JP2007106192A - Suspension structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension structure for a vehicle for preventing a suspension link formed curving from interfering with another component or the like. <P>SOLUTION: The suspension structure for the vehicle is equipped with the suspension link 30 set over between a body side mounting part provided on the vehicle body and a wheel side mounting part 11 provided on a housing 10 side where a hub bearing supporting the wheel 3 is accommodated and arranged with its middle part curving, and a rotation preventing joint part 100 provided in at least one of a connection part 32 for connecting the suspension link 30 with the body side mounting part F and a connection part 31 for connecting the suspension link 30 with the wheel side mounting part 11 and restricting the rotation of the suspension link 30 about an axis passing through these connection parts. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a suspension structure for a vehicle such as an automobile.

The suspension of an automobile is provided between a vehicle body and a housing in which a hub bearing for supporting a wheel is accommodated, and includes a suspension link for positioning the wheel.
The suspension link can be steered in the case of a suspension stroke or in the case of a front suspension. For example, a joint portion having a rubber bush or a ball joint is provided at both ends of the suspension link, and the suspension link can swing with respect to the housing and the vehicle body. (See, for example, Patent Document 1).

In addition, suspension links are known to be formed by bending the intermediate part between the vehicle body side and the wheel side joints in order to obtain the desired suspension geometry and prevent interference with the wheel and other parts. It has been.
In such a curved suspension link, a stopper portion that abuts the knuckle at the maximum steering angle is formed in the middle portion thereof, and the suspension link is configured so that the stopper portion and the knuckle are in line contact with each other. The thing which prevented rotating around the axis line is known (for example, refer to patent documents 2).
JP-A-7-257127 JP 2001-30941 A

When the suspension link is formed in a curved shape, the suspension link may rotate around the axis line connecting the joint portions at both ends thereof due to, for example, vibration during traveling on a rough road, and the swing may occur. Suspension links are likely to interfere with adjacent tie rods, other suspension links, and the like when runout occurs, and it is desired to prevent such rotation.
The subject of this invention is providing the suspension structure for vehicles which prevents that the suspension link formed curvedly interferes with other components.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is provided between the vehicle body side mounting portion provided on the vehicle body side and the wheel side mounting portion provided on the housing side in which the hub bearing for supporting the wheel is accommodated. Is provided at at least one of a suspension link formed by bending, a connection portion between the suspension link and the vehicle body side attachment portion, and a connection portion between the suspension link and the wheel side attachment portion. A suspension structure for a vehicle including an anti-rotation joint portion that restricts rotation of the suspension link around a passing axis.

  According to a second aspect of the present invention, in the vehicle suspension structure according to the first aspect, the rotation prevention joint portion has one end of the suspension link connected to the vehicle body side mounting portion or the wheel side mounting portion. The other end of the suspension link is interposed between the first shaft support and the suspension link so as to be rotatably supported so that the other end swings. A second shaft support portion rotatably supported so that the other end portion swings in a direction different from the swing direction by the first shaft support portion with respect to the first shaft support portion. A suspension structure for a vehicle, comprising:

According to a third aspect of the present invention, in the suspension structure according to the second aspect, the first shaft support portion of the rotation prevention joint portion is arranged so that a rotation axis thereof is substantially orthogonal to the axis, and the rotation prevention The second shaft support portion of the joint portion is a vehicle suspension structure characterized in that a rotation axis thereof is disposed substantially orthogonal to each of the axis and the rotation shaft of the first shaft support portion. .
According to a fourth aspect of the present invention, in the vehicle suspension structure according to the second aspect, at least one of the rotation shaft of the first shaft support portion and the rotation shaft of the second shaft support portion of the rotation prevention joint portion is the A suspension for a vehicle, characterized in that the suspension link is disposed substantially orthogonal to a straight line that passes through the anti-rotation joint and is inclined to the opposite side to the side projecting from the axis due to the curvature of the suspension link. Structure.

According to a fifth aspect of the present invention, in the vehicle suspension structure according to any one of the second to fourth aspects, at least one of the first shaft support portion and the second shaft support portion of the rotation prevention joint portion. One is a vehicle suspension structure including a bearing portion formed of a resin material.
A sixth aspect of the present invention is the vehicle suspension structure according to any one of the second to fourth aspects, wherein at least one of the first shaft support portion and the second shaft support portion of the rotation prevention joint portion. One is a suspension structure for a vehicle that includes a bearing portion formed of a rubber-based material.

