JP2010228544A - Vehicle suspension system - Google Patents

Abstract

[PROBLEMS] A conventional “vehicle drive wheel structure” has two drive motors for suppressing swinging, so that energy consumption increases as compared with the case of one drive motor. Was inevitable.
A vehicle is connected to a trailing arm 11 that connects a rotating shaft of a wheel 15 and a vehicle body via a torque control rod 12 and a motor case 13 that are swingably connected to each other. The extension line of the torque control rod 12 extends in the direction of extension of the trailing arm 11.
[Selection] Figure 1

Description

  The present invention relates to a vehicle suspension device provided in a vehicle employing an in-wheel motor.

Conventionally, an in-wheel motor that directly drives a wheel by an electric motor arranged on each wheel (wheel) of the vehicle is known, but as a general rule, when an in-wheel motor is used, it is caused by a driving reaction force of the in-wheel motor. Since a vehicle vertical force is generated, the vehicle body is displaced in the vehicle vertical direction, and the vehicle posture changes.
Therefore, two drive motors are provided for each wheel, and a vehicle attitude control function for suppressing the swing is provided by generating forces in the upward and downward directions of the wheels by the driving reaction forces of the respective motors. A “drive wheel structure” (see Patent Document 1) is known.

JP 2007-269209 A

  However, since the conventional “vehicle drive wheel structure” has two drive motors for suppressing the swing, the energy consumption may increase as compared with the case of one drive motor. It was inevitable.

  A vehicle suspension apparatus according to the present invention includes a suspension member that connects a rotating shaft of a wheel and a vehicle body, and the vehicle body, which are connected to each other via a first link member and a second link member that are swingably connected to each other. In the vehicle side view, the extension direction extension line of the first link member intersects with the extension direction extension line of the suspension member.

  According to the present invention, the link mechanism reduces the wheel vertical force generated by the driving reaction force of the motor, so that the pitching behavior of the vehicle can be suppressed without increasing energy consumption.

It is explanatory drawing which looked at the right wheel which shows the structure of the suspension apparatus for vehicles which concerns on 1st Embodiment of this invention from the side. It is explanatory drawing which looked at the right wheel which shows the structure of the suspension apparatus for vehicles of FIG. 1 from upper direction. In order to compare with the vehicle suspension apparatus according to the present invention, it is a comparative explanatory view of the right wheel viewed from the side, showing the state of wheel vertical force generation during driving in a general rear wheel torsion beam axle type suspension. It is explanatory drawing which looked at the right wheel from the side which shows the wheel vertical force generation | occurrence | production situation at the time of the standard attitude | position of the vehicle suspension apparatus of FIG. FIG. 5 is a comparative explanatory view of the right wheel as viewed from the side, showing a state in which the wheel vertical force is generated in a full bound state in which the wheel has made a full stroke upward with respect to the vehicle body from the standard posture state of FIG. 4. FIG. 5 is a comparative explanatory view of the right wheel viewed from the side, showing a state in which the wheel vertical force is generated in a full rebound state in which the wheel has made a full stroke downward with respect to the vehicle body from the standard posture state of FIG. 4. It is explanatory drawing which looked at the right wheel which shows the structure of the suspension apparatus for vehicles which concerns on 2nd Embodiment of this invention from the side. It is explanatory drawing which looked at the right wheel which shows the structure of the suspension apparatus for vehicles which concerns on 3rd Embodiment of this invention from the side. It is explanatory drawing which looked at the right wheel which shows the structure of the suspension apparatus for vehicles of FIG. 8 from upper direction.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is an explanatory view of a right wheel showing a configuration of a vehicle suspension apparatus according to a first embodiment of the present invention as viewed from the side. FIG. 2 is an explanatory view of the right wheel showing the configuration of the vehicle suspension apparatus of FIG. 1 as viewed from above.

  A vehicle suspension apparatus 10 shown in FIGS. 1 and 2 is, for example, a rear wheel torsion beam axle suspension, a trailing arm (suspension member) 11, a torque control rod (first link member) 12, a motor case. (Second link member) 13 and a motor (rotation prime mover) 14 are provided, and a vehicle (not shown) wheel (as an example, the right wheel is shown) 15 is suspended. The wheel 15 includes a disk wheel (wheel) 16 and a tire 17 attached to the wheel 16.

