JPH08207528A - Front suspension device - Google Patents

Abstract

PURPOSE: To provide a front suspension device capable of reducing input to a suspension member and increasing the degree of freedom for the layout of the suspension member when the input in the longitudinal direction is worked on a wheel in particular. CONSTITUTION: The wheel side connecting points of upper and lower arms 12 and 13 are swingingly connected to the upper and lower parts of a wheel supporting member 11 for rotatably supporting a wheel 10. The lower arm 13 is provided with a wheel side connecting point 13a, and two vehicle body side connecting points 13b1 and 13b2 , adapted to rotate around a shaft P2 , receding in the longitudinal direction of a vehicle body to be extended in the longitudinal direction of the vehicle body. A wind-up link 15 is swingingly connected between the upper and lower arms. The connecting position 15a between the wind-up link and the lower arm is located at an upper position than a plane including the wheel side connecting point of the lower arm and two vehicle body side connecting points.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile front suspension.

[0002]

2. Description of the Related Art As a conventional suspension device, for example, a prior art disclosed in Japanese Patent Application Laid-Open No. 6-072116 is known. In this prior art, a wheel support member (a carrier in the prior art) that rotatably supports a wheel, an outer end thereof is swingably connected to the wheel support member, and an inner end thereof is swingable to a vehicle body side member. An upper arm connected to the vehicle body, an outer end swingably connected to the wheel support member, and a lower arm swingably connected to the vehicle body at two inner ends spaced apart in the vehicle body front-rear direction, and an upper end of the lower arm. A suspension device having an upper arm and a wind-up link (in the prior art, a connecting link) whose lower end is swingably connected to the lower arm, and the wind-up link extends at least in a longitudinal direction of the vehicle body. Is.

When the wheel receives a force directed rearward of the vehicle body from the road surface, the outer end of the lower arm moves rearward of the vehicle body with respect to the vehicle body. Due to the movement of the outer end of the lower arm, the outer end of the upper arm moves to the rear of the vehicle body via the wind-up link, which prevents the caster trail and the caster angle from greatly decreasing.

With this, the movement of the wheels due to the vertical movement of the wheels can be freely set, and the rigidity is lowered to improve the riding comfort with respect to the input to the wheels in the front-back direction.
With respect to the rotation direction of the wheel, the rigidity of the wheel support member can be increased to improve the stability during braking.

[0005]

By the way, FIG. 9 shows a side view when the braking force acts in the above-mentioned prior art. Reference numeral 1 is a wheel, reference numeral 2 is shown.
Is a lower arm, reference numeral 3 is an upper arm, reference numeral 4 is a wind up link that is inclined in the vehicle front-rear direction and is connected to the lower arm 2 and the upper arm 3, and the lower arm 2 and a vehicle body side member (not shown) are connection points 2a and 2b. The lower arm 2 and the wheel support member (not shown) are connected at a connection point 2c. Further, the upper arm 3 and the vehicle body side member are connected at a connection point 3a, and the upper arm 3 and the wheel support member are connected at a connection point 3b.

However, the prior art shown in FIG.
Connection point 4a between the wind up link 4 and the lower arm 2
Is located at the same height as the plane including the connecting points 2a, 2b, 2c of the lower arm 2, and when an input in the front-rear direction acts on the wheel 1, a large axial force is exerted on the wind up link 4 and the upper arm 3. Therefore, the high-rigidity wind up link 4 and the upper arm 3 must be selected. The axial force described above refers to a force that does not deform these members with respect to a tensile force acting on the wind-up link 4 and a bending force acting on the upper arm 3 and that maintains rigidity.

