JP5454509B2 - Rear suspension device - Google Patents

Description

  The present invention relates to a rear suspension device that employs a trailing arm.

In general, it is well known that the running stability of a vehicle can be obtained by setting the direction (toe angle) of the rear wheels of the vehicle to a toe-in tendency.
Conventionally, a technique for improving the running stability of a vehicle by controlling the direction of the rear wheels (toe angle) to the toe-in side when the vehicle is turning or braking is known.
As an example, there is a rear suspension device provided with a toe control arm (Patent Document 1).
This technology increases the rear wheel direction (toe angle) in the toe-in direction or tends to toe-out by pulling the front side of the axle to the inside of the vehicle by a toe control arm when the vehicle is turning or braking. I try to suppress it.
In other words, the compliance steer in which the toe angle changes according to the load (lateral force during turning or load during braking) applied to the rear wheel during vehicle travel, or the roll of the vehicle body during vehicle turning, that is, the stroke of the suspension device ( Rolling steer whose toe angle changes according to wheel bounce and rebound is controlled by the toe control arm (to be toe-in), thereby improving the running stability of the vehicle.
In such a rear suspension device, in general, in order to improve running stability when the vehicle turns, the toe angle of the rear wheel on the outer side of the turn (the side that is bound by the roll of the vehicle body) is in the toe-in direction. It is set to be greatly displaced. This is because when the vehicle is turning, the load is concentrated on the rear wheel outside the turn due to the roll of the vehicle body, and thus the state of the rear wheel outside the turn (bound state) is greatly affected.
On the other hand, the rear suspension device has conventionally been provided with a stabilizer that connects the left and right trailing arms to suppress the roll of the vehicle body during turning or the like (Patent Document 2).

JP-A 61-278410 JP 2002-046443 A

By the way, in the rear suspension device as shown in Patent Document 1, since a bush and a bracket for connecting the toe control arm are required in addition to the toe control arm, the weight and cost are increased, and the structure is complicated. There was a problem of becoming.
In addition, as shown in Patent Document 2, the stabilizer is not particularly configured to actively contribute to vehicle compliance steer or roll steer.
Thus, the rear suspension device has room for improvement in order to improve the running stability of the vehicle.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above problems. A rear suspension that can effectively control compliance steer and roll steer with a simple configuration using a stabilizer without complicating the structure, and can further improve running stability. An object is to provide an apparatus.

A rear suspension apparatus according to a first invention for solving the above-described problems is
A pair of trailing arms extending in the vehicle front-rear direction, front end portions connected to a pair of side members via bushes, and rear wheels supported on the rear end side;
A cross member extending in the vehicle width direction and fixed to the side member;
A pair of connecting arms that extend in the vehicle width direction, one end is connected to the cross member and the other end is connected to the rear end side of the trailing arm, and supports the pair of trailing arms so as to be swingable. When,
A rear suspension device having a U-shaped stabilizer having both ends connected to the pair of trailing arms and a center connected to the cross member;
With respect to the attachment point of the connection arm to the trailing arm, the attachment point of the connection arm to the cross member is arranged on the vehicle rear side,
With respect to the attachment point of the stabilizer to the trailing arm, the attachment point of the stabilizer to the cross member is arranged on the vehicle rear side,
With respect to the attachment point of the connecting arm to the trailing arm, the attachment point of the stabilizer to the trailing arm is arranged on the vehicle front side,
The attachment point of the stabilizer to the trailing arm is arranged on the upper side in the vehicle vertical direction with respect to the attachment point of the trailing arm to the side member and the attachment point of the stabilizer to the cross member. And

A rear suspension apparatus according to a second invention for solving the above-described problems is
In the rear suspension apparatus according to the first invention,
An attachment point of the stabilizer to the trailing arm is arranged on the front side of the vehicle with respect to the axle of the rear wheel.

A rear suspension apparatus according to a third invention for solving the above-described problem is
In the rear suspension apparatus according to the first or second invention,
Using a first bush at the attachment point of the trailing arm to the side member;
Using a second bush at the attachment point of the stabilizer to the cross member;
The rigidity of the first bush is lower than that of the second bush.

A rear suspension apparatus according to a fourth invention for solving the above-described problems is
In the rear suspension apparatus according to any one of the first to third inventions,
A third bush is used as an attachment point of the stabilizer to the trailing arm, and the rigidity on the vehicle outer side is higher than that on the vehicle inner side in the third bush.

