A wheel unit with a disengageable drive for an electric vehicle has a wheel pin rotatably supported within a cylindrical wall of a central opening of the a wheel hub by a first rolling bearing, arranged on a portion of the wheel pin further away from a driven member (6, and by a second rolling bearing and a third rolling bearing set alongside one another, arranged on a portion of the wheel pin closer to the driven member. The first bearing and the second bearing have respective outer rings, mounted with interference fit within the cylindrical wall and respective inner rings rigidly mounted on the wheel pin and rigidly connected together by a spacer sleeve. The third bearing has a respective outer ring mounted with possibility of axial play between the second bearing and an annular shoulder of the wheel pin.

A modular portal lift assembly is configured to couple to an axle and a wheel of a vehicle so as to raise the ground clearance. The portal lift assembly includes a portal box and a brake module. The brake module is configured to couple to the portal box and is removable the portal lift assembly. The portal box and the brake module each define a housing that encloses an interior volume. The portal lift assembly is configured to separate the interior volume of the portal box and the interior volume of the brake module. Further, the portal box defines a recess that is configured to receive the brake module. When the brake module is coupled to the portal box, the brake module is positioned in the recess.

A wheel hub is disclosed. In an embodiment, the wheel hub includes a wheel axle, a clip encompassing an outer surface of the wheel axle in a C-shape manner and mounted torsionally rigid against the wheel axle, a magnetic field sensor mounted on the clip and a pole ring arranged concentrically around the wheel axle in a distance to the magnetic field sensor and supported such that the pole ring is rotatable relatively to the wheel axle, wherein the magnetic field sensor is configured to detect a magnetic field originating from the pole ring so that a movement of the pole ring relative to the wheel axle is deducible.

A wheel assembly for a vehicle has a rotor housing having permanent magnets therein, a stator support structure having windings therein, and an energy storage module affixed only to said stator support structure. The rotor housing is adapted to be connected to a wheel drive shaft of the vehicle. The rotor housing is adapted to be speed-matched to the rotation of the wheel drive shaft. The windings are spaced from the permanent magnet by an air gap. The stator support structure is supported by a set of auxiliary bearings and is rotatable relative to the rotor housing. The air gap is perpendicular to an axis of rotation of the permanent magnets and the windings. The stator support structure is connected to an outer wheel rim and adapted to rotate as speed-matched to the outer wheel rim. The energy storage module is cooperative with the permanent magnet and the winding so as to receive and transmit energy relative to a motion of the vehicle.

A wheel unit for a vehicle includes a main housing configured to be coupled to a chassis of the vehicle, the main housing including first and second control arms. A transmission housing includes a body having first and second protrusions extending from the body, the first protrusion partially defining a first cavity that receives a portion of the first control arm, and the second protrusion partially defining a second cavity that receives a portion of the second control arm. A first pin is coupled between the first protrusion of the transmission housing and the first control arm of the main housing. A second pin is coupled between the second protrusion of the transmission housing and the second control arm of the main housing, the first and second pins defining a steering axis. The transmission housing is pivotably coupled to the main housing about the steering axis.

A wheel hub (100) for a wheel head of a motor vehicle has a hub base body (10) extending axially to an axis of rotation (2) and a wheel flange (20) arranged on the hub base body (10). The wheel flange (20) extends radially to the axis of rotation (2). The hub base body (10) has a press fit contour (12) for forming a press fit connection with a sensor plate (30) for a speed sensor (40), where the press fit contour (12) has at least one contour interruption (14). A wheel head is provided for an axle of a motor vehicle having a wheel hub (100), where a sensor plate (30) has a detection ring extending conically with respect to an axis of rotation (2) of the wheel hub (100), and where a detection region (42) of a speed sensor (40) is aligned with the conical detection ring.

A wheel assembly includes a wheel portion and a pair of drive assemblies opposing each other with the wheel portion interposed therebetween. One of the pair of drive assemblies includes a first motor and a first deceleration assembly. The other of the pair of drive assemblies includes a second motor and a second deceleration assembly. The first deceleration assembly includes a first input shaft connected to the first output shaft. The first rotation axis and the second rotation axis are parallel to the rotation axis of the wheel portion and disposed outside the wheel portion in the radial direction of the wheel portion. The first output shaft, the first input shaft, the second output shaft, and the second input shaft extend in a direction away from the wheel portion in a direction along the rotation axis.

The disclosure relates to a hub assembly for a bicycle wheel. The hub assembly comprises a driver, rotatable about a first axis, for being mounted to a sprocket; a hub shell, rotatable about a second axis parallel to the first axis, for being mounted to the bicycle wheel; a transmission selectively operable according to a plurality of different transmission ratios, and operatively connected between the driver and the hub shell, and an electric propulsion motor connected to the hub shell via the transmission.

A forked linkage includes a forked end and a control end. An axially translatable spline coupling is supported and carried by the forked end. A pivot is between the forked end and the control end. A cam is configured to interact with the control end of the forked linkage. The cam includes a profile that defines an axial position of the spline coupling relative to an angular position of the cam. A bias biases the control end towards the cam.