Explaining the large axial force generated in the wind up link 4 and the upper arm 3 described above,
Normally, the lower arm 2 is arranged at a position lower than the wheel center C as shown in FIG. 9, and the wind up link 4 is connected with the lower arm 2 at a low position and the horizontal plane S having a large inclination angle θ. ing. And, for example,
When an input F _T directed to the front of the vehicle body acts on the connection point 4b between the upper arm 3 and the windup link 4 by the input F directed to the rearward direction of the wheel 1, a large component force F _T1 is applied to the connecting link 4. Since it acts, an axial force is generated in the wind up link 4 as an equivalent force against this component force F _T1 . Therefore, in the conventional suspension device shown in FIG. 9, a large component force is generated at the time of inputting to the wheel 1 in the front-rear direction, and therefore, a large axial force must be generated in the wind up link 4, and this wind force is generated. Since it is necessary to generate a large axial force also in the upper arm 3 connected to the windup link 4, it is necessary to use the winduplink 4 and the upper arm 3 having high rigidity.

Further, the wind-up link 4 needs to be arranged at a position where it does not interfere with the wheel 1, the wheel and the brake system (brake rotor etc.) at the time of steering, but in the conventional suspension device shown in FIG. Since the wind-up link 4 extends further below the wheel center C, there is a problem that the degree of freedom in layout is limited.

The present invention has been made in view of the above circumstances, and particularly reduces the input to the suspension member when an input in the front-rear direction acts on the wheel and increases the degree of freedom in the layout of the suspension member. It is an object of the present invention to provide a front suspension device capable of

[0010]

In order to solve the above-mentioned problems, the invention according to claim 1 oscillates a wheel-side connecting point of an upper arm and a lower arm above and below a wheel support member that rotatably supports a wheel. The upper arm extends inward in the vehicle width direction, the vehicle body side connection point is swingably connected to the vehicle body side member, and the lower arm is spaced substantially parallel to the upper arm and is spaced inward in the vehicle width direction. The two vehicle body-side connection points that extend in the
A front which is connected to the vehicle body side member so as to be rotatable about an axis extending in the front-rear direction of the vehicle body, and a windup link is connected between the upper arm and the lower arm so as to be capable of relative swinging therebetween. In the suspension device, the connecting position of the wind up link and the lower arm is set to a position above a plane including the wheel side connecting point of the lower arm and the two vehicle body side connecting points.

According to a second aspect of the present invention, in the first aspect of the present invention, the connecting position of the wind up link and the lower arm is substantially the same height as the wheel center. Further, in the invention according to claim 3, in the invention according to claim 1 or 2, the connecting position between the wind up link and the lower arm in the front-rear direction of the vehicle body is set to a position rearward of the position of the wheel side connecting point of the lower arm. .

Further, the invention of claim 4 is the same as that of claim 3.
In the invention described above, the position of the vehicle body side connection point of the upper arm in the front-rear direction of the vehicle body is set rearward of the position of the wheel side connection point of the upper arm.

[0013]

According to the front suspension device of the first aspect of the present invention, the connecting position of the wind up link and the lower arm is set to a position above the plane including the wheel side connecting point of the lower arm and the two vehicle body side connecting points. Therefore, in the side view of the device, the inclination angle formed by the horizontal plane passing through the wheel-side connecting point of the upper arm and the axis of the wind-up link is set small. As a result, even if a horizontal component force is applied to the wheel-side connection point of the upper arm due to an input in the front-rear direction to the wheel, the tensile force or compression force that acts on the wind up link is reduced. This allows
The wind-up link needs to generate a small axial force, and the upper arm connected to this wind-up link may also generate a small axial force. Therefore, the low-rigidity wind-up link and upper arm are selected. It becomes possible.

According to the second aspect of the invention, in addition to the effect of the first aspect, the connecting position between the wind up link and the lower arm is substantially at the same height as the wheel center, so that the connecting position is the same. The distance between the wheel and the wheel in the front-rear direction can be increased. This prevents interference with the wheels and the brake system during steering, and at the same time, positions the connection point between the wind up link and the lower arm on the rear side in the vehicle front-rear direction, and pulls that acts on the wind up link. The tilt angle can be further increased to reduce the force or compressive force.

