Wheel bearing assembly

Abstract

The invention relates to a wheel bearing assembly comprising a wheel hub (10), a wheel bearing (20) which is arranged on the wheel hub, a wheel carrier (30) to which the wheel bearing is fixed by means of a wheel bearing outer ring (21), a constant velocity joint (40) which is axially braced together with the wheel hub via a plane serration-type coupling assembly, and a seal ring (50) which surrounds the radial exterior of the plane serration-type coupling assembly and seals off same. The seal ring is pre-assembled on the constant velocity joint and comes into engagement with the wheel hub outside of the force flow of the wheel bearing when the wheel bearing assembly is assembled, wherein the seal ring, in conjunction with the wheel carrier, simultaneously provides a contact-free pre-seal for the wheel bearing.

Description

[0001] Description

[0002] Wheel bearing arrangement

[0003] The invention relates to a wheel bearing arrangement comprising a wheel hub, a wheel bearing arranged on the wheel hub, a wheel carrier to which the wheel bearing is fixed with a wheel bearing outer ring, a constant velocity joint which is axially clamped to the wheel hub via a planar spline arrangement, and a sealing ring which radially surrounds and seals the planar spline arrangement on the outside.

[0004] In wheel bearing assemblies of driven wheel axles, axially clamped face spline arrangements are increasingly being used as a connection for backlash-free torque transmission between a drive shaft and a wheel hub. Particularly for the transmission of high torques, such as in electric vehicles, the use of such axially clamped face spline arrangements, which are occasionally also referred to as Hirth or spur gear arrangements, offers advantages over conventional longitudinal spline arrangements, as torque transmission can be well ensured even at high, alternating torques, without relative movements that can result from the torsional elasticity of longitudinal spline gears, and without disturbing noise (ping noise).

[0005] To ensure the torque transmission function, the planar spline arrangement must be clamped with a high axial force. The two meshing planar splines, which are therefore subject to high material stresses, must be appropriately protected against corrosion.

[0006] A generic wheel bearing assembly of the type mentioned above is known from DE 102015 211 455 B4. In particular, DE 102015 211 455 B4 proposes a spacer element arranged between the wheel bearing and the drive shaft. This spacer element has a contact web, which radially seals the planar spline arrangement in the assembled state, as well as a radially extending sealing section, which interacts with an outer ring of the wheel bearing as a pre-seal for the wheel bearing. During assembly, the spacer element and the rolling bearing inner rings of the wheel bearing are pushed axially together and axially clamped between the wheel hub and the drive shaft. In other words, axial forces of the wheel bearing are supported by the spacer element, so that it must be reinforced accordingly. The sealing function is accordingly expensive.

[0007] Further sealing concepts for wheel bearing arrangements with torque transmission by means of a planar spline arrangement are known from WO 2010 / 018041 A1 and WO 2006 / 111146 A2.

[0008] The invention is based on the object of demonstrating alternative sealing concepts for a wheel bearing arrangement of the type mentioned at the beginning.

[0009] This object is achieved by a wheel bearing assembly having the features of patent claim 1. The wheel bearing assembly according to the invention is characterized in particular by the fact that the sealing ring is pre-assembled on the constant velocity joint and, in the assembled state of the wheel bearing assembly, engages with the wheel hub outside the force flow of the wheel bearing, wherein the sealing ring simultaneously provides a contact-free pre-seal for the wheel bearing in cooperation with the wheel carrier.

[0010] Compared to DE 10 2015211 455 B4, the sealing ring in the inventive solution is no longer located in the force flow of the transverse forces acting on the wheel bearing, but is supported, for example, against a front wall of the wheel hub. This allows the sealing ring to be manufactured considerably more cost-effectively, for example, from plastic. It performs both a sealing function with respect to the planar spline arrangement to prevent the ingress of water and dirt, and also functions as a non-contact pre-seal for the wheel bearing, preventing water and dirt from penetrating the actual wheel bearing seal. By providing the pre-seal, the actual wheel bearing seal can be designed in a simpler and lower-friction manner.

[0011] Particular embodiments of the invention are the subject of further patent claims.

[0012] For example, the sealing ring can have a sleeve-shaped first sealing section for radially sealing the planar spline arrangement and a sleeve-shaped second sealing section for providing the pre-seal, wherein the sleeve-shaped second sealing section is connected to the first sealing section by a radial web. In this way, a relatively complex labyrinth can be created, which is suitable for significantly inhibiting the passage of water and dirt.

[0013] In a particular embodiment of the invention, the radial web can connect to an axial end portion of the sleeve-shaped first sealing portion.

[0014] In particular, the sleeve-shaped second sealing section and the web, together with a projection located on the wheel carrier, can form a sealing labyrinth whose course, from the outside to the inside of the pre-seal, includes at least two changes of direction in a longitudinal section plane. This is also suitable for significantly inhibiting the passage of water and dirt and thus their penetration to the actual wheel bearing seal.

[0015] In a further particular embodiment of the invention, the sleeve-shaped first sealing section, the sleeve-shaped second sealing section and the web can form a longitudinal section plane, for example a C-shaped longitudinal section profile, so that an annular groove is formed into which a corresponding longitudinal section profile on the wheel carrier engages, wherein a gap is formed as a sealing labyrinth between the sleeve-shaped first sealing section, the sleeve-shaped second sealing section and the web on the one hand and the corresponding longitudinal section profile on the wheel carrier on the other hand.

[0016] The corresponding longitudinal section profile on the wheel carrier can in turn have at least one annular groove which corresponds to the profile on the sealing ring in order to create a long, multiply angled labyrinth course for sealing purposes.

