WO2007068291A1

WO2007068291A1 - Wheel end bearing arrangement

Info

Publication number: WO2007068291A1
Application number: PCT/EP2006/002400
Authority: WO
Inventors: Hendrikus Kapaan; Jacobus Zwartz; Cornelius Vissers
Original assignee: Ab Skf
Priority date: 2005-12-17
Filing date: 2006-03-15
Publication date: 2007-06-21

Abstract

The invention relates to a wheel end bearing arrangement (1) for a wheel rim hub unit (2) of a driven or non-driven vehicle wheel end, especially of a truck or trailer, wherein the wheel rim hub unit (2, 2', 2') defines a wheel load line (3, 3', 3') and is fixed on a wheel hub (4), wherein the wheel hub (4) is supported relatively to a stub axle (5) by means of a bearing arrangement (6), wherein the bearing arrangement (6) has two bearings sections (7, 8) with rotating inner ring or rotating outer ring which are fixed on the stub axle (5) with axial distance (x) and wherein a bearing center plane (9) is defined between both bearing sections (7, 8). To optimize the wheel end bearing arrangement with regard to the use of dual tires or single tires, the invention is characterized in that the wheel load line (3', 3') is offset from the bearing center plane (9).

Description

Wheel End Bearing Arrangement

Technical Field

The invention relates to a wheel end bearing arrangement for a wheel rim hub unit with a rotating outer ring or a rotating inner ring of a driven or non- driven vehicle wheel end, especially of a truck or tractor/trailer. The invention is suitably applied to a wheel end bearing arrangement for a road and/or off road vehicles, e.g. timber truck, tanker truck, trailers and agricultural vehicles.

Background

Wheel bearing arrangements are known to firmly mount a tire on a hub unit radially and axially relative to a vehicle suspension. Traditionally two-row angular contact roller or ball bearings are employed in an "©"-configuration, which are mounted in or on a cylindrically shaped bore of the housing or shaft of which the inner rings are pre-loaded and locked on the shaft with a locknut.

The stationary shaft or housing is a part of the chassis or suspension of for example a truck/trailer. Both rows of the bearing sections are arranged with an axial distance. In the geometric middle between both bearing sections a center plane is defined. The use of the wording "section" within this application covers both the meaning of separate bearings and also bearings with two or more raceways integrated in a one-piece outer ring and/or inner ring or with an intermediate housing. US 5,992,943, US 6,889,802 B2 and US 2005/0173972 Al show such a design. Two taper roller bearings are pre-loaded arranged with an axial distance. Between both taper rollers a center plane is defined. The hub unit is fixed at the bearing arrangement in such a way that the resulting force acts along a load line which lies substantial in the bearing center plane.

Summary of the invention

According to the invention a wheel bearing assembly together with a wheel hub system is designed so that one wheel bearing/hub design can be used for different wheel rim applications, providing sufficient bearing service life for all wheel rim applications. One wheel rim application is to use a quite wide tire but only one tire per hub unit wheel end, i.e. a single tire or "Super Single Tire", another wheel rim application is to use smaller tires but two tires, "Dual Tires", per hub unit wheel end.

For both wheel/tire rim applications it is of course necessary that the bearing arrangement has a sufficient service life. On the other hand, the overall dimensions and weight of the wheel end is determined by the bearing arrangement, which thus should be as compact as possible and still have sufficient load carrying capacity to carry the load of the truck or trailer for a sufficient service life. These aims are contradicting so that an optimal compromise must be found.

The same applies for the demand, that the stub axle of the vehicle suspension has to be as short as possible due to weight reasons, but the axial outboard distance between the left and right tires of the truck or trailer has to be as big as possible within legal constraints as this impacts on the stability of the truck or trailer at driving conditions. This aspect combined with the center of gravity of a vehicle, e.g. a tanker truck, is especially important.

The traditional solution to these often contradicting requirements is to use different wheel end arrangements for different wheel/tire rim applications, i.e. one wheel end arrangement would be used for super single tires, and when there would be a desire to use dual tires, then, for example, the stub axle with the bearing arrangement for the super single tires would be exchanged with another stub axle with a bearing arrangement for the dual tires.