  The trailing arm 11 extends in the vehicle front-rear direction and connects a wheel 15 supported by an axle member 18 (see FIG. 2) including an axle (rotating shaft) and a vehicle body (not shown). The gear box portion 19 is formed integrally with the torsion beam 20 (see FIG. 2). In FIGS. 1 and 2, the axle shows only the shaft core c. The trailing arm 11 is swingably attached to the vehicle body via a bush 21, and a hub that rotatably supports the wheel 16 is attached to an axle member 18 formed integrally with the trailing arm 11. A bearing 22 is mounted (see FIG. 2). The lower end portion of the gear box portion 19 opposite to the bush 21 side is connected to the vehicle body via a shock absorber 23a and a coil spring 23b (see FIG. 1).

  One end of the torque control rod 12 is rotatably fixed via the first ball joint 24a and is positioned and fixed to the vehicle body, and the other end is freely rotatable via the second ball joint 24b. It is connected to the rod mounting portion 13a of the case 13, extends from the vehicle body in the vehicle front-rear direction, and is connected so that the other end side freely swings with respect to the vehicle body. The extending direction of the torque control rod 12 may be either forward or backward in the vehicle longitudinal direction.

  The motor case 13 is formed in a substantially triangular shape in a side view having a rod mounting portion 13a at the top, and freely rotates with the motor main shaft (drive shaft) of the motor 14 incorporated therein as an operating point. It is fixed to the trailing arm 11. The other end of the torque control rod 12 is rotatably connected to a rod mounting portion 13 a that protrudes above the trailing arm 11 of the motor case 13 fixed to the trailing arm 11.

  That is, the torque control rod 12 functions as a first link member extending in the vehicle longitudinal direction from the vehicle body, and the motor case 13 coupled to the torque control rod 12 extends from the trailing arm 11 in the vehicle vertical direction. It functions as a second link member. For this reason, the motor case 13 is linked to the vehicle body by a torque control rod 12 connected to one end (upper end) and a trailing arm 11 to which the other end (lower end) is fixed. A rotation operation having a geometric center by the link mechanism is performed. In addition, although the said structure demonstrated the right wheel, it is applied similarly also about the left wheel which is the same structure of symmetrical arrangement with a right wheel.

  The motor 14 outputs a rotational driving force (torque) via the motor main shaft. The output rotational driving force is amplified in torque by a speed reduction mechanism stored in a gear box portion 19 constituting a part of the trailing arm 11 and then transmitted to the wheel main shaft of the wheel 15 to rotationally drive the wheel 15. (See FIGS. 1 and 2). The speed reduction mechanism stored in the gear box portion 19 includes a pinion gear 25a, an idle gear 25b that meshes with the pinion gear 25a, and an output gear 25c that meshes with the idle gear 25b. Here, the pinion gear 25a, the idle gear 25b, and the output gear 25c correspond to a drive transmission device. Further, instead of the pinion gear 25a, the idle gear 25b, and the output gear 25c, the rotational driving force of the motor main shaft may be transmitted to the wheel main shaft via a chain or a belt.

The trailing arm 11 and the torque control rod 12 are extended in the extending direction of the trailing arm 11, that is, the center of the motor case 13 and the center of the body mounting portion of the trailing arm 11 (bush 21 straight line connecting centers) and the straight line L ₁ connecting the extending direction extension line of the torque control rod 12, i.e., the center T ₁ of the first ball joint 24a at the vehicle side view and the center T ₂ of the second ball joint 24b L ₂ as intersect, it is disposed (see FIG. 1).

Next, the operation of the vehicle suspension apparatus 10 according to the present invention will be described.
Here, in a general rear wheel torsion beam axle type suspension, a mechanism in which a wheel vertical force is generated during driving will be described.
FIG. 3 is a comparative explanation of the right wheel viewed from the side, showing the state of wheel vertical force generation during driving in a general rear wheel torsion beam axle type suspension for comparison with the vehicle suspension apparatus according to the present invention. FIG.

  As shown in FIG. 3, a general rear wheel torsion beam axle type suspension 1 has wheels 3 suspended by a torsion beam integrated trailing arm (suspension member) 2. The trailing arm 2 rotatably supports a rotating shaft (axle) 4 of a wheel 3 on a rotating shaft mounting portion 2 a and extends in the vehicle front-rear direction, and has one end via a bush 5. The other end is attached to a vehicle body (not shown) via a shock absorber 6a and a coil spring 6b.

