JP2003118340A - Torsion beam type rear suspension - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a torsion beam type rear suspension capable of improving both of riding comfortableness and running stability without increasing a set height of a mounting point on a vehicle body side of a trailing arm. SOLUTION: In this torsion beam type rear suspension, the mounting point P1 on the vehicle body side of the trailing arm 2 is lower than an elastic central shaft P2 of a torsion beam 1. An axle 5 is connected to the torsion beam 1 at a lower position than the mounting point P1 on the vehicle body side so as to rotate around a rotary shaft P3. A foot part 10 of a stabilizer is connected to an upper part of the axle 5 so as to swing vertically. An intersection P4 of an axial line L1 of the foot part 10 and a straight line L2 passing the mounting point P1 on the vehicle body side and the rotary shaft P3 is positioned more forward and upward in the forward and backward directions of a vehicle than a wheel center WC.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torsion beam type rear suspension for connecting left and right axles with a torsion beam.

[0002]

2. Description of the Related Art As shown in FIG. 8, for example, a torsion beam type rear suspension rigidly connects a torsion beam 50 extending in the vehicle width direction and left and right ends of the torsion beam 50 to rotatably support a wheel 51. The left and right axles are rigidly connected to the torsion beam 50 and extend forward in the vehicle front-rear direction.
And a pair of left and right trailing arms 52 that are vertically swingably connected to a member (not shown) on the vehicle body side. Reference numeral 54 represents a Panhard rod.

At this time, as shown in FIG. 9, when the vehicle body side attachment point P1 of the torsion beam 50 is set below the elastic center axis P2 of the torsion beam 50 as viewed from the vehicle width direction, the torsion beam 50 is flat. In view of the vehicle, the wheel bound side is displaced forward in the vehicle front-rear direction and the wheel rebound side is displaced rearward in the vehicle front-rear direction. As a result, as shown in FIG. Work in favor of sex.

On the other hand, if the wheel center locus at the time of bouncing the wheel is set to the front rising, as shown in FIG. 11, the wheel 51 cannot stroke smoothly against the tire input from the protrusion when the protrusion rides on the vehicle body. Since the transmission of the front-rear vibration increases and affects the riding comfort, in order to improve the riding comfort (particularly, the harshness front-rear vibration), FIG.
It is necessary to set the height of the vehicle body side mounting point P1 of the trailing arm 52 to be high and the wheel center locus to be set rearward and upward as shown in FIG.

[0005] Here, as a conventional technique for achieving both running stability and riding comfort, there is one described in Japanese Patent Laid-Open No. 2000-313217. However, the structure of the suspension is different from that of the present invention.

[0006]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
In the prior art described in No. 13217, in order to obtain the axle steer in the understeer direction and improve the traveling stability, it is necessary to arrange the vehicle body side attachment point of the trailing arm 52 below the elastic center axis of the torsion beam. On the other hand, in order to raise the wheel center locus backward and improve riding comfort, it is necessary to set the vehicle body side attachment point of the trailing arm above the wheel center.

Therefore, there is a problem that the height setting of the mounting point of the trailing arm on the vehicle body side has a trade-off relationship with improvement of traveling stability and riding comfort. For example, the vehicle body side attachment point of the trailing arm is often located directly below the rear seat, and in this case, the height of the vehicle body side attachment point of the trailing arm is restricted by the rear seat, resulting in Comfort tends to be sacrificed.

Further, this prior art is applied to a structure to which the present application is applied (a structure having a torsion beam 50 between the axles).
Even if it is applied to the torsion beam suspension, it is not possible to achieve both the axle steering in the understeer direction and the wheel center locus in the riding comfort improving direction. Further, the improvement of riding comfort is realized only by reducing the front-rear rigidity, but excessive reduction of the front-rear rigidity may rather cause deterioration of damping feeling, and the improvement effect is limited.

The present invention has been made by paying attention to the above points, and it is possible to improve both the riding comfort and the running stability without increasing the set height of the mounting point of the trailing arm on the vehicle body side. The problem is to provide a new torsion beam type rear suspension.

