US20030011358A1 - Sensor for monitoring angular velocity - Google Patents
Sensor for monitoring angular velocity Download PDFInfo
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- US20030011358A1 US20030011358A1 US09/902,295 US90229501A US2003011358A1 US 20030011358 A1 US20030011358 A1 US 20030011358A1 US 90229501 A US90229501 A US 90229501A US 2003011358 A1 US2003011358 A1 US 2003011358A1
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- Prior art keywords
- bushing
- hole
- diameter
- housing
- sensor
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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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C41/00—Other accessories, e.g. devices integrated in the bearing not relating to the bearing function as such
- F16C41/007—Encoders, e.g. parts with a plurality of alternating magnetic poles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P1/00—Details of instruments
- G01P1/02—Housings
- G01P1/026—Housings for speed measuring devices, e.g. pulse generator
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/443—Devices characterised by the use of electric or magnetic means for measuring angular speed mounted in bearings
- G01P3/446—Devices characterised by the use of electric or magnetic means for measuring angular speed mounted in bearings mounted between two axially spaced rows of rolling elements
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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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C19/00—Bearings with rolling contact, for exclusively rotary movement
- F16C19/22—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings
- F16C19/34—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load
- F16C19/38—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers
- F16C19/383—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone
- F16C19/385—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings
- F16C19/386—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings in O-arrangement
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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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2326/00—Articles relating to transporting
- F16C2326/01—Parts of vehicles in general
- F16C2326/02—Wheel hubs or castors
Definitions
- This invention relates in general to sensing devices and, more particularly, to a sensor for monitoring angular velocity.
- An antilock braking system or a traction control system for a vehicle thus requires speed sensors to monitor the rotation of some, if not all, of the wheels on the vehicle, and while a variety of locations exist on a vehicle for installation of a speed sensor for a wheel, perhaps the best is in the housing that contains the bearing on which the wheel—or more accurately, the hub for the wheel—rotates. This keeps much of the sensor isolated from contaminants and objects that might otherwise damage it or disrupt its operation.
- the typical sensor of this type fits into a cylindrical hole in the housing and has a stationary probe which is presented toward a target wheel that rotates with the road wheel and contains discontinuities, such as teeth, which the sensor detects as the target wheel revolves.
- a control system monitors the signals from the wheels and initiates braking to achieve the results desired.
- the spacing between a probe and its target wheel has a significant affect on the operation of the sensor, and it should not vary significantly from the optimum. But many sensors of current manufacture that are installed in housing holes leave much to be desired in this regard.
- the diameter of the through hole that receives the typical sensor exceeds the diameter of the sensor by a good measure, an as a consequence the sensor is not confined to a fixed radial position in the hole.
- the sensor is fitted with an elastomeric O-ring, which establishes a seal between the sensor and the wall of the hole and further serves to center the sensor in the hole. But as a centering device the O-ring provides little precision and further will enable the sensor to drift laterally from the position it initially assumes.
- the target wheel revolves opposite a laterally presented face on the probe of the sensor, and the size of the gap between the side face of the probe and the target wheel is critical. It should remain constant and at an optimum setting.
- a sensor for installation in a hole in a housing to monitor the rotation of a target wheel in the housing has a bushing and a probe extended from the bushing into the housing where it has a pickup area.
- An annular elastomeric element encircles the bushing to position the bushing in the hole and a leading surface on the bushing leads up to the elastomeric element to center the bushing in a hole into which it is fitted.
- the invention also resides in the sensor installed in the housing where the pickup area on its probe is presented toward the target wheel.
- the housing may contain a bearing, in which event the target wheel rotates with a hub spindle that extends into the housing.
- FIG. 1 is a longitudinal sectional view of a hub assembly provided with an active sensor constructed in accordance with and embodying the present invention
- FIG. 2 is an exploded view of the hub assembly and sensor, with the former being in section;
- FIG. 3 is an enlarged fragmentary view of the region of the sensor enclosed within the dotted circle 3 of FIG. 2;
- FIG. 4 is a longitudinal sectional view of a hub assembly with a passive sensor constructed in accordance with and embodying the present invention.
- FIG. 5 is an enlarged fragmentary view of the sensor, similar to FIG. 3, but illustrating a modified bushing.
- a hub assembly A (FIG. 1), which mounts a road wheel (not shown) for a vehicle on the suspension system of the vehicle, contains a sensor S which produces an electrical signal that reflects the angular velocity of the wheel.
- the sensor S forms part of an antilock brake system or a traction control system or both, and the signal it produces is analyzed by a controller which controls a braking force or action applied to the wheel.
- the hub assembly A includes a hub 2 , a housing 4 that is generally located around the hub 2 , and a bearing 6 which enables the hub 2 to rotate relative to the housing 4 about an axis X of rotation with relatively little friction.
- the road wheel and a brake rotor (not shown) are attached to the hub 2 , while the housing 4 is secured firmly against a component of the vehicle suspension system, such as a steering knuckle (not shown).
