US20030020321A1 - Wheel support assembly and hub - Google Patents
Wheel support assembly and hub Download PDFInfo
- Publication number
- US20030020321A1 US20030020321A1 US09/911,956 US91195601A US2003020321A1 US 20030020321 A1 US20030020321 A1 US 20030020321A1 US 91195601 A US91195601 A US 91195601A US 2003020321 A1 US2003020321 A1 US 2003020321A1
- Authority
- US
- United States
- Prior art keywords
- hub
- bars
- outwardly
- axle
- support assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/04—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body not integral with rim, i.e. disc body and rim being manufactured independently and then permanently attached to each other in a second step, e.g. by welding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/10—Disc wheels, i.e. wheels with load-supporting disc body apertured to simulate spoked wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/14—Attaching disc body to hub ; Wheel adapters
- B60B3/16—Attaching disc body to hub ; Wheel adapters by bolts or the like
Definitions
- the present invention relates generally to wheel support assemblies for vehicular tires and more particularly to the center hub portion thereof, especially one of the design disclosed in Assignee's Fitz et al U.S. Pat. No. 6,042,194 which is incorporated herein by reference.
- An overall wheel structure or wheel support assembly is designed to be mounted to the endplate of a vehicular axle and typically includes a hub as well as an arrangement of spokes and a rim for receiving a tire.
- the hub itself typically includes an arrangement of bars which have outwardly-most extending ends and which are connected to one another to form a hub body.
- the hub body defines (1) a common center point and (2) an overall contact face defined in part by the bars.
- the present invention overcomes or at least reduces the stress problems just mentioned by providing a hub designed in accordance with the present invention.
- the hub comprising: a plurality of bars which have outwardly-most extending ends, each end of which displays a predetermined curvature, the bars being connected to one another to form a hub body defining (1) a common center point and (2) an overall contact face defined in part by said bars; the contact face including outwardly-most extending ends corresponding to the ends of the bars and displaying predetermined curvatures corresponding to the outwardly-most extending ends of the bars, the predetermined curvatures of the ends of said contact face displaying radii of curvature smaller than the distance from said center point of the contact surface to the outwardly-most extending ends of said bars; each of the bars having a through hole (1) which is adapted to receive an axle bolt and (2) which extends in a direction perpendicular to said contact face such that, when the wheel structure is mounted to said vehicular axle, the contact surface is
- FIG. 1 is an isometric view of one embodiment of a prior art hub and spokes with a vehicular axle assembly.
- FIG. 2 is an isometric view of another embodiment of a prior art hub and spokes.
- FIG. 3 is an isometric view of the hub and spokes of one embodiment of the present invention with a vehicular axle assembly.
- FIG. 4 illustrates the new design of the hub along with spokes, a rim for receiving a tire, and a vehicular axle assembly.
- FIG. 5 illustrates one embodiment of the new hub assembly design with through holes for eight lug nuts.
- FIG. 6 illustrates another embodiment of the new hub assembly design with through holes for six lug nuts.
- FIG. 7 illustrates a last embodiment of the new hub assembly design with through holes for five lug nuts.
- FIG. 1 is exemplary of the prior art.
- an existing hub body 10 comprising four existing bars 12 is arranged such that it defines a common center point 14 .
- spoke arrangements 16 extending from the existing hub body 10 at the outwardly most extending ends 18 of hub 10 and they are either formed from the same piece of material or have been attached to the existing hub body 10 by some suitable means.
- These spoke arrangements 16 are designed such that they can be attached to an outer rim assembly (not shown) for receiving a tire.
- a distance 20 is shown extending from the common center point 14 to the outwardly most extending end 18 of one of the existing bars 12 .
- This distance 20 is equal for all of the four existing bars 12 shown in FIG. 1 and, as will be seen hereinafter, this is true for the similar components in FIG. 2.
- ends 18 note that they are for the most part flat and define virtually no radius of curvature.
