Hub module for motor vehicle, motor vehicle

Abstract

The invention relates to a wheel hub module (33) for a motor vehicle, having an electric drive device (1) and having a wheeled brake device (8), the wheel hub module (33) having a housing (34) with at least one first housing part (2) for the drive device (1), the wheeled brake device (8) having a brake disc (9) and an actuating device (35), the actuating device (35) being arranged in the housing part (2), the brake disc (9) being arranged in the housing part (2), and the actuating device (35) being arranged in the housing part (2). The actuating device (35) has at least one first brake piston (12), and wherein the first brake piston (12) is movably guided in the first brake cylinder (15) in the direction of the brake disc (9) and is operatively connected to a first brake pad (10) associated with the brake disc (9). According to the invention, the first brake cylinder (15) is integrally formed with the first housing part (2).

Description

Wheel hub modules for motor vehicles, motor vehicles Technical Field

[0001] The present invention relates to a hub module for a motor vehicle, the hub module having an electric drive device and a wheel braking device, wherein the hub module has a housing having at least one first housing component for the drive device, wherein the wheel braking device has a brake disc and a control device, wherein the control device has at least one first brake piston, and wherein the first brake piston is guided in a first brake cylinder in a movable manner toward the brake disc and is operatively connected to a first brake pad associated with the brake disc.

[0002] Furthermore, the present invention relates to a motor vehicle having at least one such hub module. Background Technology

[0003] Hub drives for electric drive systems in motor vehicles are known from the prior art, directly mounted to the vehicle's chassis, with the drive wheels typically screwed directly onto them. Hydraulic braking systems are also known from the prior art. Here, a distinction is made between two basic systems. On one hand, fixed caliper brakes are known, typically comprising at least two hydraulically operated brake pistons arranged on opposite sides of a brake disc. These pistons apply force to the brake disc via brake pads, thus causing the vehicle to decelerate. The two brake pistons are guided within brake calipers fixedly connected to the vehicle. On the other hand, floating caliper brakes are known, comprising at least one brake piston received within a brake caliper. Unlike fixed caliper brakes, the caliper of a floating caliper brake is not fixedly connected to the vehicle but is supported on a brake carrier fixedly connected to the vehicle, allowing the caliper to move perpendicular to the brake disc. This enables braking with only one brake piston.

[0004] The type of hub module mentioned at the beginning is also known from the prior art, in which such wheel brakes are arranged at the hub drive. For example, a hub motor drive mechanism is known from patent document EP 3 045 336 B1, which has a motor housing in which an electric motor is mounted, a brake disc, a pair of brake pads, and a brake caliper, wherein the brake caliper is a floatingly supported brake caliper, comprising: a brake caliper carrier fastened to the outer periphery of the motor housing; a brake caliper body, the brake caliper body being carried by the brake caliper carrier such that the brake caliper body is movable relative to the brake caliper carrier in the axial direction of the brake disc; and a pressure application mechanism, the pressure application mechanism being assembled in the brake caliper body and such that the pressure application mechanism presses one of the brake pads against the brake disc.

[0005] A braking structure for a drive device having a wheel drive is known from published document EP 3 858 649 A1. The braking structure includes: a wheel drive device having a hub bearing unit and a motor unit, wherein the hub bearing unit has a rotating ring and a fixed ring, the rotating ring being connected to a wheel and an element to be braked, the fixed ring being arranged coaxially with the rotating ring, and wherein the motor unit is configured to drive the rotating ring; a carrier element coupled to an element on the vehicle body side and mounted and secured to the fixed ring; and a brake mechanism holder disposed at the carrier element and carrying a brake mechanism configured to press and brake the element to be braked.

[0006] Publication JP 2012 025 291 A discloses a motor fastening structure for assembling a braking unit to a hub motor, wherein a retainer for the brake caliper is fastened to the motor housing, and wherein the brake piston is inserted into the brake caliper and connected to the brake pads.