- the hub 2 may be coupled to a CV joint (not shown) that delivers torque to the hub 2 and the wheel.
- the hub 2 has (FIG. 1) flange 10 and a spindle 12 which are joined together as an integral steel forging or casting, with the spindle 12 projecting from one face of the flange 10 . Radially beyond the spindle 12 the flange 10 contains wheel studs 14 which project axially from its other face. Lug nuts (not shown) thread over the wheel studs 14 to fasten the brake rotor and road wheel to the hub 2 .
- the spindle 12 emerges from a shoulder 16 located along the inside face of the flange 10 , and provides a seat for the bearing 6 .
- the spindle 12 has an abutment which retains the bearing 6 on the spindle, and that abutment may be a formed end 18 which is directed outwardly as an integral part of the spindle 12 .
- the abutment at the end of the spindle 12 may also take the form of a nut threaded over the spindle 12 or a snap ring engaged with the spindle 12 .
- the bearing 6 includes (FIG. 1) two inner races in the form of an outboard cone 22 and an inboard cone 24 which fit around the spindle 12 with interference fits and are captured between the shoulder 16 and the formed end 18 .
- Each cone 22 and 24 has a tapered raceway 26 that is presented outwardly away from the axis X and a thrust rib 28 located at the large end of its raceway 26 and providing a back face 30 which is squared off with respect to the axis X.
- the two cones 22 and 24 At their opposite ends beyond the small diameter ends of their raceways 26 , the two cones 22 and 24 have axially directed extensions 32 . Indeed, the two cones 22 and 24 abut at the ends of their extensions 32 .
- the back face 28 of the outboard cone 22 abuts the shoulder 16 on the flange 10
- the back face 28 of the inboard cone 24 abuts the formed end 18 .
- the extension 32 for the outboard cone 22 is longer than the extension 32 for the inboard cone 24 and provides a cylindrical seat 34 which leads out to the end of the extension 32 .
- the bearing 6 includes (FIG. 1) tapered rollers 40 arranged in two rows, there being a separate row around each cone 22 and 24 .
- the rollers 40 extend around the raceways 26 for the cones 22 and 24 , with their tapered side faces being along the raceways 26 and their large end faces against the thrust ribs 28 .
- the rollers 40 of each row are essentially on apex, which means that the envelopes in which their tapered side faces lie have their apices located at a common point along the axis X.
- Each row of rollers 40 has a cage 42 to maintain the proper spacing between the rollers 40 in that row.
- the ring-like housing 4 surrounds the spindle 12 as well as the two cones 22 and 24 and the two rows of rollers 40 (FIG. 1). It forms part of the bearing 6 in that it has tapered raceways 44 which are presented inwardly toward the axis X. In that sense, the housing 4 constitutes the outer race of the bearing 6 .
- the raceways 44 on the housing 4 taper downwardly toward an intervening surface 46 which separates them and encircles the extensions 32 on the two cones 22 and 24 .
- the intervening surface 46 lies oblique to the axis X, it being inclined generally in the same direction as the inboard raceway 44 .
- the rollers 40 likewise lie along the raceways 44 of the housing 4 , contacting the raceways 44 at their tapered side faces. At their large ends, the raceways 44 open into short counterbores 48 in which the thrust ribs 28 of the two cones 22 and 24 are located.
- the housing 4 (FIG. 1) has a generally cylindrical exterior surface 50 and a triangular or rectangular flange 52 which projects radially from the surface 50 and generally surrounds the intervening surface 46 that is within the interior of the housing 4 .
- the housing 4 is secured firmly to the suspension system component with bolts that engage threaded holes 53 in the lobes of the flange 52 or at least pass through the lobes.
- the flange 52 lies quite close to the cylindrical exterior surface 50 and between two of the lobes the flange 52 has a beveled surface 54 (FIG. 2) which lies generally parallel to the intervening surface 46 between the two raceways 44 .
- the housing 4 is provided with an inclined hole 56 which extends from the beveled surface 54 inwardly to the intervening surface 46 and opens out of both.
- the hole 56 which is cylindrical, has an axis Y (FIGS. 1 and 2) that is perpendicular to the surfaces 46 and 54 and intersects the axis X at an angle that may range between 84° and 86° and preferably is 85°.
- the hole 56 may be reamed to provide it with a smooth cylindrical surface.
- the counterbores 48 in the housing 4 contain (FIG. 1) seals 58 which establish dynamic fluid barriers at the ends of the housing 4 . These barriers isolate the rollers 40 and the raceways 26 and 44 from road contaminants, such as water, ice-melting sales and dirt.
- the inclined hole 56 in the housing 4 receives the speed sensor S which monitors a target wheel 60 that is carried by the outboard cone 22 and thus rotates with the cone 22 and the hub 2 (FIGS. 1 and 2).
- the target wheel 60 is pressed over the extension 32 on the cone 22 to a position offset from the axis Y of the hole 56 , there being an interference fit between the wheel 60 and the cylindrical seat 34 on the extension 32 .
