The Timken Company

Timken US Corporation

Koyo Bearings USA LLC

Timken Gmbh

Mark A Joki

Thomas J Rybkoski

Mark E LaCroix

Alfred John Santos

William E Harbottle

Richard Borowski

Orestes J Varonis

Robert W Hacker

Wayne V Denny

James W Skelly

Kenneth W Lindsay

James J Burns

Brian Thomas Odegard

David Beechy

Kevin Rehfus

John H Rhodes

Steven V Boyd

Sharon E Ross

Timothy J Krabill

Steven B Boyd

Raymond A Severyn

Young Sup Kang

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.

Bearing assembly and bearing cage

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.

Relief contour for a roller bearing

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.

Selectable mode clutch

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.

Transmission input shaft speed measuring assembly

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.

Mounting for vehicular road wheel

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.

Thermally compensated differential

A wheel end (A, B, C) for mounting a road wheel (W) of an automotive vehicle includes a knuckle () having a bearing cavity (), a hub having a spindle () that projects into the bearing cavity of the knuckle and a flange () at one end of the spindle, with the road wheel being attached to it, and a bearing () 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 () organized in outboard and inboard rows as well as raceways () 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 () pressed over the spindle. The bearing is closed at that end by an inboard seal () which includes a case () pressed into a bore () that forms part of the bearing cavity, a shield () pressed over a thrust rib at the end of the cone, and a seal element () bonded to the case and establishing a fluid barrier with the shield. The shield has a wall () which serves as a tone ring, and this ring is monitored by a sensor () which is fitted to the knuckle at the inboard end of the bearing cavity. A CV joint () engages the spindle, and it carries a slinger () which flings contaminants and debris away from the cavity and further has a seal element () which establishes a fluid barrier around the end of the cavity.

Wheel end with rotation sensor

A hub/bearing unit including a housing and a hub having a flange an inboard surface and a centrally located bore A constant velocity joint provides an inner joint member attached to a 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

Wheel hub/joint unit with clamping and separating device

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.

Wheel bearing with improved cage

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.

Vehicle wheel mounting unit

A monitoring and controlling system for monitoring and controlling various operating characteristics of machine components. The monitoring and controlling system includes a primary transceiver, with sensors and control devices, mounted integrally with the monitored component. The primary transceiver communicates with a secondary transceiver and receives its electrical power from the secondary transceiver without use of interconnecting communication or power cables. The integrated mounting of the primary transceiver and sensors within the monitored component without the use of interconnecting cables allows for replacement of the monitored component in harsh operating environments without the risk of damage to interconnecting electrical connectors and cables. The operating data detected by the sensor for the monitored component is communicated by the primary transceiver and the secondary transceiver to a monitoring network which analyzes the data to determine the need for maintenance of the monitored component.

Monitoring and controlling system with connectorless quick-change components

A tapered roller bearing that is well-suited for supporting a pinion in an automotive differential has a cone and a cup provided with opposed raceways that are crowned. The cone also has a thrust rib provided with a rib face at the large end of its raceway. In addition, the bearing has tapered rollers, each having a tapered side face that is crowned and a large end that is spherical. The rollers contact the raceways along their crowned side faces and the rib face along their spherical end faces. The roller length to large end diameter is less than 1.5. The crowning on the raceway, together with the crowning of the roller side face provide total end relief ranging between 700 &mgr;in. and 1500 &mgr;in. per inch. The centers of contact between the side faces and raceways are offset toward the rib face. The height of the rib face amounts to 30%-45% of the diameter of the large ends of the rollers. The radius of the spherical large end face for a roller exceeds 90% of the roller apex length. The runout in the large end faces is less than 50 &mgr;in. and the center of contact between the end face of each roller and the rib face is between 0.02 and 0.04 in. All of this contributes to low torque demands by the bearing itself and low wear.

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Dover, OH, United States of America

Mark A Joki