Bearing arrangement for a motor vehicle

Abstract

Bearing arrangement (1) for a motor vehicle, comprising a first component (2) with a bearing eye (2.1), in which a bearing bush (3) is arranged, having an outer sleeve (6) which concentrically surrounds an inner sleeve (4), wherein a rubber element (5) is arranged between the two sleeves (4, 6), and comprising a second component (7) with a first (7.1) and a second connection section (7.3), which are arranged in the region of the bearing eye (2.1) on both sides of the first component (2), as well as a clamping device (8) which has a screw (9) with a head (9.2) and which is guided with a shaft section (9.1) axially through the inner sleeve (4) of the bearing bush (3), characterized in that the clamping device (8) clamps the inner sleeve (4) axially against the second connection section (7.3), bypassing the first connection section (7.1), and with its head (9.2) radially positively in a first recess (7.2) of the first connection section (7.1), wherein an inner cross-section of the first recess (7.2) corresponds at least to a maximum outer cross-section of the head (9.2).

Description

[0001] The invention relates to a bearing arrangement for a motor vehicle, having the features of the preamble of claim 1.

[0002] US 1 911 866 A, which is closest to the invention, deals with rubber bearing bushes according to its title. Fig. 5 of US 1 911 866 A, an outer sleeve is also described, so that a bearing bush with inner sleeve and outer sleeve and a rubber element arranged between them is disclosed there. Fig. As can be seen further in paragraph 5 of US 1 911 866 A, the inner sleeve rests on both sides of the fork arms and is thus clamped against them.

[0003] In the wheel suspension of motor vehicles such as cars or trucks, mutually movable parts are often connected by elastic bearings. These can particularly be rubber-metal composite bearings. A corresponding rubber-metal bushing has a metallic inner sleeve, which is concentrically surrounded by a rubber-elastic element and usually by a metallic outer sleeve. The inner sleeve is connected to one suspension part, and the outer sleeve (or the rubber-elastic element) is connected to another suspension part. The elasticity of the rubber-elastic element allows the two suspension parts to move relative to each other to a limited extent. If an axial direction is defined by the course of the inner sleeve, axial, radial, tangential, and cardanic movements are conceivable. Thus, such a bearing can function similarly to a ball joint to a limited extent.Apart from creating different degrees of freedom through elasticity, the rubber-elastic element also serves to prevent the transmission of vibrations that are undesirable from an NVH perspective.

[0004] One application example for such bearings is the connection of a wheel carrier to a wishbone. In this case, the rubber-metal bushing is pressed into a bearing eye in one end section of the wishbone, whereby the end section is arranged between two fork arms of the wheel carrier when assembled. A screw is passed through holes in the fork arms and through the inner sleeve of the bushing so that the head of the screw rests against one fork arm. A nut is screwed onto the screw so that it rests against the other fork arm. When tightened, the fork arms are clamped against the inner sleeve by the axial clamping force generated by the combination of screw and nut. This requires elastic (and possibly also partially plastic) deformation of the fork arms, since their distance must be greater than the length of the inner sleeve to allow the inner sleeve to be inserted.This creates an elastic restoring force in each fork arm that counteracts the clamping force generated by the bolt and nut and reduces the effective force acting between the fork arm and inner sleeve. This means that the bolt and nut must be designed to be more stable than would actually be necessary to clamp the inner sleeve. In some circumstances, the force generated between the fork arm and inner sleeve may even be too low to enable effective clamping. The deformation of the fork arms leads to permanent loading due to internal stresses that can reduce the service life of the wheel carrier. In addition, plastic deformation of the fork arms can occur over the long term during the service life of the assembly, ultimately leading to a reduction in the clamping force.

[0005] CN 205 185 755 U discloses a wheel suspension with a wheel carrier and a connected front lower control arm and a rear lower control arm. The wheel carrier has two approximately vertical bores, and each of the control arms has a bolt received in a bore. Furthermore, the wheel carrier has a horizontal bore that intersects the vertical bores. A locking bolt is guided into the horizontal bore. A positive fit is created between the locking bolt and an annular groove on each of the respective bolts.

