle, it is used for adjusting the roll rigidity.

The higher the roll rigidity, the smaller the amount of roll when turning the vehicle, and the more the ride comfort of the occupant tends to deteriorate. Here, it is known that when the suspension has the same roll rigidity, the occupant sensuously evaluates that the roll amount is small when the vehicle is tilted forward when turning. Therefore, a car with spring and other spring constants changed, springs installed, auxiliary springs, etc., adjusted so that the spring constant ratio on the bump side and rebound side is adjusted by the front and rear suspensions respectively. A vehicle has been proposed (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 10-16527

  However, in the automobile vehicle, specifications such as a spring constant of the spring are changed or an auxiliary spring is added based on a calculated value obtained from the vehicle specification. Here, since the specifications of the springs and the like in the suspension are almost determined by the motion performance and riding comfort required for the vehicle, it is not preferable to change this set value. That is, in the automobile vehicle, by changing the spring specifications and adding an auxiliary spring, it is possible to obtain a forward leaning posture at the time of turning, but there is a problem that the performance, riding comfort, etc. are out of the design range. It may be difficult to actually take the above-described configuration. In addition, if a rebound spring is added as an auxiliary spring, the manufacturing cost and vehicle weight increase, and if the helper spring as an auxiliary spring operates at an early stage, the strength durability of the helper spring itself or the vehicle body tends to deteriorate. There are also points

  The present invention has been made in view of the above circumstances, and the object of the present invention is that it is inexpensively configured without adding additional parts, has no adverse effect on ride comfort, and has an auxiliary spring added. An object of the present invention is to provide an automobile vehicle that can obtain a forward leaning posture more smoothly when turning the vehicle.

  In order to achieve the above object, in the invention according to claim 1, in the automobile vehicle, the ratio of the reaction force at the stabilizer end point to the stabilizer share in the vertical load of the wheel center is large on the bump side for the front suspension, The rear suspension is configured to be small, and the rear suspension is configured to be small on the bump side and large on the rebound side. The ratio of the reaction force at the stabilizer end point to the stabilizer share in the vertical load of the wheel center is generally called the stabilizer lever ratio (hereinafter referred to as the stabilizer lever ratio).

  According to the first aspect of the present invention, since the stabilizer lever ratio of the front suspension is large on the bump side and small on the rebound side, the lift amount of the inner ring is smaller than the sink amount of the outer ring on the front side of the vehicle when the vehicle is turning. On the contrary, since the stabilizer lever ratio of the rear suspension is small on the bump side and large on the rebound side, the lift amount of the inner ring is larger than the sink amount of the outer ring on the rear side of the vehicle when the vehicle is turning.

Therefore, when the vehicle turns, the vehicle as a whole has a behavior in which the front side sinks compared to the rear side, and the vehicle has a forward leaning posture. As a result, the occupant feels that the roll amount has decreased as compared with a conventional vehicle that does not cause forward pitching.
That is, the forward leaning posture can be obtained when the vehicle turns by changing the change state of the stabilizer lever ratio accompanying the wheel stroke without changing the specifications of the suspension spring. Note that the change in the stabilizer lever ratio can be changed relatively easily depending on, for example, the arm portion of the stabilizer and the length of the stabilizer link.

  According to a second aspect of the present invention, in the automobile vehicle according to the first aspect, the stabilizers of the front suspension and the rear suspension are formed in a substantially U-shape and are rotatably fixed to the vehicle body side. It is connected to the control link via a stabilizer link connected to both ends and extending substantially vertically.

  According to the second aspect of the invention, in addition to the operation of the first aspect, by changing the length from the rotation center of the stabilizer to the connecting portion with the stabilizer link, the stabilizer lever ratio of each suspension can be easily adjusted. Change can be changed.

  According to a third aspect of the present invention, in the automobile vehicle according to the second aspect, the stabilizer link of the front suspension is pivotally connected to an end portion of the stabilizer at an upper end, and in side view, The angle formed by the line segment connecting the rotation center of the stabilizer and the stabilizer end of the front suspension and the line segment connecting both ends of the stabilizer link is set to be an obtuse angle. .

