JPH10250335A - Trailing arm support structure for vehicle suspension - Google Patents

Abstract

(57) [Problem] To provide a trailing arm support structure for a vehicle suspension, in which a trailing arm can be attached without requiring a large-sized bracket, and a bush is formed in a shape which can be manufactured simply and easily. The characteristics can be appropriately adjusted in a well-balanced manner. SOLUTION: A front end portion 2 is connected to a vehicle body 10 via a bush 4.
A pair of left and right trailing arms 1 pivotally supported at the rear end and rotatably supporting the wheels 6 at a rear end portion; and a connecting member 8 for mutually connecting intermediate portions of the pair of left and right trailing arms 1 and 1, The bush 4 and the support shaft 5 of the bush are installed substantially vertically in the vehicle body 10.
A stopper member 3UF, 3UR, 3DF, 3DR that elastically limits the vertical displacement of the trailing arm 1 with respect to the vehicle body 10 is installed on the upper side and / or the lower side of the trailing arm 1 on the front side and / or the rear side.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension having a pair of right and left trailing arms and a connecting member (twist beam) for connecting these trailing arms. And a trailing arm support structure provided between them.

[0002]

2. Description of the Related Art There are various types of vehicle suspensions, and a so-called twist beam type (or torsion beam) having a pair of right and left trailing arms and a twist beam connecting these trailing arms is provided. Formula), the structure is simple and it has excellent space utility as a vehicle.
It is used for suspensions for rear wheels of automobiles.

In such a twist beam type suspension, a pair of right and left trailing arms are respectively provided in the front-rear direction of the vehicle body, a front end portion is pivotally connected to the vehicle body side via a bush, and a knuckle is provided at a rear end portion. The wheels are rotatably supported via the wheels. For example, FIG. 5 is a schematic side view of a suspension portion showing a trailing arm support structure of a conventional twist beam suspension, and a trailing arm 11 has a front end 1.
2 is mounted on the lower surface of the vehicle body 10 via a bracket 13. That is, the front end 12 of the trailing arm 11
Is provided with a bush 14 having a support shaft 15 facing in the horizontal direction.
And the support shaft 15 of the bush 14 and the bracket 13 are assembled.
0 is fixed to the lower surface by fastening the bolt 16 and the nut 16A.

[0004] This suspension is for supporting the rear wheels of the vehicle and is provided with a trailing arm 11.
A rear wheel (not shown) is rotatably mounted on a rear end (not shown) of the vehicle through a knuckle or the like. By the way, as described above, the trailing arm 11
The front end portion 12 is attached via the bracket 13 in consideration of the outfitting property of the suspension.

[0005] That is, the trailing arm 11 normally has a coil spring 17 mounted between the trailing arm 11 and the vehicle body 10 at a position closer to the wheel supporting position behind the mounting portion of the trailing arm 12 to the vehicle body 10. The trailing arm 11 must be attached to the vehicle body before the trailing arm 11 is attached to the vehicle body.
Must be done against the reaction of

In order to rig against the reaction force of the spring 17, it is most preferable to fasten the mounting bolt 16 to the spring 17 in the compression direction, that is, upward of the vehicle body, and it is easy to position the bolt. Therefore, as shown in FIG.
The bolt 16 is fastened upward from the lower surface of the vehicle body 10 via the bracket 13. In such a mounting structure, when the coil spring 17 is mounted on the trailing arm 11, the bolt 16 on the front end side of the trailing arm 11 is temporarily attached in advance, and the coil spring 17 is positioned. Bolt 1
6 can also be fully tightened.

[0007] Among such twist beam suspensions, ones having a toe control function of a vehicle have been developed. FIG. 6 is a schematic plan view showing a main part of a twist beam type suspension having a toe control function. This suspension is also for a rear wheel, and the same reference numerals as those in FIG. Reference numeral 18 denotes a twist beam (torsion beam).

In this suspension, a left bush 24L provided on the front end 12 of the left trailing arm 11L and a right bush 24R provided on the front end 12 of the right trailing arm 11R are arranged as shown in FIG. , Each formed in an asymmetrical deformed bush,
The left bush 24L and the right bush 24R are symmetrical to each other.

