DE102010051647A1 - Wheel bearing arrangement for motor car, has bearing race flange radially and inwardly extended between wheel carrier unit and constant velocity joint from bearing race such that carrier unit and joint are connected in torque-proof manner - Google Patents

Abstract

The arrangement (1) has a wheel bearing unit (3) comprising a bearing race (9) and rolling elements (11), where a running surface (13) for the rolling elements is extended on the bearing race. A bearing race flange (15) is radially and inwardly extended between a wheel carrier unit (5) and a constant velocity joint (7) from the bearing race such that the wheel carrier unit and the constant velocity joint are connected in rotational torque-proof manner by the bearing race flange. The bearing race is integrally formed with the bearing race flange. The bearing race consists of deep-drawn rolling bearing beam that is deep-drawn and heat-treated using 80 percent of chromium. The drive shaft pipe of the assembly is made coal and/or glass fibers and duroplastic plastic such as epoxy resin, polyester resin or polyamide.

Description

The present invention relates to a wheel bearing assembly according to the preamble of claim 1.

Such wheel bearing arrangements are preferably used in motor vehicles. The DE 1 915 932 A1 describes, for example, a bearing device for a arranged at the end of an axle drive wheel of a motor vehicle, wherein the axis is attached to one half of a homo-kinetic coupling and is mounted in a two roller or ball bearing bearing block having a common outer shell for both bearing body rows and having a flange for mounting the bearing on the housing. In this case, the flange and the inner shells of the roller or ball bearing constitute an insoluble part of the bearing device.

At the from the DE 1 915 932 A1 known wheel bearing arrangement is disadvantageous that extends the tread for the rolling elements directly on Radträgerflansch and the clutch bell of the homo-kinetic coupling. As a result, both the Radträgerflansch and the clutch bell must be made of elaborately heat treated and finished machined bearing steel. This is very expensive. In addition, both the Radträgerflansch and the clutch bell must be replaced in a wheel bearing damage.

The DE 25 43 210 C2 relates to a positive torque-transmitting connection between two drive parts. A disadvantage of the DE 25 43 210 C2 However, the known connection is that the torque transmission from the first drive part to the second drive part has a direct influence on the running surface for the rolling elements of a peripheral bearing unit. The tread extends circumferentially directly to a torque transmitting sleeve. Material distortions of the sleeve such as a torsional distortion have a negative effect on the running surface for the rolling elements of the wheel bearing unit. The operating clearance is thereby changed unintentionally, which can lead to increased friction and premature bearing damage.

From the DE 30 14 446 A1 is a rolling bearing is known in which the inner rolling bearing assembly is formed of a single ring. Also from the DE 30 14 446 A1 known rolling bearing has the disadvantage that can be formed by the torque transmission by means of the ring material distortions on the ring, which adversely affect the tread for the rolling elements of the wheel bearing unit.

It is therefore the object of the present invention to provide a less expensive and easier to maintain wheel bearing assembly, which overcomes the disadvantages of the prior art and in particular reduces the risk of premature bearing damage.

This object is achieved by a wheel bearing assembly with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims and / or can be found in the description and / or the figures.

The wheel bearing assembly according to the invention in this case has a wheel bearing unit, a wheel carrier unit and a constant velocity joint, wherein the wheel bearing unit has a bearing race and rolling elements and extends to the bearing race a tread for the rolling elements. According to the invention, a bearing race flange extends from the bearing race radially inward between the wheel carrier unit and the constant velocity joint, wherein the Lagerlaufringflansch provides a torque-locking connection between the Radträgereinheit and the constant velocity joint.

As a "bearing race" is here to understand a rotatably mounted bearing ring. In order to obtain the lowest possible moment of inertia, the bearing race preferably corresponds to a bearing inner ring of the wheel bearing.