According to the present invention, the following effects can be obtained.
(1) By providing an anti-rotation joint portion that restricts rotation of the suspension link around the axis line between the suspension link and the mounting portion on the vehicle body side or the wheel side, the suspension link can be prevented from swinging. Can be prevented from interfering with other components.
(2) By supporting one end portion of the suspension link via a first shaft support portion and a second shaft support portion that are rotatably supported in the direction in which the other end swings, Since the movement of the suspension link other than the rotation about the rotation axis of each of the first and second shaft support portions is restricted, the rotation of the suspension link around the axis line is suppressed to prevent interference with other components. Can do.
(3) By arranging the rotation shaft of the first shaft support portion and the rotation shaft of the second shaft support portion so as to be substantially orthogonal to the axis and to be substantially orthogonal to each other, Can be more reliably restrained.
(4) At least one of the rotation shaft of the first shaft support portion and the rotation shaft of the second shaft support portion passes through the anti-rotation joint portion, and the side of the suspension link that protrudes from the axis line due to the curvature thereof than the axis line; When the suspension link is swung by the suspension stroke, the radius at which the curved and projecting portion swings around the rotation axis becomes small by arranging it substantially perpendicular to the straight line inclined to the opposite side. Reduction of the gap with other parts when the link swings is mitigated, and interference can be prevented.

  The present invention aims to provide a vehicle suspension structure that prevents a suspension link formed by bending from interfering with other components, etc., and has a rotating shaft that is substantially orthogonal to the axis of the suspension link. The problem is solved by providing an anti-rotation joint that supports the suspension link via two resin bearings.

Hereinafter, a front suspension which is Embodiment 1 of a vehicle suspension structure to which the present invention is applied will be described.
FIG. 1 is a perspective view of a vehicle having a front suspension according to a first embodiment.
In the first embodiment, the vehicle 1 is an automobile such as a passenger car, for example, and the front suspension 2 is provided between the front wheel 3 and the vehicle body.

FIG. 2 is a perspective view of the front suspension of the first embodiment. 3 to 5 are views showing the front suspension according to the first embodiment as viewed from above, side, and rear of the vehicle, respectively.
The front suspension 2 is a strut suspension, and includes a housing 10, a front lower arm 20, a rear lower arm 30, a strut 40, a tie rod 50, and a stabilizer 60, and a drive shaft 70 is connected to the housing 10.

  The housing (knuckle) 10 accommodates a hub bearing (not shown) that supports the front wheel 3 so as to be rotatable around its axle, and follows the movement of the front wheel 3 during the stroke of the front suspension 2 or during steering. Thus, it is displaced relative to the vehicle body.

  The front lower arm 20 is a suspension link (also referred to as a suspension control link) that is disposed substantially in the vehicle width direction and formed in a rod shape, and an end portion on the outer side in the vehicle width direction is illustrated in a lower portion of the housing 10. The end portion on the inner side in the vehicle width direction is connected to the vehicle body via a slide bearing provided with a rubber bush for vibration isolation.

The rear lower arm 30 is a suspension link disposed on the vehicle rear side with respect to the front lower arm 20.
As shown in FIG. 3, the rear lower arm 30 has an end 31 on the outer side in the vehicle width direction which is a lower part of the housing 10 and is provided on the rear side of the connecting portion with the front lower arm 20. 11 is swingably connected through a ball joint (connection portion) (not shown). The rear lower arm 30 has an end 32 on the inner side in the vehicle width direction disposed obliquely behind the mounting portion 11 described above, and is fixed to the vehicle body side mounting portion via the anti-rotation joint portion (connection portion) 100. ing. The rotation preventing joint unit 100 will be described in detail later.
In order to prevent interference with the front wheel 3 at the time of turning, the rear lower arm 30 is formed in an arcuate shape so that an intermediate portion thereof protrudes inward in the vehicle width direction.