- the target wheel 60 has discontinuities which take the form of teeth 62 which are presented toward the rollers 40 of the inboard row, and are likewise offset from axis Y.
- the sensor S includes (FIG. 2) a body 66 having a head 68 and a smaller bushing 70 which projects from a shoulder 72 on the head 68 .
- the bushing 70 is generally cylindrical and establishes an axis Z which should coincide with the axis Y of the hole 56 when the bushing 70 is in the hole 56 .
- the sensor S has a probe 74 which projects from the bushing 70 into the interior of the housing 4 .
- the probe 74 has a pickup area 76 that is presented laterally away from the axis Z and toward the teeth 62 of the target wheel 60 .
- the sensor S generates an electrical signal which is transmitted to a controller on the vehicle through a wire 78 that leads from the head 68 .
- the bushing 70 contains (FIGS. 2 and 3) an annular groove 80 which opens radially out of it and receives an elastomeric O-ring 82 .
- a trailing surface 84 of cylindrical configuration Between the groove 80 and the shoulder 72 of the head 68 is a trailing surface 84 of cylindrical configuration.
- a tapered leading surface 86 On the other side of the groove 80 is a tapered leading surface 86 that possesses its greatest diameter at the groove 80 and tapers inwardly from there. Beyond the tapered surface 86 , the bushing 70 has a stepped end 88 from which the probe 74 projects.
- the diameter of the hole 56 into which the bushing 70 fits exceeds the diameter of the trailing surface 84 on the bushing 70 by between 0.006 and 0.014 in.
- the diameter of the hole 56 exceeds the greatest diameter of the tapered surface 86 by between 0.001 and 0.009 in. and preferably by about 0.002 in.
- the differences in diameter between the diameter of the leading surface 86 and the diameter of the trailing surface 84 may range between 0.004 in. and 0.006 in.
- the smallest diameter on the tapered surface 86 is no greater than the diameter of the trailing surface 84 .
- the tapered surface 86 lies oblique to the axis Z.
- the O-ring 82 when fitted into the annular groove 80 bears against the base of the groove 80 and when otherwise undistorted has an outside diameter exceeding the diameter of the hole 56 by about 0.015 to 0.025 in. and preferably by about 0.020 in.
- the stepped end 88 lies inwardly from the smallest diameter on the tapered surface 86 .
- the target wheel 60 is pressed over the extension 32 of the outboard-cone 22 before the cone 22 is installed in the housing 4 , although not to its final position. Then the outboard cone 22 with its complement of rollers 40 is inserted with the housing 4 such that the rollers 40 of the outboard row seat against the raceway 26 of the outboard cone 22 and against the outboard raceway 44 of the housing 4 . At this juncture, the target wheel 60 is pressed still farther over the extension 32 of the outboard cone 22 until a prescribed spacing exists between its teeth 96 and the axis Y of the inclined hole 56 in the housing 4 . Thereupon, the inboard cone 24 , with its complement of rollers 40 , is inserted into the housing 4 .
- the two cones 22 and 24 are passed over the spindle 12 of the hub 2 with the housing 4 captured between the two rows of rollers 40 on the cones 22 and 24 . Thereupon, the end of the spindle 12 is upset to produce the formed end 18 .
- the extensions 32 on the two cones 22 and 24 abut, and their lengths are such that a slight preload exists in the bearing 6 .
- the sensor S is installed in the housing 4 .
- the probe 74 of the sensor S is aligned with the inclined hole 56 in the housing 4 and advanced to the hole 56 .
- the beveled surface 86 at the distal end of the bushing 70 encounters the outer edge of the hole 56 , and as the advance continues, the beveled surface 86 deflects the probe 74 toward a centered position in the hole 56 —a position in which the axes Y and Z of the hole 56 and sensor body 66 , respectively, are quite close, if not aligned.
- the O-ring 82 This brings the O-ring 82 into a generally centered position with respect to the hole 56 , and with continued advancement of the bushing 70 , the O-ring 82 contracts radially and enters the hole 56 . Since the O-ring 82 is centered with respect to the hole 56 when it enters the hole 56 , it deforms uniformly around its periphery and is less likely to be damaged than if it were off center. The advancement continues with the O-ring 82 sliding along the surface of the hole 56 until the shoulder 72 on the head 68 comes against beveled surface 54 on the flange 52 of the housing 4 . The O-ring 82 establishes a fluid barrier between the surface of the hole 56 and the bushing 70 and prevents contaminants such as water, ice-melting chemicals and dust and dirt from entering the interior of the housing 4 .
- the O-ring 82 determines the radial position of the bushing 70 in the hole 56 , that radial position cannot deviate more than one-half the difference between the diameter of the hole 56 and the maximum diameter of the tapered surface 86 on the bushing 70 . This is significantly less than one-half the difference between the diameter of the hole 56 and the diameter of the trailing surface 84 , which is the latitude available with conventional arrangements. Since the tapered surface 86 limits the deviation between the axis Y of the hole 56 and the axis Z of the bushing 70 , the position of the pickup area 76 on the probe 74 relative to the target wheel 60 falls within much closer tolerances.
