Wheel centering sleeve

A corrosion-resistant wheel centering sleeve is provided to aid in centering a wheel about a wheel hub. The wheel centering sleeves have an adjustable thickness in order to coordinate with various-sized gap spaces in the wheel hole between the wheel and the stud.

FIELD OF THE INVENTION

The present invention relates to vehicle wheels generally, and more particularly to devices for aiding in the mounting and maintenance of wheels concentrically on a hub.

BACKGROUND OF THE INVENTION

Wheels are typically mounted on a vehicle using lug nuts or stud nuts, which threadably engage with studs extending from the hub or axle. The wheels include a plurality of holes that are arranged about the center axis and positioned to receive the studs. In order to most easily receive the studs therethrough, the wheel holes are slightly oversized in diameter with respect to the stud diameter. Properly aligning the wheel to the hub has in the past required maintaining an appropriate position of the wheel at the studs while threading the stud nuts onto the studs, so as to lock the wheel in position. Maintaining the wheel in the correct position during this locking procedure has proven to be difficult.

One approach to assisting in the proper alignment of the wheel on the hub is the hub-piloted wheel system, which is designed to position the wheel onto the hub with tighter tolerances than that achievable merely through attempts to align the wheel holes concentrically about the respective studs. In such hub piloted systems, the wheel hub is provided with hub pilot pads that are positioned circumaxially about the hub, and extend radially outwardly in an effort to take up any excess space between the wheel and the hub.

However, even with hub piloted systems, stresses on the wheel assembly can result in a “clocking” action of the wheel on the studs, and can lead to a loss of torque applied to the wheel rim by the stud nuts. The “clocking” movement results from the clearance or gap space between the each stud and the wheel hole. Typical wheel studs have a diameter of 22 mm, while the wheel holes have a manufactured diameter of 26 mm. The 2 mm radial gap space is provided to ease installation of the wheel on the studs, as well as to reduce corrosion of the adjacent components. Improper tightening of the stud nuts can lead to ineffective pressure applied by the nuts to the wheel, which can allow the wheel to move with respect to the studs, otherwise known as clocking.

Various solutions have been proposed in an attempt to address improper seating of the wheel on the studs. In some cases, alignment pins are temporarily placed at some of the studs to fill the radial gap space at such studs, so that stud nuts may be secured and torqued appropriately at the remaining studs, theoretically securing the wheel correctly in place. The alignment pins may thereafter be removed and replaced by stud nuts for final installation of the wheel.

Other proposed solutions have employed flanged stud nuts, wherein the flange protrudes into the radial gap space between the stud and the wheel when the stud nut is threaded onto the stud. In still further proposed solutions, sleeve members are directly threaded onto the studs to fill the gap space between the stud and the wheel at the wheel hole.

The previously proposed solutions, however, have drawbacks in that the components designed for filling the gap space in the wheel hole between the stud and the wheel are made from metal, and are susceptible to corrosion over time. Corroded components in tightly adjacent positions can seize the components, making removal of the wheel from the hub very difficult. Moreover, attempts to precisely fill the gap space with a pre-manufactured metal component has proven elusive, particularly where corrosion of the wheel at the wheel hole and of the stud can significantly alter the originally-manufactured dimensions. In such case, the gap filling devices fail to completely fill the gap, and they therefore fail to solve the “clocking” problem described above.

It is therefore an aspect of the present invention to provide a device for centering wheels on a hub, wherein the device is corrosion-resistant, and is capable of accommodating various gap space sizes while still completely bridging the gap space between the stud and wheel at the wheel hole.

It is another aspect of the present invention to provide a tool that is specifically adapted for cooperation with a wheel centering sleeve, both to install the wheel centering sleeve in the gap space between the stud and wheel at the wheel hole, and, optionally, to remove the wheel centering sleeve from the wheel hole.

SUMMARY OF THE INVENTION

By means of the present invention, wheels and other components may be reliably centered about a vehicle hub by customizably filling a gap space in a hole between the component and the stud. The centering sleeves of the present invention are designed with an adjustable thickness, through one or both of compressibility and friability, wherein installation of the centering sleeve into the gap space adjusts the centering sleeve thickness to match the gap space. In this manner, excess space between the centering sleeve and one or both of the stud and the wheel is prevented. In addition, the centering sleeve of the present invention is corrosion-resistant to minimize negative implications of environmental exposure.