  According to the present invention, since the position in the vehicle front-rear direction and the position in the vehicle vertical direction of the attachment points of the members constituting the rear suspension device have been devised, it is possible to control the compliance steer and the roll steer by the stabilizer. As a result, the running stability can be further improved with a simple configuration without increasing cost and weight.

It is a top view which shows an example of embodiment of the rear suspension apparatus which concerns on this invention. It is a rear view of the rear suspension apparatus shown in FIG. It is a side view of the rear suspension apparatus shown in FIG. (A) is the sectional view on the AA line of FIG. 3, (b) is sectional drawing on the BB line of FIG. It is a figure explaining each attachment point of the rear suspension apparatus shown in FIG. 1, (a) is a side view, (b) is a figure which shows the positional relationship of each attachment point. It is a figure explaining the operation | movement at the time of vehicle turning of the rear suspension apparatus shown in FIG. 1, (a) is a side view, (b) is the one part enlarged view. 2A and 2B are diagrams for explaining an operation of the rear suspension device shown in FIG. 1 when the vehicle is turning, in which FIG. 1A is a schematic plan view before the operation, and FIG. It is a figure explaining the operation | movement at the time of vehicle turning by the stabilizer of the rear suspension apparatus shown in FIG. 1, (a) is a schematic plan view before operation | movement, (b) is a schematic plan view at the time of vehicle turning. It is a figure explaining the operation | movement at the time of braking of the rear suspension apparatus shown in FIG. 1, (a) is a schematic plan view before operation | movement, (b) is a schematic plan view at the time of braking. 3 is a graph showing a toe change of the rear suspension device shown in FIG. 1. It is a figure which shows the layout example of a rear suspension apparatus, (a) is a layout example of the conventional rear suspension apparatus, (b) is a layout example of the rear suspension apparatus based on this invention.

  An embodiment of a rear suspension device according to the present invention will be described with reference to FIGS.

Example 1
First, the configuration of the rear suspension device of the present embodiment will be described with reference to FIGS. Here, FIG. 1 is a plan view showing a rear suspension device of the present embodiment, FIG. 2 is a rear view thereof, and FIG. 3 is a side view thereof. FIGS. 4A and 4B are a cross-sectional view taken along line AA and a cross-sectional view taken along line BB in FIG. 3, respectively.

  The rear suspension device 10 of the present embodiment is attached to a vehicle skeleton member, specifically, a pair of left and right side members arranged on the left and right sides of the vehicle along the vehicle front-rear direction. It is what Although not shown here, for example, as shown in FIG. 11B described later, the rear wheel W of the vehicle is supported.

  The rear suspension device 10 of this embodiment is extended in the vehicle front-rear direction, has a pair of left and right trailing arms 12 whose front end portions are respectively connected to a pair of side members, and rear wheels are supported on the rear end side. A cross member 13 that extends in the vehicle width direction and is fixed to the side member, and extends in the vehicle width direction, one end of which is connected to the cross member 13 and the other end on the rear end side of the trailing arm 12. A pair of upper arms 14 and a lower arm 15 (connection arms) that are connected and support a pair of trailing arms 12 in a swingable manner, and a cross member 13 and both trailing arms 12 to suppress rolling of the vehicle. And a stabilizer 17 for connecting the two.

  A bush 11 (first bush) whose axial direction is arranged in the vehicle width direction is provided on the vehicle front side of the trailing arm 12. The trailing arm 12 is attached to the side member via the bush 11. It is attached. Although not shown, a rear wheel W is supported on the rear side of the trailing arm 12. Note that the point C shown in FIG. 3 represents the axle center of the rear wheel W.

  The cross member 13 extends in the vehicle width direction on the rear side of the vehicle, and both end portions thereof are fixed to lower portions of left and right side members (not shown). There is no portion extending to the front side of the vehicle, and such a shape contributes to the degree of freedom of layout shown in FIG.

  The upper arm 14 and the lower arm 15 are attached to the left and right trailing arms 12 from the cross member 13 having such a shape, and both the upper arm 14 and the lower arm 15 are attached to the trailing arm 12 side mounting portions 14b and 15b (attachment points). ), The attachment portions 14a and 15a (attachment points) on the cross member 13 side are arranged on the vehicle rear side (see FIG. 1). Further, the upper arm 14 is disposed on the vehicle front side and the vehicle upper side from the lower arm 15 and is disposed substantially parallel to each other. A coil spring 19 is erected on the upper surface of the lower arm 15.

