Wheel bearing arrangement for a motor vehicle

Abstract

Wheel bearing arrangement (1) for a motor vehicle, comprising a wheel carrier (2) and a wheel hub (3) rotatably mounted on the wheel carrier (2) by means of a wheel bearing (4) for attaching a wheel, wherein an inner ring (5) of the wheel bearing (4) is attached in abutting a projecting connecting flange (9) of the wheel carrier (2) and an outer ring (6) of the wheel bearing (4) is connected to the wheel hub (3), characterized in that a stop element (13) projecting towards the outer ring (6) is arranged on the wheel carrier (2), which is aligned at least partially with an end face of the outer ring (6) facing it and only partially surrounds the connecting flange (9) in the circumferential direction with respect to an axis of rotation (10) of the wheel hub (3).

Description

[0001] The invention relates to a wheel bearing arrangement for a motor vehicle, comprising a wheel carrier and a wheel hub rotatably mounted on the wheel carrier by means of a wheel bearing for attaching a wheel, wherein an inner ring of the wheel bearing is attached in abutting a projecting connecting flange of the wheel carrier and an outer ring of the wheel bearing is connected to the wheel hub.

[0002] The wheel bearing assembly serves to rotatably mount at least one wheel to the body of a motor vehicle. The wheel bearing assembly is preferably a component of a wheel suspension, which provides the suspension, in particular the spring suspension, of the wheel relative to the body. The wheel is rotatably mounted on the wheel carrier of the wheel bearing assembly. For this purpose, the wheel can be attached to the wheel hub, which is ultimately rotatably mounted to the wheel carrier by means of the wheel bearing. The wheel bearing has an inner ring and an outer ring. It is preferably a rolling bearing, in particular a multi-row rolling bearing, such that rolling elements are present between the inner and outer rings to reduce friction, these being arranged in one or more rows. The inner ring is attached to the wheel carrier, while the outer ring is connected to the wheel hub.

[0003] The wheel carrier is preferably connected to the body via at least one suspension link. The suspension link thus engages the body on one side and the wheel carrier on the other, in particular allowing for pivoting movement at each end. The suspension link is, for example, in the form of a transverse control arm. However, a longitudinal control arm design is also possible. Generally, the wheel carrier is connected via the at least one suspension link. Preferably, however, several suspension links are provided for connecting the wheel carrier to the body. In particular, the suspension link is in the form of a two-point link.

[0004] The inner ring of the wheel bearing is attached to the connecting flange, for example, by means of a fastener, in particular a flanged bolt or nut. For this purpose, the connecting flange projects towards the inner ring from a base body of the wheel carrier. The connecting flange is thus a projection of the wheel carrier that projects towards the inner ring and extends beyond the base body. The fastener is arranged such that it forces the inner ring towards the wheel carrier or the connecting flange. In particular, the inner ring is held clamped in the axial direction with respect to an axis of rotation of the wheel hub between the head of the flanged bolt or nut and the connecting flange.

[0005] For example, the connecting flange has a contact surface against which the inner ring rests, in particular with a counter-contact surface. Preferably, the contact surface and / or the counter-contact surface are each planar, in particular completely planar. The contact surface is either intersected by a plane perpendicular to the axis of rotation of the wheel hub or preferably lies entirely within it. In the latter case, a contact surface against which the inner ring rests on the connecting flange also lies entirely within this plane.

[0006] Preferably, the inner ring is attached to the wheel carrier or its connecting flange exclusively by means of the fastening element, in particular the flanged bolt or nut. The contact surface of the connecting flange rests against an end face of the connecting flange facing the inner ring, and the opposing contact surface of the inner ring rests against an end face of the inner ring facing the connecting flange. In particular, the connecting flange does not engage with or surround the inner ring. Rather, the connecting flange and the inner ring of the wheel bearing abut each other only at their end faces. The outer ring of the wheel bearing, on the other hand, is connected to the wheel hub, in particular integrally and / or made of the same material as it. The outer ring of the wheel bearing can thus constitute an integral part of the wheel hub.

[0007] The prior art is known from publication DE 44 25 732 A1. This describes a wheel bearing unit that enables a safe, compact, low-vibration and lightweight unit for driven wheels of motor vehicles, consisting of only a few individual parts. It is provided that a connecting part, positively locked to the bearing housing, is arranged between the bearing and the ball joint.