[0007] Finally, a braking arrangement structure for a wheel hub drive of a vehicle is also known from published document DE 10 2019 118 659 A1. The braking arrangement structure has a housing section for fixing to a vehicle frame, a braking unit for generating braking torque, and an operating unit for transmitting braking force to the braking unit to generate frictional engagement between two brake mating members. The braking unit has a fixed brake mating member and a rotating brake mating member, wherein the fixed brake mating member is connected to the housing section, and the rotating brake mating member is connected to the drive shaft. Summary of the Invention

[0008] The prominent feature of the hub module according to the invention, having the features of claim 1, is that the first brake cylinder and the first housing component are integrally constructed. This allows the wheel braking device to be advantageously structurally integrated into the drive device, which serves as the hub actuator. Combined with the hub actuator, the hub module according to the invention enables a braking system with a smaller construction size, particularly with a fixed caliper, thereby allowing, for example, the mounting of brake discs with larger outer diameters. Furthermore, it provides a cost-effective solution, as a portion of the braking system is integrated into the housing of the hub actuator, thereby reducing manufacturing costs. It also reduces the weight of the braking system. Unlike the aforementioned publications, in this respect, the wheel braking device, specifically the first brake cylinder, is not simply fastened to a housing component associated with the drive device. More precisely, according to the invention, at least the first brake cylinder and the housing component are constructed in an integrated manner, such that the hub module is constructed with overall space-saving construction by correspondingly integrating the brake cylinder into the housing component of the drive device. Furthermore, the housing component of the drive device is therefore also constructed as part of the brake caliper of the wheel braking device. The freed-up structural space is thus used specifically to accommodate brake discs with larger radii, thereby achieving higher efficiency and braking effect. Wheel braking devices are particularly constructed as electromechanical wheel braking devices, in which the brake cylinder is equipped with an electromechanical actuator for displacement. Alternatively, wheel braking devices are classified as hydraulic wheel braking devices, in which the brake cylinder is equipped with an electro-hydraulic actuator as a pressure generator for displacement. For example, the actuators each have a motor and / or are operatively connected to the brake cylinder by means of a transmission mechanism, such as a planetary gear transmission mechanism or a screw transmission mechanism.

[0009] According to a preferred embodiment of the invention, the drive device has a motor with a stator, and the stator is arranged at, and particularly within, a first housing component. The first brake cylinder and the stator are then arranged at / within the same housing component. Thus, the drive device and the wheel braking device assembly form an advantageous structural unit. In particular, the drive device has a transmission mechanism arrangement, which is preferably also arranged within the first housing component.

[0010] A particularly preferred configuration is that the operating device has a second brake piston, which is movably guided within a second brake cylinder and operatively connected to a second brake pad associated with the brake disc. This second brake piston enables a particularly advantageous and feasible solution for increasing braking power.

[0011] According to a preferred embodiment of the invention, the brake pads are positioned on opposite sides of the brake disc. This advantageously ensures that the brake disc is subjected to load symmetrically. Alternatively, the brake pads are positioned on the same sides of the brake disc.

[0012] A particularly preferred configuration is that the housing has a second housing component connected to the first housing component, and the second brake cylinder is integrally constructed with the second housing component. The two housing components thus form a fixed caliper for the wheel brake device. The advantage of this is that the brake cylinders can be operated and replaced independently of each other.

[0013] According to a preferred embodiment of the invention, at least one first fluid conduit is constructed within the first housing component, the at least one first fluid conduit having a first opening leading to a first brake cylinder. This advantageously ensures that brake fluid is supplied to the brake cylinder without requiring an external fluid conduit outside the housing.

[0014] A particularly preferred configuration is that the first fluid line has a second opening leading to a first fastening region of the first housing component outside the first brake cylinder. The advantage of this is that the fluid line terminates remotely from the brake cylinder, allowing fluid to be supplied to the fluid line from the fastening region.

[0015] According to a preferred embodiment of the invention, at least one second fluid conduit is constructed in the second housing component, the second fluid conduit having a third opening leading to the second brake cylinder. This advantageously ensures that brake fluid is supplied to the brake cylinder without the need for an external fluid conduit outside the housing.

[0016] A particularly preferred configuration is that the second fluid line has a fourth opening leading to a second fastening region of the second housing component outside the second brake cylinder. The advantage of this is that the fluid line terminates remotely from the brake cylinder, allowing fluid to be supplied to the fluid line from the fastening region.

[0017] According to a preferred embodiment of the invention, the housing components are connected to each other at their respective fastening areas, such that the second and fourth openings are aligned with each other and the two fluid lines are fluidly interconnected. This advantageously ensures that the two brake cylinders are fluidly interconnected and can be supplied with brake fluid to the same extent. This creates continuous fluid lines, each formed at least partially by the first and second fluid lines.

