JP6479900B2 - Torsion beam suspension structure and vehicle - Google Patents

Description

  The present invention relates to a torsion beam suspension structure mounted on a vehicle.

  Patent Document 1 describes a structure of a torsion beam portion in which both ends are joined to a pair of left and right trailing arm portions in a torsion beam suspension structure mounted on a vehicle. Such joining is typically achieved by welding.

JP, 2006-101849, A

  By the way, when there is a step on the road surface while the vehicle is running, the suspension structure causes the tire to follow the step by twisting the torsion beam portion, thereby grounding the tire. This twist may act as a load that peels off the joining between the trailing arm portion and the torsion beam portion.

  On the other hand, it is conceivable to reinforce the joint portion between the trailing arm portion and the torsion beam portion with a reinforcing material, which causes an increase in the weight of the suspension structure, an increase in cost, and the like. Further, in order to design the suspension structure so that the rigidity of the joint portion is improved, a layout design considering the relative position with other mechanisms in the vicinity of the suspension structure is required.

  An object of the present invention is to improve the rigidity at each end of a torsion beam portion with a relatively simple configuration.

One aspect of the present invention is a torsion beam suspension structure for a vehicle, and includes a pair of trailing arm portions spaced apart in the vehicle width direction and the pair of trays extending in the vehicle width direction. A torsion beam portion joined to a ring arm portion, and the torsion beam portion has a U-shaped cross-sectional shape, and each end portion of the torsion beam portion in the vehicle width direction is in the vehicle width direction. and have a concave and convex portions formed at positions shifted from each other, each of the pair of trailing arm has an upper half and a lower half that are joined to the upper half, the lower half is It has the extended part extended in the said vehicle width direction toward the said torsion beam part, It is characterized by the above-mentioned.

  According to the present invention, the rigidity at each end of the torsion beam portion can be improved by the concave and convex portions formed at positions shifted from each other in the vehicle width direction.

It is a figure for demonstrating the example of a vehicle (vehicle body structure). It is a perspective view for demonstrating the example of a torsion beam type suspension structure. It is a top view for demonstrating the example of a suspension structure. It is a side view for demonstrating the example of a suspension structure. It is a bottom view for demonstrating the example of a suspension structure. It is a perspective view of the bottom face side for demonstrating the example of the structure of a trailing arm part. It is a figure for demonstrating the example of the structure of a torsion beam part. It is sectional drawing for demonstrating the example of the structure of a torsion beam part. It is sectional drawing for demonstrating the example of the structure of a torsion beam part. It is sectional drawing for demonstrating the example of the structure of a torsion beam part.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Each drawing is a schematic diagram showing the structure or configuration of the embodiment, and the dimensions of each member shown in the drawings do not necessarily reflect actual ones.

(Torsion beam suspension structure)
FIG. 1 is a top view of the vehicle 1. In the present embodiment, the vehicle 1 is a four-wheeled vehicle, and only the left and right rear wheels 2L and 2R are shown in the drawing. The vehicle 1 includes a torsion beam suspension structure 3 disposed between the rear wheels 2L and 2R.

  Here, in order to facilitate understanding of the structure, the X axis, the Y axis, and the Z axis that are orthogonal to each other are shown in the drawing (the same applies to other drawings). The X direction corresponds to the vehicle longitudinal direction, the Y direction corresponds to the vehicle width direction, and the Z direction corresponds to the vehicle vertical direction. In this specification, expressions such as front, rear, upper, and lower indicate relative positional relationships. For example, expressions such as “front” and “front” correspond to the + X direction, and expressions such as “rear” and “rear” correspond to the −X direction. In addition, expressions such as “right” and “right side” correspond to the + Y direction, and expressions such as “left” and “left side” correspond to the −Y direction. In addition, expressions such as “upper” and “upper” correspond to the + Z direction, and expressions such as “lower” and “lower” correspond to the −Z direction.

  FIG. 2 is a perspective view of the suspension structure 3. FIG. 3 is a top view of the suspension structure 3 (plan view in the −Z direction). FIG. 4 is a side view of the suspension structure 3 (plan view in the + Y direction). The suspension structure 3 includes a pair of trailing arm portions 31L and 31R and a torsion beam portion 32. The left trailing arm portion 31L and the right trailing arm portion 31R are spaced left and right symmetrically in the Y direction. The torsion beam portion 32 extends in the Y direction and is joined to the pair of trailing arm portions 31L and 31R.

