WO2012059129A1

WO2012059129A1 - Wheel hub/universal joint assembly

Info

Publication number: WO2012059129A1
Application number: PCT/EP2010/066819
Authority: WO
Inventors: Hans-Joachim Schmeink
Original assignee: Gkn Driveline International Gmbh
Priority date: 2010-11-04
Filing date: 2010-11-04
Publication date: 2012-05-10

Abstract

The invention relates to a wheel hub/universal joint assembly comprising a wheel hub 3 with a wheel flange 9 for connecting a wheel and with a sleeve portion for receiving a wheel bearing 6; a constant velocity universal joint 5 with a joint component 24, wherein the joint component 24, at an end face facing the wheel hub 3, comprises first form-engaging means 27; an intermediate element 4 which can be connected to the wheel hub 3 for transmitting torque and which comprises a through-aperture 17, wherein the intermediate element 4, at an end face facing the constant velocity universal joint 5, comprises second form-engaging means 27; clamping means 18 for axially clamping the wheel hub 3 to the joint component 24, wherein the clamping means 18 are passed through the wheel hub 3 and the through-aperture 17 of the intermediate element 4 and are axially supported at the wheel hub 3 and at the joint component 24.

Description

Wheel hub/universal joint assembly

Description

The invention relates to a wheel hub/universal joint assembly for the driveline of a motor vehicle. Such wheel hub/universal joint assemblies serve for drivingly connecting a constant velocity universal joint arranged at the wheel end of a sideshaft of a motor vehicle to the wheel hub received by a wheel carrier arranged at the vehicle. The wheel hub generally comprises a sleeve portion for being rotationally supported in a wheel bearing which is held in the wheel carrier and a wheel flange for connecting a wheel, respectively the central wheel disc of a wheel.

From DE 10 2005 054 283 A1 there is known a wheel hub/universal joint assembly with a constant velocity universal joint and a wheel hub. For torque transmitting purposes, the constant velocity universal joint and the wheel hub are connected to one another via inter-engaging face toothings. First face teeth are provided at the outer joint part of the constant velocity universal joint and second face teeth are provided at the beaded collar of the wheel hub. The wheel bearing cannot be exchanged.

DE 197 51 855 C1 proposes a connecting assembly between an outer joint part and a wheel hub. The transmission of torque from the outer joint part to the wheel hub is effected by an intermediate annular member. Via shaft teeth, the annular member is connected to a sleeve-shaped projection of the wheel hub in a form-locking way. The end of the annular member provided at the wheel hub end forms a bearing groove for the wheel bearing. After the annular member has been slid on to the wheel hub, the end of the wheel hub is widened, so that the annular member forms a collar for axial fixing purposes. At its joint end, the annular member comprises face teeth which, for torque transmitting purposes, form-lockingly engage corresponding spur teeth of the outer joint part. For axial fixing purposes, the region of the spur teeth is provided with outer grooves which are engaged by a securing ring.

It is the object of the present invention to propose a wheel hub-universal joint assembly which comprises a short axial assembly path and which can easily be assembled and disassembled.

The objective is achieved by providing a wheel hub/universal joint assembly comprising a wheel hub with a wheel flange for connecting a wheel and with a sleeve portion for receiving a wheel bearing; a constant velocity universal joint with a joint component, wherein the joint component, at an end face facing the wheel hub, comprises first form-engaging means; an intermediate element which can be connected to the wheel hub for transmitting torque and which comprises a through-aperture, wherein the intermediate element, at an end face facing the constant velocity universal joint, comprises second form-engaging means; clamping means for axially clamping the wheel hub to the joint component, wherein the clamping means pass through the wheel hub and the through- aperture of the intermediate element and are axially supported at the wheel hub and at the joint component.

The advantage is that because of the first and second form-engaging means which are provided in the end faces of the intermediate element and of the joint component for torque transmitting purposes, it is possible to achieve a short axial assembly path. In the course of the assembly process, first the intermediate element is inserted into the through-aperture of the wheel hub, wherein a rotationally fixed connection is formed between the wheel hub and intermediate element for torque transmitting purposes. Subsequently, the joint component is attached to the intermediate element, with the first and second form-engaging means engaging one another in a form-locking way. In other words, the form- engaging means, which jointly can also be referred to as form-locking mechanism, are designed so as to couple the intermediate element and the joint component by interference. Thus, in the mounted condition the first and second form-engaging means form a torsionally stiff coupling for transmitting torque from the joint component to the intermediate element and thus to the wheel hub being rotationally fixed to the intermediate element.