[0018] A particularly preferred configuration is that the second fluid line has a fifth opening with a connecting region for guiding the fluid line, specifically to the fluid reservoir, to supply brake fluid to at least the second fluid line. The advantage of this is that brake fluid can be supplied to the fluid line particularly easily. If the two housing components are connected to each other, brake fluid can be supplied to both brake cylinders to the same extent. The brake fluid is thus introduced through the second housing component and guided not only to the second brake cylinder but also through the first housing component to the first brake cylinder.

[0019] According to a preferred embodiment of the invention, at least one third fluid conduit for cooling fluid is constructed within the first housing component, the cooling fluid being used to cool the drive unit and / or wheel braking unit. This type of fluid conduit for cooling fluid advantageously ensures reliable temperature control of the wheel hub module.

[0020] A particularly preferred configuration includes at least one fourth fluid conduit for cooling fluid within the first housing component, wherein the fluid conduits are fluidically interconnected, making them integral components of the cooling circuit. In this regard, one fluid conduit is configured as the outgoing line and the other as the return line. The advantage of this is that fluid flow is generally conducted within the housing.

[0021] According to a preferred embodiment of the invention, at least one fluid conduit is configured as a fluid borehole that extends at least partially in a straight line, and / or at least two fluid conduits extend at least partially parallel to each other. For example, a fluid conduit for braking fluid and a fluid conduit for cooling fluid extend at least partially parallel to each other. This advantageously ensures that the corresponding fluid conduits can be constructed and manufactured, particularly with simple geometry, and optimally utilizes the available structural space.

[0022] A key feature of the motor vehicle having the features of claim 15 is that it has at least one hub module according to the invention arranged in the hub of one of the wheels of the motor vehicle. This provides the advantages already mentioned. In particular, the motor vehicle has one of the hub modules according to the invention at at least two wheels on the same axle, and it is particularly preferred that such a hub module is provided at each of the wheels. Attached Figure Description

[0023] Further preferred features and combinations thereof are derived from the preceding description and the claims. The invention will now be explained in more detail with reference to the accompanying drawings. For this purpose, the following figures are shown: Figure 1 shows a first isometric view of an advantageous hub module; Figure 2 shows a first front view of the hub module; Figure 3 shows a first sectional view of the hub module; Figure 4 shows a detailed view of the hub module; Figure 5 shows a second isometric view of an assembly of the hub module; Figure 6 shows a second front view of the assembly; Figure 7 shows a second sectional view of the assembly; Figure 8 shows a third isometric view of an assembly of the hub module; Figure 9 shows a third front view of the assembly; and Figure 10 shows a third sectional view of the assembly. Detailed Implementation

[0024] Figure 1 shows a first isometric view of an advantageous hub module 33, and Figure 2 shows its first front view, the hub module being used in a motor vehicle not further shown. Figure 3 shows a first sectional view of the hub module 33 along the cutting plane AA indicated in Figure 2. Figure 4 shows a detailed view of the hub module 33 within the area E enclosed by the dashed line indicated in Figure 3.

[0025] The hub module 33 is currently shown in the installed state, wherein the hub module is arranged in the hub of the wheel of the motor vehicle, specifically fitted in the wheel rim 7. The hub module 33 has an electric drive device 1 and a wheel braking device 8.

[0026] The hub module 33 has a housing 34, which has at least one first housing component 2 for a drive device 1. The drive device 1 has a motor having a rotor 3 and a stator 4. The stator 4 is arranged at the first housing component 2, currently arranged within the first housing component 2.

[0027] The rotor 3 is rotatably supported at or within the first housing component 2 by means of a wheel bearing 6 mounted in the wheel bearing carrier 5. The wheel flange 7 is anti-rotationally connected to the rotor 3, for example, by screwing. The stator 4 is anti-rotationally connected to the first housing component 2. The first housing component 2 is anti-rotationally connected to the chassis of the motor vehicle.

[0028] The wheel braking device 8 has a brake disc 9 and a control device 35. The control device 35 has a first brake piston 12 and a second brake piston 13.

[0029] The first brake piston 12 is guided in a movable manner toward the brake disc 9 within the first brake cylinder 15 and is operatively connected to the first brake pad 10 belonging to the brake disc 9. The first brake cylinder 15 is integrally constructed with the first housing component 2, that is, constructed as a cavity within the first housing component 2.

[0030] Preferably, at least one sealing element, not shown herein, is arranged between the first brake cylinder 15 and the first brake piston 12, particularly radially circumferentially. It is configured as a sealing ring, for example.

