FI125664B - Vehicle wheel suspension arrangement - Google Patents

Description

VEHICLE WHEEL SUSPENSION SYSTEM

The invention relates to a vehicle wheel suspension arrangement as defined in the preamble of claim 1.

The solution according to the invention is particularly well suited for vehicles intended for off-road use. In such vehicles, such as various work and forestry machines, the characteristics of the wheels and the tires, as well as the suspension solutions of the wheels, are important as they have a major influence on how the vehicle travels on potentially rough terrain. The traction between the tires and the chassis must be good so that the wheels do not slip on poor terrain. In addition, the wheels and tires must also be suitable for moving on uneven ground and crossing various obstacles, whereby the suspension of the wheels is crucial. The biggest problem with off-roading is known to be skidding the wheels and crossing various obstacles, which makes it difficult to cross the terrain. There is also a problem with prior art tire structures in which the tires must be fitted with a rigid body to provide sufficient counter-force to the force exerted by the load-bearing and barrier. This countermeasure is created almost entirely by an increase in tire pressure and is directed to the entire inner part of the tire. In order to keep the tire surface deformation at a moderate level, a rigid structure and high air pressure, which in turn stiffen the adaptability of the contact surface, must be used. Thus, the tire has only two load-bearing structures, i.e. the sides of the tire.

The object of the present invention is to eliminate the above-mentioned drawbacks and to provide a suspension arrangement for the wheels of a vehicle, which facilitates, among other things, the movement of various off-road vehicles on difficult terrain. The suspension arrangement according to the invention is characterized by what is set forth in the characterizing part of claim 1. Other embodiments of the invention are characterized in what is set forth in the other claims.

An advantage of the solution according to the invention is that it improves the grip of tires and the ability to overcome obstacles, for example, in vehicles used on difficult terrain, such as various work and forestry machines. This has the advantage that off-road vehicles will be easier to navigate on difficult terrain and will be able to move to more difficult locations. It is also an advantage that very light and low profile tires can be used, where the tire has very high lateral stiffness. In this case, the force exerted by one touch point does not substantially increase the internal pressure. At the same time, the point of contact retains its elasticity, i.e. it is better able to grip.

The invention will now be described in more detail with reference to the accompanying drawings, in which Fig. 1 is an oblique side and top view of one vehicle wheel suspension arrangement according to the invention with one wheel removed by way of illustration; Figure 3 is a rear view of one vehicle wheel suspension arrangement according to the invention, in which both wheels of one axle are shown in section, Figure 4 is a top view of one vehicle wheel suspension arrangement according to the invention, wherein one wheel of one axle is 5 is an oblique side and top view of a vehicle wheel suspension arrangement according to the invention, wherein one axle assembly Fig. 6 is a top view of one vehicle wheel suspension arrangement according to the invention in which one wheel of the axle body, for example due to an obstacle, is turned outwardly, Fig. 7 is a front view of one vehicle wheel suspension arrangement according to the invention Fig. 8 is a side elevational and schematic view of the wheel suspension arrangement of the vehicle according to the invention, Fig. 9 is an oblique rear view and schematic view of the wheel suspension arrangement of the vehicle according to the invention. 10, FIG. 10 is an oblique side and top view, cut and simplified, and schematically of one embodiment of the invention. 11 shows a schematic and simplified section of a cross-section of the ring of FIG. 10.

Figure 1 shows one suspension arrangement of the vehicle wheels according to the invention at one axle and obliquely viewed from the side and from above. The support arms 2 of the wheels 1 are pivoted from their first ends to the attachment piece 3 by means of a joint 12. The support arms 2 consist of two parts. In its basic position, for example, when the vehicle is on a flat surface, the first parts of the support arms 2, i.e. the body members 2a, which are hinged at their first ends pivotally to the axle joint 3, 2a turns slightly upward.

