Abstract:
A composite vehicle wheel hub includes an inner wheel hub portion formed from a first material and an outer wheel hub portion formed from a second material and joined to the inner wheel hub portion. A method for producing the composite vehicle wheel hub of this invention includes the steps of: (a) providing one of an inner wheel hub portion and an outer wheel hub portion formed from a first material; (b) placing the one of the inner wheel hub portion and the outer wheel hub portion in a mold; (c) casting the other one of the inner wheel hub portion and the outer wheel hub portion formed from a second material in situ within the mold to thereby produce the composite vehicle wheel hub; and (d) removing the composite vehicle wheel hub from the mold.

Description:
BACKGROUND OF THE INVENTION 
   This invention relates in general to a vehicle wheel end assembly and in particular to an improved structure for a wheel hub for use in such a vehicle wheel end assembly and method for producing such a composite vehicle wheel hub. 
   A typical vehicle wheel end assembly for a front wheel of a vehicle includes a wheel hub, a steering knuckle, and a bearing assembly. The wheel hub is supported by the bearing assembly and the bearing assembly is secured to a non-rotatable component of the vehicle, which in this case is the steering knuckle, so as to rotatably support the wheel hub relative thereto. In the case of a driven wheel application, the wheel hub can include an internal bore provided with internal splines for receiving mating external splines provided on an axle for rotatably connecting the wheel hub to the axle for rotation therewith. In the case of a non-driven wheel application, the wheel hub does not include the internal splines. 
   The wheel hub also includes a generally radially outwardly extending flange. The flange includes a plurality of circumferentially spaced stud receiving holes formed therein. The stud receiving holes are adapted to receive studs and nuts for securing a rotatable brake component, such as for example a brake rotor and a vehicle wheel to the wheel hub for rotation therewith. 
   To secure the bearing assembly and the wheel hub together for rotation with one another and also to preload the bearing assembly, a spanner nut is installed on a threaded inner end of the wheel hub and tightened to a predetermined torque in order to exert a predetermined clamp load on the bearing assembly. U.S. Pat. No. 6,089,673 to Wiacek et al. shows such a design in prior art FIGS. 1–3. Alternatively, a threaded retention nut or non-threaded retention ring can be installed on a respective threaded or non-threaded inner end of the wheel hub and the inner end of the wheel hub can be deformed outwardly to secure the bearing assembly and wheel hub together and to preload the bearing. U.S. Pat. No. 6,089,673 to Wiacek et al. shows such designs in FIGS. 4–7 and 9–12. 
   SUMMARY OF THE INVENTION 
   This invention relates to an improved structure for a composite vehicle wheel hub. The composite vehicle wheel hub includes an inner wheel hub portion formed from a first material and an outer wheel hub portion formed from a second material and joined to the inner wheel hub portion. A method for producing the composite vehicle wheel hub of this invention includes the steps of: (a) providing one of an inner wheel hub portion and an outer wheel hub portion formed from a first material; (b) placing the one of the inner wheel hub portion and the outer wheel hub portion in a mold; (c) casting the other one of the inner wheel hub portion and the outer wheel hub portion formed from a second material in situ within the mold to thereby produce the composite vehicle wheel hub; and (d) removing the composite vehicle wheel hub from the mold. 
   Other advantages of this invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiments, when read in light of the accompanying drawings. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1A  is a perspective view, partially broken away, of a portion of a first embodiment of a composite vehicle wheel hub in accordance with this invention. 
       FIG. 1B  is a view of one of the two components shown in the first embodiment of the vehicle wheel hub illustrated in  FIG. 1A . 
       FIG. 1C  is another view of the component shown in  FIG. 1B . 
       FIG. 2  is a view of one of two components which can be used to produce a second embodiment of a composite wheel hub in accordance with this invention. 
       FIG. 3  is a view of one of two components which can be used to produce a third embodiment of a composite wheel hub in accordance with this invention. 
       FIG. 4A  is view of one of two components which can be used to produce a fourth embodiment of a composite wheel hub in accordance with this invention, the component shown in this view being in an initially manufactured state. 