[0031] The second brake piston 13 is guided movably within the second brake cylinder 30 and is operatively connected to the second brake pad 11, which is associated with the brake disc 9. The brake pads 10 and 11 are associated with opposing sides 36 and 37 of the brake disc 9, wherein the first brake pad 10 is associated with the first side 36 facing the drive device 1, and the second brake pad 11 is associated with the second side 37 facing away from the drive device 1.

[0032] The housing 34 has a second housing component 21 connected to the first housing component 2. The second brake cylinder 30 is integrally formed with the second housing component 21, that is, it is constructed as a cavity within the second housing component 21.

[0033] Preferably, at least one sealing element, not shown herein, is arranged between the second brake cylinder 30 and the second brake piston 13, particularly radially circumferentially. This element is configured as a sealing ring, for example.

[0034] The brake pistons 12 and 13 are operated or displaced by brake fluid under hydraulic pressure. An external pressure generating device is provided for this purpose, which is not shown here.

[0035] At least one first fluid conduit 16 is further constructed in the first housing component 2. The first fluid conduit 16 has a first opening 38 and a second opening 39. The first opening 38 leads to the first brake cylinder 15. The second opening 39 leads to a first fastening region 40 of the first housing component 2 outside the first brake cylinder 15.

[0036] At least one second fluid conduit 41 is constructed in the second housing component 21. The second fluid conduit 41 has a third opening 42, a fourth opening 43 and a fifth opening 45.

[0037] The third opening 42 leads into the second brake cylinder 30. The fourth opening 43 leads into the second housing component in the second fastening region 44 outside the second brake cylinder 30. The fifth opening 45 has a connection region 46, which is used to guide, in particular, a fluid line (not shown here) to the pressure generating device and / or fluid reservoir for supplying brake fluid to the second fluid line 41.

[0038] Here, the second fluid conduit 41 has a first conduit section 17 and a second conduit section 18 that is currently oriented perpendicular to it, wherein a third opening 42 is formed at a first end of the first conduit section 17 and a fourth opening 43 is formed at a first end of the second conduit section 18.

[0039] Pipe sections 17 and 18 are fluid-technically connected to each other in the region of their respective second ends, which are opposite to the first ends. The second pipe section 18 extends into the first pipe section 17 at its second end. A fifth opening 45 is also constructed near the corresponding connection region 47.

[0040] Housing components 2 and 21 are connected to each other at their respective fastening regions 40 and 44, such that the second opening 39 and the fourth opening 42 are aligned with each other. The first fastening region 40 has a receiving depth 31 for this purpose, and the second fastening region 44 has a corresponding receiving protrusion 24 in geometric shape. The receiving depth 31 is configured as a receiving bore that increases the cross-section of the first fluid conduit 16, and the receiving protrusion 24 is configured as a connecting pipe that lengthens the second fluid conduit 41.

[0041] Thus, the two fluid lines 16, 41 are connected to each other in terms of fluid technology. In this regard, the connection area 46 is also configured to supply braking fluid to the first fluid line 16, or in other words, when the corresponding fluid line, especially the one leading to the fluid reservoir via the pressure generating device, is connected to the connection area 46, the two fluid lines 16, 41 are supplied with braking fluid.

[0042] Brake fluid under pressure is supplied to the second housing component 21 through the first pipeline section 17, wherein the first pipeline section is designed such that pressure can be established between the inner cavity of the second brake cylinder 30 and the second brake piston 13, thereby applying force to the brake piston 13, which is transmitted to the brake disc 9 through the second brake pad 11.

[0043] Brake fluid enters the first fluid line 16 of the first housing component 2 through the second fluid line 18 connected to the first pipeline section 17. The first fluid line is designed such that pressure can be established between the inner cavity of the first brake cylinder 15 and the first brake piston 12, thereby applying force to the brake piston 12, which is transmitted to the brake disc 9 through the brake pad 10.

[0044] The deceleration force is applied to the vehicle by the force applied to the brake disc 9, which is anti-rotationally connected to the first housing component 2, through the brake pads 10 and 11.

[0045] A third fluid conduit 32 and a fourth fluid conduit 48 are also constructed in the first housing component 2 for cooling fluid, which is used to cool at least the drive unit 1, and in particular the wheel braking unit 8. The fluid conduits 32 and 48 are fluidically connected to each other, making them components of the cooling circuit.

