An apparatus for transferring driving force at a wheel for a vehicle may include a housing of a constant velocity joint having a center of a first end portion formed to be penetrated and inserted into a hub bearing, and a step formed on an inner peripheral surface of a middle portion of the housing, a hub flange supporting an expansion part by the step by having one end portion coupled to a wheel side and another end portion inserted into the housing to thereby form the expansion part expanded in a radial direction, and a forming member installed in the housing to face the expansion part and having an outer peripheral surface supported by an inner peripheral surface of the housing.

An apparatus for transferring driving force at a wheel for a vehicle may include a housing of a constant velocity joint having a center of a first end portion formed to be penetrated and inserted into a hub bearing, and a step formed on an inner peripheral surface of a middle portion of the housing, a hub flange supporting an expansion part by the step by having one end portion coupled to a wheel side and another end portion inserted into the housing to thereby form the expansion part expanded in a radial direction, and a forming member installed in the housing to face the expansion part and having an outer peripheral surface supported by an inner peripheral surface of the housing.

The present invention relates to a wheel hub for vehicle axle used in trucks, buses, trailers and semi-trailers, consists of a cylindrical central body, said central body surrounded by a plurality of radial projections extending vertically from the median region of said central body, being structured by ribs integrated with said projections providing robustness, reduced weight and reduced heat transfer from the brake to tires.

The present invention relates to a wheel hub for vehicle axle used in trucks, buses, trailers and semi-trailers, consists of a cylindrical central body, said central body surrounded by a plurality of radial projections extending vertically from the median region of said central body, being structured by ribs integrated with said projections providing robustness, reduced weight and reduced heat transfer from the brake to tires.

A hub-bearing unit is provided with: a rotatable hub, with an axially outer flange portion configured for engagement with a rotatable element of a motor vehicle, a bearing unit provided with a fixed radially outer ring, configured for engagement with a fixed element of the motor vehicle, a first, axially outer, crown of rolling bodies, and a second, axially inner, crown of rolling bodies, interposed between the radially outer ring and the hub. The hub also assumes the function of the radially inner ring of the bearing unit and the bell of a constant velocity joint. The hub-bearing unit is designed so that the axial distance between the center of the axially inner crown of rolling bodies and the rolling center of the constant velocity joint lies within a predetermined range according to the following formula:

[00001]$\{\begin{array}{cc}\mathrm{with}.Math..Math.L\ge 0,& 0.4\le \frac{P_B}{S+A+L}\le 4\\ \mathrm{with}.Math..Math.L<0,& 0.5\le \frac{P_B}{S+A}\le 4.Math.\end{array}\hspace{1em}$

A hub-bearing unit is provided with: a rotatable hub, with an axially outer flange portion configured for engagement with a rotatable element of a motor vehicle, a bearing unit provided with a fixed radially outer ring, configured for engagement with a fixed element of the motor vehicle, a first, axially outer, crown of rolling bodies, and a second, axially inner, crown of rolling bodies, interposed between the radially outer ring and the hub. The hub also assumes the function of the radially inner ring of the bearing unit and the bell of a constant velocity joint. The hub-bearing unit is designed so that the axial distance between the center of the axially inner crown of rolling bodies and the rolling center of the constant velocity joint lies within a predetermined range according to the following formula:

[00001]$\{\begin{array}{cc}\mathrm{with}.Math..Math.L\ge 0,& 0.4\le \frac{P_B}{S+A+L}\le 4\\ \mathrm{with}.Math..Math.L<0,& 0.5\le \frac{P_B}{S+A}\le 4.Math.\end{array}\hspace{1em}$

A wheel locking axle assembly is provided to secure a wheel to a hub of a child conveyance device. An embodiment of the wheel locking assembly includes a hub including a retention feature and a wheel assembly. The wheel assembly includes a wheel, a sleeve coupled to the wheel, a spindle that is slidable within a channel of the sleeve, and at least one detent captured by the sleeve and the spindle. The spindle can be moved between a first longitudinal position with respect to the sleeve in which a portion of each detent extends radially outwardly through a respective through-hole in the sleeve to lockingly engage the retention feature of the hub and a second longitudinal position with respect to the sleeve in which each detent does not extend radially outwardly through the through-hole and disengages the retention feature of the hub.

An axle assembly having an axle housing, an axle shaft, a plurality of axle shaft bearings and a seal. The axle housing has a tubular member and an end flange that is coupled to the tubular member. The axle shaft bearings and the seal are received in the end flange and are engaged to the axle shaft. The axle shaft bearings support the axle shaft for rotation relative to the axle housing. The seal is sealingly engaged to the end flange and the axle shaft. A method for assembling an axle assembly is also provided.

A wheel assembly comprising a wheel disk and a tread member disposed around the wheel disk. The wheel disk can have a substantially conical shape when in an unloaded state, but be flexible such that it can deform under load to optimize and/or maximize contact area between the tread member and a driving surface.

This invention is related to a wheel securing structure of trucks. The securing structure mainly install iron screwshaft liners on keyholes of the mounting parts of the aluminum rims. The bolts of the assembling part correspondingly penetrate the holes of the screwshaft liners each. A first folded edge and a second folded edge are formed on two terminals of the screwshaft liners to respectively insert into the conical pits of the mounting part of the rims. The nuts screw onto the bolts of the assembling part to secure the rim onto the assembling part and the nuts. When the trucks pass bumping roads, the relative motion, caused by vibrations, is occurred between the rims and the assembling part. Therefore, friction is generated between the wheels and the bolts, as well as the nuts and the terminal surfaces of the assembling part. The screwshaft liner is used to let the friction above act on the screwshaft liner. Therefore, the soft aluminum rim will not be directly rubbed by the bolts, nuts, and the assemble part to be damaged. Accordingly, the aluminum rim can be suitable for the trucks and other heavy vehicles.