WO2016110823A1 - Système de réduction appliqué sur un moyeu de roue et, plus particulièrement, sur un moyeu de roue relié à un différentiel d'un véhicule de marchandises - Google Patents

Système de réduction appliqué sur un moyeu de roue et, plus particulièrement, sur un moyeu de roue relié à un différentiel d'un véhicule de marchandises Download PDF

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Publication number
WO2016110823A1
WO2016110823A1 PCT/IB2016/050086 IB2016050086W WO2016110823A1 WO 2016110823 A1 WO2016110823 A1 WO 2016110823A1 IB 2016050086 W IB2016050086 W IB 2016050086W WO 2016110823 A1 WO2016110823 A1 WO 2016110823A1
Authority
WO
WIPO (PCT)
Prior art keywords
hub
rotation
drive shaft
wheel hub
sleeve
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.)
Ceased
Application number
PCT/IB2016/050086
Other languages
English (en)
Inventor
José Francivaldo PEREIRA LEMOS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Iveco Latin America Ltda
Original Assignee
Iveco Latin America Ltda
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Iveco Latin America Ltda filed Critical Iveco Latin America Ltda
Priority to AU2016205869A priority Critical patent/AU2016205869B2/en
Priority to BR112017014754A priority patent/BR112017014754A2/pt
Publication of WO2016110823A1 publication Critical patent/WO2016110823A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/50—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital conical gears