At the other end of each of the frame members 2a of each of the support arms 2, a second part of the support arms 2, i.e. a substantially semicircular or similar angular structure hanging part 2b is attached at its first end, initially pointing at its first part perpendicular to the downwards and at the same time obliquely towards wheel 1 almost immediately adjacent to its point of attachment. After this, the suspension part 2b of the support arm 2 passes substantially straight downward with its third part, and slightly more obliquely towards the wheel 1, after which the suspension part 2b turns backward, for example its rear part and still slightly more obliquely towards the wheel 1 the remainder of the arc being substantially semicircular. The fourth portion of the suspension member 2b forms the second end of the suspension arm 2b of the support arm 2 and extends at its free end in substantially the same position as the leading end of the first end of the suspension member 2b. As a whole, the suspension member 2b is a substantially semicircular arcuate portion disposed in an oblique position viewed from the front of the vehicle such that the upper first end of the suspension member 2b is closer to the longitudinal centerline of the vehicle than the lower end of the suspension member 2b within the rim 13 of the rim and at which one end of the suspension member 2b is provided for mounting the wheel 1.

The lower part of the suspension arm 2b of the support arm 2 has fastening lugs 4 and 5 for pivoting the suspension of the wheel 1. The first mounting lug 4 is located at one end of the hanging part 2b and extends from one end of the hanging part 2b towards the wheel 1. The second mounting bracket 5 is substantially radius of the arc of the suspension member 2b from the first mounting bracket 4 in the forward direction of the vehicle, and is secured to, e.g., the lower end of the third portion of the suspension member 2b . The free ends of the fastening lugs 4, 5 have connecting means for the ball joints 7 and 8 mentioned below.

The suspension bracket element 6 of the wheel 1 is connected to the lower lugs 4 and 5 of the other end of the suspension arm 2b by means of, for example, a ball joint 7, ball joints 8 and 9 and a plate-like connecting piece 10. The connecting piece 10 is connected to the mounting bracket 4 by a ball joint 8 and a hanging element 6 by a ball joint 9. In addition, the hub element 6 is provided with a hub motor 11, for example a hydraulic motor. The suspension element 6 and the motor 11 together form the bearing of the wheel 1. Each wheel 1 is associated with its own motor 11, which is attached to the center portion 13a of the rim.

The suspension element 6 of the wheel 1 and at the same time the wheel 1 is arranged to be pivotable and inclined within the limits allowed by the movement of the ball joints 7, 8 and 9 and the connecting piece 10. Due to the proper design of the support arm 2 and the appropriate pivoting, i.e. adjustment settings, of the suspension element 6, the wheel 1 can turn and tilt at quite large angles without the support arm 2 or suspension element 6 touching the inner surface of the rim 13 of the wheel 1. The support arm 2 is arranged to pivot at its first end about the joint 12 with respect to the connecting piece 3, whereby the wheel 1 can also move vertically up and down. Thanks to such a suspension arrangement, the wheels 1 follow very difficult terrain forms and obstacles very well when the vehicle is driven off-road.

The center axles of the first ball joint 7 and the second ball joint 8 are always in the same straight line, called the caster line CL, but the position of the third ball joint 9 relative to the above straight line and ball joint 8 changes with the rotation and inclination of the wheel. Thus, the ball joint 9 is rotated, like a conical sportsman, around a straight line formed by the ball joints 7 and 8, i.e. the caster line CL. In order to ensure a flexible and efficient operation, the joint 7 is located close to the inner edge of the rim rim 13, whereby the axle parts inside the rim rim 13 need ample space inside the rim rim 13. Due to the shape, positioning and dimensioning of the axle support structure, i.e. the adjustment settings, the attachment of the wheel 1 pivots and tilts to different positions as the center point of the ball joint 7, i.e. relative to the ball joint 7. The balloon levers 7 and 8 are arranged to distribute, in accordance with their leverage ratio, the load exerted on the wheel 1, which on a flat surface is substantially half at each of the joints 7 and 8, when the ball joints 7 and 8 divide the load approximately half. Seen from the side of the wheel 1, the ball joints 8 and 9 are on the first side of the vertical centerline of the wheel passing through the hub of the wheel 1 or rearward of said centerline, and the ball joint 7 is on the other side of the vertical centerline of the wheel 1.