  Paying attention to the trailing arm portion 31L, the trailing arm portion 31L has an upper half 315 and a lower half 316 joined to the upper half 315. A wheel arrangement portion 311 on which the rear wheel 2L is arranged is provided on the left end portion of the trailing arm portion 31L. Further, a spring (suspension spring) arrangement portion 312 is provided on the vehicle inner side of the wheel arrangement portion 311 of the trailing arm portion 31L. In addition, a damper (shock absorber) disposition portion 313 is provided at the rear end portion of the trailing arm portion 31L. Further, a bush 314 for fixing the trailing arm 31L to the vehicle body is provided at the front end of the trailing arm 31L. The trailing arm portion 31R is configured similarly to the trailing arm portion 31L so as to be bilaterally symmetric with the trailing arm portion 31L.

  The suspension structure 3 is manufactured by a so-called tailored blank manufacturing method. In the present embodiment, the joining of each of the trailing arm portions 31L and 31R and the torsion beam portion 32 and the joining of the upper half 315 and the lower half 316 are both realized by welding.

  The torsion beam portion 32 has a U-shaped cross-sectional shape (inverted U-shape) that is open at the bottom. In the present embodiment, the torsion beam portion 32 has an upper wall 32WU, a side wall 32WF on the front side of the upper wall 32WU, and a side wall 32WB on the rear side of the upper wall 32WU. The torsion beam portion 32 only needs to have a U-shaped cross-sectional shape, and is not limited to the shape of the present embodiment. For example, the cross-sectional shape of the torsion beam portion 32 may be an arc shape or a rectangular shape. In the present embodiment, the torsion beam portion 32 has a U-shaped cross-section that is open at the bottom. However, the opening direction is not limited to this, and as another embodiment, the opening direction is upward, forward. Or it may be behind.

  Although details will be described later, as shown in FIG. 3, the torsion beam portion 32 has both left and right end portions 32E and a central portion 32C inside thereof. Each end 32E has a concave portion 321 and a convex portion 322 formed at positions shifted from each other in the Y direction.

  As shown in FIG. 4, in the trailing arm portion 31 </ b> L, the upper half 315 and the lower half 316 are joined at the joint portion J <b> 0 so as to sandwich the stabilizer bar 317. The stabilizer bar 317 passes through the trailing arm portion 31L, passes through the inside of the U-shaped cross-sectional shape of the torsion beam portion 32, and reaches the trailing arm portion 31R on the opposite side. The trailing arm portion 31R side is the same as the trailing arm portion 31L. With such a configuration, the stabilizer bar 317 connects the trailing arm portions 31L and 31R.

  As an example, the suspension structure 3 can be manufactured by the following procedure. First, the torsion beam part 32 and the upper half 315 are joined by welding. Next, the torsion beam portion 32 is formed in the U shape. Thereafter, the lower half 316 is joined to the torsion beam portion 32 and the upper half 315 by welding. Thereby, the suspension structure 3 is obtained.

  FIG. 5 is a bottom view (plan view in the + Z direction) showing a structure on the left side of the suspension structure 3, mainly in the vicinity of the junction between the trailing arm portion 31L and the torsion beam portion 32. FIG. The upper half 315 and the torsion beam portion 32 are joined at the joint J1. The lower half 316 is joined to the upper half 315 and joined to the torsion beam part 32 at joints J2 and J3. Here, the joint strength of the joint portion J1 can be improved by forming the joint portions J2 and J3 so as to straddle the joint portion J1.

  In the present embodiment, the lower half 316 has an extending portion 3160 extending toward the torsion beam portion 32. The extending portion 3160 includes a notch 3161, an arm portion 3162 that is located on the front side of the notch 3161 and extends in the vehicle width direction, and an arm portion 3163 that is located on the rear side of the notch 3161 and extends in the vehicle width direction. Including. In the present embodiment, the lower half 316 is joined to the front portion of the upper half 315 at the joint portion J2 at the arm portion 3162, and the arm portion 3162 is also formed into the convex portion 322 on the convex portion 322 of the torsion beam portion 32. Joined to hang. Further, the lower half 316 is joined to the rear portion of the upper half 315 at the joint portion J3 in the arm portion 3163, and is also joined to the concave portion 321 of the torsion beam portion 32 so that the arm portion 3163 is hooked on the concave portion 321. The

  FIG. 6 is a perspective view from the lower surface side of a region where the notch 3161 of the lower half 316 is provided. The notch 3161 is formed along the stabilizer bar 317. Thereby, the stabilizer bar 317 can be inserted. Extension portion 3160 further includes a flange FL <b> 1 formed at the edge of notch 3161. The flange FL1 is a portion formed such that the edge portion warps toward the stabilizer bar 317 side. By forming the flange FL1 at the edge of the notch 3161, the rigidity of the lower half 316 can be ensured.