Definitions

  • the present invention relates to a reduction system applied to a wheel hub, and more particularly to a wheel hub of the differential of a goods vehicle.
  • a goods vehicle such as a truck or a tractor
  • a vehicle the chassis of which is substantially defined by a pair of parallel side members.
  • An engine is anchored to the front of the vehicle, typically a diesel cycle engine, the drive axle of which is connected in output to a gearbox.
  • the cab is mounted in the front of the vehicle, usually over the engine, with the commands of the various operating systems (such as the steering wheel, the brakes, the accelerator, the electrical controls, tyres, etc.) as well as the driver's cab of the vehicle.
  • axles of the vehicle are also anchored, with interposed suspension systems (usually consisting of leaf spring type shock absorbers), said axles being divided into steering axles and drive axles.
  • the steering axles are structures with I-beam profiles arranged transversely in relation to the side members, in the ends of which the wheel hubs and the front brake are anchored and on the latter the wheel/tyre groups of the truck. Due to the primary function of distributing the weight of the truck and the load on the road, the wheels and hubs are not mechanically connected to the engine/transmission, but to the steering system, and are therefore considered steering axles.
  • a differential which comprises an entrance in the longitudinal direction for connecting the universal joint and two opposite outputs in the transverse direction.
  • the drive shafts are connected to said opposite transverse elements and the wheel hubs supporting the relative wheel groups and tyres to the relative protruding ends.
  • a mechanism composed substantially of the crown and pinion performs, in addition to the mechanical transmission of the rotations of the universal joint to the drive shafts (transverse to the transmission), also a reduction, depending on the size of the crown and pinion.
  • the differential connects the two drive shafts by means of a pair of planet gears, positioned on the inner ends of said drive shafts and a pair of sun gears, the axles of which are mechanically coupled to the casing of the satellite and thus to the crown. This way, it is possible to achieve the release between the rotations of each single drive shaft, for example, in the case of curving of the vehicle.
  • each single drive shaft protrudes beyond the differential and is paired in rotation with a relative wheel (or double wheel, depending on the case) of the drive axle of the vehicle.
  • the brake system is placed on the hub so as to enable the braking of the vehicle when the aforesaid brake disc is activated.
  • the first purpose of the present invention is a reduction system applied to the wheel hub, in particular of trucks and the like, able to allow the wheel hub, by means of defined parameters, to perform an independent variation in the rotation ratio between the wheel of the vehicle and the drive shaft, so as to better adapt the differential axle to the load conditions of the vehicle.
  • the second purpose of the present invention is a reduction system, placed on the wheel hub, so that it can be engaged and disengaged according to the load carried by the vehicle.
  • Another purpose of the present invention is a system able to overcome the drawbacks of the prior art.
  • the present invention comprises a reduction system applied to the wheel hub, of the type for use on a truck or a goods transport vehicle, with at least one pair of side members positioned parallel to one another, in the front part there being provided a cab and between said side members the powertrain of the truck consisting of the engine which is mechanically connected to the gearbox, anchored to the engine block by means of a flange around the engine output shaft, a universal joint which connects in rotation the output of the gearbox to the differential, said differential redirecting the rotation of the universal joint to the wheels fixed on the related wheel hubs by means of a pair of drive shafts.
  • a sun/planet type transmission device is inserted which, in the disengaged condition causes a reduction of the transmission ratio between the rotation of the drive shaft and the hub and in the engaged condition transmits the rotation of the drive shaft to the wheel hub with a transmission ratio of 1 : 1 .
  • the reduction in the transmission ratio is from 2:1 to 3:1 and preferably from 2.5:1 to 2.8:1 .
  • said wheel hub comprises a cylindrical sleeve, connected in rotation to the drive shaft, since this sleeve functions as rotation axis of a first planet gear and of a cross connector, this cross connector being in a more inward position in relation to said first planet gear, and since said cross connector has an X-shaped structure with four arms projecting radially from a central hole and which are attached to the body of the wheel hub, each of said arms functions as rotation axis of the respective four sun gears, each of said sun gears being simultaneously meshed with the first planet gear and the second planet gear, given that the second planet gear is parallel to the first planet gear, and is in a more inward position in relation to the cross connector and is fixed in relation to the seat of the wheel hub.
  • the above wheel hub also consists of a cover with a rotary valve on the outside and a cylindrical groove on the inside, inside which a piston moves, the inner volume of the cylindrical groove and the outer surface of the piston define a chamber, fed pneumatically by the line by means of said rotary valve and since the aforesaid piston is connected to the sleeve so as to be able to carry out a movement in the direction of the longitudinal axle, as a function of the internal pressure of the chamber and of the elastic reaction of a spring, positioned inside said sleeve and against the projecting end of the drive shaft.
  • the sleeve presents a radial coupling which selectively couples in rotation the first planet gear or the cross connector as a function of the relative position of the sleeve.
  • the system is activated by means of a button, preferably positioned on the dashboard of the truck cab, electrically connected to a solenoid valve that communicate the air passage to the line coming from a tank of pressurised air, or discharges the pressure on said line.
  • a button preferably positioned on the dashboard of the truck cab
  • a solenoid valve that communicate the air passage to the line coming from a tank of pressurised air, or discharges the pressure on said line.
  • disengagement of the system is automatic, it being equipped with a sensor capable of detecting the "loaded" condition of the truck, said sensor being electrically connected to a solenoid valve that unblocks the passage of air to the line from a pressurised air tank, or discharges the pressure on said line.
  • FIG. 1 is a schematic view of a 4 x 2 tractor type truck
  • - Figure 2 is a cross-section view of the wheel hub of the vehicle in Figure 1 , in a condition with reduction;
  • FIG. 3 is a cross-section view of the wheel hub of the vehicle in Figure 1 , in a condition without reduction.
  • a truck 1 is equipped, substantially, with a pair of side members 2, placed parallel to each other, and which define the truck chassis.
  • the cab 3 which may be articulated in relation to the side-members, so as to be able to tip forward and thereby allow access to the engine 4 and further components of the powertrain of the truck 1 .
  • the latter consists of the aforementioned engine 4, which is mechanically connected to the gearbox 5, attached to the engine block by means of a flange around the engine output shaft.
  • the rotation given by the gearbox 5 is changed according to the gear selected by the driver and is transmitted to the differential 6 by means of the universal joint 7, on which it undergoes a further reduction (based on the fixed ratio defined by the differential gears), and is redirected in a direction transverse to the direction of the universal joint, therefore to move the drive wheels 8 of the truck 1 by means of the drive shafts 19 positioned inwards of the arms of the differential.
