WO2009146722A1 - Wheel end - Google Patents
Wheel end Download PDFInfo
- Publication number
- WO2009146722A1 WO2009146722A1 PCT/EP2008/004501 EP2008004501W WO2009146722A1 WO 2009146722 A1 WO2009146722 A1 WO 2009146722A1 EP 2008004501 W EP2008004501 W EP 2008004501W WO 2009146722 A1 WO2009146722 A1 WO 2009146722A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- sleeve
- wheel end
- axle
- stub axle
- end according
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
- B60B27/02—Hubs adapted to be rotatably arranged on axle
Definitions
- the invention relates to a wheel end, comprising a stub axle and a coaxial hub member, wherein the hub member is supported with respect to the stub axle by means of a rolling bearing arrangement, wherein the stub axle has a rotational symmetric surface for detachably connecting the stub axle to a vehicle suspension axle, having a mating surface.
- a wheel end of this kind is known from WO 02/102607 Al.
- the stub axle there has according to a preferred embodiment a conical shaped end section which is engaged in a respective bore in a vehicle suspension axle with a conical inner surface.
- the stub axle is mounted to the vehicle suspension axle and is e. g. bolted to obtain a firm connection of the stub axle and the suspension axle.
- the whole arrangement is exposed during operation to atmospheric corrosion from humid air and (salt) water.
- micro- movements between the contacting surfaces of the stub axle and vehicle suspension axle result in so-called fretting corrosion. Both corrosion mechanisms lead to the formation of rust on and between the aforementioned contacting surfaces.
- the layer of corrosion that forms on the contacting surfaces results in increased runout, which may exceed that specified for a finished and assembled wheel end of e. g. 10 to 20 micro meters.
- the fixation of a replacement part is problematic.
- the contacting surfaces can bond together, which makes dismounting very difficult when changing to a new stub axle.
- the corroded surface does not allow a sufficient fit of the stub axle and the suspension axle, and causes a lateral runout of the brake disc mounted on the stub axle bearing arrangement.
- the rust-preventing layer may be a fused ceramic material or a plastic material either moulded onto the surface by insert moulding or a separate part fixed to the surface by an adhesive. This design demands quite high expenditures in the production of the part to be equipped with the rust- preventing layer.
- a design for a wheel end which comprises a stub axle and a coaxial hub member.
- the hub member is supported with respect to the stub axle by means of a rolling bearing arrangement.
- the stub axle has a rotational symmetric surface for detachably connecting the stub axle to a vehicle suspension axle, having a mating (i. e. a correspondingly formed) surface. Therefore, it is an o bj e ct of the invention to supply a design for a wheel end of this kind, which allows an efficient protection against atmospheric and fretting corrosion at the cooperating surfaces of the stub axle and the vehicle suspension axle.
- maintenance work on the wheel end e.g. for inspection of the brake system, should be facilitated and straightforward provisions should be possible to keep the cooperating parts free from corrosion in the long term.
- a s o l ut i o n according to the invention is characterized in that a sleeve is arranged between the surfaces of the stub axle and the vehicle suspension axle, wherein the sleeve has an inner surface and an outer surface, where the inner surface mates with the surface of the stub axle and the outer surface mates with the surface of the vehicle suspension axle, wherein the sleeve is made of metal and wherein the sleeve consists of a corrosion protection layer or is provided on at least one surface with a corrosion protection layer.
- the sleeve can be coated on at least one surface with the corrosion protection layer.
- the sleeve is coated on both surfaces with the corrosion protection layer.
- the corrosion protection layer consists preferably of a sacrificial metal.
- the corrosion protection is achieved by means of a cathodic protection principle.
- the sacrificial coating When exposed to a corrosive environment, the sacrificial coating will corrode before the surfaces of the stub axle and the vehicle suspension axle.
- the sacrificial metal has therefore a higher galvanic potential than the metallic components (stub axle, vehicle suspension axle) to be protected.