Further, according to the invention described in claim 3, the operation described in claim 1 and claim 2 is obtained, and the change of the caster due to the wheel stroke is increased at the time of bounding and rebounding as well, so that at the time of braking. , The caster trail increases when making a wheel stroke during acceleration or the like. Also, when turning, the front suspension device on the inner turning wheel side is in a rebound state and the front suspension device on the outer turning wheel side is in a bound state, but the caster angle increases during both bounding and rebounding, so the camber changes during steering. Has a more positive camber angle on the turning inner wheel side and a more negative camber angle on the turning outer wheel side.

Further, according to the invention described in claim 4, the operation described in claim 3 is obtained, and the vehicle body side connecting point of the upper arm is located rearward of the wheel side connecting point in the vehicle longitudinal direction. On the turning inner wheel side, the wheel-side connecting point of the upper arm moves outward in the vehicle width direction, and the upper part of the wheel support member moves outward in the vehicle width direction.Therefore, a positive camber is attached to the wheel on the turning inner wheel side. To be

[0017]

Embodiments of the front suspension device of the present invention will be described below. FIG. 1 is a diagram showing a front suspension device arranged on the left side of the front wheels, in which a wheel support member 11 that rotatably supports a wheel 10 includes an upper arm 12, a lower arm 13, and a tie rod (steering device) 14 having a substantially vehicle width. The wind-up link 15 is connected to the lower arm 13 at the rear side in the vehicle front-rear direction while extending in the direction.

That is, the upper arm 12 has an axis P ₁
Wheel-side connecting points 12a and vehicle-body-side connecting points 12b are provided at both upper ends.
Is a link member in which the wheel side connecting point 12a is formed.
, The upper portion of the wheel support member 11 is swingably connected via a ball joint, and at a vehicle body side connection point 12b, a vehicle body side member (not shown) swings around an axis and vertically swings via an elastic bush. It is movably connected.
2 shows a side view of the present apparatus, the upper arm 12 is arranged such that the vehicle body side connecting point 12b is located rearward of the wheel side connecting point 12a in the vehicle longitudinal direction.

Further, the lower arm 13 has one wheel side connecting point 13a and two vehicle body side connecting points 13b ₁ and 13b ₂
And a lower part of the wheel supporting member 11 is swingably connected to a wheel side connecting point 13a via a ball joint, and a vehicle body side connecting point 13b ₁ , 13b _{2 is connected} to the vehicle body side member via an elastic bush so as to be swingable around the axis and in the vertical direction. And, these vehicle body side connecting points 13b ₁ and 13b ₂
Is the center of rotation of the axis P extending substantially horizontally in the vehicle front-rear direction.
It corresponds to ₂ and is rotatable about this axis P ₂ .

The lower arm 13 is integrally formed with a standing portion 13c extending upward from the rear side in the vehicle front-rear direction. That is, the uppermost portion 13c ₁ of the standing portion 13c is located above the plane including the one wheel-side connecting point 13a and the two vehicle-body-side connecting points 13b ₁ and 13b ₂ , and more than the position of the wheel center C. The position is slightly lower.

The wind up link 15 has an axis line.
P₃The first and second connecting points 15a and 15b are provided at both upper ends.
It is the formed link member, and it is located at the first connecting point 15a.
On the upper part of the standing portion 13c of the lower arm 13
Not only is it swingably connected via a joint,
The axis P of the upper arm 12 at the second connection point 15b ₁
Swing freely through a ball joint at a position intersecting with
It is connected.

As shown in FIG. 2, the first connecting point 15a of the windup link 15 is located rearward of the wheel-side connecting point 13a of the lower arm 13 in the vehicle front-rear direction. Further, the tie rod 14 has one end portion 14a.
Is swingably connected to the vehicle body rear side of the wheel support member 11 via a ball joint.
The steering input in the vehicle width direction from the steering system is transmitted to the wheel support member 11 via the.