[0017] The above-mentioned object is further achieved by a wheel bearing arrangement according to claim 8, which comprises: a wheel hub, a wheel bearing which is arranged on the wheel hub, a wheel carrier to which the wheel bearing is fixed with a wheel bearing outer ring, a constant velocity joint which is axially clamped to the wheel hub via a planar spline arrangement, and a sealing ring which radially surrounds and seals the planar spline arrangement on the outside.The wheel bearing assembly according to the invention is characterized in that the sealing ring has a sleeve-shaped first sealing section for radially sealing the planar spline arrangement and a sleeve-shaped second sealing section for providing a contact-free pre-seal for the wheel bearing, wherein the sleeve-shaped second sealing section is connected to the first sealing section by a radial web, and the wheel carrier has an annular groove, wherein a gap is formed as a sealing labyrinth between the sleeve-shaped first sealing section, the sleeve-shaped second sealing section, and the web on the one hand, and the annular groove on the wheel carrier on the other hand. Compared to DE 102015 211 455 B4, this enables a significant improvement, in particular in the sealing effect of the pre-seal for the wheel bearing, at considerably lower cost.The improved pre-sealing effect in turn enables the use of particularly low-friction wheel bearing seals on the wheel bearing.

[0018] The sealing ring can in particular also be made of plastic, which results in greater freedom in terms of shape, which in turn allows, for example, to provide a more complex and thus more effective sealing gap than in DE 102015211 455 B4.

[0019] According to another particular embodiment of the invention, the sealing ring can have a sleeve-shaped third sealing section, which protrudes axially from the second sealing section in the direction of the constant velocity joint and forms a sealing contact against a sealing element of the constant velocity joint. This makes it possible to completely cover the constant velocity joint on the outside, eliminating the need for any painting to ensure a rust-free appearance. The coverage provided by the sealing ring and the sealing element of the constant velocity joint thus extends continuously from the wheel bearing pre-seal to the opening of the constant velocity joint of an associated drive shaft on the wheel-side side.

[0020] In a modification of this, according to another particular embodiment of the invention, the sealing ring can have a sleeve-shaped third sealing section, which protrudes axially from the second sealing section in the direction of the constant velocity joint and forms an annular gap with a sealing element of the constant velocity joint, such that any incoming water can be drained away under centrifugal force. Such a deliberately provided annular gap enables forced drainage of water as soon as the constant velocity joint is rotated.

[0021] Preferably, such an annular gap has a minimal gap width of 1 to 3 mm, thus ensuring the basic covering function. In most applications, the primary concern is to ensure a rust-free appearance.

[0022] The sealing element of the constant velocity joint can be a bellows, a rolling bellows, and / or a sheet metal cap. This sealing element seals the constant velocity joint at its opening, preventing grease from escaping and dirt from entering the joint. Sheet metal caps are usually pressed or crimped onto the outer diameter of the constant velocity joint. Bellows and rolling bellows can be secured to the outer diameter of the constant velocity joint using hose clamps or similar devices.

[0023] According to a further particular embodiment of the invention, the third sealing section can extend radially further outward than the furthest radially outward extension of an annular groove for engagement with the sleeve-shaped second sealing section. This allows a further improvement in the pre-sealing effect to be achieved.

[0024] According to a further particular embodiment of the invention, the planar spline arrangement has a first planar spline on the wheel hub and a second planar spline on the constant velocity joint, which are in meshing engagement with one another, as well as a clamping device by means of which, in the clamped state of the same, the first planar spline and the second planar spline are axially clamped together, wherein the sealing ring further provides an assembly lock in the untensioned state of the clamping device, by means of which the first planar spline and the second planar spline are held loosely in engagement with one another such that an axial play is smaller than the height of the teeth of the first planar spline and the second planar spline. This facilitates the assembly of the wheel bearing arrangement.In particular, this allows for a seamless decoupling of the assembly steps—namely, the alignment of the components to be joined, ensuring that tooth-to-tooth assembly is excluded, on the one hand, and the clamping on the other. This ensures simple handling. All functions—namely, the sealing of the planar spline arrangement, the pre-sealing of the wheel bearing, and the assembly aid—are integrated into a single component, which can be manufactured easily and cost-effectively.

[0025] In another particular embodiment of the invention, the sealing ring is fixed to one of the constant velocity joint and the wheel hub and coupled to the other of the constant velocity joint and the wheel hub via a locking mechanism. This allows for pre-assembly of the sealing ring on one of the components to be joined. For example, the sealing ring can be firmly pressed, glued, or otherwise attached to one of the two components, while it tangibly locks into place with the other during assembly, thus enabling pre-fixing of the components to one another before the actual clamping of the planar spline arrangement.

[0026] In the following, ways of implementing the invention are explained in more detail using exemplary embodiments illustrated in the drawing. The drawing shows:

[0027] Figure 1 is a longitudinal sectional view of a wheel bearing arrangement according to a first embodiment of the invention,

[0028] Figure 2 is a longitudinal sectional view of a wheel bearing arrangement according to a second embodiment of the invention,

[0029] Figure 3 is a longitudinal sectional view of a wheel bearing arrangement according to a third embodiment of the invention,

[0030] Figure 4 is a longitudinal sectional view of a wheel bearing arrangement according to a fourth embodiment of the invention,

[0031] Figure 5 is a longitudinal sectional view of a wheel bearing arrangement according to a fifth embodiment of the invention,

[0032] Figure 6 is a longitudinal sectional view of a wheel bearing arrangement according to a sixth embodiment of the invention,

[0033] Figure 7 is a schematic representation of a variant of the design to illustrate a pre-assembly position (left) and a final assembly position (right) of components to be joined together, including an axially clamped planar spline arrangement,

[0034] Figure 8 is a longitudinal sectional view of a wheel bearing arrangement according to a seventh embodiment of the invention,

[0035] Figure 9 is a sectional view of a first embodiment of a sealing ring,

[0036] Figure 10 is a sectional view of a second embodiment of the sealing ring, and Figure 11 is an exploded view of a wheel bearing arrangement with a wheel carrier, a constant velocity joint and a wheel hub with wheel bearing, which can be connected to one another via an axially clamped planar spline arrangement.