The shock absorbers 14 and 15 also act as anti-tilt dampers and smooth and dampen the wheel tilt and pivot movement. The axle with wheels 1 is connected to the vehicle by means of a connecting piece 3. For example, a vehicle may have two, three, or four substantially identical axles in a row.

Fig. 2 is an oblique side and top view of one vehicle wheel suspension arrangement according to the invention in which both wheels of one axle are stationary, and Fig. 3 is a rear view of the same axle with both axles of the axle in cross section. In both figures, the axle bar and wheels 1 are in their rest position in a resting position and on a substantially flat surface. In particular, Fig. 3 clearly shows the oblique position of the suspension members 2b of the support arms 2, in which the suspension member 2b is inclined with the lower end of the suspension member 2b within the rim 13 of the wheel 1 below the rotation axis of the wheel 1 and the motor. At the same time, the lower end of the suspension part 2b is further away from the vehicle centreline, the center line of which, for example, has a pivot 12 of the support arms 2 in the connecting piece 3.

In addition, Figure 3 clearly shows that the tire profile is extremely low, which allows for good tire grip and good off-road capability. There is a sufficiently large space within the rim 13 of the rim in which a large part of the axle and its supporting structures are located, e.g. the suspension parts 2b of the support arms 2, with the exception of the upper part completely, and the suspension element 6 and the ball joints 7, 8 and 9, and the hub motor 11 mounted on the wheel 1 and the other end of the spring cylinder acting as shock absorber 14.

Fig. 4 is a top view of one suspension arrangement of a vehicle wheel 1 according to the invention, in which one wheel 1 of one axle is shown in section. Similarly, Fig. 5 is an oblique side and top view of one suspension arrangement of a vehicle wheel 1 according to the invention, in which one wheel 1 of one axle and a part of the axle are shown in section. Fig. 4 shows, among other things, that the ball joint 7 and the ball joint 8 on the same straight line CL are disposed substantially in the center line of the wheel 1 in the width direction of the wheel 1, although the ball joint 8 is not shown.

Fig. 6 is a top view of one suspension arrangement of a vehicle wheel 1 according to the invention, in which, for example, an axle-right wheel 1 is turned outwardly due to an obstruction. When the wheel 1 encounters an obstacle ball joint 7 carries substantially all the load exerted on the structure through the wheel 1 due to the dimensioning and construction of the support structure and the adjustment settings. When the wheel 1 encounters, the second wheel 1 of the obstacle shaft, due to the structure of the support shaft and the positioning of the ball joints 7-9, can turn outward or inward, for example, relative to its direction of travel, independently of the other wheel. When the wheel 1 is pivoted outwardly with respect to its direction of travel, the ball joints 8 and 9 are in the same plane, i.e. the ball joint 9 is rotated by the connecting member 10 towards the vehicle is above the ball joint 9. When the wheel 1 encounters an obstacle, the connecting piece 10 rotates either outwards or inwards and then upwards, depending on the shape of the obstacle, as a result of which the ball joint 9 rotates at a constant distance around the ball joint 8. This feature is to enable efficient operation of the wheel 1 in search of the mode of least resistance. In addition, it releases the surface of the tire from transverse forces as the wheel 1 is able to pivot when encountering lateral obstacles.

Thanks to the structure of the suspension arrangement according to the invention, the wheel is able to make a swinging motion in a vertical plane according to the direction of travel. For example, when there is an elevation in front of the wheel 1 on the right side of the axle, the connecting piece 10 first rotates sideways and finally, if necessary, pivots completely upside down with its base position so that the ball joint 8 below the ball joint 9 above. In this case, the wheel 1, which has encountered the elevation, is left behind another wheel 1 with the same axle without travel without turning the whole axle. In this situation, the support arm 2 of the wheel 1 that has encountered the elevation also rises upwards, pivoting about the joint 12. Due to the pulling moment of the wheel 1, the load on the wheel of the wheel 1 which has encountered the elevation has been transferred entirely to the ball joint 7. The ball joints 8 and 9, respectively, are unloaded when the connecting piece 10 of the balloon rod 9 is twisted upwards. This feature of the structure allows up to twice the torque, since the torque of the hydraulic motor 11 causes, in addition to the circumferential torque of the wheel 1, another equal torque through the wheel support, which tends to move the load point of the wheel 1 forward of the obstacle. This makes crossing the barrier easier.