In wheel torsion beam axle type suspension 1 After this general, when the wheel drive, tires 3a mounted on the wheel 3 is subjected to reaction force F _C from the ground plane G / L tire 3a. Thereby, the axial force _FW and the rotational force _MW are input to the rotational axis of the tire 3a, that is, the tire center. Here, _{F W} is equal forces _{F C.}
This _FW can be decomposed into a direction component F _A and a vertical direction component F _V from the wheel center toward the rotation center C _S of the suspension 1 with respect to the vehicle body that determines the movement of the wheel 3 in a side view of the vehicle. it can.

Furthermore, the site receiving the reaction force F _C, since different by the driving mode of the wheel 3, the vehicle for transmitting the driving force to the wheel 3 is mounted a drive shaft of the drive system on the spring, subjected to M _W on the spring whereas, such in-wheel motor system, when the drive system of the vehicle to be mounted on the unsprung will undergo M _W under spring. For this reason, in the case of a vehicle in which the drive system is mounted under the spring, a couple having a moment arm length that is a distance L _m from the center of the wheel 3 to the rotation center C _{S of the} suspension acts on the wheel 3, and F _V is Wheel vertical force.

That is, the vertical component F _V is one of the components of the wheel vertical force, generated on the axle is a wheel center (wheel 3 rotating center) by the drive of the motor, force in the vehicle upper direction (squat force ) Or a downward force (anti-squat force) of the vehicle.
When a couple acts on the wheel 3, the general rear wheel torsion beam axle type suspension 1 (see FIG. 3) has a sufficient distance L _m from the center of the wheel 3 to the rotation center C _{S of the} suspension. Since it cannot be ensured, the wheel vertical force due to the above-mentioned couple becomes larger than necessary, and as a result, an unnatural rear lift-up behavior occurs during vehicle acceleration.

A specific operation of the vehicle suspension apparatus 10 according to the present invention will be described with respect to such a general rear wheel torsion beam axle suspension 1.
FIG. 4 is an explanatory view of the right wheel viewed from the side, showing the state of wheel vertical force generation when the vehicle suspension device of FIG. 1 is in the standard posture. As shown in FIG. 4, in the suspension device 10, as in the case of the comparative example (see FIG. 3), when a driving force is generated in the wheel 15, the reaction force received by the tire is applied to the wheel center (wheel rotation center) W. F _C axial force _{F W} and the rotational force _{M W} will occur due. Moreover, the wheels 15, to be driven by a motor 14 mounted under spring, M _W, similar to the F _W, will receive a reaction force in the tire / suspension system.

Here, _MW is received by the suspension device 10 as the conversion torque M _{m corresponding to} the gear ratio of the speed reduction mechanism stored in the gear box portion 19. Specifically, the motor case 13, via the trailing arm 11 and the torque control rod (first link member) 12 which supports the wheel 15, receives the converted torque M _m.
Line This articulation point of the torque control rod 12, i.e., that connects the line connecting the centers T ₂ of the center T ₁ and the ball joint 24b of ball joint 24a, the rotation center C _S of the motor rotation axis C _m and a suspension virtual links that instantaneous center of rotation of the intersection C _Z with it, can be considered and receive the converted torque M _m, as equivalent.

Therefore, the motor rotation axis _{C m,} couple _F R1 by the driving torque reaction _{M m} and a moment arm length _{L m (= M m / L} m) is input, is _{F R2} multiplied by this lever ratio The wheel 15 acts as a vertical force.
That, _{L 1} the distance from the suspension rotational center _{C S} until the motor rotational axis _{C m,} the distance from the suspension rotational center _{C S} to the wheel center W as _{L 2,}
FR ₁ × L ₁ = FR ₂ × L ₂
∴FR ₂ = FR ₁ × L ₁ / L ₂
It becomes. This FR ₂ is a force acting on the axle member (rotating shaft) 18 in the vertical direction of the vehicle due to FR ₁ .

Here, if such is F _V and F _R2 equal, the wheel vertical force by the motor driving force when the vehicle acceleration does not occur, and only the front and rear wheel load movement caused by the inertial force acting on the center of gravity of the vehicle. Therefore, by setting so as to cancel (cancel) the force due to the load movement by the sum of F _V and F _R2, stationary wheel stroke caused by the vertical force acting on the wheel 15 (wheel vertical movement), reliably Can be suppressed.
F _V is a constituent of the wheel vertical force,
F _V = f (F _V1 ) + f (F _V2 )
It can be expressed as. Note that f represents a function, F _V1 is the rotational driving force of the motor, and F _V2 is the vertical force generated on the axle due to the pitch displacement of the vehicle body.