Referring to the left side bush 24L as an example, as shown in FIG. 7, a lateral force Fy in the rightward direction of the vehicle body is applied to the bush 24L from the trailing arm 11L side.
Is applied, the rubber of the bush 24 is compressed, and the compression reaction force acts on the twist beam as a front-rear force Fx1 directed toward the front of the vehicle body. Further, when a reverse lateral force (lateral force in the left direction of the vehicle body) Fy ′ is applied to the bush 24L, the longitudinal force Fx2 directed from the bush 24 to the rear of the vehicle body in the reverse direction acts on the twist beam as a compression reaction force. ing.

Contrary to this, the right side bush 24R has a lateral force F from the trailing arm 11R side to the right.
When y is applied, the compression reaction force is a longitudinal force Fx3 directed to the rear of the vehicle body.
When the lateral force Fy 'in the left direction of the vehicle body is applied to the right bush 24R, the front-rear force Fx4 facing the front of the vehicle body acts on the twist beam as a compression reaction force.

As described above, the toe characteristic of the vehicle at the time of turning is changed by the compression reaction force generated in the bush 24.
That is, when the vehicle turns, the rear wheels receive a lateral force from the road surface side toward the center of the turn, and the inner wheels receive forward and backward forces on the outer wheel side. As a result, the rear wheel on the inner wheel side moves forward and the rear wheel on the outer wheel side moves rearward,
Becomes a toe-out tendency.

On the other hand, in the suspension shown in FIGS. 6 and 7, a compression reaction force of the bush 24 is applied to the trailing arm 11. The compression reaction force acts rearward on the turning inner wheel according to the lateral force toward the turning center, and acts forward on the turning outer wheel according to the lateral force toward the turning center. This force acts on the tendency of the turning inner wheel and the outer wheel to cancel the longitudinal force received from the road surface, that is, on the toe-in tendency, thereby suppressing the toe-out tendency and correcting the toe toward the neutral side.

In addition, for example, Japanese Utility Model Publication No. 3-13364
The bush at the front end of the trailing arm is attached laterally, and this bush has a hard spring characteristic when the trailing arm is displaced to the front of the vehicle body, and the trailing arm is displaced to the rear of the vehicle body. A technique has been disclosed in which a soft spring characteristic is set to improve the ride comfort and steering stability of a vehicle.

In Japanese Patent Application Laid-Open No. 6-305314, a bush at the front end of a trailing arm is installed in a vertical direction, and a support shaft of the bush is decentered outward and forward in a vehicle width direction, so that a A technique has been disclosed in which the direction is improved to stabilize the vehicle posture, improve steering stability, and improve traveling performance. Japanese Patent Application Laid-Open No. 3-248907 discloses that a bush at the front end of a trailing arm is installed in a vertical direction so that a bush outer cylinder and a support shaft can move in a direction from obliquely inward of a vehicle to obliquely rearward of the vehicle. A technique has been disclosed in which the spring constant of the bush for movement is reduced to improve the insulation effect against front-back and up-down vibrations.

In Japanese Patent Application Laid-Open No. Hei 6-239121, the bush at the front end of the trailing arm is set to have low rigidity.
A technique for sharing a twist arm is disclosed. Furthermore, Japanese Utility Model Application Laid-Open No. 61-201911 discloses a technique in which the movement of the trailing arm is restricted by restraining the rotation of the outer cylinder of the bush, thereby suppressing the tendency to steer with respect to the roll angle.

[0016]

However, the above-described technique (the technique of FIGS. 5, 6, and 7) requires a large-sized bracket 13 for supporting the bush at the front end mounting portion of the trailing arm. There is a problem that the cost and weight increase. In the techniques of FIGS. 6 and 7,
Since the bush cannot be moved back and forth without lateral displacement when a lateral force is applied to the trailing arm, the bush is necessarily displaced back and forth with lateral displacement to improve lateral force steer. There is a problem that the lateral rigidity is reduced.

Further, in the technique shown in FIGS. 6 and 7, steering control (roll steer) at the time of rolling the vehicle body, that is, control of toe change at the time of a stroke change such as a bump or rebound of a wheel cannot be performed. Generally, it is difficult to control the toe change at the time of such a stroke change using only the bush. 6 and 7, the bush is an irregularly shaped bush having a complicated structure and is asymmetrical in the right and left directions. Therefore, there is a problem that the manufacturing method is complicated and the manufacturing cost is increased.

