CZ2017327A3 - A device for car and/or aircraft wheel suspension - Google Patents

Abstract

BACKGROUND OF THE INVENTION The present invention relates to a device for suspending a car wheel and / or an airplane, with a suspension mechanism for gripping the wheel and attaching it to the frame, wherein the suspension mechanism (1) arranged in the plane (3) of the wheel suspension (6) is connected to a straight line mechanism (2) arranged in a straight line (4) with a spherical joint (5) and attached to the frame (10). The wheel suspension plane (3) forms an acute angle with the straight line plane (4). The plane of the wheel (6) is perpendicular or parallel to the plane (3) of the wheel suspension (6). The suspension mechanism (1) is formed by at least one parallelogram and a direct-acting mechanism (2) by at least one rotary arm connected to the parallelogram by a spherical joint (5) and a frame (10) by a rotary joint. In a device having a plane of the wheel (6) perpendicular to the plane (3) of the wheel suspension (6), the suspension mechanism (1) comprises at least one parallelogram in a plane perpendicular to the plane (3) of the wheel suspension formed by the arm (1) and the spherical joints (1) and (1).

Description

The invention relates to a device for suspending a car and / or aircraft wheel, with a suspension mechanism for holding the wheel and attached to the frame.

Prior art

At present, we can find a large number of different types of wheel suspension and especially a large number of their specific forms according to the specific use. For simplicity, it is advisable to classify these suspensions into several groups. From the point of view of kinematics, the most suitable criterion seems to be the number of serially arranged inserts, which contains the kinematic chain on the way from the wheel to the vehicle frame. The number of these elements greatly affects the properties of such a suspension.

The basic development stage is the insertion of one member between the wheel and the frame, which can generally be referred to as a suspension with one inserted member. The actual implementation can in principle be realized in only two forms, on the basis of a cylindrical (sliding) or rotational connection between the frame and the insert member, to which the wheel is attached by a rotary connection. Suspensions formed by a rotational connection between the frame and the inserted member, in this case a half-axle, are still used today in the form of a swinging, angular or crank axle. The dominant feature of a cylindrical (sliding) suspension is the purely linear movement of the wheel and the zero change in deflection redeemed by considerable bending stress. In the case of rotational coupling, on the other hand, the dominant properties include the movement of the tire-road contact surface relative to the frame in the transverse or longitudinal direction (or a combination thereof) (Hetteen, Allan. Off-road vehicle wheel suspension. U.S. Patent No. 3,653,455, 1972).

The next stage of development can be the insertion of another element into the mechanism between the frame and the wheel. In this case, a string is created that reads: frame - system of arms or struts - bars - wheel. Here again, a distinction can be made between mechanisms containing rotational (spherical) bonds and mechanisms containing sliding bonds. In practice, the suspension is realized by means of various combinations of five elements (each element takes one degree of freedom) so as to create a mechanism with one degree of freedom allowing the vertical movement of the spring representing the spring. The five-element suspension theory is described in detail in (Milliken, William F .; Milliken, Douglas L. Race car vehicle dynamics. Warrendale: Society of Automotive Engineers, 1995).

The most common examples of this suspension are a trapezoidal suspension with two arms (each representing two elements) and one control rod, a McPherson suspension (MacPherson, Earle S. Wheel suspension for motor vehicles. U.S. Patent No. 2,660,449, 1953) with a lower arm (2 elements). strut (2 elements) and a control rod or five-element suspension containing five separate arms. All of these mechanisms include elements attached to the store and to the bar by a pair of spherical bonds, or a combination of spherical and rotational bonds. Due to the existence of at least one element which is connected to both the frame and the bar by a spherical bond, the dominant feature is still the movement in a circle. The individual points of the bar and thus also the wheels of these suspensions thus perform a movement along a circle, more precisely a movement along a general spatial curve with a finite large instantaneous radius of trajectory in all positions. During suspension, the wheel moves transversely and longitudinally, changes in deflection, or changes in toe-in as a result of movement along curved trajectories.