F _V1 is the tire contact surface G / L of the driving force _{F W (= F C),} F W and _{F A} and the angle formed by theta _w, wheels one of weight W, as the acceleration G of the vehicle longitudinal direction,
F _V1 = F _W × tan θ _W
F _W = W × G
F _V2 is obtained as follows: distance H _G from the ground contact surface G / L of the tire to the center of gravity position of the vehicle, weight W _{V of} the entire vehicle, wheel base D of the vehicle,
H _G × W _V × G = D × F _V2 × 2
∴F _V2 = W _V × G × H _G / 2D
Is required.

FIG. 5 is a comparative explanatory view of the right wheel as viewed from the side, showing a state in which the wheel vertical force is generated in a full bound state in which the wheel has made a full stroke upward with respect to the vehicle body from the standard posture state of FIG. As shown in FIG. 5, in a full-bound state which the wheel 15 has a full stroke upwards respect to the vehicle body, that the relative height of the wheel center W to the suspension rotational center C _S is further increased from the standard posture, F _An angle θ _W formed by _W and F _A is further increased, and F _V is also increased.

Further, the motor case 13, since the lifted upward relative to the vehicle body together with the trailing arms 11, articulation point T ₂ of the motor case 13 side of the torque control rod 12 from the articulation point T ₁ of the vehicle body side of the torque control rod 12 Becomes a relatively high position, and a large downward angle occurs in the torque control rod 12. At this time, the position of the intersection _ZZ between the extension line of the trailing arm 11 and the extension line of the torque control rod (first link member) 12 is set to the motor case (with respect to the stationary position of the wheel 15). It is located on the front side in the vehicle front-rear direction from the connection point (motor rotation axis C _m ) between the second link member 13 and the trailing arm 11.

By anhedral occurs largely in the torque control rod 12, the moment arm length L _m resulting from the force couple F _R1 to be input to the motor rotation axis C _m becomes smaller than the standard state, the effect of the force couple F _R1 Will be strengthened. Therefore, it is possible to offset the increased F _V, it is possible to maintain a bouncing stable behavior even when the wheel 15.

FIG. 6 is a comparative explanatory view of the right wheel as viewed from the side, showing a state in which the wheel vertical force is generated in a full rebound state in which the wheel has made a full stroke downward with respect to the vehicle body from the standard posture state of FIG. As shown in FIG. 6, in the full rebound state where the wheel 15 has a full stroke downward to the vehicle body, the relative height relationship of the wheel center W with respect to the rotation center C _S of the suspension, a full bound state (see Fig. 5) reversed, F _W and direction component F _a and forms an angle theta _W forms a dihedral. Thus, the polarity of the F _V is inverted, acts in the direction of bounce wheels 15.

Further, the motor case 13, to displace downwardly relative to the vehicle body together with the trailing arms 11, articulation point T ₂ of the motor case 13 side of the torque control rod 12 from the articulation point T ₁ of the vehicle body side of the torque control rod 12 Becomes a relatively low position, and an upper angle is generated in the torque control rod 12. At this time, the position of the intersection _ZZ between the extension line of the trailing arm 11 and the extension line of the torque control rod (first link member) 12 is set to the motor case (with respect to the stationary position of the wheel 15). It is located on the rear side in the vehicle front-rear direction from the connection point (motor rotation axis C _m ) between the second link member 13 and the trailing arm 11.

By dihedral torque control rod 12 occurs, the instantaneous center of rotation C _Z of the motor case 13, and a vehicle rear side of the wheel center W, couple F _R1 to be input to the motor rotational axis C _m The polarity of is also reversed with respect to the standard state and acts in a direction to make the wheel 15 bounce. This makes it possible to offset the F _V, it is possible to maintain the stable behavior even when a rebound of the wheel 15.
Further, by setting the geometry of the torque control rod 12 and the motor case 13, it is possible to apply a vertical force to the wheel standard posture so as to resist it according to the wheel stroke. This has the effect of improving the vehicle body roll rigidity during vehicle acceleration.