       FIG. 4B  is another view of the component shown in  FIG. 4A , the component shown in this view being in a fully manufactured state. 
       FIG. 4C  is a view of the second component of the fourth embodiment of a composite wheel hub in accordance with this invention. 
       FIG. 4D  is a perspective view of the fourth embodiment of the composite vehicle wheel hub, including the components illustrated in  FIGS. 4B and 4C , in accordance with this invention. 
       FIG. 5A  is view of one of two components which can be used to produce a fifth embodiment of a composite wheel hub in accordance with this invention, the component shown in this view being in an initially manufactured state. 
       FIG. 5B  is another view of the component shown in  FIG. 5A , the component shown in this view being in a fully manufactured state. 
       FIG. 5C  is a view of the second component of the fifth embodiment of a composite wheel hub in accordance with this invention. 
       FIG. 5D  is a perspective view of the fifth embodiment of the composite vehicle wheel hub, including the component illustrated in  FIGS. 5B and 5C , in accordance with this invention. 
       FIG. 6  is a block diagram illustrating a first sequence of steps for producing the composite vehicle wheel hub of the present invention. 
       FIG. 7  is a block diagram illustrating a second sequence of steps for producing the composite vehicle wheel hub of the present invention. 
       FIG. 8  is a perspective view of a vehicle wheel hub assembly constructed in accordance with the present invention having a bearing assembly installed thereon. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Referring now to  FIG. 1A , there is illustrated a first embodiment of a composite vehicle wheel hub, indicated generally at  10 , in accordance with this invention. The illustrated composite vehicle wheel hub is associated with a 4×4 driven front wheel (not shown) of a vehicle. The illustrated composite vehicle wheel hub  10  is designed to work with any suitable type of bearing unit, such as a conventional pregreased, sealed-for life non-serviceable cartridge style bearing pack assembly shown at  254  in  FIG. 8 . 
   As is known, this type of bearing assembly  254  includes an outer double bearing race which is stationary and forms a flange  260  suitable for mounting to a knuckle or other non-rotatable component (not shown). The bearing assembly further includes inner races which form a bore through which the wheel hub main body passes through and rotates therein. The outer race, inner races and bearing internal components are packaged together as a single unit and is commonly referred to as the bearing assembly. Although this invention will be described and illustrated in conjunction with the particular composite vehicle wheel hubs disclosed herein, it will be appreciated that this invention may be used in conjunction with other vehicle wheel hub structures. For example, the composite vehicle wheel hub of this invention can be used in a front or rear non-driven or driven wheel applications and/or in conjunction with other types of bearing units. For example, this invention can be used in conjunction with the vehicle wheel hubs and/or bearing units shown in U.S. Pat. No. 6,089,673 to Wiacek et. al., U.S. Pat. No. 6,227,624 to Wiacek et al., U.S. Pat. No. 6,364,426 to Home et al., U.S. Pat. No. 6,039,407 to Wiacek et al., and U.S. Pat. No. 5,947,613 to Cormier, the disclosures of each of these patents incorporated by reference herein. 
   The illustrated composite vehicle wheel hub  10  includes a first or outer wheel hub portion  12  and a second or inner wheel hub portion  14 , best shown in  FIGS. 1B and 1C , which are formed and joined together in a manner to be discussed below in accordance with the present invention. The outer wheel hub portion  12  is preferably formed a castable material and includes a generally stepped body having an opened inboard end  20 , an opened outboard end  22 , and a generally axially extending main body  24 . The main body  24  of the outer wheel hub portion  12  is provided with a radially outwardly extending flange  26  and defines a bearing seat for receiving a bearing assembly (not shown). Preferably, the outer wheel hub portion  12  is formed from cast iron. More preferably, the outer wheel hub portion  12  is formed from gray or ductile iron. Alternatively, other suitable castable materials, such as for example, other types of cast iron can be used if so desired. Also, the outer wheel hub portion  12  can be formed from a suitable non-cast material, such as for example, from steel, titanium and magnesium, by a suitable process, such as for example, stamping, cutting, forging and blanking, if so desired. 