The technique disclosed in Japanese Utility Model Publication No. 3-13364 is
Since a large bracket is required, there is a problem that the cost and weight are increased, and the roll steer control cannot always be properly performed in a well-balanced manner. JP-A-6-305314 and JP-A-3-24890
The technology of No. 7 has a low degree of freedom in setting the bush, and cannot control the roll steer properly in a well-balanced manner. Further, the technique disclosed in Japanese Patent Application Laid-Open No. 6-239121 cannot necessarily control roll steer in a well-balanced manner. And the actual opening 61-2019
The technology of No. 11 can control roll steer,
Since a large-sized bracket is required, there is a problem that cost and weight increase.

The present invention has been made in view of the above-mentioned problems, and does not require a large bracket at the front end mounting portion of the trailing arm, and does not reduce the lateral rigidity, so that the roll steering characteristics can be properly balanced. It is an object of the present invention to provide a trailing arm support structure for a vehicle suspension, wherein the bush can be adjusted to a simple shape and the bush can be formed in a simple and easily manufacturable shape.

[0020]

According to the first aspect of the present invention, a trailing arm support structure for a vehicle suspension according to the present invention extends in the front-rear direction of a vehicle body, and has a front end connected to the vehicle body via a bush. A pair of left and right trailing arms that are pivotally mounted and rotatably support the wheels at the rear end,
A trailing arm support structure for a vehicle suspension, comprising a connecting member extending in the left-right direction of the vehicle body and connecting the intermediate portions of the pair of trailing arms to each other. The support shaft is
It is installed substantially vertically in the vehicle body, and elastically adjusts the vertical displacement of the trailing arm with respect to the vehicle body above and / or below the trailing arm on the front and / or rear side of the support shaft. The present invention is characterized in that a stopper member for restricting the pressure is provided.

According to a second aspect of the present invention, there is provided a trailing arm support structure for a vehicle suspension according to the first aspect, wherein the stopper member is provided on both a front side and a rear side of the support shaft. The rigidity of the rear stopper member is set higher than that of the front stopper member. According to a third aspect of the present invention, there is provided the trailing arm support structure for a vehicle suspension according to the first or second aspect, wherein the bush is hard elasticity against displacement of the trailing arm toward the front of the vehicle body. A gap is provided at a required position of the bush so that the trailing arm can be opposed to the rearward displacement of the trailing arm with a soft elastic characteristic.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 to 4 show a trailing arm support structure for a vehicle suspension according to an embodiment of the present invention. . As shown in FIG. 3, the vehicle suspension according to the present embodiment includes a pair of left and right trailing arms 1L and 1R, and a twist as a connecting member that connects the intermediate portions of the trailing arms 1L and 1R to each other. This is a twist beam (H type) suspension having a beam (or torsion beam) 8. Note that the members provided in pairs on the left and right, including the trailing arm, are denoted by L and R, respectively, when distinguishing left and right, and are not appended when not distinguishing.

As shown in FIG. 1, each trailing arm 1 has its front end 2 attached to the lower surface of a vehicle body 10 via a bush 4, and its rear end (not shown) allows the rear wheel 6 to rotate freely. I support it. A coil spring 7 is interposed between the trailing arm 1 at the rear of the twist beam 8 and the vehicle body 10. And in this support structure,
The bush 4 and the support shaft 5 that supports the bush are mounted so as to extend substantially vertically (vertically) of the vehicle body.

That is, the front end 2 of the trailing arm 1
As shown in FIG. 3, a bush insertion hole 2A is formed in the vertical direction. On the other hand, bush 4
As shown in FIG. 1, a rubber body 4 </ b> C is interposed between the outer cylinder 4 </ b> A and the inner cylinder 4 </ b> B, and the outer cylinder 4 </ b> A of the bush 4 is fitted or fitted in the fitting hole 2 </ b> A of the trailing arm 1. It is fixed by welding.

As described above, the bolt-like member constituting the support shaft 5 is provided with a nut 5A on the vehicle body 10 side on the inner cylinder 4B of the bush 4 mounted on the front end portion 2 of the trailing arm 1 so that the vehicle body extends substantially vertically. The trailing arm 1 is attached to the vehicle body 10. Reference numeral 9 denotes a bracket on the vehicle body side.
Has a front end fixed to the vehicle body 10 by bolts 9A, and a rear end fixed to the lower surface side of the bush 4 by a support shaft (bolt-shaped member) 5.