As described above, in the vehicle suspension apparatus 10 according to the present invention, the arrangement of the motor 14 with respect to the trailing arm 11 which is a suspension member to which the motor 14 is mounted via the motor case 13 is devised by a geometric configuration. , the direction of the force to reduce the vertical force caused by the driving reaction force of the motor 14, that is, by generating a force couple F _R1 to be input to the motor rotation axis C _m. As a result, the vertical force of the wheel 15 generated by the driving reaction force of the motor 14 is reduced and the pitching behavior of the vehicle is suppressed without using a power source that requires additional energy, such as using two motors. can do.

Further, since the motor case 13 functions as the second link member of the link mechanism configured together with the trailing arm 11 and the torque control rod 12, it is possible to reduce the number of parts and enhance the layout feasibility.
Further, the motor 14 is arranged on the front side in the vehicle front-rear direction with respect to the wheel main shaft by the gear box portion 19, and the motor main shaft and the wheel main shaft are connected by a gear so that the motor 14 having a large mass can be connected to the body of the trailing arm 11. Since it is located in the vicinity of the side connection point, the inertial mass of the motor 14 generated when the trailing arm 11 swings in the vehicle vertical direction can be reduced. Thereby, since the followability at the time of swinging of the trailing arm 11 is improved, it is possible to improve the steering stability performance.

(Second Embodiment)
FIG. 7 is an explanatory view of the right wheel showing the configuration of the vehicle suspension apparatus according to the second embodiment of the present invention, viewed from the side. As shown in FIG. 7, the vehicle suspension device 30 has the motor 14 incorporated in the motor case 13 disposed coaxially with the wheels 15, and the other configurations and operations are the same as those for the vehicle according to the first embodiment. This is the same as the suspension device 10 (see FIGS. 1 and 2).

  The vehicle suspension apparatus 30 is configured so that the motor rotation main shaft (drive shaft) of the motor 14 is coaxial with the axle member (rotation shaft) 18 (see FIG. 2) of the wheel 15 and is rotatable. Corresponding to this, the motor case 13 is also arranged so as to overlap the gear box portion 19. That is, in the vehicle suspension apparatus 30, the vehicle suspension apparatus 10 in the first embodiment replaces the gear box portion 19 in which the rotational driving force input shaft and the post-deceleration output shaft are arranged in parallel with each other. A planetary reduction mechanism 31 is provided in which the input shaft and the output shaft after deceleration are arranged coaxially.

In this case, the distance L ₁ from the suspension rotation center C _S to the motor rotation axis C _m and the distance L ₂ from the suspension rotation center C _S to the wheel center W are the same (the motor rotation axis C _m and the wheel center W are Match)
FR ₂ = FR ₁ × L ₁ / L ₂ = FR ₁ × 1
It becomes.

The planetary reduction mechanism has a plurality of (three examples) planetary gears 31c that are arranged between the central sun gear 31a and the outer ring gear 31b and revolve around the sun gear 31a. The required reduction ratio is secured by the mechanism. Depending on the specifications of the motor 14, direct drive by the motor 14 is also possible.
Also in this arrangement, _FV has the same characteristics as in the first embodiment, and a desired wheel vertical force can be generated by optimizing the arrangement of the torque control rod (first link member) 12. .

Further, for example, such as multi-link, in other forms of suspension rotational center C _S of the suspension is virtually instantaneous center of rotation, in the same manner as the vehicle suspension apparatus 30 according to the second embodiment, A desired wheel vertical force can be set.
As described above, in the vehicle suspension apparatus 30 according to the present invention, the connecting portion of the motor case 13 with the trailing arm 11 is coaxial with the axle member (rotating shaft) 18 of the wheel 15 and is rotatable. Since they are connected, the number of parts can be reduced and layout formation can be improved.

(Third embodiment)
FIG. 8 is an explanatory view of the right wheel showing the configuration of the vehicle suspension apparatus according to the third embodiment of the present invention, viewed from the side. FIG. 9 is an explanatory view of the right wheel showing the configuration of the vehicle suspension device of FIG. 8 as viewed from above. As shown in FIGS. 8 and 9, the vehicle suspension device 35 includes a stabilizer bar 36 instead of the torque control rod (first link member) 12, and other configurations and operations are the same as those in the first embodiment. This is the same as the vehicle suspension apparatus 10 (see FIGS. 1 and 2).