The last stage of development is the addition of at least one additional element to the system. This creates a string that reads: frame - system of arms (always at least two in series) - bars - wheel. This arrangement allows us to detach from the movement in a circle and thus to choose the movement of the wheel independently in a much wider area. If we consider the suspension, which consists mainly of two main arms (upper and lower) between the frame of the bar, it is possible to modify the upper, lower or both of these arms by adding other inserted elements. The use of multiple inserts in the upper arm area is shown by these

- 1 CZ 2017 - 327 A3 patents. The patent (ORTON, Kevin R. High performance automobile suspension. U.S. Patent No. 5,324,056, 1994) discloses an insert element with a sliding connection to a frame, the movement of which is further derived from both lower arms of the entire axle. A patent (PORSCHE, F. Independent Front Suspensions. UK Patent No. 1239724, 1971) describes an insert with a rotational connection to a frame. whose movement is derived from the lower arm. More inserts in the lower arm area are described in a patent (CHRISTENSEN, Assar. Wheel suspension for wheeled vehicle. US Patent No. 7,950,680, 2011) and also in a patent (KRÓPFL, Peter; SCHIMPL, Walter. Rear-axle suspension for motor vehicles involving the use of U.S. Patent No. 7,338,057, 2008), which replaces a pair of lower arms for both wheels of one axle with one common arm attached to the frame and other elements. Considering the suspension, which consists of a McPherson strut and one lower arm, another member can be inserted in both the lower arm area and the McPherson strut area. These variants are described in the following patents: AKIRA, H. Strut Type Suspension, Jap. Patent No. 6328707, 1988; AKIRA, H. Strut Type Suspension, Jap. Patent No. 2155813, 1990; SANTO, Toshiyasu. Strut type suspension. U.S. U.S. Patent No. 4,995,633, 1991.

In specific cases, movement in a circle can be partially eliminated without additional elements. Patents WAGNER, J. Todd. Zero role suspension system. U.S. Patent No. 6,550,797, 2003; HARRIS, Trevor L. Rear wheel suspension for a bicycle and bicycle equipped therewith. U.S. U.S. Patent No. 5,452,910, 1995; VENTON-WALTERS, Roy. Modular metamorphic vehicle. U.S. Patent No. 8,376,077, 2013. All these solutions are based on planar mechanisms transferred to space, where the fulfillment of favorable conditions in the plane is always worsened.

It is an object of the present invention to provide a solution in which the wheel suspension mechanism allows a large path of movement of the wheel in the vertical direction with direct movement without changing the inclination and with limited forces acting in the mechanism. It is a solution suitable for cars and aircraft.

The essence of the invention

The essence of a device for suspending a car and / or aircraft wheel, with a suspension mechanism for attaching the wheel and attached to the frame, consists in that the suspension mechanism arranged in the plane of the wheel suspension is connected to the directly water mechanism arranged in the plane directly by the water spherical joint and attached to the frame. , the plane of the wheel suspension making an acute angle with the plane of the guide. The plane of the wheel is perpendicular or parallel to the plane of the wheel suspension. The suspension mechanism is formed by at least one parallelogram and the direct guide mechanism by at least one rotary arm connected to the parallelogram by a spherical joint and to the frame by a rotary joint. In a device with a wheel plane perpendicular to the wheel suspension plane, the suspension mechanism comprises at least one parallelogram in a plane perpendicular to the wheel suspension plane formed by one arm and three spherical joints.

Individual alternative embodiments of a device for suspending a wheel of an automobile and / or an aircraft are given in the exemplary embodiments and in the claims.