- FIG. 1 There is also shown in FIG. 1 a contact face 22 on one side of the hub body 10 and this contact face, which includes the straight edges of flat ends 18 , contacts an axle end plate 24 when the hub body 10 is mounted to a vehicular axle 26 . Mounting to the vehicular axle is accomplished via through holes or lug holes 28 in the existing bars 12 through which axle lugs 30 are inserted and secured with nuts (not shown).
- FIG. 2 we see that this embodiment 10 ′ of the prior art is similar to FIG. 1 except that the outwardly most extending ends 36 of the bars 12 ′ now show an existing curvature 32 .
- a radius 34 equal to the distance 20 ′ is shown starting at the common center point 14 ′ and defines curvature 32 .
- the existing radius 34 is rotated through 360 degrees it is collinear with the outwardly most extending ends 36 of all the existing bars 12 ′. It is not know by applicants whether this radius of curvature was purposely selected or not and, if it was, it is not known by applicants whether such a selection was for functional or aesthetic reasons.
- FIG. 3 there is shown a hub body 40 designed in accordance with the present invention and spokes 56 , both of which form part of an overall wheel support structure or assembly.
- the hub body 40 is generally formed by a plurality of bars 42 which come together to define a common center point 44 and which respectively include their own lug holes 52 .
- Extending from hub body 40 are spokes 56 for attaching to a rim assembly (not shown).
- hub body 40 is the degree to which the ends 47 of the bars 42 are purposely curved so as to define a radius 46 of curvature which extends, towards but stops short of center point 44 , stopping at radius endpoint 54 , so as to define a predetermined curvature 48 which is more extreme than the corresponding curvature in the prior art hub of FIG. 2.
- each radius 46 extends from an associated end 47 to approximately the center of its associated lug hole 52 such that predetermined curvature 48 is concentric or approximately concentric with its associated lug hole 52 , where lug hole 52 is configured for receiving an axle lug bolt ( 30 ).
- an important aspect of the present invention is the recognition of the relationship between the hub curvature we are talking about here and peak stresses. Specifically, by for example, reducing the radius 34 shown in the prior art hub 10 ′ to, for example, radius 46 in FIG. 3 or radius 60 in FIG. 4 or the radii shown in FIGS. 5, 6 or 7 , we will reduce the stresses in question. By recognizing this relationship, optimal curvature can be established for a given hub design. This is particularly true for the wheel disclosed in Fitz et al U.S. Pat. No. 6,042,194 and, it is to be understood, that the hubs of the present invention can be made in the manner disclosed in Fitz et al, for example of stamped sheet metal.
- FIG. 4 shows another embodiment of the present invention with the bars 42 ′ having a predetermined curvature 58 .
- Second radius endpoint 62 is closer to through hole 52 ′ and radius 60 defines predetermined curvature 58 by sweeping around second radius endpoint 62 .
- FIG. 4 also illustrates a rim assembly 64 that attaches to spokes 56 ′ so that a tire (not shown) can be mounted.
- An axle endplate 66 mounted to an axle 68 , has a number of lugs 70 for mounting hub body 40 ′ to a vehicle (not shown).
- FIGS. 5, 6, and 7 Other embodiments of the present invention are shown in FIGS. 5, 6, and 7 .
- FIG. 5 represents a hub body 80 for use with an eight lug axle (not shown), typical in larger vehicles such as heavy-duty pickups.
- all of the bars 82 display a predetermined curvature 84 , the shape of which reduces the peak stresses when the hub is mounted to a vehicle.
- FIG. 6 is the plan view of a six hole hub body 90 with six lug holes 92
- FIG. 7 is a hub body 100 with five through holes 102 for receiving lug bolts (not shown). These plan views represent hub body arrangements to match the lug bolt patterns of different vehicle sizes made by different manufacturers.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
Abstract
Description
- The present invention relates generally to wheel support assemblies for vehicular tires and more particularly to the center hub portion thereof, especially one of the design disclosed in Assignee's Fitz et al U.S. Pat. No. 6,042,194 which is incorporated herein by reference.