According to the third aspect of the invention, in addition to the action of the second aspect, at the time of bumping the front suspension, a line segment connecting the rotation center of the stabilizer and the stabilizer end and a line connecting both ends of the stabilizer link. The angle formed by the minute becomes smaller than the obtuse angle before the bump, the ratio of the reaction force of the wheel center to the spring load at the end of the stabilizer increases, and the value of the lever ratio of the stabilizer increases.
On the contrary, when the front suspension rebounds, the wheel side moves downward relative to the vehicle body side, so the vertical distance between the wheel side and the vehicle body side becomes large. As a result, the angle formed by the line segment connecting the rotation center of the stabilizer and the end of the stabilizer and the line segment connecting the both ends of the stabilizer link increases the obtuse angle before rebound, and the spring at the end of the stabilizer. The ratio of the wheel center reaction force to the load decreases, and the stabilizer lever ratio decreases.

  Therefore, the change of the stabilizer lever ratio of the front suspension can be set easily and easily.

  According to a fourth aspect of the present invention, in the automobile vehicle according to the second or third aspect, the stabilizer link of the rear suspension is connected to an end of the stabilizer at an upper end, and the rear suspension is viewed in a side view. The angle formed by the line segment connecting the rotation center of the stabilizer and the end of the stabilizer and the line segment connecting both ends of the stabilizer link is set to be an acute angle.

According to the fourth aspect of the invention, in addition to the action of the second or third aspect, when the rear suspension is bumped, the wheel side moves upward with respect to the vehicle body side. The distance becomes smaller. At this time, the angle formed by the line connecting the rotation center of the stabilizer and the end of the stabilizer and the line connecting both ends of the stabilizer link is smaller than the acute angle before the bump, and the spring at the end of the stabilizer. The ratio of the reaction force of the wheel center to the load increases and the lever ratio value of the stabilizer decreases.
Conversely, when the rear suspension is rebounded, the wheel side moves downward relative to the vehicle body side, so the vertical distance between the wheel side and the vehicle body side increases. At this time, the angle formed by the line connecting the rotation center of the stabilizer and the end of the stabilizer and the line connecting both ends of the stabilizer link is larger than the acute angle before rebound, and the spring at the end of the stabilizer. The ratio of the wheel center reaction force to the load decreases, and the value of the lever ratio of the stabilizer increases.

  Therefore, the lever ratio of the stabilizer of the rear suspension can be set easily and easily.

  According to a fifth aspect of the present invention, in the automobile vehicle according to any one of the first to fourth aspects, the stabilizer link of the front suspension is connected to the end of the stabilizer at the upper end, and at the lower end. Connected to the control link that pivots up and down around the vehicle body side, and in the front view, the line connecting the ends of the stabilizer link of the front suspension and the connection between the pivot center of the control link and the wheel side A feature is that the angle formed by the line segment connecting the points changes so as to move away from the right angle at the time of bumping, and changes so as to approach the right angle at the time of rebound.

According to the invention described in claim 5, in addition to the operation of any one of claims 1 to 4, in the front suspension, a line segment connecting both ends of the stabilizer link, the rotation center of the control link, and the wheel side When the angle formed by the line connecting the connecting point to the connection point is substantially a right angle, the ratio of the reaction force of the wheel center to the spring load at the end of the stabilizer increases. The ratio of the reaction force of the wheel center to the spring load is reduced.
Therefore, the stabilizer lever ratio is increased because the bump is changed away from the right angle. Moreover, since it changes so that it may approach right angle at the time of a rebound, the value of the lever ratio of a stabilizer becomes small.

  Therefore, the change of the stabilizer lever ratio of the front suspension can be set easily and easily.

  According to a sixth aspect of the present invention, in the automobile vehicle according to any one of the first to fifth aspects, the stabilizer link of the rear suspension is connected to the end of the stabilizer at the upper end, and at the lower end. Connected to the control link that pivots up and down around the vehicle body side, and in the front view, the segment connecting both ends of the stabilizer link of the rear suspension, and the connection between the pivot center of the control link and the wheel side The angle formed by the line segment connecting the points changes so as to approach a right angle at the time of bumping, and changes so as to move away from the right angle at the time of rebound.

  According to the invention described in claim 6, in addition to the operation of any one of claims 1 to 5, in the rear suspension, a line segment connecting both ends of the stabilizer link, the rotation center of the control link, and the wheel side When the angle formed by the line connecting the connecting point to the right angle is approximately right, the ratio of the reaction force of the wheel center to the spring load at the stabilizer end increases. The ratio of the reaction force of the wheel center to the spring load becomes smaller. Accordingly, the stabilizer lever ratio decreases because it changes so as to approach a right angle at the time of bump, and the stabilizer lever ratio increases because it changes away from the right angle when rebounding.