   In the illustrated embodiment, the inboard end  20  is provided with a plurality of recesses or cutouts  28 . In this embodiment, the recesses  28  are equally spaced circumferentially around the inboard end  20  and have a generally trapezoidal shape. Alternatively, the outer wheel hub portion  12  can be formed from other suitable materials and/or the shape, number and/or spacing of the recesses  28  can be other than illustrated if so desired. Also, in this embodiment, the bearing assembly is supported mainly only by an outer surface  24 A of the main body  24  of the outer wheel hub portion  12  adjacent the opened inboard end  20 . Alternatively, the bearing assembly can be supported by other methods if so desired. For example, the bearing assembly could be supported by at least a portion of an outer surface  24 A and  44 A of both the outer wheel hub portion  12  and the inner wheel hub portion  14  or only by the outer surface  44 A of the inner wheel hub portion  14  if so desired. 
   The inner wheel hub portion  14  is a hoop or annular band like member and is preferably formed from a non-cast material, such as steel. The inner wheel hub portion  14  includes an opened inboard end  40 , and opened outboard end  42 , and a generally axially extending main body  44 . 
   In the illustrated embodiment, the outboard end  42  of the outer wheel hub portion  14  is provided with a plurality of lugs or extensions  46 . In this embodiment, the lugs  46  are equally spaced circumferentially around the outboard end  42  and have a generally trapezoidal shape. Alternatively, the inner wheel hub portion  14  can be formed from other suitable non-cast materials, such as for example, titanium and magnesium and/or the shape, number and/or spacing of the lugs  46  can be other than illustrated if so desired. Also, the inner wheel hub portion  14  can be formed from a suitable cast material, such as cast iron, if so desired. As will be discussed below, the lugs  46  are operative to join the outer wheel hub portion  12  and the inner wheel hub portion  14  together during the manufacture of the composite vehicle wheel hub  10 . Also, other means can be used to join the outer wheel hub portion  12  and the inner wheel hub portion  14  together. For example, the outer wheel hub portion  12  can include the lugs and the inner wheel hub portion  14  can include the recesses. In both instances, it can be seen that the recesses  20  and the lugs  46  of the finished vehicle wheel hub  10  are operative to produce a generally dovetail-like joint to secure or join the inner wheel hub portion  12  and the outer wheel hub portion  14  together. 
   Referring now to  FIG. 2 , there is illustrated a second embodiment of a second or inner wheel hub portion, indicated generally at  50 , which can be used to produce a composite vehicle wheel hub in accordance with the present invention. The inner wheel hub portion  50  is a hoop or annular band like member and is preferably formed from steel. The inner wheel hub portion  50  includes an opened inboard end  52 , and opened outboard end  54 , and a generally axially extending main body  56 . 
   In the illustrated embodiment, the outboard end  54  of the inner wheel hub portion  50  is provided with a plurality of lugs or extensions  58 . In this embodiment, the lugs  58  are equally spaced circumferentially around the outboard end  54  and have a generally rectangular shape. Alternatively, the inner wheel hub portion  50  can be formed from other suitable materials, such as for example, titanium and magnesium and/or the shape, number and/or spacing of the lugs  58  can be other than illustrated if so desired. Also, the inner wheel hub portion  50  can be formed from a suitable cast material, such as cast iron, if so desired. 
   Referring now to  FIG. 3 , there is illustrated a third embodiment of a second or inner wheel hub portion, indicated generally at  60 , which can be used to produce a composite vehicle wheel hub in accordance with the present invention. The inner wheel hub portion  60  is a hoop or annular band like member and is preferably formed from steel. The inner wheel hub portion  60  includes an opened inboard end  62 , and opened outboard end  64 , and a generally axially extending main body  66 . 
   In the illustrated embodiment, the outboard end  64  of the inner wheel hub portion  60  is provided with a plurality of lugs or extensions  68 . In this embodiment, the lugs  68  are equally spaced circumferentially around the outboard end  64  and have a generally rectangular shape. Alternatively, the inner wheel hub portion  60  can be formed from other suitable materials, such as for example, titanium and magnesium and/or the shape, number and/or spacing of the lugs  68  can be other than illustrated if so desired. Also, the inner wheel hub portion  60  can be formed from a suitable cast material, such as cast iron, if so desired. 