The strut 40 includes a shock absorber 41, a spring 42, and an upper mount 43.
The shock absorber 41 is a hydraulic shock absorber (damper), and the axial direction of the rod is arranged in a substantially vertical direction.
The shock absorber 41 includes a shell case 41a, a housing bracket 41b, a stabilizer bracket 41c, and a spring seat 41d.
The shell case 41 a is an outer cylinder provided at the lower part of the shock absorber 41.
The housing bracket 41b is fixed to the lower end portion of the shell case 41a, and fixes the shell case 41a and the housing 10.
The stabilizer bracket 41c is a portion to which the stabilizer 60 is connected, and is formed so as to protrude from the vehicle rear side portion of the outer peripheral surface of the shell case 41a to the outer diameter side.
The spring seat 41d is in contact with the lower end portion of the spring 42, and is formed so as to project from the outer peripheral surface on the upper end side of the shell case 41a to the outer diameter side.

The spring 42 is a coil spring formed of spring steel, and is inserted on the inner diameter side thereof with the upper portion of the shock absorber 41 being eccentric.
The spring 42 is arranged such that an upper end thereof is in contact with a spring seat 43 a provided on the upper mount 43 and a lower end thereof is in contact with the spring seat 41 d of the shock absorber 41 described above.

  The upper mount 43 is provided between the upper end portion of the shock absorber 41 and the vehicle body, and the shock absorber 41 and the spring 42 are rotated around a turning center axis (kingpin axis) (not shown) with respect to the vehicle body when the front wheel 3 is turned. It is supported so as to be rotatable.

The tie rod 50 is provided between the steering gear box G (see FIG. 4) and the housing 10, and transmits the steering force to the housing 10 and positions the housing 10 in the toe direction.
The tie rod 50 and the steering gear box G are disposed on the vehicle rear side with respect to the axle, and the connecting portion of the housing 10 with the tie rod 50 is formed to protrude rearward with respect to the axle.
As shown in FIGS. 4 and 5, the tie rod 50 is disposed on the upper side of the rear lower arm 30, and is disposed to face the upper surface portion of the rear lower arm 30 with a space therebetween.
The tie rod 50 is covered with a dust boot (tie rod boot) 51 formed in a bellows shape by a rubber-based material on the outer peripheral surface portion of the portion disposed on the upper portion of the rear lower arm 30.

The stabilizer 60 includes a stabilizer bar 61, a bracket 62, and a stabilizer link 63.
The stabilizer bar (anti-roll bar) 61 is a rod-shaped member formed of an elastic material such as spring steel, for example, and generates a reaction force by being twisted when the behavior of the vehicle 1 in the roll direction occurs. The roll rigidity is improved. The stabilizer bar 61 has an intermediate portion in the longitudinal direction extending substantially in the vehicle width direction and is disposed on the front side with respect to the front lower arm 20. Further, side portions provided on both sides of the intermediate portion of the stabilizer bar 61 are formed to bend toward the rear side of the vehicle, pass through an upper side of a drive shaft 70 described later, and a protruding end portion of the shock absorber 41 The shell case 41a is disposed on the inner side in the vehicle width direction and on the rear side.

  The bracket 62 fixes the stabilizer bar 61 to the vehicle body side, and a pair of, for example, a pair is provided at an intermediate portion of the stabilizer bar 61 so as to be separated in the vehicle width direction. The bracket 62 supports the stabilizer bar 61 via a rubber bush so as to be rotatable around its central axis.

  The stabilizer link 63 connects both ends of the stabilizer bar 61 and the stabilizer bracket 41c of the shock absorber 41, and ball joints are provided at both ends of a rod-shaped member. The stabilizer bar 61 and the stabilizer Each of the brackets 41c can swing.

  The drive shaft 70 is a rotating shaft portion that transmits a driving force from a front differential (not shown) to the left and right front wheels 3, and a constant velocity joint that swings following the stroke and turning of the front suspension 2 at both ends thereof. It has.

Next, the rotation prevention joint unit 100 described above will be described in detail.
FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG. 4 and shows a state where the anti-rotation joint 100 is viewed by cutting it in a horizontal plane at the center in the vertical direction. 7 is a cross-sectional view taken along arrow VII-VII in FIG.
The rotation prevention joint unit 100 includes a bolt 101, a nut 102, a sleeve 103, a collar 104, a resin bearing 105, a holder 106, an outer cylinder 107, a pin 108, a resin bearing 109, and dust boots 110 and 111.