  The stabilizer 17 is substantially U-shaped in plan view. Then, both end portions are attached to both trailing arms 12 via bushes 16 (third bushes) whose axial direction is arranged in the vehicle vertical direction, and the central portion is axially oriented in the vehicle width direction. It is attached to the cross member 13 via two arranged bushes 18 (second bushes), and the bush 18 (attachment point) at the center of the bushes 16 (attachment points) at both ends of the stabilizer 17 is attached. Point) is arranged on the vehicle rear side. Further, the bushes 16 (attachment points) at both ends of the stabilizer 17 are arranged on the vehicle front side with respect to the axle center point C of the rear wheel W. In this embodiment, the stabilizer 17 is attached to the cross member 13 by using the bush 18, and the cost is reduced by eliminating the support link as well as the control of the compliance steer and the roll steer described later. Can do.

Here, the configuration of the bush 16 will be described with reference to FIG.
The bush 16 includes an inner cylinder 16a having a through hole, elastic members 16b and 16c made of rubber or the like provided on the outer periphery of the inner cylinder 16a, and an outer cylinder 16d provided on the outer periphery of the elastic members 16b and 16c. doing. The end of the stabilizer 17 is fixed to the outer cylinder 16d.

  Also, a U-shaped support member 12a is provided inside the trailing arm 12, and the bush 16 is disposed inside the support member 12a so that the axial direction of the bush 16 is the vehicle vertical direction. At the same time, the bush 16 is attached to the trailing arm 12 side by inserting the support shaft 12b through the through hole of the inner cylinder 16a and fastening the nut 12c to both ends thereof.

  The elastic members 16b and 16c may be either an integral structure or a separate structure, but the rigidity of the elastic member 16b on the vehicle outer side and the elastic member 16c on the vehicle inner side are different, and the rigidity of the outer elastic member 16b is set on the inner side. It is made higher than the elastic member 16c. For this reason, when a force toward the rear of the vehicle is applied, the rigidity of the elastic member 16b outside the bush 16 is high. As a result, the compliance steer can have a toe-in characteristic.

  Further, the bush 11 and the bush 18 have a lower rigidity of the front bush 11 than that of the rear bush 18. Therefore, as will be described later, when the vehicle turns, a force F1 that pulls the trailing arm 12 rearward of the vehicle is generated by the stabilizer 17 on the outer side of the turning (bound state side), and the trailing arm 12 moves rearward. .

  Next, the operation of the rear suspension device 10 will be described. First, each attachment point in the rear suspension device 10 and the positional relationship thereof will be described to describe the operation when the vehicle turns, and then the operation during braking. Is also explained.

  Here, FIG. 5A is a side view showing each attachment point of the rear suspension device of the present embodiment, and FIG. 5B is a diagram showing the positional relationship between each attachment point. FIG. 6A is a side view for explaining the operation of the rear suspension device of this embodiment when the vehicle turns, and FIG. 6B is an enlarged view of a part thereof, and FIG. ) Is a schematic plan view before operation, and FIG. 7B is a schematic plan view on the bounce state side when the vehicle turns. FIG. 8 is a diagram for explaining the operation of the rear suspension device of the present embodiment by the stabilizer. FIG. 8A is a schematic plan view before the operation, and FIG. It is a schematic plan view of the bound state side. FIG. 9A is a schematic plan view before the operation of the rear suspension device of this embodiment, and FIG. 9B is a schematic plan view during braking. FIG. 10 is a graph showing the toe change of the rear suspension device of the present embodiment.

  In the rear suspension device 10, the positional relationship between the attachment points is important for the operation of the vehicle when turning. Specifically, as shown in FIG. 5A, the central position of the bush 11 that becomes the attachment point Pa to the side member of the trailing arm 12, and the bush that becomes the attachment point Pb of the stabilizer 17 to the trailing arm 12. The center position of 16, the center position of the bush 18 serving as the attachment point Pc to the cross member 13 of the stabilizer 17, and the relationship between these three attachment points Pa, Pb, Pc are important, as shown in FIG. The height positions of these attachments are arranged so as to satisfy the following relationship.