[0006] US 2004 / 0 094 924 A1 shows a wheel suspension with a wheel carrier and an upper and a lower wishbone. The wheel carrier has a fork section for connecting each of the wishbones. A connecting section of each wishbone has a bearing eye arranged between holes within the fork arms of the respective fork section. The connection can be made via a ball joint or a rubber-metal bushing pressed into the bearing eye. An inner sleeve of the respective bushing is clamped between the fork arms by means of a combination of a flange screw and a flange nut. To enable adjustment of the wheel camber, one of the holes in the respective fork arm is designed as an elongated hole within which the flange screw can be moved transversely to its direction of travel when the flange nut is loosened.

[0007] US 2013 / 0 149 023 A1 discloses an adjustable bellcrank system for a turbo engine. The system comprises a bellcrank and a pull rod, which are rotatably connected to one another. An end section of the pull rod with a bearing eye is arranged in a fork section of the bellcrank, the connection being provided via a ball joint, the inner section of which is penetrated by an axle pin that extends through two collar elements on the side of the fork section. Each collar element is inserted into a circular bore in a fork arm and has an eccentrically arranged inner bore into which the axle pin is inserted. The axle pin has two opposing external threads that interact with corresponding internal threads of the collar elements. Rotating the axle pin results in an axial force on the collar elements, which is transmitted to the fork arms via radial projections and braces them against one another.

[0008] US 6 648 351 B1 shows a subframe for a motor vehicle with connection areas for wishbones. In order to connect an upper wishbone, a projection with a bore is provided on each side of a bow-like section of the subframe. Each projection receives an axle pin, on which a bearing eye of the wishbone is mounted via an intermediate sleeve. The sleeve is clamped axially against the projection. The projections can be molded onto the bow-like section or formed by a separate component. Optionally, the bore can extend through both projections, with a long screw being passed through both sleeves and the bore and clamped by a nut.

[0009] WO 2011 / 113 514 A1 discloses a wheel carrier for a multi-link independent wheel suspension. It has four connection points for connecting an upper wishbone, a rear lower wishbone, a front lower wishbone, and a trailing arm. The connection point for connecting the rear lower wishbone is formed by a rear pivot pin receptacle and a front pivot pin receptacle. In the assembled state, a pivot pin is screwed into an internal thread of the rear pivot pin receptacle until it protrudes into the front pivot pin receptacle. A rubber-metal bushing, which is secured in a control arm eyelet of a wishbone, can rest on the pivot pin.

[0010] US 2007 / 0 007 741 A1 discloses a suspension system for a vehicle. A wheel carrier is connected to a vehicle frame via an upper and a lower control arm and a trailing arm. The trailing arm has a flexible blade element that is attached to the wheel carrier and forms a bow mount. A tie rod is attached between the frame and the bow mount. According to one embodiment, a flange bolt is passed through bores within the wheel carrier and the bow mount and secured by means of a flange bolt. A bushing, which is received in a bearing eye of the tie rod, is mounted on the bolt with axial play.

[0011] US 8,444,158 B2 discloses an assembly comprising a wheel carrier and a bushing for a vehicle suspension. The wheel carrier has a bearing eye defining a cylindrical recess that tapers toward its ends. A metallic bushing element is arranged in the recess. The bushing element is spherically thickened in a central region and widened toward the ends in a truncated cylinder shape. It has a through-bore for receiving an axle bolt. A rubber-elastic element is interposed between the bushing element and the bearing eye.

[0012] Given the current state of the art, connecting two components using a bearing bush, such as a rubber-metal bush, still offers room for improvement. It would be particularly desirable to avoid any disadvantages caused by tensioning the bearing bush.

[0013] The invention is based on the object of optimising the connection of two components by means of a bearing bush.

[0014] According to the invention, the object is achieved by a bearing arrangement having the features of claim 1

[0015] A bearing arrangement for a motor vehicle is shown, comprising a first component with a bearing eye in which a bearing bush is arranged, having an outer sleeve which concentrically surrounds an inner sleeve, with a rubber element being arranged between the two sleeves, and comprising a second component with a first and a second connection section which are arranged in the region of the bearing eye on both sides of the first component, as well as a clamping device which has a screw with a head and which is guided with a shaft section axially through the inner sleeve of the bearing bush.According to the invention, the clamping device clamps the inner sleeve axially against the second connection section, bypassing the first connection section, and is received with its head in a radially form-fitting manner in a first recess of the first connection section, wherein an inner cross section of the first recess corresponds at least to a maximum outer cross section of the head.

[0016] The subclaims relate to advantageous embodiments of the invention.

[0017] The invention provides a bearing assembly for a motor vehicle. The motor vehicle in question is particularly suitable for trucks or cars. The bearing assembly serves to connect two components of the motor vehicle, with various degrees of freedom enabling axial, tangential, radial, and / or cardanic movement.

[0018] The bearing assembly comprises a first component with a bearing eye in which a bearing bush is arranged. The first component is typically made of metal, e.g., steel, cast iron, or aluminum. However, other materials are also conceivable, such as fiber-reinforced plastic. The bearing eye is a continuous opening within the first component. Depending on the design, the bearing bush can, for example, be pressed into the bearing eye, creating a force-fit connection. Alternatively or additionally, a material connection can also be provided between the bearing bush and the bearing eye.

[0019] The bearing arrangement also has a second component with a first and a second connection section, which are arranged in the area of ​​the bearing eye on either side of the first component. The same materials can be used for the second component as for the first component, so it is normally made of metal. The second component has two connection sections, which are normally rigidly connected to one another, although they can have a certain degree of elasticity. In particular, they can be connected to one another as a single piece. In the area of ​​the bearing eye, the connection sections are arranged on either side, i.e. on opposite sides of the first component. One could also say that the two connection sections are opposite one another with respect to the first component or that the first component is arranged between the connection sections in the area of ​​the bearing eye.In a typical embodiment, the two connecting sections can also be referred to as fork arms. The term "connecting section" in this context simply refers to the connection between the second component and the first component and is otherwise not to be interpreted in a restrictive manner.

[0020] The bearing arrangement also has a clamping device which has a shaft section which is guided axially through an inner sleeve of the bearing bush. The inner sleeve of the bearing bush represents its inner part. It is normally comparatively rigid and can be made of metal or fibre-reinforced plastic, for example. As will be explained later, the bearing bush can be designed as a rubber-metal bush, with the inner sleeve forming the innermost part made of metal. The inner sleeve can be cylindrical, although other shapes are also conceivable. The shape of the inner sleeve defines an axial direction and thus also a radial and tangential direction. The inner sleeve can be at least partially symmetrical with respect to an axially running axis of symmetry.

[0021] The shaft section is a part of the clamping device that is guided through the inner sleeve, more precisely, through an axially continuous recess therein. The shaft section can be elongated and, for example, cylindrical in shape. Normally, the shaft section is formed in one piece. Since the clamping device serves to clamp components, as explained below, it is preferred that it be made at least partially of a material with sufficient strength. This can, in particular, be a metal, for example, steel.

[0022] As already mentioned above, the clamping device clamps the inner sleeve axially against the second connection section, bypassing the first connection section, and is received with a head section in a radially positive-locking manner in a first recess of the first connection section. The clamping device clamps the inner sleeve in the axial direction against the second connection section. This means that it exerts a force couple acting in the axial direction on the mentioned parts. As a result, the inner sleeve rests against the second connection section under axial force, whereby an additional component such as a washer could optionally be arranged between them. The shaft section serves to transmit force in the axial direction. The clamping takes place bypassing the first connection section, i.e.The flow of force from the clamping device to the inner sleeve does not run through the first connection section, but rather the clamping device acts directly on the inner sleeve. This has decisive advantages, as the clamping device does not have to transmit any axial forces between the two connection sections. There is no bending of the connection sections, which could lead to internal stresses and reduce their service life. A certain deformation of the second connection section when clamped against the inner sleeve is possible, but of minor importance. In addition, the clamping force exerted by the clamping device can act directly and with full force on the inner sleeve and is not reduced, as in the prior art, by restoring forces that would occur when the connection sections are deformed. The inner sleeve is preferably spaced apart from the first connection section.

[0023] However, the first connection section also has an important function in the present invention, since the clamping device with the aforementioned head section is received in a radially positive fit in the first recess of the first connection section. Thus, there is a positive fit in the radial direction, which at least limits movement of the head section (and thus of the clamping device as a whole) relative to the first connection section. One could also say that the head section is arranged radially adjacent to an inner wall of the first recess. In this case, it is possible that there is no positive fit between the head section and the first connection section in the tangential and / or axial direction. If the axial direction is defined by an axis (e.g., an axis of symmetry of the inner sleeve), the positive fit prevents displacements transverse to this axis, while rotations around the axis may be possible.The term "head section" is not intended to be interpreted restrictively. Generally, the head section forms an end section of the clamping device in the axial direction, but this is not necessarily the case. Furthermore, the head section can have a greater radial extension than the shank section.

[0024] A certain amount of play may be present in the radial direction, but this is negligible compared to the dimensions of the overall layer arrangement. For example, the (minimum) radial distance between the head section and the inner wall of the first recess can correspond to a maximum of 2%, preferably a maximum of 1% of the radial dimension of the first recess. This distance can of course be direction-dependent; for example, a head section with a hexagonal cross-section could be accommodated in a recess with a circular cross-section. In this case, it is of course sufficient if the minimum distance is in the area of ​​the corners. Generally, the positive connection in the radial direction does not have to be present on all sides, or there can be different amounts of play depending on the direction. However, the positive connection is preferably present on all sides, so that any displacement of the head section relative to the first connecting section transverse to the axial direction is restricted or prevented.is prevented. As already mentioned above, this does not preclude the possibility of rotation of the head section relative to the first connection section. The head section can preferably be formed integrally with the shaft section.

[0025] Likewise preferably, the head portion at least indirectly applies the above-mentioned clamping force to the inner sleeve.

[0026] Due to the positive connection in the radial direction, the first connection section can at least partially absorb radial bearing forces, i.e., it supports the head section and thus the clamping device as a whole. The clamping device, in turn, absorbs bearing forces because it connects the inner sleeve and the second connection section. Because the head section is at least temporarily supported on the first connection section, this naturally results in stress and a certain deformation of the first connection section. However, this generally has a less detrimental effect on service life than axial deformation, which occurs in the prior art when the connection sections are clamped against one another.

[0027] According to a preferred embodiment, the shaft section and the head section are formed by a screw, which is arranged in sections in a second recess of the second connection section. The head section is of course the screw head. It can have a circular or other, e.g., hexagonal, cross-section. In the case of a circular cross-section, a wide variety of drives can be provided on the head, e.g., a slot, Phillips head, hexagon socket, etc. The shaft of the screw, which forms the shaft section, projects axially beyond the inner sleeve into the aforementioned second recess. According to one embodiment, the second recess can have an internal thread into which the screw is screwed. In this case, the second recess can also be designed, for example, as a blind hole. The second recess, like the first recess, can be approximately aligned with the continuous recess of the inner sleeve.

[0028] Preferably, the first recess and / or the second recess are axially continuous. In the case of the first recess, this is advantageous because the head section is also accessible from a side of the first connection section facing away from the first component and, for example, in the above-mentioned embodiment, the screw can also be inserted from this side through the first recess. This considerably facilitates the assembly of the layer arrangement. In the case of the second recess, it can be advantageous, for example, for the screw to be able to pass completely through the second connection section and thus be screwed into an internal thread, for example, over the maximum possible length.

[0029] In this context, it is preferred that an inner cross-section of the first recess corresponds at least to a maximum outer cross-section of the screw. The maximum outer cross-section is naturally present in the area of ​​the screw head. To allow the head to be inserted into the first recess (or passed through it), its inner cross-section must, of course, be selected to be somewhat larger than the maximum outer cross-section of the screw.

[0030] As already mentioned above, the head section preferably serves to at least indirectly axially load the inner sleeve. The head section normally projects beyond the shaft section, i.e., it has a larger radial outer dimension. This is the case, for example, when, as described above, the head section and the shaft section are formed by a screw. Therefore, a radial inner dimension of the first recess is preferably larger than a radial inner dimension of the second recess. This is because the first recess serves to accommodate the head section, while the second recess can serve, for example, to accommodate the end of a screw.

[0031] As already mentioned, it would be conceivable for the second recess to have an internal thread into which the screw is screwed. According to an alternative embodiment, the screw cooperates with a nut which is arranged on a side of the second connection section opposite the first connection section. In particular, it is provided that the nut screwed to the screw at least indirectly acts on the second connection section. This means that when assembling the bearing arrangement, the inner sleeve can first be arranged between the two connection sections and then the screw can be guided through the connection sections and through the inner sleeve. In the region of the second connection section, the nut is screwed onto the screw (a washer or the like can be interposed) until it rests against the second connection section.By tightening the nut and the screw against each other, the clamping force between the second connection section and the inner sleeve is generated. Optionally, the nut can be a flange nut. In this embodiment, the second recess normally does not have an internal thread, and the second recess can, in particular, be dimensioned such that the screw is arranged at a distance therefrom.

[0032] It is possible to provide an additional section between the head section and the shaft section, which rests against the inner sleeve and exerts pressure on it. Such a section of the clamping device can also be designed as a separate component, e.g., as a washer. However, according to a structurally simple embodiment, the head section rests directly against the inner sleeve. This means that the head section exerts pressure on the inner sleeve directly in the axial direction. It is understood that for this to be possible, the radial outer dimension of the head section must be larger than the radial inner dimension of the inner sleeve.

[0033] As already mentioned above, the head section can be rotated relative to the first recess. If the clamping device has a screw and a nut, the screw can be gripped with a screwdriver, for example, for clamping, while the nut is gripped with a wrench or the like. According to an alternative embodiment, the head section is received in the first recess in a rotationally secure manner. This means that in addition to the radial positive connection, a tangential positive connection is also provided. This can be achieved, for example, by the head section being hexagonal and the first recess also having a hexagonal cross-section tailored to this. Of course, a wide variety of other options are conceivable to ensure rotational security. For example, a locking pin could be guided through the first connection section and the head section.

[0034] The bearing arrangement according to the invention can be used in various areas of a motor vehicle. However, the first and second components preferably belong to a suspension of the motor vehicle. The suspension here includes all parts that serve to connect at least one vehicle wheel to a vehicle body (chassis, body, and / or subframe). At least one of these parts can also be assigned to the vehicle body itself. In this case, the components can therefore also be referred to as suspension parts. In particular, the first component can be designed as a suspension control arm. In principle, it can be any known type of control arm, e.g., a trailing arm or semi-trailing arm. The second suspension part can, for example, be a subframe on which the suspension control arm is arranged, or, in particular, a wheel carrier that is normally connected to the vehicle body via several control arms.

[0035] As already mentioned above, the bearing bush can in particular be designed as a rubber-metal bush. In this case, the bearing bush has a rubber element surrounding the inner sleeve. One could also say that this is arranged concentrically around the inner sleeve. It can preferably be designed at least partially symmetrically to an axial axis of symmetry of the inner sleeve, but an asymmetrical, e.g. eccentric design would also be conceivable. The rubber element can also be referred to as a rubber-elastic element and does not necessarily have to be made of rubber, but can also be made of an elastic material with comparable properties, e.g. silicone. Normally, the rubber element is designed in one piece, but a multi-part design is also conceivable, or there can be a plurality of rubber elements. The rubber element rests at least partially against the inner sleeve and can form a positive connection with it, if necessary.also a material bond. The elasticity of the rubber element is significantly greater than that of the inner sleeve, so that forces acting on the rubber element primarily cause deformation of the same, but at most a negligible deformation of the inner sleeve. The rubber element serves to at least indirectly connect to a first component, ie, it can, for example, be pressed, glued, or otherwise connected directly into a recess in the first component.

[0036] Alternatively, the rubber element can itself be surrounded by an outer sleeve which, like the inner sleeve, is designed to be rather inelastic and can, for example, also be made of metal. This outer sleeve can then be arranged in the bearing eye of the first component, e.g. by pressing it in. In any case, the elasticity of the rubber element allows limited mobility of the first component relative to the inner sleeve. In particular, axial, radial, tangential and cardanic movement can be possible. The overall structure of the bearing bush corresponds to a composite bearing, more precisely a rubber-metal bearing. The bearing bush can also be designed like a hydraulic bushing, wherein, in addition to the rubber element, one or more interconnected chambers in which a fluid is enclosed are provided between the inner and outer sleeves.This allows the damping behavior to be significantly improved or refined compared to a rubber-metal bushing.

[0037] Further advantageous details and effects of the invention are explained in more detail below using an exemplary embodiment shown in the figure. It shows: Fig. 1 a partial sectional view of a first embodiment of a bearing arrangement according to the invention.

[0038] Fig.1 shows a partial sectional view of a bearing arrangement 1, which can, for example, be part of a wheel suspension of a car. A wishbone 2 is movably connected to a wheel carrier 7. The wishbone 2 has a bearing eye 2.1 at its end, into which a bearing bush 3 is pressed, which in this case is designed as a rubber-metal bushing. An outer sleeve 6 made of metal rests directly inside the bearing eye 2.1 on the wishbone 2. This outer sleeve 6 concentrically surrounds an inner sleeve 4, which is also made of metal, with a rubber element 5 being interposed between the two sleeves 4, 6. In the present case, both sleeves 4, 6, as well as the rubber element 5, are constructed cylindrically symmetrically to an axis of symmetry S, which runs in an axial direction A.

[0039] The wheel carrier 7 has a first connection section 7.1 and a second connection section 7.3, which are arranged opposite one another with respect to the wishbone 2. The connection sections 7.1, 7.3 could also be referred to as fork arms. A first recess 7.2 is formed within the first connection section 7.1, and a second recess 7.4 is formed within the second connection section 7.3. Both recesses 7.2, 7.4 are continuous in the axial direction A and have a circular cross-section. The diameter of the first recess 7.2 is significantly larger than that of the second recess 7.4.

[0040] The connection of the wishbone 2 with the bearing bush 3 to the wheel carrier 7 is achieved via a clamping device 8, which in the present example comprises a screw 9 and a flange nut 10. The screw 9 is guided with a shaft section 9.1 through the inner sleeve 4 and projects through the second recess 7.4 to a side of the second connection section 7.3 opposite the first connection section 7.1, where it is secured by the flange nut 10. The screw 9 is arranged with play within the second recess 7.4. A head 9.2 of the screw, which can have, for example, a hexagon socket or other drive, is received within the first recess 7.2, whereby a positive connection is provided in a radial direction R. In order to insert the head 9.2 into the first recess 7.To enable the connection of the first connecting section 7.2, a slight radial clearance is provided, which in this case amounts to less than 1% of the radius of the first recess 7.2. The size of the radial clearance between the head 9.2 and the first connecting section 7.1 is not shown to scale and is exaggerated in the drawing.

[0041] The head 9.2 rests against the inner sleeve 4 in the axial direction A. Tightening the flange nut 10 and the screw 9 against each other generates an axial clamping force, which clamps the inner sleeve 4 against the second connection section 7.3. While the inner sleeve 4 thus rests against the second connection section 7.3, it is spaced from the first connection section 7.3. Clamping in the axial direction A bypasses the first connection section 7.1, so that no bending moments act on the connection sections 7.1, 7.3.

[0042] Due to the positive fit of the head 9.2 within the first recess 7.2, any radial forces acting on the screw 9 from the bearing bush 3 are absorbed by the first connection section 7.1. This therefore contributes significantly to stabilization, even though it is not braced against the inner sleeve 4. On the second connection section 7.3 side, radial forces are absorbed via a force connection between the inner sleeve 4 and the second connection section 7.3, as well as via a force connection between the flange nut 10 and the connection section 7.3. The inner sleeve 4 is thus secured overall in the axial direction A and in the radial direction R. Under certain circumstances, however, twisting in the tangential direction could occur. To prevent this, the screw 9 can be provided with a hexagonal head, for example, instead of a head 9.2 with a circular cross-section, whereby the first recess 7.2 also has a hexagonal cross-section adapted to this. List of reference symbols: 1 bearing arrangement 2 wishbones 2.1 Bearing eye 3 bearing bush 4 inner sleeve 5 rubber element 6 Outer sleeve 7 wheel carriers 7.1 first connection section 7.2 first recess 7.3 second connection section 7.4 second recess 8 clamping device 9 Screw 9.1 Shaft section 9.2 Head 10 flange nut A axial direction R radial direction S axis of symmetry

Claims

[1] Bearing arrangement (1) for a motor vehicle, comprising a first component (2) with a bearing eye (2.1) in which a bearing bush (3) is arranged, having an outer sleeve (6) which concentrically surrounds an inner sleeve (4), with a rubber element (5) being arranged between the two sleeves (4, 6), and comprising a second component (7) with a first (7.1) and a second connection section (7.3) which are arranged in the region of the bearing eye (2.1) on both sides of the first component (2), as well as a clamping device (8) which has a screw (9) with a head (9.2) and which is guided with a shaft section (9.1) axially through the inner sleeve (4) of the bearing bush (3), characterized bythat the clamping device (8) clamps the inner sleeve (4) axially against the second connection section (7.3), bypassing the first connection section (7.1), and is received with its head (9.2) in a radially form-fitting manner in a first recess (7.2) of the first connection section (7.1), wherein an inner cross section of the first recess (7.2) corresponds at least to a maximum outer cross section of the head (9.2). [2] Bearing arrangement according to claim 1, characterized by that the shaft section (9.1) and the head (9.2) are formed by a screw (9) which is arranged in sections in a second recess (7.4) of the second connection section (7.3). [3] Bearing arrangement according to claim 1 or 2, characterized by that the first recess (7.2) and / or a second recess (7.4) are axially continuous. [4] Bearing arrangement according to one of the preceding claims, characterized bythat a radial inner dimension of the first recess (7.2) is larger than a radial inner dimension of a second recess (7.4). [5] Bearing arrangement according to one of the preceding claims, characterized by that the screw (9) cooperates with a nut (10) which is arranged on a side of the second connection section (7.3) opposite the first connection section (7.1). [6] Bearing arrangement according to one of the preceding claims, characterized by that the head (9.2) rests directly on the inner sleeve (4). [7] Bearing arrangement according to one of the preceding claims, characterized by that the head (9.2) is held in the first recess (7.2) in a rotationally secure manner. [8] Bearing arrangement according to one of the preceding claims, characterized by that the first component (2) is designed as a suspension arm and the second component (7) is designed as a wheel carrier.

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