  Therefore, the lever ratio of the stabilizer of the rear suspension can be set easily and easily.

  Thus, according to the present invention, the front side sinks as compared to the rear side during turning, and the vehicle is in a forward leaning posture. As a result, the occupant feels that the roll amount has decreased as compared with a conventional vehicle that does not cause forward pitching. That is, it is possible to obtain a forward leaning posture when turning the vehicle by changing the change in the stabilizer lever ratio without changing the specifications of the suspension spring.

  1 to 7 show an embodiment of the present invention. FIG. 1 is a schematic perspective view of a front suspension of an automobile vehicle, FIG. 2 is a schematic perspective view of a rear suspension of the automobile vehicle, and FIG. 3 is a side view of the front suspension. FIG. 4 is a front view of the front suspension, FIG. 5 is a side view of the rear suspension, FIG. 6 is a front view of the rear suspension, and FIG. 7 is a graph showing a change in the stabilizer lever ratio of the suspension.

  This automobile vehicle is a four-wheel drive vehicle. As shown in FIG. 1, the front suspension 10 adopts a strut type, and as shown in FIG. 2, the rear suspension 20 adopts a multi-link type.

  As shown in FIG. 1, the front suspension 10 includes a strut ASSY 11 whose upper end is attached to the wheel apron on the vehicle body side, a knuckle housing 12 to which the lower end of the strut ASSY 11 is attached, and a ball joint 13 at the lower end of the knuckle housing 12. And a front arm 14 connected thereto.

  The strut assembly 11 includes a damper, a spring, and the like, and absorbs an impact in the vertical direction from the wheel to the vehicle body side. A wheel of a wheel to which a driving force is applied is rotatably attached to the knuckle housing 12. The front arm 14 is formed in a substantially L shape, and the outer end is connected to the knuckle housing 12, the front side of the inner end rotates to the front cross member of the vehicle body, and the rear side of the inner end rotates to the floor of the vehicle body. Freely fixed.

  The lower end of a stabilizer link 15 that extends vertically is connected to the front end of the center side of the front arm 14. Connected to the upper end of the stabilizer link 15 is an end portion of a stabilizer 16 that connects the left and right wheels via the pair of stabilizer links 15, the front arm 14, and the knuckle housing 12. Thus, the left and right wheels are connected by the knuckle housing 12, the front arm 14 and the stabilizer link 15. In the present embodiment, the stabilizer 16 is of a torsion bar type, is formed in a substantially U shape, and is rotatably fixed to the front cross member of the vehicle body via the bush 16a.

  As shown in FIG. 2, the rear suspension 20 includes a shock absorber 21 whose upper end is attached to a wheel apron on the vehicle body side, a coil spring 22 around which the shock absorber 21 is wound, and a rear arm 23 to which the lower end of the shock absorber 21 is attached. And a hub unit 23a fixed to the rear arm 23. Further, the rear arm 23 is connected to a front link 24 on the lower front side, a rear link 25 on the lower rear side, and an upper link 26 on the upper side.

  The rear arm 23 extends substantially front and rear, and a wheel of a wheel to which driving force is applied is rotatably attached via a hub unit 23a. The rear arm 23 is rotatably attached to the floor of the vehicle body via a bracket at the front end via a bracket. Further, the links 24 to 26 as control links for guiding the rear arm 23 in the vertical direction are rotatably attached to the subframe 27, respectively.

  The rear link 25 is connected to the lower end of a stabilizer link 28 that extends vertically. The end of the stabilizer 29 is connected to the upper end of the stabilizer link 28. The stabilizer 29 is also of a torsion bar type like the front suspension 10, is formed in a substantially U-shape, and is rotatably fixed to the subframe 27 via a bush 29a.

  Here, the arrangement state of each arm, link, etc. in the front suspension 10 and the rear suspension 20 will be described.