- the pickup area 76 of the probe 74 will not deviate from its ideal position more then one-half the distance between the diameter of the hole 56 and the maximum diameter of the tapered surface 86 .
- the distance between the pick up area 76 on the probe 74 and the teeth 62 of the target wheel 60 is important and must remain within prescribed tolerances for the sensor S to operate effectively.
- the tapered surface 86 on the bushing 70 enables the O-ring 82 to provide a more reliable seal between the bushing 70 and the surface of the hole 56 . It further facilitates installation of the bushing 70 into the hole 56 .
- the hub 2 rotates with the road wheel. Since the two cones 22 and 24 are pressed over the spindle 12 of the hub 2 , they also rotate as does the target wheel 60 which is pressed over the extension 32 of the outboard cone 22 . As the teeth 62 of the target wheel 60 move past the pickup area 76 on the probe 74 , they disrupt a magnetic field and cause the sensor S to produce a pulsating electrical signal, the frequency of which reflects the angular velocity of the hub 2 .
- a modified sensor T (FIG. 4) resembles the sensor S in that its body 66 externally does not differ from the body 66 of the sensor S, although it has a probe 90 , which renders the sensor T more suitable as the passive variety than as the active variety.
- the probe 90 has a pickup area 92 at its end where it is presented toward the axis X, actually at an angle which corresponds to the angle of the beveled surface 54 .
- the pickup area 92 of the probe 90 lies opposite a modified target wheel 94 having teeth 96 that are preferably inclined at the angle of the pickup area 92 .
- the target wheel 94 is pressed over the extension 32 on the inboard cone 24 which, to accommodate the target wheel 94 , is longer then the extension 32 on the outboard cone 22 .
- either one of the sensors S and T may have a cylindrical leading surface 98 (FIG. 5), the diameter of which is between 0.001 and 0.009 in. and preferably 0.002 in. less than the diameter of the hole 56 .
- the bushing 70 with the cylindrical surface 98 and the bushing 70 with the tapered surface 86 are the same and are used with the same O-ring 82 and in the same hole 56 .
- the raceways 44 of the housing 4 may be on separate outer races or cups that are in the housing 4 or on a single race or double cup in the housing 4 .
- the outboard cone 22 may be formed as an integral part of the spindle 12 .
- the cones 22 and 24 may be retained on the spindle 12 by means other than the formed end 18 —for example, a nut threaded over the spindle 12 or a snap ring fitted to it.
- the discontinuities in the target wheels 60 and 94 may take forms other than the teeth 62 and 96 . For example, they may be alternate north and south poles along the wheels 60 and 94 .
- the sensors S and T and their respective target wheels 60 and 94 have utility beyond hub assemblies and antilock braking systems or traction control systems. Indeed, the sensors S and T may be used in any housing that contains a hole, similar to the hole 56 , which opens toward a rotating member that carries a target wheel.
Abstract
Description
- This invention relates in general to sensing devices and, more particularly, to a sensor for monitoring angular velocity.
- Many automotive vehicles of current manufacture come equipped with antilock braking systems and some with traction control systems as well. In a vehicle so equipped, the systems monitor the rotation of some, if not all, of the wheels—and certainly the front wheels which steer the vehicle. Should a wheel begin to slip when the brakes are applied, as could well occur if the wheel encounters snow or ice, the antilock braking system will detect the loss of velocity and relax the braking force on that wheel. This allows the wheel to continue to rotate and enables the driver to maintain better control over the vehicle. On the other hand, if one of the driving wheels encounters slippery pavement and as a consequence loses traction, the traction control system will apply a braking force to that wheel, and this has the effect of transferring the torque to the opposite wheel which perhaps has better traction.
- An antilock braking system or a traction control system for a vehicle thus requires speed sensors to monitor the rotation of some, if not all, of the wheels on the vehicle, and while a variety of locations exist on a vehicle for installation of a speed sensor for a wheel, perhaps the best is in the housing that contains the bearing on which the wheel—or more accurately, the hub for the wheel—rotates. This keeps much of the sensor isolated from contaminants and objects that might otherwise damage it or disrupt its operation. In this regard, the typical sensor of this type fits into a cylindrical hole in the housing and has a stationary probe which is presented toward a target wheel that rotates with the road wheel and contains discontinuities, such as teeth, which the sensor detects as the target wheel revolves. The result is a pulsating signal which reflects the angular velocity of the wheel. A control system monitors the signals from the wheels and initiates braking to achieve the results desired. The spacing between a probe and its target wheel has a significant affect on the operation of the sensor, and it should not vary significantly from the optimum. But many sensors of current manufacture that are installed in housing holes leave much to be desired in this regard.