- An overall wheel structure or wheel support assembly is designed to be mounted to the endplate of a vehicular axle and typically includes a hub as well as an arrangement of spokes and a rim for receiving a tire. The hub itself typically includes an arrangement of bars which have outwardly-most extending ends and which are connected to one another to form a hub body. The hub body, in turn, defines (1) a common center point and (2) an overall contact face defined in part by the bars.
- In the past, there has not been much consideration given to the shape of the hub, much less the area that is in contact with the end plate of a vehicle's axle. Others have taken it for granted that any shape that has holes for the lug bolts will suffice as long as there is sufficient material to bolt to. As will be seen hereinafter, this has led to the previous designs that have shapes on the ends of the bars which are not so rounded and which define a relatively large radius substantially equal to the distance from the center of the hub to the ends of the bars. Applicants have discovered that this configuration leads to very high peak stresses in the material, and makes the use of relatively ordinary carbon steel difficult if not impossible.
- The present invention overcomes or at least reduces the stress problems just mentioned by providing a hub designed in accordance with the present invention. The hub, as will be seen, comprising: a plurality of bars which have outwardly-most extending ends, each end of which displays a predetermined curvature, the bars being connected to one another to form a hub body defining (1) a common center point and (2) an overall contact face defined in part by said bars; the contact face including outwardly-most extending ends corresponding to the ends of the bars and displaying predetermined curvatures corresponding to the outwardly-most extending ends of the bars, the predetermined curvatures of the ends of said contact face displaying radii of curvature smaller than the distance from said center point of the contact surface to the outwardly-most extending ends of said bars; each of the bars having a through hole (1) which is adapted to receive an axle bolt and (2) which extends in a direction perpendicular to said contact face such that, when the wheel structure is mounted to said vehicular axle, the contact surface is contiguous with the axle end plate.
- As a specific example, applicants have discovered that by reducing the radius of curvature of the ends of the bars there is a significant reduction in the peak stresses in the material. Peak stresses were reduced analytically by as much as 32% over the previous design. A design that can reduce these peak pressures could allow the use of lighter or less expensive materials. Lighter materials would make assembly by stamp forming the hub assembly from a single sheet of material easier thereby possibly making the cost of the assembly go down, and at the same time, a lighter assembly will also make a vehicle more fuel efficient. Another advantage of a stress reducing design is that the wheel assembly can yield higher performance without adding weight.
- The various diagrams of the present invention and prior art are described briefly below.
- FIG. 1 is an isometric view of one embodiment of a prior art hub and spokes with a vehicular axle assembly.
- FIG. 2 is an isometric view of another embodiment of a prior art hub and spokes.
- FIG. 3 is an isometric view of the hub and spokes of one embodiment of the present invention with a vehicular axle assembly.
- FIG. 4 illustrates the new design of the hub along with spokes, a rim for receiving a tire, and a vehicular axle assembly.
- FIG. 5 illustrates one embodiment of the new hub assembly design with through holes for eight lug nuts.
- FIG. 6 illustrates another embodiment of the new hub assembly design with through holes for six lug nuts.
- FIG. 7 illustrates a last embodiment of the new hub assembly design with through holes for five lug nuts.