Therefore, it is an obj e ct of the invention to create an improved wheel bearing arrangement with rotating outer ring or rotating inner ring for driven and non-driven wheel ends according to a concept with a wheel hub for a wheel rim fixation, wherein the used wheel rim defines a wheel load line and is positioned at the wheel hub, wherein the wheel hub is supported relatively to a stub axle or housing fixed to the suspension, by means of a bearing arrangement, wherein the bearing arrangement has two bearing sections which are arranged on the stub axle or housing fixed to the suspension with an axial distance and wherein a center line is defined between both bearing sections. The wheel load line and the center line are offset in relation to each other, which allows improvements with regard to the mentioned aspects. Specifically, it has become possible to adapt the preferably pre-loaded bearing arrangement to different wheel rim designs, i.e. dependency from the fact if single tires or dual tires are employed. Furthermore an active tire pressure control system can be incorporated. Also sensors can be incorporated to monitor and control wheel-end functions, e.g. rotational speed, vibration, temperature, load etc. An encoder sensor can for example be employed for transmitting the wheel rotational speed. It is a further object of the invention to create an improved compact and low weight bearing arrangement having a sufficient service life.

These and many other advantages are obtained according to the invention creating an offset between the load line of the used wheel rim and the center line between the bearing sections.

Previously it has always been the aim to design a wheel end hub unit with the load line coinciding exactly with the center line between the two sections/rows of the bearing. This results in a compact bearing arrangement in relation to service life optimized for one single wheel rim, i.e. one single wheel load line, either for a single tire or a dual tire. The invention arranges the wheel rim relatively to the bearing arrangement so that a defined inboard or outboard offset exists between the load line and the center line of the bearing arrangement. This is accomplished by stretching the distance between the bearing sections of for example a bearing arrangement suitable for dual tires in such a way that the load line for the dual tires is offset inboard in relation to the center line between the bearing sections and a load line for super single tires is offset outboard in relation to the center line between the bearing sections.

One embodiment is characterized in that a first wheel rim is detachably arrangeable on the wheel hub, wherein the first wheel rim has two rims arranged side by side. According to this solution a "Dual Tire" assembly is used.

Another embodiment has a second wheel rim, which is detachably arrangeable on the wheel hub, wherein the second wheel rim has one single rim. In this case the "Super Single Tire" arrangement is used. More specifically, a preferred embodiment with universal properties is characterized in that the wheel load line with mounted first wheel rim is located at an inboard offset from the bearing center line and that the wheel load line with a mounted second wheel rim is located at an outboard offset from the bearing center line. It is in some embodiments preferred that the wheel load line with the mounted second wheel rim lies outboard the axial region between both bearings. The axial region is to be understood as the region between the respective middles of both bearing sections.

To facilitate the use of the single tire concept with a standard rim and hub size, this embodiment may suitably have a distance ring which is arranged between the second wheel rim and the wheel hub when the second wheel rim is mounted on the bearing arrangement, wherein the distance ring has an axial extension to axially space the wheel rim from the bearing arrangement.

A further embodiment is characterized in that the wheel hub comprises of at least two parts, which are detachably connected. One of the parts of the hub element can be made of a ferrous metal, e.g. cast iron. The other part of the wheel hub can be made of a light non-ferrous metal, e.g. aluminum, magnesium or alloys thereof. Furthermore, a brake disc or brake drum can be fixed at one of the parts, suitably the part made of a ferrous metal, e.g. cast iron. In another embodiment the whole wheel hub is made in one piece and made of a ferrous or non-ferrous metal.

Another aspect of the invention is that at least one sensor element is located near the bearing sections in the outer or inner ring or between the two bearing sections. The sensor element can be designed to monitor and/or control at least one wheel end function, the rotational speed of the bearing, the vibration of the bearing, the temperature of the bearing or the load of the bearing or adjacent parts of it, e.g. a hub unit. The sensor for monitoring the bearing load can be connected with the brake system and/or control system of the vehicle for controlling the dynamic behavior of the vehicle, e.g. at a potential risk of rollover.