[0010]

In order to solve the above-mentioned problems, the invention described in claim 1 of the present invention provides a left and right axle for individually supporting left and right wheels respectively, and between the left and right axles. A torsion beam that extends in the vehicle width direction and connects the left and right axles, and a left and right pair that is connected to the torsion beam and that extends forward in the vehicle front-rear direction and that has its front end connected to the body-side member in a vertically swingable manner. And a trailing arm of a torsion beam type rear suspension, wherein the vehicle body side attachment point of the trailing arm is arranged below the elastic center axis of the torsion beam, and the above-mentioned axles extend in the vehicle width direction with respect to the torsion beam. The rotation shaft is rotatably connected around the rotation shaft, and the rotation shaft is connected to the vehicle body side mounting point of the trailing arm. Is also disposed below and is swingably connected to the axle above and below the rotary shaft in a vertical direction, and extends forward or rearward in the vehicle front-rear direction and extends in the vertical direction with respect to the vehicle body side member. A first straight line that includes a link member that swingably connects and that passes through connection points at both ends of the link member when viewed from the vehicle width direction, a vehicle body side attachment point of a trailing arm, and a connection point of an axle to a torsion beam. The intersection with the second straight line passing through is located forward and upward in the vehicle front-rear direction with respect to the wheel center.

Next, in the invention described in claim 2, the left and right axles for individually supporting the left and right wheels and the left and right axles extending in the vehicle width direction between the left and right axles are connected to each other. A torsion beam type rear suspension comprising a torsion beam, and a pair of left and right trailing arms which are connected to the torsion beam and extend forward in the vehicle front-rear direction and whose front end is swingably connected to a vehicle body side member in a vertical direction. , The mounting point of the trailing arm on the vehicle body side is arranged below the elastic center axis of the torsion beam, the axles are rotatably connected to the torsion beam about a rotation axis extending in the vehicle width direction, and The trailing arm is located below the vehicle body side attachment point and above the rotation axis. A link member that is swingably connected in the vertical direction to the axle and extends forward or backward in the vehicle front-rear direction and has an end in the extending direction that is swingably connected to the vehicle body side member in the vertical direction, is viewed from the vehicle width direction. The intersection of the first straight line passing through the connecting points at both ends of the link member and the second straight line passing through the vehicle body side attachment point of the trailing arm and the connecting point of the axle to the torsion beam is more than the wheel center. It is characterized in that it is located rearward and downward in the vehicle front-rear direction.

[0012] Next, in the invention as set forth in claim 3, the left and right axles for individually supporting the left and right wheels and the left and right axles extending in the vehicle width direction are connected between the left and right axles. A torsion beam type rear suspension comprising a torsion beam, and a pair of left and right trailing arms which are connected to the torsion beam and extend forward in the vehicle front-rear direction and whose front end is swingably connected to a vehicle body side member in a vertical direction. , The mounting point of the trailing arm on the vehicle body side is arranged below the elastic center axis of the torsion beam, the axles are rotatably connected to the torsion beam about a rotation axis extending in the vehicle width direction, and The trailing arm is located below the vehicle body side attachment point and above the rotation axis. A link member that is swingably connected in the vertical direction to the axle and extends forward or backward in the vehicle front-rear direction and has an end in the extending direction that is swingably connected to the vehicle body side member in the vertical direction, is viewed from the vehicle width direction. A first straight line passing through the connecting points on both ends of the link member and a second straight line passing through the vehicle body side attachment point of the trailing arm and the connecting point of the axle to the torsion beam are parallel to each other, and The straight line is inclined such that the vehicle front-rear direction front side is positioned lower than the vehicle front-rear direction rear side.

Next, the invention described in claim 4 is the same as the structure described in any one of claims 1 to 3.
The above-mentioned link member is characterized by being constituted by a stabilizer that connects the left and right axles.

[0014]

According to the first aspect of the invention, since the vehicle body side mounting point of the trailing arm is located below the elastic center axis of the torsion beam, the wheel bound side of the torsion beam is displaced forward in the vehicle longitudinal direction. Then, the wheel rebound side is displaced rearward in the vehicle front-rear direction. As a result, it is possible to secure the axle steering in the understeer direction.

The intersection of the first straight line and the second straight line is the instantaneous center of rotation of the axle, but since the instantaneous center of rotation is located forward and above the wheel center, when the wheel bounces. Since the wheel center is displaced along the trailing upward trajectory, the riding comfort (especially the harshness front-back vibration) is also improved. At this time, it is not necessary to set the height of the mounting point of the trailing arm on the vehicle body side higher than that of the wheel center.

