Abstract: A bearing assembly includes an outer ring having an outer raceway and an inner ring having an inner raceway and a flange defining an outer diameter of the inner ring. A plurality of rolling elements is retained between the outer and inner rings on the outer and inner raceways. A cage has first and second side rings interconnected by a plurality of bridges to form a plurality of windows, each window receiving a respective rolling element to maintain relative spacing between adjacent rolling elements. At least some of the bridges include a projection on a radially inner side such that the plurality of proj ections together define an inner diameter of the cage, the inner diameter of the cage being smaller than the outer diameter of the inner ring to create interference and deformation of the cage as the cage is installed over the flange of the inner ring.

Abstract: A bearing assembly (10 includes an outer ring (14) having an outer raceway (18) and an inner ring (22) having an inner raceway (26) and a flange (54) defining an outer diameter of the inner ring. A plurality of rolling elements (30) is retained between the outer and inner rings on the outer and inner raceways. A cage (34) has first and second side rings (38) interconnected by a plurality of bridges (42) to form a plurality of windows (46), each window receiving a respective rolling element (30) to maintain relative spacing between adjacent rolling elements. At least some of the bridges (42) include a projection (50) on a radially inner side such that the plurality of projections (50) together define an inner diameter of the cage (34), the inner diameter of the cage (34) being smaller than the outer diameter of the inner ring (22) to create interference and deformation of the cage (34) as the cage is installed over the flange of the inner ring.

Abstract: A roller bearing includes an outer raceway, an inner raceway, and a roller positioned between the outer and inner raceways. The roller bearing also includes a relief contour between the roller and at least one of the outer and inner raceways. The relief contour defines a slope along its length. The slope of the relief contour defines at least one inflection region.

Abstract: The roller bearing includes a relief contour (28,30) between the roller and at least one of the outer and inner raceways. The relief contour defines a slope along its length.

Abstract: A radial rolling element bearing (10) for supporting a shaft (14) for rotation with respect to an adjacent support surface (38). The radial rolling element bearing (14) includes a plurality of rolling elements (18) and a race (22). The race includes a convex first surface (44) that forms a raceway for the plurality of rolling elements and a second surface (48) opposite the convex first surface having a profile that forms a hollow space (52) between the second surface of the race and one of the adjacent support surface and the shaft. The hollow space has a first volume when a first radial load is applied to the bearing, and the hollow space has a second volume less than the first volume when a second radial load greater than the first radial load is applied to the bearing.

Abstract: A clutching device includes an outer race, an inner race, a plurality of rollers and an actuator plate. The outer and inner races have axial ridges to define opposed outer and inner race pockets. The rollers are positioned in the outer and inner race pockets. The clutching device further includes an axial projection coupled for rotation with one of the inner and outer race. An actuator plate is coupled for rotation with one of the inner and outer race and axially moveable between a first position wherein the actuator plate engages the axial projection and a second position wherein the actuator plate does not engage the axial projection.

Abstract: A clutching device includes an outer race, an inner race, a plurality of rollers and an actuator plate. The outer and inner races have axial ridges to define opposed outer and inner race pockets. The rollers are positioned in the outer and inner race pockets. The clutching device further includes an axial projection coupled for rotation with one of the inner and outer race. An actuator plate is coupled for rotation with one of the inner and outer race and axially moveable between a first position wherein the actuator plate engages the axial projection and a second position wherein the actuator plate does not engage the axial projection.

Abstract: A clutching device includes an outer race, an inner race, a plurality of rollers and an actuator plate. The outer and inner races have axial ridges to define opposed outer and inner race pockets. The rollers are positioned in the outer and inner race pockets. The clutching device further includes an axial projection coupled for rotation with one of the inner and outer race. An actuator plate is coupled for rotation with one of the inner and outer race and axially moveable between a first position wherein the actuator plate engages the axial projection and a second position wherein the actuator plate does not engage the axial projection.