To guarantee a high level of safety, a further embodiment is characterized in that at least one tire is mounted on the hub unit and that the bearing or hub unit arrangement is equipped with a seal unit system as part of an active tire pressure control system for passing through the air pressure in the tire, wherein an air conduit of the system for surveying the air pressure in the tire is extending axially through the at least one inner ring of the bearing. With this concept it becomes very easy to survey the air pressure in the tire even when the conduit has to rotate with the inner ring. This can be an add-on device and can be incorporated with sensors, e.g. speed and/or load sensors to, for example, be linked to an ABS-brake system.

Preferably, both bearing sections are of the same type and size, but bearing sections with different raceway diameters are also possible. The bearing arrangement is preferably pre-loaded. The bearing arrangement can have angular contact ball or roller bearings in an "O" configuration or a combination of these. The bearing arrangement is suitably lubricated and sealed for life.

Finally, the bearing arrangement can be characterized in that the bearing arrangement is either of a rotating inner ring configuration or of a rotating outer ring configuration. Between the rotating ring and the stationary ring there is rolling bodies, wherein the hub element is connected with the rotating ring, wherein the stationary ring is connected with the housing and wherein the housing is connected with a suspension. The housing for a rotating inner ring and the stub axle for a rotating outer ring can be permanently fixed on the suspension using energy welding e.g. friction welding or using mechanical means e.g. a tight interference fit or detachably fixed on the suspension using e.g. bolts.

In general, the bearing can be a roller or ball bearing or a combination of these. Furthermore, the bearing outer ring can be made as a single part, which comprises two raceways for the ball and/or roller bodies and the bearing inner rings can be axially extended to avoid a separate distance ring.

So₅ it becomes possible to modularly employ the suggested bearing arrangement for single tire concepts as well as for the dual tire concepts. As will be apparent later on with this design it becomes possible to easily adapt one bearing arrangement for another concept with regard to the width of the tire/tire arrangement. Compared with the usually employed two-row bearing arrangements the invention has an elongated axial distance between both bearing raceways/sections but with bearings that are not enlarged compared with pre-known bearing arrangements.

Further preferred embodiments of the invention are defined below and in the claims.

Brief description of the drawings

The drawings show embodiments of the bearing arrangement according to the invention. Fig. 1 shows a radial cross section of a side view of a wheel end bearing arrangement of a dual tire hub unit, consisting of a hub with a preloaded double-row bearing element,

Fig. 2 shows a radial cross section of a side view of a wheel end bearing arrangement of a single tire hub unit, similar to fig. 1,

Fig. 3a and

Fig. 3b show arrangements according to fig. 1 and fig. 2 positioned one below the other at the same axial position,

Fig. 4 shows a detailed view of the fixation of a single rim on a hub element,

Fig. 5 shows the same view like fig. 4 but for the fixation of two rims on the hub element and

Fig. 6 shows an alternative wheel end bearing arrangement in the illustration according to fig. 1 but with stationary outer rings and with rotating inner rings of the bearing arrangement.

Detailed description of the invention

Fig. 1 shows in radial cross section a wheel end bearing arrangement 1 with a rotating outer ring according to one embodiment of the invention. The arrangement 1 has a wheel rim/hub unit 2 in the form of two wheel rims 10 and 11, which are attached at a side face where they are screwed to a wheel hub 4. Due to the symmetric design of both rims 10, 11 the wheel load line 3, 3' of the resulting forces from the rims 10, 11 to the wheel end bearing arrangement 1 are in the plane of the side faces where both rims 10, 11 are meeting. The wheel end bearing arrangement 1 is employed to support the wheel rim 2, 2' relatively to the stub axle/housing 5 forming one piece with a suspension 25 of a vehicle. The wheel hub 4 bears the wheel rim hub unit 2, 2', wherein the wheel rim hub unit 2, T is fixed to the wheel hub 4 by means of screws or other fastening means.