Next, regarding the input acting on the wind up link 15 and the upper arm 12 during braking or running on an uneven road surface, the present device is modeled in a perspective view as shown in FIG. 3 and a side view. This will be described with reference to FIGS. During braking, as shown in FIGS. 3 and 4, when a braking force F directed rearward in the vehicle front-rear direction is input to the ground contact point 10a of the wheel 10, the wheel-side connecting point 12a of the upper arm 12 is in the vehicle front-rear direction. forward acting force component F _U is facing, the wheel-side coupling point 13a of the lower arm 13 acts component force F _L facing the rear of the vehicle body front-rear direction.

The lower arm 13, anti from the vehicle body-side member so minute force F _L to the wheel-side coupling point 13a is also act body two wheels side coupling point on side member 13b _1, 13b ₂ are connected Balanced by force. Further, since the upper arm 12 is connected only to the vehicle body side member and the vehicle body side connecting point 12b, the upper arm 12 is balanced by the predetermined axial force of the wind up link 15.

Here, the wind up link 1 is added to the device.
Assuming that 5 is not arranged, the wheel support member 11
And the upper arm 12 rotate around the line L connecting the wheel-side connecting point 12b of the upper arm 12 and the wheel-side connecting point 13a of the lower arm 13 shown in FIGS. 3 and 4 with the magnitude of the torque T. In order to stop this rotation, the upper arm 1
A pulling force F _W is generated in the wind-up link 15 connected between the vertical arm 2 and the upright portion 13c of the lower arm 13. As shown in FIG. 4, the wheel-side connecting point 12b of the upper arm 12 and the wheel-side connecting point 13a of the lower arm 13 are
Since the front and rear positions of the vehicle body are substantially the same, the upper arm 1
The moving direction of 2 is the front-back direction (generally horizontal direction) of the vehicle body,
The component force F _U acts in this direction.

As is apparent from FIG. 5, in the wind up link 15 of this apparatus, the connection point (first connection point) 15a with the lower arm 13 is the standing portion 1 of the lower arm 13.
3c, and the inclination angle formed by the wind up link 15 and the acting direction of the component force F _U becomes θ, which is smaller than the inclination angle θ ₁ of the wind up link 4 of the conventional device shown by the broken line (θ <θ ₁ ), the tensile force F _W acting on the wind up link 15 is significantly reduced (F _W <
F _T1 ). As a result, only a small tensile force F _W is generated in the wind-up link 15, so a small axial force may be generated as an equivalent reaction force against this tensile force F _W. Therefore, compared with the conventional device, even if the input F acts on the grounding point during braking, a small axial force should be generated in the wind up link 15, and the wind up link 15 is connected. Since it is sufficient to generate a small axial force also in the upper arm 12, the wind up link 15 and the upper arm 12 can be made smaller and lighter with low rigidity.

Further, although not shown, when traveling on an uneven road surface having irregularities, or when this device is mounted on a front-wheel drive vehicle to perform engine braking operation or accelerated traveling, force in the vehicle longitudinal direction is applied to the wheel center C. Is input, a component force in the same direction as the input to the wheel center C acts on the wheel-side connecting point 13a of the lower arm 13 and the wheel-side connecting point 12a of the upper arm 12. When a force that is directed forward in the vehicle body front-rear direction is input to the wheel center C, a component force in the same direction as the component component F _U shown in FIGS. The up-link 15 need only generate a small axial force, and the upper arm 1
Since it is sufficient to generate a small axial force also in 2, it is possible to make the wind up link 15 and the upper arm 12 of low rigidity which are downsized and lightened.

When a force directed rearward in the vehicle front-rear direction is input to the wheel center C, a compression force in the direction opposite to the above-described tensile force F _W is generated in the windup link 15, and this compression force is generated. Since it is sufficient to generate a small axial force against the wind-up link 15 in the wind-up link 15, the wind-up link 15 and the upper arm 12 can be made smaller and lighter with low rigidity.