Fig. 7 is a front view of one suspension arrangement of a vehicle wheel 1 according to the invention, in which both wheels 1 of one axle are shown in cross-section, and in which the wheels 1 are inclined to the side according to the terrain. Again, for the sake of clarity, the particular structure of the tires is not shown in this figure. In Fig. 7, the tilt movements of the wheels 1 and the support arms 2 are illustrated. Thanks to axle structure, dimensioning and ball joint placement, ie adjustment settings and special tire structure, the wheels 1 can adapt to both large terrain roughness and laterally, always matching the ground, obtaining the widest possible contact surface. This has the advantage, among other things, that the wheels 1, even on slippery surfaces, find small unevenness in the terrain to ensure good traction. The force exerted on the wheel 1 is distributed evenly over the tire and the wheel 1 is less damaging to nature than conventional wheel and tire solutions.

Figures 8 and 9 show schematically and simplified the principle of a vehicle wheel suspension arrangement according to the invention. The first ball joint 7 is central to the suspension arrangement according to the invention. Through the center of this spherical joint 7 are all axle lines in relation to which different functions occur while the vehicle is in motion. The wheel 1 rotates about its own central axis, i.e. its axis of rotation, by means of a hub motor 11, but operates in a new way just around the ball joint 7. The ball joints 7-9 have a spherical interior and interconnecting shells around it. This allows the ball joints 7-9 to operate between two different components.

The suspension arrangement according to the invention has essentially three basic settings, i.e. position, caster line setting and steering angle. Between the ball joints 7 and 8 there is one basic setting called the caster line CL. Correspondingly, the control line SL is arranged between the ball joints 7 and 9. In addition, the third line is the steering shaft line SA, around which the wheel 1 is laterally steered.

At rest, on a flat surface, weight is applied to the lever ratios resulting from the placement of the ball joint Lille 7-9 joints, which are shown schematically in Figure 8. Caster line SL joints 7 and 8 are secured to the suspension arm 2b of the support arm 2. From the ball joint 8, the weight is transmitted to the ball joint 9 via a connecting piece 10.

The position of the wheel 1 relative to the vehicle position follows the positions of the caster line CL and the guide line SL at various stages of vehicle movement. The lines CL and SL may also change position with respect to the inclination or steer of the wheel 1. Only the caster line CL is fixed and continuously follows the movement of the support arm 2 and the suspension part 2b and the resulting change of position. The ball parts of the ball joints 7 and 9 are attached to the suspension element 6 and the entire structure is hung on the wheel 1 hub. The ball portion of the ball joint 8 is secured to the mounting bracket 4 of the suspension arm 2b of the support arm 2. Correspondingly, the shell portions acting as connecting means for the ball joints 8 and 9 are attached to the connecting member 10. Correspondingly, from the wheel 1, the forces on the support arm 2 are exerted through the ball joints 7 and 9, whereby the ball joint 9 also functions as a responsive part controlled by the ball joint 8. The momentary change in the number of forces can be very large. Similarly, the resulting elasticities and trajectories can be very significant.

The key elements of the wheel suspension arrangement are the tilt, steering, shifting of the center of gravity and utilization of the counter-torque of the wheel 1. Center of gravity moves forward and backward area A between the direction of the arrow shown in Figure 8. The focus shifts either from the collision movement caused by the obstacle O or due to the increased resistance. The countermeasure value then exceeds the effect of the weight on the ball joints 8 and 9. As the function of the suspension arrangement changes due to the change of weight alignment and the lever ratios, the operation of the suspension arrangement, its rigid response speed and the steering of the wheel 1 can be adjusted by changing the position of the ball joints 7-9. As a result, the weight distribution on the ball joints 7-9 changes, and the position of the lines CL and SL relative to the point of contact between the wheel 1 and the chassis is changed.