The wheel hub 4 is arranged rotatably relatively to the stub axle 5 for which a bearing arrangement 6 is employed. The bearing arrangement 6 comprises two bearing sections 7 and 8 which are placed in an axial distance x from each other. The axial distance x is counted between the face sides of the two bearing sections 7, 8. Both bearing sections 7, 8 have respective inner rings 19, 20 and respective outer rings 21, 22, between which respective rolling bodies 23, 24 are located. The angular contact bearing sections 7, 8 are taper roller bearings in an "O"-configuration, which are pre-loaded in a known manner. In the middle between both bearing sections 7, 8, i.e. halfway of the axial distance x between the bearings 7, 8, a bearing center line 9 is defined. The bearing center line 9 is the geometrical symmetry line between both bearing sections 7, 8.

The bearing arrangement 6 with the two bearing sections 7, 8 can comprise two separate bearings 7, 8. If separate bearings are employed a distance piece with defined length can be use to keep both bearing sections 7, 8 at an exact axial distance. Alternatively, the inner rings or the outer rings of both bearing sections 7, 8 can be made as one-piece part, i. e. in an integrated manner. The bearing sections 7, 8 can be roller bearings or ball bearings of a combination of these. It is also possible that raceways of the bearing sections 7, 8 are directly machined in a housing or sleeve part which then forms the respective bearing ring. As can be seen from fig. 1 the wheel load line 3, 3' of the arrangement lies not - as usual - more or less in the bearing center line 9, but is at an inboard offset from it. The offset o' is depicted and is in the case of the dual tire arrangement with the two rims 10, 11 between 5 % and 30 % of the axial distance x between both bearing sections 7, 8, preferably between 7 % and 15 % of the axial distance x.

Starting from a conventional bearing arrangement according to the preamble of claim 1 a difference to the arrangement according to the invention is that the inboard bearing section 8 is kept at the usual location, but the outboard bearing section 7 is moved outboard. The amount of moving the outboard bearing section 7 outboard is in dependence on the one or more wheel load lines of the wheel rim or rims that the bearing arrangement is to accommodate, which one or more wheel load lines are different from the load line 3, 3' of the first wheel rim hub unit 2, 2', and in dependence of the desired/calculated service life of the bearing arrangement being used with the different wheel rims with different wheel load lines. Consequently, the load line 3, 3' of the first wheel rim hub unit 2, 2' does not change, but its location versus the bearing center line 9, i.e. the halfway distance between the two bearing sections 7, 8, changes. Due to this, there is an offset o' between the bearing center line 9 and the wheel load line 3, 3'.

A further feature of the invention is that the wheel hub 4 in some embodiments can comprise at least two parts. One part 15 of the wheel hub 4 is then suitably made from cast iron and bears the brake disc 17. The other part 16 of the wheel hub 4 is then suitably made from aluminum, magnesium, an alloy of these, or another light weight metal. Both parts 15, 16, as well as the wheel rim hub units 2, 2' are connected by screws 26 or other fastening elements or methods, e.g. dual casting of two different materials.

In the axial region 13, which lies between the bearing sections 7, 8 a sensor element 18 can be arranged for sensing different parameters, which are of interest during the operation of the bearing arrangement. The sensors can also be located near the bearing raceways of the inner or outer rings.

Now referring to fig. 2, a bearing arrangement 1 is depicted which is similar to the one in fig. 1 but which comprises a single tire only. Therefore, the wheel rim hub unit 2" has a single wheel rim 12 for only one, but a wider tire (not depicted). The wheel load line 3" is defined by the middle of the axial extension of the single wheel rim 12 where the forces from the road are conducted into the wheel end bearing arrangement 1.

As can be seen in fig. 2, the wheel load line 3 " has an outboard offset o " . In this case the offset o" is at the opposite side of the bearing center line 9. By this arrangement the effective width between the right and the left tire of the vehicle is enlarged, which is beneficial with respect to the stability of the truck or trailer on the road and especially for a road tanker. As can be seen in this example the outboard offset o" is so big, that the wheel load line 3" actually lies outside the axial region 13 between the two bearing sections 7, 8.