Next, the windup link 15 of this apparatus
The arrangement will be described with reference to FIG. A circle 18 shown by a broken line in the drawing indicates the outer peripheral edge of the wheel. For example, when the connection point between the wind up link 15 and the lower arm 13 is arranged at a position spaced downward from the wheel center C (for example, the connection position between the wind up link 4 and the connection point 4a shown by the broken line in FIG. 5), Since the connection position is close to the side surface of the wheel 10 and the wheel outer peripheral edge 18, there is a risk of interference during steering. However, the first connection point 15a of the wind up link 15 of this device is
Is connected to the upper portion of a standing portion 13c integrally formed on the rear side of the lower arm 13 in the vehicle front-rear direction, and is located at a position slightly lower than the wheel center C. Since the wheel 10 and the wheel outer peripheral edge 16 do not exist around this position, and a sufficient space is provided in the vehicle width direction and the vehicle body front-rear direction, there is a risk of interference with the first connection point 15a during steering. There is no.

Therefore, the first connecting point 15a of the wind-up link 15 is located on the rear side in the vehicle front-rear direction to prevent the interference with the wheels 10 and the like during steering, thereby reducing the above-described inclination angle θ. Windup link 12
Since it is possible to further reduce the input of the tensile force acting on the wind uplink 15, the degree of freedom in the layout of the windup link 15 is improved.

The height of the first connecting point 15a is not limited to the above-mentioned position, and the wheel 1 is provided around the first connecting point 15a.
0, a position where the wheel outer peripheral edge 16 does not exist, that is,
The height may be set at substantially the same height as the wheel center C.
Next, the caster angle change associated with the wheel stroke of this device will be described with reference to FIG.

In this figure, reference numeral 13a ₁ is a wheel-side connecting point of the lower arm 13 in the normal state, reference numeral 13a ₂ is a wheel-side connecting point of the lower arm 13 in a bounce, and reference numeral 13a.
₃ indicates the wheel side connection point of the lower arm 13 at the time of rebound, reference numeral 12a ₁ indicates the wheel side connection point of the upper arm 13 during normal operation, reference numeral 12a ₂ indicates the wheel side connection point of the upper arm 13 during bounding, and reference numeral 12a ₃ indicates the rebound. The wheel-side connecting point of the upper arm 13 at the time of 10a ₁ is a normal wheel, 10a ₂ is a bouncing wheel, and 10a ₃
Shows the wheel at rebound. The line passing through the wheel-side coupling point 12a ₁ of the wheel-side connecting points 13a ₁ and the upper arm 12 of the lower arm 13, a kingpin axis K ₁ in the normal, and the positive direction caster angle [delta] _1, caster trail D ₁ Is set.

Here, the vehicle body side connection point 1 of the lower arm 13
Since 3b ₁ and 13b ₂ are rotatable about an axis P ₂ extending substantially horizontally in the vehicle front-rear direction, the wheel-side connecting point 13a at the time of bouncing and rebounding is as shown in FIG.
As indicated by reference numerals 13a ₂ and 13a ₃ of FIG. Further, since the first connection point 15a of the wind-up link 15 is located rearward of the wheel-side connection point 13a in the vehicle front-rear direction, the upper arm 12 is pulled rearward in the vehicle front-rear direction even at the time of bouncing and rebounding. . As a result, the wheel-side connecting point 12 of the upper arm 12 is, as shown by reference numerals 12a ₂ and 12a ₃ in FIG. 6, front and rear of the vehicle body from the normal position (wheel-side connecting point 12a ₁ ) even at the time of bouncing and rebounding. Move to the rear side of the direction. As a result, the kingpin axis K ₂ at the time of bouncing and the kingpin axis K ₃ at the time of rebound set large caster angles δ ₂ and δ ₃ in the positive direction, and the caster trail D is compared with the caster trail D ₁ at the normal time.
₂ and D ₃ increase.