   Referring now to  FIG. 4C , there is illustrated a fourth embodiment of a composite vehicle wheel hub, indicated generally at  80 , in accordance with this invention. The composite vehicle wheel hub  80  is adapted for use in a 4×2 non-driven front wheel (not shown) of a vehicle and includes a first or outer wheel hub portion  82 , best shown in  FIG. 4D , and a second or inner wheel hub portion  84 , best shown in  FIG. 4B , which are joined together in a manner to be discussed below in accordance with the present invention. 
   The outer wheel hub portion  82  is preferably formed a castable material and includes a generally stepped body having an opened inboard end  90 , an opened outboard end  92 , and a generally axially extending main body  94 . The main body  94  of the outer wheel hub portion  82  is provided with a radially outwardly extending flange  96  and defines a bearing seat for receiving a bearing assembly (not shown). Preferably, the outer wheel hub portion  82  is formed from cast iron. More preferably, the outer wheel hub portion  82  is formed from gray or ductile iron. Alternatively, other suitable castable materials, such as for example, other types of cast iron can be used if so desired. Also, the outer wheel hub portion  82  can be formed from a suitable non-cast material, such as for example, from steel, titanium and magnesium, by a suitable process, such as for example, stamping, cutting, forging and blanking, if so desired. 
   In the illustrated embodiment, the inboard end  90  is provided with a plurality of recesses or cutouts  98 . In this embodiment, the recesses  98  are equally spaced circumferentially around the inboard end  90  and have a generally trapezoidal shape. Alternatively, the outer wheel hub portion  82  can be formed from other suitable materials and/or the shape, number and/or spacing of the recesses  98  can be other than illustrated if so desired. 
   The inner wheel hub portion  84  is a cup-like shaped member and is preferably formed from steel. As shown in  FIG. 4B , the inner wheel hub portion  84  includes an opened inboard end  100 , and opened outboard end  102 , and a generally axially extending main body  104 . 
   In the illustrated embodiment, the outboard end  102  of the outer wheel hub portion  84  is provided with a plurality of lugs or extensions  106 . In this embodiment, the lugs  106  are equally spaced circumferentially around the outboard end  102  and have a generally trapezoidal. Alternatively, the inner wheel hub portion  84  can be formed from other suitable materials, such as for example, titanium and magnesium and/or the shape, number and/or spacing of the lugs  106  can be other than illustrated if so desired. Also, the inner wheel hub portion  84  can be formed from a suitable cast material, such as cast iron, if so desired. As will be discussed below, the lugs  106  are operative to join the outer wheel hub portion  82  and the inner wheel hub portion  84  together during the manufacture of the composite vehicle wheel hub  80 . Also, other means can be used to join the outer wheel hub portion  82  and the inner wheel hub portion  84  together. For example, the outer wheel hub portion  82  can include the lugs and the inner wheel hub portion  84  can include the recesses. In both instances, it can be seen that recesses  98  and the lugs  106  of the finished vehicle wheel hub  80  are operative to produce a generally dovetail like joint to secure or join the inner wheel hub portion  84  and the outer wheel hub portion  82  together. 
   In this embodiment, the inner wheel hub portion  84  is preferably formed from a generally flat blank (not shown) by a stamping process to produce an initial drawn stamped plate  110 , shown in  FIG. 4A . As shown in  FIG. 4A , the initially formed plate  110  has a cup-like shape and includes the lugs  106  and a center flange or cup  112 . Following this, the lugs  106  are bent or folded over to extend generally parallel relative to the main body  104 , or generally perpendicular to the center flange  112 , to produce the inner wheel hub portion  84  shown in  FIGS. 4B and 4C . As will be discussed below, the center flange  112  is used for positioning purposes in the mold during the casting of the outer wheel hub portion  82  about the inner wheel hub portion  84  and is later removed by a suitable process. 