The form-engagement means, respectively the torsionally stiff coupling, can generally be provided in any form which is suitable for releasably connecting the joint component with the intermediate element, wherein in the mounted condition the joint component and the intermediate element lockingly engage one another for torque transmitting purposes. The form-engagement means, respectively the torsionally stiff coupling, is preferably designed in the form of a face teeth coupling or a dog clutch or a recess coupling. By using the intermediate element, there is no need for complicated design measures for the wheel hub. More particularly, it is also possible to use a wheel bearing with separate inner bearing races, which is particularly advantageous for certain applications. Overall, the solution in accordance with the invention offers an axially short, rotationally fixed connection between the joint component and the wheel hub, and more particularly, the axial assembly path required for producing the rotationally fixed connection is short.

The constant velocity universal joint preferably comprises an outer joint part, an inner joint part and torque transmitting elements which, for torque transmitting purposes, are effectively arranged between the outer joint part and the inner joint part. The joint component to be connected to the intermediate element is preferably the outer joint part of the constant velocity universal joint. However, the inner joint part could also be formed so as to be connected to the intermediate element in a rotationally fixed way for torque transmitting purposes. In principle the constant velocity universal joint can be any joint, for instance a universal ball joint which can be provided in the form of a fixed joint or plunging joint, or a tripode joint.

According to a preferred embodiment, the constant velocity universal joint is provided in the form of a universal ball joint. The outer joint part of the constant velocity ball joint comprises outer ball tracks and the inner joint part comprises inner ball tracks. In each pair of opposed outer and inner ball tracks, there are arranged torque transmitting balls which are held by a ball cage in the angle- bisecting plane. The one of the two joint components, preferably the outer joint part, is connected to the intermediate element in a rotationally fixed way, whereas the other one of the two joint components, preferably the inner joint part, can be connected to a driveshaft for torque transmitting purposes, e. g. by means of a splined connection.

According to a preferred embodiment, the intermediate element comprises a sleeve-shaped portion with an outer toothing which engages a corresponding inner toothing of the sleeve portion of the wheel hub. Via these shaft toothings which form a splined connection, torque is transmitted from the intermediate element to the wheel hub. More particularly, it is proposed that the wheel hub comprises a through-aperture which extends from the flange end to the joint end. Said through-aperture, or at least a portion thereof, contains the inner toothing which can be engaged in a rotationally fixed way by the outer toothing of the intermediate element. Instead of shaft splines it is in principle, also possible to provide other means for torque transmitting purposes, for instance it is possible to use an out-of-round profile, such as a polygonal profile which is able to engage a correspondingly shaped aperture of the wheel hub in a rotationally fixed way. The intermediate element preferably comprises a central through-aperture which extends along the entire length of the intermediate element and through which clamping means can be passed through for fixing the outer joint part to the wheel hub. The inner diameter of the through-aperture is slightly larger than the outer diameter of the clamping means which could comprise a bolt for example.

In a preferred embodiment, the intermediate element comprises a flange portion which radially projects relative to the sleeve portion. The flange portion is preferably arranged at the end facing the joint. If viewed in a longitudinal section, the intermediate element thus approximately has a T-shaped form. The greatest outer diameter of the flange portion is preferably greater than an inner diameter of the inner bearing ring of the wheel bearing. Furthermore, the greatest outer diameter of the flange portion is preferably smaller than an inner diameter of the outer bearing race of the wheel bearing at the axial end facing the joint.

To achieve a good torque transmitting capability between the joint component and the intermediate element on the one hand and the intermediate element and the wheel hub on the other hand, it is particularly advantageous if the flange portion comprises an axial length which is shorter than an axial length of the sleeve portion. More particularly, it is proposed that the ratio between the axial length of the flange portion and the axial length of the sleeve portion is smaller than 1/2, preferably smaller than 1/3, more particularly smaller than 1/4. Between the sleeve portion and the flange portion of the intermediate element there is preferably formed a rounded transition portion which achieves an advantageous distribution of stress under axial loads.