According to the front suspension device having the above-described structure, when the wheel strokes during braking, acceleration, etc., the caster angle is set to a large value in the positive direction, and the caster trails D ₂ and D ₃ increase. The understeer tendency of the vehicle is increased, and the straight running performance can be improved. Further, the present device, which is set as the turning inner wheel during turning, has a wheel-side connecting point 1 as shown in the plan view of the device shown in FIG.
2a moves rearward in the vehicle front-rear direction centering on the vehicle body side connection point 12b. Here, as described above, the vehicle body side connecting point 12b of the upper arm 12 is the wheel side connecting point 1
Since it is located at a rear position in the vehicle front-rear direction with respect to 2a, when the movement of the wheel-side connecting point 12a in the vehicle width direction is seen, it moves to the outside in the vehicle width direction as seen from the front view of the device shown in FIG. To go. As a result, the upper portion of the wheel support member 11 moves outward in the vehicle width direction, so that the wheel 10 has a positive camber angle B. On the contrary, this device, which is the outer wheel for turning during turning, has a negative camber angle. As a result, when turning, the wheel 1
Since the ground camber angle of 0 is reduced, the turning performance, especially the steering response can be improved.

Further, the upper arm 12 is arranged so that the vehicle body side connecting point 12b is located rearward of the wheel side connecting point 12a in the vehicle front-rear direction.
Since the wheel-side connecting point 12a of the upper arm 12 moves outward in the vehicle width direction and the upper portion of the wheel support member 11 moves outward in the vehicle width direction, the wheel 10 is provided with the positive camber B. As a result, the wheel 10 on the turning inner wheel side comes into contact with the ground perpendicularly to the ground, so that steering stability can be improved.

The vehicle body side connection point 13 of the lower arm 13
b₁, 13b₂Is a substantially horizontal axis P ₂Freely rotatable around
However, as shown in Fig. 6, the casters are
Ground contact point A due to angle change₂Moves forward in the front-rear direction of the vehicle.
Therefore, the front part of the vehicle is prevented from sinking and the anti-die
You can increase the effect. Also, as shown in FIG.
At the time of rebound, wheel center C₃Is front and rear
Since it moves to the rear of the vehicle, it prevents the front part of the vehicle from rising.
It can be stopped to enhance the anti-lift effect.

Therefore, since the lower arm 12 only rotates about the substantially horizontal axis P ₂ and moves in the vertical direction, it does not transmit an input in the longitudinal direction to the vehicle body as a force in the vertical direction, which deteriorates the riding comfort. There is nothing to do.

[0038]

As described above, according to the first aspect of the present invention.
In the front suspension device described above, in a side view, the inclination angle formed by the horizontal plane passing through the wheel-side connecting point of the upper arm and the axis line of the wind-up link is set small, and the wheel-side connecting of the upper arm is performed by inputting in the front-rear direction to the wheel. Even if the component force in the horizontal direction acts on the point, the tensile force or the compressive force acting on the wind uplink becomes small. Therefore, the wind up link may generate a small axial force, and the upper arm connected to the wind up link may also generate a small axial force, so that the wind up link and the upper arm having a low rigidity can be formed. You can choose.

Further, the invention according to claim 2 can obtain the effect according to claim 1, and there is no wheel or the like around the connecting position of the wind up link and the lower arm, so that the vehicle width direction can be obtained. Also, since a sufficient space is provided in the front-rear direction of the vehicle body, interference with the wheels and the like during steering is prevented, and at the same time, the connection point between the wind up link and the lower arm is located on the rear side in the front-rear direction of the vehicle body.
The tilt angle can be further increased to reduce the pulling or compressing forces acting on the winduplink. Therefore, the flexibility of the layout of the windup link can be improved.