  • a respective brake disc 10 is also provided which performs braking of the truck 1 when its rotation is obstructed by the calipers 1 1 .
  • each arm 9 of the differential a dedicated wheel hub 12 is assembled and attached with which, in a medial part thereof, the end of the drive shaft 19 is coupled.
  • the mechanical coupling between said drive shaft 19 and the wheel hub 12 is carried out by means of a sun/planet type transmission group, so as to allow a gear ratio 1 :1 and 3:1 , depending on the configuration used.
  • the wheel hub 12 consists of a substantially cylindrical casing 13, having an axis of rotation and symmetry 28, which is attached to the protruding end of the arm 9 of the differential 6.
  • the casing 13 can rotate with respect to the arm 9 together with the wheel 8 and presents a substantially flat cover 15, defining a base of said cylindrical shape, inside which a cylindrical groove 16 is made to house a piston 17.
  • the cover 15 is coupled to a rotary valve 18, powered by a pneumatic actuation flow through the line 20. Consequently, the front of the cylindrical groove 16, with the piston 17, defines a chamber 21 of expansion, fed by the pressure of the line 20.
  • the end of the piston 17 opposite the chamber 21 is coupled to a sliding sleeve 14, which encloses the end of the drive shaft 19.
  • a spring 22 is provided which acts in compression, and which is located inside said sleeve 14.
  • the radial end of the drive shaft 19 is provided with channels (not visible in figures 2 and 3) which support the mechanical coupling in rotation between the drive shaft 19 and the sleeve 14.
  • the sleeve 14 presents, on the inside, corresponding/complementary channels (not visible) which are inserted in the relative channels on the drive shaft 19.
  • the sleeve 14 presents a radial coupling 30, which projects from the sleeve in the intermediary area between the cross connector 27 and the first planet gear 23, so as to selectively couple with one or the other depending on the longitudinal position of said sleeve 14.
  • the so-called cross connector 27 is also known as a satellite-carrier cage.
  • the sleeve 14 is mechanically connected to the first planet gear 23, which is positioned transversely and coaxially with respect to the longitudinal axle 28 of the wheel hub 12.
  • the sleeve 14 is free to turn with respect to the casing 13 of the wheel hub 12.
  • a second planet gear 24 is positioned parallel and coaxially to the first planet gear 23, but in a closer position to the arm 9 of the drive axle. Said second planet gear 24 is fixed relative to the arm 9, so that the satellites are forced to rotate in relation to the second planet gear, dragging, by means of the satellite-carrier cage 27, the wheel hub 12.
  • each of the sun gears 25, 26 can turn around a respective shaft defined by the cross connector 27 and radial to the axis 28.
  • the aforementioned cross connector 27 is a cross-shaped structure, for example when there are four suns, with the four arms 29 protruding starting from a central slot or hole, which surrounds and hinges the sleeve 14, meaning that the sleeve 14 can rotate freely relative to the cross connector.
  • Said arms 29 of the cross connector 27 are positioned in a spoke pattern in relation to the longitudinal axis 28, representing the extension axis of the hub, and are fixed on the casing 13 of the wheel hub 12.
  • the rotation shafts of the preferably four sun gears 25, 26 are transverse in relation to the rotation shaft of the first and second planet gears 23, 24, the rotation shaft is coincident with the longitudinal axle 28 of the wheel hub 12.
  • the planetary and/or satellite type transmission has the input shaft coinciding with the drive shaft, and the output shaft coinciding with the hub casing, coaxial and parallel to each other along the extension axis 28, with a first and a second planet 23 and 24 parallel to each other and coaxial to the axis 28, of which the second planet 24 is fixed to the casing.
  • the sun gears 25, 26 are induced in rotation relative to the second planet gear 24, fixed relative to the casing 13 of the wheel hub, consequently, the wheel hub 12 is driven in rotation by means of a reduction that is determined by the size and number of teeth both of the planet and sun gears.
  • the calculation of the dimensions and teeth of the gears referred to above may be performed by any technician in the sector, so as to be in the desired gear ratio.
  • This feature further ensures that in the event of a system failure, the same automatically resumes the disengaged condition due to the action of the spring 22 on the sleeve 14, in which the truck is capable of operating for goods transport. Therefore, in the case of a possible fault in the electrical or hydraulic system of the truck, the system automatically returns to the disengaged condition, without jeopardising the transportation of any goods loaded.
  • the cover 15 preferably consists of a cylindrical cap or a circular plate which occludes the outer base of the cylindrical casing of the hub, i.e. in an opposite position to the arm 9.
  • the system can operate with a direct transmission ratio, i.e. of 1 :1 or with a transmission ratio of 2:1 to 3:1 .
  • the transmission ratio is from about 2.5: 1 to 2.8:1 . From a transmission ratio within the range now described, it is possible to operate with the truck 1 in optimum condition for any load condition (with or without goods). As a result, optimum transfer of engine torque to the wheels is achieved with a load condition, as well as a reduction in the transmission of torque, with the consequent increase of speed to the wheels when the system is engaged.
  • the direct activation of the system may be by means of a special activation button (not shown) with two positions and placed, for example on the dashboard of the truck cab.
  • said activation button is electrically connected to a solenoid valve (not shown) that releases the passage of air to the line 20 from a pressurised tank. In a first position (on), the air is supplied to the chamber 21 and, in the second position (off), the air is discharged.
  • a sensor (not shown) detects the presence, or not, of the goods loaded, and emits an electrical signal to a solenoid valve which, as in the previous case, enables the entrance of pressurised air into the chamber 21 (engaged) or discharges the pressure from said chamber (disengaged), as required.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Motor Power Transmission Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne un système de réduction appliqué sur un moyeu de roue, du type destiné à être utilisé dans un camion (1) ou un véhicule de transport de marchandises, ayant au moins une paire d'éléments latéraux (2) dans la partie avant, où une cabine (3) est installée, et, entre lesdits éléments latéraux, le groupe motopropulseur du camion (1) constitué par le moteur (4), une boîte de vitesses (5), un joint universel (7) qui relie en rotation la sortie de la boîte de vitesses au différentiel (6), ledit différentiel redirigeant la rotation du joint universel pour les roues (8) fixées sur les moyeux de roue associés (12) au moyen d'une paire d'arbres d'entraînement (19). Sur chaque moyeu de roue unique (12), tel que décrit ci-dessus, un dispositif de transmission de type solaire/planétaire est inséré, qui entraîne, dans la condition dans laquelle le système est embrayé, une réduction du rapport de transmission entre la rotation de l'arbre d'entraînement (19) et le moyeu (12) et qui transmet, dans la condition désembrayée du système, la rotation de l'arbre d'entraînement (19) au moyeu de roue (12) avec un rapport de transmission de 1 : 1.
PCT/IB2016/050086 2015-01-08 2016-01-08 Système de réduction appliqué sur un moyeu de roue et, plus particulièrement, sur un moyeu de roue relié à un différentiel d'un véhicule de marchandises Ceased WO2016110823A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2016205869A AU2016205869B2 (en) 2015-01-08 2016-01-08 Reduction system applied to a wheel hub, and more particularly to a wheel hub connected to a differential of a goods vehicle
BR112017014754A BR112017014754A2 (pt) 2015-01-08 2016-01-08 cubo de roda, sistema de transmissão e caminhão ou veículo de transporte de carga