Explanation of drawings

The attached figures schematically show a wheel suspension according to the invention, where Fig. 1 shows a generalized embodiment, Fig. 2 shows one of the possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 3 shows one of the other possible variants of wheel suspension with by tilting the suspension mechanism, Fig. 4 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 5 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism

-2EN 2017 - 327 A3 mechanism, Fig. 6 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 7 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 8 shows one of the possible variant of the direct water mechanism, Fig. 9 shows one of the other possible variants of the direct mechanism, Fig. 10 shows one of the other possible variants of the direct mechanism, Fig. 11 shows one of the other possible variants of the suspension mechanism, Fig. 12 shows one of other possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 13 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism, Fig. 14 shows one of the other possible variants of wheel suspension with tilting of the suspension mechanism.

Examples of embodiments of the invention

Fig. 1 schematically shows a device for suspending the wheel of a car and / or an aircraft. The suspension mechanism 1 of the wheel 6 is arranged in the basic rest position in the plane 3, during its movement the movement of the spherical joint 5 is converted into the movement of the wheel 6.

The guide mechanism 2 ensures the movement of the spherical joint 5 along a vertical or approximately vertical line in the plane 4. The plane 3 and the plane 4 form an acute angle α. The plane of the wheel 6 is perpendicular to the plane 3. The suspension mechanism 1 and the guide mechanism 2 are connected to the frame 10. The spherical joint 5 connects the suspension mechanism 1 with the direct guide mechanism 2.

The suspension mechanism 1 is designed as a planar mechanism in the plane 3, but its spatial realization, especially with the exclusion of overdetermination, allows its partial deviation from the plane 3 during movement. The guide mechanism 2 is also designed as a planar mechanism in the plane 4, but its spatial realization, especially with stereostatic certainty, allows it to partially deviate from the plane 4 during movement.

The suspension mechanism 1 has three degrees of freedom, the guide mechanism 2 has one degree of freedom, after their connection by the spherical joint 5 the resulting mechanism of the device for suspending the wheel of a car and / or an aircraft has one degree of freedom. The advantage of these mechanisms is that the favorable property of the suspension mechanism 1 starting from the plane 3 is ensured in space by the movement of the guide mechanism 2 starting from the plane 4. Thus the problem of transition of the suspension mechanism 1 from the plane mechanism to the space mechanism is ensured by the action of the second guide mechanism 2 and vice versa.

The function of the device is as follows. The spherical joint 5 moves approximately in a straight line thanks to the guide mechanism 2. This movement is transmitted by the suspension mechanism 1 to the movement of the wheel 6. The plane of the wheel 6 is either perpendicular to the plane 3, as seen in Fig. 2 or parallel to the plane 3. as can be seen, for example, in FIG. 7.

Fig. 2 schematically shows one of the embodiments of the mechanism of the device for suspending the wheel of the car and / or aircraft of Fig. 1. The suspension mechanism 1 is based on a parallelogram formed by arms h, I4, h, interconnected spherical joints h, 5, I7 and rotary joint I3. To the frame, the suspension mechanism 1 is fixed by a rotary joint 11. The arm ₁₈ carries the wheel 6 of the car and / or the aircraft. The parallelism of the plane of the wheel 6 with the arm aa ₁₈ is ensured by a parallelogram with the arm Ijq and spherical joints 1n, 1n, 17 lying in a plane perpendicular to the plane 3. The guide mechanism 2 is based on a rotating arm 2 whose end point moves in a circle approaching line for smaller angles of rotation. The guide mechanism 2 is attached to the frame

-3EN 2017 - 327 A3 rotary joint 2i. The suspension mechanism 1 is connected to the directly water mechanism 2 by a spherical joint 5. The diagram does not show a spring and a damper for providing the suspension function of the wheel suspension.

If we denote the center of the spherical joint 5 as point A, the distance of point A from the axis of rotation of the rotary joint 2__i as ai and the distance of point A from the center of spherical joint £ 5 as a2, then the deflection of point A is dzA denotes the magnitude of vertical movement of point A. _{Ay the} position of point A with respect to the rest of the mechanism in the y direction will then depend only on the magnitude of the previous deviation Δ _ΑΧ not on the movement in the vertical direction, ie

A /> · '

Although the deviation A _Ay in the y direction is reflected in the movement of the wheel 6 multiplied in a certain ratio, which results from the essence of the parallelogram, this effect can be minimized by a suitable choice of the dimensions of the mechanism.