The bolt 101 is disposed through the center of the anti-rotation joint part 100, and fixes the anti-rotation joint part 100 to a main frame F (see FIG. 7) that is a vehicle body side mounting part disposed on the upper part. It is. The bolt 101 is arranged in a substantially vertical direction in the longitudinal direction (center axis direction), and is inserted from the lower side of the rotation prevention joint portion 100. The bolt 101 is fastened together with a support plate S that is a stiffening member disposed on the lower side of the anti-rotation joint portion 100.
The nut 102 is screwed to the bolt 101 and is disposed on the upper surface side of the surface portion to which the anti-rotation joint portion 100 of the main frame F is fixed, above the anti-rotation joint portion 100.

The sleeve 103 is a cylindrical member into which the shaft portion of the bolt 101 is inserted. The sleeve 103 is formed so as to protrude from the outer peripheral surface in a collar shape, and is formed with a flange portion that comes into contact with the lower end surface of the resin bearing 105.
The collar 104 is an annular member that is disposed at the upper portion of the sleeve 103 and into which the shaft portion of the bolt 101 is inserted. The lower surface portion of the collar 104 is in contact with the upper end surface of the resin bearing 105.
The sleeve 103 and the collar 104 sandwich the resin bearing 105 in the axial direction by the fastening force of the bolt 101.

The resin bearing 105 is a sliding bearing formed of a resin-based material, is formed in a cylindrical shape, is inserted into the holder 106, and a sleeve 103 is inserted into the inner diameter side thereof. The resin bearing 105 is a shaft support portion that rotatably supports the holder 106 with respect to the sleeve 103 around its central axis (rotation axis) I1. The central axis I1 is substantially orthogonal to the axis A (see FIG. 3) connecting both ends of the rear lower arm 30, and is disposed substantially vertically.
Here, the axis A indicates the rotation center point of the ball joint at the connection portion between the rear lower arm 30 and the wheel side attachment portion 11 of the housing 10, and the connection portion between the rear lower arm 30 and the main frame F that is the vehicle body side attachment portion. The straight lines passing through the rotation center point (intersection of center axes I1 and I2 described later) of the rotation prevention joint 100 in FIG.
The holder 106 is an annular member (yoke) in which the resin bearing 105 is inserted on the inner diameter side, and a recess into which a resin bearing 109 (to be described later) is inserted is formed on the outer peripheral surface portion.

The outer cylinder 107 is a cylindrical member arranged on the outermost diameter side around the axis of the bolt 101 of the rotation prevention joint portion 100, and is press-fitted and fixed in an opening 30 a formed in the rear lower arm 30. It is. The inner peripheral surface of the outer cylinder 107 is disposed to face the holder 106 with a space therebetween.
The pin 108 is a cylindrical member fixed by caulking in a state of protruding toward the central axis I1 of the resin bearing 105 described above with respect to the inner peripheral surface of the outer cylinder 107, as shown in FIG. A pair is provided at positions symmetrical with respect to the central axis I1.

The resin bearing 109 is a sliding bearing formed of a resin-based material, and is formed in a cup shape. The resin bearing 109 is inserted into a recess formed in the holder 106, and the tip of the pin 108 is inserted into the inner diameter side thereof. Yes. The resin bearing 109 is a shaft support portion that rotatably supports the pin 108 with respect to the holder 106 around its central axis (rotation axis) I2.
The central axis I2 is substantially orthogonal to each of the axis A and the central axis I1 of the resin bearing 105, and is disposed substantially horizontally.

The dust boots 110 and 111 are provided to prevent foreign matter and the like from entering the rotation prevention joint portion 100, and are formed in a bellows shape having flexibility by a rubber material.
As shown in FIG. 7, the dust boot 110 is provided between the upper end portion of the outer cylinder 107 and the outer peripheral surface of the collar 104.
The dust boot 111 is provided between the lower end portion of the outer cylinder 107 and the outer peripheral surface of the sleeve 103.

Next, the operation of the front suspension 2 according to the first embodiment will be described.
The front suspension 2 enables relative displacement of the front wheel 3 with respect to the vehicle body mainly due to the suspension stroke and turning.
The suspension stroke is caused by road surface unevenness or the posture change of the vehicle 1. The shock absorber 41 and the spring 42 of the strut 40 expand and contract according to the vertical displacement of the front wheel 3, and the front lower arm 20, The rear lower arm 30 swings with respect to the vehicle body and the housing 10.
At this time, the rear lower arm 30 is rotated with respect to the vehicle body about the central axis I2 thereof by the resin bearing 109 of the rotation prevention joint unit 100, and the end portion 31 on the housing 10 side of the rear lower arm 30 is approximately the vehicle body. Swings vertically.