[0008] The prior art also includes the publication DE 93 08 094 U1. This describes a wheel hub bearing with a blunt axial bore provided in a wheel hub, which transitions towards the outer or inner side of the hub into an axial bore with a smaller diameter, forming an axial wheel hub stop; with an axle stub which, forming an axle stub stop, is provided towards its axle stub end with a bearing section with a smaller axle stub diameter; and with a wheel bearing acting between the wheel hub and the axle stub and provided with at least one outer and at least one inner ring.

[0009] Furthermore, the prior art document DE 10 2011 083 096 A1 is known.

[0010] The inner ring, at least one of which is clamped between the axle stub stop and a threaded element screwed onto the end face of the axle stub, is clamped between the wheel hub stop and a counter-stop opposite it and fixed axially. Opposite the wheel hub stop, a snap ring is attached to the outer ring of the wheel bearing, anchored and supported in an annular groove in the wheel hub. It is provided that, opposite the wheel bearing, a further support ring is directly attached to the snap ring, with the further support ring being directly supported by the wheel hub. In addition to the snap ring, the further support ring is also hardened and / or has an axial thickness at least twice that of the snap ring. The snap ring and the further support ring form a slip clutch that allows relative rotation between the two parts.

[0011] The object of the invention is to propose a wheel bearing arrangement for a motor vehicle which has advantages over known wheel bearing arrangements, in particular being reliably protected against damage, for example by tilting of the wheel hub relative to the wheel carrier due to overload.

[0012] According to the invention, this is achieved with a wheel bearing arrangement having the features of claim 1. It is provided that a stop element projecting towards the outer ring is arranged on the wheel carrier, which is aligned at least partially with an end face of the outer ring facing it and only partially encompasses the connecting flange in the circumferential direction with respect to an axis of rotation of the wheel hub.

[0013] In addition to the connecting flange, the stop element projects towards the wheel bearing, specifically towards the outer ring. The stop element originates from the same base body from which the connecting flange also projects. The stop element is positioned so that it is at least partially aligned with the end face of the outer ring, meaning it is radially overlapping with the outer ring relative to the wheel hub's axis of rotation. The stop element is positioned such that if the wheel hub tilts relative to the wheel bearing, the outer ring can come into contact with the stop element, providing an additional load transfer path. This reliably prevents damage to the wheel bearing.

[0014] For example, to ensure reliable and low-friction operation of the wheel bearing assembly, the stop element should only partially circumferentially with respect to the axis of rotation, i.e., not continuously. Accordingly, it only partially encompasses the connecting flange, which preferably extends circumferentially. In the installed position of the wheel bearing assembly on the vehicle, the stop element is preferably located at the bottom. In particular, an imaginary plane, which accommodates the axis of rotation of the wheel hub and is arranged parallel to a gravity vector or perpendicular to the vehicle's surface, passes through the stop element, preferably centrally in the circumferential direction.

[0015] This design allows for a comparatively small distance between the stop element and the face of the outer ring, because tilting is only intended to be prevented in one direction by the interaction of the stop element and the outer ring. In particular, this interaction is intended to prevent only tilting, especially excessive tilting due to overload, which—again, viewed from the installed position of the wheel bearing assembly—forces the underside of the wheel hub towards the wheel carrier. Such tilting is caused, for example, by contact of the wheel with a road surface boundary, such as a curb or the like.

[0016] However, a tilting in the opposite direction, caused, for example, by the vehicle's own weight, in which the upper surface of the wheel hub approaches the wheel carrier, is not intended to be prevented by the stop element. Because excessive tilting of the underside of the wheel hub towards the wheel carrier occurs exclusively due to external mechanical stress and not during normal vehicle operation, the distance between the stop element and the face of the outer rim can be very small. Of course, tilting of the underside of the wheel hub towards the wheel carrier can also occur during normal vehicle operation, for example, when cornering. However, this tilting only occurs to such an extent that the outer rim approaches the stop element but does not touch it.

[0017] For example, the distance between the stop element and the end face of the outer ring, when the wheel hub and wheel carrier are arranged concentrically, relative to a diameter of the outer ring (e.g., a minimum diameter, a maximum diameter, or a mean diameter), is at most 5%, at most 2.5%, at most 2%, at most 1.5%, at most 1%, at most 0.75%, at most 0.5%, or at most 0.25%. In contrast, the distance between the outer ring or its end face and the base of the wheel carrier (i.e., away from the stop element) is, relative to the distance between the stop element and the outer ring, at least 1.5, at least 2, at least 2.5, at least 3, at least 4, at least 5, at least 7.5, or at least 10.Accordingly, when the wheel hub tilts away from the stop element, the outer ring comes into contact with the wheel carrier, namely in particular with the base body, much later than when it tilts towards the stop element.

[0018] In a further embodiment of the invention, the stop element has a smaller projection than the connecting flange. Accordingly, the connecting flange extends further from the base body towards the wheel hub than the stop element. Preferably, the stop element and the connecting flange emerge from a flat surface of the wheel carrier, which is particularly preferably located in an imaginary plane perpendicular to the axis of rotation of the wheel hub, and in particular, entirely within this plane.

[0019] A further embodiment of the invention provides that the outer ring projects further axially towards the wheel carrier with respect to the axis of rotation than the inner ring. This design of the wheel bearing prevents the ingress of moisture and / or dirt into the wheel bearing. In particular, the outer ring extends axially towards the wheel carrier beyond the contact surface mentioned above, where the inner ring of the wheel bearing rests against the wheel carrier.

[0020] A further development of the invention provides that the stop element is designed as a semicircular web. It has already been mentioned above that the stop element is in the form of a projection. This projection is web-like, meaning that it has significantly larger dimensions in the direction of a longitudinal center axis than in the two directions perpendicular to and opposite each other on the longitudinal center axis. The longitudinal center axis of the web is curved to achieve the semicircular shape of the stop element. For example, the stop element is designed such that it maintains a constant radial distance in the circumferential direction from the connecting flange and / or the axis of rotation of the wheel hub.

[0021] A preferred further embodiment of the invention provides that, viewed circumferentially, the stop element has at least one run-out area adjoining a stop area having a flat stop surface, the projection of which decreases continuously in the direction away from the stop area. The stop element thus has at least two areas adjacent to each other circumferentially, namely the stop area and the run-out area. In the stop area of ​​the stop element, the stop element has the stop surface, which is at least partially aligned with the end face of the outer ring facing it.

[0022] The stop surface serves to limit the tilting of the wheel hub relative to the wheel carrier in conjunction with the outer ring of the wheel bearing. The run-out area adjoins the stop area in the circumferential direction. Within this run-out area, the protrusion of the stop element decreases continuously. This design achieves a uniform stress distribution within the wheel carrier, particularly when the stop element is integrally formed with the wheel carrier.

[0023] A further development of the invention provides that the stop element, in particular the stop area, extends over an angular range of at most 180°. It has already been mentioned above that the stop element is intended to only partially encompass the connecting flange in the circumferential direction. The stop element has an extent of at most one of the values ​​mentioned here. The advantages of this embodiment have already been discussed above.

[0024] Another embodiment of the invention provides that the stop element is formed integrally and / or of the same material as the wheel carrier, or that the stop element is attached to the wheel carrier. In principle, the stop element can be designed and attached to the wheel carrier in any manner. An integral design of the stop element with the wheel carrier is particularly preferred. For this purpose, the stop element is manufactured integrally and / or of the same material as the wheel carrier. Of course, the stop element can also be manufactured separately from the wheel carrier and then attached to it.

[0025] In a further embodiment of the invention, the attachment of the stop element to the wheel carrier is provided by frictional, positive, and / or material-fit connection. The attachment of the stop element to the wheel carrier can, in principle, be arbitrary. For example, the stop element is pressed into the wheel carrier or a corresponding stop element receptacle of the wheel carrier, so that it is held to the wheel carrier by frictional connection. A positive-fit connection, for example, using at least one screw, bolt, or the like, can also be provided. Of course, a material-fit connection, for example by welding, soldering, gluing, or the like, is also possible, either additionally or alternatively.

[0026] Another embodiment of the invention provides that, with a longitudinal center axis of the connecting flange aligned with the axis of rotation, the stop surface is arranged at a distance, in particular parallel, from a counter-stop surface located on the end face of the outer ring. The axis of rotation aligned with the longitudinal center axis refers to a coaxial arrangement of the wheel carrier and wheel hub, such that there is no tilting of the two elements relative to each other. In this case, the stop surface of the stop element should preferably be parallel to the counter-stop surface. The counter-stop surface is located on the end face of the outer ring and is preferably flat. Viewed in longitudinal section with respect to the axis of rotation of the wheel hub, the stop surface is at least partially aligned with the stop surface, and thus, viewed radially, overlaps with it at least partially.

[0027] Finally, in a preferred embodiment of the invention, it is provided that when the longitudinal center axis deviates from the axis of rotation by a certain amount, the stop surface rests against the counter-stop surface under elastic deformation of the wheel bearing. The described tilting of the wheel hub relative to the wheel carrier causes the axis of rotation to tilt relative to the longitudinal center axis. In this process, the wheel bearing is elastically deformed, i.e., tilted, with its outer ring tilting relative to its inner ring. The stop surface and the counter-stop surface are arranged such that they only come into contact with each other once the wheel hub has tilted relative to the wheel carrier by a certain amount, ensuring that this amount is not exceeded by the tilting. In other words, the stop surface should rest against the counter-stop surface when the wheel hub is tilted relative to the wheel carrier by a certain amount.

[0028] In the case of a tilt that is less than the specified dimension, the stop surface and the counter-stop surface should be spaced apart from each other. For example, the stop surface and the counter-stop surface are arranged relative to each other such that the specified dimension is at most 0.25°, at most 0.5°, at most 0.75°, at most 1°, at most 1.25°, at most 1.5°, at most 1.75°, at most 2°, at most 2.5°, or at most 5°, meaning that the tilt is limited to one of these angles. The angle is understood to be, in particular, the angle between the axis of rotation and the longitudinal center axis, or the angle between the axis of rotation and a straight line intersecting the axis of rotation and running parallel to the longitudinal center axis. With such a design of the wheel bearing arrangement, a second load transfer path is provided that does not pass through the wheel bearing.This reliably prevents heavy loads on the wheel bearing, which could potentially lead to damage in the long run.

[0029] The invention is explained in more detail below with reference to the exemplary embodiments shown in the drawing, without limiting the invention. The drawing shows: Fig. 1 a schematic representation of a wheel carrier of a wheel bearing arrangement, as well as Fig. 2 the wheel bearing arrangement, wherein in addition to the wheel carrier a wheel hub mounted on the wheel carrier via a wheel bearing is shown.

[0030] The Fig. Figure 1 shows a schematic representation of part of a wheel bearing assembly 1, namely a wheel carrier 2. The wheel carrier 2 serves to rotatably support a wheel hub 3 (not shown) by means of a wheel bearing 4 (also not shown). The wheel bearing 4 has an inner ring 5 and an outer ring 6, between which several rolling elements 7 are arranged. The inner ring 5 is fixed to the wheel carrier 2 by means of a collar bolt 8 to prevent rotation. The outer ring 6, on the other hand, is connected to the wheel hub 3, preferably also to prevent rotation. Preferably, the outer ring 6 is integrally formed with the wheel hub 3, thus forming a component of it.

[0031] To fasten the inner ring 5 of the wheel bearing 4 to the wheel carrier 2, the wheel carrier 2 has a connecting flange 9 which projects axially beyond a base body 11 of the wheel carrier 2 with respect to a rotation axis 10 of the wheel hub 3, thus projecting in this respect. The connecting flange 9 is annular and completely and continuously surrounds the rotation axis 10 in the circumferential direction. It has a flat contact surface 12 on its end face, against which the inner ring 5 rests with its end face after installation. Preferably, the inner ring 5 is fastened to the wheel carrier 2 by means of a collar screw 8, which is screwed into a thread of the wheel carrier 2 or into a sleeve inserted into the wheel carrier 2, and is pressed against the contact surface 12 by the collar screw. For example, the inner ring 5 of the wheel bearing 4 is held clamped between a head of the collar screw and the contact surface 12.The sleeve is preferably designed as a flanged sleeve, which has a flange on its side facing away from the flanged screw 8, and which rests axially against the wheel carrier 2. The sleeve preferably extends at least partially axially through both the wheel carrier 2 and the wheel bearing 4, in particular its inner ring 4.

[0032] To prevent or limit tilting of the wheel hub 3 relative to the wheel carrier 2, a stop element 13 is formed on the wheel carrier 2, projecting towards the outer ring 6 of the wheel bearing 4 and having a flat stop surface 14 facing the wheel bearing 4 or the outer ring 6. The stop surface 14 is preferably formed in a stop area 15 of the stop element 13. In the circumferential direction, at least on one side of the stop area 15, a run-out area 16 of the stop element 13 is preferably provided, in which the projection of the stop element 13 decreases continuously from the stop area 15.

[0033] It is evident that the stop element 13 is a semicircular web. Viewed circumferentially, it maintains a constant radial distance from the connecting flange 9 and its contact surface 12. It is further evident that the stop element 13 only partially encompasses the connecting flange 9 circumferentially with respect to the axis of rotation 10. The stop element 13 has a circumferential extent of at most 180°, at most 90°, at most 45°, at most 30°, or at most 15°. The stop element 13 may be integrally formed with the wheel carrier 2 and / or made of the same material. However, it is preferably formed separately from the wheel carrier and subsequently attached to it, preferably by frictional connection, in particular by press-fitting.

[0034] The Fig.Figure 2 shows a schematic longitudinal section of the wheel bearing assembly 1 with respect to the axis of rotation 10, showing, in addition to the wheel carrier 2, the wheel hub 3 and the wheel bearing 4. It is clearly evident that the wheel bearing 4 is designed as a multi-row rolling bearing, so that the rolling elements 7 are arranged in several (here: two) rows. It is also evident that the stop element 13 has a mounting foot 17 that engages in the base body 11. This mounting foot is, for example, pressed into the base body 11 to secure the stop element 13.

[0035] The stop element 13 preferably has a smaller axial projection than the connecting flange 9. The latter is, for example, a contact element that is formed separately from the base body 11 and is arranged on the wheel bearing 4 during assembly. For example, the connecting flange 9 is clamped between the inner ring and the base body 11 of the wheel carrier 2; in particular, it is pressed towards the base body 11 by the collar screw 8 and fixed to it.

[0036] The described wheel bearing arrangement 1 enables the tilting of the wheel hub 3 relative to the wheel carrier 2 to be limited. This limitation occurs earlier when the wheel hub 3 tilts towards the stop element 13 than when it tilts away from the stop element 13. The stop element 13 provides a second load transfer path that does not pass through the wheel bearing 4. This prevents damage to the wheel bearing arrangement 1 due to overload.

Claims

[1] Wheel bearing arrangement (1) for a motor vehicle, comprising a wheel carrier (2) and a wheel hub (3) rotatably mounted on the wheel carrier (2) by means of a wheel bearing (4) for attaching a wheel, wherein an inner ring (5) of the wheel bearing (4) is attached in abutting a projecting connecting flange (9) of the wheel carrier (2) and an outer ring (6) of the wheel bearing (4) is connected to the wheel hub (3), characterized by , that a stop element (13) projecting towards the outer ring (6) is arranged on the wheel carrier (2), which is aligned at least partially with an end face of the outer ring (6) facing it and only partially encompasses the connecting flange (9) in the circumferential direction with respect to an axis of rotation (10) of the wheel hub (3). [2] Wheel bearing arrangement according to claim 1, characterized by, that the stop element (13) has a smaller overhang than the connecting flange (9), so that the connecting flange (9) extends further in the direction of the wheel axis (3) from a base body (11) of the wheel carrier (2) than the stop element (13). [3] Wheel bearing arrangement according to one of the preceding claims, characterized by , that the outer ring (6) extends further in the axial direction with respect to the axis of rotation (10) towards the wheel carrier (2) than the inner ring (5). [4] Wheel bearing arrangement according to one of the preceding claims, characterized by , that the stop element (13) is designed as a semicircular bridge. [5] Wheel bearing arrangement according to one of the preceding claims, characterized by, that the stop element (13) has, viewed in the circumferential direction, at least one run-out area (16) adjoining a stop area (15) having a flat stop surface (14), the overhang of which decreases continuously in the direction away from the stop area (15). [6] Wheel bearing arrangement according to one of the preceding claims, characterized by , that the stop element (13) extends over an angular range of at most 180°. [7] Wheel bearing arrangement according to one of the preceding claims, characterized by , that the stop element (13) is designed as a single piece and / or of the same material as the wheel carrier (2), or that the stop element (13) is attached to the wheel carrier (2). [8] Wheel bearing arrangement according to claim 7, characterized by , that the attachment of the stop element (13) to the wheel carrier (2) is force-fit and / or form-fit and / or material-fit. [9] Wheel bearing arrangement according to one of the preceding claims, characterized by , that in the case of a longitudinal central axis of the connecting flange (9) aligned with the axis of rotation (10) the stop surface (14) is arranged spaced apart from a counter-stop surface located on the end face of the outer ring (6). [10] Wheel bearing arrangement according to one of the preceding claims, characterized by , that if the longitudinal center axis deviates from the axis of rotation (10) by a certain amount, the stop surface (14) rests against the counter-stop surface under elastic deformation of the wheel bearing (4).

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