  The stabilizer bar 36 has a torsion lever portion (moment lever portion) 36a formed by bending both ends of a stabilizer torsion portion 36b formed in, for example, a rod-like body in the vehicle width direction and bent in the vehicle front-rear direction. Each torsion lever portion 36a has a tip connected to the ball joint 24b, and is attached to the rod attachment portion 13a of the motor case 13 on the left and right wheels side via the ball joint 24b.

The stabilizer bar 36, the stabilizer bracket 37b mounted through the stabilizer bushing 37a, is fixed to the vehicle body, the vehicle body-side articulation point T ₁ in the side view of the torque control rod 12 which is common in the right and left wheels, stabilizer The rotation axis of the bar 36 is used. That is, the torque control rod (first link member) 12 is constituted by the torsion lever portion 36 a of the stabilizer bar 36.
And the motor case (2nd link member) 13 functions as a connecting rod of the stabilizer bar 36 by attaching the front-end | tip of the torsion lever part 36a to the rod attachment part 13a of the motor case 13. FIG.

  As described above, the vehicle suspension apparatus 35 according to the present invention includes the torsion lever portion 36a that connects the torque control rod 12 to the wheels 15 of the stabilizer bar 36 disposed between the left and right wheels. By constructing the connecting rod by the motor case 13, an anti-roll function is added to the vehicle. Therefore, the vehicle can be used without newly occupying the vehicle space in order to arrange the dedicated member having the anti-roll function. Anti-roll function can be secured.

  According to the present invention, by generating a force in a direction to reduce the vertical force due to the driving reaction force of the motor and reducing the vertical force of the wheel caused by the driving reaction force of the motor, energy consumption is reduced. Since the pitching behavior of the vehicle can be suppressed without increasing, it is optimal for a vehicle suspension device.

10, 30, 35 Vehicle suspension device 11 Trailing arm 12 Torque control rod 13 Motor case 13a Rod mounting portion 14 Motor 15 Wheel 16 Disc wheel 17 Tire 18 Axle member 19 Gear box portion 20 Torsion beam 21 Bush 22 Hub bearing 23a Shock absorber 23b Coil spring 24a First ball joint 24b Second ball joint 25a Pinion gear 25b Idle gear 25c Output gear 31 Planetary speed reduction mechanism 31a Sun gear 31b Ring gear 31c Planetary gear 36 Stabilizer bar 36a Torsion lever portion 36b Stabilizer twist portion Bush 37

Claims (6)

A suspension member extending in the longitudinal direction of the vehicle and connecting the rotating shaft of the wheel and the vehicle body;
A rotary prime mover that is fixed to the suspension member and outputs a rotational driving force to a rotational shaft of the wheel;
A first link member that is swingably connected to the vehicle body and extends from the vehicle body to the front or rear side in the vehicle front-rear direction;
A second link member that is swingably connected to the suspension member, extends from the suspension member to the vehicle vertical direction upper side, and is swingably connected to the first link member;
With
A suspension system for a vehicle, wherein the first link member is arranged such that an extension direction extension line of the first link member intersects with an extension direction extension line of the suspension member in a side view of the vehicle.   When the position of the intersection of the extending direction extension line of the suspension member and the extending direction extension line of the first link member is displaced upward in the vehicle vertical direction with respect to the position of the wheel when the vehicle is stopped, 2. The vehicle according to claim 1, which is located on the front side in the vehicle front-rear direction from a connection point between the two link members and the suspension member, and located on the rear side in the vehicle front-rear direction from the connection point when the vehicle is displaced downward in the vehicle vertical direction. Suspension device.   The vehicle suspension device according to claim 1 or 2, wherein the second link member is a prime mover case in which the rotary prime mover is incorporated.   4. The rotary engine according to claim 1, wherein the rotary prime mover is arranged on the front side in the vehicle front-rear direction with respect to the rotational axis of the wheel, and the drive shaft of the rotary prime mover and the rotational axis of the wheel are connected via a drive transmission device. The vehicle suspension apparatus according to one item.   The vehicle suspension device according to claim 3, wherein a connection portion of the prime mover case with the suspension member is connected coaxially and rotatably with respect to a rotation shaft of the wheel. The vehicle suspension device includes a stabilizer bar including a stabilizer twist portion extending in the vehicle width direction and a moment lever portion extending in the vehicle vertical direction from the stabilizer twist portion,
5. The vehicle suspension device according to claim 1, wherein the first link member is coupled to the moment lever portion instead of being pivotably coupled to the vehicle body. 6.

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