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 “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 clutching device comprising a generally cylindrical tubular slipper having a friction surface, a bearing surface, and first interlocking member. The bearing surface has radial projections which form axially oriented recesses. A generally cylindrical coupling member has a mounting surface, a bearing surface and a second interlocking member. The bearing surface has radial projections which form axially oriented recesses such that the tubular slipper recesses and the coupling member recesses form pockets in which said rollers are located.

Abstract: A clutch device comprising a first member, a second member, a race member, and a slipper member. The first member (12) has a first sonic surface and the second member (3) has a second conic surface (6) generally opposed to the first conic surface. The race member (13) is fixed to the first conic surface of said first member and the slipper (11)is positioned adjacent the second conic surface of the second member. The race and the slipper members have complementary projections (20, 22) to define pockets into which rollers (14) are arranged. The axial relationship of the first and second members is adjustable to control mating between the slipper (11) and the second conic surface (6) of the second member and thereby enable or prevent torque transmission between the first and second members.

Abstract: A clutch assembly is provided for a vehicle having at least one primary driven axle supporting a first wheel and at least one secondary driven axle supporting a second wheel. The at least one primary driven axle is driven by a vehicle transmission. The clutch assembly includes a clutch movable between a first position, wherein the transmission engages the at least one secondary driven axle when the first wheel slips and disengages the at least one secondary driven axle when the first wheel does not slip, and a second position, wherein the at least one secondary driven axle engages the transmission to provide engine braking. A single actuator is operable to move the clutch between the first and second positions.

Abstract: An axial actuator assembly is coupled with a cylindrical member. The axial actuator assembly includes a first ring positioned about the cylindrical member and including a first surface. A second ring is positioned about the cylindrical member and includes a first surface engaged with the first surface of the first ring. An actuator is operable to cause relative rotation between the first and second rings to spread the first and second rings apart. The axial actuator assembly can form part of a clutch assembly so that the spreading of the first and second rings operates to engage the cylindrical member with a driven member.

Abstract: A thermally compensated differential comprises a housing, a pinion gear mounted into the housing, a differential case carrying a ring gear with the case being supported by a first roller bearing and a second roller bearing with the bearings being mounted indirectly, and the first and second roller bearings being contacted by adjustable spacers.

Abstract: A wheel end (A, B, C) for mounting a road wheel (W) of an automotive vehicle includes a knuckle (2) having a bearing cavity (20, 24, 26), a hub having a spindle (40) that projects into the bearing cavity of the knuckle and a flange (42) at one end of the spindle, with the road wheel being attached to it, and a bearing (6) located within the bearing cavity and around the spindle of the hub to enable the hub to rotate on the spindle. The bearing includes tapered rollers (72) organized in outboard and inboard rows as well as raceways (60, 76, 82) along which they roll. The rollers of the inboard row roll along tapered raceways on a cup pressed into the bearing cavity and a cone (66) pressed over the spindle.

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 hub/bearing unit 20 including a housing 22 and a hub 24 having a flange 27, an inboard surface 29 and a centrally located bore 25. A constant velocity joint 10 provides an inner joint member 14 attached to a shaft 16, an outer joint member 12 disposed about the inner joint member 14, a plurality of balls 15 between the inner joint member 14 and the outer joint member 12 wherein the balls 15 transmit rotational force between the inner joint member 14 and the outer joint member 12, respectively. An attachment device 52 has a threaded portion 54 and a shoulder portion 56. The shoulder portion 56 contacts a backing surface 60 of the constant velocity joint 10 to attach the constant velocity joint 10 to the hub/bearing unit 20.

Abstract: An improved cage is provided for a roller bearing for use in a hub assembly, for example. The cage includes roller pockets which fully entrap the roller in the cage, to maintain the radial and axial position of the roller in the cage. Additionally, the bearing for the hub assembly is formed in part by the hub. One of the inner races is formed integrally with the hub. These constructions allow for the cage/roller assembly to be installed in the outboard position of the hub prior to the hub and hub seal being installed in the hub assembly.

Abstract: The present disclosure provides a method of installing a bearing and hub in a steering knuckle. The method provides fitting an outer race into the knuckle with an interference fit, fitting first rolling elements between first raceways such that they seat along the first raceways, ascertaining an axial position of an initially separate inner race that will place the bearing in a predetermined condition of preload when the initially separate inner race is fitted over the hub with an interference fit and against the abutment face, installing the initially separate inner race on the hub with an interference fit and against an abutment face in the positioned ascertained, and capturing the initially separate inner race against the abutment face and in abutment on the hub to insure that it retains the position ascertained and that the bearing operates in preload.

Abstract: An improved cage is provided for a roller bearing for use in a hub assembly, for example. The cage includes roller pockets which fully entrap the roller in the cage, to maintain the radial and axial position of the roller in the cage. Additionally, the bearing for the hub assembly is formed in part by the hub. One of the inner races is formed integrally with the hub. These constructions allow for the cage/roller assembly to be installed in the outboard position of the hub prior to the hub and hub seal being installed in the hub assembly.

Abstract: The present disclosure provides a method of installing a bearing and hub in a steering knuckle. The method provides fitting an outer race into the knuckle with an interference fit, fitting first rolling elements between first raceways such that they seat along the first raceways, ascertaining an axial position of an initially separate inner race that will place the bearing in a predetermined condition of preload when the initially separate inner race is fitted over the hub with an interference fit and against the abutment face, installing the initially separate inner race on the hub with an interference fit and against an abutment face in the positioned ascertained, and capturing the initially separate inner race against the abutment face and in abutment on the hub to insure that it retains the position ascertained and that the bearing operates in preload.

Abstract: The disclosure generally provides an assembly comprising a hub/bearing unit comprising a housing and a hub comprising a flange having an inboard surface and a centrally located bore. The hub/bearing unit further provides a plurality of rolling elements between the housing and the hub that rotatingly support the hub within the housing. A constant velocity joint provides an inner joint member attached to an shaft, an outer joint member disposed about the inner joint member, a plurality of balls between the inner joint member and the outer joint member wherein the balls transmit rotational force between the inner joint member and the outer joint member, respectively. An attachment device has a threaded portion and a shoulder portion. The shoulder portion contacts a backing surface of the constant velocity joint to attach the constant velocity joint to the hub/bearing unit.