(1) Mounting point Pb> Mounting point Pa
(2) Mounting point Pb> Mounting point Pc

  Thus, with respect to the attachment point Pa and the attachment point Pc, the attachment point Pb is a position on the upper side in the vehicle vertical direction. In addition, as for the positional relationship between the attachment point Pa and the attachment point Pc, as long as both are positions below the attachment point Pb, either may be above or the same height position. The mounting point Pb (bush 16) is disposed on the vehicle front side with respect to the mounting portions 14b and 15b on the trailing arm 12 side of the upper arm 14 and the lower arm 15, and the axle center C of the rear wheel. It is arranged on the vehicle front side with respect to the point.

  Based on the above arrangement relationship, the operation of the rear suspension device 10 during vehicle turning will be described with reference to FIGS. In FIG. 6, the alternate long and short dash line indicates a virtual line connecting Pa-Pb and Pb-Pc at the initial position Pb0, and the alternate long and two short dashes line indicates the bound state of each part during vehicle turning. Indicates the position. When the vehicle is turning, the vehicle rolls so that the outside of the turn sinks due to centrifugal force. Therefore, in the rear suspension device 10, the rear wheel is bound on the outside of the turn and the inside of the turn is in the rebound state.

  As described above, the attachment point Pb is located above the attachment points Pa and Pc. Therefore, when the vehicle turns, the locus of the attachment point Pb with the attachment point Pa as the rotation center becomes a locus like the locus T1 shown in FIG. 6B, and the locus of the attachment point Pb with the attachment point Pc as the rotation center. Is a trajectory like a trajectory T2 shown in FIG.

  This is because the inner cylinder 16a of the bush 16 is fixed to the trailing arm 12 side, so that the bush 11 to which the trailing arm 12 is attached is moved to the front side of the vehicle around the rotation center. This is because the cylinder 16d is fixed on the side of the stabilizer 17, and the bush 18 that clamps the stabilizer 17 serves as the center of rotation and moves toward the rear of the vehicle.

  Thus, the trajectories T1 and T2 of the trailing arm 12 and the stabilizer 17 when the vehicle turns are not symmetrical with respect to the initial position Pb0, and therefore, a relative displacement occurs at the attachment point Pb. Specifically, in the bound state (when turning outside), the attachment point Pb is pulled toward the attachment point Pa and the attachment point Pc, respectively, and a toe-in characteristic is generated, and the rebound state (inside the turning) ), The attachment point Pb is pressed against the attachment point Pa and the attachment point Pc, respectively, and a toe-out characteristic is generated (see FIG. 10 described later).

  In the bound state, the attachment point Pb is pulled toward the attachment point Pa and the attachment point Pc. As described above, the rigidity of the front bush 11 is made lower than that of the rear bush 18. Therefore, a pulling force F1 toward the rear of the vehicle is generated.

  Here, the state of the rear suspension device before and after turning the vehicle will be described with reference to a schematic plan view shown in FIG.

  As shown in FIG. 7 (a), when the traveling direction of the rear wheel W before turning of the vehicle is D1, on the bounce state side (outside of turning) at the time of turning of the vehicle, as described above, the bush 16 moves backward toward the vehicle. A tensile force F1 is generated, and accordingly, the trailing arm 12 moves rearward, and the upper arm 14 and the attachment portions 14b, 15b of the lower arm 15 linked to the cross member 13 also move rearward. .

  When the mounting portions 14b and 15b of the upper arm 14 and the lower arm 15 move rearward, the upper arm 14 and the lower arm 15 rotate around the mounting portions 14a and 15a of the cross member 13 in the top view. The portions 14b and 15b do not simply move backward, but move backward while moving to the outside of the vehicle. Therefore, the trailing arm 12 that has moved rearward rotates around the bush 16 in the top view when the mounting portions 14b and 15b are moved to the outside of the vehicle. Therefore, the trailing arm 12 does not simply move rearward. The vehicle moves backward while moving to the outside of the vehicle.

  The situation at the time of turning of the vehicle (bound state side) is shown by a solid line in FIG. For comparison, each part before the vehicle turns is indicated by a dotted line in FIG.

  As described above, when the vehicle turns, the pulling force F1 to the rear of the vehicle is generated in the bush 16 on the bounce state side (turning outer side), and accordingly, the trailing arm 12 moves rearward while moving to the outer side of the vehicle. Therefore, the direction D2 of the rear wheel W outside the turn at the time of turning of the vehicle becomes toe-in from the traveling direction D1 of the rear wheel W before turning of the vehicle, and a toe-in characteristic can be obtained.