In one embodiment, a wheel centering sleeve of the present invention is provided for engagement between a wheel stud and a wheel rim within a stud hole of the wheel rim to center the wheel rim about a hub. The wheel centering sleeve includes a body having an axis and a wall extending at least partially circumaxially about the axis. The wall has an exterior surface and an interior surface defining a first thickness therebetween, and first and second axial ends defining an axial length of the body. The body includes a fin extending from the exterior surface between the first and second ends, wherein the fin is at least one of: (i) more compressible than the wheel rim, and (ii) more friable than the wheel.

A method for centering the wheel rim about the hub includes installing the wheel about the hub so that the wheel studs are received through the stud holes, and installing the wheel centering sleeve into a respective stud hole between the wheel stud and the wheel.

In another embodiment, a wheel centering sleeve is provided for positioning a wheel concentrically about a hub, wherein the sleeve is installable in an annular gap in a wheel hole between the wheel stud and the wheel. The gap has a gap space defined radially between the wheel stud and the wheel when the wheel stud is concentrically within the wheel hole. The sleeve includes a substantially cylindrical tubular wall that defines a central axis passing through first and second open ends of the sleeve. The tubular wall has an interior surface defining an inner diameter, and an exterior surface having a plurality of fins extending radially outwardly therefrom and circumaxially spaced apart around the exterior surface. The fins define an outer diameter of the sleeve, with an initial thickness of the sleeve being defined as one-half of the difference between the outer diameter and the inner diameter, with the initial thickness being larger than the gap space.

A centering sleeve of the present invention is provided for aligning a component with a vehicle hub, wherein the vehicle hub has studs extending therefrom which are receivable through mounting holes in the component when mounting the component to the hub. The centering sleeve is installable in a gap in the mounting hole between the stud and the component, and the centering sleeve includes a substantially tubular wall that defines a central axis passing through first and second open ends of the sleeve. The tubular wall has in interior surface defining an inner diameter, an exterior surface defining a sleeve thickness between the interior and exterior surfaces, and an aperture in the tubular wall that extends through the sleeve thickness.

A method for removing the centering sleeve from engagement with a respective stud includes inserting a tool into the aperture, manipulating the tool to enlarge the inner diameter of the tubular wall, and axially displacing the centering sleeve with respect to the stud.

A centering sleeve of the present invention for aligning a component with a vehicle hub, wherein the vehicle hub includes studs extending therefrom and which are receivable through mounting holes in the component. The centering sleeve is installable in a gap in the mounting hole between the stud and the component, with the gap having a gap space defined radially between the stud and the component when the stud is concentrically within the mounting hole. The centering sleeve includes a substantially tubular wall that defines a central axis passing through first and second open ends of the sleeve, wherein the tubular wall is radially compressible to be installable into the gap.

A kit for aligning a component with a vehicle hub includes the centering sleeve and a tool that is configured for rotating the centering sleeve about the central axis through engagement to the one or more engagement features. The tool includes a head portion that is specifically configured for engagement with the one or more engagement features of the centering sleeve.

A method for aligning a component with a vehicle hub includes mounting the component to the vehicle hub so that the studs extend through respective mounting holes of the component, and positioning the centering sleeve of the kit circumaxially about a respective stud, with the first end of the centering sleeve oriented toward the component. The method further includes engaging the head portion of the tool of the kit to the one or more engagement features, and applying one or more of an axial force to the tool along the central axis, and a rotational force to the tool circumaxially about the central axis while the head portion of the tool is engaged to the one or more engagement features, so that the first end of the centering sleeve is pressed into the gap.

A tool is provided in the present invention for installing and detaching a wheel centering sleeve with respect to vehicle wheel, wherein the wheel centering sleeve has a substantially tubular wall with an interior surface defining an inner diameter and an exterior surface defining an exterior diameter and a sleeve thickness between the interior and exterior surfaces. The tool includes a first portion having a channel and a channel axis, and first and second axially opposed open ends communicating with the channel. The first portion of the tool includes a head adjacent to the first open end and is specifically configured to engage with one or more engagement features of the wheel centering sleeve. A second portion of the tool includes a key with a substantially cylindrical insert portion having an outer diameter that is smaller than the inner diameter of the wheel centering sleeve, and a brace portion connecting the insert portion to a handle portion. The brace portion defines a bearing surface for contacting the centering sleeve.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The objects and advantages enumerated above together with other objects, features, and advances represented by the present invention will now be presented in terms of detailed embodiments described with reference to the attached drawing figures which are intended to be representative of various possible configurations of the invention. Other embodiments and aspects of the invention are recognized as being within the grasp of those having ordinary skill in the art.