Fig. 3 is similar to the mechanism of Fig. 2, but with an exchange of the spherical joint I7 and the rotary joint £ 3. Again, the parallelism of the plane of the wheel 6 with the arm h and h is ensured by a parallelogram with the arm 10 and the spherical joints £ 9, £ h, 1 ^.

Fig. 4 shows another similar mechanism of Fig. 2, but the parallelism of the wheel plane 6 with the haf arm is ensured by a McPherson guide lying in the plane 3 or in a plane parallel to it, i.e. a spherical joint 11, a sliding guide 8,9 and a parallelogram with the arm. £ 10 and spherical joints I9, £ h, 7 lying in a plane perpendicular to plane 3.

Another solution is shown in Fig. 5. Here, the suspension mechanism 1 is realized by the upper part of the parallelogram of the suspension mechanism formed by arms 12 and U and the lower part of the parallelogram of the suspension mechanism formed by arms I12 and I4, which are independently connected to frame 10 by rotary joints 11 and 13. These two parts are connected to each other by the arms 1g and £ 14 and the spherical joints 5, 17 and £ 17, £ 15. The parallelism of the wheel plane 6 with the arms £ g, £ 14, 1a, £ 12 is ensured by a parallelogram with the arm £ 10 and spherical joints 1% 111, I7 lying in a plane perpendicular to the plane

3.

Fig. 6 is similar to the solution of Fig. 5. The suspension mechanism 1 is realized by the upper part of the parallelogram of the suspension mechanism formed by the arms and the lower part of the parallelogram 40 of the suspension mechanism formed by the arms I12 and I4, which are independently connected to the frame 10 by rotary joints E1 and E4. 13. The two parts are connected by arms £ g and £ 14 connected by spherical joints £ 19, £ 7 and £ 17, £ 15. The arms 16 and 18 are doubled by the arms £ 16 and £ Ig with spherical joints £ 21 and £ 23. To these arms £ 16 and £ Ig is connected via a spherical joint 5 a guide mechanism 2 formed by an arm 22. The parallelism of the wheel plane 6 with the arms £ g, £ Ig, £ 14, £ 2, I12 is ensured by a parallelogram with the arm £ 10 and spherical joints. £ 9, £ 11, £ 7 lying in a plane perpendicular to the plane

3.

Fig. 7 is the mechanism of Fig. 2, where the plane of the wheel 6 is parallel to the plane 3 of the parallelogram £ 2, I4, is, 10, which does not require a mechanism for maintaining the parallelism of the plane of the wheel 6 with the arms £ 1 and £ s.

In the given mechanism, the tilting of the arm I4 is not transmitted to the tilting of the plane of the wheel 6.

Fig. 8 schematically shows another primary mechanism 2 in a three-dimensional embodiment with

-4EN 2017 - 327 A3 by eliminating overdetermination, when the mechanism has one degree of freedom only with special dimensions. Two arm ₄ carrying the spherical joint 5 is partly connected via a rotary joint 23, the arm 2 ^ 2_i and rotational joint to the frame 10 and via the spherical joint 2s, shoulder and the spherical joint 2 g 2? to the frame 10.

Fig. 9 schematically shows another direct guide mechanism 2 in a three-dimensional embodiment with the exclusion of overdetermination. The arm 2 ₄ carrying the spherical joint 5 is connected to the frame 10 on the one hand via the rotary joint 23, the arm 2o and the rotary joint 21 and on the other hand via the spherical joint 2s, the arm 2,6 and the spherical joint 21.