Next, according to the invention of claim 2, the same effect as that of claim 1, that is, without setting the vehicle body side mounting point of the trailing arm higher than the wheel center,
It is possible to improve both running stability and riding comfort.
Next, according to the invention of claim 3, the same effect as in claim 1, that is, both traveling stability and riding comfort are improved without setting the vehicle body side attachment point of the trailing arm higher than the wheel center. Can be made.

Here, the fact that the first straight line and the second straight line are parallel to each other and incline so as to become lower toward the front-rear direction of the vehicle means that the first straight line and the second straight line are lower than the wheel center. It is also the same as the fact that the instantaneous center of rotation of the axle is located at the rear and lower infinity position. Next, according to the invention of claim 4, it is not necessary to separately add a link member as a new component.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Next, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an exploded perspective view for explaining a torsion beam type rear suspension according to this embodiment. FIG. 2 is a side view illustrating the arrangement relationship of the respective components that form the rear suspension according to this embodiment.

First, the structure will be described. Cross section inverted U
The letter-shaped torsion beam 1 extends in the vehicle width direction. The rear ends of the trailing arms 2 are rigidly connected to the left and right ends of the torsion beam 1, respectively. Each trailing arm 2 extends forward in the vehicle front-rear direction, and its front end portion is vertically swingably connected to a vehicle body-side member (not shown) via elastic bushes 3 whose axes are oriented in the vehicle width direction. Has been done. The vehicle body side mounting point P1 of the trailing arm 2 is set so as to be located below the elastic center axis P2 of the torsion beam 1 when viewed in the vehicle width direction.

Brackets 4 for axle attachment are rigidly connected to the left and right ends of the torsion beam 1, respectively. An axle 5 is rotatably connected to a position below the elastic center axis P2 of the torsion beam 1 in the bracket 4. The connection structure of the bracket 4 and the axle 5 will be described. As shown in FIG. 3, a mounting hole 4a whose axis is oriented in the vehicle width direction is formed in the lower portion of the bracket 4. Also, axle 5
At the lower part of the mounting shaft 5a extending inward in the vehicle width direction
Is formed, and a male screw is provided at the tip of the mounting shaft 5a. Then, the mounting hole 4a of the bracket 4
On the other hand, the mounting shaft 5a is rotatably mounted via the bearing 6, the nut 7 is fastened to the tip end of the mounting shaft 5a, and the nut is brought into contact with the inner ring of the bearing 6 to mount the mounting hole 4a. The attachment shaft 5a is prevented from coming off from the. By this, through the bracket 4,
The axle 5 is rotatably connected to the torsion beam 1 about a rotation axis P3 extending in the vehicle width direction.

Reference numeral 5b is a wheel support spindle (position of the wheel center WC) provided on the axle 5, and is located above the mounting shaft 5a. Also,
A stabilizer 8 is arranged above the torsion beam 1. The stabilizer 8 is composed of a central portion 9 extending in the vehicle width direction, and a pair of left and right foot portions 10 continuous to both ends of the central portion 9 and extending rearward in the vehicle front-rear direction. Both ends of the central portion 9 are rotatably attached to the vehicle body side member via the brackets 14, so that the front and rear direction front end portions of the legs 10 swing vertically in a side view. It is supported by the vehicle body side member in a possible state.

The end portion of the foot portion 10 (the rear end portion in the vehicle front-rear direction) is attached to the ball joint 11 on the upper portion of the axle 5.
Are connected via. And, in a side view, FIG.
As shown in, the first straight line L1 passing through the vehicle body side attachment point P6 of the stabilizer 8 and the axle 5 attachment point P5, and the vehicle body side attachment point P of the trailing arm 2
Assuming a second straight line L2 connecting 1 and the connection point (rotation axis P3 position) of the axle 5 to the torsion beam 1, the intersection of the straight lines L1 and L2, that is, the instantaneous rotation center P4 of the axle 5 is It is set so as to be located ahead and above the wheel center WC in the vehicle front-rear direction. The second straight line L2 is always a straight line that rises forward toward the front of the vehicle, and thus is realized by adjusting the inclination of the foot portion 10 of the stabilizer 8 in side view, for example. In addition, it may be set in consideration of the geometry of other parts.

The lower portion of the shock absorber 12 is connected to the upper portion of the axle 5. Also, reference numeral 1
3 represents a Panhard rod. Here, a connection point (rotation axis P3) of the axle 5 to the torsion beam 1, a connection point P5 of the stabilizer 8 to the wheel center WC and the axle 5.
From the viewpoint of suppressing unnecessary rocking of the wheels 20,
It is preferable that they are arranged along the same vertical line or substantially the same vertical line in a side view, but they are not particularly required to be arranged vertically.

Considering the support rigidity of the axle 5, the connection point (rotation axis P3) of the axle 5 to the torsion beam 1 and the connection point P of the stabilizer 8 to the axle 5 are also considered.
5, it is preferable to vertically offset the stabilizer 5, that is, the connecting point P5 of the stabilizer 8 to the axle 5 is arranged above the wheel center WC, but the connecting point P5 of the stabilizer 8 to the axle 5 is the wheel center WC. The effects of the present invention are exhibited even in the vicinity and below the wheel center WC.

Next, the operation and effects of this embodiment will be described. As shown in FIG. 7, since the elastic central axis P2 of the torsion beam 1 is located above the center of the vehicle body side attachment point P1 of the trailing arm 2, when the vehicle rolls, such as when the vehicle turns, the torsion beam 1 is shown in FIG. As shown, the outer wheel side is displaced forward and the inner wheel side is displaced rearward, so that the outer wheel side becomes the toe-in and the inner wheel side becomes the toe-out, and the roll steering in the understeer direction becomes the roll stability.

Here, the axle 5 and the torsion beam 1
Since the connecting shaft (rotating shaft P3) of the axle 5 is located below the vehicle body side attachment point P1 of the trailing arm 2,
Oscillates so that the outer wheel side moves backward and the inner wheel side moves forward, but there is no problem because the axle 5 restrains the oscillating in the toe angle direction with respect to the torsion beam 1 by the bearing 6.

On the other hand, the swinging of the axle 5 and the torsion beam 1 in the toe angle direction is restrained in the plan view as described above, but in the side view, the axle 5 with respect to the torsion beam 1 has the rotating shaft of the bearing 6. Relative rotation is possible around P3. That is, when the suspension strokes,
Connection point of axle 5 to torsion beam 1 (rotation axis P
3) moves up and down together with the torsion beam 1, the torsion beam 1 draws an arc around the vehicle body side mounting point P1 of the trailing arm 2 as shown in FIG. 4, while the connecting point P5 of the axle 5 and the stabilizer 8 is Draw an arc around the mount bush position of the stabilizer 8. At this time, the instantaneous rotation center P4 of the axle 5 is, as shown in FIG. 4, a straight line L2 that connects the vehicle body side attachment point P1 of the trailing arm 2 and the connection point (rotation axis P3), and the foot of the stabilizer 8. It is the intersection P4 with the first straight line L1 passing through the axis of 10. Since the intersection point P4 is ahead and above the wheel center WC in the vehicle front-rear direction, the locus of the wheel center WC is rearward and upward, and a good ride comfort can be secured.

As a result, even if the mounting point P1 of the trailing arm 2 on the vehicle body side is set as low as possible, it is possible to achieve a high level of both running stability and riding comfort. Further, although it is assumed that the roll rigidity cannot be sufficiently obtained only by twisting the torsion beam 1, in the present embodiment, by supporting the axle 5 by the stabilizer 8,
Roll stiffness is compensated.

Here, in the above embodiment, the first straight line L
The intersection P4 between 1 and the second straight line L2 is the wheel center WC.
Although it is exemplified that the vehicle is arranged in the front and the front in the vehicle front-rear direction, the intersection P4 of the straight lines L1 and L2 is set to the wheel center W depending on the suspension geometry.
The above effect can be obtained even if the straight lines L1 and L2 are set parallel to each other and below the front-rear direction of the vehicle C or have a slope that decreases downward toward the rear of the front-rear direction of the vehicle. be able to.

Although the stabilizer 8 and the axle 5 are connected to each other via a ball joint in the above example, they may be connected to each other so as to be swingable by an elastic bush or the like. Further, in the above embodiment, the case where the central portion 9 of the stabilizer 8 is located on the front side in the vehicle front-rear direction with respect to the axle 5 is illustrated, but the central portion 9 of the stabilizer 8 is arranged behind the axle 5 in the vehicle front-rear direction. It may be. In this case, the foot portion 10 of the stabilizer 8 extends from the rear in the vehicle front-rear direction to the front, but the same effect as described above can be obtained.

Next, a second embodiment will be described with reference to the drawings. It should be noted that the same parts as those in the above-described embodiment are designated by the same reference numerals and described. The present embodiment is a rear suspension suitable when the roll rigidity can be sufficiently secured only by twisting the torsion beam 1. The basic configuration of this embodiment is the same as that of the first embodiment, except that, as shown in FIG. 7, the link member is a component different from the stabilizer 8.

That is, one end of the link member 21 is connected to the upper portion of the axle 5 via the ball joint 11. The link member 21 extends in the vehicle front-rear direction.
Although FIG. 7 exemplifies the case of being forward in the vehicle front-rear direction, it may extend rearward in the vehicle front-rear direction. The link member 2
The extension direction end of 1 is a bush 2 whose axis is oriented in the vehicle width direction.
It is swingably connected to the vehicle body-side member 23 via 2.

Then, in a side view, the first straight line L1 passing through the vehicle body side attachment point of the link member 21 corresponding to the foot portion 10 in the first embodiment and the attachment point to the axle 5 and the trailing arm 2 are shown. At the vehicle body side attachment point P1 and the connection point of the axle 5 to the torsion beam 1 (rotation axis P
Assuming a second straight line L2 connecting the two positions (3 positions), the intersection P4 of the two straight lines is set so as to be located ahead and above the wheel center WC in the vehicle front-rear direction.

Instantaneous rotation center P of the axle 5 viewed from the side
If 4 is a straight line passing through the axis of the link member 21 instead of the axis of the foot portion 10 of the stabilizer 8, the operation is exactly the same as in the first embodiment. Here, in the present embodiment, the intersection P4 between the first straight line L1 and the second straight line L2 is illustrated as being forward and upward in the vehicle front-rear direction with respect to the wheel center WC, but the intersection P4 is closer to the vehicle than the wheel center WC. It is self-evident that the same effect can be obtained in the front and rear directions and below. Further, when the straight lines L1 and L2 are parallel to each other, it can be considered that the intersection point P4 is located at infinity, and the straight lines L1 and L2 are parallel to each other, and the straight lines L1 and L2 are downwardly inclined as they go backward. Even if there is, the same effect will be exhibited.

Further, the connection of both ends of the link member 21 is
Both may be connected by an elastic bush or a ball joint. In short, the effect is exactly the same irrespective of which swinging connection method is used.

[Brief description of drawings]

FIG. 1 is an exploded view showing a suspension structure according to a first embodiment of the present invention.

FIG. 2 is a side view illustrating an arrangement between components according to the first embodiment of the present invention.

FIG. 3 is a diagram illustrating the connection between the bracket and the axle according to the first embodiment of the present invention.

FIG. 4 is a side view illustrating the instantaneous rotation center of the axle according to the first embodiment of the present invention.

FIG. 5 is a diagram for explaining the behavior when the vehicle rolls according to the first embodiment of the present invention.

FIG. 6 is a plan view for explaining the behavior during rolling of the vehicle according to the first embodiment of the present invention, in which (a) represents the front of the roll and (b) represents the roll.

FIG. 7 is an exploded view showing a suspension configuration according to a second embodiment of the present invention.

FIG. 8 is a diagram illustrating a conventional rear suspension configuration.

FIG. 9 is a diagram illustrating a configuration that improves running stability.

FIG. 10 is a plan view illustrating behavior during rolling.

FIG. 11 is a diagram illustrating a relationship between riding comfort and a wheel center locus.

FIG. 12 is a diagram illustrating a wheel center locus when the ride comfort is good.

[Explanation of symbols]

P1 Trailing arm body side mounting point P2 elastic center axis P3 rotation axis P4 Instantaneous rotation center Connection point of P5 stabilizer and axle P6 stabilizer body-side mounting point WC wheel center L1 First straight line L2 second straight line 1 torsion beam 2 Trailing arm 4 bracket 4a Mounting hole 5 axles 5a mounting shaft 6 bearings 8 Stabilizer 9 Central part 10 feet (link member) 20 wheels 21 Link member

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Keijiro Iwa             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Kenji Suma             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation F-term (reference) 3D001 AA12 AA14 AA19 BA72 DA04                       DA05 DA06

Claims (4)

[Claims] 1. A left and right axle that individually supports the left and right wheels, a torsion beam that extends in the vehicle width direction between the left and right axles and connects the left and right axles, and a vehicle that is coupled to the torsion beam. A torsion beam rear suspension comprising a pair of left and right trailing arms extending forward in the front-rear direction and connecting a front end of the trailing arms to a member on the vehicle body in a vertically movable manner. It is arranged below the elastic center axis of the torsion beam, and each axle is rotatably connected about a rotation axis extending in the vehicle width direction with respect to the torsion beam, and the rotation axis is attached from the vehicle body side attachment point of the trailing arm. Also placed below,
In addition, it is swingably connected to the axle above and below the rotation shaft in the vertical direction, and extends in the vehicle front-rear direction forward or rearward, and the extending direction end side is vertically swingably connected to the vehicle body side member. A link member is provided, and a first straight line that passes through the connection points at both ends of the link member, and a second straight line that passes through the vehicle body side attachment point of the trailing arm and the connection point of the axle to the torsion beam, as seen from the vehicle width direction. A torsion beam type rear suspension characterized in that the intersection with the straight line is located forward and upward in the vehicle front-rear direction with respect to the wheel center. 2. A left and right axle that individually supports the left and right wheels, a torsion beam that extends in the vehicle width direction between the left and right axles and connects the left and right axles, and a vehicle that is coupled to the torsion beam. A torsion beam rear suspension comprising a pair of left and right trailing arms extending forward in the front-rear direction and connecting a front end of the trailing arms to a member on the vehicle body in a vertically movable manner. It is arranged below the elastic center axis of the torsion beam, and each axle is rotatably connected about a rotation axis extending in the vehicle width direction with respect to the torsion beam, and the rotation axis is attached from the vehicle body side attachment point of the trailing arm. Also placed below,
In addition, it is swingably connected to the axle above and below the rotation shaft in the vertical direction, and extends in the vehicle front-rear direction forward or rearward, and the extending direction end side is vertically swingably connected to the vehicle body side member. A link member is provided, and a first straight line that passes through the connection points at both ends of the link member, and a second straight line that passes through the vehicle body side attachment point of the trailing arm and the connection point of the axle to the torsion beam, as seen from the vehicle width direction. A torsion beam type rear suspension characterized in that the intersection with the straight line is located behind and below the wheel center in the vehicle front-rear direction. 3. A left and right axle that individually supports the left and right wheels, a torsion beam that extends in the vehicle width direction between the left and right axles and connects the left and right axles, and a vehicle that is coupled to the torsion beam and is coupled to the vehicle. A torsion beam rear suspension comprising a pair of left and right trailing arms extending forward in the front-rear direction and connecting a front end of the trailing arms to a member on the vehicle body in a vertically movable manner. It is arranged below the elastic center axis of the torsion beam, and each axle is rotatably connected about a rotation axis extending in the vehicle width direction with respect to the torsion beam, and the rotation axis is attached from the vehicle body side attachment point of the trailing arm. Also placed below,
In addition, it is swingably connected to the axle above and below the rotation shaft in the vertical direction, and extends in the vehicle front-rear direction forward or rearward, and the extending direction end side is vertically swingably connected to the vehicle body side member. A link member is provided, and a first straight line that passes through the connection points at both ends of the link member, and a second straight line that passes through the vehicle body side attachment point of the trailing arm and the connection point of the axle to the torsion beam, as seen from the vehicle width direction. A torsion beam type rear suspension characterized by being parallel to a straight line and being inclined such that the two straight lines are located below the front side in the vehicle front-rear direction and below the front side in the vehicle front-rear direction. 4. The torsion beam type rear suspension according to claim 1, wherein the link member is a stabilizer that connects left and right axles.