[0037] The exemplary embodiments of various wheel bearing arrangements explained in more detail below each comprise a wheel hub 10, a wheel bearing 20 which is arranged on the wheel hub 10, a wheel carrier 30 to which the wheel bearing 20 is fixed with a wheel bearing outer ring 21, and a constant velocity joint 40 of a drive shaft which is axially clamped to the wheel hub 10 via a planar spline arrangement 11 / 41 explained in more detail below for torque transmission.

[0038] Furthermore, the wheel bearing assemblies each include a sealing ring 50 that radially surrounds and seals the planar spline arrangement on the outside. This sealing ring 50 is pre-assembled on the constant velocity joint 40 and, when the wheel bearing assembly is assembled, engages the wheel hub 10 outside the force flow of the wheel bearing 20.

[0039] At the same time, this sealing ring 50, in cooperation with the wheel carrier 30, forms a contact-free pre-seal for the wheel bearing 20 in order to prevent the penetration of water and dirt to the wheel bearing 20.

[0040] For example, the sealing ring 50 may have an end face 51 which, in the assembled state, is pressed against an opposite end wall 12 of the wheel hub 10.

[0041] Additional dedicated wheel bearing seals 24 and 25 can be provided on the wheel bearing 20, in particular its rolling bearings 22 and 23, which rotatably support the wheel bearing outer ring 21 relative to the wheel hub 10. These seals seal the rolling bearings 22 and 23 to the outside. The non-contact pre-seal, provided by the sealing ring 50, is arranged at a distance from the rolling bearings 22 and 23 and is located between the constant velocity joint 40 and the wheel carrier 30. Due to the pre-seal provided by the sealing ring 50, the dedicated wheel bearing seals 24 and 25 can be designed with particularly low friction.

[0042] The rolling bearings 22 and 23 can be designed as complete bearings, each with its own inner bearing ring and outer bearing ring, as well as rolling elements arranged between them. However, it is also possible to integrate individual bearing rings into a common wheel bearing outer ring 21 and / or into the wheel hub 10.

[0043] In Figure 1, the bearing outer rings of the rolling bearings 22 and 23 are combined to form a common wheel bearing outer ring 21, which also forms support and fastening structures 26 for connection to the wheel carrier 30.

[0044] For the rolling bearing 22 on the left in Figure 1 and thus far from the constant velocity joint, the bearing inner ring is integrated into the wheel hub 10, whereas for the rolling bearing 23 on the right in Figure 1 and thus close to the constant velocity joint, the bearing inner ring 29 is designed as a separate component. This bearing inner ring 29 can also be understood below as a component or subsection of the wheel hub 10. Depending on the design of the bearing inner rings, the aforementioned sealing ring 50 can also be supported on an end wall 12 of such a bearing inner ring 29, which in this case functions as part of the wheel hub 10.

[0045] If available as separate bearing rings, these are axially secured and supported on the respective wheel bearing outer ring 21 or on the wheel hub 10 using suitable axial securing means such as contact shoulders, axial securing rings, receiving grooves, or the like. The bearing inner ring 29 can be secured to the wheel hub 10, for example, by forming an end section of the wheel hub 10. This can be done, for example, by orbital forging or orbital pressing. The sealing ring 50 therefore does not have to absorb any axial bearing forces. Since it has no load-bearing function, there is considerable design freedom for the sealing ring 50. This also enables more complex shapes. In particular, the sealing ring 50 can be manufactured cost-effectively, for example, from plastic.

[0046] This also enables the integration of a wheel speed sensor, whose sensor is arranged as a ring in the wheel bearing seal 25. The associated sensor can, for example, be arranged axially between the wheel bearing seal 25 and the sealing ring 50, while the associated sensor housing, along with other components of the wheel speed sensor, can be located in a recess or bore on the wheel carrier 30.

[0047] In addition to providing a pre-seal for the wheel bearing 20, the sealing ring 50 also serves to radially surround and seal the aforementioned planar spline arrangement 11 / 41 on the outside, thus protecting it against corrosion. For this purpose, the sealing ring 50 can, for example, be clamped axially between the wheel hub 10 and the constant velocity joint 40. However, it is also possible to attach the sealing ring 50 to the aforementioned components in another way, for example, by locking, pressing, gluing, or the like.

[0048] The planar spline arrangement 11 / 41 forms the interface between the constant velocity joint 40 and the wheel hub 10. For this purpose, a planar spline 11 and 41, respectively, is formed on opposite end walls of the constant velocity joint 40 and the wheel hub 10. The teeth of these two planar spline arrangements 11 and 41 mesh with each other. In this context, planar spline is understood to be a front-face radial toothing structure on a component, which can be coupled to a corresponding front-face radial toothing structure on another component for the purpose of torque transmission. The tooth engagement is backlash-free and suitable for transmitting high torques. Such planar spline arrangements are occasionally also referred to as Hirth or spur gear arrangements.

[0049] A clamping device 60, preferably in the form of a clamping bolt, serves to keep the two planar splines 11 and 41 on the wheel hub 10 and on the constant velocity joint 40 axially engaged with one another when in the clamped state.

[0050] The clamping device 60 preferably extends centrally through the two planar splines 11 and 41. In particular, the clamping device 60, or rather the clamping bolt, can be supported by a head 61 on the wheel hub 10 and can be screwed to the constant velocity joint 40 via a thread 62. A reversed installation is also possible.

[0051] Fig. 1 shows a first exemplary embodiment in which the sealing ring 50 has a sleeve-shaped first sealing section 51, which radially surrounds the planar spline arrangement 11 / 41 in the manner of a sleeve and rests, for example, on corresponding outer circumferential sections of the wheel hub 10 and the constant velocity joint 40. A first end face 52 of the sealing ring 50 bears against an end wall 12 of the wheel hub 10, here the inner bearing race 29 of the right-hand rolling bearing 23, and an opposite second end face 53 bears against a wall shoulder 42 of the constant velocity joint 40. The sealing function with respect to the planar spline arrangement 11 / 41 can be performed on the end faces 52, 53 and / or to the outer circumferential sections of the wheel hub 10 and the constant velocity joint 40. If the sealing is carried out against the outer circumferential sections of the wheel hub 10 and the constant velocity joint 40, axial support of the end faces 52 and / or 53 can be dispensed with if necessary.A circumferential web 54 protrudes radially from the sleeve-shaped first sealing section 51. This web 54, together with corresponding wall sections on the wheel carrier 30, forms a narrow gap that prevents the ingress of water and dirt and thus acts as a pre-seal for the wheel bearing 20 or its wheel bearing seal 25.