Abstract: A clutch (22) includes a first member (48) rotatable with respect to a base member (14) in a first direction A and a second direction B, a second member (56) rotatable with respect to the base member, a rolling element (62) between the first and second members, and a ramp sleeve (58) disposed between the first and second members, and coupled to the base member such that the ramp sleeve is generally prevented from rotating with respect to the base member. The ramp sleeve includes a ramp (82). The second member includes a first rotational position with respect to the ramp sleeve and a second rotational position with respect to the ramp sleeve. The rolling element is configured to wedge against the ramp to prevent relative rotation of the first member with respect to the base member in the first direction when the second member is in the first rotational position.

Abstract: A device for sensing the input shaft speed of an automotive automatic transmission that is driven by the engine through the fluid coupling of a torque converter. The speed sensor device includes circumferentially spaced markings about the transmission input shaft and a speed sensor that is placed at close proximity to the circumferentially spaced markings through a hole in the torque converter stator shaft. An electronic control unit (ECU) analyzes the sensor output signal and in the case of an active speed sensor it also functions as its power source. During vehicle operation, the transmission input shaft rotates the target wheel in front of the speed sensor causing modulation of its output signal. The electronic control unit analyzes the signal modulation and calculates the input shaft rotational speed. A variety of sensor/target-wheel options and sensor mounting techniques could be used depending on the application constraints.

Abstract: A roller bearing for use in transmission cases (1) made from aluminum alloy or other lightweight materials where the transmission contains a steel shaft (2) which is supported in the case on two directly mounted tapered roller bearings (8,9) so that the two bearings (8,9) confine the shaft (2) both radially and axially. To compensate for the differences in expansion and contraction between the case and the steel shaft (2) as the transmission or transaxle experiences variations in temperature, a race (20) of at least one of the bearings is fitted with a compensating ring (34) having a coefficient of thermal expansion greater than that of the case (1) or shaft (2). As a consequence, the bearings operate at a generally uniform setting over a wide range of temperature variations.

Abstract: A method and apparatus for providing a measurement of wheel forces (Fx, Fy, Fz) on a vehicle wheel assembly (10) to enhance safety by providing electronic braking and power train controls with information about vehicle loading and road surface conditions. The apparatus includes a pair of beams (A, B) coupling an inner knuckle (22) to an outer knuckle (20) upon which the vehicle wheel assembly (10) is mounted. Strain sensors (SA, SB) mounted to the beams (A, B) provide measures of longitudinal bending of beams (A, B). A ball joint (26) for attachment of additional suspension components is coupled to the outer knuckle (20) by a beam (C), and a load sensor (SC) disposed on beam C measures the horizontal lateral forces exerted thereon. Signal from the sensors (SA, SB, SC) are processed to identify component forces (Fx, Fy, Fz) acting on the wheel assembly (10).

Abstract: A roller bearing assembly (100), such as for use in supporting a vehicle wheel assembly, incorporates a set of rollers (104) disposed between an outer supporting race (102) and an inner supporting race (106). The set of rollers (104) is maintained between the outer and inner supporting races (102, 106) by an annular rib ring (108), which is configured to transfer forces and loads received from the rollers (104) to one or more sensors (110A) disposed between the annular rib ring (108) and an annular outer shell (114) encapsulating the roller bearing assembly (100). Responsive output signals from the sensors (110A), which are representative of the forces and loads exerted by the rollers (104), are communicated to an external system to provide a representation of the roller bearing assembly (100) operating condition.

Abstract: An automotive vehicle has road wheels that are coupled to suspension uprights of the vehicle through wheel ends that have the capacity to monitor lateral loads that act on the road wheels at tire patches where the road wheels contact a road surface. Each wheel end offsets displacements that would be produced within the wheel end by vertical loads with displacements that would be produced by moments induced by the vertical loads, so that the remaining displacements within the wheel end reflect essentially lateral loads exerted at the tire patch. The wheel end contains a sensor and a target that the sensor monitors to detect the presence and magnitude of the displacements and hence the magnitude and direction of the lateral force at the tire patch. The sensor may also monitor angular velocity, angular position, and temperature.