For the purposes hereof, the terms “wheel” and “drum” are intended to refer to structures or components that may be secured to a vehicle hub. The types of components most commonly implicated in the present invention are those used in larger vehicles, such as semi-tractors and trailers, and may be any of the steering axle wheels, drive axle wheels, driven axle wheels, and brake drums. Any application, however, that may benefit from an appropriate alignment at or about a vehicle hub, in which a component receives the hub studs through holes are contemplated as being germane to the wheel centering sleeves of the present invention, and methods of use thereof.

With reference now to the drawing figures, and first toFIG. 1, an example embodiment of a wheel assembly10is shown with a wheel12mounted to a hub14by wheel studs16being received through respective stud holes18of wheel12. The wheel assembly10ofFIG. 1may be, for example, a single-tire wheel coupled to a front steering axle. Other wheel designs and wheel assemblies, however, are contemplated as being applicable to the present invention.

Hub14is illustrated separately from wheel12inFIG. 2, wherein a plurality of wheel studs16extend from a hub flange20, and spaced circumaxially about a hub core22. Studs16may be provided in the form of bolts separately secured through respective apertures in hub flange20, or may alternatively be integrally formed with hub flange20. Typically, studs16are threaded so that stud nuts may be threaded onto studs16to secure wheel12to hub14.

An embodiment of a wheel centering sleeve24of the present invention is illustrated being installed onto and/or circumaxially about respective studs16, and particularly for positioning between stud16and wheel12in the stud hole18. As will be described in greater detail hereinbelow, wheel centering sleeve24is preferably configured to substantially or completely fill a gap space between a respective wheel stud16and wheel12in the hole18, so that wheel12is not permitted to move with respect to studs16when stud nuts are properly installed to secure wheel12to hub14.

Wheel centering sleeve24is illustrated in isolation inFIGS. 3-5, wherein wheel centering sleeve24has a body26with an axis27and a wall28extending at least partially circumaxially about the axis27. Wall28includes an exterior surface30and an interior surface32so as to define a first thickness “T1” therebetween. First and second axial ends34,36of wall28define an axial length “L1” of body26. In the illustrated embodiment, body26is tubular and substantially cylindrical, with axis27passing through first and second open ends38,40of sleeve24. Interior surface32defines an inner diameter “D1” that is preferably substantially equal to, but may be slightly larger than a diameter of studs16, so that sleeve24snugly fits circumaxially about a respective stud16. Typically, interior surface32of wall28is smooth, or at least non-threaded so as to slidably engage about a respective stud16. In other embodiments, however, interior surface32may be threaded to threadably engage with a respective stud16. Typical studs have a 22 mm diameter, though such dimension can change over time due to corrosion effects with long-term exposure to the environment. It is therefore desirable to provide sleeve24with an inner diameter D1that is sufficiently large to fit circumaxially about stud16, but without significant spacing between sleeve24and stud16.

Though in the illustrated embodiment, wall28is substantially cylindrical extending circumaxially about axis27, it is contemplated that wall28may comprise less than a complete cylinder, and is preferably configured to stably support wheel12when positioned in a respective hole18, and particularly to fill any gap between stud16and wheel12within hole18. The gap, however, need not be filled throughout an annular circumference, but rather is sufficiently filled to avoid relative movement between wheel12and stud16.

Exterior surface30preferably includes one or more fins42extending outwardly therefrom and circumaxially spaced apart around exterior surface30. Fins42define an outer diameter “D2” of sleeve24. An initial thickness “T2” is therefore defined as a radial difference between outer diameter D2and inner diameter D1, which is one-half of the difference between outer diameter D2and inner diameter D1.

As illustrated inFIG. 6, a gap44may be present between an outer surface of stud16and an inner surface19of wheel12defining hole18. Gap44has a gap space46defined radially between stud16and inner surface19of wheel12when stud16is concentrically within wheel hole18. Preferably, sleeve24fills gap44when installed between stud16and wheel12at wheel hole18. Due to the effects of corrosion over time, as well as manufacturing tolerances, gap space46is somewhat unpredictable from wheel to wheel, and even from wheel hole to wheel hole. Consequently, wheel centering sleeves with a static thickness dimension may not be entirely successful in permanently centering wheel12at hub14, because some gap space46is left between one or both of the sleeve and inner surface19and stud16. Therefore, an aspect of the present invention is in a modifiable thickness dimension to account for variability in gap space46. In order to obtain a readily modifiable thickness for wheel centering sleeve24, it is contemplated that body26may preferably be fabricated from a material that is one or both of compressible and at least partially friable. In particular, at least a portion of wheel centering sleeve24may be compressible upon instillation into gap space46, wherein an initial, pre-instillation thickness of wheel centering sleeve24is greater than its thickness upon instillation into gap44.

