CA2369247A1 - Constant velocity joint integrated to wheel bearing and to axially adjustable hub - Google Patents
Constant velocity joint integrated to wheel bearing and to axially adjustable hub Download PDFInfo
- Publication number
- CA2369247A1 CA2369247A1 CA002369247A CA2369247A CA2369247A1 CA 2369247 A1 CA2369247 A1 CA 2369247A1 CA 002369247 A CA002369247 A CA 002369247A CA 2369247 A CA2369247 A CA 2369247A CA 2369247 A1 CA2369247 A1 CA 2369247A1
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- Prior art keywords
- wheel bearing
- hub
- joint
- wheel
- bearing
- Prior art date
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Classifications
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B27/00—Hubs
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
- F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
- F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
- F16D3/223—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts the rolling members being guided in grooves in both coupling parts
- F16D2003/22326—Attachments to the outer joint member, i.e. attachments to the exterior of the outer joint member or to the shaft of the outer joint member
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Rolling Contact Bearings (AREA)
- Support Of The Bearing (AREA)
Abstract
There is provided a constant velocity joint and wheel bearing arrangement for transmitting motive power to an axially adjustable drive axle hub mounted in a suspension upright for vehicles, wherein the constant velocity joint's outer race is fully integrated to the wheel bearing's rolling elements, thus transforming the constant velocity joint's outer race into the inner race of the inboard wheel bearing, all in conjunction with a method devised for wheel bearing preload adjustment. This arrangement places the inboard and outboard bearings further apart, thus hub bending moments are greatly reduced when the wheel is subjected to lateral loading. Since the constant velocity joint has full bearing support, as opposed to being cantilevered, hub bending loads are reduced or eliminated with the application of driving torque in the presence of joint angularity. This integration of the wheel bearing to the constant velocity joint's outer race permits the CV joint to be close to the wheel center plane, making negative scrub radius with low kingpin inclination easily achievable, which in turn leads to reduced camber loss at the outside wheel as steering lock is added, thus diminishing the side-to-side drive force imbalance resulting from drive torque application in the presence of ensuing body roll.
Description
, -3-TITLE: CONSTANT VELOCITY JOINT INTEGRATED
TO WHEEL BEARING AND TO AXIALLY ADJUSTABLE HUB
FIELD OF THE INVENTION
The present invention relates to the constant velocity joint at the wheel end of an axle driving shaft for wheeled vehicles and more particularly, discloses a constant velocity joint's outer race being fully integrated to a wheel bearing in conjunction with the method devised to retain the hub in the upright and further, discloses more than one method devised for wheel bearing preload adjustment.
BACKGROUND OF THE INVENTION
It is known in the art that the typical method of packaging the hub in the front upright with the constant velocity pCV" joint in the case of independently suspended wheels presents a compromised steering geometry in front-wheel-drive "FWD" and all-wheel-drive vehicles, which is especially pronounced in the case of light trucks and Sport Utility Vehicles. Three key parameters are essential to achieving an ideal FWD steering geometry, the first being low kingpin inclination angle for minimizing camber loss as steer lock is added, the second being negative scrub radius in order to minimize drive torque and brake reaction induced steering force variations, and the third parameter being short hub length owing to the fact that the wheel center, the dished disc, may not protrude outboard of the tire side wall, so as to prevent any damage to the hub which could otherwise be incurred in the course of normal use. To wit, a negative scrub radius exists when the kingpin intersects the ground level outboard of the wheel rim's center plane.
According to current practice, for independent suspension layouts in general, the wheel bearing of choice for driven wheels -whether steered or not- is either the double row angular contact ball bearing, or a double row tapered roller bearing, or a pair of opposed angular contact ball bearings. Within the scope of prevalent wheel hub packaging practices, it is not feasible to achieve negative scrub radius with low kingpin angle, especially not with light trucks featuring short-long-arm "SLA" suspension, as any currently practiced approach to wheel bearing packaging solutions force the outboard CV joint undesirably far inboard of the wheel rim's center plane. With regards to steering geometry, it is a given that the kingpin must simultaneously pass through the centers of both outboard suspension joints and the CV joint. Consequently, according to the current state of the art, if near-zero or negative scrub radius is desired, that can only be achieved at the expense of some desirable kingpin axis inclination, and vice versa. The subject of kingpin inclination put aside, state of the art solutions to near-zero or negative scrub radius lead to other fundamentally negative side effects.
To name but two, these are a definite lack of wheel bearing robustness for a given hub package size, and a lack of provision for periodic wheel bearing preload adjustment in the course of routine maintenance.
It follows then that there is a need for a relatively short hub supported by robust wheel bearings, which two characteristics of course are mutually exclusive with state-of-the-art solutions, so long as the CV joint at the wheel end of the drive shaft is not being integrated to the wheel bearing.
SUN~ARY OF THE INVENTION
I have found that these disadvantages maybe overcome by combining the wheel bearings and an axially adjustable driven wheel hub with the CV joint. In the present invention the CV joint at the wheel end of the axle-driving shaft is configured to be fully integrated to the inboard wheel bearing and to fully facilitate periodic wheel bearing preload adjustments.
For a given load bearing capacity, integrating the CV joint to the wheel bearing yields a much more compact overall package, and presents several advantages, which are disclosed hereafter.
In the present invention, low kingpin inclination and negative scrub radius are simultaneously achievable, arising out of the more compact package wherein the CV
joint is located closer to the wheel centerline by virtue of said CV joint being combined with the wheel bearing. A
side benefit of this is added space for a longer length axle-driving half-shaft. A further advantage is the increased axial distance separating the inboard and outboard rolling element wheel bearings as compared to the state of the art arrangements, thus providing greater hub bending resistance encountered in hard cornering, and simultaneously yielding increased bearing life owing to reduced bearing stresses arising from the improved mechanical advantages. In short, the inboard wheel bearing's raceway on the CV joint's outer race can generally or very nearly coincide with the radial plane passing through the CV joint's flexural center, thus providing full support for the CV joint itself. The net result is reduced bending moments in the CV joint's integral co-axially outwardly extending stub shaft, which which bending moments arise from the application of driving torque in the presence of joint angularity. A
further advantage is that using two separate wheel bearing units instead of a single one, an increased number of rolling elements can be installed for a still _7_ further increase in load capacity. Yet another advantage is that the wheel bearings can be larger and/or of the tapered roller type, thus affording still higher load capacities. Additionally, a not inconsiderable benefit of this invention is that the wheel bearing preload is infinitely adjustable as a matter of routine maintenance.