- More specifically, the diameter of the through hole that receives the typical sensor exceeds the diameter of the sensor by a good measure, an as a consequence the sensor is not confined to a fixed radial position in the hole. To be sure, the sensor is fitted with an elastomeric O-ring, which establishes a seal between the sensor and the wall of the hole and further serves to center the sensor in the hole. But as a centering device the O-ring provides little precision and further will enable the sensor to drift laterally from the position it initially assumes. With many active—as opposed to passive—sensors, the target wheel revolves opposite a laterally presented face on the probe of the sensor, and the size of the gap between the side face of the probe and the target wheel is critical. It should remain constant and at an optimum setting.
- Aside from that, when a sensor is inserted off center into its hole, a very real danger exists that the O-ring will be damaged during the insertion. This may compromise the fluid barrier that the O-ring normally provides and further can displace the sensor from the center of the hole.
- A sensor for installation in a hole in a housing to monitor the rotation of a target wheel in the housing has a bushing and a probe extended from the bushing into the housing where it has a pickup area. An annular elastomeric element encircles the bushing to position the bushing in the hole and a leading surface on the bushing leads up to the elastomeric element to center the bushing in a hole into which it is fitted. The invention also resides in the sensor installed in the housing where the pickup area on its probe is presented toward the target wheel. The housing may contain a bearing, in which event the target wheel rotates with a hub spindle that extends into the housing.
- FIG. 1 is a longitudinal sectional view of a hub assembly provided with an active sensor constructed in accordance with and embodying the present invention;
- FIG. 2 is an exploded view of the hub assembly and sensor, with the former being in section;
- FIG. 3 is an enlarged fragmentary view of the region of the sensor enclosed within the
dotted circle 3 of FIG. 2; - FIG. 4 is a longitudinal sectional view of a hub assembly with a passive sensor constructed in accordance with and embodying the present invention; and
- FIG. 5 is an enlarged fragmentary view of the sensor, similar to FIG. 3, but illustrating a modified bushing.
- Referring now to the drawings, a hub assembly A (FIG. 1), which mounts a road wheel (not shown) for a vehicle on the suspension system of the vehicle, contains a sensor S which produces an electrical signal that reflects the angular velocity of the wheel. The sensor S forms part of an antilock brake system or a traction control system or both, and the signal it produces is analyzed by a controller which controls a braking force or action applied to the wheel. The hub assembly A includes a
hub 2, ahousing 4 that is generally located around thehub 2, and abearing 6 which enables thehub 2 to rotate relative to thehousing 4 about an axis X of rotation with relatively little friction. The road wheel and a brake rotor (not shown) are attached to thehub 2, while thehousing 4 is secured firmly against a component of the vehicle suspension system, such as a steering knuckle (not shown). Here thehub 2 may be coupled to a CV joint (not shown) that delivers torque to thehub 2 and the wheel. - The
hub 2 has (FIG. 1)flange 10 and aspindle 12 which are joined together as an integral steel forging or casting, with thespindle 12 projecting from one face of theflange 10. Radially beyond thespindle 12 theflange 10 containswheel studs 14 which project axially from its other face. Lug nuts (not shown) thread over thewheel studs 14 to fasten the brake rotor and road wheel to thehub 2. Thespindle 12 emerges from ashoulder 16 located along the inside face of theflange 10, and provides a seat for thebearing 6. At its opposite end thespindle 12 has an abutment which retains thebearing 6 on the spindle, and that abutment may be a formedend 18 which is directed outwardly as an integral part of thespindle 12. International application PCT/GB 98/01823, filed Jun. 22, 1998 and published Dec. 30, 1998 under International Publication No.WO 98/58762, discloses a rotary forming process for creating the formedend 18. The abutment at the end of thespindle 12 may also take the form of a nut threaded over thespindle 12 or a snap ring engaged with thespindle 12. - The bearing6 includes (FIG. 1) two inner races in the form of an
outboard cone 22 and aninboard cone 24 which fit around thespindle 12 with interference fits and are captured between theshoulder 16 and the formedend 18. Eachcone tapered raceway 26 that is presented outwardly away from the axis X and athrust rib 28 located at the large end of itsraceway 26 and providing aback face 30 which is squared off with respect to the axis X. At their opposite ends beyond the small diameter ends of theirraceways 26, the twocones extensions 32. Indeed, the two cones 22 and 24 abut at the ends of theirextensions 32. On the other hand, theback face 28 of theoutboard cone 22 abuts theshoulder 16 on theflange 10, while theback face 28 of theinboard cone 24 abuts the formedend 18. Thus, the twocones shoulder 16 and the formedend 18. Theextension 32 for theoutboard cone 22 is longer than theextension 32 for theinboard cone 24 and provides acylindrical seat 34 which leads out to the end of theextension 32. - In addition to the