- a stub axle and vehicle suspension axle are typically made from a ferrous metal such as cast iron or steel, and thus, the sacrificial metal can be for example zinc (Zn) or a zinc alloy, especially a zinc-iron alloy, a zinc-cobalt alloy or a zinc-aluminium alloy, preferably ZnAIl 5.
- Zn zinc
- An advantage of zinc and zinc alloys is that as these materials corrode to protect the stub axle and vehicle suspension axle, the oxide layer which forms does not cause a breakdown in the surface integrity of the material (unlike red rust).
- the sleeve can be made from the sacrificial metal, or the sleeve can be made from a ferrous sheet metal that is provided on one or both surfaces with the sacrificial metal.
- the sleeve can also consist of aluminum or magnesium.
- the thickness of the sleeve is preferably constant.
- the thickness of the sleeve can be between 0.1 and 3.0 mm, preferably between 0.5 and 1.5 mm.
- the thickness of the layer of sacrificial metal is preferably between 0.001 and 0.2 mm, most preferably between 0.01 and 0.05 mm.
- the surfaces of the stub axle, the vehicle suspension axle and of the sleeve can have a conical shape or a cylindrical shape.
- the sleeve has beneficially a slit at one circumferential position; this slit extends advantageously in axial direction of the sleeve.
- a benefit of the suggested solution is that during maintenance works which have to be carried out periodically, the sleeve according to the invention can be substituted in an easy way.
- the sleeve can be used as a substitute part which is changed during the normal maintenance work, or the sleeve can be retrofitted to an existing wheel end.
- the problem of atmospheric and fretting corrosion between the stub axle and the vehicle suspension axle can be solved at least for the time between two inspections of the wheel end, i. e. for a certain time the prevention of corrosion is achieved.
- Fig. 1 shows a cross sectional view through a wheel end with a stub axle and a vehicle suspension axle, to which the stub axle is to be mounted, as well as a sleeve which is mounted between the mentioned parts in an explosion view,
- Fig. 2 shows the mounted arrangement according to fig. 1 ,
- Fig. 3 shows an alternative design to that shown in fig. 2,
- Fig. 4 shows a side view of a sleeve provided with a slit and Fig. 5 shows an enlarged view "Z" of the sleeve according to Fig. 1.
- Fig. 1 shows a wheel end 1 which is used in supporting a wheel of a truck or trailer.
- the invention can of course also be employed in other vehicles.
- the wheel end 1 has to be firmly connected to a vehicle suspension axle 6.
- the wheel end 1 consists substantially of a stub axle 2 and a hub member 3.
- the latter bears the wheel which is not shown in detail.
- Known techniques are employed to fix the wheel to the hub member 3.
- a brake disk 18 is fixed to the hub member 3 by means of screws.
- the support of the hub member 3 relatively to the stub axle 2 is done by a rolling bearing arrangement 4.
- a two row taper roller bearing is employed.
- a single inner ring 16 has two raceways for the two rows of taper rollers.
- Two outer rings 15 are arranged in the hub member 3.
- An axial stop for both outer rings 15 is formed by a shoulder 17.
- the stub axle 2 has a tapered end 19 with a tapered surface 5 at one axial end.
- a circumferential groove 20 is machined which passes into a threaded end 21 which cooperates with a threaded section 22 in the vehicle suspension axle 6.
- the vehicle suspension axle 6 has a bore 14 in its axial end section with a corresponding conical inner surface 7, i. e. the conical angle of both surfaces 5, 7 is equal.
- Both parts i. e. the stub axle 2 and the vehicle suspension axle 6 consist of a ferrous metal such as cast iron or steel.
- a thin sleeve 8 is mounted between the stub axle 2 and the vehicle suspension axle 6.
- the sleeve is made from metal and consists of a corrosion protective layer, or is provided with a corrosion protective layer on an inner surface 9 and/or an outer surface 10 of the sleeve.
- the sleeve can consist of e. g. aluminium, magnesium or zinc.
- the sleeve 8 is made from a ferrous sheet material, whereby the inner surface 9 of the sleeve as well as the outer surface 10 of the sleeve are coated with a sacrificial metal.