Abstract: A selectable mode clutch includes a first race coupled for rotation with an input member, a second race, and a projection integrally formed with one of the first and second races. The clutch includes rollers that engage axial ridges on the first and second races to radially displace the second race relative to the first race upon relative rotation between the first race and the second race. The clutch also includes a control member having a first receiving portion and a second receiving portion. One of the control member and the projection is movable along the central axis relative to the other between a first position, in which the projection is positioned in the first receiving portion to operate the clutch in a first mode, and a second position, in which the projection is positioned in the second receiving portion to operate the clutch in a second mode.

Abstract: A device for sensing the input shaft speed of an automotive automatic transmission that is driven by the engine through the fluid coupling of a torque converter. The speed sensor device includes circumferentially spaced markings about the transmission input shaft and a speed sensor that is placed at close proximity to the circumferentially spaced markings through a hole in the torque converter stator shaft. An electronic control unit (ECU) analyzes the sensor output signal and in the case of an active speed sensor it also functions as its power source. During vehicle operation, the transmission input shaft rotates the target wheel in front of the speed sensor causing modulation of its output signal. The electronic control unit analyzes the signal modulation and calculates the input shaft rotational speed. A variety of sensor/target-wheel options and sensor mounting techniques could be used depending on the application constraints.

Abstract: A clutching device includes an outer race, an inner race, a plurality of rollers and an actuator plate. The outer and inner races have axial ridges to define opposed outer and inner race pockets. The rollers are positioned in the outer and inner race pockets. The clutching device further includes an axial projection coupled for rotation with one of the inner and outer race. An actuator plate is coupled for rotation with one of the inner and outer race and axially moveable between a first position wherein the actuator plate engages the axial projection and a second position wherein the actuator plate does not engage the axial projection.

Abstract: A device for sensing the input shaft speed of an automotive automatic transmission that is driven by the engine through the fluid coupling of a torque converter. The speed sensor device includes circumferentially spaced markings about the transmission input shaft and a speed sensor that is placed at close proximity to the circumferentially spaced markings through a hole in the torque converter stator shaft. An electronic control unit (ECU) analyzes the sensor output signal and in the case of an active speed sensor it also functions as its power source. During vehicle operation, the transmission input shaft rotates the target wheel in front of the speed sensor causing modulation of its output signal. The electronic control unit analyzes the signal modulation and calculates the input shaft rotational speed. A variety of sensor/target-wheel options and sensor mounting techniques could be used depending on the application constraints.

Abstract: A “torque-on-demand” (“TOD”) four wheel drive system comprising a slipper clutch or roller clutch positioned between a first rotatable component and a second rotatable component. The clutch comprises a first tubular component having a first axial slot and a second tubular component having a second axial slot. A control pin extends through and is axially moveable within the first and second slots. One of the first or second slots has a constant circumferntial width W and the other of the first and second slots has at least first and second portions along its axial length with the first and second portions having different circumferential widths. Axial movement of the control pin along the slots changes the clutch between 2WD and 4WD/TOD modes.

Abstract: A mounting for the road wheel of an automotive vehicle includes a spindle, a hub located around the spindle and inboard and outboard tapered roller bearings located between the hub and spindle where they are mounted in opposition. The cones (inner races) of the two bearings are separated by a spacer which at its ends is attached to the cones. The spacer holds the cones together within the hub so that the bearings and hub can be installed on and removed from the spindle as a unit. The spacer also establishes the setting for the bearings. In addition, the mounting has a seal located in the inboard end of the hub. The seal has lips which establish dynamic fluid barriers along the cone of the inboard bearing and along an adjacent sealing surface on the spindle without contacting the cone or spindle. The raceways and rollers for the two bearings have highly crowned profiles and the hub and the seal within contain an optimum amount of grease for lubricating the bearings.