[0046] Here, fluid conduits 16, 41 currently have at least largely constant cross-sections and are at least largely the same relative to each other. Each of the current fluid conduits 16, 32, 41, 48 is constructed as a fluid borehole that extends at least locally in a straight line, wherein, with respect to the second fluid conduit 41, the first conduit segment 17 and the second conduit segment 18 are each constructed as a separate fluid borehole.

[0047] The first fluid conduit 16 and the third and fourth fluid conduits 32 and 48 also extend at least partially, and in particular almost completely, parallel to each other within the first housing component 2. The second conduit section 18 of the first fluid conduit 16 and the second fluid conduit 41 not only extends parallel to each other, but is also constructed as a continuous, straight-lined fluid borehole.

[0048] Figure 5 shows a second isometric view of the assembly of the hub module 33, and Figure 6 shows its second front view, where the hub module 33 is shown in a state where it is not assembled in the rim 7 and is not fully assembled. Specifically, only the components arranged / constructed in / within the first housing member 2 are shown, without the brake piston 12, brake pad 10 and brake disc 9. Figure 7 shows a second sectional view of the assembly along the cutting plane BB indicated in Figure 6.

[0049] Correspondingly, the first housing component 2, the housing 34, and the drive device 1 arranged therein, along with the rotor 3 and the stator 4, are shown. It can also be seen that the rotor 3 is rotatably supported by the wheel bearing 6 mounted in the wheel bearing carrier 5.

[0050] Furthermore, the first brake cylinder 15, the first fluid line 16, and the third fluid line 32 and the fourth fluid line 48, constructed within the first housing component 2, are shown, each having a circular cross-section as can be seen in Figure 6. Here, the first housing component 2 is constructed so economically that a housing wall with only a locally constant thickness surrounds the first brake cylinder 15.

[0051] In order to reliably arrange or guide the first brake pad 10, as shown in FIG6, two first receiving parts 14 are also constructed at the housing component 2, which are exactly opposite to each other with respect to the first brake cylinder 15.

[0052] The first receiving portion 14 has a corresponding first empty portion 28, which is geometrically corresponding to the corresponding receiving journal of the first brake pad 10, so that the brake pad 10 can be inserted into the corresponding empty portion 28 by its receiving journal. Thus, the first brake pad 10 is first assembled with the first brake piston 12. Specifically, the first brake piston 12 is inserted into the first brake cylinder 15, and the first brake pad 10 is inserted into the empty portion 28 by its receiving journal.

[0053] The brake disc 9 can then be assembled. The brake disc currently has a through hole with internal teeth 26, as can be seen, for example, in Figure 2. The wheel bearing carrier 5 has corresponding external teeth 25, as can be seen, for example, in Figure 6, wherein the internal teeth 26 and external teeth 25 act together as interlocking teeth in the assembled state.

[0054] The brake disc 9 is then connected to the first housing component 2 in an anti-rotational manner via the wheel bearing carrier 5. Axial stop of the brake disc 9 can be achieved, for example, by a stop ring not shown.

[0055] Finally, the second housing component 21 must also be connected to the first housing component 2. To this end, as can be seen in Figure 6, two connecting elements 20 are arranged between the third and fourth fluid lines 32, 48 and to the first housing component 2. These connecting elements are currently constructed as pins protruding from the first housing component 2, particularly having external or internal threads.

[0056] Figure 8 shows a third isometric view of the assembly of hub module 33, and Figure 9 shows its third front view, where hub module 33 is also shown in an unassembled and not fully assembled state; specifically, only the assembly arranged / constructed in / within the second housing member 21 is shown. Figure 10 shows a third sectional view of the assembly along the cutting plane CC indicated in Figure 9.

[0057] In order to secure the second housing component 21 to the first housing component 2 as described above, the second housing component has two through holes 23 that correspond in geometry to the aforementioned connecting element 20. For assembly, the second housing component 21 is moved onto the connecting element 20 through the through holes 23.

[0058] In particular, the connection is preferably stopped in a loose manner by fastening elements, such as screws (when the connecting element 20 has internal threads) or nuts (when the connecting element 20 has external threads).

[0059] Simultaneously, during assembly, as described above, the receiving protrusion 24 of the second housing component 21 is pushed into the geometrically corresponding receiving depth 31 of the first housing component 2. For a fluid-tight seal of the connection to the second fluid conduit 41 having conduit sections 17, 18, the receiving protrusion 24, as can be seen in Figure 10, has a radially circumferential groove 19 into which a sealing element, in particular a sealing ring (not shown), can be inserted.