[0052] In particular, a radially inwardly directed projection 31 can be formed on the wheel carrier 30 for this purpose, which projection has an axial annular wall 32 parallel to the web 54. In the longitudinal section of the sealing ring 50 according to Fig. 1, this results in a gap path extending radially to the rotational axis A of the wheel hub 10, the extent of which is significantly greater than an axial gap path on the outside of the seal between the radial outer edge 55 of the web 54 and the wheel carrier 30.

[0053] An additional axial gap path on the inside of the seal can be provided between a radial inner edge 33 of the projection 31 and the sleeve-shaped first sealing section 51 or a step 56 optionally provided thereon, as shown in Fig. 1.

[0054] Since the projection 31 is located on the wheel carrier 30, the projection 31 can be designed relatively freely. In particular, it is possible to form the projection 31 integrally with the wheel carrier 30. However, it is also possible to attach a corresponding ring for the projection 31 to the wheel carrier 30 in order to create even more complex sealing gap configurations or labyrinths if necessary.

[0055] An alternative labyrinth shape for the sealing gap of the pre-seal is shown as an example in Fig. 2. In this case, the sealing ring 50 has, in addition to the sleeve-shaped first sealing section 51 for radially sealing the planar spline arrangement 11 / 41, a sleeve-shaped second sealing section 57 for providing the pre-seal, wherein the sleeve-shaped second sealing section 57 is connected to the first sealing section 52 by a radial web 54.

[0056] The sleeve-shaped first sealing section 51 can be designed with or without a step 56, as in Figure 1.

[0057] In particular, the sleeve-shaped first sealing section 51, the sleeve-shaped second sealing section 57 and the web 54 can form an approximately C-shaped longitudinal section profile in a longitudinal section plane, so that an annular groove 58 is formed on the sealing ring 50 around the axis of rotation A, into which an annular groove 58 engages a corresponding longitudinal section profile on the wheel carrier 30. As shown in particular in Figure 2, a gap is formed as a complex sealing labyrinth between the sleeve-shaped first sealing section 51, the sleeve-shaped second sealing section 57 and the web 54 on the one hand and the corresponding longitudinal section profile on the wheel carrier 30 on the other hand, which gap offers a high level of protection against the ingress of water and dirt as part of a pre-seal.

[0058] The corresponding longitudinal section profile on the wheel carrier 30 can, in turn, have at least one annular groove 34, for example, on the aforementioned projection 31. The annular grooves 58 and 34 on the sealing ring 50 and on the wheel carrier 30 can be interlocked to achieve the longest possible gap path on the pre-seal within a compact space. In Fig. 2, the sleeve-shaped second sealing section 57 extends axially into the annular groove 34 on the wheel carrier 30. Likewise, the inner edge 35 of the annular groove 34 extends axially into the annular groove 58 on the sealing ring 50. This principle can be expanded by connecting several annular grooves in series.

[0059] In the illustrated embodiments, the radial web 54 can preferably connect to an axial end portion of the sleeve-shaped first sealing portion 51, preferably on the side of the constant velocity joint.

[0060] Preferably, the sleeve-shaped first and second sealing sections 51, 57 extend axially in the same direction from the web 54.

[0061] The sleeve-shaped second sealing section 57 and the web 54 and optionally also the sleeve-shaped first sealing section 51, together with the projection 31 located on the wheel carrier 30, form a sealing labyrinth whose course from the outside to the inside of the pre-seal in a longitudinal section plane includes at least two changes of direction, in particular three or even four changes of direction, in order to significantly inhibit the ingress of water and dirt.

[0062] In a modification of the exemplary embodiments in Figs. 1 and 2, the sealing ring 50 can also be installed axially rotated by 180°. In Fig. 2, the annular groove 58 then opens not toward the constant velocity joint 40, but toward the wheel hub 10. Furthermore, instead of pre-assembling the sealing ring 50 on the constant velocity joint 40, it is possible to first pre-assemble the sealing ring 50 on the wheel hub 10 so that it then engages with the constant velocity joint 40 during assembly of the wheel bearing assembly.

[0063] A further wheel bearing arrangement according to the invention comprises at least the wheel hub 10, a wheel bearing 20 which is arranged on the wheel hub 10, a wheel carrier 30 to which the wheel bearing 20 is fixed with a wheel bearing outer ring 21, the constant velocity joint 40 which is axially clamped to the wheel hub 10 via a planar spline arrangement 11 / 41, and the sealing ring 50 which radially surrounds and seals the planar spline arrangement 11 / 41 on the outside. This further wheel bearing arrangement is developed in such a way that the sealing ring 50, analogous to Fig. 2, has both a sleeve-shaped first sealing section 51 for radially sealing the planar spline arrangement 11 / 41 and a sleeve-shaped second sealing section 57 for providing a contact-free pre-seal for the wheel bearing 20, wherein the sleeve-shaped second sealing section 57 is connected to the first sealing section 51 by a radial web 54.In addition, the wheel carrier 30 has an annular groove 34, wherein a gap is formed as a sealing labyrinth between the sleeve-shaped first sealing section 51, the sleeve-shaped second sealing section 57, and the web 54, on the one hand, and the annular groove 34 on the wheel carrier 30, on the other hand. Due to the long gap path through the sealing labyrinth, a particularly good effectiveness of the pre-seal is achieved.