- Turning now to the drawings, wherein like components are designated by like reference numerals throughout the various figures, attention is first directed to FIG. 1, which is exemplary of the prior art. In this diagram, an
existing hub body 10 comprising four existingbars 12 is arranged such that it defines acommon center point 14. In this figure, there arespoke arrangements 16 extending from the existinghub body 10 at the outwardly most extendingends 18 ofhub 10 and they are either formed from the same piece of material or have been attached to the existinghub body 10 by some suitable means. Thesespoke arrangements 16 are designed such that they can be attached to an outer rim assembly (not shown) for receiving a tire. Adistance 20 is shown extending from thecommon center point 14 to the outwardly most extendingend 18 of one of the existingbars 12. Thisdistance 20 is equal for all of the four existingbars 12 shown in FIG. 1 and, as will be seen hereinafter, this is true for the similar components in FIG. 2. With particular regard to theends 18, note that they are for the most part flat and define virtually no radius of curvature. - There is also shown in FIG. 1 a
contact face 22 on one side of thehub body 10 and this contact face, which includes the straight edges offlat ends 18, contacts anaxle end plate 24 when thehub body 10 is mounted to avehicular axle 26. Mounting to the vehicular axle is accomplished via through holes orlug holes 28 in the existingbars 12 through whichaxle lugs 30 are inserted and secured with nuts (not shown). - Turning now to FIG. 2 we see that this
embodiment 10′ of the prior art is similar to FIG. 1 except that the outwardly most extendingends 36 of thebars 12′ now show anexisting curvature 32. Aradius 34 equal to thedistance 20′ is shown starting at thecommon center point 14′ and definescurvature 32. When theexisting radius 34 is rotated through 360 degrees it is collinear with the outwardly most extendingends 36 of all the existingbars 12′. It is not know by applicants whether this radius of curvature was purposely selected or not and, if it was, it is not known by applicants whether such a selection was for functional or aesthetic reasons. - Turning now to FIG. 3, there is shown a
hub body 40 designed in accordance with the present invention andspokes 56, both of which form part of an overall wheel support structure or assembly. As can be seen, thehub body 40 is generally formed by a plurality ofbars 42 which come together to define acommon center point 44 and which respectively include theirown lug holes 52. Extending fromhub body 40 arespokes 56 for attaching to a rim assembly (not shown). - What is new and beneficial about
hub body 40 is the degree to which theends 47 of thebars 42 are purposely curved so as to define aradius 46 of curvature which extends, towards but stops short ofcenter point 44, stopping atradius endpoint 54, so as to define apredetermined curvature 48 which is more extreme than the corresponding curvature in the prior art hub of FIG. 2. In a preferred embodiment, eachradius 46 extends from an associatedend 47 to approximately the center of its associatedlug hole 52 such thatpredetermined curvature 48 is concentric or approximately concentric with its associatedlug hole 52, wherelug hole 52 is configured for receiving an axle lug bolt (30). - Applicants have found that by purposely making the ends of the bars in this more curvilinear fashion, they improve the overall structural integrity of the hub itself. In particular, by making the hub body such that the ends of the bars are not squared off and flat or merely mildly curved, as in the prior art, peak stresses in the material are significantly reduced. This new hub shape allows the manufacturer to construct the hub with a low mass while still achieving the required performance. Experimental results have clearly shown a significant decrease in the peak stresses experienced by the material used to form the hub when the new hub configuration is used. And, while the exact optimal length of
radius 46 has not yet been determined, experimental results have shown that a beneficial reduction in peak stresses occurs whenradius 46 is approximately half of the length ofdistance 50. In this latter regard, an important aspect of the present invention is the recognition of the relationship between the hub curvature we are talking about here and peak stresses. Specifically, by for example, reducing theradius 34 shown in theprior art hub 10′ to, for example,radius 46 in FIG. 3 orradius 60 in FIG. 4 or the radii shown in FIGS. 5, 6 or 7, we will reduce the stresses in question. By recognizing this relationship, optimal curvature can be established for a given hub design. This is particularly true for the wheel disclosed in Fitz et al U.S. Pat. No. 6,042,194 and, it is to be understood, that the hubs of the present invention can be made in the manner disclosed in Fitz et al, for example of stamped sheet metal. - FIG. 4 shows another embodiment of the present invention with the
bars 42′ having apredetermined curvature 58.Second radius endpoint 62 is closer to throughhole 52′ andradius 60 definespredetermined curvature 58 by sweeping aroundsecond radius endpoint 62. FIG. 4 also illustrates arim assembly 64 that attaches tospokes 56′ so that a tire (not shown) can be mounted. Anaxle endplate 66, mounted to anaxle 68, has a number oflugs 70 for mountinghub body 40′ to a vehicle (not shown). - Other embodiments of the present invention are shown in FIGS. 5, 6, and7. FIG. 5 represents a
hub body 80 for use with an eight lug axle (not shown), typical in larger vehicles such as heavy-duty pickups. As we can see, all of thebars 82 display apredetermined curvature 84, the shape of which reduces the peak stresses when the hub is mounted to a vehicle. FIG. 6 is the plan view of a six hole hub body 90 with sixlug holes 92, and FIG. 7 is ahub body 100 with five throughholes 102 for receiving lug bolts (not shown). These plan views represent hub body arrangements to match the lug bolt patterns of different vehicle sizes made by different manufacturers.