   Referring now to  FIG. 5C , there is illustrated a fifth embodiment of a composite vehicle wheel hub, indicated generally at  130 , in accordance with this invention. The composite vehicle wheel hub  130  is adapted for use in a 4×4 non-driven front wheel (not shown) of a vehicle and includes a first or outer wheel hub portion  132 , best shown in  FIG. 5D , and a second or inner wheel hub portion  134 , best shown in  FIG. 5B , which are joined together in a manner to be discussed below in accordance with the present invention. 
   The outer wheel hub portion  132  is preferably formed from a castable material and includes a generally stepped body having an opened inboard end  140 , an opened outboard end  142 , and a generally axially extending main body  144 . The main body  144  of the outer wheel hub portion  132  is provided with a radially outwardly extending flange  146  and defines a bearing seat for receiving a bearing assembly (not shown). Preferably, the outer wheel hub portion  132  is formed from cast iron. More preferably, the outer wheel hub portion  132  is formed from gray or ductile iron. Alternatively, other suitable castable materials, such as for example, other types of cast iron can be used if so desired. Also, the outer wheel hub portion  132  can be formed from a suitable non-cast material, such as for example, from steel, titanium and magnesium, by a suitable process, such as for example, stamping, cutting, forging and blanking, if so desired. 
   In the illustrated embodiment, the inboard end  140  is provided with a plurality of recesses or cutouts  148 . In this embodiment, the recesses  148  are equally spaced circumferentially around the inboard end  140  and have a generally trapezoidal shape. Alternatively, the outer wheel hub portion  132  can be formed from other suitable materials and/or the shape, number and/or spacing of the recesses  148  can be other than illustrated if so desired. 
   The inner wheel hub portion  134  is a tube-like shaped member and is preferably formed from steel. As shown in  FIG. 5B , the inner wheel hub portion  134  includes an opened inboard end  150 , and opened outboard end  152 , and a generally axially extending main body  154 . In the illustrated embodiment, the outboard end  152  of the outer wheel hub portion  134  is provided with a plurality of lugs or extensions  156 . In this embodiment, the lugs  156  are equally spaced circumferentially around the outboard end  152  and have a generally trapezoidal shape. Alternatively, the inner wheel hub portion  134  can be formed from other suitable materials, such as for example, titanium and magnesium and/or the shape, number and/or spacing of the lugs  156  can be other than illustrated if so desired. Also, the inner wheel hub portion  134  can be formed from a suitable cast material, such as cast iron, if so desired. As will be discussed below, the lugs  156  are operative to join the outer wheel hub portion  132  and the inner wheel hub portion  134  together during the manufacture of the composite vehicle wheel hub  130 . Also, other means can be used to join the outer wheel hub portion  132  and the inner wheel hub portion  134  together. For example, the outer wheel hub portion  132  can include the lugs and the inner wheel hub portion  134  can include the recesses. In both instances, it can be seen that recesses  148  and the lugs  156  of the finished vehicle wheel hub are operative  130  are operative to produce a generally dovetail like joint to secure or join the inner wheel hub portion  132  and the outer wheel hub portion  134  together. 
   In this embodiment, the inner wheel hub portion  134  is preferably formed from a tubular blank (not shown) by a stamping process to produce an initial tubular design  160 , shown in  FIG. 5A . As shown in  FIG. 5A , the initially formed tube  160  includes the lugs  156  and also includes a plurality of lugs  162  at an opposed end thereof. Following this, the lugs  162  are bent or folded over to extend generally perpendicular relative to the main body  154  to produce a center flange or rim  164 , as shown in  FIGS. 5B and 5C . It will be appreciated that the center flange  164  is not actually perfectly continuous or unbroken but will have some gaps or voids  166  in at, as in  FIGS. 5B and 5C . As will be discussed below, the flange  164  is used for positioning purposes and is later removed. 