(Cross sectional shape of torsion beam)
FIG. 7A is a top view of the suspension structure 3, and FIG. 7B is a bottom view of the suspension structure 3. Here, for the sake of explanation, an exhaust pipe (exhaust pipe) 4 disposed at the bottom of the vehicle 1 is also illustrated. Hereinafter, the cross-sectional structures taken along the cutting lines X1-X1, X2-X2, and X3-X3 will be described with reference to FIGS. It should be noted that the X1-X1 line, the X2-X2 line, and the X3-X3 line are positioned in the center of the torsion beam portion 32 (the distance from the trailing arm portion 31R increases).

  FIG. 8 shows a cross-sectional structure taken along line X1-X1 in FIG. In the X1-X1 line, a recess 321 is formed in the torsion beam portion 32, and the exhaust pipe 4 passes immediately above. The recess 321 is formed in the upper wall 32WU of the torsion beam portion 32 and is recessed in the Z direction. Generally, since the rigidity of the surface is improved by forming the concave portion on the surface, the concave portion 321 contributes to the suppression of deformation (twist) at this portion. Moreover, according to the recessed part 321, the distance with the exhaust pipe 4 which passes right above can be ensured, and interference with the exhaust pipe 4 can be prevented.

  As described above, the torsion beam portion 32 has a U-shaped cross-sectional shape with an open bottom, but in the present embodiment, a flange FL2 is formed on the edge thereof. Thereby, the rigidity of the torsion beam portion 32 can be ensured.

  FIG. 9 shows a cross-sectional structure taken along line X2-X2 of FIG. A convex portion 322 is formed on the torsion beam portion 32 in the X2-X2 line. The convex portion 322 is formed on the side wall 32WF on the front side of the torsion beam portion 32, and protrudes toward the front (+ X direction). Further, by forming the convex part 322 on the side wall 32WF instead of the upper wall 32WU of the torsion beam part 32, a distance from the exhaust pipe 4 can be secured and interference can be prevented.

  Here, the improvement in rigidity due to the concave portion 321 / convex portion 322 can be particularly large in the vicinity of the portion where the shape changes from the flat portion. That is, the rigidity can be effectively increased in the peripheral portion (the boundary portion side between the concave portion 321 and the flat portion) rather than the bottom portion (the deepest position in the concave portion 321) of the concave portion 321. Similarly, the rigidity can be effectively increased in the peripheral part (the boundary part side between the convex part 322 and the flat part) rather than the top part of the convex part 322 (the most protruding position in the convex part 322). In addition, although expressed as a flat part here for convenience, the flat part here means a part with a smaller curvature than the concave part 321 and the convex part 322.

  FIG. 10 shows a cross-sectional structure taken along line X3-X3 in FIG. The X3-X3 line is located in the central portion 32C of the torsion beam portion 32. 10, in addition to the cross-sectional shape of the torsion beam portion 32 taken along the line X3-X3, an upper wall 32WU (see FIG. 8) for forming the concave portion 321 and a side wall 32WF (see FIG. 9) for forming the convex portion 322 are shown. Indicated. Thus, the torsion beam part 32 can avoid interference with the exhaust pipe 4 passing above the torsion beam part 32 by forming the concave part 321 on the upper wall 32WU and the convex part 322 on the side wall 32WF. Configured.

  In the present embodiment, the structure for avoiding interference between the torsion beam portion 32 and the exhaust pipe 4 is shown, but the concave portion 321 and the convex portion 322 may be formed so as to avoid interference with other mechanisms of the vehicle 1. Good. For example, the interference avoidance target by the concave portion 321 and the convex portion 322 may be a silencer (muffler) or a fuel pipe (fuel pipe).