For the purposes hereof, the term “compressible” is intended to mean the ability of a material to be reduced in volume by application of pressure, which, quantitatively, is the reciprocal of the bulk modulus of the material. While many materials may be considered “compressible” to an extent, wheel centering sleeve24may be more compressible, at least along a radial direction, than the compressibility of wheel12, or at least a portion thereof adjacent to holes18. Typically, wheel12is fabricated from a metal such as steel, aluminum, or alloy materials. In some embodiments, at least portions of wheel centering sleeve24may be fabricated from one or more plastic materials, composites, ceramics, or the like. One example composite material contemplated for use in the fabrication of wheel centering sleeve24is a polyamide with fiberglass filler. It is also contemplated that the compositional makeup of wheel centering sleeve24may be consistent throughout the structure, or may instead be heterogeneous with certain portions exhibiting materials and/or properties that are distinct from other portions of the structure. Materials exhibiting compressibility greater than that of wheel12, and particularly around holes18, may be useful in the fabrication of wheel centering sleeve24. Such materials may also preferably be resistant to corrosion, and particularly at least resistant to corrosion caused by exposure to moisture.

In some embodiments, at least fins42may be compressible to be reduced in volume when wheel centering sleeve24is installed in gap44. The entirety of body26may also be compressible to an extent sufficient to permit installation of wheel centering sleeve24into gap44. The compressibility of at least a portion of wheel centering sleeve24aids in ensuring a tight fit between surface19of wheel12at hole18and stud16. Such a tight fit reduces or eliminates the likelihood of wheel clocking about hub14. The compressibility of at least a portion of wheel centering sleeve24permits the initial thickness T2to be equal to or larger than gap space46of gap44, wherein installation of wheel centering sleeve24into gap44results in the reduction in thickness of wheel centering sleeve24from initial thickness T2. In some embodiments, therefore, initial thickness T2may be substantially equal to or greater than gap space46. In some embodiments, therefore, wheel centering sleeve24may be considered to be conformable to gap44. In some embodiments, at least a portion of wheel centering sleeve24may be fabricated from a material that exhibits resilience, which, for the purposes hereof, may mean the ability of a strained body, by virtue of high yield strength and low elastic modulus, to recover its size and form following deformation.

At least a portion of wheel centering sleeve24may be friable, and preferably more friable than wheel12at or adjacent to hole18. For the purposes hereof, the term “friable” shall mean be a material capable of being easily broken into smaller pieces under duress or contact, especially by rubbing. Fins42may be more friable than wheel12, such that installation of wheel centering sleeve24into gap44may result in at least partial removal of fins42from body26. In addition to, or instead of a compressibility characteristic, wheel centering sleeve24may be at least partially friable to permit a grinding, shearing, or breaking off of portions of sleeve24, such as portions of fins42during the installation process. For example, pressure applied to wheel centering sleeve24upon installation into gap44may grind down some or all of a thickness dimension “T3” of fins42, measured radially from exterior surface30. Such friability of at least fins42permits a modifiable thickness to wheel centering sleeve24, and, therefore, a customized and tight fit in gap44. Materials contemplated for the fabrication of wheel centering sleeve24may be one or both of more friable than wheel12and more compressible than wheel12, at least at portions of wheel12surrounding holes18. It is to be understood that the compressibility and friability of wheel12is considered to be that portion of wheel12which is in a non-corroded state. For example, corroded surfaces and portions of wheel12may be highly friable, which is a core source of variability in the dimension of gap space46. Thus, while corroded surfaces and portions of wheel12may, in fact, be more friable and/or compressible than wheel centering sleeve24, installation of wheel centering sleeve24into gap44preferably entails contact between wheel centering sleeve24and a portion of wheel12that is less compressible and/or less friable than wheel centering sleeve24.

In some embodiments, fins42may be arranged at exterior surface30to be skew with respect to axis27, with such skewed relationship being illustrated inFIGS. 3 and 4, wherein a fin axis43is non-parallel to central axis27. Arrangement of fins42may be skewed in an orientation to facilitate rotatable installation of wheel centering sleeve24into gap44. In this manner, fins42may act as “threads” to aid in a rotational component of installation of supply to wheel centering sleeve24.