cones bearing 6 includes (FIG. 1)tapered rollers 40 arranged in two rows, there being a separate row around eachcone rollers 40 extend around theraceways 26 for thecones raceways 26 and their large end faces against thethrust ribs 28. Therollers 40 of each row are essentially on apex, which means that the envelopes in which their tapered side faces lie have their apices located at a common point along the axis X. Each row ofrollers 40 has acage 42 to maintain the proper spacing between therollers 40 in that row. - The ring-
like housing 4 surrounds thespindle 12 as well as the twocones bearing 6 in that it has taperedraceways 44 which are presented inwardly toward the axis X. In that sense, thehousing 4 constitutes the outer race of thebearing 6. Theraceways 44 on thehousing 4 taper downwardly toward anintervening surface 46 which separates them and encircles theextensions 32 on the twocones intervening surface 46 lies oblique to the axis X, it being inclined generally in the same direction as theinboard raceway 44. Therollers 40 likewise lie along theraceways 44 of thehousing 4, contacting theraceways 44 at their tapered side faces. At their large ends, theraceways 44 open intoshort counterbores 48 in which the thrust ribs 28 of the twocones - The housing4 (FIG. 1) has a generally cylindrical
exterior surface 50 and a triangular orrectangular flange 52 which projects radially from thesurface 50 and generally surrounds theintervening surface 46 that is within the interior of thehousing 4. Along itsflange 52, thehousing 4 is secured firmly to the suspension system component with bolts that engage threadedholes 53 in the lobes of theflange 52 or at least pass through the lobes. Between its lobes theflange 52 lies quite close to thecylindrical exterior surface 50 and between two of the lobes theflange 52 has a beveled surface 54 (FIG. 2) which lies generally parallel to the interveningsurface 46 between the tworaceways 44. Here thehousing 4 is provided with aninclined hole 56 which extends from thebeveled surface 54 inwardly to the interveningsurface 46 and opens out of both. - The
hole 56, which is cylindrical, has an axis Y (FIGS. 1 and 2) that is perpendicular to thesurfaces hole 56 may be reamed to provide it with a smooth cylindrical surface. - The
counterbores 48 in thehousing 4 contain (FIG. 1) seals 58 which establish dynamic fluid barriers at the ends of thehousing 4. These barriers isolate therollers 40 and theraceways - The
inclined hole 56 in thehousing 4 receives the speed sensor S which monitors atarget wheel 60 that is carried by theoutboard cone 22 and thus rotates with thecone 22 and the hub 2 (FIGS. 1 and 2). Thetarget wheel 60 is pressed over theextension 32 on thecone 22 to a position offset from the axis Y of thehole 56, there being an interference fit between thewheel 60 and thecylindrical seat 34 on theextension 32. Thetarget wheel 60 has discontinuities which take the form ofteeth 62 which are presented toward therollers 40 of the inboard row, and are likewise offset from axis Y. - The sensor S includes (FIG. 2) a
body 66 having ahead 68 and asmaller bushing 70 which projects from ashoulder 72 on thehead 68. Thebushing 70 is generally cylindrical and establishes an axis Z which should coincide with the axis Y of thehole 56 when thebushing 70 is in thehole 56. In addition, the sensor S has aprobe 74 which projects from thebushing 70 into the interior of thehousing 4. Theprobe 74 has apickup area 76 that is presented laterally away from the axis Z and toward theteeth 62 of thetarget wheel 60. Here the sensor S generates an electrical signal which is transmitted to a controller on the vehicle through awire 78 that leads from thehead 68. - Considering the
bushing 70 in more detail, it contains (FIGS. 2 and 3) anannular groove 80 which opens radially out of it and receives an elastomeric O-ring 82. Between thegroove 80 and theshoulder 72 of thehead 68 is a trailingsurface 84 of cylindrical configuration. On the other side of thegroove 80 is a tapered leadingsurface 86 that possesses its greatest diameter at thegroove 80 and tapers inwardly from there. Beyond the taperedsurface 86, thebushing 70 has a steppedend 88 from which theprobe 74 projects. The diameter of thehole 56 into which thebushing 70 fits exceeds the diameter of the trailingsurface 84 on thebushing 70 by between 0.006 and 0.014 in. and preferably by about 0.007 in. On the other hand, the diameter of thehole 56 exceeds the greatest diameter of the taperedsurface 86 by between 0.001 and 0.009 in. and preferably by about 0.002 in. Thus, the differences in diameter between the diameter of the leadingsurface 86 and the diameter of the trailingsurface 84 may range between 0.004 in. and 0.006 in. The smallest diameter on the taperedsurface 86 is no greater than the diameter of the trailingsurface 84. The taperedsurface 86 lies oblique to the axis Z. The O-ring 82 when fitted into theannular groove 80 bears against the base of thegroove 80 and when otherwise undistorted has an outside diameter exceeding the diameter of thehole 56 by about 0.015 to 0.025 in. and preferably by about 0.020 in. The steppedend 88 lies inwardly from the smallest diameter on the taperedsurface 86. - To assemble the hub assembly A, the