One adjustment is the caster line CL. In normal use, the location of the ball joints 7-9 and the caster line CL are, for example, at or near the locations shown in Figures 8 and 9.

The default setting for the CL line is the angle to the driving direction. This angle, for example, is ascending relative to the horizontal, which is a positive positioning angle.

One control is the control line SL and its setting angle. The setting angle of the guide line SL adjusts the amount of steering of the wheel 1. Wheel 1 is fully responsive to setting angles and pedal forces. It responds only to the forces exerted by the chassis, depending on the lever ratios. Figure 9 illustrates the operation of the control line SL in principle. The speed and the amount of movement of the wheel 1 depend on the setting of the steering angle. The guidance on crossing an obstacle also changes many times during the crossing. Wheel 1 does not attempt to repel the obstacle, but is directed towards it, even if the obstacle is on either side of wheel 1. By tilting the wheel 1 will get a bigger and better grip on the obstacle. The smaller obstacles can simply pass the wheel 1 by tilting without affecting the height position of the ball joint 7. Due to the structure of the suspension arrangement, the wheel 1 always follows the movement path of the ball joint 7, including the inclination locked, whereby it is also steered itself. At very large steering angles, the ball joint 7 rises up to the height of the front edge of the wheel 1 and the center of gravity with it. This results in the ability to cross large obstacles, which is impossible for a rigid wheel. Combined with tilt and steering, the wheel dampens all forces and also suppresses longitudinal forces. It is precisely the change in relative speed caused by the trajectory that compensates for the longitudinal forces. Correspondingly, the tilt and steering of the wheel and the special construction of the tire dampen the lateral forces. In this way, the bike puts very little strain on the environment and leaves little, if any, trace.

As previously mentioned, the ball joints 7 and 8 are preferably viewed from above on the center line of the wheel 1 in the width direction of the wheel 1. In this case, the caster line CL is also on the center line of the wheel 1 in the width direction of the wheel 1. In the rest position, the lines CL and SL are parallel to each other, viewed from above. The point of contact of the wheel 1 with its base is in the middle of the ball joints 7 and 8 in the direction of travel of the vehicle. If wheel 1 encounters an obstacle, for example, to the right of said centerline, it will cause a torque to move the ball joint 9 to the left of the centerline. The wheel 1 will then steer to the right. At the same time, the wheel 1 is able to tilt and steer towards the obstacle. When the ball joint 9 is at the top of the circle shown by the dotted line in Fig. 9, the wheel 1 is rapidly guided. At the sides of the circle, for example at position 9a, backward elasticity is fast.

The problem with prior art suspension and tire structures is that the center of gravity of the vehicle is always at the center of the wheel, both laterally and in height. Under no circumstances will the focus change. Instead, in the structure according to the invention, the center of gravity always changes in the driving direction from the center line of the wheel 1, for example in the following situations: a) when starting, the counterweight being the vehicle and wheel mass. In this case, the mass of the wheel 1 even aids in the mirror ice to shift the center of gravity, b) whenever the driving resistance increases, for example due to an obstacle, over the lever ratio, c) by mechanical impulse, e.g.

In the structure according to the invention, the center of gravity is on the caster line CL between the ball joints 7 and 8. For this reason, a tire with the lowest profile profile is required. At the same time, the center of gravity of the vehicle shifts from the hub of the wheel 1 close to the surface of the chassis. It is this feature that is completely revolutionary compared to prior art solutions. When crossing an obstacle, the weight on the wheel must bend over the obstacle. The higher the barrier, the more power you need. This is the greatest disadvantage of the prior art structures. The focus is not shifted and the point of contact is likely to depart from the centerline. Hold capacity is always lost if the pace is not sufficient to overcome the obstacle. The extra power then only adds to the wheel slip.