  Here, the toe change at the time of vehicle turning is shown in the graph of FIG. In the graph of FIG. 10, the characteristic indicated by the solid line is the toe change of the rear suspension device of this embodiment. For comparison, the toe change of the conventional rear suspension device is shown by a dotted line.

  As shown in the graph of FIG. 10, in the conventional rear suspension device, the toe-in amount cannot be increased in the large stroke region on the bounce state side (outside of turning), and the toe-in amount decreases with a certain stroke as a boundary. End up. As a result, it is difficult to improve the running stability, and depending on the stroke, there is a risk of sudden changes in behavior.

  On the other hand, in the rear suspension device of this embodiment, the toe-in amount in the large stroke region on the bounce state side (outside of turning) can be increased, and the change characteristic thereof is almost linear. Therefore, in the rear suspension device of the present embodiment, by increasing the toe-in amount in the large stroke region, the slip angle of the turning outer wheel at the time of rolling can be increased, and the running stability can be improved. Further, by making the toe change close to linear, a sudden change in behavior due to a stroke can be suppressed. The characteristic on the rebound state side (turning inside) is a toe-out characteristic.

  At the time of turning the vehicle, an operation due to the twisting of the stabilizer shown in FIG. The situation of the operation of the rear suspension device by the stabilizer before and after turning the vehicle will be described with reference to the schematic plan view shown in FIG.

  As shown in FIG. 8 (a), when the traveling direction of the rear wheel W before turning of the vehicle is D1, when the vehicle is turning (here, as an example, right turn), the tray on the outside and inside of the turn Since the ring arm 12 is displaced in the opposite direction, the stabilizer 17 having both ends connected to the trailing arm 12 is twisted. Due to this twisting, a spring reaction force is generated in the stabilizer 17 toward the inside of the vehicle, and both ends of the stabilizer 17 tend to be displaced inward in the vehicle width direction. Therefore, the front end side of the trailing arm 12 (frontward from the axle of the rear wheel W) Side), that is, the side of the bush 11 serving as the attachment portion to the side member is pulled inward in the vehicle width direction, and as a result, the rear wheel W is further displaced in the toe-in direction.

  The situation when the vehicle is turning by the stabilizer is shown by a solid line in FIG. For comparison, each part before the vehicle turns is indicated by a dotted line in FIG.

  Thus, when the vehicle is turning, the spring 17 generates a spring reaction force toward the inside of the vehicle by the stabilizer 17, and accordingly, the front end side of the trailing arm 12 moves to the inside of the vehicle. The direction D3 becomes toe-in from the traveling direction D1 of the rear wheel W before turning of the vehicle, and a larger toe-in characteristic can be obtained together with the direction D2 described above.

  Next, the state of the rear suspension device before and after braking will be described with reference to a schematic plan view shown in FIG. As shown in FIG. 9 (a), when the traveling direction of the rear wheel W before braking is D1, a braking force F3 to the rear of the vehicle is generated at the rear wheel W at the time of braking. Moves rearward, and the attachment portions 14b and 15b of the upper arm 14 and the lower arm 15 linked to the cross member 13 also move rearward.

  And when the trailing arm 12 moves rearward, the body side of the trailing arm 12, that is, the bush 11 side that is an attachment portion to the side member also moves rearward, but it does not simply move backward, It moves backward while moving to the outside of the vehicle. At this time, not only the bush 11 and the mounting portions 14b and 15b, but also the bush 16 moves to the outside of the vehicle, but the portion of the bush 11 and the bush 16 is a spring of the stabilizer 17 so as to suppress the movement to the outside of the vehicle. Reaction force works in the direction of the inside of the vehicle. By this spring reaction force, the bush 11 and the bush 16 side are pulled in to the vehicle inner side, and the attachment portions 14b and 15b side move to the vehicle outer side. Therefore, the front end side of the trailing arm 12 moves to the vehicle inner side. .

  The situation at the time of braking is shown by a solid line in FIG. For comparison, each part before braking is indicated by a dotted line in FIG.

  Thus, during braking, a spring reaction force is generated toward the inside of the vehicle by the stabilizer 17, and accordingly, the front end side of the trailing arm 12 moves toward the inside of the vehicle. Therefore, the direction of the rear wheel W during braking is determined. D4 becomes toe-in from the traveling direction D1 of the rear wheel W before braking, and a toe-in characteristic can be obtained.