- FIG. 5 An enlarged view of a section of such a sleeve is shown in fig. 5.
- the surfaces 9, 10 have a corrosion protective layer 11, wherein zinc (Zn) is preferred.
- the sacrificial metal has a higher galvanic potential than the material of the stub axle 2 and the vehicle suspension axle 6. Thus, in the presence of an electrolyte, the sacrificial metal will corrode before the surfaces 5, 7 of the parts to be protected are affected/attacked.
- fig. 3 shows an alternative:
- a bolt 23 is used to connect the parts 2 and 6.
- the bolt penetrates the stub axle 2 which has a coaxial bore extending through the whole axle 2; the threaded end of the bolt 23 engages with the threaded section 22 in the vehicle suspension axle 6.
- the embodiments of fig. 1 to fig. 3 show a tapered stub axle that fits into a correspondingly tapered bore of the vehicle suspension axle.
- the stub axle and bore of the suspension axle may also be cylindrical in shape. In this case, the sleeve according to the invention has a corresponding cylindrical shape.
- the thickness T of the sleeve (see Fig. 5) is preferably in the range of 0.2 mm to 1.0 mm.
- the thickness t of the layer 11 is preferably between 0.02 mm and 0.2 mm.
- the sleeve 8 can have a slit 12 at one circumferential position 13 as can be seen in Fig. 4.
- the slit extends in the axial direction of the sleeve, and can be straight i.e. parallel to a centerline along a shell of the sleeve.
- the slit can also extend at angle to the sleeve centerline.
- a sleeve according to the invention can be made by stamping, or can be made from sheet metal strip that is then rolled to the correct shape to match the shape of the stub axle and vehicle suspension axle.
- the corrosion protective layer e.g. zinc coating, can be applied prior to or after formation of the sleeve Reference Numerals:
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Rolling Contact Bearings (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a wheel end (1), comprising an stub axle (2) and a coaxial hub member (3), wherein the hub member (3) is supported with respect to the stub axle (2) by means of a rolling bearing arrangement (4), wherein the stub axle (2) has a rotational symmetric surface (5) for detachably connecting the stub axle (2) to a vehicle suspension axle (6), having a mating surface (7). To improve the protection of the parts of the wheel end from corrosion, the invention is characterized in that a sleeve (8) is arranged between the surfaces (5, 7) of the stub axle (2) and the vehicle suspending axle (6), wherein the sleeve (8) has an inner surface (9) and an outer surface (10), one of the surfaces (9) mates to the surface (5) of the stub axle (2) and one of the surfaces (10) mates to the surface (7) of the vehicle suspension axle (6), wherein the sleeve (8) is made of metal and wherein the sleeve (8) consists of a corrosion protection layer (11) or is provided on at least one surface (9, 10) with a corrosion protection layer (11).
Description
Wheel End
Technical Field
The invention relates to a wheel end, comprising a stub axle and a coaxial hub member, wherein the hub member is supported with respect to the stub axle by means of a rolling bearing arrangement, wherein the stub axle has a rotational symmetric surface for detachably connecting the stub axle to a vehicle suspension axle, having a mating surface.
Background
A wheel end of this kind is known from WO 02/102607 Al. The stub axle there has according to a preferred embodiment a conical shaped end section which is engaged in a respective bore in a vehicle suspension axle with a conical inner surface. I. e. the stub axle is mounted to the vehicle suspension axle and is e. g. bolted to obtain a firm connection of the stub axle and the suspension axle. The whole arrangement is exposed during operation to atmospheric corrosion from humid air and (salt) water. Moreover, micro- movements between the contacting surfaces of the stub axle and vehicle suspension axle result in so-called fretting corrosion. Both corrosion mechanisms lead to the formation of rust on and between the aforementioned contacting surfaces. The layer of corrosion that forms on the contacting
surfaces results in increased runout, which may exceed that specified for a finished and assembled wheel end of e. g. 10 to 20 micro meters.