Fig. 10 schematically shows another direct guide mechanism 2 in a three-dimensional embodiment with the exclusion of overdetermination. Two arm ₄ carrying the spherical joint 5 is connected to frame 10, partly through rotary joint 23, an arm 2.2 and a rotary joint 2i and via the spherical joint 2s, 2.6 and arm spherical joint 2γ.

Fig. 11 schematically shows another suspension mechanism 1 in a three-dimensional embodiment with the exclusion of overdetermination. It consists of two interconnected parallelograms. One parallelogram is formed by arms 1, 1, 1, 1g interconnected by spherical joints 15, 17 and rotary joints 1j, X1, X9. The second parallelogram consists of arms 1, 1, 12, X 10, 1g connected by spherical joints In, 5, I13 and rotary joints X1, I9. The suspension mechanism X is fixed to the frame 10 by means of a common axis of rotation of the rotary joints X1 and X9. The arm ₁₄ carries the wheel 6 of the car and / or the aircraft and the arms I10 and X12 are connected to the spherical joint 5. With regard to the tilting of the arms ₁₄ , the plane of the wheel 6 must be parallel to the plane 3 of the suspension mechanism.

Fig. 12 schematically shows a modification of the wheel suspension mechanism of Fig. 7 to allow the wheel suspension mechanism to be tilted, which is required for aircraft to accommodate the wheel suspension mechanism in the fuselage or wing of the aircraft. In this case, the tilting of the mechanism is ensured by rotating around the rotary joint 13 on a general axis attached to the frame 10 to which the rotary joint 11 of the suspension mechanism L is attached. The rotary joint 13 is fixedly connected to the axis of the rotary joint Xi not attached to the frame 10. Fig. 7. The rotation in the rotary joint 13 is controlled by a drive, which is not shown in Fig. 12. It can be either a rotary electric motor on the axis of the rotary joint 13 or some hydraulic strut acting around the axis of the rotary joint 13. After tilting or tilting the mechanism, the movement in the rotary joint 13 is stopped. Here, the general position of the axis of the rotary joint 13 relative to the axis of the rotary joint Xi is shown. This position can be coaxiality, parallelism, divergence, non-parallelism.

Fig. 13 schematically shows another modification of the wheel suspension mechanism of Fig. 7 so that the wheel suspension mechanism can be folded down, which is required for aircraft to accommodate the wheel suspension mechanism in the fuselage or wing of the aircraft. In this case, the tilting of the mechanism is ensured by rotating around the rotary joint 13 on a general axis mounted in the frame 10, to which the rotary joint 2i is directly attached to the water mechanism 2. The rotary joint 13 is fixedly connected to the axis of the rotary joint 2i which is not attached to the frame as in Fig. 7. The rotation in the rotary joint 13 is controlled by a drive, which is not shown in Fig. 13. It can be either a rotary electric motor on the axis of the rotary joint 13 or some hydraulic strut acting around the axis of the rotary joint 13. After tilting or tilting the mechanism, the movement in the rotary joint 13 is stopped. Here, the general position of the axis of the rotary joint 13 relative to the axis of the rotary joint 2i is shown. This position can be coaxiality, parallelism, divergence, non-parallelism.

Fig. 14 schematically shows a similar to the mechanism of Fig. 13, where the tilting of the wheel suspension mechanism into the fuselage or wing of the aircraft is secured by sliding around the rotary joint 13 by sliding in a sliding guide 14 in a general axis mounted in the frame 10 to which the rotary joint 2i. The feed in the sliding guide 14 is controlled by a drive, which is not shown in FIG. It can be either a rotary electric motor with a moving screw or some hydraulic struts acting on the sliding guide 14. After tilting or tilting the mechanism, the movement in the sliding guide 14 is braked. The general position of the axis of the sliding guide 14 relative to the axis is shown here

-5 CZ 2017 - 327 A3 rotary joint 2i. This position can be coaxiality, parallelism, divergence, non-parallelism.