target wheel 60 is pressed over theextension 32 of the outboard-cone 22 before thecone 22 is installed in thehousing 4, although not to its final position. Then theoutboard cone 22 with its complement ofrollers 40 is inserted with thehousing 4 such that therollers 40 of the outboard row seat against theraceway 26 of theoutboard cone 22 and against theoutboard raceway 44 of thehousing 4. At this juncture, thetarget wheel 60 is pressed still farther over theextension 32 of theoutboard cone 22 until a prescribed spacing exists between itsteeth 96 and the axis Y of theinclined hole 56 in thehousing 4. Thereupon, theinboard cone 24, with its complement ofrollers 40, is inserted into thehousing 4. Thereafter, the twocones spindle 12 of thehub 2 with thehousing 4 captured between the two rows ofrollers 40 on thecones spindle 12 is upset to produce the formedend 18. Theextensions 32 on the twocones bearing 6. - Once the
hub 2,housing 4 andbearing 6 are all assembled and united, the sensor S is installed in thehousing 4. To this end theprobe 74 of the sensor S is aligned with theinclined hole 56 in thehousing 4 and advanced to thehole 56. After a short distance, thebeveled surface 86 at the distal end of thebushing 70 encounters the outer edge of thehole 56, and as the advance continues, thebeveled surface 86 deflects theprobe 74 toward a centered position in thehole 56—a position in which the axes Y and Z of thehole 56 andsensor body 66, respectively, are quite close, if not aligned. This brings the O-ring 82 into a generally centered position with respect to thehole 56, and with continued advancement of thebushing 70, the O-ring 82 contracts radially and enters thehole 56. Since the O-ring 82 is centered with respect to thehole 56 when it enters thehole 56, it deforms uniformly around its periphery and is less likely to be damaged than if it were off center. The advancement continues with the O-ring 82 sliding along the surface of thehole 56 until theshoulder 72 on thehead 68 comes againstbeveled surface 54 on theflange 52 of thehousing 4. The O-ring 82 establishes a fluid barrier between the surface of thehole 56 and thebushing 70 and prevents contaminants such as water, ice-melting chemicals and dust and dirt from entering the interior of thehousing 4. - While the O-
ring 82 determines the radial position of thebushing 70 in thehole 56, that radial position cannot deviate more than one-half the difference between the diameter of thehole 56 and the maximum diameter of the taperedsurface 86 on thebushing 70. This is significantly less than one-half the difference between the diameter of thehole 56 and the diameter of the trailingsurface 84, which is the latitude available with conventional arrangements. Since the taperedsurface 86 limits the deviation between the axis Y of thehole 56 and the axis Z of thebushing 70, the position of thepickup area 76 on theprobe 74 relative to thetarget wheel 60 falls within much closer tolerances. Basically, thepickup area 76 of theprobe 74 will not deviate from its ideal position more then one-half the distance between the diameter of thehole 56 and the maximum diameter of the taperedsurface 86. With an active sensor, as is the sensor S, the distance between the pick uparea 76 on theprobe 74 and theteeth 62 of thetarget wheel 60 is important and must remain within prescribed tolerances for the sensor S to operate effectively. - Aside from protecting the O-
ring 82 during the installation of the sensor S and reducing the maximum deviation of theprobe 74 from an ideal position, the taperedsurface 86 on thebushing 70 enables the O-ring 82 to provide a more reliable seal between thebushing 70 and the surface of thehole 56. It further facilitates installation of thebushing 70 into thehole 56. - During the operation of the bearing assembly A, the
hub 2 rotates with the road wheel. Since the twocones spindle 12 of thehub 2, they also rotate as does thetarget wheel 60 which is pressed over theextension 32 of theoutboard cone 22. As theteeth 62 of thetarget wheel 60 move past thepickup area 76 on theprobe 74, they disrupt a magnetic field and cause the sensor S to produce a pulsating electrical signal, the frequency of which reflects the angular velocity of thehub 2. - A modified sensor T (FIG. 4) resembles the sensor S in that its
body 66 externally does not differ from thebody 66 of the sensor S, although it has aprobe 90, which renders the sensor T more suitable as the passive variety than as the active variety. Theprobe 90 has apickup area 92 at its end where it is presented toward the axis X, actually at an angle which corresponds to the angle of thebeveled surface 54. Thepickup area 92 of theprobe 90 lies opposite a modifiedtarget wheel 94 havingteeth 96 that are preferably inclined at the angle of thepickup area 92. Thetarget wheel 94 is pressed over theextension 32 on theinboard cone 24 which, to accommodate thetarget wheel 94, is longer then theextension 32 on theoutboard cone 22. - In lieu of a tapered leading
surface 86, on itsbushing 70, either one of the sensors S and T may have a cylindrical leading surface 98 (FIG. 5), the diameter of which is between 0.001 and 0.009 in. and preferably 0.002 in. less than the diameter of thehole 56. Other than that, thebushing 70 with thecylindrical surface 98 and thebushing 70 with the taperedsurface 86 are the same and are used with the same O-ring 82 and in thesame hole 56. - The
raceways 44 of thehousing 4 may be on separate outer races or cups that are in thehousing 4 or on a single race or double cup in thehousing 4. Moreover, theoutboard cone 22 may be formed as an integral part of thespindle 12. Apart from that, thecones spindle 12 by means other than the formedend 18—for example, a nut threaded over thespindle 12 or a snap ring fitted to it. Also the discontinuities in thetarget wheels teeth wheels - The sensors S and T and their
respective target wheels hole 56, which opens toward a rotating member that carries a target wheel.