  As shown in FIG. 3, it is formed by a line segment AB connecting the rotation center of the stabilizer 16 of the front suspension 10 and the end of the stabilizer 16 and a line segment BC connecting both ends of the stabilizer link 15 in a side view. The angle ABC to be set is set to be an obtuse angle. In the present embodiment, in an empty vehicle state, the line segment AB is substantially horizontal, and the line segment BC is disposed so as to be inclined from the vertical direction.

  Further, as shown in FIG. 4, a line segment BC connecting both ends of the stabilizer link 15 of the front suspension 10 and a connection point (ball joint 13) between the rotation center of the front arm 14 serving as a control link and the wheel side. The angle formed by the line segment connecting the two lines is changed so as to be away from the right angle at the time of bump, and is changed so as to be close to the right angle at the time of rebound. In other words, in the present embodiment, the line segment BC is disposed so as to incline upward and outward from the vertical in an empty state.

  As shown in FIG. 5, it is formed by a line segment FG connecting the rotation center of the stabilizer 29 of the rear suspension 20 and the end of the stabilizer 29 and a line segment GH connecting both ends of the stabilizer link 28 in a side view. The angle FGH to be set is set to be an acute angle. In the present embodiment, in an empty state, the line segment FG is substantially horizontal, and the line segment GH is disposed so as to be inclined from the vertical direction.

  Further, as shown in FIG. 6, when viewed from the front, a line segment GH connecting both ends of the stabilizer link 28 of the rear suspension 20 and a connection point between the rotation center of the rear link 25 and the wheel side (with the rear arm 23). The angle formed by the line segment IJ connecting the connecting portion) changes so as to move away from the right angle at the time of bumping, and changes so as to approach the right angle at the time of rebounding. In the present embodiment, the line segment GH is disposed so as to incline from the horizontal to the upper inward state in an empty state.

  In the automobile vehicle configured as described above, when the front suspension 10 is bumped, since the wheel side moves upward with respect to the vehicle body side, the vertical distance between the wheel side and the vehicle body side becomes small, and the angle ABC is a bump. Smaller than previous obtuse angle. Here, the stabilizer link load Fl due to the stabilizer end point reaction force Fs is expressed by the equation Fl = Fs / sinψ, where the angle ABC is ψ. That is, the stabilizer link load Fl decreases as the value ABC of the angle ABC decreases. Since the stabilizer link load Fl and the vertical load Fz at the wheel center are proportional, the stabilizer lever ratio increases as a result. Here, the stabilizer lever ratio means the ratio of the reaction force at the stabilizer end point to the stabilizer share in the vertical load of the wheel center, that is, the tangential spring load at the end point of the stabilizer 16 is set to the vertical direction of the wheel center of the wheel. The value divided by the reaction force.

  Conversely, when the front suspension 10 is rebounded, the wheel side moves downward relative to the vehicle body side, so the vertical distance between the wheel side and the vehicle body side increases, and the angle ABC increases from the obtuse angle before rebound. As a result, the stabilizer link load Fl increases and the stabilizer lever ratio decreases.

Further, in the front suspension 10, the angle formed by the line segment BC connecting both ends of the stabilizer link 15 and the line segment DE connecting the rotation center of the front arm 14 and the connection point of the wheel side is substantially perpendicular. Sometimes, the reaction force Fb at the front end of the front arm 14 increases. Further, the reaction force Fb at the front end of the front arm 14 decreases as the distance from the right angle increases. Here, the reaction force Fb and the vertical load Fz at the wheel center are proportional. In the present embodiment, the angle formed by the bump changes so as to move away from the right angle, and this also increases the stabilizer lever ratio. Further, since the angle formed at the time of rebound changes so as to approach a right angle, this also reduces the stabilizer ratio.
Here, when the stabilizer ratio is λ, λ = Fs / Fz. That is, as shown in FIG. 4, the length from the rotation center of the front arm 14 to the connecting point on the knuckle side is lb, and the imaginary line that extends the stabilizer link 15 downward from the rotation center of the front arm 14 Is the length to the crossing point of ls, the inclination angle of the stabilizer link 15 with respect to the vertical direction is α, the angle formed on the lower outer side by the imaginary line extending the front arm 14 and the stabilizer link 15 downward is θ, the stabilizer link If the proportional constant between the load and the vertical reaction force of the wheel center is k, the stabilizer lever ratio is
λ = (lb × cos α) / (k × ls × sin θ)
It becomes.