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITTO2015A000010 2015-01-08
ITTO20150010 2015-01-08

Publications (1)

Publication Number Publication Date
WO2016110823A1 true WO2016110823A1 (fr) 2016-07-14

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Family Applications (1)

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PCT/IB2016/050086 Ceased WO2016110823A1 (fr) 2015-01-08 2016-01-08 Système de réduction appliqué sur un moyeu de roue et, plus particulièrement, sur un moyeu de roue relié à un différentiel d'un véhicule de marchandises

Country Status (4)

Country Link
AR (1) AR103382A1 (fr)
AU (1) AU2016205869B2 (fr)
BR (1) BR112017014754A2 (fr)
WO (1) WO2016110823A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018107258A1 (fr) * 2016-12-14 2018-06-21 Cnh Industrial America Llc. Roue de moyeu pour essieux tandem
CN109963735A (zh) * 2016-12-14 2019-07-02 依维柯股份有限公司 用于串列桥的自由转轮系统
IT201900015213A1 (it) 2019-08-29 2021-03-01 Iveco Spa Veicolo pesante
IT201900015431A1 (it) 2019-09-03 2021-03-03 Iveco Spa Assale di trazione per un veicolo pesante ibrido
WO2021072518A1 (fr) 2019-10-16 2021-04-22 CNH Industrial Brasil Ltda. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
WO2021072517A1 (fr) 2019-10-16 2021-04-22 CNH Industrial Brasil Ltda. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
IT202200002885A1 (it) * 2022-02-16 2023-08-16 Iveco Spa Mozzo ruota per assale di veicolo comprendente un sistema di riduzione integrato migliorato
IT202300021273A1 (it) * 2023-10-12 2025-04-12 Iveco Spa Mozzo ruota per assale di veicolo comprendente un sistema di riduzione integrato migliorato

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US557242A (en) * 1896-03-31 Sylvania
DE1430849A1 (de) * 1963-01-05 1969-05-29 Daimler Benz Ag Mehrstufiger Achsantrieb fuer Kraftfahrzeuge,insbesondere Nutzfahrzeuge
US3762488A (en) * 1972-04-13 1973-10-02 Fairfield Mfg Wheel drive unit
US4611506A (en) * 1983-04-29 1986-09-16 Clark Equipment Company Hydraulically actuated planetary wheel drive
US6117040A (en) * 1999-04-12 2000-09-12 792049 Alberta Ltd. Multi-speed wheel hub for automotive vehicles
US20020119860A1 (en) * 2000-10-10 2002-08-29 Strong Victor R. Two speed gear box
JP2011157055A (ja) * 2010-02-04 2011-08-18 Aisin Ai Co Ltd 車両のトランスファ

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US557242A (en) * 1896-03-31 Sylvania
DE1430849A1 (de) * 1963-01-05 1969-05-29 Daimler Benz Ag Mehrstufiger Achsantrieb fuer Kraftfahrzeuge,insbesondere Nutzfahrzeuge
US3762488A (en) * 1972-04-13 1973-10-02 Fairfield Mfg Wheel drive unit
US4611506A (en) * 1983-04-29 1986-09-16 Clark Equipment Company Hydraulically actuated planetary wheel drive
US6117040A (en) * 1999-04-12 2000-09-12 792049 Alberta Ltd. Multi-speed wheel hub for automotive vehicles
US20020119860A1 (en) * 2000-10-10 2002-08-29 Strong Victor R. Two speed gear box
JP2011157055A (ja) * 2010-02-04 2011-08-18 Aisin Ai Co Ltd 車両のトランスファ

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11130401B2 (en) 2016-12-14 2021-09-28 Iveco S.P.A. Hub wheel for tandem axles
CN109963735A (zh) * 2016-12-14 2019-07-02 依维柯股份有限公司 用于串列桥的自由转轮系统
CN109963734A (zh) * 2016-12-14 2019-07-02 依维柯股份有限公司 用于双桥的轮毂
WO2018107258A1 (fr) * 2016-12-14 2018-06-21 Cnh Industrial America Llc. Roue de moyeu pour essieux tandem
CN109963735B (zh) * 2016-12-14 2022-06-28 依维柯股份有限公司 用于串列桥的自由转轮系统
CN109963734B (zh) * 2016-12-14 2022-02-01 依维柯股份有限公司 用于双桥的轮毂
IT201900015213A1 (it) 2019-08-29 2021-03-01 Iveco Spa Veicolo pesante
EP3785949A1 (fr) 2019-08-29 2021-03-03 Iveco S.p.A. Ensemble d'entraînement pour un véhicule lourd
IT201900015431A1 (it) 2019-09-03 2021-03-03 Iveco Spa Assale di trazione per un veicolo pesante ibrido
EP3789218A1 (fr) 2019-09-03 2021-03-10 Iveco S.p.A. Essieu d'entraînement pour un véhicule lourd hybride
WO2021072517A1 (fr) 2019-10-16 2021-04-22 CNH Industrial Brasil Ltda. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
WO2021072518A1 (fr) 2019-10-16 2021-04-22 CNH Industrial Brasil Ltda. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
CN114728545A (zh) * 2019-10-16 2022-07-08 依维柯股份公司 用于将车轮安装在作业车辆的轴上的轮毂
CN115867736A (zh) * 2019-10-16 2023-03-28 依维柯股份公司 用于将车轮安装在作业车辆的车桥上的轮毂
EP4047242A4 (fr) * 2019-10-16 2023-11-22 Iveco S.P.A. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
EP4046818A4 (fr) * 2019-10-16 2023-11-22 Iveco S.P.A. Moyeu de roue pour monter une roue sur un axe d'un véhicule de travail
IT202200002885A1 (it) * 2022-02-16 2023-08-16 Iveco Spa Mozzo ruota per assale di veicolo comprendente un sistema di riduzione integrato migliorato
EP4230460A1 (fr) * 2022-02-16 2023-08-23 Iveco S.P.A. Moyeu de roue pour un essieu de véhicule comprenant un système de réduction intégré amélioré
IT202300021273A1 (it) * 2023-10-12 2025-04-12 Iveco Spa Mozzo ruota per assale di veicolo comprendente un sistema di riduzione integrato migliorato
EP4538086A1 (fr) * 2023-10-12 2025-04-16 Iveco S.P.A. Moyeu de roue pour essieu de véhicule comprenant un système de réduction intégré amélioré

Also Published As

Publication number Publication date
AU2016205869A1 (en) 2017-07-20
AU2016205869B2 (en) 2019-08-22
AR103382A1 (es) 2017-05-03
BR112017014754A2 (pt) 2018-01-09

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