Claims (17)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/911,956 US6520596B1 (en) | 2001-07-25 | 2001-07-25 | Wheel support assembly and hub |
KR10-2004-7000625A KR20040027877A (en) | 2001-07-25 | 2002-04-25 | Wheel support assembly and hub |
EP02723992A EP1412203A1 (en) | 2001-07-25 | 2002-04-25 | Wheel support assembly and hub |
JP2003516823A JP2004536739A (en) | 2001-07-25 | 2002-04-25 | Wheel support assemblies and hubs |
PCT/US2002/013406 WO2003011614A1 (en) | 2001-07-25 | 2002-04-25 | Wheel support assembly and hub |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/911,956 US6520596B1 (en) | 2001-07-25 | 2001-07-25 | Wheel support assembly and hub |
Publications (2)
Publication Number | Publication Date |
---|---|
US20030020321A1 true US20030020321A1 (en) | 2003-01-30 |
US6520596B1 US6520596B1 (en) | 2003-02-18 |
Family
ID=25431166
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/911,956 Expired - Fee Related US6520596B1 (en) | 2001-07-25 | 2001-07-25 | Wheel support assembly and hub |
Country Status (5)
Country | Link |
---|---|
US (1) | US6520596B1 (en) |
EP (1) | EP1412203A1 (en) |
JP (1) | JP2004536739A (en) |
KR (1) | KR20040027877A (en) |
WO (1) | WO2003011614A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110146792A1 (en) * | 2009-12-17 | 2011-06-23 | Shaofu Wu | Composite laminates and uses thereof |
US20110210603A1 (en) * | 2008-11-06 | 2011-09-01 | Topy Kogyo Kabushiki Kaisha | Vehicle wheel |
CN104924845A (en) * | 2015-06-29 | 2015-09-23 | 开平市中铝实业有限公司 | Special-shaped automobile hub |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7469973B2 (en) * | 2005-03-04 | 2008-12-30 | Hayes Lemmerz International, Inc. | Fabricated vehicle wheel having a disc with a plurality of strengthening ribs |
CN105034681A (en) * | 2015-06-29 | 2015-11-11 | 开平市中铝实业有限公司 | T-type automobile hub |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
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US1559673A (en) * | 1922-07-19 | 1925-11-03 | Carnahan Ind Engineering Corp | Wheel-hub construction |
US1635490A (en) * | 1925-05-21 | 1927-07-12 | Meldrum Alexander | Cast-metal vehicle wheel |
US1737935A (en) * | 1926-05-12 | 1929-12-03 | Hurlburt W Smith | Vehicle wheel |
US1993563A (en) * | 1931-12-24 | 1935-03-05 | Phillip M Miller | Vehicle wheel |
US2272962A (en) * | 1940-07-03 | 1942-02-10 | Firestone Tire & Rubber Co | Wheel construction |
US2890911A (en) * | 1956-05-21 | 1959-06-16 | Smith Corp A O | Pressed steel truck wheel |
US3261083A (en) * | 1960-10-14 | 1966-07-19 | Mayrath Company | Method of fabricating wheels |
US3410605A (en) * | 1960-10-14 | 1968-11-12 | Mayrath Company | Welded sheet metal wheel construction |
US3950033A (en) * | 1974-02-22 | 1976-04-13 | Wilcox Raymond J | Vehicle wheel |