According to one aspect of the invention, there is provided an interconnecting arrangement and bearing support for a vehicle drive axle hub in a suspension upright, a CV joint having an integral coaxial outwardly extending stub shaft, an axially adjustable flanged driven hub, adjustable first and second wheel bearings with bearing seals and a bearing preload adjusting nut wherein said hub, said CV joint, said adjustable first and second row of wheel bearings and said seals as well as said preload adjusting nut are arranged on mutually coaxial axes, and wherein said CV joint's outer race is being rotatably inserted into said first wheel bearing, said CV joint's said stub shaft is being fitted into said hub in an axially adjustable fashion non-rotatably aligned relative thereto, and said bearing adjusting nut may be engaged to said hub, or to said coaxial outwardly extending stub shaft through mating threads, and further, said shaft engaging a non-rotatable lock washer and a lock nut, said hub being mated to a second adjustable wheel bearing and a second bearing seal, and said hub _g.
flange incorporating provisions for mounting a road wheel thereto, the arrangement comprising a mechanism for rotatably mounting a road wheel into a suspension upright by means of said adjustable wheel bearings.
In one embodiment there is provided an arrangement wherein the CV joint's integral co-axially extending shaft and the flanged hub are non-rotatably attached to one another forming a single rotating interconnecting arrangement, a suspension upright having a main bore for coaxially ensconcing said interconnecting arrangement therein, and coaxial counterbores at opposite ends of said main bore for the pair of adjustable bearings, and a pair of adjustable wheel bearings fully locating and supporting said rotating interconnecting arrangement in said upright.
The pair of adjustable wheel bearings may be full or partial bearings, which in turn may comprise two entirely separate rolling element angular contact bearings, or alternatively, a common outer race having an outboard and an inboard row of rolling elements with or without cage, and with or without distinct inner races, or with or without distinct outer races.
In a preferred embodiment there is provided an arrangement wherein there is a CV joint having an integral splined shaft and a cone shaped coaxial outer raceway forming the inner race for the first adjustable wheel bearing of the partial type having only an outer race and rolling elements within a bearing cage, said rolling elements mating to the CV joint's outer race, a co-axially mounted axially adjustable hub having internal splines and a raised coaxial journal seat and on its face away from the CV joint having a counterbore with a stepped down threaded bore therein, said journal seat on said hub supporting said second wheel bearing, and said counterbore and threaded bore respectively may be mating with and engaging a co-axially located bearing preload adjusting nut therein, a lock washer and a hub mounting lock nut mating to a stepped-down threaded exterior extension on said CV joint's said shaft, and an upright wherein the adjustable wheel bearings' outer races are firmly seated.
The hub may be configured in an alternate fashion, wherein the bearing preload adjusting nut and lock washer are being located on a raised concentric threaded shoulder outboard of the raised coaxial journal seat provided for supporting said second adjustable wheel bearing. The configurations just described have an advantage in that the hub mounting nut may be fully tightened and thus may hold the hub against the CV
joint's outer race with a force which is independent of bearing preload.
- - 1~ -Yet another hub configuration may be devised, wherein the bearing preload adjustment is achieved in much the same manner as is the case with a conventional non-driven wheel. In that case, the bearing preload adjusting nut is omitted, and thus any adjustment is brought about by the tightening of the hub mounting adjusting nut to a desired preload, and having said hub adjusting nut held in the desired position by a suitable means of locking.
Preferably, the CV joint's outer race is configured to take the role of the inner race for the first adjustable wheel bearing of the partial type.
Further, the concentric stub shaft extending outwardly from the CV joint's outer race may be a mechanically integrated discrete independent entity, so as to permit cost efficient use of mutually exclusive alloys for said shaft and said outer race.
While the CV joint assembly may be arranged in any number of ways, the inner wheel bearing in all cases is integrated directly to the CV joint's outer race.
BRIEF DESCRIPTION OF THE DRAWINGS
Having thus generally described the invention, reference will be made to the accompanying drawings illustrating embodiments thereof, in which:
Figure 1 is a cutaway view of one embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism.
Figure 2 is a cutaway view of a first alternate embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism;
Figure 3 is a cutaway view of a second alternate embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism;
Figure 4 is a cutaway view showing the relationship of the wheel bearings to an interconnecting arrangement comprised of a CV joint outer race and an axially adjustable hub, of a vehicle axle drive mechanism;
Figure 5 is a cutaway detailed view showing the wheel bearing preload adjusting arrangement in the first alternate embodiment;
Figure 6 is a cutaway detailed view showing the wheel bearing preload adjusting arrangement in the second alternate embodiment.
DESCRIPTION OF THE PREFERRED EN.BODIMENTS
Referring to the drawings in greater detail and by reference characters thereto, in Figure 1 there is illustrated in sectional view a wheel hub and axle drive mechanism which includes a CV joint outer race 10, a first adjustable rolling element wheel bearing generally designated by reference numeral 20, a first bearing seal 3, a wheel hub 30, a hub mounting nut 4, a second adjustable rolling element wheel bearing 40, a second bearing seal 5, a brake disc 70, and finally wheel mounting threaded lugs 6 and suspension upright generally designated by reference numeral 80.