  Next, the rear suspension 20 will be described. When the rear suspension 20 is bumped, the wheel side moves upward with respect to the vehicle body side, so that the vertical distance between the wheel side and the vehicle body side becomes small, and the angle FGH becomes smaller than the acute angle before the bump. Here, the stabilizer link load Fl due to the stabilizer end point reaction force Fs is expressed by the following formula: Fl = Fs / sinψ, where the magnitude of the angle FGH is ψ. That is, the stabilizer link load Fl increases as the value F of the angle FGH decreases. Since the stabilizer link load Fl is proportional to the vertical load Fz at the wheel center, the stabilizer lever ratio is consequently reduced.

  Conversely, when the rear suspension 20 is rebounded, the wheel side moves downward relative to the vehicle body side, so the vertical distance between the wheel side and the vehicle body side increases, and the angle FGH becomes larger than the acute angle before rebound. As a result, the stabilizer link load Fl is reduced and the stabilizer lever ratio is increased.

  Also in the rear suspension 20, the angle formed by the line segment GH connecting both ends of the stabilizer link 28 and the line segment IJ connecting the rotation center of the rear link 25 and the wheel side is substantially perpendicular. Sometimes, the reaction force Fb at the tip of the rear link 25 increases. Further, the reaction force Fb at the front end of the rear link 25 decreases as the distance from the right angle increases. Here, the reaction force Fb and the vertical load Fz at the wheel center are proportional. In this embodiment, at the time of bumping, the angle formed changes so as to approach a right angle, so that the stabilizer lever ratio also decreases. In addition, the stabilizer lever ratio also increases because the angle formed at rebound changes away from the right angle.

  Thus, in the automobile vehicle of the present embodiment, as shown in FIG. 7A, the stabilizer lever ratio of the front suspension 10 is small on the bump side and large on the rebound side, and also shown in FIG. 7B. Thus, the stabilizer lever ratio of the rear suspension 20 is configured to be large on the bump side and small on the rebound side.

  As a result, when the vehicle is turning, the lift amount of the inner ring is smaller than the sink amount of the outer ring on the vehicle front side, and the lift amount of the inner ring is larger than the sink amount of the outer ring on the vehicle rear side.

Therefore, when the vehicle turns, the vehicle as a whole has a behavior in which the front side sinks compared to the rear side, and the vehicle has a forward leaning posture. As a result, the occupant feels that the roll amount has decreased as compared with a conventional vehicle that does not cause forward pitching.
That is, a forward leaning posture can be obtained when the vehicle is turning by changing the change in the stabilizer lever ratio of the stabilizers 16 and 29 without changing the specifications of the springs of the suspensions 10 and 20. The change in the lever ratio of the stabilizers 16 and 29 can be changed relatively easily by changing the length from the rotation center of the stabilizers 16 and 29 to the connecting portion with the wheel side, the stabilizer links 15 and 28, and the like. it can.

  In the present embodiment, each of the stabilizers 16 and 29 is a torsion type, and therefore the suspensions 10 and 20 can be easily and easily changed by changing the length from the center of rotation to the connecting portion with the stabilizer links 15 and 28. The change in the stabilizer lever ratio of the stabilizers 16 and 29 can be changed.

  Further, in the present embodiment, an angle ABC formed by a line segment AB connecting the rotation center of the stabilizer 16 of the front suspension 10 and the end of the stabilizer 16 and a line segment BC connecting both ends of the stabilizer link 15. However, by setting the obtuse angle, it is possible to easily and easily set the change in the stabilizer lever ratio of the stabilizer 16 of the front suspension 10. Similarly, an angle FGH formed by a line segment FG connecting the rotation center of the stabilizer 29 of the rear suspension 20 and the end of the stabilizer 29 and a line segment GH connecting both ends of the stabilizer link 28 becomes an acute angle. By doing so, the change of the stabilizer lever ratio of the stabilizer 29 of the rear suspension 20 can be set easily and easily.

  In the present embodiment, the line segment BC connecting both ends of the stabilizer link of the front suspension 10 and the connection point between the center of rotation of the front arm 14 and the wheel side in the front view is also shown. The angle formed between the front suspension 10 and the stabilizer 16 of the stabilizer 16 of the front suspension 10 can be easily and easily changed. Settings can be made. Similarly, an angle formed by a line segment GH connecting both ends of the stabilizer link 28 of the rear suspension 20 and a line segment IJ connecting the rotation center of the rear link 25 and the wheel side is determined at the time of bumping. Since it only needs to change so as to approach the right angle and away from the right angle when rebounding, the change in the stabilizer lever ratio of the stabilizer 29 of the rear suspension 20 can be easily set.

