A wheel fastener and method of forming a wheel fastener is provided. The wheel fastener has a fastener body with a threaded portion, a wrenching portion and a spherical load-bearing portion is configured to mate with a fastener seat on a wheel, where the spherical radius is in the range of 13.9 mm to 14.0 mm. The fastener also includes a multi-layer coating is applied to the fastener body, the multi-layer coating having a friction topcoat with a coefficient of friction in the range of 0.10 to 0.20. The fastener also includes a cap secured on the wrenching portion and defining a wrenching surface.

A wheel fastener and method of forming a wheel fastener is provided. The wheel fastener has a fastener body with a threaded portion, a wrenching portion and a spherical load-bearing portion is configured to mate with a fastener seat on a wheel, where the spherical radius is in the range of 13.9 mm to 14.0 mm. The fastener also includes a multi-layer coating is applied to the fastener body, the multi-layer coating having a friction topcoat with a coefficient of friction in the range of 0.10 to 0.20. The fastener also includes a cap secured on the wrenching portion and defining a wrenching surface.

A method for producing an automobile rim made of aluminum or an aluminum alloy for a wheel of an automobile, the automobile rim having a rim well delimited on opposite sides by an outer flange and an inner flange, a hub with a center recess and a bolt hole circle as well as a rim center connecting the rim well and the hub with one another. The automobile rim is produced in one piece and continuously in a casting mold by die casting of a casting material. The automobile rim is formed during the die casting with at least one air conveying element for conveying air in the axial direction with respect to a longitudinal center axis of the automobile rim relative to an imaginary plane perpendicular to the longitudinal center axis and/or at least one surface enlargement element extending in the circumferential direction along a circular line.

A method for producing an automobile rim made of aluminum or an aluminum alloy for a wheel of an automobile, the automobile rim having a rim well delimited on opposite sides by an outer flange and an inner flange, a hub with a center recess and a bolt hole circle as well as a rim center connecting the rim well and the hub with one another. The automobile rim is produced in one piece and continuously in a casting mold by die casting of a casting material. The automobile rim is formed during the die casting with at least one air conveying element for conveying air in the axial direction with respect to a longitudinal center axis of the automobile rim relative to an imaginary plane perpendicular to the longitudinal center axis and/or at least one surface enlargement element extending in the circumferential direction along a circular line.

The present disclosure pertains to a two piece center cap design which can be securably affixed to a wheel in a manner that does not require the center cap to be removed when installing and removing the wheels from a vehicle. This is achieved by rotating the center cap from a first position covering the lug nuts, to a second position, which does not cover the lug nuts, thereby providing access to the wheel lugs to allow the wheel to be installed and removed.

Described is a system (and method) for locating a center point of a lug nut for an automated vehicle wheel removal system. To improve the accuracy of the center point, the system may perform machine learning inferences using two-dimensional (2D) and three-dimensional (3D) image data. The system may process a 2D image to infer an initial center point, and potentially improve the accuracy by leveraging a 3D image. More particularly, the system may process a 3D image to infer a location of one or more edges (or edge points) around the perimeter of the lug nut and measure a set of distances between the initial center point and the located set of edges. The system may then refine (or adjust) the center point based on such measurements.

A connecting element, preferably for fastening a wheel, or rim, to a hub of a vehicle, includes a body having a respective outer perimeter surface which extends along a respective imaginary profile, in particular an imaginary circular profile, there being formed, at the perimeter surface, respective elements for the engagement of corresponding elements or tool for screwing and/or unscrewing the connecting element, and screw thread elements for fastening, preferably to the vehicle hub. The engagement elements include a plurality of perpendicularly extending and circumferentially distributed engagement troughs which are recessed relative to the imaginary outer profile and each being separated from the adjacent trough by a respective outer perimeter transit zone. The outer transit zone has a width (r) which is less than the width (i) of the trough, and in particular, a width (r) which is less than half the width of the trough.

A wheel bolt torque monitoring system for a vehicle includes a torque sensor disposed at each bolt that is used to mount a wheel at a wheel mount of a vehicle. A transmitting device is disposed at the wheel mount of the vehicle, and the transmitting device receives data from the torque sensors at the wheel mounted at the wheel mount. The transmitting device transmits data to a control unit, which processes data received from the transmitting device to determine when a torque at a bolt is below a threshold torque level. Responsive to the control unit determining that a torque at a bolt is below the threshold torque level, the control unit generates an alert.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.