[0064] The exemplary embodiments explained above can be modified with regard to the sealing ring 50 in that a sleeve-shaped third sealing section 59 is additionally provided on the sealing ring 50, which protrudes axially from the second sealing section 57 in the direction of the constant velocity joint 40 and bears sealingly against a sealing element 70 of the constant velocity joint 40, as is shown by way of example in Figs. 3 and 4.

[0065] The sealing element 70 of the constant velocity joint 40 can, for example, be a bellows 71, a rolling bellows, a sheet metal cap 72 with a bellows, or the like. It serves to seal the constant velocity joint 40 at its opening side, preventing grease from escaping or dirt from entering the constant velocity joint 40. Sheet metal caps 72 are generally pressed and crimped onto the outer circumference of the constant velocity joint 40. Bellows 71 and rolling bellows can be fastened to the outer circumference of the constant velocity joint 40, for example, using hose clamps, band clamps, or the like. Due to the contact between the sleeve-shaped third sealing section 59 of the sealing ring 50 and the sealing element 70 of the constant velocity joint 40, the constant velocity joint 40 is completely covered on the outside, so that painting of the outer surfaces of the constant velocity joint 40 to ensure a rust-free appearance is unnecessary.The sealing ring 50 closes, so to speak, the gap between the sealing element 70 of the constant velocity joint 40 and the wheel hub 10 in the manner of a cover.

[0066] 3 and 4, a small annular gap 73 can also be deliberately provided between the sealing ring 50 and the sealing element 70 of the constant velocity joint 40 so that incoming water can quickly escape again. The centrifugal force acting when the drive shaft is rotating can be utilized here. As shown in Figure 5, the sealing ring 50 accordingly has a sleeve-shaped third sealing section 59 which projects axially from the second sealing section 57 in the direction of the constant velocity joint 40 and forms an annular gap 73 with the sealing element 70 of the constant velocity joint 40 such that incoming water can be discharged under centrifugal force. The annular gap 73 preferably has a gap width of 1 to 3 mm.

[0067] The third sealing section 59 in Figures 3, 4 and 5 may further be designed such that it extends radially further outward than the furthest radially outward extension of an annular groove 34 for engagement with the sleeve-shaped second sealing section 57 in order to further impede the entry of water and dirt via the pre-seal.

[0068] Furthermore, as explained below with reference to Figs. 6 to 11, the sealing ring 50 can also be used as an assembly aid during assembly of the wheel bearing assembly. When assembling a planar spline arrangement, care must be taken to ensure that the corresponding planar splines 11 and 41 mesh correctly to prevent tooth-to-tooth assembly. Such an assembly aid function can be additionally provided in the embodiments already explained above.

[0069] The sixth embodiment in Fig. 6 shows an axially clamped plan spline arrangement in clamped final assembly position.

[0070] This comprises the first face spline 11 on the wheel hub 10. In this case, face spline is understood to be a front-end radial toothing structure on a component, which can be coupled to a corresponding front-end radial toothing structure on another component for the purpose of torque transmission. The axially clamped face spline arrangement further comprises the second face spline 41 on the drive shaft 40. The first face spline 11 and the second face spline 41 are in meshing engagement with each other. This meshing is backlash-free in Fig. 6 and suitable for transmitting high torques.

[0071] Furthermore, the axially clamped planar spline arrangement comprises the clamping device 60, preferably in the form of a clamping bolt, by which, in the clamped state, the first planar spline 11 and the second planar spline 41 are axially clamped together. The clamping device 60 preferably extends centrally through the two planar spline 11 and 41. In particular, the clamping device 60, or rather the clamping bolt, can be supported on the wheel hub 20 and screwed to the constant velocity joint 40. A reverse installation is also possible.

[0072] The sealing ring 50 surrounds the first spline 11 and the second spline 41 radially on the outside and seals them. The sealing ring 50 loosely holds the first spline 11 and the second spline 41 in engagement with each other, as explained in more detail below. This loose engagement state is also considered a pre-assembly position, in which the wheel hub 10 and the constant velocity joint 40 are already roughly aligned with each other and secured against falling apart by the sealing ring 50.

[0073] As indicated in Fig. 7 on the left, in the pre-assembly position an axial clearance x between the two plan spline teeth 11 and 41 is smaller than the height h of the teeth of the first plan spline tooth 11 and the second plan spline tooth 41. Once the pre-assembly position is reached, it can therefore be assumed that a tooth-on-tooth position of the teeth of the first plan spline tooth 11 and the second plan spline tooth 41 is excluded.

[0074] Accordingly, in a second step, after the pre-assembly position has been established, the clamping device 60 can be clamped in order to establish the play-free engagement of the first planar spline 11 and the second planar spline 41 and accordingly to achieve the final assembly position shown in Fig. 7 on the right and in Fig. 6.

[0075] In the final assembly position, penetration of moisture and dirt from outside into the joint between the first planar spline 11 and the second planar spline 41 is reliably prevented by the sealing ring 50, whereby the tooth engagement is protected against corrosion.

[0076] The arrangement of the sealing ring 50 with respect to the wheel hub 10 and the constant velocity joint 40, as well as its design, can be implemented in various ways, as explained in more detail below. It should be noted that the arrangement of the sealing ring 50 and any engagement structures with respect to the constant velocity joint 40 as the first component and the wheel hub 10 as the second component can, in principle, also be reversed.

[0077] In one embodiment, as shown by way of example in Figs. 6 to 8, the sealing ring 50 can be fixed to one of the first and second components, while being coupled to the other of the first and second components via a locking mechanism 501. The locking action reliably indicates that the pre-assembly position has been reached, thus precluding a tooth-on-tooth position.

[0078] The sealing ring 50 can be secured to one of the first and second components, in this case, for example, the constant velocity joint 40 as the first component, by pressing, gluing, or in some other way. This is preferably done before the two components, namely the wheel hub 10 and the constant velocity joint 40, are joined together to reach the pre-assembly position.

[0079] For the locking mechanism 501, locking lugs 502 can be formed on the sealing ring 50, which are arranged distributed around its circumference and which, after overcoming a projection 101 on the other component, in this case for example the second component or the wheel hub 10, engage in one or more recesses 102 on the other or second component.