The flange portion preferably comprises a supporting face which is or can be axially supported against an inner bearing race of the wheel bearing. The supporting face points axially towards the wheel hub and is preferably provided in the form of an annular face around the axis of rotation. By tightening the clamping means which are supported on the joint component, the intermediate element is loaded towards the wheel hub, with the supporting face coming into contact against the inner bearing race. By further tightening of the clamping means, the wheel bearing is axially pretensioned. Conversely, by releasing the clamping means, the entire wheel hub/universal joint assembly can be dismantled in a simple way. More particularly, by removing the joint component and the intermediate element, the wheel bearing becomes accessible, so that, if necessary, it can easily be repaired or replaced. By suitably calculating the axial length of the flange portion between the supporting face, which is supported by the inner bearing race, and the plane which is formed by the form-engaging means, it is possible, in an advantageous way, to achieve a tolerance adjustment between the bearing shoulder and the face teeth and, respectively, the form- engaging means.

According to a preferred embodiment, the form-engaging means of the intermediate element are provided at the flange portion, i.e. at the end face of the flange portion which faces the joint. For torque transmitting purposes, the form- engaging means between the joint component and the intermediate element are preferably arranged on a greater diameter than the shaft teeth, respectively shaft splines, of the sleeve portion. According to a first possibility, the first and the second form-engaging means are provided in the form of face toothing and jointly form a face teeth coupling. According to a second possibility, the first and the second form-engaging means are provided in the form of a dog clutch. Both the two above-mentioned rotationally fixed couplings are advantageous in that they comprise a short axial construction and assembly length. The term "face toothing" refers to all conceivable face teeth which form a rotationally stiff coupling, more particularly including Hirth teeth or crown teeth. Apart from the short assembly length, face toothings are additionally advantageous in that, as a result of the radial tooth geometry, the joint component is centred relative to the intermediate element.

According to a further embodiment which is particularly suitable for being applied to a dog clutch or a recessed coupling, centring means are arranged between the intermediate element and the joint component in order to centre the intermediate element and the joint component coaxially relative to the axis of rotation. The centring means preferably comprise a first centring face at the joint component and a second centring face at the intermediate element, with the first and the second centring face being in contact with one another in the mounted condition, thus cooperating with one another in a centring way. According to a advantageous embodiment, the first centring face is an outer face and the second centring face is an inner face. More particularly, the outer face and the inner face are cylindrical in shape, and at the ends facing one another, it is possible to provide an introducing cone to simplify the mounting procedure. It goes without saying that the outer face and the inner face, in their entirety, can also be conical. The centring means are preferably arranged radially inside the form-engaging means, so that the transmission of torque takes place on a relatively large radius, which advantageously affects the component load in the region of the form-engaging means.

According to a preferred embodiment, the clamping means comprise a bolt which is radially supported on the wheel hub and is threaded into a threaded bore of the joint component. Alternatively, it is also conceivable that, at the base of the joint component, there is formed on a threaded pin which passes through the through- aperture of the intermediate element and the wheel hub respectively, with a nut being threaded on to the end of same.

Preferred embodiments will be explained below with reference to the drawing wherein Figure 1 shows a longitudinal section through an inventive wheel hub/universal joint assembly in a first embodiment, and

Figure 2 shows a longitudinal section through a wheel hub/universal joint assembly in a second embodiment.

Figure 1 shows a wheel hub/universal joint assembly which comprises a wheel hub 3, an intermediate element 4 and a constant velocity universal joint 5. By means of a wheel bearing 6, the wheel hub 3 is supported in a fixed component 7 connected to the vehicle body so as to be rotatable around the axis of rotation A. The wheel hub 3 comprises a sleeve portion 8 for receiving the wheel bearing 6, as well as a wheel flange 9 for threading on the wheel disc of a wheel (not illustrated). The sleeve portion 8 comprises a through-aperture 10 into which the intermediate element is inserted in a rotationally fixed way for the purpose of transmitting torque.

The intermediate element 4 which can also be referred to as a flange journal comprises a sleeve portion 12 which is inserted into the through-aperture 10 of the wheel hub 3, as well as a flange portion 13 which serves to provide a rotationally fixed connection with a joint component of the constant velocity universal joint 5. Between the sleeve portion 12 and the flange portion 13, there is formed a transition portion 14 which comprises an outer diameter which is reduced relative to the greatest outer diameter of the sleeve portion 12 and which, if viewed in a longitudinal section, comprises a rounded contour. In this way it is possible to reduce stress peaks in the region of transition between the flange portion 13 and the sleeve portion 12. The through-aperture 19 of the wheel hub 3 comprises an inner shaft toothing 15 which, for torque transmitting purposes, is engaged in a rotationally fixed way by a corresponding outer shaft toothing 16 of the intermediate element 4. The inner and outer shaft toothings 15, 16 can also be referred to as inner and outer shaft splines.

It can be seen that the intermediate element 4 comprises a through-aperture 17 through which there are inserted clamping means 18 for axially clamping the wheel hub 3 to the constant velocity universal joint 5. In the present embodiment, the clamping means 18 are provided in the form of a bolt whose head 19 is axially supported via an annular disc 20 on a supporting face 22 of the wheel hub 3. The bolt 19 is threaded into a corresponding threaded bore 23 in the base of the joint component 24 of the constant velocity universal joint 5. At the wheel end, the wheel hub 3 comprises an annular web 37 to which there is attached a cover 38 for protecting the connecting means 18.

For connecting the intermediate element 4 to the joint component 24 in a rotationally fixed way, there is provided a torsionally stiff coupling 25 between the parts mentioned above. The torsionally stiff coupling 25 comprises first form- engaging means 26 which are formed at the end face of the flange portion 13, which end face faces the joint 5, as well as second form-engaging means 27 which are formed at the end face of the joint component 24, which end face faces the wheel hub 3. The first and the second form-engaging means 26, 27 engage one another in a rotationally fixed way, so that a torque can be transmitted from the joint component 24 to the intermediate element 4.

In the present embodiment according to Figure 1 , the form-engaging means 26, 27 are provided in the form of a face toothing, the face toothing being any kind of teeth at an end face, more particularly Hirth teeth or crown teeth. The face teeth of the form-engaging means 26, 27 extend radially with reference to the axis of rotation A, so that when the face teeth 26, 27 engage one another it is ensured that the joint component 24 is centred relative to the intermediate element 4. The intermediate element 4, in turn, is centred in the through-aperture 10 of the wheel hub 3, so that, overall, all three components, i.e. the joint component 24, the intermediate element 4 and the wheel hub 3 are centred relative to one another and coaxially relative to the axis of rotation A, respectively.

At its end facing the wheel hub 3, the flange portion 13 comprises a supporting face 28 which is axially supported against the wheel bearing 6. The wheel bearing 6 comprises two rows of bearing balls 29, 30 which each run in a separate inner bearing race 32, 33. Furthermore, the wheel bearing 6 comprises a common outer bearing race 34 which receives both rows of bearing balls 29, 30 and which is fixed in the wheel carrier 7. The outer bearing race 34 is axially supported in a first axial direction against a corresponding shoulder 35 of the wheel carrier 7. For axial fixing purposes in the opposed second axial direction, there is provided a securing ring 36 which is inserted into an annular groove of the wheel carrier 7 and which axially supports the outer bearing race 34. The supporting face 28 of the flange portion 13 is directly axially supported against the inner bearing race 33 at the joint end. By tightening the clamping means 18, the joint component 24 and thus the intermediate element 4 are axially loaded towards the wheel hub 3, with the supporting face 28 coming to rest against the inner bearing race 33. In this way, the wheel bearing 6 is pretensioned by the clamping means 18.

It can be seen that the flange portion 13 of the intermediate element 4 radially projects relative to the sleeve portion 12, so that, overall, the intermediate element 4, if viewed in a longitudinal section, is approximately T-shaped. The greatest outer diameter of the flange portion 13 is greater than the inner diameter of the inner bearing race 33 and smaller than the inner diameter of the outer bearing race 34 in the region of the shoulder 35. More particularly, it is proposed that the outer diameter of the flange portion 13 approximately corresponds to the outer diameter of the inner bearing race 33 in the region of the supporting face 28. Furthermore, it can be seen that the axial length of the flange portion 13 is clearly shorter than the axial length of the sleeve portion 12, with the ratio between the axial length of the flange portion 13 and the axial length of the sleeve portion 12, more particularly, being smaller than one quarter. By suitably configuring the axial length of the flange portion 13, it is possible, in an advantageous way, to effect a tolerance adjustment between the bearing shoulder of the inner bearing race 33 and the face toothing 25.

The constant velocity universal joint 5 comprises an outer joint part 31 with outer ball tracks 45, an inner joint part 46 with inner ball tracks 47, torque transmitting balls 48 each arranged in a pair of opposed outer and inner ball tracks, as well as a ball cage 49. The ball cage 49 holds the balls 48 in the angle-bisecting plane between the axis of the outer joint part 31 and the inner joint part 46 when the constant velocity joint 5 is articulated. The inner joint part 46 comprises a central bore 50 with inner shaft splines 41 into which a sideshaft 44 with corresponding shaft splines is inserted in a rotationally fixed way. A convoluted boot 21 is provided for sealing the constant velocity joint 5, a first end being fixed to the outer joint part 31 and a second end being fixed to the sideshaft 44.