The CV joint outer race 10 is configured to include a conical raceway 11 for mating with rolling elements 22 of adjustable partial wheel bearing 20, a machined journal 12 for bearing seal 3, an integral coaxial outwardly extending shaft 13 with external splines 14 to mate with internal splines 31 of hub 30, a raised coaxial journal seat 17 for supporting journal surface 32 of hub 30, and stepped down coaxial journal seat 18 for supporting internal coaxial bore 33, and a further stepped down extension 15 is having an axially oriented keyway thereon to mate with keyed lock washer 60, and said extension is threaded to engage matching threads of hub mounting nut 4.
First adjustable partial rolling element wheel bearing 20 includes outer race 21 to be seated firmly in counterbore 81 and be tightly butted against internal shoulder 86 of upright 80, rolling elements 22 to mate with the CV joint conical raceway 11, and cage; cage is not shown.
Second adjustable rolling element wheel bearing 40 of the complete type is provided with inner race 41 for fitting firmly onto hub journal seat 3? tightly up against hub shoulder 39, and outer race 42 seated firmly into counterbore 84 and tightly up against upright internal shoulder 87 of upright 80, and rolling elements 43 and cagey cage is not shown.
First and second bearing seals 3 and 5 are positioned in counterbores 83 and 85 respectively in suspension upright 80 prior to insertion of outer race of said CV joint 10 into said first bearing 20 in said upright, and prior to sliding hub 30 onto coaxial outwardly extending shaft 13 of said CV joint outer race.
Hub 30 includes internal splines 31 in its bore to mate with matching external splines J_4 of the coaxially extending shaft 13, said hub having coaxial journal seats 32 and 33 for mating with corresponding journal surfaces 17 and 18 respectively of shaft 13, a first raised journal seat 37 for radially supporting inner race 41 of the second adjustable wheel bearing 40, a shoulder 39 for butting against vertical face 42 of said inner race, a second raised coaxial journal seat 36 for coming into contact with second bearing seal 5, and finally a hub flange 38 is provided with bolt holes 39 for securing the _ Iø _ threaded wheel mounting lugs 6 therein. Hub 30 is held securely in position on the CV joint's coaxially extending shaft 13 by hub mounting nut 4 and by keyed lock washer 60, said nut being threaded onto coaxial stepped down extension 15 of said CV joint's said outer race.
Keyed lock washer 60 is positioned between said hub 30 and said bearing adjusting nut 4, and said adjusting nut is prevented from post adjustment rotation by having any suitable bend tab 61 of lock washer 60 bent onto any suitable feature of said preload adjusting nut.
Referring to the drawing of the first alternate configuration and by reference numerals in the 200's thereto, in Figure 2 there is illustrated in sectional view a wheel hub and axle drive mechanism which includes a CV joint outer race 210, a first adjustable rolling element wheel bearing generally designated by reference numeral 220, a first bearing seal 203, a wheel hub 230, a hub mounting lock nut 204, a second adjustable rolling element wheel bearing 240, a bearing preload adjusting nut 250, a keyed lock washer 260, a second bearing seal 205, a brake disc 270, and finally wheel mounting threaded lugs 206 and suspension upright generally designated by reference numeral 280.
The CV joint outer race 210 is configured to include a conical raceway 211 for mating with rolling elements -1Jr-222 of adjustable partial wheel bearing 220, a machined journal 212 for bearing seal 203, an integral coaxial outwardly extending shaft 213 with external splines 214 to mate with internal splines 231 of hub 230, a raised coaxial journal seat 217 for supporting journal surface 232 of hub 230, a stepped down coaxial journal seat 218 for rotatably supporting internal coaxial bore 252 of adjusting nut 250, a further stepped down coaxial journal seat 216 for rotatably supporting internal coaxial bore 254 of adjusting nut 250, and a still further stepped down extension 215 is having an axially oriented keyway thereon to mate with lock washer 260 and threaded to engage matching threads of hub nut 204.
First adjustable partial rolling element wheel bearing 220 includes outer race 221 to be seated firmly in counterbore 281 and be tightly butted against internal shoulder 286 of upright 280, rolling elements 222 to mate with the CV joint conical raceway 211, and cage; cage not shown.
Second adjustable rolling element wheel bearing 240 of the complete type is provided with inner race 241 for fitting firmly onto hub journal seat 237 tightly up against hub shoulder 239, and outer race 242 seated firmly into counterbore 284 and tightly up against shoulder 287 of upright 280, and rolling elements 243 and cage; Cage not shown.
First and second bearing seals 203 and 205 are positioned in counterbores 283 and 285 respectively in suspension upright 280 prior to insertion of outer race of said CV joint 210 into said first bearing 220 in said upright, and prior to sliding hub 230 onto coaxial outwardly extending shaft 213 of said CV joint outer race.
Hub 230 includes internal splines 231 in its bore to mate with matching external splines 214 on the coaxial outwardly extending shaft 213, said hub having coaxial journal seats 232 and 233 for mating with corresponding journal surface 217 of shaft 213, and with journal surface 252 of adjusting nut 250 respectively, a first raised journal seat 237 for radially supporting inner race 241 of the second adjustable wheel bearing 240, a shoulder 239 for butting against face 244 of said inner race, a coaxially threaded bore 235 mating with threaded shank 253 of adjusting nut 250, and a second raised coaxial journal seat 236 for coming into contact with second bearing seal 205, and finally a hub flange 238 is provided with bolt holes 238a for securing the threaded wheel mounting lugs 206 therein. Hub 230 is held securely in position on the CV joint's coaxial outwardly extending shaft 213 by said wheel bearing adjusting nut 250, keyed lock washer 260 and said hub lock nut 204 being threaded onto coaxial stepped down extension 215 of said CV
joint's said outer race.
Threaded shank 253 of said wheel bearing preload adjusting nut 250 is engaged into the threaded bore 235 of hub 230, such that raised journal surface 218 is fully supporting said hub's counterbore 252 and is environmentally sealed by 0-ring 290, and counterbore 254 is fully supported on journal 216 of said coaxial outwardly extending integral shaft.