  When there is a step on the road surface while the vehicle 1 is traveling, the suspension structure 3 causes the rear wheels 2L and 2R to follow the step and twist the rear wheels 2L and 2R due to the twist of the torsion beam portion 32. For example, when the height of the rear wheel 2L becomes lower than the height of the rear wheel 2R, the trailing arm 31L rotates clockwise around the + Y direction, and the trailing arm 31R counterclockwise. As a result, the torsion beam portion 32 is twisted. According to the present embodiment, since the concave portion 321 and the convex portion 322 are formed in each end portion 32E of the torsion beam portion 32, the rigidity of the end portion 32E is improved. Thereby, when the said twist arises in the torsion beam part 32, the deformation | transformation which can arise in the edge part 32E is suppressed.

  In the present embodiment, in the extending portion 3160 of the lower half 316, the arm portion 3162 and the arm portion 3163 are joined so as to be engaged with the concave portion 321 and the convex portion 322, respectively, in which the deformation is suppressed. Therefore, according to the present embodiment, the peeling action that can occur with respect to the bonding due to the twist of the torsion beam portion 32 is reduced. In particular, the joining position of the arm part 3163 is a position shifted to the rear side from the bottom part of the recess 321, and the peeling action is appropriately reduced by further increasing the rigidity. Similarly, the joining position of the arm portion 3162 is a position shifted rearward from the top of the convex portion 322, and the peeling action is appropriately reduced by further increasing the rigidity.

  Further, the concave portion 321 and the convex portion 322 are formed at positions shifted from each other in the Y direction. Thereby, the position which the torsion beam part 32 tends to twist can be effectively shifted to the center side. In addition, when the concave portion 321 and the convex portion 322 coexist in the end portion 32E, only one of the concave portion 321 and the convex portion 322 is designed to design the structure of the torsion beam portion 32 so that the position that is easily twisted shifts to the center side. Compared to the case of using.

  Further, the concave portion 321 and the convex portion 322 are formed at positions shifted from each other also in the X direction. As a result, the portion where the rigidity at the end portion 32E is increased by the concave portion 321 and the convex portion 322 can be increased, and the end portion 32E becomes difficult to twist, and thus the position where the torsion beam portion 32 is easily twisted is effectively shifted to the center side. Can be made.

  In this embodiment, in order to arrange many other mechanisms on the vehicle 1 direction side, the convex portion 322 is formed on the side wall 32WF on the front side of the torsion beam portion 32, but the position of the convex portion 322 is in this embodiment. Not limited to. For example, the convex part 322 may be formed so as to protrude rearward (−X direction) in the side wall 32WB on the rear side of the torsion beam part 32. In this case, the recessed part 321 should just be formed ahead of the convex part 322.

  In the present embodiment, the concave portion 321 is formed outside the convex portion 322 in order to dispose the exhaust pipe 4 outside the vehicle, but the concave portion 321 may be formed inside the convex portion 322. In addition, when the recessed part 321 is made inside the convex part 322 (when the convex part 322 is made outside), the durability of the end part 32E is improved while the rigidity is lowered (deformation / twisting is easy). It is known by earnest examination by the person. Therefore, in order to reduce the above-mentioned peeling action suitably, it is preferable to make the recessed part 321 outside the convex part 322.

  Moreover, although the structure which provided both the recessed part 321 and the convex part 322 in the torsion beam part 32 was illustrated in this embodiment, this invention is not limited to this. For example, a convex portion is provided instead of the concave portion 321 (that is, a total of two convex portions including the convex portion 322 is provided), or a concave portion is provided instead of the convex portion 322 (that is, a total of two concave portions including the concave portion 321 is provided. The rigidity of the end portion 32E can also be improved. In this respect, each end portion 32E may be provided with two or more curved portions at positions shifted from each other in the vehicle width direction. The curved portion may be curved in a concave direction (concave portion) or may be curved in a protruding direction (convex portion).

  If a convex portion is provided instead of the concave portion 321, interference with the exhaust pipe 4 or the like may occur. On the other hand, if a concave portion is provided instead of the convex portion 322, deformation in the concave portion is suppressed, but rigidity in other portions, for example, rigidity between these two concave portions may be reduced. . Therefore, in the present embodiment, by using both the concave portion 321 and the convex portion 322, it is possible to realize both the avoidance of the interference and the improvement of the rigidity of the end portion 32E.

(Summary of embodiment)
The first aspect is a torsion beam suspension structure (for example, 3) for a vehicle, and a pair of trailing arm portions (for example, 31L and 31R) that are spaced apart in the vehicle width direction (for example, the Y direction); A torsion beam portion (for example, 32) extending in the vehicle width direction and joined to the pair of trailing arm portions, and the torsion beam portion has a U-shaped cross-sectional shape, and the torsion beam Each end portion (for example, 32E) in the vehicle width direction of the portion has a concave portion (for example, 321) and a convex portion (for example, 322) formed at positions shifted from each other in the vehicle width direction.

  According to the 1st aspect, the rigidity of each edge part improves by providing a recessed part and a convex part in the position which mutually shifted | deviated to the vehicle width direction at each edge part of the torsion beam part. Thereby, deformation | transformation (twist) in each edge part is suppressed, and the peeling effect | action with respect to joining with the trailing arm part in each edge part can be reduced.

  In the second aspect, the concave portion and the convex portion are formed so as to be shifted from each other in the vehicle front-rear direction (for example, the X direction) at each end portion.

  According to the second aspect, by setting the concave and convex portions at positions shifted in both the vehicle width direction and the vehicle front-rear direction, it is possible to increase the portion where the rigidity is increased, and further improve the rigidity of each end portion. Can be made.

  In the third aspect, each of the pair of trailing arm portions has an upper half (for example, 315) and a lower half (for example, 316) joined to the upper half, and the lower half has the torsion beam portion ( For example, it has an extending part (for example, 3160) extending in the vehicle width direction (for example, the Y direction) toward 32).

  According to the third aspect, the suspension structure can be formed with a relatively simple configuration by joining each of the pair of trailing arm portions and the torsion beam portion.

  In a 4th aspect, the stabilizer bar (for example, 317) which connects the pair of trailing arm parts (for example, 31L and 31R) is further provided, and the extension part is a notch formed along the stabilizer bar ( 3161) and a flange (for example, FL1) formed at the edge of the notch.

  According to the fourth aspect, it is possible to avoid the interference with the stabilizer bar by providing a notch in the lower half and to improve the rigidity of the lower half by forming the flange at the edge of the notch.

  In the fifth aspect, the extending portion (for example, 3160) is positioned in front of the notch (for example, 3161) in the vehicle front-rear direction (for example, the X direction) and extends in the vehicle width direction (for example, the Y direction). A first arm portion (e.g., 3162), and a second arm portion (e.g., 3163) located on the rear side of the notch in the vehicle front-rear direction and extending in the vehicle width direction, One of the first arm portion and the second arm portion is joined so as to be hooked on the concave portion, and the other is joined so as to be hooked on the convex portion.

  According to the fifth aspect, since one and the other of the first and second arm portions of the extending portion of the lower half are joined so as to be hooked on the concave portion and the convex portion, respectively, the above-described peeling action is performed. Can be reduced.

  In the sixth aspect, the concave portion (for example, 321) is located on the rear side of the convex portion (for example, 322) in the vehicle longitudinal direction (for example, the X direction).

  According to the sixth aspect, by making the concave portion backward and the convex portion forward, interference in the rear where many other mechanisms of the vehicle (for example, exhaust mechanisms such as exhaust pipes and silencers) are arranged is avoided. to enable.

  In the seventh aspect, the concave portion (for example, 321) is located outside the convex portion (for example, 322) in the vehicle width direction (for example, the Y direction).

  According to the 7th aspect, by making a recessed part outside, an exhaust pipe can be arrange | positioned on the vehicle width direction outer side, and it becomes possible to arrange | position another mechanism inside. Moreover, according to the 5th aspect, the rigidity of an edge part can improve compared with the case where a recessed part is made inside a convex part.

  In the eighth aspect, in the torsion beam portion (for example, 32), the convex portion (for example, 322) protrudes in the vehicle front-rear direction (for example, the X direction).

  According to the 8th aspect, the rigidity of each edge part of a torsion beam part can be improved, ensuring the arrangement space of the other mechanism above a torsion beam part, and preventing interference with this other mechanism.

  In the ninth aspect, the recess (for example, 321) is recessed in the vehicle vertical direction (for example, the Z direction).

  According to the ninth aspect, it is possible to improve the rigidity of each end portion of the torsion beam part while securing the arrangement space for the other mechanism above the torsion beam part to prevent interference with the other mechanism.

  In the tenth aspect, the exhaust pipe (for example, 4) of the vehicle is arranged so as to pass over the recess (for example, 321).

  According to the tenth aspect, by arranging the exhaust pipe disposed at the bottom of the vehicle so as to pass over the recess, interference between the exhaust pipe and the torsion beam portion can be avoided.

  The eleventh aspect is a torsion beam suspension structure (for example, 3) for a vehicle, and a pair of trailing arm portions (for example, 31L and 31R) that are spaced apart in the vehicle width direction (for example, the Y direction); A torsion beam portion (for example, 32) extending in the vehicle width direction and joined to the pair of trailing arm portions, and the torsion beam portion has a U-shaped cross-sectional shape, and the torsion beam Each end portion (for example, 32E) in the vehicle width direction of the portion has two or more curved portions (for example, 321 and 322) formed at positions shifted from each other in the vehicle width direction.

  According to the eleventh aspect, by providing two or more curved parts at positions shifted from each other in the vehicle width direction at each end part of the torsion beam part, the rigidity of each end part is improved. An effect is obtained. Note that the bending portion may be curved in a recessed direction or may be curved in a protruding direction.

  A twelfth aspect is a vehicle (for example, 1) including the above-described suspension structure (for example, 3).

  According to the twelfth aspect, the suspension structure described above can be applied to a general vehicle, and a vehicle with improved rigidity at each end of the torsion beam portion can be realized.

(Other)
As mentioned above, although some suitable aspects were illustrated, this invention is not limited to these examples, The one part may be changed in the range which does not deviate from the meaning of this invention. In addition, it is needless to say that each term described in this specification is merely used for the purpose of describing the present invention, and the present invention is not limited to the strict meaning of the term. The equivalent can also be included.

  3: Torsion beam suspension structure, 31L and 31R: Trailing arm part, 32: Torsion beam part, 321: Concave part, 322: Convex part.

Claims (9)

A torsion beam suspension structure for a vehicle,
A pair of trailing arm portions arranged spaced apart in the vehicle width direction;
A torsion beam portion extending in the vehicle width direction and joined to the pair of trailing arm portions,
The torsion beam portion has a U-shaped cross-sectional shape,
Wherein each end of the vehicle width direction of the torsion beam section may have a concave and convex portion formed at a position shifted from each other in the vehicle width direction,
Each of the pair of trailing arm portions has an upper half and a lower half joined to the upper half,
The lower half includes a suspension structure that extends in the vehicle width direction toward the torsion beam portion . A stabilizer bar for connecting the pair of trailing arm portions;
The extension includes a notch formed along the stabilizer bar and a flange formed at an edge of the notch.
The suspension structure according to claim 1. The extension part is
A first arm located on the front side of the notch in the vehicle longitudinal direction and extending in the vehicle width direction;
A second arm portion located on the rear side of the notch in the vehicle longitudinal direction and extending in the vehicle width direction;
Including
One of the first arm portion and the second arm portion is joined so as to be hooked on the concave portion, and the other is joined so as to be hooked on the convex portion.
The suspension structure according to claim 2. A torsion beam suspension structure for a vehicle,
A pair of trailing arm portions arranged spaced apart in the vehicle width direction;
A torsion beam portion extending in the vehicle width direction and joined to the pair of trailing arm portions,
The torsion beam portion has a U-shaped cross-sectional shape,
Each end portion in the vehicle width direction of the torsion beam portion has a concave portion and a convex portion formed at positions shifted from each other in the vehicle width direction,
The recess is recessed in the vehicle vertical direction, and the exhaust pipe of the vehicle is arranged to pass over the recess.
Suspension structure characterized by that. The suspension structure according to any one of claims 1 to 4, wherein the concave portion and the convex portion are formed to be shifted from each other in the vehicle front-rear direction at each end portion. The recess, suspension structure according to any one of claims 1 to 5, characterized in that located on the rear side than the convex portion in the vehicle longitudinal direction. The suspension structure according to any one of claims 1 to 6, wherein the concave portion is positioned outside the convex portion in the vehicle width direction. The suspension structure according to any one of claims 1 to 7, wherein, in the torsion beam portion, the convex portion protrudes in a vehicle front-rear direction. A vehicle comprising the suspension structure according to any one of claims 1 to 8 .

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