[0060] Similar to the first housing component 2, the second brake piston 13, together with the second brake pad 11 disposed thereon, is inserted into the second brake cylinder 30, which also has a circular cross-section.

[0061] In order to reliably arrange or guide the second brake pad 11, two second receiving portions 22, which are exactly opposite to each other with respect to the second brake cylinder 30, are also constructed at the second housing component 21 as shown in FIG. 9.

[0062] The second receiving portion 22 has a corresponding second empty portion 29, which corresponds in geometry to the corresponding receiving journal 27 of the second brake pad 11, so that the brake pad 11 can be inserted into the empty portion 29 by its receiving journal 27.

Claims

1. A hub module (33) for a motor vehicle, the hub module having an electric drive device (1) and a wheel braking device (8), - wherein, The hub module (33) has a housing (34) having at least one first housing component (2) for the drive device (1), wherein the wheel braking device (8) has a brake disc (9) and a control device (35), wherein the control device (35) has at least one first brake piston (12), and wherein the first brake piston (12) is guided in a movable manner in the direction of the brake disc (9) in a first brake cylinder (15) and is operatively connected with a first brake pad (10) associated with the brake disc (9), characterized in that the first brake cylinder (15) is integrally constructed with the first housing component (2).

2. The hub module according to claim 1, characterized in that, The drive device (1) has a motor with a stator (4), and the stator (4) is arranged at the first housing component (2), particularly within the first housing component (2).

3. The hub module according to any one of the preceding claims, characterized in that, The operating device (35) has a second brake piston (13) which is guided in a movable manner in a second brake cylinder (30) and is operatively connected to a second brake pad (11) associated with the brake disc (9).

4. The hub module according to claim 3, characterized in that, The brake pads (10, 11) are fitted to the opposing sides (36, 37) of the brake disc (9).

5. The hub module according to any one of claims 3 and 4, characterized in that, The housing (34) has a second housing component (21) connected to the first housing component (2), and the second brake cylinder (30) is integrally constructed with the second housing component (21).

6. The hub module according to any one of the preceding claims, characterized in that, At least one first fluid conduit (16) is constructed in the first housing component (2), the first fluid conduit having a first opening (38) leading to the first brake cylinder (15).

7. The hub module according to claim 6, characterized in that, The first fluid line (16) has a second opening (39) that leads to a first fastening area (40) of the first housing component (2) outside the first brake cylinder (15).

8. The hub module according to any one of the preceding claims, characterized in that, At least one second fluid line (41) is constructed in the second housing component (21), the second fluid line having a third opening (42) leading to the second brake cylinder (30).

9. The hub module according to claim 8, characterized in that, The second fluid line (41) has a fourth opening (43) that leads to a second fastening area (44) of the second housing component outside the second brake cylinder (30).

10. The hub module according to claims 7 and 9, characterized in that, The housing components (2, 21) are connected to each other at their respective fastening areas (40, 44) such that the second opening and the fourth opening (39, 42) are aligned with each other and the two fluid lines (16, 41) are connected to each other in terms of fluid technology.

11. The hub module according to any one of claims 8 to 10, characterized in that, The second fluid line (41) has a fifth opening (45) with a connecting region (46) for guiding fluid lines, particularly to a fluid reservoir, for supplying braking fluid to at least the second fluid line (41).

12. The hub module according to any one of the preceding claims, characterized in that, At least one third fluid conduit (32) for cooling fluid is constructed in the first housing component (2), the cooling fluid being used to cool the drive device (1) and / or the wheel braking device (8).

13. The hub module according to claim 12, characterized in that, At least one fourth fluid conduit (48) for cooling fluid is constructed in the first housing component (2), wherein the fluid conduits (32, 48) are interconnected in terms of fluid technology such that the fluid conduits (32, 48) are components of the cooling circuit.

14. The hub module according to any one of claims 6 to 13, characterized in that, At least one of the fluid conduits (16, 32, 41, 48) is configured as a fluid borehole that extends at least partially in a straight line, and / or at least two of the fluid conduits (16, 32, 41, 48) extend at least partially parallel to each other.

15. A motor vehicle, characterized in that... At least one hub module (33) arranged in the hub of a wheel of a motor vehicle according to any of the preceding claims.

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