Keyed lock washer 260 is positioned between said wheel bearing preload adjusting nut 250 and hub mounting lock nut 204, and said adjusting nut is prevented from post adjustment rotation by having any suitable bend tab 261 of keyed lock washer 260 bent onto any suitable flat of said hub mounting nut. Dust cap is not shown.
A further embodiment is illustrated in Figure 3;
similar reference numerals in the 300's are used for similar components.
Referring to the drawing of the second alternate configuration and by reference numerals in the 300's thereto, in Figure 3 there is illustrated in sectional view a wheel hub and axle drive arrangement which includes a CV joint outer race 310, a first adjustable rolling element wheel bearing generally designated by reference numeral 320, a first bearing seal 303, a wheel hub 330, a hub mounting lock nut 304, a second adjustable rolling element wheel bearing 340, a bearing preload adjusting nut 350, a first keyed loch washer 360, a grease retainer 307, a second keyed lock washer 308 with bend tabs 309, a second bearing seal 370, wheel mounting threaded lugs 306, a brake disc 305, and finally a suspension upright generally designated by reference numeral 380.
CV joint outer race 310 is configured to include a conical raceway 311 for mating with rolling elements 322 of adjustable partial wheel bearing 320, a machined journal 312 for making contact with bearing seal 303, an integral coaxial outwardly extending shaft 313 with external splines 314 to receive hub 330, and a further stepped down extension 315 keyed to receive first lock washer 360 and threaded to mate with hub mounting lock nut 304.
First adjustable partial rolling element wheel bearing 320 includes outer race 321 to be seated firmly in counterbore 381 of suspension upright 380, rolling elements 322 to mate with CV joint conical raceway 311, and cage; cage is not shown.
Hub 330 includes internal splines 331 in its bore to mate to matching external splines 314: of CV joint's coaxial outwardly extending shaft 313, a coaxial journal seat 332 which is suitable for radially supporting inner race 341 of second adjustable rolling element wheel bearing 340, a coaxial threaded raised shoulder 333 for engaging wheel bearing preload adjusting nut 350 is provided with any number of keyways for mating to second keyed lock washer 308, and with keyed grease retainer 307, and finally hub flange 335 is provided for securing the threaded lugs 306 into. Hub 330 is held in a desired preloaded condition on said GV joint"s coaxial outwardly extending shaft 313 by hub mounting lock nut 304 engaged to coaxial threaded extension 315 of said CV joint.
Second adjustable rolling element wheel bearing 340 of the complete type is provided with an inner race 341 for fitting onto hub journal seat 332, an outer race 342 seated firmly into counter bore 385 of upright 380, and finally rolling elements 343 and cage; cage is not shown.
Wheel bearing preload adjusting nut 350 is turned onto threaded shoulder 333 of hub 330, positioning second keyed lock washer 308 and grease retainer 307 between itself and inner race 341 of said second adjustable wheel bearing 340. Bearing preload adjusting nut 350 is prevented from post adjustment rotation by having any suitable bend tab 309 of lock washer 308 bent into any suitable notch 351 of said adjusting nut 350.
First bearing seal 303 is positioned in counterbore 383 in suspension upright 380 prior to insertion of outer race of said CV joint 310 into said first bearing 320 into said upright, and prior to sliding hub 330 onto coaxial outwardly extending shaft 313 of said CV joint outer race.
Grease retainer 307 is positioned between lock washer 308 and inner race 341 of adjustable wheel bearing 340, while the second bearing seal 370 is of a three-element design, such that the two halves of the split element 371 are positioned on the front rim 386 of suspension upright 380 prior to positioning hub 330 onto coaxial outwardly extending shaft 313 of said CV joint, and retaining clamp 373 of bearing seal 370 is fitted around said split element 371 after torguing down wheel bearing preload adjusting nut 350, and folding a suitable bend tab 309 of second lock washer 308 into any one of a series of radially oriented notches 351 of said adjusting nut.
Referring to the drawing of the preferred layout as shown in Fig. l, the associated drawing shown in Fig. 4 shows the main elements of the preferred arrangement in an exploded sectional view, illustrating CV joint outer race 10, inner wheel bearing 20, hub 30 and outer wheel bearing 40. The concept shown in this view is essentially the same as that of the first and second alternate embodiments, the only exception being in the details of the wheel bearing preload adjusting and hub retaining arrangements. Said differences are detailed in Figures 5 and 6 of the drawings.
The drawing in Fig. 5 is a detailed sectional view, showing the components for adjusting the wheel bearing preload in the first alternate embodiment, wherein bearing preload adjusting nut 250 is engaged to threaded bore 235 of hub 230 by means of threaded shank 253, and having raised journal 252 mated in full contact with said hub's counterbore 233, and wherein said adjusting nut is bottomed out tightly against shoulder 219 of outwardly extending shaft 213 of CV joint 210. Hub 230 is held securely in position on the CV joint's coaxial outwardly extending shaft 213 by said wheel bearing adjusting nut 250, lock washer 260 and said hub lock nut 204 being threaded onto coaxial stepped down extension 215 of said CV joint's said outer race.
The drawing in Fig. 6 is a detailed sectional view, showing the components for adjusting the wheel bearing preload in the second alternate embodiment, wherein adjusting nut 350 is threaded onto shoulder 333, and second lock washer 308 and grease retainer 307 are placed between said adjusting nut and inner race 341 of adjustable bearing 340. In this design, hub 330 is being held tightly onto the outwardly extending shaft 313 of CV
joint 310, by first lock washer 360 and hub lock nut 304.
It will be understood that the above described embodiments are for purpose of illustration only and that changes and modifications may be made thereto without departing from the spirit and scope of the invention.
TO WHEEL BEARING AND TO AXIALLY ADJUSTABLE HUB
FIELD OF THE INVENTION
The present invention relates to the constant velocity joint at the wheel end of an axle driving shaft for wheeled vehicles and more particularly, discloses a constant velocity joint's outer race being fully integrated to a wheel bearing in conjunction with the method devised to retain the hub in the upright and further, discloses more than one method devised for wheel bearing preload adjustment.