When the wheel end is serviced and parts need to be replaced, the fixation of a replacement part is problematic. As a result of corrosion, the contacting surfaces can bond together, which makes dismounting very difficult when changing to a new stub axle. The corroded surface does not allow a sufficient fit of the stub axle and the suspension axle, and causes a lateral runout of the brake disc mounted on the stub axle bearing arrangement.
It is known from US 2006/0177169 Al to supply a wheel mounting flange of a wheel end with a rust-preventing layer on the surfaces receiving the wheel. The rust-preventing layer may be a fused ceramic material or a plastic material either moulded onto the surface by insert moulding or a separate part fixed to the surface by an adhesive. This design demands quite high expenditures in the production of the part to be equipped with the rust- preventing layer.
Summary of the invention
According to the invention, a design for a wheel end is suggested, which comprises a stub axle and a coaxial hub member. The hub member is supported with respect to the stub axle by means of a rolling bearing arrangement. The stub axle has a rotational symmetric surface for detachably connecting the stub axle to a vehicle suspension axle, having a mating (i. e. a correspondingly formed) surface.
Therefore, it is an o bj e ct of the invention to supply a design for a wheel end of this kind, which allows an efficient protection against atmospheric and fretting corrosion at the cooperating surfaces of the stub axle and the vehicle suspension axle. Especially, maintenance work on the wheel end, e.g. for inspection of the brake system, should be facilitated and straightforward provisions should be possible to keep the cooperating parts free from corrosion in the long term.
A s o l ut i o n according to the invention is characterized in that a sleeve is arranged between the surfaces of the stub axle and the vehicle suspension axle, wherein the sleeve has an inner surface and an outer surface, where the inner surface mates with the surface of the stub axle and the outer surface mates with the surface of the vehicle suspension axle, wherein the sleeve is made of metal and wherein the sleeve consists of a corrosion protection layer or is provided on at least one surface with a corrosion protection layer.
More specifically, the sleeve can be coated on at least one surface with the corrosion protection layer.
Preferably, the sleeve is coated on both surfaces with the corrosion protection layer.
The corrosion protection layer consists preferably of a sacrificial metal.
With regard to this sacrificial layer of the sleeve, it should be mentioned that the corrosion protection is achieved by means of a cathodic protection principle. When exposed to a corrosive environment, the sacrificial coating will corrode before the surfaces of the stub axle and the vehicle suspension
axle. The sacrificial metal has therefore a higher galvanic potential than the metallic components (stub axle, vehicle suspension axle) to be protected.
A stub axle and vehicle suspension axle are typically made from a ferrous metal such as cast iron or steel, and thus, the sacrificial metal can be for example zinc (Zn) or a zinc alloy, especially a zinc-iron alloy, a zinc-cobalt alloy or a zinc-aluminium alloy, preferably ZnAIl 5. An advantage of zinc and zinc alloys is that as these materials corrode to protect the stub axle and vehicle suspension axle, the oxide layer which forms does not cause a breakdown in the surface integrity of the material (unlike red rust).
The sleeve can be made from the sacrificial metal, or the sleeve can be made from a ferrous sheet metal that is provided on one or both surfaces with the sacrificial metal. The sleeve can also consist of aluminum or magnesium.
The thickness of the sleeve is preferably constant. In this case, the thickness of the sleeve can be between 0.1 and 3.0 mm, preferably between 0.5 and 1.5 mm.
The thickness of the layer of sacrificial metal is preferably between 0.001 and 0.2 mm, most preferably between 0.01 and 0.05 mm.
The surfaces of the stub axle, the vehicle suspension axle and of the sleeve can have a conical shape or a cylindrical shape.
To allow an easy adjustment of the sleeve if manufacturing tolerances of the stub axle or of the vehicle suspension axle occur, the sleeve has beneficially a slit at one circumferential position; this slit extends advantageously in axial direction of the sleeve.
A benefit of the suggested solution is that during maintenance works which have to be carried out periodically, the sleeve according to the invention can be substituted in an easy way. Thus, the sleeve can be used as a substitute part which is changed during the normal maintenance work, or the sleeve can be retrofitted to an existing wheel end.