The bush 4 has a vertical cross section as shown in FIG. 1. The outer periphery of the bush 4 is formed narrow (the length in the vertical direction in FIG. 1 is short) by removing both the upper and lower ends. ing. On the other hand, stopper members 3UF, 3UR, 3DF, 3DF, 3DF and 3DF are respectively provided before and after the bush 4 on the lower surface on the vehicle body 10 side and on the upper surface on the bracket 9 side (front side and rear side of the vehicle body) so as to correspond to the deleted portion of the bush 4. 3DR is installed.

Such stopper members 3UF, 3UR,
The 3DF and 3DR contact the upper and lower surfaces of the trailing arm 1 (the bush 4 or the trailing arm 1) when the trailing arm 1 is vertically moved, and regulate the vertical displacement of the trailing arm 1. In particular, the stopper members 3UR and 3DR behind the bush 4 (the rear side of the vehicle body).
Are larger than the stopper members 3 UF and 3 DF in front of the bush 4 (the front side of the vehicle body), and the rear side of the bush 4 is more responsive to the vertical displacement of the trailing arm 1 than the front side. Movement is being strongly regulated.

For example, if the wheel bumps, FIG.
As shown by a chain line therein, the rear side of the trailing arm 1 rises, and at the front end 2 of the trailing arm 1, the upward movement is restricted by the stopper member 3UR behind the bush 4, and the trailing arm 1 As the bush 4 is deformed with the rise of the rear side, the vertical center R of the front end 2 of the trailing arm 1 (the vertical center of the bush 4)
Is displaced downward (see R ′). Of course, the rigidity of the bush 4 itself and the stopper member 3D in front of the bush 4
Due to the regulation by F, this displacement (see R ') is also restricted to some extent.

When the wheel rebounds, the rear side of the trailing arm 1 descends and the bush 4
The downward movement of the trailing arm 1 is restricted by the stopper member 3DR at the rear of the trailing arm 1, and the vertical center R of the front end 2 of the trailing arm 1 is displaced upward (see R ″). This displacement (see R ″) is also limited to some extent by the rigidity of the bush 4 itself and the regulation by the stopper member 3UF in front of the bush 4.

The bush 4 has a transverse cross section as shown in FIG. 2, and large and small gaps (hereinafter referred to as "curves") 21, 22 are formed in the rubber body 4C.
These curves 21 and 22 have an arc-shaped cross section centered on the axis of the bush 4 and are installed at point-symmetric positions (positions rotated by 180 °) with respect to the axis of the bush 4. ing. The two curlings 21 and 22 are formed to have substantially the same size with respect to the central angle of the arc.
1 is set to have a larger thickness in the radial direction than the fin 22.

Although FIG. 2 shows the left wheel side, the bush 4L on the left wheel side is composed of the center of the large
The tickling centerline connecting the centers of the two is mounted in a direction slightly inward behind the vehicle body and slightly outwardly in front of the vehicle body. In particular, it is mounted on the trailing arm 1 in such a manner that the large turret 21 is directed toward the inside of the vehicle (y direction) by an angle θ with respect to the rear of the vehicle (x direction). Also,
The right wheel-side bush 4R is mounted on the trailing arm 1 in such a manner that the large truss 21 and the small truss 22 are located symmetrically with respect to this.

Since the trailing arm support structure of the vehicle suspension according to one embodiment of the present invention is configured as described above, when the front end 2 of the trailing arm 1 is attached to the vehicle body 10, The support shaft 5 of the bolt-shaped member is inserted into the inner cylinder 4B of the bush 4 attached to the trailing arm front end 2 in advance from the lower side of the vehicle body 10 to the upper side. It is screwed and fastened to the nut 5A. Further, the vehicle body side bracket 9 previously attached to the trailing arm front end 2 is also fixed to the vehicle body 10 by fastening bolts 9A from below the vehicle body 10 upward.

As described above, in this trailing arm support structure, only the small and lightweight bracket 9 is required, and the spring 7 is compressed from below the vehicle body 10 while being compressed.
The trailing arm front end 2 can be attached to the vehicle body 10 so that it can be easily attached (has good outfitting), and the size of the bracket can be reduced to simplify and reduce the weight of the suspension. This is advantageous in cost.

For example, at the time of bumping of the wheel, as shown by a chain line in FIG. 4, the rear end of the trailing arm 1 is moved rearward of the bush 4 at the front end 2 of the trailing arm 1 by the bump. Upper stopper member 3
The upward movement is regulated by the UR, and the vertical center R of the front end 2 of the trailing arm 1 is displaced downward (see R ').