In the structure according to the invention there are motors 11 acting as hub motors, which are located in the hub of wheels 1. The structure comprises a short drive shaft rotating the wheel 1 and the casings of the motor 11. The transmission counter-torque is then applied to the shells and both the torque generated by the motor 11 and the torque generated by the counter-torque are utilized in the double control angle sector. For example 2x15 = 30 degrees. This force cannot be exerted otherwise than by the suspension structure according to the invention.

Above, the operation of the suspension arrangement of the vehicle according to the invention has been explained in a simplified manner by showing the extreme positions of the individual movements. In practice, the operation of the wheel 1 involves all rocking and tilting movements simultaneously. In this case, the axle box automatically searches for the positions in the easiest mode of travel, and the tire surface is always optimally aligned with its tread, so that the load force is always in the normal direction of its bearing surface. This gives the best advantage of the low profile tire structure of the invention and its adaptability.

Figures 10 and 11 show in simplified and schematic form one of the rings used in the solution according to the invention. The tire has a very low profile and its elastic portion is built on the outer surface of a thin, e.g. metallic rim, such as a rim periphery 13, such that the tire comprises at least a metal rim portion and an inflatable elastic portion on its outer periphery. At the other edge of the inner periphery of the rim rim 13, preferably at or near the periphery, is a shallow reinforcing ring 13b extending toward the center axis of the rim 13 with mounting lugs 16 to which the center rim 13a and wheel hubs are secured by mounting holes 17 and suitable mounting means.

The resilient portion of the tire comprises a surface layer 22 having a suitable tread pattern and an air space 20 having an air channel 24 and a wall 25 separating the air ducts 24 consisting essentially of resilient material. The air space 20 consists e.g. of parallel air hoses 27 beneath the surface layer 22 by vulcanizing the outer surface of the rim circumference 13. Hereby, the wall 25 of resilient material comprises two opposite walls of an adjacent air hose 27, although there may also be some suitable filler material between the hoses. Closest to the outer surface of the rim rim 13 is a thin adhesive layer 18, which may also be, for example, Raw rubber applied to the outer surface of the rim rim 13. The periphery of the rim periphery 13 is also preferably turned slightly upward, which fold supports the outermost turns of the layer of air hoses 27 or similar air duct structures, either directly or via filler.

The outer surface of the adhesive layer 18 has a thin bonding layer 19 of fabric or similar material adapted to bind the air duct structures of the airspace 20, such as air hoses 27, and to support air hoses 27. The mutual engagement between the air hoses 27 and the air hoses 27 uniformly substantially across the rim 13 of the rim. Preferably, the air tubing 27 or other air duct structure is further supported by an entire ring-wide reinforcement layer 21, for example a cross-wound textile fiber layer. The top layer further comprises a surface layer 22, which may be, for example, a rubber patterned on its outer surface. The tread layer 22 binds all the tire surface structures together and also blocks any additional gaps in the air space 20, for example, between the air hoses 27 if necessary.

The profile ratio of the ring is freely selectable as determined by the diameter and shape of the air channels 24, or by the number of overlapping air channel layers. The diameter of the air hose 27 acting as the air channel 24 is preferably less than 50 mm. The air channel 24 may have a cross-sectional shape such as circular, rectangular or elliptical. The air ducts 24 of the air space 20 preferably consist, for example, of a structure having a single air hose 27 spirally wound on the outer surface of the rim periphery 13 so that each adjacent turn is either completely closed or there is a material disposed between adjacent turns. Thus, there may be a wedge-shaped rubber filling between the air hose turns or air ducts 24, such as pins both above and below, or there may be a flat flat rubber. The harder points between the air passages 24 remain elevated as the air-filled points become flexible. This can improve tire grip.

At the end of the peripheral air duct circuit at the outer periphery of the tire, e.g., the air hose circuit, there is an air valve 23 for filling air ducts 24. The preferred structure also has additional reinforcements of the peripheral, i.e., outer hose loop, which can be used as an additional reinforcing web of ribbon or twisted yarn. Additional reinforcements are advantageous e.g. in case the wheel 1 touches sharp rock or other obstacle while moving in the terrain.