[0080] A cross-sectional view of such a sealing ring 50 is shown in Fig. 9. This sealing ring 50 has three locking lugs 502 on its inner circumferential surface 503. However, the number of locking lugs 502 can also be smaller or larger than shown. Preferably, the number is in a range of approximately 3 to 20.

[0081] Accordingly, the corresponding projection 101 and the corresponding recess 102 are located on an outer circumferential section of the second component. The projection 101 and the recess 102 can be formed as continuous, circumferential structures, so that the angular position of the sealing ring 50 in the circumferential direction is irrelevant during assembly. However, it is also possible to provide the projection 101 by several individual projections and / or the recess 102 by several individual recesses.

[0082] In a modification of the illustrated embodiments, however, the locking lugs 502 can also be arranged on an outer circumferential surface 504 of the sealing ring 50 instead of on the inner circumferential surface 503. Accordingly, the projection 101 and the recess 102 of the second component are then located on an inner circumferential portion thereof.

[0083] As already mentioned, the locking lugs 102 are received in the corresponding recess(es) 102 with axial play in the unclamped state of the clamping device 60. Preferably, when the projection 101 is overcome by the locking lugs 502, the overlap of the teeth of the first planar spline 11 and the second planar spline 41 is 30% to 90% of the tooth height of the latter.

[0084] Instead of using locking lugs 502, pre-fixing in the pre-assembly position can also be achieved using a sealing ring 50 slotted in this partial area, similar to Fig. 7 on the left. Fig. 10 shows, by way of example, another embodiment of the sealing ring 50, which is slotted at several points on the circumference. This facilitates clamping the sealing ring to an outer circumferential section or an inner circumferential section of the second component. The slots 505 are positioned such that a sealing effect is ensured by the sealing ring 50. The number of slots 505 is shown as four in Fig. 10. However, similar to the locking lugs 502, their number can also be selected to be smaller or larger. The coordination of both the locking lugs 502 and the slots 505 is such that the connection can reliably withstand the dead weight of the components 10 and 40 to be joined together, as well as the forces when the clamping device 60 is applied.

[0085] To facilitate assembly, particularly when using a locking mechanism 501 with locking lugs 502, the sealing ring 50 can have a section 504 on which these locking lugs 502 are formed, which can be radially elastically compressed and retracted in order to more easily overcome a locking resistance formed by the projection 101.

[0086] Chamfers formed on the locking lugs 502 and / or the projection 102 can also provide support for this purpose. Furthermore, the sealing ring 50 can have a circumferential sealing surface 506, which, in the tensioned state of the tensioning device 60, is pressed against a corresponding sealing surface 13 on the other component, in this case, for example, the second component or the wheel hub 10.

[0087] The sealing surface 506 on the sealing ring 50 can be formed by an end wall section thereof, as shown in Figs. 6 and 7.

[0088] In particular, as shown in the further embodiment according to Fig. 8, the circumferential sealing surface 506 on the sealing ring 50 and the corresponding sealing surface 13 on the other component can be conical.

[0089] Corresponding conical sealing surfaces 506 and 13 can of course also be provided in the other exemplary embodiments, as well as in variants not shown. For example, the chamfer of the projection 101 in Figs. 6 and 7 can serve as a contact surface for a corresponding, additionally provided, inclined sealing surface on the ring side.

[0090] The sealing ring 50 can be made entirely of plastic, thus avoiding the need for sensitive sealing lips.

[0091] The sealing ring 50 described above in Figs. 6 to 10 also serves as an assembly aid for positioning the components 10, 40 to be joined, avoiding a tooth-on-tooth position. Joining to achieve the pre-assembly position can be performed in a first step or work cycle. When the clamping device 60 is subsequently applied and clamped in a second step or work cycle, no additional holding device is required for the second component in each of the present embodiments. The axial force applied during clamping is in the order of approximately 80 kN and more.

[0092] In one embodiment variant, the holding force of the sealing ring 50 can be designed as an assembly aid in such a way that an axial displacement to an end position takes place using the clamping force of the clamping device 60.

[0093] As already mentioned above, the axially clamped planar spline arrangement explained above can be used to connect the constant velocity joint 40 to the wheel hub 10 including the wheel bearing 20, as is shown by way of example in an exploded view in Fig. 11. In this case, the first component is the constant velocity joint 40 and the second component is the wheel hub 10 with the wheel bearing 20, wherein the sealing ring 50 is attached to the first component and secured to the second component via the locking lugs 502 or in the area of ​​the slots 505. However, it is also possible to install the sealing ring 50 the other way around, i.e. to attach it to the second component or the wheel hub 10 with the wheel bearing 20 and to couple the area to the first component or constant velocity joint 40 with locking lugs 502 or slots 505. Corresponding recesses and projections are then provided analogously on the first component or the constant velocity joint 40.

[0094] The clamping device 60 can be formed, as in Fig. 11, by a clamping bolt which is guided centrally through the first planar spline 41 on the constant velocity joint 40 and the second planar spline 11 on the wheel hub 10 in order to axially clamp the respective components together.

[0095] Furthermore, a head 61 of the clamping bolt 60 can be supported on the wheel hub 10, while a threaded portion 62 of the clamping bolt 60 is screwed into a threaded opening 43 on the constant velocity joint 40, preferably a joint bell thereof.

[0096] The sealing ring 50, which serves as an assembly aid, sealing means, and wheel bearing pre-seal, is secured to an outer peripheral portion of the constant velocity joint 40. As can be seen in Figs. 6 to 8, this sealing ring 50 is coupled to corresponding counterstructures on the wheel hub 10 and / or the wheel bearing 20, in this case in particular a bearing inner ring 29.

[0097] Fig. 6 shows, by way of example, a variant in which the above-mentioned projection 101 and the above-mentioned recess 102 are formed on the bearing inner ring 29 of the wheel bearing 20. In particular, the sealing ring 50 can be locked to the bearing inner ring 29 and seal against it.

[0098] In Fig. 6, a corresponding sealing surface of the sealing ring 50 rests against a corresponding wall section of the bearing inner ring 29. In particular, the sealing surface can be pressed against the corresponding wall section of the bearing inner ring 29 during assembly to improve the sealing effect.

[0099] In a modification of this, as shown by way of example in Fig. 7, the sealing ring 50 can be axially pressed against a section of the wheel bearing seal 25 of the wheel bearing 20 when the clamping bolt 60 is in the tensioned state, thereby sealing against it. The section of the wheel bearing seal 25 against which the sealing ring 50 is supported is in this case fixedly arranged on the bearing inner ring 29 of the wheel bearing 20, and optionally also on the wheel hub 10, in order to prevent relative movement between the section of the wheel bearing seal 25 and the sealing ring 50 during operation.

[0100] Furthermore, as shown in Fig. 8, it is possible to form counterstructures for coupling the sealing ring 50 directly to the wheel hub 10, regardless of the presence of a bearing inner ring 29 of the wheel bearing 20. In the embodiment according to Fig. 6, a projection 101, a recess 102, and a sealing surface 13 are formed directly onto the second component, which forms the wheel hub 10.

[0101] Finally, a possible method for joining a wheel bearing assembly of the type described above will be briefly described.

[0102] During assembly, the sealing ring 50 can first be attached to the first component, or the constant velocity joint 40. The first component 10, or the constant velocity joint 40, is thus already provided with the sealing ring 50 before being introduced into the joining process.

[0103] Furthermore, the wheel bearing 20 is mounted on the wheel hub 10 and the wheel bearing 20 is in turn connected to the wheel carrier 30.

[0104] In a further step of the joining process, the constant velocity joint 40 and the wheel hub 10 with the wheel bearing 20 are loosely assembled together using the sealing ring 50. The first spline 11 and the second spline 41 are partially engaged, so that their teeth already overlap, but a backlash-free position is not yet achieved. In this pre-assembly position, the wheel hub 10 is fixed relative to the constant velocity joint 40, so that the two components can no longer be easily separated from each other, but at the same time, it is impossible for their spline 11 and 41 to be in tooth-to-tooth alignment. Such a process step is easy to handle.

[0105] In a subsequent step, the first spline 11 and the second spline 41 are clamped against each other using the clamping bolt 60. Since the wheel hub 10 is already pre-fixed relative to the constant velocity joint 40, no additional holding device is required for it when positioning and screwing the clamping bolt 60. By screwing them together, the first spline 11 and the second spline 41 come into contact with each other without play. The appropriate clamping is selected depending on the torque to be transmitted. This process step is also easy to handle. When the assembly position is reached, the sealing ring 50 seals the engagement of the first spline 11 with the second spline 41 radially outward, thus being converted from an assembly aid to a sealing device.At the same time, the sealing ring 50 engages with the wheel carrier 30 to provide the pre-seal for the wheel bearing 20.

[0106] Optionally, the constant velocity joint can be encapsulated as described in connection with Figs. 3 and 4, and if necessary, a targeted water drain can be provided as shown in Fig. 5.

[0107] The axially clamped planar spline arrangement is removable, particularly non-destructively. This is advantageous for customer service.

[0108] For this purpose, for example, the locking mechanism 501 can be designed such that the locking lugs 502 can be released by a high axial force or a bending moment. For this purpose, appropriately adapted contact slopes or chamfers can be provided.

[0109] Similarly, when using slots 505 for clamping, the clamping force can be adjusted so that release is possible while overcoming the clamping force.

[0110] One method for disassembly, for example during customer service, can be easily carried out as follows. The clamping device 60 is first loosened slightly, preferably in such a way that partial engagement of the planar splines 11 and 41 is maintained. A clamping bolt can be loosened for this purpose, for example, by approximately 3 to 9 mm (corresponding to 2 to 6 turns with a thread pitch of 1.5 mm). A soft-face hammer is used to strike the head 61 of the clamping bolt until the sealing ring 50 in the area of ​​the locking mechanism 501 or the slots 505 is released. The constant velocity joint 40 can be prevented from falling by the clamping bolt not yet being completely loosened. After the sealing ring 40 has been loosened, the clamping device 60, or rather the clamping bolt, can be completely unscrewed.

[0111] The invention has been explained in more detail above with reference to exemplary embodiments and further modifications. In particular, individual technical features explained above in the context of further individual features can be implemented independently of these and in combination with further individual features, even if not expressly described, as long as this is technically feasible. The invention is therefore expressly not limited to the described exemplary embodiments and modifications, but encompasses all configurations defined by the patent claims.

[0112] List of reference symbols

[0113] 10 Wheel hub 53 front side

[0114] 11 first plan spline 54 web

[0115] 12 front wall 55 outer edge

[0116] 13 Sealing surface 56 Step 0 Wheel bearing 57 Sleeve-shaped second sealing section 1 Wheel bearing outer ring 2 Rolling bearing 58 Ring groove on the sealing ring

[0117] 23 rolling bearings 59 sleeve-shaped third

[0118] 24 Wheel bearing seal sealing section

[0119] 25 Wheel bearing seal 60 Tensioning device

[0120] 26 Support and fastening structure 61 Head

[0121] 29 Bearing inner ring 62 Thread / threaded section

[0122] 201 projection 70 sealing element of the

[0123] 202 Constant velocity joint recess

[0124] 30 Wheel carrier 71 Bellows

[0125] 31 projection 72 sheet metal cap

[0126] 32 axial ring wall 101 projection

[0127] 33 Inner edge of the projection 102 Recess

[0128] 34 Annular groove of the projection 501 locking mechanism

[0129] 35 Inner edge of the annular groove 502 Locking lug

[0130] 40 Constant velocity joint 503 inner peripheral surface

[0131] 41 second plan spline 504 outer peripheral surface

[0132] 42 wall recess 505 slot

[0133] 43 Threaded opening 506 Sealing surface

[0134] 50 Sealing ring 507 Section

[0135] 51 sleeve-shaped first sealing section h tooth height

[0136] 52 front side x axial play

[0137] A axis

Claims

Patent claims 1. Wheel bearing assembly, comprising: a wheel hub (10), a wheel bearing (20) arranged on the wheel hub (10), a wheel carrier (30) to which the wheel bearing (20) is fixed by means of a wheel bearing outer ring (21), a constant velocity joint (40) which is axially clamped to the wheel hub (10) via a planar spline arrangement, and a sealing ring (50) which radially surrounds and seals the planar spline arrangement on the outside, characterized in that the sealing ring (50) is pre-assembled on the constant velocity joint (40) and, in the assembled state of the wheel bearing assembly, engages with the wheel hub (10) outside the force flow of the wheel bearing (20), wherein the sealing ring (50) simultaneously provides a contact-free pre-seal for the wheel bearing (20) in cooperation with the wheel carrier (30).

2. Wheel bearing arrangement according to claim 1, characterized in that the sealing ring (50) has a sleeve-shaped first sealing section (51) for radially sealing the planar spline arrangement and a sleeve-shaped second sealing section (57) for providing the pre-seal, wherein the sleeve-shaped second sealing section (57) is connected to the first sealing section (51) by a radial web (54).

3. Wheel bearing arrangement according to claim 2, characterized in that the radial web (54) adjoins an axial end portion of the sleeve-shaped first (51) sealing portion.

4. Wheel bearing arrangement according to one of claims 1 to 3, characterized in that the sleeve-shaped second sealing section (57) and the web (54) together with a projection (31) located on the wheel carrier (30) form a sealing labyrinth, whose course from the outside to the inside of the pre-seal in a longitudinal section plane includes at least two changes of direction.

5. Wheel bearing arrangement according to one of claims 1 to 4, characterized in that the sleeve-shaped first sealing section (51), the sleeve-shaped second sealing section (57) and the web (54) form a C-shaped longitudinal section profile in a longitudinal section plane, so that an annular groove (58) is formed, into which a corresponding longitudinal section profile on the wheel carrier (30) engages, wherein a gap is formed as a sealing labyrinth between the sleeve-shaped first sealing section (51), the sleeve-shaped second sealing section (57) and the web (54) on the one hand and the corresponding longitudinal section profile on the wheel carrier (30) on the other hand.

6. Wheel bearing arrangement according to claim 5, characterized in that the corresponding longitudinal section profile on the wheel carrier (30) has at least one annular groove (34).

7. Wheel bearing arrangement according to one of claims 1 to 6, characterized in that the sealing ring (50) has an end face (52) which, in the assembled state of the wheel bearing arrangement, is pressed against an opposite end wall (12) of the wheel hub (10).

8. Wheel bearing arrangement, comprising: a wheel hub (10), a wheel bearing (20) arranged on the wheel hub (10), a wheel carrier (30) to which the wheel bearing (20) is fixed by means of a wheel bearing outer ring (21), a constant velocity joint (40) which is axially clamped to the wheel hub (20) via a planar spline arrangement, and a sealing ring (50) which radially surrounds and seals the planar spline arrangement on the outside, characterized in that the sealing ring (50) has a sleeve-shaped first sealing section (51) for radially sealing the planar spline arrangement and a sleeve-shaped second sealing section (57) for providing a contact-free pre-seal for the Wheel bearing (20), wherein the sleeve-shaped second sealing section (57) is connected to the first sealing section (51) by a radial web (54), and the wheel carrier (30) has an annular groove (34), wherein a gap is formed as a sealing labyrinth between the sleeve-shaped first sealing section (31), the sleeve-shaped second sealing section (57) and the web (54) on the one hand and the annular groove (34) on the wheel carrier (30) on the other hand.

9. Wheel bearing arrangement according to one of claims 1 to 8, characterized in that the sealing ring (50) has a sleeve-shaped third sealing section (59) which projects axially from the second sealing section (57) in the direction of the constant velocity joint (40) and bears sealingly against a sealing element (70) of the constant velocity joint (40).

10. Wheel bearing arrangement according to one of claims 1 to 8, characterized in that the sealing ring (50) has a sleeve-shaped third sealing section (59) which projects axially from the second sealing section (57) in the direction of the constant velocity joint (40) and forms an annular gap (73) with a sealing element (70) of the constant velocity joint (72) such that incoming water can be discharged under centrifugal force.

11. Wheel bearing arrangement according to claim 10, characterized in that the annular gap (73) has a gap width of 1 to 3 mm.

12. Wheel bearing arrangement according to one of claims 9 to 11, characterized in that the sealing element (70) of the constant velocity joint has a bellows (71), a rolling bellows and / or a sheet metal cap (72).

13. Wheel bearing arrangement according to one of claims 9 to 12, characterized in that the third sealing section (59) extends radially further outwards than the furthest extension radially outwards of an annular groove (34) for engagement with the sleeve-shaped second sealing section (57).

14. Wheel bearing arrangement according to one of claims 1 to 13, characterized in that the planar spline arrangement has a first planar spline (11) on the wheel hub (10) and a second planar spline (41) on the constant velocity joint (40), which are in meshing engagement with one another, and a clamping device (60), by means of which, in the clamped state thereof, the first planar spline (11) and the second planar spline (41) are axially clamped to one another, wherein furthermore the Sealing ring (50) in the untensioned state of the clamping device (60) provides an assembly lock by means of which the first planar spline toothing (11) and the second planar spline toothing (41) are held loosely in engagement with one another in such a way that an axial play (x) is smaller than the height (h) of the teeth of the first planar spline toothing (11) and the second planar spline toothing (41).

15. Wheel bearing arrangement according to claim 14, characterized in that the sealing ring (50) is fixed to one of the constant velocity joint (40) and the wheel hub (10) and is coupled to the other of the constant velocity joint (40) and the wheel hub (10) via a locking mechanism (501).

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