On the other hand, at the time of turning, when receiving a rotational moment through the tie rod 50, the housing 10 rotates around the kingpin axis together with the shock absorber 41 and the spring 42 of the strut 40.
The rear lower arm 30 rotates in a substantially horizontal plane around the anti-rotation joint 100 as the wheel side mounting portion of the housing 10 rotates about the kingpin axis.
At this time, the rear lower arm 30 is rotated with respect to the vehicle body around the central axis I1 thereof by the resin bearing 105 of the rotation prevention joint portion 100, and the end portion 31 on the housing 10 side of the rear lower arm 30 is substantially the same with respect to the vehicle body. Swings horizontally.

  As described above, according to the first embodiment, the resin bearing 105 having the rotating shaft I1 disposed substantially perpendicular to the axis A of the rear lower arm 30 and substantially in the vertical direction, and substantially orthogonal to the axis A and substantially horizontal. By supporting the rear lower arm 30 with respect to the vehicle body via a resin bearing 109 having a rotational axis I2 arranged in the direction and providing a rotation prevention joint portion 100 configured as a so-called hook joint, the stroke of the front suspension 2 can be reduced. Since the rear lower arm 30 is allowed to swing along with the turning and the rotation about the axis A is restricted, the rear lower arm 30 is prevented from being swung around the axis A due to bending, and traveling on a rough road or the like. Interference with the tie rod 50 can be prevented.

Next, a front suspension which is a second embodiment of the vehicle suspension structure to which the present invention is applied will be described. In each embodiment described below, the same parts as those in the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The front suspension of the second embodiment uses a slide bearing formed of a rubber-based material having an anti-vibration function instead of the resin bearings 105 and 109 of the anti-rotation joint portion 100 of the first embodiment.
According to the second embodiment, in addition to the same effects as the first embodiment described above, the vibration transmitted from the road surface is blocked by the vibration damping ability of the rubber-based material, so that road noise is reduced and riding comfort is improved. can do.

FIG. 8 is a cross-sectional view of an anti-rotation joint portion in a front suspension that is Embodiment 3 of a vehicle suspension structure to which the present invention is applied.
The third embodiment differs from the first embodiment described above in that the angle at which the outer cylinder 107 of the rotation preventing joint portion 100 is press-fitted and fixed to the opening 30a of the rear lower arm 30 is different, and the central axis of the resin bearing 109 is the rear lower arm 30. The angle formed with respect to the axis A is changed.
In the third embodiment, the central axis (rotary axis) I3 of the resin bearing 109 is a straight line L inclined to the opposite side of the axis A of the rear lower arm 30 from the side where the rear lower arm 30 protrudes from the axis A due to its curvature. As compared with the central axis (rotating shaft) I2 in the first embodiment, the vehicle width direction inner side is shifted in the forward direction.

FIG. 9 is an enlarged view of the rear lower arm portion according to the third embodiment and is a diagram illustrating a state viewed from above the vehicle.
Here, the rotation radius of the end 31 when the rear lower arm 30 rotates around the central axis I3 of the third embodiment is R3, and the rotation radius of the curved portion of the rear lower arm 30 disposed below the tie rod 50 is r3. The rotation radius of the end 31 when rotating around the central axis I2 as in the first embodiment is R2, and the rotation radius of the curved portion is r2.
The ratio r3 / R3 of the radius of rotation r3 of the curved portion to the radius of rotation R3 of the end portion 31 in the third embodiment is smaller than the same ratio r2 / R2 in the first embodiment. This indicates that when the stroke amount of the front suspension 2 is the same, the displacement amount of the curved portion is smaller in the third embodiment than in the first and second embodiments.