Installation of wheel centering sleeve24into gap44may be facilitated by a chamfered portion50of wall28. Chamfered portion50is illustrated inFIG. 4adjacent to second axial end36of wheel centering sleeve24, with such second axial end36typically being the leading edge of wheel centering sleeve24driven into gap44.

First axial end34may include a tool mating surface52having one or more features54that are specifically configured for engagement with a tool82for rotating body26about axis27. In the illustrated embodiment, features54may be recesses or cutouts in first axial end34that are configured for engagement with head84of tool82for rotation of body26in a rotational direction that may be aided by the skewed orientation of fins42. In most cases, wheel studs are threaded with a “right-hand” configuration, wherein clockwise rotation of a nut onto a stud16actually draws the nut onto the stud for tightening wheel12about hub14. Consistent with such stud threading, fins42may be skewed in a “right-hand” orientation so as to cooperate with tool mating surface52in transmitting rotational force applied to body26from tool82to the installation of wheel centering sleeve24into gap44. Various designs and arrangements for tool mating surface52, however, are contemplated by the present invention.FIGS. 9-12 and 21-24illustrate wheel centering sleeve24being driven alternatively by tool82or a stud nut76into gap44.

Tool82, as shown more clearly inFIGS. 7 and 8, includes a first portion86with head84configured for mating engagement with tool mating surface52, and a second portion88having a key90configured for engagement with second axial end36to aid in detaching wheel centering sleeve24from wheel12when wheel12is disassembled from hub14. Preferably, key90of tool82may be employed to “knock out” wheel centering sleeve24from within hole18of wheel12by applying force to second axial end36.

Head84of tool82includes features85, such as teeth, that are operably engageable with tool mating surface52of wheel centering sleeve24. It is to be understood, however, that features85may be of any suitable configuration for operable engagement with tool mating surface52. In some embodiments, features85enable an engagement with wheel centering sleeve24, wherein rotation of tool82about tool rotation axis92may impart a corresponding rotation to the engaged wheel centering sleeve24. In some embodiments, a combination of rotation about, and a pushing force applied along tool rotation axis92is effective in installing wheel centering sleeve24into gap44. In some embodiments, installation of wheel centering sleeve24into gap44may be accomplished without rotation of wheel centering sleeve24about axis27. In such cases, tool82may simply be pushed along tool rotation axis92so that head84applies a pushing installation force against first axial end34of wheel centering sleeve24.

First portion86of tool82may be substantially hollow forming a channel87to receive a respective stud16therein, or therethrough, when operating to engage or engaging wheel centering sleeve24at a position about such stud16. In this manner, first portion86may include first and second open ends94,96that communicate with channel87through first portion86of tool82.

Second portion88of tool82may comprise a handle portion98that is secured to, or integrally formed with first portion86. Second portion88preferably further includes key90that is configured for engagement with second axial end36of wheel centering sleeve24to aid in detaching wheel centering sleeve24from wheel12after wheel12has been disassembled from hub14. While key90may assume a variety of configurations, the illustrated embodiment includes an insert portion102and a brace portion104, with insert portion102extending coaxially from brace portion104to define an annular bearing surface106of brace portion104. Insert portion102preferably has an insert portion diameter “D3” that is substantially equal to, but slightly smaller than inner diameter D1of wheel centering sleeve24. In this manner, insert portion102may be inserted within the space defined by circumaxial wall28of wheel centering sleeve24. Brace portion104may exhibit a brace diameter “D4” substantially equal to a confined outer diameter D2of wheel centering sleeve24. Accordingly, bearing surface106may be engaged against second axial end36of body26so as to apply force along first axis27to push wheel centering sleeve24out from hole18. The need for removing wheel centering sleeve from hole18with second portion88may typically arise in the event that wheel centering sleeve24becomes stuck in a respective hole18, even after removal of wheel12from wheel studs16. In the illustrated embodiment, brace portion diameter D4may preferably be slightly less than the diameter of the corresponding stud hole18in wheel12.

Example operations for tool82with respect to wheel centering sleeve24are shown in the drawings. For example, wheel centering sleeve24may be installed into gap44with tool82, as shown inFIGS. 9-12. Engagement between head84of tool82and tool mating surface52of wheel centering sleeve24acts to push wheel centering sleeve24along axis27into gap44, and optionally rotate about axis27, as driven by the manipulation of tool82. The progression of installation of wheel centering sleeve24into gap44of wheel12is illustrated inFIGS. 9-12, with tool82removed from about stud16inFIG. 12.