  As described above, in the rear suspension device 10 of the present embodiment, the steer can have a toe-in characteristic when the vehicle is turning and braking, and the running stability of the vehicle can be improved. Therefore, the running stability can be further improved with a simple configuration without increasing the cost and weight of the rear suspension device.

  In addition, FIG. 11 shows a comparison of the layout of the conventional rear suspension device and the rear suspension device 10 of the present embodiment. FIG. 11A is a layout example of a conventional rear suspension device, and FIG. 11B is a layout example of the rear suspension device 10 of the present embodiment.

  11A and 11B, SM indicates a side member, TA indicates a trailing arm, UA indicates an upper arm, LA indicates a lower arm, CM indicates a cross member, W indicates a rear wheel, and SH indicates a spare member. A tire housing, FT is a fuel tank, EX is an exhaust pipe, and MF is a muffler. In addition, illustration of a stabilizer etc. was abbreviate | omitted.

  As shown in FIG. 11A, a conventional rear suspension device (trailing arm TA, upper arm UA, lower arm LA, cross member CM, etc.) is attached to the side member SM so as to support both rear wheels W. However, as described above, the mounting position of the upper arm UA and the lower arm LA to the cross member CM is ahead of the mounting position of the upper arm UA and the lower arm LA to the trailing arm TA. The front space of the exhaust pipe EX is narrow and only the fuel tank FT is disposed. The muffler MF of the exhaust pipe EX is in the same position as the spare tire housing SH in a top view, and the layout is greatly restricted.

  On the other hand, the rear suspension device (trailing arm TA, upper arm UA, lower arm LA, cross member CM, etc.) of the present embodiment is designed to support both rear wheels W as shown in FIG. As described above, the mounting position of the upper arm UA and the lower arm LA to the cross member CM is behind the mounting position of the upper arm UA and the lower arm LA to the trailing arm TA. The space in front of the cross member CM is large (see the thick dotted line area in FIG. 11B). Therefore, the muffler MF of the exhaust pipe EX can be disposed in front of the cross member CM together with the fuel tank FT, and the spare tire housing SH can be independently disposed behind the cross member CM, so that the degree of freedom in layout can be increased. large.

  As described above, the rear suspension apparatus of this embodiment can not only control the compliance steer and the roll steer, but also can take a larger space on the front side than the cross member, and is excellent in layout.

  The present invention is suitable for a vehicle rear suspension device.

DESCRIPTION OF SYMBOLS 10 Rear suspension apparatus 11 Bush 12 Trailing arm 13 Cross member 14 Upper arm 15 Lower arm 16 Bush 17 Stabilizer 18 Bush

Claims (4)

A pair of trailing arms extending in the vehicle front-rear direction, front end portions connected to a pair of side members via bushes, and rear wheels supported on the rear end side;
A cross member extending in the vehicle width direction and fixed to the side member;
A pair of connecting arms that extend in the vehicle width direction, one end is connected to the cross member and the other end is connected to the rear end side of the trailing arm, and supports the pair of trailing arms so as to be swingable. When,
A rear suspension device having a U-shaped stabilizer having both ends connected to the pair of trailing arms and a center connected to the cross member;
With respect to the attachment point of the connection arm to the trailing arm, the attachment point of the connection arm to the cross member is arranged on the vehicle rear side,
With respect to the attachment point of the stabilizer to the trailing arm, the attachment point of the stabilizer to the cross member is arranged on the vehicle rear side,
With respect to the attachment point of the connecting arm to the trailing arm, the attachment point of the stabilizer to the trailing arm is arranged on the vehicle front side,
The attachment point of the stabilizer to the trailing arm is arranged on the upper side in the vehicle vertical direction with respect to the attachment point of the trailing arm to the side member and the attachment point of the stabilizer to the cross member. Rear suspension device. The rear suspension apparatus according to claim 1, wherein
A rear suspension device characterized in that an attachment point of the stabilizer to the trailing arm is disposed on the front side of the vehicle with respect to the axle of the rear wheel. The rear suspension device according to claim 1 or 2,
Using a first bush at the attachment point of the trailing arm to the side member;
Using a second bush at the attachment point of the stabilizer to the cross member;
A rear suspension device, wherein the rigidity of the first bush is lower than that of the second bush. In the rear suspension device according to any one of claims 1 to 3,
A rear suspension device, wherein a third bush is used as an attachment point of the stabilizer to the trailing arm, and the rigidity of the outside of the vehicle is higher than that of the inside of the vehicle in the third bush.

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