  As described above, according to the third embodiment, the central axis (rotary axis) I3 of the resin bearing 9 is set with respect to the straight line L inclined to the side opposite to the side where the rear lower arm 30 curves and protrudes with respect to the axis A. Since the rotation radius of the curved portion adjacent to the tie rod 50 is reduced by reducing the amount of displacement during the suspension stroke, the decrease in the distance from the tie rod 50 is mitigated, and the front suspension 2 is arranged. Interference between the rear lower arm 30 and the dust boot 51 of the tie rod 50 when the stroke strokes toward the bounce side can be prevented.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) Each embodiment relates to a lower arm of a front suspension, for example. However, the present invention is not limited to this, and may be applied to a suspension link provided at another position, and may be applied to a rear suspension. May be.
Moreover, although each Example prevented interference with a suspension link (lower arm) and a tie rod, this invention is applicable not only to this but interference prevention with members other than a tie rod.
(2) In each embodiment, the anti-rotation joint portion is provided at the connection portion between the suspension link and the vehicle body side attachment portion. Instead of or together with this, the anti-rotation joint portion is connected to the wheel side attachment portion. You may provide in a part.
(3) In each embodiment, the rotation shafts of the first shaft support portion and the second shaft support portion are arranged in a substantially vertical direction and a substantially horizontal direction, respectively, but the arrangement of the rotation shafts is not limited to this and is changed as appropriate. be able to.

1 is a perspective view of a vehicle having a front suspension that is Embodiment 1 of a vehicle suspension structure to which the present invention is applied. FIG. 1 is a perspective view of a front suspension of Example 1. FIG. FIG. 3 is a diagram illustrating a state in which the front suspension according to the first embodiment is viewed from above the vehicle. FIG. 3 is a diagram illustrating a state in which the front suspension according to the first embodiment is viewed from the side of the vehicle. 1 is a diagram illustrating a state in which a front suspension according to a first embodiment is viewed from the rear of a vehicle. It is VI-VI part arrow directional cross-sectional view of FIG. It is a VII-VII section arrow sectional view of Drawing 6. It is a figure which shows the vehicle body side joint part of the rear lower arm in the front suspension which is Example 3 of the suspension structure for vehicles of this invention. 6 is an enlarged view of a rear lower arm according to Embodiment 3. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Front suspension 3 Front wheel 10 Housing 20 Front lower arm 30 Rear lower arm 40 Strut 50 Tie rod 60 Stabilizer 70 Drive shaft 100 Anti-rotation joint part 101 Bolt 102 Nut 103 Sleeve 104 Color 105 Resin bearing 106 Holder 107 Outer cylinder 108 Pin 109 Resin Bearing 110, 111 Dust boot

Claims (6)

It is provided between the vehicle body side mounting portion provided on the vehicle body side and the wheel side mounting portion provided on the housing side where the hub bearing for supporting the wheel is accommodated, and the intermediate portion is formed to be curved. Suspension links,
Provided at at least one of the connection portion between the suspension link and the vehicle body side attachment portion and the connection portion between the suspension link and the wheel side attachment portion, and restricts rotation of the suspension link around the axis passing through these connection portions. A vehicle suspension structure comprising an anti-rotation joint portion. The vehicle suspension structure according to claim 1,
The anti-rotation joint part is
A first shaft support portion that rotatably supports one end portion of the suspension link with respect to the vehicle body side attachment portion or the wheel side attachment portion so that the other end portion swings;
The other end portion of the suspension link is interposed between the first shaft support portion and the suspension link, and the other end portion of the suspension link is the first shaft support portion. A suspension structure for a vehicle, comprising: a second shaft support portion rotatably supported so as to swing in a direction different from the swinging direction by. In the vehicle suspension structure according to claim 2,
The first shaft support portion of the rotation prevention joint portion is disposed so that a rotation axis thereof is substantially orthogonal to the axis line,
The suspension for a vehicle, wherein the second shaft support portion of the rotation prevention joint portion is disposed so that a rotation axis thereof is substantially orthogonal to each of the axis and the rotation shaft of the first shaft support portion. Construction. In the vehicle suspension structure according to claim 2,
At least one of the rotation shaft of the first shaft support portion and the rotation shaft of the second shaft support portion of the rotation prevention joint portion passes through the rotation prevention joint portion and the suspension link is bent by the curvature of the suspension link. A suspension structure for a vehicle, characterized in that the suspension structure is disposed substantially orthogonal to a straight line inclined to the opposite side to the side protruding from the axis. In the vehicle suspension structure according to any one of claims 2 to 4,
At least one of the first shaft support portion and the second shaft support portion of the anti-rotation joint portion includes a bearing portion formed of a resin-based material. In the vehicle suspension structure according to any one of claims 2 to 4,
At least one of the first shaft support portion and the second shaft support portion of the rotation preventing joint portion includes a bearing portion formed of a rubber-based material.

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