BACKGROUND OF THE INVENTION
It is known in the art that the typical method of packaging the hub in the front upright with the constant velocity pCV" joint in the case of independently suspended wheels presents a compromised steering geometry in front-wheel-drive "FWD" and all-wheel-drive vehicles, which is especially pronounced in the case of light trucks and Sport Utility Vehicles. Three key parameters are essential to achieving an ideal FWD steering geometry, the first being low kingpin inclination angle for minimizing camber loss as steer lock is added, the second being negative scrub radius in order to minimize drive torque and brake reaction induced steering force variations, and the third parameter being short hub length owing to the fact that the wheel center, the dished disc, may not protrude outboard of the tire side wall, so as to prevent any damage to the hub which could otherwise be incurred in the course of normal use. To wit, a negative scrub radius exists when the kingpin intersects the ground level outboard of the wheel rim's center plane.
According to current practice, for independent suspension layouts in general, the wheel bearing of choice for driven wheels -whether steered or not- is either the double row angular contact ball bearing, or a double row tapered roller bearing, or a pair of opposed angular contact ball bearings. Within the scope of prevalent wheel hub packaging practices, it is not feasible to achieve negative scrub radius with low kingpin angle, especially not with light trucks featuring short-long-arm "SLA" suspension, as any currently practiced approach to wheel bearing packaging solutions force the outboard CV joint undesirably far inboard of the wheel rim's center plane. With regards to steering geometry, it is a given that the kingpin must simultaneously pass through the centers of both outboard suspension joints and the CV joint. Consequently, according to the current state of the art, if near-zero or negative scrub radius is desired, that can only be achieved at the expense of some desirable kingpin axis inclination, and vice versa. The subject of kingpin inclination put aside, state of the art solutions to near-zero or negative scrub radius lead to other fundamentally negative side effects.
To name but two, these are a definite lack of wheel bearing robustness for a given hub package size, and a lack of provision for periodic wheel bearing preload adjustment in the course of routine maintenance.
It follows then that there is a need for a relatively short hub supported by robust wheel bearings, which two characteristics of course are mutually exclusive with state-of-the-art solutions, so long as the CV joint at the wheel end of the drive shaft is not being integrated to the wheel bearing.
SUN~ARY OF THE INVENTION
I have found that these disadvantages maybe overcome by combining the wheel bearings and an axially adjustable driven wheel hub with the CV joint. In the present invention the CV joint at the wheel end of the axle-driving shaft is configured to be fully integrated to the inboard wheel bearing and to fully facilitate periodic wheel bearing preload adjustments.
For a given load bearing capacity, integrating the CV joint to the wheel bearing yields a much more compact overall package, and presents several advantages, which are disclosed hereafter.
In the present invention, low kingpin inclination and negative scrub radius are simultaneously achievable, arising out of the more compact package wherein the CV
joint is located closer to the wheel centerline by virtue of said CV joint being combined with the wheel bearing. A
side benefit of this is added space for a longer length axle-driving half-shaft. A further advantage is the increased axial distance separating the inboard and outboard rolling element wheel bearings as compared to the state of the art arrangements, thus providing greater hub bending resistance encountered in hard cornering, and simultaneously yielding increased bearing life owing to reduced bearing stresses arising from the improved mechanical advantages. In short, the inboard wheel bearing's raceway on the CV joint's outer race can generally or very nearly coincide with the radial plane passing through the CV joint's flexural center, thus providing full support for the CV joint itself. The net result is reduced bending moments in the CV joint's integral co-axially outwardly extending stub shaft, which which bending moments arise from the application of driving torque in the presence of joint angularity. A
further advantage is that using two separate wheel bearing units instead of a single one, an increased number of rolling elements can be installed for a still _7_ further increase in load capacity. Yet another advantage is that the wheel bearings can be larger and/or of the tapered roller type, thus affording still higher load capacities. Additionally, a not inconsiderable benefit of this invention is that the wheel bearing preload is infinitely adjustable as a matter of routine maintenance.
According to one aspect of the invention, there is provided an interconnecting arrangement and bearing support for a vehicle drive axle hub in a suspension upright, a CV joint having an integral coaxial outwardly extending stub shaft, an axially adjustable flanged driven hub, adjustable first and second wheel bearings with bearing seals and a bearing preload adjusting nut wherein said hub, said CV joint, said adjustable first and second row of wheel bearings and said seals as well as said preload adjusting nut are arranged on mutually coaxial axes, and wherein said CV joint's outer race is being rotatably inserted into said first wheel bearing, said CV joint's said stub shaft is being fitted into said hub in an axially adjustable fashion non-rotatably aligned relative thereto, and said bearing adjusting nut may be engaged to said hub, or to said coaxial outwardly extending stub shaft through mating threads, and further, said shaft engaging a non-rotatable lock washer and a lock nut, said hub being mated to a second adjustable wheel bearing and a second bearing seal, and said hub _g.
flange incorporating provisions for mounting a road wheel thereto, the arrangement comprising a mechanism for rotatably mounting a road wheel into a suspension upright by means of said adjustable wheel bearings.
In one embodiment there is provided an arrangement wherein the CV joint's integral co-axially extending shaft and the flanged hub are non-rotatably attached to one another forming a single rotating interconnecting arrangement, a suspension upright having a main bore for coaxially ensconcing said interconnecting arrangement therein, and coaxial counterbores at opposite ends of said main bore for the pair of adjustable bearings, and a pair of adjustable wheel bearings fully locating and supporting said rotating interconnecting arrangement in said upright.
The pair of adjustable wheel bearings may be full or partial bearings, which in turn may comprise two entirely separate rolling element angular contact bearings, or alternatively, a common outer race having an outboard and an inboard row of rolling elements with or without cage, and with or without distinct inner races, or with or without distinct outer races.