Claims (20)
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US09/902,295 US6512365B1 (en) | 2001-07-10 | 2001-07-10 | Sensor for monitoring angular velocity |
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US09/902,295 US6512365B1 (en) | 2001-07-10 | 2001-07-10 | Sensor for monitoring angular velocity |
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US20030011358A1 true US20030011358A1 (en) | 2003-01-16 |
US6512365B1 US6512365B1 (en) | 2003-01-28 |
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US09/902,295 Expired - Lifetime US6512365B1 (en) | 2001-07-10 | 2001-07-10 | Sensor for monitoring angular velocity |
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US20030221911A1 (en) * | 2002-05-29 | 2003-12-04 | Eriksen Odd Harald Steen | Lubricant monitoring system |
US20040086211A1 (en) * | 2002-03-12 | 2004-05-06 | Skf Industrie S.P.A | Bearing/hub group with a sensor for vehicle wheels |
US20040109623A1 (en) * | 2002-08-07 | 2004-06-10 | The Torrington Company | Integrated system for attachment and connection of a sensor |
US20050016296A1 (en) * | 2002-05-17 | 2005-01-27 | Masahiro Inoue | Hub unit with sensor |
US20060220330A1 (en) * | 2005-03-31 | 2006-10-05 | Urquidi Carlos A | Vibration isolating bushing with embedded speed/position sensor |
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US20080144985A1 (en) * | 2006-12-15 | 2008-06-19 | The Timken Company | Wheel End With Monitoring Capabilities |
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US5123755A (en) | 1989-10-16 | 1992-06-23 | The Torrington Company | Antifriction bearing assembly speed sensor |
US5085519A (en) | 1991-07-05 | 1992-02-04 | The Timken Company | Bearing assembly with speed sensor and process for assembling the same |
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2001
- 2001-07-10 US US09/902,295 patent/US6512365B1/en not_active Expired - Lifetime
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US20040086211A1 (en) * | 2002-03-12 | 2004-05-06 | Skf Industrie S.P.A | Bearing/hub group with a sensor for vehicle wheels |
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US6776261B2 (en) * | 2002-05-29 | 2004-08-17 | Garlock Sealing Technologies Llc | Lubricant monitoring system |
US20030221911A1 (en) * | 2002-05-29 | 2003-12-04 | Eriksen Odd Harald Steen | Lubricant monitoring system |
US20040109623A1 (en) * | 2002-08-07 | 2004-06-10 | The Torrington Company | Integrated system for attachment and connection of a sensor |
US7225692B2 (en) * | 2002-08-07 | 2007-06-05 | Timken Us Corporation | Integrated system for attachment and connection of a sensor |
US7360756B2 (en) * | 2005-03-31 | 2008-04-22 | Delphi Technologies, Inc. | Vibration isolating bushing with embedded speed/position sensor |
US20060220330A1 (en) * | 2005-03-31 | 2006-10-05 | Urquidi Carlos A | Vibration isolating bushing with embedded speed/position sensor |
US20070025654A1 (en) * | 2005-07-26 | 2007-02-01 | Koyo Seiko Co., Ltd. | Tapered roller bearing assembly and method of fabricating the same |
US20080144985A1 (en) * | 2006-12-15 | 2008-06-19 | The Timken Company | Wheel End With Monitoring Capabilities |
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US8167498B2 (en) | 2007-02-23 | 2012-05-01 | Jtekt Corporation | Bearing apparatus for axle and method of manufacturing the same |
US20120060496A1 (en) * | 2009-04-07 | 2012-03-15 | Gernot Hertweck | Sleeve element for axially fixing a bearing and exhaust gas turbocharger |
US9091276B2 (en) * | 2009-04-07 | 2015-07-28 | Daimler Ag | Sleeve element for axially fixing a bearing and exhaust gas turbocharger |
DE102012012384A1 (en) * | 2012-06-21 | 2013-12-24 | Wabco Gmbh | Sensor device for measuring the speed of a wheel of a vehicle, brake system and vehicle with it and thus feasible measuring method for speed measurement and braking |
US9827958B2 (en) | 2012-06-21 | 2017-11-28 | Wabco Gmbh | Sensor device for measuring the rotational speed at a wheel of a vehicle, brake system and vehicle therewith and measuring method which can be carried out therewith for measuring the rotational speed, and braking method |
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US20200393291A1 (en) * | 2019-06-11 | 2020-12-17 | Bristol Maritime Robotics Ltd | Sensors |
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