When the wheel rebounds, the trailing arm 1 descends due to the rebound.
At the front end 2 of the trailing arm 1, a bush 4
Of the trailing arm 1 is displaced upward (see R ″), so that the turning outer wheel is bumped during turning. The turning inner wheel rebounds. In this case, the front end 2 of the trailing arm 1 of the turning outer wheel is displaced downward (see R ′), and the front end 2 of the trailing arm 1 of the turning inner wheel is moved upward (see R ″). The twist beam 8 as a connecting member is inclined so that the turning outer wheel side is lowered and the turning inner wheel side is raised. Thereby, the bump toe of the turning outer wheel is strengthened, and the understeer characteristics of the turning roll steer are strengthened.

In general, when the vehicle turns, the rear wheels receive a lateral force from the road surface side toward the center of the turn, the inner wheels receive forward and backward forces on the outer wheels, and the rear wheels on the inner wheels. , The rear wheel on the outer wheel side moves rearward and tends to toe out, increasing the tendency to oversteer. On the other hand, since the rear wheels are corrected to the toe-in tendency, that is, to the understeer tendency by the action of the stopper members 3UR and 3DR, the toe correction to the neutral side corrects the steer tendency to the neutral side. Thus, roll steer characteristics can be improved. Also,
Roll steer characteristics can be improved without lowering lateral rigidity.

When the trailing arm 1 moves forward with respect to the vehicle body 10 due to the arrangement of the large and small curls 21 and 22 formed on the rubber body 4C of the bush 4, the small curving 22 is attached to the trailing arm 1. The displacement of the trailing arm 1 is regulated with a relatively high rigidity by only allowing a slight displacement. For this reason, understeering can be suppressed, and there is an advantage that the suspension behavior during acceleration of the vehicle is also stabilized.

When the trailing arm 1 retreats with respect to the vehicle body 10, the large fin 21 allows the trailing arm 1 to be largely displaced, and the trailing arm 1 is relatively rigid (soft). Support in the front-back direction.
For this reason, there is an advantage that the wheel can flexibly respond to the resistance received from the road surface and the riding comfort can be improved.

As described above, according to the present trailing arm support structure, although it is a very simple and easy-to-manufacture configuration in which only the bushing guides 21 and 22 are provided, for example, the guides 21 and 22 as in the present embodiment are used. By using the bush 4 having the same 22 as it is and changing the angle by simply changing the press-fitting angle of the bush at the time of coupling with the trailing arm 1 [that is, with respect to the rear of the vehicle body at the center of the large-diameter 21 (x direction)]. Only by changing the angle θ), the longitudinal rigidity, longitudinal force steer characteristic, lateral rigidity and lateral force steer characteristic of the suspension can be arbitrarily changed.

Thus, by setting these to be optimal according to the characteristics of the vehicle, there is an effect that suspension characteristics such as steering characteristics and rigidity characteristics can be appropriately adjusted in a well-balanced manner. The stopper member 3U
F, 3UR, 3DF, 3DR are not all four places,
The rear member of the bush 4 may be higher in rigidity than the front member, and in this case, the rear member does not need to protrude more than the front member.

The stopper members 3UF, 3UR, 3D
F and 3DR may be partially equipped. That is, as described in the embodiment, the trailing arm 1 is regulated by the stopper member 3UR on the rear upper side of the bush 4 when bumping the wheel, and is regulated by the stopper member 3DR on the rear lower side of the bush 4 when the wheel rebounds. The vertical center R of the front end portion 2 is downward (see R ').
Alternatively, it is displaced upward (refer to R ″), and it is conceivable to omit the front stopper members 3UF and 3DF.

Further, depending on the requirements of the suspension characteristics, the vertical center R of the front end 2 of the trailing arm 1 is moved upward at the time of bumping, contrary to this embodiment.
A configuration is also conceivable in which the vertical center R of the front end 2 of the trailing arm 1 is moved downward during rebound. In this case, the front member of the bush 4 is made to protrude larger than the rear member, or a member having higher rigidity is used to make the front member more rigid than the rear member, or Only the front member of the bush 4 is provided.

It should be noted that the bushes 4 should be provided with a radius 21 and 22 in the direction in which the rigidity is to be reduced in such a direction that the rigidity is to be reduced. Is just an example. That is, the number of the curls can be changed, and the center angle and thickness of the circular arc of each curl can be appropriately set. The shape of the curl is not limited to the arc shape.