The outer joint part 31 comprises the joint component 24 which is connected to the intermediate element 4 via the torsionally stiff coupling 25, respectively the form-locking mechanism. The outer joint part 31 comprises a journal portion which at its end face facing the wheel hub 3 forms the second face teeth 27 of the coupling 25. The outer diameter of the journal portion of the joint component 24 is about The outer diameter of the journal portion in the region of the face teeth 27 is about the same as the outer diameter of the flange portion 13 of the intermediate element 4, including deviations from -5% to +5% between said diameters.

As already mentioned above, the inventive wheel hub/joint assembly 2 is advantageous in that because of the first and second form-engaging means 26,27 provided in the end faces of the intermediate element 4 on the one hand and of the joint component 24 on the other hand, there is achieved a short assembly path. For mounting purposes, first the intermediate element 4 is inserted into the through-aperture 10 of the wheel hub 3. Subsequently, the joint component 24 is attached to the flange portion 13 of the intermediate element 4, with the first and second face toothings 26, 27 engaging one another in a form- locking way. Because the flange portion 13 is directly axially supported relative to the inner bearing race 33, it is possible, by releasing the clamping means 18, even subsequently to repair or replace the wheel bearing 6.

Fig. 2 shows an inventive wheel hub/universal joint assembly in a second embodiment which largely corresponds to that shown in Figure 1 , so that, as far as common characteristics are concerned, reference is made to the above description. Identical components have been given the same reference numbers, whereas modified components have been given indices with an apostrophe.

A first difference of the present embodiments relative to the first embodiment refers to the design of the torsionally stiff coupling 25' which is provided in the form of a dog clutch, more particularly in form of a crossed recess coupling. For this purpose, one of the two components, either the wheel flange 13' or the joint component 24', in its end face, is provided with two or more axial projections which are circumferentially distributed, whereas the other one of the two components, i. e. the joint component 24' or the flange portion 13', comprises corresponding recesses. To achieve a rotationally fixed, form-locking connection, the projections 26' engage the recesses 27', so that torque can be transmitted from the joint component 24' to the intermediate element 4'.

The form and number of projections 26', respectively recesses 27' is generally arbitrary. For example, there can be provided two or more single projections 26', respectively recesses 27', which are circumferentially distributed at the end faces of the joint component 24' and the flange portion 13' facing each other. It is also conceivable that there are provided two or more groups of projections 26', respectively recesses 27', each group comprising two or more single projections 26', respectively recesses 27'. The single projections 26', respectively recesses 27', of each group are preferably arranged parallel to each other. A specifically symmetric design is achieved if there are provided two, three or four single projections 26', respectively recesses 27' arranged over the circumference, or two, three or four groups of projections 26', respectively recesses 27'.

A further difference refers to the design of the centring means between the joint component 24' and the intermediate element 4'. According to the present embodiment, the joint component 24' comprises an axial projection 39 which, for centring purposes, engages a corresponding recess 40 of the flange portion 13'. The projection 39 comprises a first centring face which, in the present embodiment, is provided in the form of a cylindrical outer face. The recess 40 forms a second centring face which, accordingly, is provided in the form of a cylindrical inner face. In the condition where the joint component 24' has been inserted into the intermediate element 4', the two centring faces 42, 43 cooperate, so that the joint component 24' and the intermediate element 4' are aligned coaxially relative to one another and relative to the axis of rotation A. It goes without saying that instead of effecting the centring operation by means of the cylindrical portion, it is also possible to use a conical portion, which, however, is not illustrated separately here. The centring means 42, 43 are arranged radially inside the form-engaging means 25'. The introduction of torque is thus effected from the joint component 24' to the flange portion 13' of the intermediate element 4' on a relatively large radius.

A further difference relates to the axial assembly length of the flange portion 13' of the intermediate element 4'. The flange portion 13' is axially somewhat longer than the flange portion 13 according to Figure 1 , with the axial length of the flange portion 13' relative to the axial length of the sleeve portion 12' being less than one third. The axial length of the flange portion 13' is configured to be such that, as described above, it is possible to achieve a tolerance adjustment between the inner bearing race 33 and the torsionally stiff coupling 25', respectively the form-locking mechanism. Otherwise, the present embodiment according to Figure 2 corresponds to that according to Figure 1 , so that reference can be made to the above description. There are thus achieved the same advantages of a short axial assembly path as mentioned above and if required the possibility of exchanging the wheel bearing 6.