Further, the invention according to claim 3 can obtain the effects according to claims 1 and 2, and since the caster change accompanying the wheel stroke increases at the time of bounding and rebounding as well, at the time of braking. , The caster trail increases when making a wheel stroke during acceleration or the like. Therefore, the tendency of the vehicle to understeer increases, and the straight running performance can be improved.

Further, during turning, the front suspension device on the inside wheel side of the turn is in a rebound state, and the front suspension device on the outside wheel side of the turn is in a bound state, but the caster angle increases during both bound and rebound. The change in camber is a positive camber angle on the inner turning wheel side and a negative camber angle on the outer turning wheel side. Therefore, the camber angle to the ground of the wheel is reduced, so that the turning performance, especially the steering response can be improved.

Further, the invention according to claim 4 is based on claim 3.
On the turning inner wheel side, the wheel-side connecting point of the upper arm moves to the outer side in the vehicle width direction and the upper portion of the wheel support member moves to the outer side in the vehicle width direction on the turning inner wheel side. Since a positive camber is attached to the wheel and the wheel on the turning inner wheel side touches the ground perpendicularly to the ground, steering stability can be improved.

[Brief description of drawings]

FIG. 1 is a perspective view showing a front suspension device of the present invention.

FIG. 2 is a side view showing the front suspension device of the present invention.

FIG. 3 is a perspective model view showing the behavior of the front suspension device during braking.

FIG. 4 is a side view model diagram showing the behavior of the front suspension device during braking.

FIG. 5 is a side view model diagram showing an input that acts on a wind uplink during braking.

FIG. 6 is a model diagram showing a change in casters according to a wheel stroke of the front suspension device of the present invention.

FIG. 7 is a plan view model diagram showing the front suspension device during turning.

FIG. 8 is a front view model diagram showing the front suspension device during turning.

FIG. 9 is a side view model diagram showing the behavior of the conventional front suspension device during braking.

[Explanation of symbols]

10 wheel 11 wheel supporting member 12 the upper arm 12a upper arm of the wheel-side connecting points 13b ₁ of the vehicle body-side coupling point 13 lower arm 13a lower arm of the wheel-side connecting points 12b upper arm, 13b ₂ lower arm body side coupling point 15 windup link 15a first connection Point (connection position of wind up link and lower arm) 15b Second connection point (connection position of wind up link and upper arm) 13c Standing part of wind up link B Camber angle C Wheel center D ₁ , D ₂ , D ₃ caster Trail P ₁ Upper arm axis P ₂ Lower arm axis passing through two vehicle body side connection points P ₃ Wind up link axis θ Inclination angle δ ₁ , δ ₂ , δ ₃ Caster angle

Claims (4)

[Claims] 1. A wheel-side connecting point of an upper arm and a lower arm is swingably connected to the upper and lower sides of a wheel support member that rotatably supports a wheel, and the upper arm extends inward in a vehicle width direction and is connected to a vehicle body side thereof. A point is swingably connected to a member on the vehicle body side, the lower arm is spaced apart substantially parallel to the upper arm and extends inward in the vehicle width direction, and two vehicle body side connection points spaced apart in the front-rear direction of the vehicle body are provided. , Connected to the vehicle body side member so as to be rotatable about an axis extending in the front-rear direction of the vehicle body, and between the upper arm and the lower arm,
In a front suspension device in which a wind up link is connected so as to be capable of relative swing, a connection position between the wind up link and the lower arm is a plane including a wheel side connection point of the lower arm and two vehicle body side connection points. A front suspension device, which is located at a higher position. 2. The front suspension device according to claim 1, wherein the connecting position of the wind up link and the lower arm is substantially the same height as the wheel center. 3. The front suspension according to claim 1, wherein, in the front-rear direction of the vehicle body, the connecting position of the wind up link and the lower arm is located behind the position of the wheel-side connecting point of the lower arm. apparatus. 4. The front suspension device according to claim 3, wherein the vehicle body side connection point of the upper arm is located rearward of the wheel side connection point of the upper arm in the front-rear direction of the vehicle body.