Further, instead of adjusting the elasticity characteristics by means of curling, it is also conceivable to form the rubber body 4C of the bush 4 by combining materials having different elasticities, for example, by providing another flexible member.

[0045]

As described above in detail, according to the vehicle suspension trailing arm support structure of the first aspect of the present invention, the bush and the support shaft of the bush are installed substantially in the vertical direction of the vehicle body. Therefore, for example, the trailing arm and the bush from below the vehicle body can be directly and easily assembled to the vehicle body, and the outfitting property of the suspension can be greatly improved.

Further, since the large-sized bracket required for the conventional structure is not required, it is advantageous in reducing the cost and the weight of the suspension. Further, since the vertical displacement of the trailing arm with respect to the vehicle body is elastically limited by the stopper member, it is possible to control the roll steering when the vehicle turns.

According to the trailing arm support structure for a vehicle suspension according to the present invention, the trailing arm in the front and rear directions with respect to the support shaft is not affected by the vertical displacement of the trailing arm caused by the bump or rebound of the wheel. Restricts the movement of the trailing arm more strongly than the front, the center of the bush around the support shaft is displaced up and down, the roll steer is appropriately controlled, and the roll steer characteristics can be improved.

According to the trailing arm support structure for a vehicle suspension according to the third aspect of the present invention, the bush is extremely simple and can be easily manufactured. , Lateral rigidity, and lateral force steering can be optimized in a well-balanced manner, and the performance of a vehicle suspension equipped with a trailing arm can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a trailing arm support structure of a vehicle suspension according to one embodiment of the present invention, and a partial cross-sectional view of the vehicle suspension when viewed from a side.

2 is a sectional view showing a trailing arm support structure of a vehicle suspension according to an embodiment of the present invention (FIG. 1);
FIG.

FIG. 3 is a schematic perspective view of a suspension front portion showing a trailing arm support structure of a vehicle suspension according to an embodiment of the present invention.

FIG. 4 is a cross-sectional view (corresponding to a main part in FIG. 1) showing the operation of the trailing arm support structure of the vehicle suspension according to one embodiment of the present invention.

FIG. 5 is a schematic side view showing a trailing arm support structure of a conventional vehicle suspension (twist beam suspension).

FIG. 6 is a schematic plan view showing a main part of a trailing arm support structure of another conventional vehicle suspension (twist beam suspension having a toe control function).

7 is a bush sectional view (an enlarged sectional view of a portion B in FIG. 6) showing a trailing arm support structure of another conventional vehicle suspension.

[Explanation of symbols]

1, 1L, 1R Trailing arm 2 Front end of trailing arm 2A Bush insertion hole 3UF, 3UR, 3DF, 3DR Stopper member 4 Bush 4A Outer cylinder of bush 4 4B Inner cylinder of bush 4 4C Rubber body of bush 4 DESCRIPTION OF SYMBOLS 5 Support shaft 5A nut 6 Rear wheel 7 Coil spring 8 Twist beam (or torsion beam) as connecting member 9 Body side bracket 9A Bolt 10 Body 21 and 22 Cutting (void) R, R ', R "Trailing arm 1 The vertical center of the front end 2 of the

Claims (3)

[Claims] 1. A pair of right and left trailing arms extending in the front-rear direction of a vehicle body, having a front end pivotally connected to the vehicle body via a bush and rotatably supporting wheels at a rear end. A trailing arm support structure for a vehicle suspension comprising a connecting member extending in the left-right direction and connecting the intermediate portions of the pair of left and right trailing arms to each other. The vehicle is installed substantially in the vertical direction of the vehicle body, and the vertical displacement of the trailing arm with respect to the vehicle body is positioned above and / or below the trailing arm on the front and / or rear side of the support shaft. A trailing arm support structure for a vehicle suspension, wherein a stopper member for restricting elasticity is provided. 2. The method according to claim 1, wherein the stopper member is provided on both the front side and the rear side of the support shaft, and the rigidity of the rear stopper member is set higher than that of the front stopper member. The trailing arm support structure for a vehicle suspension according to claim 1, wherein 3. The bush opposes a displacement of the trailing arm toward the front of the vehicle body with a hard elastic characteristic, and opposes a displacement of the trailing arm toward the rear of the vehicle body with a soft elastic characteristic. The trailing arm support structure for a vehicle suspension according to claim 1 or 2, wherein a gap is provided at a required position of the bush so as to be able to be provided.