The solution according to the invention has a number of advantages over the prior art. Firstly, the running surface for the rolling elements of the wheel bearing unit is not located on the wheel carrier unit or on the constant velocity joint. Therefore, for example, in a wheel bearing damage only the bearing race with Lagerlaufringflansch must be replaced and not the entire wheel carrier unit or the whole constant velocity joint. On the other hand, the torque transmission from the constant velocity joint to the wheel carrier unit exerts no direct influence on the running surface for the rolling elements of the wheel bearing unit. By the bearing race from the bearing race radially inwardly extending Lagerlaufringflansch is thereby prevented that material distortions on the constant velocity joint or the wheel carrier negative effect on the tread for the rolling elements of the wheel bearing unit. A wheel carrier flange of the wheel carrier unit may therefore, for example, be forged as a forged part of low cost, low strength steel such as C45 DIN EN 10027-1 be manufactured and does not have to be made of costly, elaborately heat treated and finished machined bearing steel. In addition, the invention allows a shorter effective distance between the wheel center and the axis of rotation of the constant velocity joint. A constant velocity bell of the constant velocity joint may partially extend through the inventively designed bearing race so that the axis of rotation of the constant velocity joint is closer to the wheel center. As a result, in turn, a larger joint bending angle and thus a smaller turning radius of the vehicle is possible.

Preferably, the bearing race is integrally formed with the Lagerlaufringflansch. Since, as described above, caused by the torque transfer material distortion on the constant velocity joint and / or the wheel carrier unit does not adversely affect the running surface for the rolling elements of the wheel bearing unit, and the bearing race does not have to be costly bearing steel. This has the advantage that the bearing race cost and quickly in a deep drawing after DIN 8584 , z. B. from C80M steel after DIN EN 10027-1 , can be deep-drawn in one piece and not warmed as bearing steel and finished.

Preferably, the running surface for the rolling elements runs on the outside of the bearing race. As a result, the bearing race is as small as possible with the lowest possible moment of inertia.

It is advantageous if the Lagerlaufringflansch on the wheel-side end face and / or on the vehicle-side end side has a spur toothing, which engages positively in a corresponding spur toothing on the Radträgereinheit or the constant velocity joint. As a result, on the one hand better communicates the torque-locking connection between the wheel carrier unit and the constant velocity joint and a rotation of the wheel carrier unit and the constant velocity joint against each other impossible. On the other hand, with the front toothing at the same time provided a guided centering for easier installation, so that the wheel bearing unit, the wheel carrier unit and the constant velocity joint are always arranged coaxially to each other.

Alternatively, the Lagerlaufringflansch may also have one or two smooth faces. In order to better convey the torque-locking connection between the wheel carrier unit and the constant velocity joint, a wheel-side functional flange can be arranged between the bearing race flange and the wheel carrier unit, which has spur toothing on its wheel-side end which engages positively in a corresponding spur toothing on the wheel carrier unit. In addition, a vehicle-side functional flange can be arranged between the Lagerlaufringflansch and the constant velocity joint, which has a front toothing on its vehicle-side end, which engages positively in a corresponding spur toothing on the constant velocity joint. The functional flanges can each have a radially inwardly arranged from Lagerlaufringflansch transmission section, wherein the transmission sections of the functional flanges by means of transmission cams and corresponding recesses engage in torque-locking manner. This has the advantage that the preferably deep-drawn Lagerlaufringflansch must not be subsequently provided with an elaborate Plankerbverzahnung, but the spur gear teeth can already be formed during sintering or investment casting of functional flanges in the Funktionsflansche.

In order to save a complex Plankerbahnahnung on Lagerlaufringflansch, the wheel carrier unit and the constant velocity joint, can also be supported by the Lagerlaufringflansch mediated torque-lock connection between the Radträgereinheit and the constant velocity joint by means of axially extending through the Lagerlaufringflansch dowel pins at lower engine performance and drive torques.

Preferably, the mediated by the Lagerlaufringflansch torque-locking connection between the wheel carrier unit and the constant velocity joint is ensured by means of an axially extending screw. Here is a Mehrfachverschraubung advantageous to achieve the most homogeneous pressure load around the bearing axis around. A multiple screw connection also increases the safety of the screw connection, since the remaining screws can still ensure a torque-locking connection if the screw is loosened undesirably. Preferably, the bolts of the bolting from the wheel carrier unit extend through the bearing race flange into the constant velocity joint and hold the wheel carrier unit and the constant velocity joint together with the bearing race flange therebetween.

The invention also makes it possible that the wheel carrier unit preferably has a deep-drawn Radträgerflansch and a deep-drawn Radzentrierflansch, wherein the Radzentrierflansch is firmly connected wheel side with the Radträgerflansch. The deep-drawn components are cheaper and faster to provide than elaborately treated components of bearing steel. For example, the Radträgerflansch from C35M after DIN EN 10027-1 and the Radzentrierflansch be made of simple St3 steel.

It is also advantageous if the constant velocity joint has a deep-drawn constant velocity bell, since it allows the invention not to provide the running surface for the rolling elements of the wheel bearing unit on the constant velocity bell. The constant velocity bell, for example, from C80M steel after DIN EN 10027-1 be low-cost thermoformed.

In a preferred embodiment of the invention, the wheel bearing assembly further comprises a propeller shaft tube, the vehicle side torque-locking connected to the constant velocity joint. The propeller shaft tube preferably has at least one wound and plastic-containing material web. With a wound propeller shaft tube higher torques can be transmitted, since the torsional stiffness of a wound PTO shaft tube can be made higher. Preferably, the at least one material web is wound on a plastic-containing inner tube. The inner tube can be extruded, for example, and allows a simpler and harder winding of the propeller shaft tube in order to achieve the highest possible torsional rigidity.

The propeller shaft tube preferably comprises carbon and / or glass fibers and a thermosetting plastic such as epoxy resin, polyester resin, polyamide or the like. A propeller shaft tube, for example, have a winding of fiberglass (GRP) and thus be made lighter and cheaper than a metal tube.

Preferably, the constant velocity joint on the vehicle side has a connecting flange for connection to a wheel-side end face of the propeller shaft, wherein a torsional vibration damping member between the connecting flange and the wheel-side end of the propeller shaft is arranged, wherein the rotary vibration attenuator provides a torque-locking connection between the constant velocity joint and the propeller shaft tube. The torsional vibration damping member increases ride comfort and at the same time allows easy frontal mounting of the constant velocity joint on the propeller shaft tube.

It is understood that the advantageous features can be combined with each other as desired and any combination of advantageous features of the invention can represent an advantageous embodiment of the invention.

In the following the invention will be explained in more detail with reference to the accompanying figures which show preferred embodiments of the invention. The figures show in detail:

1 : A schematic cross-sectional view along the bearing axis of a wheel bearing assembly according to the invention, wherein above the bearing axis, a first embodiment is shown and below the bearing axis, a second embodiment;

2 : A schematic cross-sectional view along the bearing axis of a wheel bearing assembly according to the invention, wherein above the bearing axis, a third embodiment is shown and below the bearing axis, a fourth embodiment;

3 : A schematic cross-sectional view along the bearing axis of a wheel bearing assembly according to the invention, wherein above the bearing axis, a fifth embodiment is shown and below the bearing axis, a sixth embodiment;

4 : A schematic cross-sectional view along the bearing axis of a wheel bearing assembly according to the invention, wherein above the bearing axis, a seventh embodiment is shown and below the bearing axis an eighth embodiment;

5 : A schematic cross-sectional view along the bearing axis of a wheel bearing assembly according to the invention, wherein above the bearing axis, a ninth embodiment is shown and below the bearing axis, a tenth embodiment;

In 1 shows a wheel bearing assembly 1 with a wheel bearing unit 3 , a wheel carrier unit 5 and a constant velocity joint 7 , The wheel bearing unit 3 has a about a bearing axis A rotatably mounted bearing race 9 and rolling elements 11 on, outside of the bearing race 9 a tread 13 for the rolling elements 11 runs. The bearing race 9 this is one of the wheel carrier unit 5 and the constant velocity joint 7 separate and spaced component and corresponds in the embodiments shown a bearing inner ring. From a wheel-side section of the bearing race 9 extends radially inward a bearing race flange 15 that is between the wheel carrier unit 5 and the constant velocity joint 7 is arranged and a torque-locking connection between the wheel carrier unit 5 and the constant velocity joint 7 taught. In all embodiments shown, the bearing race 9 with the bearing race flange 15 integrally formed and deep-drawn. However, it is also possible, the bearing race 9 and the bearing race flange 15 as separate components to manufacture and connect to each other.

The wheel bearing unit 3 also has a respect to the bearing axis A rotationally fixed bearing outer ring 17 on, on the inside of the bearing outer ring 17 a tread 19 for the rolling elements 11 runs. However, it is also possible that the bearing race 9 is configured as a bearing outer ring with inner-side tread and the bearing inner ring with outer side tread with respect to the bearing axis A is mounted rotationally fixed, although the bearing race 9 then disadvantageously has a larger moment of inertia.

The wheel carrier unit 5 has a Radträgerflansch 21 and a wheel centering flange 23 on, with the wheel carrier flange 21 and the wheel centering flange 23 in the embodiments of the 1 and 4 is integrally formed. In the embodiments of the 2 . 3 and 5 are the wheel carrier flange 21 and the wheel centering flange 23 manufactured as separate components and firmly connected to each other, for example, welded (as shown), riveted or screwed.

The constant velocity joint 7 has a synchronizing bell on the outside 25 on, one in the constant velocity bell 25 Homo-kinetically mounted synchronization head 27 includes. The constant velocity joint 7 makes it possible by means of rolling elements mounted in grooves 29 between synchronizing bell 25 and synchronization head 27 , A torque around the bearing axis A between synchronizing head 27 and constant velocity bell 25 such that the angular velocity does not depend on the joint bending angle in a certain range of joint bending angles about a joint bending axis which is orthogonal to the bearing axis A. It can either, as shown, the synchronization head 27 the torque on the constant velocity bell 25 transferred or vice versa. In the 4 and 5 is for example a driving cardan shaft tube 30 on the vehicle side with the synchronization head 27 of the constant velocity joint 7 connected so that the synchronization head 27 the torque on the constant velocity bell 25 transfers. However, it is also possible that a driving cardan shaft tube 30 on the vehicle side with the constant velocity bell 25 of the constant velocity joint 7 connected so that the constant velocity bell 25 the torque on the synchronization head 27 transfers.

In all embodiments shown, the constant velocity bell 25 of the constant velocity joint 7 on the wheel side via a multiple screw connection 31 with the wheel carrier flange 21 the wheel carrier unit 5 bolted, being between the constant velocity bell 25 and the wheel carrier flange 21 the bearing race flange 15 the wheel bearing unit 3 is arranged. In these cases, must be a driving cardan shaft tube 30 on the vehicle side with the synchronization head 27 of the constant velocity joint 7 be connected. If a driving cardan shaft tube 30 on the vehicle side with the constant velocity bell 25 of the constant velocity joint 7 connected, must the synchronization head 27 on the wheel side with the wheel carrier unit 5 be connected (not shown). This is possible, for example, via a central screw (not shown). In this case, the bearing race flange 15 the wheel bearing unit 3 between the synchronization head 27 and the wheel carrier flange 21 arranged.

The constant velocity joint 7 has a joint center G, around which the constant velocity joint 7 can kink homo-kinetically within a range of joint bending angles. The center L of the wheel bearing is located on the wheel side on the bearing axis A at a distance a from the joint center G. Due to the fact that the bearing race flange 15 from a wheel-side portion of the bearing race 9 extends radially inward, the constant velocity bell can 25 inside through the bearing race 9 extend, so that the distance a is advantageously particularly short. The shorter the distance a, namely, the greater joint bending angle can be achieved. With a larger articulated bend angle, in turn, the turning circle of the vehicle is reduced, which makes the vehicle manoeuvrable.

In the first embodiment, the in 1 is shown above the bearing axis A, has the Lagerlaufringflansch 15 on the wheel-side end face and on the vehicle-side end face in each case an end toothing 32 . 34 in the form of a Plankerbverzahnung. The serrations 32 . 34 engage positively in a corresponding vehicle-side spur gear teeth 36 on the wheel carrier flange 21 the wheel carrier unit 5 or a corresponding wheel-side spur toothing 38 at the constant velocity bell 25 of the constant velocity joint 7 , Thus, the torque transmission between constant velocity joint 7 and wheel carrier unit 5 better mediated and a simple assembly of the wheel bearing assembly 1 allowed.

Through the serrations 32 . 34 . 36 . 38 namely, in a simple way, a coaxial centering of constant velocity joint 7 , Wheel bearing unit 3 and wheel carrier unit 5 ensured. The multiple screw connection 31 holds the interlocking serrations 32 . 34 respectively. 36 . 38 together.

In the second embodiment, which is in 1 shown below the bearing axis A, have the end faces of the Lagerlaufringflansches 15 no spur toothing on. This has the advantage that the bearing race 9 with the bearing race flange 15 can be made in one piece deep drawn in a simple manner and no subsequent processing for the introduction of frontal Plankerbverzahnungen is necessary. However, in order to transfer the torque better, is between the Lagerlaufringflansch 15 and the wheel carrier flange 21 the wheel carrier unit 5 a first wheel-side functional flange 33 arranged, which has on its wheel-side end face a spur toothing, the form-fitting manner in a corresponding spur toothing 36 on the wheel carrier flange 21 the wheel carrier unit 5 attacks. In addition, between the Lagerlaufringflansch 15 and the constant velocity bell 25 of the constant velocity joint 7 a second vehicle-side functional flange 35 arranged, which has on its vehicle-side end face a spur toothing, the form-fitting manner in a corresponding spur toothing 38 at the constant velocity bell 25 of the constant velocity joint 7 attacks. The first functional flange 33 and the second functional flange 35 each have a radially inward from Lagerlaufringflansch 15 arranged transmission section 37 respectively. 39 on, with the transmission sections 37 . 39 the functional flanges 33 . 35 by means of transmission cams and corresponding recesses Engage torque-locking. If the functional flanges 33 . 35 in contrast to the bearing race 9 with bearing race flange 15 can not be deep-drawn, the spur toothing can together with transfer cams and recesses already during sintering or investment casting the Funktionsflansche inexpensively and easily be molded into the Funktionsflansche. A complex subsequent processing to provide the Plankerbverzahnung or transfer cams and recesses therefore not required.

In the 2 The third and fourth embodiments shown above and below the bearing axis are different from the first and second embodiments, respectively 1 in that the wheel carrier flange 21 the wheel carrier unit 5 and the wheel centering flange 23 the wheel carrier unit 5 are manufactured as separate components in a deep-drawing process and are welded together. The deep-drawn components are cheaper and faster to provide than elaborately treated components of bearing steel. For example, the Radträgerflansch 21 , which in principle has a higher rigidity than the Radzentrierflansch 23 must, from C35M steel after DIN EN 10027-1 and the wheel centering flange 23 Made of simple St3 steel.

In the 3 Fifth and sixth embodiment shown above and below the bearing axis differs from the third and fourth embodiment in FIG 2 in that by the Lagerlaufringflansch 15 mediated torque-locking connection between the wheel carrier unit 5 and the constant velocity joint 7 by itself axially through the Lagerlaufringflansch 15 extending dowel pins 41 is supported. At lower engine power or drive torque can thus be a complex Plankerbverzahnung Lagerlaufringflansch 15 , on the wheel carrier unit 5 and at the constant velocity joint 7 save up.

In the 4 shown above and below the bearing axis seventh and eighth embodiment differs from the first and second embodiment in 1 in that on the vehicle side with the synchronization head 27 a propeller shaft tube 30 is connected torque-locking. In both embodiments, the propeller shaft tube 30 made of fiberglass and therefore cheaper, lighter and at the same time torsion-resistant than a metal tube. In both embodiments encloses a flexible rolling bellows 44 the constant velocity joint 7 to protect it from external influences and pollution.

In the seventh embodiment shown above, the synchronization head 27 of the constant velocity joint 7 On the vehicle side a connecting flange 45 for connection to a wheel-side end face of the propeller shaft tube 30 on. Here is a rotary vibration attenuator 47 between the connecting flange 45 and the wheel-side end face of the propeller shaft tube 30 arranged, wherein the rotary vibration damping member 47 a torque-locking connection between the constant velocity joint 7 and the propeller shaft tube 30 taught. The rotary vibration attenuator 47 increases ride comfort and at the same time allows easy frontal mounting of the constant velocity joint 7 on the propeller shaft tube 30 , In the eighth embodiment shown below, however, is not a rotary vibration damping member 47 provided, but the connecting flange 45 directly to the wheel-side end of the propeller shaft tube 30 screwed.

In the 5 Ninth and tenth embodiments shown above and below the bearing axis, respectively, are different from the seventh and eighth embodiments, respectively 4 in that the wheel carrier flange 21 the wheel carrier unit 5 and the wheel centering flange 23 the wheel carrier unit 5 , as in 2 and 3 already shown, are manufactured as separate components in a deep-drawing process and are welded together. In the tenth embodiment shown below, the propeller shaft tube is 30 in a simple way on an extruded inner tube 49 wound in order to achieve the highest possible torsional rigidity.

It is clear from the figures that the advantageous features can be combined with one another as desired and any combination of advantageous features of the invention representing an advantageous embodiment of the invention can not be restricted to the combinations shown.

The wheel bearing assembly according to the invention 1 is particularly cost effective and easy to maintain. In addition, with the wheel bearing assembly according to the invention 1 reduces the risk of premature bearing damage.

The joint arrangement according to the invention and the articulated connection with the jointed tube can accordingly also be used for universal joint shafts.

LIST OF REFERENCE NUMBERS

1

The wheel bearing assembly

3

wheel bearing unit

5

wheel carrier

7

Constant velocity joint

9

Bearing race

11

Rolling elements of the wheel bearing unit

13

Running surface of the bearing race

15

Lagerlaufringflansch

17

Bearing outer ring

19

Tread of the bearing outer ring

21

wheel carrier flange

23

Radzentrierflansch

25

Synchronization bell

27

Synchronization head

29

Rolling elements of the constant velocity joint

30

Propeller shaft tube

31

screw

32

Radial spur toothing on Lagerlaufringflansch

33

wheel-side functional flange

34

On-board front toothing on Lagerlaufringflansch

35

vehicle-side functional flange

36

vehicle-side spur gear teeth on the wheel carrier unit

37

Transmission section of the wheel side functional flange

38

Radial spur toothing on the constant velocity joint

39

Transmission section of the vehicle-side Funktionsflanschs

41

dowels

44

bellows

45

connecting flange

47

Rotational vibration damping member

49

inner tube

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 1915932 A1 [0002, 0003]
• DE 2543210 C2 [0004, 0004]
• DE 3014446 A1 [0005, 0005]

Cited non-patent literature

• DIN EN 10027-1 [0010]
• DIN 8584 [0011]
• DIN EN 10027-1 [0011]
• DIN EN 10027-1 [0017]
• DIN EN 10027-1 [0018]
• DIN EN 10027-1 [0038]

Claims (15)