The so-called "suspension" made possible by the suspension solution according to the invention and the new tire structure. the neutral contact is due to the self-steerability of the wheel 1. The ball joints 7 and 8 are attached to the support arm 2 and the ball joint 9 is attached to the hanging element 6 of the hub motor 11. The said neutral contact always maintains contact as close as possible to the rest friction. The tilt of the wheel 1 again divides the surface pressure at the point of contact and always takes a larger contact area than the old structures. This wheel does so completely under the conditions of the chassis, while the prior art wheel suspension structure only operates under the conditions of the wheel suspension. The tire according to the invention is capable of adapting to small unevenness of the chassis because it does not have a uniform rigid supporting structure. The load-bearing capacity is based on many tubular parts which together form the load-bearing capacity.

It will be apparent to one skilled in the art that the invention is not limited to the above example, but may vary within the scope of the following claims. Thus, for example, the articulation of the wheels need not be based on ball joints, but other types of articulation, such as pin-slip sleeve articulation, may be available.

It will also be apparent to one skilled in the art that the locations of the joints may vary from the above.

Claims (8)

An arrangement for wheel suspension in a vehicle, comprising a shaft system (2) provided with at least one coupling piece (3) to which the axle system is coupled to the vehicle, and at both ends of the axle system a wheel (1) arranged to be driven by an engine (11), the wheel (1) supported below the axis of rotation of the wheel (1) in the link arm (2), characterized in that the wheel (1) is supported in the link arm (2) with at least three joints (7-9), the center axes of the first (7) and the second (8) joints always being on the same straight line (CL) and the position of the third joint (9) in relation to the straight line (CL) and the second joint (8) are arranged to change when the wheel (1) is turned and / or tilted. Suspension arrangement according to claim 1, characterized in that the joints (8) and (9) are viewed from the side of the wheel (1) on the first side of the vertical center line through the hub of the wheel (1) and the joint (7) is located on the the other side of the vertical center line through the hub of the wheel (1). Suspension arrangement according to claim 1 or 2, characterized in that the third hinge (9) is connected to the second hinge (8) of the coupling piece (10) and is arranged to rotate about the second hinge (8) at a constant distance from it. the second joint (8) when the wheel (1) is turned and / or tilted. Suspension arrangement according to claim 1, 2 or 3, characterized in that the joints (7-9) are ball joints, of which the joints (7) and (8) are attached to the link arm (2) and the joint (9) is fixed in the The suspension element (6) of the motor (11) acting as a hub motor. Suspension arrangement according to one of the preceding claims, characterized in that the linking arm (2) is provided with an arcuate suspension part (2b), in the lower part of which the lower part of the suspension element (6) of the wheel (1) is fixed by means of the hinge. (7) and the joints (8) and (9) and the disc-like coupling piece (10), which coupling piece (10) is attached to the suspension part (2b) by means of the hinge (8) and the hinge (9) of the suspension element (6) , and that in addition to the suspension element (6) is attached the motor (11) which acts as a hub motor, which is, for example, a hydraulic motor. Suspension arrangement according to one of the preceding claims, characterized in that the hinge balls of the joints (7) and (9) are fixed in the suspension element (6) and the whole structure is suspended in the hub of the wheel (1) and the hinge ball of the hinge (8) is attached. in the suspension part (2b) of the link arm (2), and that the guide bowls of the joints (8) and (9) are attached to the coupling piece (10). Suspension arrangement according to one of the preceding claims, characterized in that the forces are arranged to be transmitted from the link arm (2) to the wheel (1) via the joints (7) and (8) and the joint (9) is arranged to function according to the situation. and that the forces are arranged to be transmitted from the wheel (1) to the link arm (2) via the joints (7) and (9) so that the hinge (9) also acts as a reactive part, which hinge (8) controls via the coupling piece (10). ). Suspension arrangement according to one of the preceding claims, characterized in that the wheels (1) fixed in the link arms (2) are provided with low profile tires, whose air volume (20) consists of a number of adjacent air ducts (24) which are separated from each other. of a substantially elastic wall material (25).