To enable this with no or only minor modifications of the single wheel rim 12, a distance ring 14 can be employed and put between the single wheel rim 12 and the wheel hub 4 before the screws 26 are mounted. The distance ring 14 has the desired axial extension y so that the proper offset o" is reached. An alternative is to use a single wheel rim which is modified in such a way that the proper offset o" is reached without a distance piece. To fix the dual tire wheel rims 10, 11 or - alternatively - the single tire wheel rim 12 on the wheel hub 4 only the respective bolts and nuts will normally have to be changed (together with the distance ring 14, if needed).

Fig. 4 shows an example for the fixation of a single wheel rim 12 at the wheel hub 4 by using screws 26 with short shanks, which are engaged with short shank nuts 27.

In fig. 5 the fixation of two wheel rims 10, 11 on the wheel hub 4 is depicted. Here, long shanks of the screws 26 are used. The screws 26 are engaged with long shank nuts 28.

While the preceding illustrations of the invention have a bearing arrangement 6 with stationary inner rings and rotating outer rings of the bearing sections 7,

8, it is also possible that this concept is changed. As can be seen from fig. 6 the wheel end bearing arrangement 1 according to this embodiment has bearing sections 7, 8 of the bearing arrangement 6 with stationary outer rings which are fixed to the stub axle 5. The inner rings of the bearing sections 7, 8 are fixed to an intermediate part 29 which is fixed by connection means

(bolts) 30 with the wheel hub 4.

A preferred embodiment of the invention has a bearing arrangement 6 which has a one-piece outer ring for both bearing sections 7, 8, which is fitted into a full aluminium or cast iron wheel hub 4. The advantage of such a solution is that the thermal expansion of the material in the case of heating up during the use of the wheel end bearing arrangement has no critical influence on the preload of the bearing arrangement 6. According to one embodiment of the invention, the stub axle 5 for the mounting of the bearing arrangement 6 is permanently fixed on the suspension 25 using energy welding (e. g. friction welding) or using mechanical means (e. g. a tight interference fit). Also, it is possible to use a detachable fixation between the stub axle 5 and the suspension 25 using e. g. bolts.

Compared with usual employed two-row bearing arrangements the invention is characterized with an elongated axial distance between both bearing raceways but with bearing sections which are substantially not enlarged compared with pre-known arrangements. The exact design of the bearings 7, 8 are determined with well known methods and calculation software.

Reference Numerals:

1 Wheel end bearing arrangement

2 Wheel rim hub unit/Wheel rim

2' First wheel rim hub unit, wheel rim for dual tires

2" Second wheel rim hub unit, wheel rim for (super) single tire

3 Wheel load line

3' Wheel load line of first wheel rim

3" Wheel load line of second wheel rim

4 Wheel hub

5 Stub axle or housing fixed on the suspension

6 Bearing arrangement

7 Outboard bearing section

8 Inboard bearing section

9 Bearing center plane between outboard and inboard bearing

10 Outboard wheel rim of a dual rim

11 Inboard wheel rim of a dual rim

12 Single wheel rim

13 Axial region

14 Distance ring

15 Part of the wheel hub

16 Part of the wheel hub

17 Brake disc or brake drum

18 Optional sensor element

19 Inner ring of outboard bearing 0 Inner ring of inboard bearing 1 Outer ring of outboard bearing 22 Outer ring of inboard bearing

23 Rolling body of outboard bearing

24 Rolling body of inboard bearing

25 Suspension 26 Fastening element/screw

27 Short shank nut for single rim

28 Long shank nut for dual rim

29 Intermediate part

30 Connection means (bolt)

X Axial distance between outboard y Axial extension o' Offset to first load line o" Offset to second load line

Claims

Claims:

1. Wheel end bearing arrangement (1) for a wheel rim hub unit (2) of a driven or non-driven vehicle wheel end, especially of a truck or trailer, wherein the wheel rim hub unit (2, 2', 2") defines a wheel load line (3, 3', 3") and is fixed on a wheel hub (4), wherein the wheel hub (4) is supported relatively to a stub axle (5) by means of a bearing arrangement

(6), wherein the bearing arrangement (6) has two bearings sections (J, 8) which are fixed on the stub axle (5) with axial distance (x) and wherein a bearing center plane (9) is defined between both bearing sections (7, 8), characterized in that the wheel load line (3', 3") is offset from the bearing center plane

(9).

2. Wheel end bearing arrangement according to claim 1, characterized in that wheel load line (3^s, 3") is positioned between the bearing sections (7, 8).

3. Wheel end bearing arrangement according to claim 1, characterized in that wheel load line (3', 3") is positioned outside the bearing sections (7, 8).

4. Wheel end bearing arrangement according to one of claim 1 till 3, characterized in that a first wheel rim hub unit (2') is detachably arranged on the wheel hub (4), wherein the first wheel rim hub unit (2') has two wheel rims (1O₅ 11) arranged side by side.

5. Wheel end bearing arrangement according to one of claims 1 till 3, characterized in that a second wheel rim hub unit (2") is detachably arranged on the wheel hub (4), wherein the second wheel rim hub unit (2' ') has one single wheel rim (12).

6. Wheel end bearing arrangement according to claim 4 and 5, characterized in that the wheel load line (3') with mounted first wheel rim hub unit (2') is located offset inboard from the bearing center plane (9) to a first side and that the wheel load line (3") with mounted second wheel rim hub unit (2") is located offset outboard from the bearing center plane (9) to a second side opposite to the first side relatively to the bearing center plane (9).

7. Wheel end bearing arrangement according to claim 4 and 5, characterized in that the wheel load line (3") with mounted second wheel rim hub unit (2") lies outside the axial region (13) between both bearing sections (7, 8).

8. Wheel end bearing arrangement according to one of claims 1 till 7, characterized in that it has two separate bearings (7, 8) which are directly arranged with one of their bearing rings in the wheel hub (4).

9. Wheel end bearing arrangement according to one of claims 1 till 7, characterized in that it has two separate bearings (7, 8) which are indirectly arranged with one of their bearing rings in the wheel hub (4) by means of an intermediate housing.

10. Wheel end bearing arrangement according to one of claims 1 till 9, characterized in that the inner rings of the bearing arrangement (6) are rotatably arranged and the outer rings of the bearing arrangement (6) are stationary.

11. Wheel end bearing arrangement according to one of claims 1 till 9, characterized in that the outer rings of the bearing arrangement (6) are rotatably arranged and the inner rings of the bearing arrangement (6) are stationary.

12. Wheel end bearing arrangement according to at least one of the preceding claims, characterized in that a distance ring (14) is positioned between the second wheel rim hub unit (2") and the wheel hub (4) when the second wheel rim hub unit (2") is mounted on the wheel end bearing arrangement, wherein the distance ring (14) has a defined axial extension

(y).

13. Wheel end bearing arrangement according to one of claims 1 till 12, characterized in that the wheel hub (4) consists of at least two parts (15, 16) which are detachably connected.

14. Wheel end bearing arrangement according to claim 13, characterized in that one of the parts (15, 16) of the wheel hub (4) is made of a ferrous material.

15. Wheel end bearing arrangement according to claim 14, characterized in that the ferrous material is cast iron.

16. Wheel end bearing arrangement according to claim 13, characterized in that one of the parts (15, 16) of the wheel hub (4) is made of a non- ferrous metal, especially aluminum or magnesium.

17. Wheel end bearing arrangement according to one of claims 13 till 16, characterized in that the two parts (15, 16) of the wheel hub (4) are made of different materials.

18. Wheel end bearing arrangement according to one of claims 13 till 17, characterized in that a brake disc or brake drum (17) is fixed at one of the parts (15, 16), especially at the part made of cast iron.

19. Wheel end bearing arrangement according to one of claims 1 till 18, characterized in that the wheel rim hub unit (2, 2', 2") is made of a ferrous material, especially of cast iron.

20. Wheel end bearing arrangement according to one of claims 1 till 18, characterized in that the wheel rim hub unit (2, 2', 2") is made of a non- ferrous metal, especially aluminum or magnesium.

21. Wheel end bearing arrangement according to one of claims 1 till 20, characterized in that at least one sensor element (18) is located in the bearing arrangement (6).

22. Wheel end bearing arrangement according to claim 21, characterized in that the at least one sensor element (18) is located near the inner rings and/or the outer rings of the bearing sections (J, 8).

23. Wheel end bearing arrangement according to claim 21 or 22, characterized in that the sensor element (18) is designed to monitor and/or control at least one wheel end function.

24. Wheel end bearing arrangement according to claim 21 or 22, characterized in that the sensor element (18) is designed to monitor and/or control the rotational speed of the bearing arrangement (6) or adjacent parts of it.

25. Wheel end bearing arrangement according to claim 21 or 22, characterized in that the sensor element (18) is designed to monitor and/or control the vibration of the bearing arrangement (6) or adjacent parts of it.

26. Wheel end bearing arrangement according to claim 21 or 22, characterized in that the sensor element (18) is designed to monitor and/or control the temperature of the bearing arrangement (6) or adjacent parts of it

27. Wheel end bearing arrangement according to claim 21 or 22, characterized in that the sensor element (18) is designed to monitor and/or control the load of the bearing arrangement (6) or adjacent parts of it.

28. Wheel end bearing arrangement according to claim 27, characterized in that the sensor for monitoring the load is connected with the brake system and/or control system of the vehicle for controlling the dynamic behavior of the vehicle.

29. Wheel end bearing arrangement according to claim 28, characterized in that the brake system of the vehicle has at least one brake disk or brake drum (17).

30. Wheel end bearing arrangement according to one of claims 1 till 29, characterized in that at least one tire is mounted on the wheel rim hub unit (2, 2', 2") and that the wheel end bearing arrangement (1) is equipped with a seal unit system for surveying the air pressure in the tire.

31. Wheel end bearing arrangement according to claim 30, characterized in that an air conduit of the system for surveying the air pressure in the tire is extending axially through at least one inner ring (19, 20) of the bearing arrangement (6).

32. Wheel end bearing arrangement according to one of claims 1 till 31, characterized in that both bearing sections (7, 8) have the same raceway diameters.

33. Wheel end bearing arrangement according to one of claims 1 till 32, characterized in that the bearing arrangement (6) is pre-loaded.

34. Wheel end bearing arrangement according to one of claims 1 till 33, characterized in that the bearing arrangement (6) consist of angular contact ball or roller bearings or a combination of these in an O- configuration.

35. Wheel end bearing arrangement according to one of claims 1 till 33, characterized in that the bearing arrangement (6) is a taper roller bearing arrangement in O-configuration.

36. Wheel end bearing arrangement according to one of claims 1 till 35, characterized in that the bearing sections (7, 8) have a rotating inner ring (19, 20), a stationary outer ring (21, 22) and rolling bodies (23, 24) between them, wherein the wheel hub (4) is connected with the inner rings (19, 20), wherein the outer rings (21, 22) are connected with the stub axle (5) and wherein the stub axle (5) is connected with a suspension (25).

37. Wheel end bearing arrangement according to claim 36, characterized in that the stub axle (5) and the suspension (25) are permanently connected.

38. Wheel end bearing arrangement according to claim 37, characterized in that the connection between the stub axle (5) and the suspension (25) is done by energy welding and/or by an interference fit.

39. Wheel end bearing arrangement according to claim 36, characterized in that the stub axle (5) and the suspension (25) are detachably connected.

40. Wheel end bearing arrangement according to claim 39, characterized in that the connection between the stub axle (5) and the suspension (25) is done by mechanical means, especially by bolts.