US4181365A (en) * | 1976-04-08 | 1980-01-01 | Honda Giken Kogyo Kabushiki Kaisha | Wheels for motorcycles |
AT349336B (en) * | 1977-06-13 | 1979-03-26 | Steyr Daimler Puch Ag | WHEEL FOR MOTORCYCLES OR DGL. |
US5538329A (en) * | 1991-11-23 | 1996-07-23 | Dr. Ing. H.C.F. Porsche Ag | Wheel for a motor vehicle and method of making same |
IT227946Y1 (en) * | 1992-10-14 | 1998-01-21 | Oz Ruote Spa | TOGETHER OF A WHEEL FOR MOTOR VEHICLES AND AT LEAST ONE BUSHING FOR THE POSITIONING OF SUCH WHEEL ON AXLES OF DIFFERENT DIAMETER. |
DE59603215D1 (en) * | 1995-10-11 | 1999-11-04 | Porsche Ag | Wheel for a motor vehicle |
US6106075A (en) * | 1998-06-02 | 2000-08-22 | Honda Giken Kogyo Kabushiki Kaisha | Road wheel with improved vibration characteristics and method of constructing and utilizing same |
US6042194A (en) * | 1998-06-16 | 2000-03-28 | Kuhl Wheels, Llc | Wheel support assembly and method |
US6059374A (en) * | 1998-07-07 | 2000-05-09 | Dana Corporation | Scalloped hub flange rotor |
US6196638B1 (en) * | 1998-12-29 | 2001-03-06 | Shimano Inc. | Bicycle wheel |
US6257678B1 (en) * | 1999-09-23 | 2001-07-10 | Meritor Heavy Vehicle Systems, Llc | Vehicle hub having reduced lubricant cavity |
-
2001
- 2001-07-25 US US09/911,956 patent/US6520596B1/en not_active Expired - Fee Related
-
2002
- 2002-04-25 WO PCT/US2002/013406 patent/WO2003011614A1/en not_active Application Discontinuation
- 2002-04-25 KR KR10-2004-7000625A patent/KR20040027877A/en not_active Application Discontinuation
- 2002-04-25 JP JP2003516823A patent/JP2004536739A/en active Pending
- 2002-04-25 EP EP02723992A patent/EP1412203A1/en not_active Withdrawn
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110210603A1 (en) * | 2008-11-06 | 2011-09-01 | Topy Kogyo Kabushiki Kaisha | Vehicle wheel |
US8491062B2 (en) | 2008-11-06 | 2013-07-23 | Topy Kogyo Kabushiki Kaisha | Vehicle wheel |
US20110146792A1 (en) * | 2009-12-17 | 2011-06-23 | Shaofu Wu | Composite laminates and uses thereof |
US8609231B2 (en) | 2009-12-17 | 2013-12-17 | Dow Global Technologies Llc | Composite laminates and uses thereof |
CN104924845A (en) * | 2015-06-29 | 2015-09-23 | 开平市中铝实业有限公司 | Special-shaped automobile hub |
Also Published As
Publication number | Publication date |
---|---|
KR20040027877A (en) | 2004-04-01 |
US6520596B1 (en) | 2003-02-18 |
WO2003011614A1 (en) | 2003-02-13 |
EP1412203A1 (en) | 2004-04-28 |
JP2004536739A (en) | 2004-12-09 |
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Owner name: KUHL WHEELS, LLC., CALIFORNIA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:FITZ, FRANK A.;HIGASHI, WAYNE K.;REEL/FRAME:012026/0529 Effective date: 20010717 |
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Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362 |
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Effective date: 20110218 |