In a preferred embodiment there is provided an arrangement wherein there is a CV joint having an integral splined shaft and a cone shaped coaxial outer raceway forming the inner race for the first adjustable wheel bearing of the partial type having only an outer race and rolling elements within a bearing cage, said rolling elements mating to the CV joint's outer race, a co-axially mounted axially adjustable hub having internal splines and a raised coaxial journal seat and on its face away from the CV joint having a counterbore with a stepped down threaded bore therein, said journal seat on said hub supporting said second wheel bearing, and said counterbore and threaded bore respectively may be mating with and engaging a co-axially located bearing preload adjusting nut therein, a lock washer and a hub mounting lock nut mating to a stepped-down threaded exterior extension on said CV joint's said shaft, and an upright wherein the adjustable wheel bearings' outer races are firmly seated.
The hub may be configured in an alternate fashion, wherein the bearing preload adjusting nut and lock washer are being located on a raised concentric threaded shoulder outboard of the raised coaxial journal seat provided for supporting said second adjustable wheel bearing. The configurations just described have an advantage in that the hub mounting nut may be fully tightened and thus may hold the hub against the CV
joint's outer race with a force which is independent of bearing preload.
- - 1~ -Yet another hub configuration may be devised, wherein the bearing preload adjustment is achieved in much the same manner as is the case with a conventional non-driven wheel. In that case, the bearing preload adjusting nut is omitted, and thus any adjustment is brought about by the tightening of the hub mounting adjusting nut to a desired preload, and having said hub adjusting nut held in the desired position by a suitable means of locking.
Preferably, the CV joint's outer race is configured to take the role of the inner race for the first adjustable wheel bearing of the partial type.
Further, the concentric stub shaft extending outwardly from the CV joint's outer race may be a mechanically integrated discrete independent entity, so as to permit cost efficient use of mutually exclusive alloys for said shaft and said outer race.
While the CV joint assembly may be arranged in any number of ways, the inner wheel bearing in all cases is integrated directly to the CV joint's outer race.
BRIEF DESCRIPTION OF THE DRAWINGS
Having thus generally described the invention, reference will be made to the accompanying drawings illustrating embodiments thereof, in which:
Figure 1 is a cutaway view of one embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism.
Figure 2 is a cutaway view of a first alternate embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism;
Figure 3 is a cutaway view of a second alternate embodiment of an interconnecting arrangement for a vehicle axle drive shaft support and axle drive mechanism;
Figure 4 is a cutaway view showing the relationship of the wheel bearings to an interconnecting arrangement comprised of a CV joint outer race and an axially adjustable hub, of a vehicle axle drive mechanism;
Figure 5 is a cutaway detailed view showing the wheel bearing preload adjusting arrangement in the first alternate embodiment;
Figure 6 is a cutaway detailed view showing the wheel bearing preload adjusting arrangement in the second alternate embodiment.
DESCRIPTION OF THE PREFERRED EN.BODIMENTS
Referring to the drawings in greater detail and by reference characters thereto, in Figure 1 there is illustrated in sectional view a wheel hub and axle drive mechanism which includes a CV joint outer race 10, a first adjustable rolling element wheel bearing generally designated by reference numeral 20, a first bearing seal 3, a wheel hub 30, a hub mounting nut 4, a second adjustable rolling element wheel bearing 40, a second bearing seal 5, a brake disc 70, and finally wheel mounting threaded lugs 6 and suspension upright generally designated by reference numeral 80.
The CV joint outer race 10 is configured to include a conical raceway 11 for mating with rolling elements 22 of adjustable partial wheel bearing 20, a machined journal 12 for bearing seal 3, an integral coaxial outwardly extending shaft 13 with external splines 14 to mate with internal splines 31 of hub 30, a raised coaxial journal seat 17 for supporting journal surface 32 of hub 30, and stepped down coaxial journal seat 18 for supporting internal coaxial bore 33, and a further stepped down extension 15 is having an axially oriented keyway thereon to mate with keyed lock washer 60, and said extension is threaded to engage matching threads of hub mounting nut 4.
First adjustable partial rolling element wheel bearing 20 includes outer race 21 to be seated firmly in counterbore 81 and be tightly butted against internal shoulder 86 of upright 80, rolling elements 22 to mate with the CV joint conical raceway 11, and cage; cage is not shown.
Second adjustable rolling element wheel bearing 40 of the complete type is provided with inner race 41 for fitting firmly onto hub journal seat 3? tightly up against hub shoulder 39, and outer race 42 seated firmly into counterbore 84 and tightly up against upright internal shoulder 87 of upright 80, and rolling elements 43 and cagey cage is not shown.
First and second bearing seals 3 and 5 are positioned in counterbores 83 and 85 respectively in suspension upright 80 prior to insertion of outer race of said CV joint 10 into said first bearing 20 in said upright, and prior to sliding hub 30 onto coaxial outwardly extending shaft 13 of said CV joint outer race.
Hub 30 includes internal splines 31 in its bore to mate with matching external splines J_4 of the coaxially extending shaft 13, said hub having coaxial journal seats 32 and 33 for mating with corresponding journal surfaces 17 and 18 respectively of shaft 13, a first raised journal seat 37 for radially supporting inner race 41 of the second adjustable wheel bearing 40, a shoulder 39 for butting against vertical face 42 of said inner race, a second raised coaxial journal seat 36 for coming into contact with second bearing seal 5, and finally a hub flange 38 is provided with bolt holes 39 for securing the _ Iø _ threaded wheel mounting lugs 6 therein. Hub 30 is held securely in position on the CV joint's coaxially extending shaft 13 by hub mounting nut 4 and by keyed lock washer 60, said nut being threaded onto coaxial stepped down extension 15 of said CV joint's said outer race.
Keyed lock washer 60 is positioned between said hub 30 and said bearing adjusting nut 4, and said adjusting nut is prevented from post adjustment rotation by having any suitable bend tab 61 of lock washer 60 bent onto any suitable feature of said preload adjusting nut.