Thus, the problem of atmospheric and fretting corrosion between the stub axle and the vehicle suspension axle can be solved at least for the time between two inspections of the wheel end, i. e. for a certain time the prevention of corrosion is achieved.
Brief description of the drawings
The drawings show embodiments of the wheel end according to the invention.
Fig. 1 shows a cross sectional view through a wheel end with a stub axle and a vehicle suspension axle, to which the stub axle is to be mounted, as well as a sleeve which is mounted between the mentioned parts in an explosion view,
Fig. 2 shows the mounted arrangement according to fig. 1 ,
Fig. 3 shows an alternative design to that shown in fig. 2,
Fig. 4 shows a side view of a sleeve provided with a slit and
Fig. 5 shows an enlarged view "Z" of the sleeve according to Fig. 1.
Detailed description of the invention
Fig. 1 shows a wheel end 1 which is used in supporting a wheel of a truck or trailer. The invention can of course also be employed in other vehicles. The wheel end 1 has to be firmly connected to a vehicle suspension axle 6.
The wheel end 1 consists substantially of a stub axle 2 and a hub member 3. The latter bears the wheel which is not shown in detail. Known techniques are employed to fix the wheel to the hub member 3. Also, a brake disk 18 is fixed to the hub member 3 by means of screws.
The support of the hub member 3 relatively to the stub axle 2 is done by a rolling bearing arrangement 4. In the depicted embodiment a two row taper roller bearing is employed. As can be seen, a single inner ring 16 has two raceways for the two rows of taper rollers. Two outer rings 15 are arranged in the hub member 3. An axial stop for both outer rings 15 is formed by a shoulder 17.
To firmly connect the stub axle 2 with the vehicle suspension axle 6, the stub axle 2 has a tapered end 19 with a tapered surface 5 at one axial end. At the end of the tapered surface 5 a circumferential groove 20 is machined which passes into a threaded end 21 which cooperates with a threaded section 22 in the vehicle suspension axle 6.
The vehicle suspension axle 6 has a bore 14 in its axial end section with a corresponding conical inner surface 7, i. e. the conical angle of both surfaces 5, 7 is equal.
Both parts, i. e. the stub axle 2 and the vehicle suspension axle 6 consist of a ferrous metal such as cast iron or steel.
To avoid any corrosion on the surfaces 5, 7 of both parts the following arrangement is suggested according to the invention:
A thin sleeve 8 is mounted between the stub axle 2 and the vehicle suspension axle 6. The sleeve is made from metal and consists of a corrosion protective layer, or is provided with a corrosion protective layer on an inner surface 9 and/or an outer surface 10 of the sleeve. The sleeve can consist of e. g. aluminium, magnesium or zinc. In a preferred embodiment, the sleeve 8 is made from a ferrous sheet material, whereby the inner surface 9 of the sleeve as well as the outer surface 10 of the sleeve are coated with a sacrificial metal.
An enlarged view of a section of such a sleeve is shown in fig. 5. The surfaces 9, 10 have a corrosion protective layer 11, wherein zinc (Zn) is preferred. The sacrificial metal has a higher galvanic potential than the material of the stub axle 2 and the vehicle suspension axle 6. Thus, in the presence of an electrolyte, the sacrificial metal will corrode before the surfaces 5, 7 of the parts to be protected are affected/attacked.
While the stub axle 2 according to the embodiment of fig. 1 and fig. 2 is connected to the vehicle suspension axle 6 by means of the threaded end 21 of the stub axle 2 and the threaded section 22 of the vehicle suspension axle 6, fig. 3 shows an alternative: Here, a bolt 23 is used to connect the parts 2 and
6. The bolt penetrates the stub axle 2 which has a coaxial bore extending through the whole axle 2; the threaded end of the bolt 23 engages with the threaded section 22 in the vehicle suspension axle 6. Furthermore, the embodiments of fig. 1 to fig. 3 show a tapered stub axle that fits into a correspondingly tapered bore of the vehicle suspension axle. The stub axle and bore of the suspension axle may also be cylindrical in shape. In this case, the sleeve according to the invention has a corresponding cylindrical shape.