The present invention contemplates methods for removal of wheel centering sleeve24from a respective stud16, or from within hole18of wheel12. In some embodiments, tool82may be employed to remove wheel centering sleeve24from hole18of wheel12. An example approach for utilizing tool82for the removal of wheel centering sleeve24is illustrated inFIGS. 13-17, withFIG. 13illustrating a first step in positioning insertion portion102into a space defined within circumaxial wall28of wheel centering sleeve24, which space was previously occupied by a respective stud16from hub14. As shown inFIGS. 14 and 15, tool82is advanced along axis27so that insert portion102fits within wheel centering sleeve24, and with bearing surface106in contact with second axial end36.FIG. 15is a rear view of the engagement between tool82and wheel centering sleeve24at second axial end36.FIGS. 16 and 17illustrate the further advancement of tool82into and through hole18along axis27to displace wheel centering sleeve24out from hole18.FIG. 17is a rear view of the condition illustrated inFIG. 16, with brace section104pushed by the manipulation of tool82into hole18. Such manipulation forces wheel centering sleeve24out from hole18, as shown inFIG. 17.

A method for removal of wheel centering sleeve24from engagement with stud16is illustrated inFIGS. 18-20, which utilizes an aperture60in wheel centering sleeve24to aid in the removal. As best illustrated inFIG. 4, aperture60may be included in wall28extending through thickness T1between exterior surface30and interior surface32. Aperture60may assume a variety of configurations, and is illustrated as an elongated slot. In some embodiments, aperture60may be contained by wall28, wherein aperture60does not extend completely to either of first or second axial ends34,36of body26. Aperture60is preferably provided as an access point for a removal tool110, which may be manipulated as shown inFIGS. 19-20to enlarge inner diameter D1of wheel centering sleeve24to assist in removing wheel centering sleeve24from a respective stud16.

One drawback of conventional centering sleeves is the likelihood that such sleeves corrode with the inevitable exposure to moisture and corrosive substances, such as salts and chemicals used in roadway treatments. Conventional centering sleeves may be particularly susceptible to corrosion due to their ferrous-based materials. Currently, removal of conventional wheel centering sleeves often requires the use of torches to heat and/or cut the sleeves from engagement with one or both of the stud or wheel. Corrosion of the sleeve, stud, and wheel add to the difficulty of removal. The corrosion-resistant wheel centering sleeves of the present invention facilitate removal when needed. However, aperture60can further aid in removing wheel centering sleeves24from engagement about respective stud16. As shown inFIGS. 19-20, an engagement portion112of removal tool110may be inserted into aperture60and manipulated to enlarge inner diameter D1, or, in some cases, to break tubular wall28. Such manipulation may include physical prying of the tool against wall28to expand inner diameter D1to an extent sufficient to enable removal of wheel centering sleeve24from stud16by axially displacing sleeve24with respect to the stud16. An example removal tool110may be a standard “blade” screwdriver.

In some embodiments, wheel centering sleeve24may include a crowned portion70having a ramped surface72coincident with exterior surface30. Ramped surface72may aid in the fitment of wheel centering sleeve24at hole18by at least partially driving into hole18during installation of wheel centering sleeve24into gap44.

Installation of wheel centering sleeve24through the use of a stud nut is illustrated inFIGS. 21-24, wherein stud nut17may be threaded upon stud16to drive wheel centering sleeve24into gap44between stud16and wheel12. Chamfered portion15may aid in centering wheel centering sleeve24in hole18as stud nut17is threaded upon stud16to force wheel centering sleeve24into hole18. In some embodiments, a recess17amay be provided in stud nut17to receive wheel centering sleeve24therein as stud nut17drives wheel centering sleeve24into gap44. The progression of installation of wheel centering sleeve24into gap44is shown fromFIG. 21toFIG. 24.

It is to be understood that, while useful with a variety of wheels12, the centering sleeve of the present invention may also or instead be utilized in connection with other components in need of alignment with a vehicle hub. An example such component is a brake drum often employed in semi-tractors, which brake drum is secured to a hub14by receiving studs16through holes in the brake drum, in a manner similar to that described above with respect to wheel12.

The invention has been described herein in considerable detail in order to comply with the patent statutes, and to provide those skilled in the art with the information needed to apply the novel principles and to construct and use embodiments of the invention as required. However, it is to be understood that various modifications can be accomplished without departing from the scope of the invention itself.