The invention is intended in particular for large suspension movements of a car and / or aircraft suspension with small deviations from the rectilinear displacement of the wheel.

When parallelism or perpendicularity is used in this application, it also means approximate parallelism or perpendicularity, because various manufacturing inaccuracies or larger movements of the mechanism only lead to an approximate fulfillment of these geometric conditions.

All the variants described can be combined with one another. The device is equipped with the necessary number of springs and dampers to provide the suspension function of the wheel suspension and actuators to provide the function of tilting the suspension. The device is optionally controlled by a computer.

Claims (15)

Device for suspending a wheel of a car and / or aircraft, with a suspension mechanism for attaching the wheel and attached to the frame, characterized in that the suspension mechanism (1) arranged in the plane (3) of the wheel suspension (6) is connected to the guide mechanism (2) arranged in the plane (4) directly to the water by a spherical joint (5) and attached to the frame (10), the plane (3) of the wheel suspension (6) making an acute angle with the plane (4) of the guide. Device according to claim 1, characterized in that the plane of the wheel (6) is perpendicular or parallel to the plane (3) of the wheel suspension (6). Device according to claims 1 and 2, characterized in that the suspension mechanism (1) is formed by at least one parallelogram and the direct guide mechanism (2) by at least one rotary arm connected to the parallelogram by a spherical joint (5) and a frame (10) by a rotary joint. Device according to claim 3, with the wheel plane (6) perpendicular to the wheel suspension plane (3), characterized in that the suspension mechanism (1) comprises at least one parallelogram in a plane perpendicular to the wheel suspension plane (3) formed by the arm (6). 1 io) and spherical joints (b) and (ln). Device according to claims 1 to 4, characterized in that the plane of the wheel (6) is perpendicular to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (h, h, 10, ls) , wherein the arms (b) and ( ₁₄ ) are connected together by a rotary or spherical joint (13), the other end of the arm (12) being connected to the frame by a rotary joint (11) and the other end of the arm (I4) being connected via a rotary or spherical joint. a spherical joint (I7) with a wheel 6 and the arms (ú) and (I2) are connected together by a spherical joint (5) and the other end of the arm (h) is connected to the arm (I2) by a spherical joint (I5), the arm (ls) it is firmly connected to the wheel (6) and to the spherical joint (111) connected via the arm (110) and the spherical joint (I9) to the arm (1 ₄ ). Device according to claims 1 to 4, characterized in that the plane of the wheel (6) is perpendicular to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (I2, h, 10, 1 s). ), wherein the arms (I2) and ( ₁₄ ) are connected together by a rotary or spherical joint (13), the other end of the arm (12) being connected to the frame by a rotary joint (11) and the other end of the arm (I4) being connected via a rotary joint. or a spherical joint (I7) with a wheel 6 and the arms (ú) and (ls) are connected together by a spherical joint (5) and the other end of the arm (h) is connected to the arm (I2) by a spherical joint (I5), the arm (ls) ) is firmly connected to the wheel (6) and via a rotary joint (17), a spherical joint (In), an arm (110) and a spherical joint (I9) to the arm (1 ₂ ). Device according to claims 1 to 4, characterized in that the plane of the wheel (6) is perpendicular to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (I2, h, 1ó, ls) , wherein the arms (12) and (14) are connected together by a rotary or spherical joint (13), wherein - 6 EN 2017 - 327 A3 the other end of the arm (12) is connected to the frame by a rotary joint (11) and the other end of the arm (14) is connected via a rotary or spherical joint (h) to a sliding guide (8), (9) mounted in the frame by a spherical joint (11) and the wheel (6), wherein the sliding guide (8) is connected via a spherical joint (111), an arm (110) and a spherical joint (19) connected to the arm (1 _4). Device according to claims 1 to 4, characterized in that the plane of the wheel (6) is perpendicular to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (1 ₂ , h, 16, 1 s), wherein the arm (I4) is connected to the arm (1 ₂ ) via a rotary joint (13) and the arms (112) and (114), wherein the arm (11 ₂ ) is connected at the opposite end via a rotary joint (113) to frame (10) and the arm (114) is connected to the arm (11 ₂ ) and (I2) by spherical joints (112) and (117), the arm (1s) being connected to the wheel (6) and to the arm (14) by a spherical joint joint (I7) and on the one hand via an arm (110) connected to the arm (ls) and to the arm (1 ₄ ) by a spherical joint (In) and (19). Device according to claim 8, characterized in that the rotary joint (I5) is connected to a spherical joint ( ₁₂ i) connected by an arm (110) parallel to the arm (h), to a spherical joint (5) which is connected by an arm (press), parallel to the arm (h), and via a spherical joint (123) with a spherical joint (17). 10. Apparatus according to claim 3-4, characterized in that přímovodný mechanism (2) is formed by a triangular arm (2 _4), one of whose vertex is associated with a spherical joint (5), a second peak having a rotary joint (2 ₂₎ and the third apex with spherical joint (2s), wherein the rotary joint (2s) is _{connected by an arm (2 2} ) via a rotary joint (2i) by a scar (10) and the spherical joint (2s) is connected by an arm (2ó) via a spherical joint (2?) with frame (10). Device according to claims 3 to 4, characterized in that the direct guide mechanism (2) is connected by an arm (24) to a spherical joint (5) and to a rotary joint (2s), between which and a spherical joint (5) a spherical joint ( 2s), wherein the rotary joint (2s) is connected to the frame (10) by an arm (22) and a rotary joint (2i) and the spherical joint (2s) is connected to the frame (10) by an arm and a spherical joint (2?). 12. Apparatus according to claim 3-4, characterized in that přímovodný mechanism (2) is an arm (24) connected to the spherical joint (5) arranged between the rotary joint and a spherical joint (2s), wherein a rotary joint through the shoulder (2 ₂ ) and the rotary club (2i) is connected to the frame (10) and the spherical joint (2s) is connected to the frame (10) via the arm (2s) and the spherical joint (2?). Device according to claims 1 to 3, characterized in that the plane of the wheel (6) is parallel to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (1 ₂ , 1 ₄ , 1 6, 1 s), where the arms (1 ₂ ) and (1 ₄ ) are connected together by a rotary joint (I3), the other end of the arm (1 ₂ ) being connected to the frame by a rotary joint (11) and the other end of the arm (I4) being connected via a spherical joint (I7) with a wheel 6 and the arms (1e) and (ls) are connected together by a spherical joint (5) and the other end of the arm (1 6) is connected to the arm (1 ₂ ) by a spherical joint (I5), one end of the arm (1 ₂ ) is connected via a rotary joint (11) to the frame (10). Device according to claim 13, characterized in that the suspension mechanism (1) and / or the guide mechanism (2) are connected to the frame (10) via one or two rotary joints or a rotary joint and a sliding guide, the axis of the rotary joint or the sliding guide. the guide connecting the suspension mechanism (1) and / or the direct guide mechanism (2) by a seam is coaxial or divergent or non-parallel to the axis of the rotary joint connecting the direct guide mechanism (2) and / or the suspension mechanism (1) to the frame. Device according to claims 1 to 3, characterized in that the plane of the wheel (6) is parallel to the plane (3) of the wheel suspension (6) and the parallelogram of the suspension mechanism (1) is formed by four arms (1 ₂ , 1 ₄ , 1 6, 1 s), where the arms (1 ₄ ) and (1ó) are connected via a spherical joint (15) to a wheel (6) and the arms (1 ₂ ) and (h) are connected via spherical joints (lu) and (113) to a spherical joint (5), wherein the arm (12) and -7 EN 2017 - 327 The A3 arm (Is) is connected to the frame (10) via a rotary joint (11) and a rotary joint (I9) with a common axis of rotation.