  In the above embodiment, the front suspension 10 is a strut type and the rear suspension 20 is a multilink type. However, if the stabilizer lever ratio is changed between the bump side and the rebound side, Of course, the type of suspension is not limited to that described above. That is, for example, the automobile vehicle may be a front wheel drive vehicle, the front suspension 10 may be a multi-link type, and the rear suspension 20 may be a torsion beam type. Further, for example, the automobile vehicle may be a rear wheel drive vehicle, and both the front suspension 10 and the rear suspension 20 may be of a double wishbone type.

  Thus, even in other suspension types, the angle formed by the line segment connecting the rotation center of the stabilizer and the stabilizer end and the line segment connecting both ends of the stabilizer link in a side view. Is set in the same manner as in the above embodiment, the same effect can be obtained. In addition, when the control link is present in the suspension, it is formed by a line segment connecting both ends of the stabilizer link and a connection segment between the rotation center of the control link and the connection point of the wheel in front view. If the corner is set in the same manner as in the above embodiment, the same effect can be obtained.

  Furthermore, the type of the stabilizer is not limited to the torsion beam type, and may be, for example, a T-shape or an O-shape, and other specific details can be changed as appropriate. It is.

1 is a schematic perspective view of a front suspension of an automobile vehicle according to an embodiment of the present invention. 1 is a schematic perspective view of a rear suspension of an automobile vehicle. It is side surface explanatory drawing of a front suspension. It is front explanatory drawing of a front suspension. It is side surface explanatory drawing of a rear suspension. It is front explanatory drawing of a rear suspension. The change of the stabilizer lever ratio of a suspension is shown, (a) is a graph of a front suspension, (b) is a graph of a rear suspension.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Front suspension 14 Front arm 15 Stabilizer link 16 Stabilizer 20 Rear suspension 25 Rear link 28 Stabilizer link 29 Stabilizer

Claims (6)

  The ratio of the reaction force at the stabilizer end point to the stabilizer share in the vertical load of the wheel center is configured to be large on the bump side for the front suspension and small on the rebound side, small on the bump side for the rear suspension, and An automobile vehicle configured to be large on the rebound side.   The stabilizers of the front suspension and the rear suspension are formed in a substantially U-shape and are rotatably fixed to the vehicle body side, and are connected to the control link via a stabilizer link that is connected to both ends and extends substantially vertically. The automobile vehicle according to claim 1. The stabilizer link of the front suspension is pivotally connected to the end of the stabilizer at the upper end,
In a side view, the angle formed by the line segment connecting the rotation center of the stabilizer and the stabilizer end of the front suspension and the line segment connecting both ends of the stabilizer link is set to be an obtuse angle. The automobile vehicle according to claim 2, wherein the vehicle is a vehicle. The stabilizer link of the rear suspension is connected to the end of the stabilizer at the upper end,
In a side view, the angle formed by the line segment connecting the rotation center of the stabilizer and the stabilizer end of the rear suspension and the line segment connecting both ends of the stabilizer link is set to be an acute angle. The automobile vehicle according to claim 2, wherein the vehicle is a vehicle. The stabilizer link of the front suspension is connected to the end of the stabilizer at the upper end, and connected to a control link that rotates up and down around the vehicle body side at the lower end.
When viewed from the front, an angle formed by a line segment connecting both ends of the stabilizer link of the front suspension and a connection point between the rotation center of the control link and the wheel side is a bump. The automobile vehicle according to any one of claims 1 to 4, wherein the vehicle changes so as to move away from a right angle and changes so as to approach a right angle when rebounding. The stabilizer link of the rear suspension is connected to the end of the stabilizer at the upper end, and connected to a control link that rotates up and down around the vehicle body side at the lower end.
In front view, an angle formed by a line segment connecting both ends of the stabilizer link of the rear suspension and a connection point between the rotation center of the control link and the wheel side is a bump The automobile vehicle according to any one of claims 1 to 5, wherein the vehicle changes so as to approach a right angle and changes so as to move away from the right angle when rebounding.

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