The thickness T of the sleeve (see Fig. 5) is preferably in the range of 0.2 mm to 1.0 mm. The thickness t of the layer 11 is preferably between 0.02 mm and 0.2 mm.
To ensure that the sleeve 8 lies tightly around the surface 5 of the stub axle 2 the sleeve can have a slit 12 at one circumferential position 13 as can be seen in Fig. 4. Here the sleeve 8 is viewed in a radial direction. The slit extends in the axial direction of the sleeve, and can be straight i.e. parallel to a centerline along a shell of the sleeve. The slit can also extend at angle to the sleeve centerline. Thus, tolerances of the stub axle 2 as well as of the vehicle suspension axle 6 can be adjusted for.
A sleeve according to the invention can be made by stamping, or can be made from sheet metal strip that is then rolled to the correct shape to match the shape of the stub axle and vehicle suspension axle. The corrosion protective layer, e.g. zinc coating, can be applied prior to or after formation of the sleeve
Reference Numerals:
1 Wheel end
2 Stub axle 3 Hub member
4 Rolling bearing arrangement
5 Surface
6 Vehicle suspension axle
7 Surface 8 Sleeve
9 Inner surface
10 Outer surface
1 1 Corrosion protection layer (coating)
12 Slit 13 Circumferential position
14 Bore
15 Outer ring
16 Inner ring
17 Shoulder 18 Brake disk
19 Tapered end
20 Circumferential groove
21 Threaded end
22 Threaded section 23 Bolt
T Thickness of the sleeve t Thickness of the layer
Claims
1. Wheel end (1), comprising a stub axle (2) and a coaxial hub member (3), wherein the hub member (3) is supported with respect to the stub axle (2) by means of a rolling bearing arrangement (4), wherein the stub axle (2) has a rotational symmetric surface (5) for detachably connecting the stub axle (2) to a vehicle suspension axle (6), having a mating surface (7),
characterized in that
a sleeve (8) is arranged between the surfaces (5, 7) of the stub axle (2) and the vehicle suspension axle (6),
wherein the sleeve (8) has an inner surface (9) and an outer surface (10), the inner surface (9) mates with the surface (5) of the stub axle (2) and the outer surface (10) mates with the surface (7) of the vehicle suspension axle (6),
wherein the sleeve (8) is made of metal and
wherein the sleeve (8) consists of a corrosion protection layer (11) or is provided on at least one surface (9, 10) with a corrosion protection layer (1 1).
2. Wheel end according to claim 1, characterized in that the sleeve (8) is provided (11) on at least one surface (8, 10) with the corrosion protection layer (11).
3. Wheel end according to claim 1 or 2, characterized in that the sleeve (8) is provided on both surfaces (9, 10) with the corrosion protection layer (11).
4. Wheel end according to at least one of claims 1 till 3, characterized in that the corrosion protection layer (1 1) consists of a sacrificial metal.
5. Wheel end according to claim 4, characterized in that the sacrificial metal is zinc (Zn).
6. Wheel end according to claim 4, characterized in that the sacrificial metal is a zinc alloy, especially a zinc-iron alloy, a zinc-cobalt alloy or a zinc-aluminium alloy, preferably ZnAIl 5.
7. Wheel end according to one of claims 1 till 6, characterized in that the sleeve (8) consists of sheet metal.
8. Wheel end according to one of claims 1 till 6, characterized in that the sleeve (8) consists of aluminum or magnesium.
9. Wheel end according to one of claims 1 till 8, characterized in that the thickness (T) of the sleeve (8) is constant.
10. Wheel end according to claim 9, characterized in that the thickness (T) of the sleeve (8) is between 0.1 and 3.0 mm, preferably between 0.5 and 1.5 mm.
11. Wheel end according to one of claims 1 till 10, characterized in that the thickness (t) of the layer (11) is between 0.001 and 0.2 mm, preferably between 0.01 and 0.05 mm.