Referring to the drawing of the first alternate configuration and by reference numerals in the 200's thereto, in Figure 2 there is illustrated in sectional view a wheel hub and axle drive mechanism which includes a CV joint outer race 210, a first adjustable rolling element wheel bearing generally designated by reference numeral 220, a first bearing seal 203, a wheel hub 230, a hub mounting lock nut 204, a second adjustable rolling element wheel bearing 240, a bearing preload adjusting nut 250, a keyed lock washer 260, a second bearing seal 205, a brake disc 270, and finally wheel mounting threaded lugs 206 and suspension upright generally designated by reference numeral 280.
The CV joint outer race 210 is configured to include a conical raceway 211 for mating with rolling elements -1Jr-222 of adjustable partial wheel bearing 220, a machined journal 212 for bearing seal 203, an integral coaxial outwardly extending shaft 213 with external splines 214 to mate with internal splines 231 of hub 230, a raised coaxial journal seat 217 for supporting journal surface 232 of hub 230, a stepped down coaxial journal seat 218 for rotatably supporting internal coaxial bore 252 of adjusting nut 250, a further stepped down coaxial journal seat 216 for rotatably supporting internal coaxial bore 254 of adjusting nut 250, and a still further stepped down extension 215 is having an axially oriented keyway thereon to mate with lock washer 260 and threaded to engage matching threads of hub nut 204.
First adjustable partial rolling element wheel bearing 220 includes outer race 221 to be seated firmly in counterbore 281 and be tightly butted against internal shoulder 286 of upright 280, rolling elements 222 to mate with the CV joint conical raceway 211, and cage; cage not shown.
Second adjustable rolling element wheel bearing 240 of the complete type is provided with inner race 241 for fitting firmly onto hub journal seat 237 tightly up against hub shoulder 239, and outer race 242 seated firmly into counterbore 284 and tightly up against shoulder 287 of upright 280, and rolling elements 243 and cage; Cage not shown.
First and second bearing seals 203 and 205 are positioned in counterbores 283 and 285 respectively in suspension upright 280 prior to insertion of outer race of said CV joint 210 into said first bearing 220 in said upright, and prior to sliding hub 230 onto coaxial outwardly extending shaft 213 of said CV joint outer race.
Hub 230 includes internal splines 231 in its bore to mate with matching external splines 214 on the coaxial outwardly extending shaft 213, said hub having coaxial journal seats 232 and 233 for mating with corresponding journal surface 217 of shaft 213, and with journal surface 252 of adjusting nut 250 respectively, a first raised journal seat 237 for radially supporting inner race 241 of the second adjustable wheel bearing 240, a shoulder 239 for butting against face 244 of said inner race, a coaxially threaded bore 235 mating with threaded shank 253 of adjusting nut 250, and a second raised coaxial journal seat 236 for coming into contact with second bearing seal 205, and finally a hub flange 238 is provided with bolt holes 238a for securing the threaded wheel mounting lugs 206 therein. Hub 230 is held securely in position on the CV joint's coaxial outwardly extending shaft 213 by said wheel bearing adjusting nut 250, keyed lock washer 260 and said hub lock nut 204 being threaded onto coaxial stepped down extension 215 of said CV
joint's said outer race.
Threaded shank 253 of said wheel bearing preload adjusting nut 250 is engaged into the threaded bore 235 of hub 230, such that raised journal surface 218 is fully supporting said hub's counterbore 252 and is environmentally sealed by 0-ring 290, and counterbore 254 is fully supported on journal 216 of said coaxial outwardly extending integral shaft.
Keyed lock washer 260 is positioned between said wheel bearing preload adjusting nut 250 and hub mounting lock nut 204, and said adjusting nut is prevented from post adjustment rotation by having any suitable bend tab 261 of keyed lock washer 260 bent onto any suitable flat of said hub mounting nut. Dust cap is not shown.
A further embodiment is illustrated in Figure 3;
similar reference numerals in the 300's are used for similar components.
Referring to the drawing of the second alternate configuration and by reference numerals in the 300's thereto, in Figure 3 there is illustrated in sectional view a wheel hub and axle drive arrangement which includes a CV joint outer race 310, a first adjustable rolling element wheel bearing generally designated by reference numeral 320, a first bearing seal 303, a wheel hub 330, a hub mounting lock nut 304, a second adjustable rolling element wheel bearing 340, a bearing preload adjusting nut 350, a first keyed loch washer 360, a grease retainer 307, a second keyed lock washer 308 with bend tabs 309, a second bearing seal 370, wheel mounting threaded lugs 306, a brake disc 305, and finally a suspension upright generally designated by reference numeral 380.
CV joint outer race 310 is configured to include a conical raceway 311 for mating with rolling elements 322 of adjustable partial wheel bearing 320, a machined journal 312 for making contact with bearing seal 303, an integral coaxial outwardly extending shaft 313 with external splines 314 to receive hub 330, and a further stepped down extension 315 keyed to receive first lock washer 360 and threaded to mate with hub mounting lock nut 304.
First adjustable partial rolling element wheel bearing 320 includes outer race 321 to be seated firmly in counterbore 381 of suspension upright 380, rolling elements 322 to mate with CV joint conical raceway 311, and cage; cage is not shown.
Hub 330 includes internal splines 331 in its bore to mate to matching external splines 314: of CV joint's coaxial outwardly extending shaft 313, a coaxial journal seat 332 which is suitable for radially supporting inner race 341 of second adjustable rolling element wheel bearing 340, a coaxial threaded raised shoulder 333 for engaging wheel bearing preload adjusting nut 350 is provided with any number of keyways for mating to second keyed lock washer 308, and with keyed grease retainer 307, and finally hub flange 335 is provided for securing the threaded lugs 306 into. Hub 330 is held in a desired preloaded condition on said GV joint"s coaxial outwardly extending shaft 313 by hub mounting lock nut 304 engaged to coaxial threaded extension 315 of said CV joint.