List of reference numbers

2 wheel hub/constant velocity universal joint

3 wheel hub

4 intermediate element

5 constant velocity universal joint

6 wheel bearing

7 wheel carrier

8 sleeve portion

9 flange

10 through-aperture

1 1

12 sleeve portion

13 flange portion

14 transition portion

15 inner teeth

16 outer teeth

17 through-aperture

18 clamping means

19 bolt head

20 annular disc

21 convoluted boot

22 supporting face

23 threaded bore

24 joint component

25 coupling

26 form-engaging means

27 form-engaging means

28 supporting face

29 bearing ball bearing ball outer joint part inner bearing race inner bearing race outer bearing race shoulder securing ring annular web cover

projection recess

shaft splines centring face centring face sideshaft outer ball tracks inner joint part inner ball tracks balls

ball cage bore axis of rotation

Claims

1 . A wheel hub/universal joint assembly comprising

a wheel hub (3) with a wheel flange (9) for connecting a wheel, and with a sleeve portion (10) for receiving a wheel bearing (6);

a constant velocity universal joint (5) with a joint component (24), wherein the joint component (24), at an end face facing the wheel hub (3), comprises first form-engaging means (27);

an intermediate element (4) which can be connected to the wheel hub (3) for transmitting torque and which comprises a through-aperture (17), wherein the intermediate element (4), at an end face facing the constant velocity universal joint (5), comprises second form-engaging means (27); and

clamping means (18) for axially clamping the wheel hub (3) to the joint component (24), wherein the clamping means (18) pass through the wheel hub (3) and the through-aperture (17) of the intermediate element (4) and are axially supported at the wheel hub (3) and at the joint component (24).

2. A wheel hub/universal joint assembly according to claim 1 , characterised in that the intermediate element (4) comprises a sleeve-shaped portion (12) with an outer toothing (16) which, in a rotationally fixed way, engages a corresponding inner toothing (15) of the sleeve portion (8) of the wheel hub (3).

3. A wheel hub/universal joint assembly according to claim 1 or 2, characterised in that the intermediate element (4) comprises a flange portion (13) which radially projects relative to the sleeve portion (12).

4. A wheel hub/universal joint assembly according to claim 3, characterised in that the flange portion (13) comprises a supporting face (28) which is axially supported against an inner bearing race (33) of the wheel bearing (6).

5. A wheel hub/universal joint assembly according to claim 3 or 4, characterised in that the flange portion (13) comprises an axial length which is shorter than the axial length of the sleeve portion (12).

6. A wheel hub/universal joint assembly according to any one of claims 3 to 5, characterised in that the second form-engaging means (26) are provided at the flange portion (13).

7. A wheel hub/universal joint assembly according to any one of claims 1 to 6, characterised in that the first and the second form-engaging means (26, 27) are each provided in the form of a face toothing and jointly form a face teeth coupling.

8. A wheel hub-universal joint assembly according to any one of claims 1 to 6, characterised in that the first and the second form-engaging means (26,27) form a dog clutch.

9. A wheel hub/universal joint assembly according to any one of claims 1 to 8, characterised in that between the intermediate element (4) and the joint component (24) there are provided centring means (42, 43) for the purpose of coaxially centring the intermediate element (4) and the joint component (24) relative to one another.

10. A wheel hub/universal joint assembly according to claim 9, characterised in that the centring means (42, 43) comprise a first centring face (42) at the joint component (24) and a second centring face (43) at the intermediate element (4), wherein the first and the second centring face (42, 43) contact one another in the mounted condition.

1 1. A wheel hub/universal joint assembly according to claim 9 or 10, characterised in that the first centring face (42) constitutes an outer face and the second centring face (43) an inner face (43), wherein the outer face and the inner face, more particularly, are cylindrical in shape.

12. A wheel hub/universal joint assembly according to any one of claims 9 to 1 1 , characterised in that the centring means (42, 43) are arranged radially inside the form-engaging means (26, 27).

13. A wheel hub/universal joint assembly according to any one of claims 1 to 12, characterised in that the clamping means (18) comprise a bolt which is threaded into a threaded bore (23) of the joint component (24).