12. Wheel end according to one of claims 1 till 11, characterized in that the surfaces (5, 7) of the stub axle and vehicle suspension axle and the inner and outer surfaces (9, 10) of the sleeve (8) have a conical shape.
13. Wheel end according to one of claims 1 till 11, characterized in that the surfaces (5, 7) of the stub axle and vehicle suspension axle and the inner and outer surfaces (9, 10) of the sleeve (8) have a cylindrical shape.
14. Wheel end according to one of claims 1 till 13, characterized in that the sleeve (8) has a slit (12) at one circumferential position (13).
15. Wheel end according to claim 14, characterized in that the slit (12) extends in the axial direction of the sleeve (8).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/EP2008/004501 WO2009146722A1 (en) | 2008-06-05 | 2008-06-05 | Wheel end |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/EP2008/004501 WO2009146722A1 (en) | 2008-06-05 | 2008-06-05 | Wheel end |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2009146722A1 true WO2009146722A1 (en) | 2009-12-10 |
Family
ID=40342109
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/EP2008/004501 WO2009146722A1 (en) | 2008-06-05 | 2008-06-05 | Wheel end |
Country Status (1)
| Country | Link |
|---|---|
| WO (1) | WO2009146722A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107627784A (en) * | 2016-07-18 | 2018-01-26 | 谭玉波 | Split or the explosion-proof device of tyre of integral automobile wheel hub |
| DE102017116131A1 (en) * | 2017-07-18 | 2019-01-24 | Saf-Holland Gmbh | Wheel hub, system comprising a brake disk and a wheel hub, and a method for mounting a brake disk on a wheel hub |
| US20220001693A1 (en) * | 2018-12-05 | 2022-01-06 | Saf-Holland Gmbh | Brake disc arrangement |
| US11999189B2 (en) * | 2018-12-05 | 2024-06-04 | Saf-Holland Gmbh | Brake disc arrangement |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6299259B1 (en) * | 1999-07-02 | 2001-10-09 | Charles J. Mackarvich | Removable spindle axle for torsion axle assembly |
| WO2002102607A1 (en) * | 2001-06-15 | 2002-12-27 | Ab Skf | Hub bearing unit with a separate axle stub |
| WO2003064238A1 (en) * | 2002-01-31 | 2003-08-07 | Kelsey-Hayes Company | Anti-corrosion member for use in a vehicle wheel end assembly having an aluminum steering knuckle |
-
2008
- 2008-06-05 WO PCT/EP2008/004501 patent/WO2009146722A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6299259B1 (en) * | 1999-07-02 | 2001-10-09 | Charles J. Mackarvich | Removable spindle axle for torsion axle assembly |
| WO2002102607A1 (en) * | 2001-06-15 | 2002-12-27 | Ab Skf | Hub bearing unit with a separate axle stub |
| WO2003064238A1 (en) * | 2002-01-31 | 2003-08-07 | Kelsey-Hayes Company | Anti-corrosion member for use in a vehicle wheel end assembly having an aluminum steering knuckle |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107627784A (en) * | 2016-07-18 | 2018-01-26 | 谭玉波 | Split or the explosion-proof device of tyre of integral automobile wheel hub |
| DE102017116131A1 (en) * | 2017-07-18 | 2019-01-24 | Saf-Holland Gmbh | Wheel hub, system comprising a brake disk and a wheel hub, and a method for mounting a brake disk on a wheel hub |
| DE102017116131B4 (en) | 2017-07-18 | 2022-02-10 | Saf-Holland Gmbh | Wheel hub, brake disc and wheel hub system and method of assembling a brake disc to a wheel hub |
| US11938753B2 (en) | 2017-07-18 | 2024-03-26 | Saf-Holland Gmbh | Wheel hub, system consisting of a brake disk and a wheel hub, and a method for mounting a brake disk on a wheel hub |
| US20220001693A1 (en) * | 2018-12-05 | 2022-01-06 | Saf-Holland Gmbh | Brake disc arrangement |
| US11999189B2 (en) * | 2018-12-05 | 2024-06-04 | Saf-Holland Gmbh | Brake disc arrangement |
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