Wheel bearing arrangement ( 1 ) with a wheel bearing unit ( 3 ) with a bearing race ( 9 ) and rolling elements ( 11 ), whereby at the bearing race ( 9 ) a tread ( 13 ) for the rolling elements ( 11 ), - a wheel carrier unit ( 5 ) and - a constant velocity joint ( 7 ), characterized in that a bearing race flange ( 15 ) from the bearing race ( 9 ) radially inwardly between the wheel carrier unit ( 5 ) and the constant velocity joint ( 7 ), wherein the bearing race flange ( 15 ) a torque-locking connection between the wheel carrier unit ( 5 ) and the constant velocity joint ( 7 ). Wheel bearing arrangement ( 1 ) according to claim 1, characterized in that the bearing race ( 9 ) with the bearing race flange ( 15 ) is integrally formed. Wheel bearing arrangement ( 1 ) according to claim 2, characterized in that the bearing race ( 9 ) of thermoformable roller bearing jet, preferably 80Cr2 deep drawn and heat treated. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that the tread ( 13 ) for the rolling elements ( 11 ) on the outside of the bearing race ( 9 ) runs. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that the bearing race flange ( 15 ) on the wheel-side end face and / or on the vehicle-side end face a spur toothing ( 32 . 34 ), which form-fitting manner in a corresponding spur toothing ( 36 . 38 ) on the wheel carrier unit ( 5 ) or the constant velocity joint ( 7 ) attacks. Wheel bearing arrangement ( 1 ) according to one of claims 1 to 3, characterized in that - between the bearing race flange ( 15 ) and the wheel carrier unit ( 5 ) a wheel-side functional flange ( 33 ) is arranged, which has on its wheel-side end face a spur toothing, the form-fitting manner in a corresponding spur toothing ( 36 ) on the wheel carrier unit ( 5 ), and - between the bearing race flange ( 15 ) and the constant velocity joint ( 7 ) a vehicle-side functional flange ( 35 ) is arranged, which has on its vehicle-side end face a spur toothing, the form-fitting manner in a corresponding spur toothing ( 38 ) on the constant velocity joint ( 7 ), wherein the functional flanges ( 33 . 35 ) each have a radially inwardly from Lagerlaufringflansch arranged transfer section ( 37 . 39 ), wherein the transmission sections ( 37 . 39 ) of the functional flanges ( 33 . 35 ) mesh by means of transmission cams and corresponding recesses torque-locking and self-centering. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that by the Lagerlaufringflansch ( 15 ) mediated torque-locking connection between the wheel carrier unit ( 5 ) and the constant velocity joint ( 7 ) by itself axially through the Lagerlaufringflansch ( 15 ) extending dowel pins ( 41 ) is supported. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that by the Lagerlaufringflansch ( 15 ) mediated torque-locking connection between the wheel carrier unit ( 5 ) and the constant velocity joint ( 7 ) by means of an axially extending screw ( 31 ) is ensured. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that the wheel carrier unit ( 5 ) a deep-drawn Radträgerflansch ( 21 ) and a deep-drawn Radzentrierflansch ( 23 ), wherein the Radzentrierflansch ( 23 ) Radseitig with the Radträgerflansch ( 21 ) connected is. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that the constant velocity joint ( 7 ) a deep-drawn synchronizing bell ( 25 ) having. Wheel bearing arrangement ( 1 ) according to one of the preceding claims, characterized in that the wheel bearing arrangement ( 1 ) further a propeller shaft tube ( 30 ), the vehicle side torque-locking with the constant velocity joint ( 7 ) connected is. Wheel bearing arrangement ( 1 ) according to claim 11, characterized in that the propeller shaft tube ( 30 ) has at least one wound and plastic-containing material web. Wheel bearing arrangement ( 1 ) according to claim 12, characterized in that the at least one material web on a plastic inner tube ( 49 ) is wound. Wheel bearing arrangement ( 1 ) according to one of claims 11 to 13, characterized in that the propeller shaft tube ( 30 ) Carbon and / or glass fibers and a thermosetting plastic such as epoxy resin, polyester resin or polyamide. Wheel bearing arrangement ( 1 ) according to one of claims 11 to 14, characterized in that the constant velocity joint ( 7 ) vehicle side a connecting flange ( 45 ) for connection to a wheel-side end face of the propeller shaft tube ( 30 ) having, wherein a rotary vibration attenuator ( 47 ) between the connecting flange ( 45 ) and the wheel-side end of the propeller shaft tube ( 30 ), wherein the rotary vibration attenuator ( 47 ) a torque-locking connection between the constant velocity joint ( 7 ) and the propeller shaft tube ( 30 ).

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