Second adjustable rolling element wheel bearing 340 of the complete type is provided with an inner race 341 for fitting onto hub journal seat 332, an outer race 342 seated firmly into counter bore 385 of upright 380, and finally rolling elements 343 and cage; cage is not shown.
Wheel bearing preload adjusting nut 350 is turned onto threaded shoulder 333 of hub 330, positioning second keyed lock washer 308 and grease retainer 307 between itself and inner race 341 of said second adjustable wheel bearing 340. Bearing preload adjusting nut 350 is prevented from post adjustment rotation by having any suitable bend tab 309 of lock washer 308 bent into any suitable notch 351 of said adjusting nut 350.
First bearing seal 303 is positioned in counterbore 383 in suspension upright 380 prior to insertion of outer race of said CV joint 310 into said first bearing 320 into said upright, and prior to sliding hub 330 onto coaxial outwardly extending shaft 313 of said CV joint outer race.
Grease retainer 307 is positioned between lock washer 308 and inner race 341 of adjustable wheel bearing 340, while the second bearing seal 370 is of a three-element design, such that the two halves of the split element 371 are positioned on the front rim 386 of suspension upright 380 prior to positioning hub 330 onto coaxial outwardly extending shaft 313 of said CV joint, and retaining clamp 373 of bearing seal 370 is fitted around said split element 371 after torguing down wheel bearing preload adjusting nut 350, and folding a suitable bend tab 309 of second lock washer 308 into any one of a series of radially oriented notches 351 of said adjusting nut.
Referring to the drawing of the preferred layout as shown in Fig. l, the associated drawing shown in Fig. 4 shows the main elements of the preferred arrangement in an exploded sectional view, illustrating CV joint outer race 10, inner wheel bearing 20, hub 30 and outer wheel bearing 40. The concept shown in this view is essentially the same as that of the first and second alternate embodiments, the only exception being in the details of the wheel bearing preload adjusting and hub retaining arrangements. Said differences are detailed in Figures 5 and 6 of the drawings.
The drawing in Fig. 5 is a detailed sectional view, showing the components for adjusting the wheel bearing preload in the first alternate embodiment, wherein bearing preload adjusting nut 250 is engaged to threaded bore 235 of hub 230 by means of threaded shank 253, and having raised journal 252 mated in full contact with said hub's counterbore 233, and wherein said adjusting nut is bottomed out tightly against shoulder 219 of outwardly extending shaft 213 of CV joint 210. Hub 230 is held securely in position on the CV joint's coaxial outwardly extending shaft 213 by said wheel bearing adjusting nut 250, lock washer 260 and said hub lock nut 204 being threaded onto coaxial stepped down extension 215 of said CV joint's said outer race.
The drawing in Fig. 6 is a detailed sectional view, showing the components for adjusting the wheel bearing preload in the second alternate embodiment, wherein adjusting nut 350 is threaded onto shoulder 333, and second lock washer 308 and grease retainer 307 are placed between said adjusting nut and inner race 341 of adjustable bearing 340. In this design, hub 330 is being held tightly onto the outwardly extending shaft 313 of CV
joint 310, by first lock washer 360 and hub lock nut 304.
It will be understood that the above described embodiments are for purpose of illustration only and that changes and modifications may be made thereto without departing from the spirit and scope of the invention.
Claims (7)
1. The inboard wheel bearing is a partial bearing, being fully integrated to the CV joint's outer race, wherein the CV joint's outer race is the inboard wheel bearing's inner race;
2. An arrangement of Claim 1, wherein the concentric interface may be conical in shape which may have a radially oriented toroidal groove formed thereon for the purpose of making direct contact with rolling elements of said wheel bearing.
3. An arrangement of Claim 1, wherein the CV joint outer race has a laterally disposed outwardly projecting concentric stub shaft provided with suitable splines for the purpose of being fully engaged in the radial direction to an axially free hub mounted thereto, said stub shaft terminating in a threaded further extension.
4. An arrangement of Claim 1, wherein a hub with a flange for mounting a wheel bearing thereto, has suitable internal splines for the purpose of being fully engaged to external splines of said stub shaft of said CV joint.
5. An arrangement of Claim 1, wherein a hub for mounting a wheel bearing thereto has a suitable cylindrical seat for the purpose of supporting said wheel bearing's inner race.
6. An arrangement of Claim 1, wherein a hub for mounting a wheel bearing thereto has a concentric interface which may be conical in shape which may have a radially oriented toroidal groove formed thereon for the purpose of making direct contact with rolling elements of wheel bearing mounted thereto.
7. An arrangement of Claim 1, wherein a hub for mounting a wheel bearing thereon may have a threaded means for the purpose of engaging a threaded wheel bearing preload adjusting nut thereto.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002369247A CA2369247A1 (en) | 2002-01-28 | 2002-01-28 | Constant velocity joint integrated to wheel bearing and to axially adjustable hub |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002369247A CA2369247A1 (en) | 2002-01-28 | 2002-01-28 | Constant velocity joint integrated to wheel bearing and to axially adjustable hub |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2369247A1 true CA2369247A1 (en) | 2003-07-28 |
Family
ID=27626505
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002369247A Abandoned CA2369247A1 (en) | 2002-01-28 | 2002-01-28 | Constant velocity joint integrated to wheel bearing and to axially adjustable hub |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2369247A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110319123A (en) * | 2018-03-29 | 2019-10-11 | 通用电气全球采购有限责任公司 | Bearing assembly, method and system |
-
2002
- 2002-01-28 CA CA002369247A patent/CA2369247A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110319123A (en) * | 2018-03-29 | 2019-10-11 | 通用电气全球采购有限责任公司 | Bearing assembly, method and system |
| CN110319123B (en) * | 2018-03-29 | 2022-07-05 | Ip传输控股公司 | Bearing assembly, method and system for detecting anomalies in a bearing assembly |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |