JP2017013723A - Suspension structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension structure of a vehicle which can improve layout performance of a chassis, with a compact structure.SOLUTION: An axle 3 is arranged below a pair of left and right side rails 1 extending in a vehicle longitudinal direction, and supported by a radius rod 13 arranged above the axle 3 and a stabilizer 8 arranged below the axle 3. The stabilizer 8 comprises: a pair of arms 10 which are arranged along the vehicle longitudinal direction; and a stabilizer bar 9, which is arranged along a vehicle width direction, both end parts of which are connected to end parts of the pair of arms 10 respectively. In the pair of arms 10, end parts to which are not connected the end parts of the stabilizer bar 9 are supported at the axle 3 side, and the end parts thereof to which are connected the end parts of the stabilizer bar 9 are supported at the side rail 1 sides, behind the axle 3.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle suspension structure in which a stabilizer is disposed.

  4 and 5 show an example of a biaxial suspension in a large vehicle such as a truck or a bus, and illustrates a structure around the rear wheel of the front one-axle rear two-axle vehicle. In the vehicle shown here, the front shaft is a drive wheel among the rear wheels provided with two shafts, and below the pair of left and right side rails 1 extending in the front-rear direction of the vehicle (the left-right direction in FIGS. 4 and 5). A pair of front and rear axles 3 (front axle 3A and rear axle 3B) that extend in the vehicle width direction (vertical direction in FIG. 5) and support the wheel 2 at both ends thereof are arranged in front and rear. In 3A, a propeller shaft 4 is extended from the front of the vehicle to transmit power. An intermediate portion of a support beam 5 extending in the front-rear direction along the side rail 1 is integrally assembled to each of the lower surfaces near the end portions of the front and rear axles 3, and the front and rear end portions of the support beam 5 and the side rail 1 are assembled. An air spring 6 that absorbs vibration in the vertical direction is interposed between the lower surface and the lower surface.

  An upper end portion of a bracket 7 extending downward is attached to the outer surface of the side rail 1 further forward of the air spring 6 disposed in front of each of the front and rear axles 3. And the intermediate portion of the support beam 5 immediately after that are tiltably connected by a stabilizer 8 (front stabilizer 8A or rear stabilizer 8B) that increases the roll rigidity of the vehicle body, and the axle 3 is arranged below the axle 3. The stabilizer 8 is supported while being allowed to move in the vertical direction.

  The stabilizer 8 shown here is generally referred to as a lower rod integrated stabilizer, and both end portions are held via rubber bushes by a shaft holding portion 12 provided at the lower end portions of the left and right brackets 7. A hollow pipe stabilizer bar 9 (front stabilizer bar 9A or rear stabilizer bar 9B) extending in the vehicle width direction, front ends fixed to both ends of the stabilizer bar 9, and the rear ends are supported by the support beam 5 And an arm 10 connected to a fastening portion 11 provided at an intermediate portion thereof via a rubber bush. In other words, the front and rear stabilizers 8 have a shape in which both ends of the stabilizer bar 9 are connected to the front end sides of a pair of arms 10 arranged along the vehicle front-rear direction. The rear end to which the end of the stabilizer bar 9 is not connected is supported by the middle portion of the support beam 5 on the axle 3 side (below the axle 3), and the front end to which the end of the stabilizer bar 9 is connected is the side rail 1 The arrangement is supported on the side (below the bracket 17). Thus, between the left and right wheels 2, the stabilizer 8 wraps around from the front by the pair of arms 10 along the side rail 1 and the stabilizer bar 9 that connects the pair of arms 10 in front of the front and rear axles 3. It is designed to bridge.

  As a result of connecting the left and right wheels 2 by the stabilizer 8 as described above, when the left and right wheels 2 move up and down at the same time, the stabilizer bar 9 rotates symmetrically with respect to the bracket 7 due to the elastic deformation of the rubber bush. 8 does not work in particular, but when the left and right wheels 2 move differently due to cornering or the like, a torsional moment acts on the stabilizer bar 9 and the reaction force causes the left and right wheels 2 to return to their original positions. Has come to do a good job.

  When the left and right wheels 2 perform different vertical movements, the arm 10 is deformed so as to bend along with the movement, and when the wheels 2 return to the original shape, the arm 10 returns to its original shape and returns to the front axle 3A and It also has a function as a lower rod (lower side radius rod) for positioning the rear axle 3B, so that it is not necessary to provide a lower rod separately. Here, the bending amount of the arm 10 due to the vertical movement of the left and right wheels 2 is a forced displacement due to the movement of the wheels 2, and the bending corresponding to the movement of the left and right wheels 2 is always input to the arm 10. For this reason, it is necessary for the strength design that the length of the arm 10 is not too short. This is because the stress generated in the arm 10 increases as the length of the arm 10 decreases with respect to the same amount of bending.

  In such a conventional structure, the length of the arm 10 is ensured by the arrangement of the stabilizer 8 that moves forward from the position of the left and right wheels 2 as described above. That is, for example, if the shaft holding portion 12 that supports the stabilizer bar 9 is arranged not on the side rail 1 side (side rail 1 or bracket 7 side) but on the axle 3 side (support beam 5 or axle 3 side), In order to avoid interference with the axle 3, the stabilizer bar 9 must be shifted from the position of the axle 3 in the front-rear direction (front direction in the above example), and the arm connecting the position and the bracket 7. 10 will be shortened as a result. On the other hand, in the example shown here, the end of the arm 10 on the side where the stabilizer bar 9 is not connected is supported on the axle 3 side, and the end on the side where the stabilizer bar 9 is connected is separated from the axle 3. By supporting the arm 10 on the side rail 1 side at a certain position, the length of the arm 10 can be increased. That is, since the end portion on the side where the stabilizer bar 9 is not connected can be supported at a position immediately below the axle 3 without interfering with the axle 3, this position and the bracket for supporting the stabilizer bar 9 are supported. By passing the arm 10 to 7, the degree of freedom in design with respect to the length of the arm 10 can be increased. As a result, the arm 10 has a sufficient length with respect to the amount of bending input by the movement of the left and right wheels 2 so as not to be unreasonable in strength.

  At the same time, the unsprung weight is reduced by supporting the stabilizer bar 9 on the bracket 7 side.

  Further, with only the arm 10 as the lower rod, it is difficult to reliably suppress the rotational moment (braking force or driving force) and the lateral displacement moment about the axle 3. The upper surface of each central portion and the inner side surfaces of the left and right side rails 1 are connected by a V rod 13 that functions as an upper rod (radius rod on the upper side). Thus, in addition to the stabilizer 8, the axle 3 is supported by the V rod 13 disposed on the upper portion of the axle 3 while allowing movement in the vertical direction. More specifically, the branched end portion 13a (front end portion) divided into the left and right sides of the V rod 13 is connected to a V rod bracket 14 extending from the inner side surface of the left and right side rails 1 via a rubber bush. The bent end 13b (rear end) at the center of the V rod 13 is connected to an axle bracket 15 provided on the upper center of each of the front and rear axles 3 via a rubber bush.

  If such a V rod 13 is adopted, it becomes possible to respond to input in both the front-rear direction and the left-right direction of the vehicle. Lateral rods as a measure against direction input do not need to be arranged in parallel, and since they are offset upward with respect to the lower arm 10, the rotational moment about the axle 3 is reliably suppressed. Is possible.

  Here, as described above, the arrangement of the stabilizer 8 allows the arm 10 to have a sufficient length, and the length of the arm 10 is within a reasonable range in strength. However, in the example shown here, The arm 10 and the V rod 13 in a side view are arranged in parallel with each other so as to be substantially parallel and substantially equal in length. In this way, when a displacement occurs in the arm 10 or the V rod 13 due to the vertical movement of the left and right wheels 2, an excessive force is not applied between the arm 10 and the V rod 13 as much as possible.

  The midway part of the support beam 5 and the side rail 1 immediately above it are connected by a shock absorber 16 extending in the vertical direction. This shock absorber 16 suppresses the back-up of vibration in the vertical direction. Therefore, the vibration is attenuated.

  Prior art document information related to this type of vehicle suspension structure includes the following Patent Documents 1 and 2 and the like.

JP 2000-118222 A JP 2003-341325 A

  By the way, in general, in a vehicle chassis, various devices and structures such as an engine, a transmission, an exhaust purification device, and a fuel tank are assembled, and these devices and structures are compactly and efficiently installed in a limited space below the vehicle. It is important to arrange. However, in the above-described conventional structure, since the front stabilizer 8A is arranged so as to go around the front of the front axle 3A, the structure such as the front stabilizer 8A and the bracket 7 that supports the front stabilizer 8A is disposed between the wheel bases on the front side of the front axle 3A. As a result, the space between the wheel bases is compressed, which limits the layout of the devices in the chassis.

  Further, in the rear biaxial vehicle as described above, the propeller shaft 4 extends from the vicinity of the engine in front of the vehicle to the position of the front axle 3A, and when the front stabilizer 8A is disposed in front of the front axle 3A, the front stabilizer is provided. The bar 9A must not interfere with the propeller shaft 4. Here, when adjusting the vehicle height of the vehicle, if the vehicle height is to be raised, the propeller shaft 4 is lowered with respect to the front stabilizer bar 9A, and the two approach each other, so the width of the vehicle height adjustment must be limited. I don't get it. In order to reduce the vehicle height adjustment limit as much as possible, it is possible to take a measure of bending the front stabilizer bar 9A downward and bypassing the propeller shaft 4 as shown in FIG. This does not mean that there is no limit to the range of high adjustment. In addition to the cost of forming the front stabilizer bar 9A into a bent shape, different parts must be prepared for the front stabilizer bar 9A and the rear stabilizer bar 9B. There was also the problem of becoming complicated.

  In view of such circumstances, the present invention seeks to provide a vehicle suspension structure that can improve chassis layout with a compact structure.

  According to the present invention, an axle for extending a vehicle width direction and supporting a wheel at both ends thereof is disposed below a pair of left and right side rails extending in the vehicle front-rear direction, and the axle is disposed on an upper portion of the axle. A suspension structure for a vehicle that is supported by a radius rod and a stabilizer disposed under the axle, wherein the stabilizer is disposed along a vehicle width direction and a pair of arms disposed along the vehicle longitudinal direction. And both ends are provided with stabilizer bars respectively connected to the ends of the pair of arms, and the pair of arms are supported on the axle side at the ends on which the ends of the stabilizer bars are not connected, An end on the side to which the end of the stabilizer bar is connected is supported on the side rail side behind the axle. Those relating to a suspension structure for a vehicle, characterized in that there.

  Thus, in this way, the stabilizer is bridged between the left and right wheels so that the stabilizer wraps around from behind, and the stabilizer does not protrude into the space ahead of the wheels.

  When the vehicle suspension structure of the present invention is specifically implemented, the vehicle suspension structure of the present invention may be applied to the front axle side of the rear wheel of a rear biaxial vehicle having a front axle as a drive wheel among the rear wheels provided with two axles. In this way, the front stabilizer is bridged between the left and right wheels on the front shaft side so that the front stabilizer wraps around from behind, and the front stabilizer does not protrude forward from the wheels. For this reason, the space between the wheel bases in the chassis can be widened. Moreover, there is no possibility that the front stabilizer bar provided in the front stabilizer interferes with the propeller shaft.

  Further, in concretely implementing the vehicle suspension structure of the present invention, the front and rear end portions of the support beam and the side rail lower surface, which are assembled symmetrically in the front-rear direction with respect to the lower surfaces near the end portions of the front axle and the rear axle, respectively. A pair of arms provided in the stabilizer of the front axle is a biaxial suspension that is elastically supported through an air spring between the ends of the stabilizer bar that is not connected to the front side. A pair of arms provided on the stabilizer of the rear axle are supported on the side of the axle and supported on the side rail side behind the front axle while the end on the side where the end of the stabilizer bar is coupled is supported. The end of the stabilizer bar that is not connected to the end is supported on the rear axle side, and the stabilizer The end on the side where the end of the bar is connected can be configured to be supported on the side rail side in front of the rear axle, and in this way, between the front axle and the rear axle. The front stabilizer and the rear stabilizer can be housed in the space, and the front stabilizer bar and the rear stabilizer bar can be supported by a common bracket.

  According to the vehicle suspension structure of the present invention described above, various excellent effects as described below can be obtained.

  (I) According to the first aspect of the present invention, since the stabilizer does not protrude into the space ahead of the wheel, the layout of the chassis can be improved with a compact structure.

  (II) According to the second aspect of the present invention, the space between the wheel bases can be widened, and the layout of the chassis can be further improved. In addition, the width of the vehicle height adjustment is not affected by the positional relationship between the front stabilizer and the propeller shaft. As a result, it is not necessary to bend the front stabilizer bar, reducing machining costs and the number of parts. This makes it easy to manage parts.

  (III) According to the invention described in claim 3 of the present invention, the arrangement of the front and rear stabilizers can be made more compact, and by supporting the front stabilizer bar and the rear stabilizer bar with a common bracket, Cost and weight for the bracket can also be reduced.

It is a side view which shows an example of the form which implements this invention. It is a top view which shows an example of the form which implements this invention. It is a schematic perspective view which shows arrangement | positioning of the stabilizer in the Example of this invention. It is a side view showing an example of a suspension in a large vehicle. It is a top view which shows an example of the suspension in a large sized vehicle. It is a schematic perspective view which shows an example of arrangement | positioning of the stabilizer in the suspension of a large sized vehicle.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  1 to 3 show an example (embodiment) of a vehicle suspension structure according to an embodiment of the present invention. In the figure, parts denoted by the same reference numerals as those in FIGS. It represents.

  The present embodiment shown in FIGS. 1 and 2 is applied to the rear wheel of a rear two-shaft vehicle having a front shaft as a driving wheel among the rear wheels provided with two shafts. This is the same as the conventional example described with reference to FIG. The difference from the conventional example is that the structure of the suspension on the front axle side (front axle 3A) is symmetrical with the structure of the suspension on the rear axle side (rear axle 3B). That is, two axes of a structure in which the front and rear end portions of the support beam 5 assembled symmetrically with respect to the lower surface near the end portions of the front and rear axles 3 and the lower surface of the side rail 1 are elastically supported via the air spring 6. The support beam 5 and the air spring 6 on the front shaft side are disposed in the reverse direction in comparison with the conventional example (see FIGS. 4 and 5). Regarding the V rod 13 (radius rod) that connects the upper surface of the center portion of the front axle 3A and the inner surfaces of the left and right side rails 1 and the front stabilizer 8A that bridges between the left and right wheels 2 on the front shaft side, 4, compared with the conventional example shown in FIG.

  The arrangement of the front stabilizer 8A is the largest characteristic part in the configuration of the present embodiment, and the front stabilizer 8A in the present embodiment is disposed on the rear end side of each pair of arms 10 disposed along the vehicle front-rear direction. Both ends of the stabilizer bar 9A are connected to each other. Each arm 10 is supported by an intermediate portion of the support beam 5 on the axle 3 side (below the front axle 3A) with a front end to which the end portion of the front stabilizer bar 9A is not connected, and an end portion of the front stabilizer bar 9A. Is connected to the side rail 1 side (below the bracket 17). That is, between the left and right wheels 2 on the front axle side (front axle 3A side), a pair of arms 10 along the side rail 1, and a front stabilizer bar 9A that connects the pair of arms 10 behind the front axle 3A, Thus, the front stabilizer 8A is bridged so as to go around from behind.

  The rear stabilizer 8B is arranged in the same manner as the conventional example (see FIGS. 4 and 5), and the rear stabilizer bar is provided at the front end side of each pair of arms 10 arranged along the vehicle longitudinal direction. Both ends of 9B are connected to each other. Each arm 10 is supported by an intermediate portion of the support beam 5 on the axle 3 side (below the rear axle 3B) with the rear end, to which the end portion of the rear stabilizer bar 9B is not connected, and the rear stabilizer bar 9B. The front end to which the end portions are connected is supported on the side rail 1 side (below the bracket 17).

  In accordance with such a longitudinally symmetrical arrangement, in this embodiment, a total of four brackets 7 are arranged in front of each of the front and rear axles 3 as in the conventional example (see FIGS. 4 and 5). Instead, a total of two brackets 17 are arranged on the left and right of the intermediate position between the front axle 3A and the rear axle 3B arranged symmetrically in the front-rear direction, and a pair of shafts arranged side by side at the lower end of the bracket 17 Two stabilizer bars 9 are pivotally supported together by the holding portion 12, and both ends of each stabilizer bar 9 and an intermediate portion of the front and rear support beams 5 are connected via an arm 10. .

  Thus, if the front stabilizer 8A is arranged in this way, the front stabilizer bar 9A is arranged in a space where the propeller shaft 4 is not located behind the front axle 3A, so that the front stabilizer bar 9A interferes with the propeller shaft 4. There is no fear.

  Therefore, when adjusting the vehicle height of the vehicle, the width of the vehicle height adjustment is not affected by the positional relationship between the front stabilizer 8A and the propeller shaft 4. Further, in order to avoid interference between the front stabilizer bar 9A and the propeller shaft 4, the front stabilizer bar 9A does not have to be bent as in the conventional example (see FIG. 6), and as shown in FIG. 3, the front stabilizer bar 9A This pipe can be formed in a linear shape similar to that of the rear stabilizer bar 9B. As a result, the cost for manufacturing the front stabilizer bar 9A can be reduced, and common parts can be used for the front stabilizer bar 9A and the rear stabilizer bar 9B. can do.

  Further, by arranging the structure such as the front stabilizer 8A and the bracket 17 supporting the front stabilizer 8A on the rear side of the front axle 3A, these structures can be accommodated in the space between the two pairs of rear wheels in the chassis. And the front stabilizer 8A and the front bracket 7 do not protrude forward from the front wheel 2 as in the above conventional example (see FIGS. 4 and 5), so that the space between the wheel bases can be widened. The layout of equipment in the chassis can be improved.

  Moreover, in the front stabilizer 8A of the present embodiment, the end of the arm 10 on the side where the front stabilizer bar 9A is not connected is supported on the front axle 3A side, and the end on the side where the front stabilizer bar 9A is connected. Is the same as the conventional example (see FIGS. 4 and 5). Thereby, the length of the arm 10 can be set with a margin, and the arm 10 of the front stabilizer bar 9A has a reasonable strength with respect to the bending amount input by the vertical movement of the left and right wheels 2. It is long enough.

  At the same time, the unsprung weight is reduced by supporting the front and rear stabilizer bars 9 on the bracket 7 side.

  Further, the arm 10 and the V rod 13 in a side view are arranged in parallel with each other and in the same length and parallel to each other in the same manner as the conventional example (see FIGS. 4 and 5). When a displacement occurs in the arm 10 or the V rod 13 due to the vertical movement of 2, an excessive force is not applied between the arm 10 and the V rod 13 as much as possible.

  In addition, the front and rear stabilizers 8 are arranged symmetrically in the front-rear direction so that the front stabilizer 8A is arranged behind the front axle 3A, so that the front and rear stabilizers 8 are arranged in the space between the front and rear axles 3. Therefore, the arrangement of the front and rear stabilizers 8 in the chassis is further compact. At the same time, since the front and rear stabilizer bars 9 are pivotally supported together by the common bracket 17, the manufacturing cost and weight of the bracket 17 can be reduced.

  As described above, in the present embodiment, the axle 3 (front axle 3A) that extends in the vehicle width direction and supports the wheels 2 at both ends thereof below the pair of left and right side rails 1 extending in the vehicle longitudinal direction. And the rear axle 3B) are arranged by means of a radius rod (V rod) 13 arranged on the upper part of the axle 3 and a stabilizer 8 (front stabilizer 8A and rear stabilizer 8B) arranged on the lower part of the axle 3. With regard to the suspension structure of the vehicle that is supported, the stabilizer 8 (front stabilizer 8A) is disposed along the vehicle longitudinal direction, and a pair of arms that are disposed along the vehicle width direction and have both ends at the ends. 10 are provided with stabilizer bars 9 (front stabilizer bars 9A) respectively connected to the end portions of the pair of arms 10, The side where the end of the stabilizer bar 9 (front stabilizer bar 9A) is not connected is supported on the axle 3 (front axle 3A) side, and the end of the stabilizer bar 9 (front stabilizer bar 9A) is connected Is supported by the side rail 1 behind the axle 3 (front axle 3A), so that the stabilizer 8 (front stabilizer 8A) bridges between the left and right wheels 2 from behind. Therefore, the stabilizer 8 (front stabilizer 8A) does not protrude forward from the wheel 2.

  In particular, the present embodiment is applied to the front axle (front axle 3A) side of the rear wheel of a rear biaxial vehicle having a front axle as a drive wheel among the rear wheels provided with two axles. The front stabilizer 8A is bridged between the left and right wheels 2 so that the front stabilizer 8A wraps around from the rear, and the front stabilizer 8A does not protrude forward from the front wheel 2. For this reason, the space between the wheel bases in the chassis can be widened. Further, since there is no possibility that the front stabilizer bar 9A provided in the front stabilizer 8A interferes with the propeller shaft 4, the width of the vehicle height adjustment is not affected by the positional relationship between the front stabilizer 8A and the propeller shaft 4. . Since there is no need to bend the front stabilizer bar 9A, the processing cost can be reduced, and the number of parts can be reduced to facilitate parts management.

  Further, in this embodiment, the air spring 6 is provided between the front and rear end portions of the support beam 5 and the lower surface of the side rail 1 that are assembled symmetrically with respect to the lower surfaces near the end portions of the front axle 3A and the rear axle 3B. The pair of arms 10 provided in the stabilizer 8 (front stabilizer 8A) of the front axle 3A is connected to the ends of the stabilizer bar 9 (front stabilizer bar 9A). The end on the non-side is supported on the front axle 3A side, and the end on the side to which the end of the front stabilizer bar 9A is connected is supported on the side rail 1 side behind the front axle 3A, while the rear axle 3B The pair of arms 10 provided in the stabilizer 8 (rear side stabilizer 8B) is composed of a stabilizer bar 9 (rear side stabilizer bar). B) The end of the side where the end is not connected is supported on the rear axle 3B side, and the end of the side where the end of the rear stabilizer bar 9B is connected is the front rail of the rear axle 3B. Since it is configured to be supported on one side, the front stabilizer 8A and the rear stabilizer 8B can be arranged in a space between the front axle 3A and the rear axle 3B to make the structure more compact, Since the front stabilizer bar 9A and the rear stabilizer bar 9B can be supported by the common bracket 17, the cost and weight of the bracket 17 can be reduced.

  Therefore, according to the present embodiment, the layout of the chassis can be improved with a compact structure.

  The suspension structure of the vehicle according to the present invention is not limited to the above-described embodiment, and the upper rod disposed on the upper side of the lower rod does not necessarily need to be a V rod, and a parallel link using a lateral rod in combination. It goes without saying that various modifications can be made without departing from the scope of the present invention, such as a formula upper rod.

1 Side rail 2 Wheel 3 Axle 3A Axle (front axle)
3B Axle (rear axle)
5 Support Beam 6 Air Spring 8 Stabilizer 8A Stabilizer (Front Stabilizer)
8B Stabilizer (rear side stabilizer)
9 Stabilizer bar 9A Stabilizer bar (front stabilizer bar)
9B Stabilizer bar (rear stabilizer bar)
10 Arm 13 Radius rod (V rod)

Claims (3)

Below the pair of left and right side rails extending in the vehicle front-rear direction, an axle for extending the vehicle width direction and for supporting the wheels at both ends thereof is disposed, and the axle is arranged on the upper portion of the axle and the axle. A suspension structure for a vehicle that is supported by a stabilizer disposed at the bottom of the vehicle,
The stabilizer includes a pair of arms disposed along the vehicle front-rear direction, and a stabilizer bar disposed along the vehicle width direction and having both ends connected to the ends of the pair of arms, respectively.
The pair of arms has an end on the side where the end of the stabilizer bar is not connected supported on the axle side, and an end on the side where the end of the stabilizer bar is connected on the rear side of the axle. A vehicle suspension structure characterized by being configured to be supported on the side rail side.   The vehicle suspension structure according to claim 1, wherein the vehicle suspension structure is applied to a front axle side of the rear wheel of a rear biaxial vehicle having a front axle as a drive wheel among rear wheels provided with two axles. For biaxial suspensions that support elastically via air springs between the front and rear ends of the support beam and the lower side of the side rail, which are assembled symmetrically with respect to the lower surfaces near the ends of the front and rear axles. ,
The pair of arms provided in the stabilizer of the front axle is supported on the side of the front axle where the end of the stabilizer bar is not connected, and the end of the side where the end of the stabilizer bar is connected While being supported on the side rail side behind the front axle,
The pair of arms provided in the stabilizer of the rear axle is supported on the side of the rear axle where the end of the stabilizer bar is not connected, and is connected to the end of the stabilizer bar. The vehicle suspension structure according to claim 1 or 2, wherein an end portion is configured to be supported on the side rail side in front of the rear axle.

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