   Referring now to  FIG. 6 , there is illustrated a block diagram illustrating a first sequence of steps for producing the composite vehicle wheel hub  10 ,  80 ,  130  of the present invention. As shown therein, in step  200 , the inner wheel hub portion  14 ,  50 ,  60 ,  84 ,  134  is formed by a suitable process. The inner wheel hub portion is preferably formed from metal and can be formed by any suitable metal forming process, such as for example, stamping, cutting, forging and blanking. More preferably, the inner wheel hub portion is formed from steel material having the following specifications: SAE J403 (1040) steel modified with 0.60% to 0.90% Manganese, 0.37% to 0.44% Carbon, 0.010% to 0.020% Sulfur, 0.15% to 0.35% Silicon, 0.015% maximum Phosphorus, 0.25% maximum Copper, Brinnell Hardness Number (BHN) in the range of about 187 to about 255, and a reduction ratio of approximately 6.2 to 1. Alternatively, the inner wheel hub portion can be formed from other steel materials, such as for example, 1045 steel or HSLA steel, if so desired. In the case of the inner wheel hub portions  84  and  134 , step  200  also includes the step of bending or folding over the lugs  106  and  162 , respectively, into the configuration illustrated in the drawings. Also, the inner wheel hub portion can be formed from a cast material, preferably cast iron, by a casting process if so desired. 
   Next, in step  202 , the preformed/precast inner wheel hub portion  14 ,  50 ,  60 ,  84 ,  134  is positioned in a mold (not shown) in a predetermined position or location. Following this, in step  204 , the associated outer wheel hub portion  12 ,  82  and  132  is cast in the mold. The outer wheel hub portion is preferably formed from a castable type of material. More preferably, the outer wheel hub portion is formed from cast or ductile iron. 
   In the illustrated embodiment, during step  204 , the lugs  46 ,  58 ,  68 ,  106  and  156  of the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134 , respectively, are embedded in the associated cast outer wheel hub portion  12 ,  82  and  132  to mechanically secure the inner wheel hub portion and the outer wheel hub portion together. Also, during step  204 , depending upon the particular design of the inner and outer wheel hub portions, the materials of such portions and/or the process used to secure/join the portions together, a metallurgical bond can also created between the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134  and the associated outer wheel hub portion  12 ,  82  and  132  due to the slight fusion or melting of the inner wheel hub portion during the casting process of step  204 . Alternatively, other mechanical connections, metallurgical (i.e., non-mechanical) connections and a combination of mechanical and metallurgical connections can be used to secure the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134  and the outer wheel hub portion  12 ,  82  and  132  together if so desired. Also, if the inner wheel hub portion is a precast part, the particular material of the precast inner wheel hub portion is selected so that it is not affected by the casting of the outer wheel hub portion during step  204 . Thus, it can be seen that depending upon the particular design of the inner and outer wheel hub portions, the materials of such portions and/or the process/processes used to secure/join the portions together, the portions can be joined together by a mechanical connection, a metallurgical connection or a combination of both. 
   In step  206 , the composite vehicle wheel hub  10 ,  80  and  130  of the present invention is removed from the mold. Next, in step  208 , selected surfaces of the composite vehicle wheel hub  10 ,  80  and  130  are machined or otherwise finished to produce a finished composite vehicle wheel hub, indicated generally at  250  in  FIG. 8 . Typical finish machining operations include forming a plurality of circumferentially spaced wheel stud receiving holes  252  in a flange  266  of the composite vehicle wheel hub  250 ; forming a bearing seat; forming a bearing bore; and in the case of a 4×4 embodiment, forming internal splines  268 . Also, in the case of the inner wheel hub portion  84  and  134 , the center flange  112  and  164  is removed. 
   Referring now to  FIG. 7 , there is illustrated a block diagram illustrating a second sequence of steps for producing the composite vehicle wheel hub  10 ,  80 ,  130  of the present invention. As shown therein, in step  210 , the outer wheel hub portion  12 ,  82  and  132  is formed by a suitable process. The outer wheel hub portion is preferably formed from a castable material, such as cast iron, by a suitable casting process. More preferably, the outer wheel hub portion is formed from gray or ductile iron. Alternatively, the outer wheel hub portion can be formed from cast materials. Also, the outer wheel hub portion can be formed from a non-cast material, such as steel, by a suitable metal forming process, such as stamping, cutting, forging and blanking, if so desired. 
   Next, in step  212 , the precast/preformed outer wheel hub portion  12 ,  82  and  132  is positioned in a mold (not shown) in a predetermined position or location. Following this, in step  214 , the associated inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134  is cast in the mold. The inner wheel hub portion is preferably formed from a castable type of material. More preferably, the outer wheel hub portion is formed from cast or ductile iron. 
   During step  214 , the lugs  46 ,  58 ,  68 ,  106  and  156  of the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134 , respectively, are formed in the recesses of the associated outer wheel hub portion  12 ,  82  and  132  to mechanically secure the inner wheel hub portion and the outer wheel hub portion together. Also, during step  214 , a metallurgical bond is created between the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134  and the associated outer wheel hub portion  12 ,  82  and  132  due to the slight fusion or melting of the outer wheel hub portion during the casting process of step  214 . Alternatively, other mechanical and/or non-mechanical methods can be used to secure the inner wheel hub portion  14 ,  50 ,  60 ,  84  and  134  and the outer wheel hub portion  12 ,  82  and  132  together if so desired. Also, if the outer wheel hub portion is a precast part, the particular material of the precast outer wheel hub portion is selected so that it is not affected by the casting of the inner wheel hub portion during step  214 . 
   In step  216 , the composite vehicle wheel hub  10 ,  80  and  130  of the present invention is removed from the mold. Next, in step  218 , selected surfaces of the composite vehicle wheel hub  10 ,  80  and  130  are machined or otherwise finished to produce a finished composite vehicle wheel hub, indicated generally at  250  in  FIG. 8 . Typical finish machining operations include forming a plurality of circumferentially spaced wheel stud receiving holes  252  in a flange  266  of the composite vehicle wheel hub  250 ; forming a bearing seat; forming a bearing bore; and in the case of a 4×4 embodiment, forming internal splines  268 . Also, in the case of the inner wheel hub portion  84  and  134 , the center flange  112  and  164  is removed. 
   As shown in  FIG. 8 , the composite vehicle wheel hub  250  includes a bearing assembly  254  secured thereto. Briefly, the bearing assembly  254  is preferably secured and preloaded on the composite vehicle wheel hub  250  by a metal “roll forming” operation, such as that disclosed in FIGS. 9–12 of U.S. Pat. No. 6,089,673 to Wiacek et al., the disclosure of this patent incorporated by reference herein, which is operative to engage and reshape the material of the opened inboard end of the inner wheel hub portion to produce the final shape shown in  FIG. 8 . Alternatively, other methods can be used to secure the bearing assembly to the vehicle wheel hub. For example, the inner wheel hub portion can be provided with external threads (not shown) and a spanner nut can be used secure and load the bearing assembly without any roll forming, such as shown in prior art FIGS. 1–3 of the Wiacek et al. &#39;673 patent or a spanner nut can be used with roll forming, such as shown in FIGS. 4–7 of the Wiacek et al. &#39;673 patent. Alternatively, the bearing assembly  252  can be other than illustrated if so desired. 
   Also, as shown in  FIG. 8 , the wheel hub  250  is provided with a bore  256  extending therethrough from the opened inboard end to the opened outboard end. In the illustrated embodiment, the bore  256  includes internal splines  258  provided along a portion thereof. The internal splines  258  of the composite vehicle wheel hub  250  are adapted to matingly receive external splines provided on an outer surface of an associated drive member, such as for example, an axle shaft or drive shaft (not shown). Alternatively, the structure of the composite vehicle wheel hub  250  can be other than illustrated if so desired. For example, the composite vehicle wheel hub portion  250  can be of a solid design (i.e., no inner bore  256 ) and/or can have the bore  256  but not include the internal splines  258  (as shown in  FIGS. 4C and 5C ). 
   One advantage of the composite vehicle wheel hub  10 ,  80 ,  130  of the present invention is that it is less expensive to produce than a conventional non-composite vehicle wheel hub. Also, the composite vehicle wheel hub  10 ,  80 ,  130  of the present invention may be less massive, in terms of the total weight of the finished part, than a conventional non-composite vehicle wheel hub. 
   In accordance with the provisions of the patent statutes, the principle and mode of operation of this invention have been described and illustrated in its preferred embodiments. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.