Abstract:
A method is provided for manufacturing a knuckle and bearing assembly. The method comprises providing a knuckle and bearing assembly comprising a knuckle, a bearing secured to the knuckle, and a wheel hub having a neck portion in rotational communication with the bearing and a flange portion having a flange face, applying a load longitudinally along the knuckle and bearing assembly to simulate compressive forces encountered by a knuckle and bearing assembly when installed on a vehicle, and machining the flange face during the application of the load to minimize lateral run-out.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims priority from U.S. Provisional Patent Application No. 60/855,897, entitled “Apparatus and Method for Manufacturing Knuckle and Bearing Assembly,” filed on Nov. 1, 2006, which is hereby incorporated by reference herein. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The present invention relates generally to an apparatus and a method for manufacturing motor vehicle wheel end components and, more particularly, to an apparatus and a method for manufacturing a knuckle, hub, and bearing assembly. 
       BACKGROUND 
       [0003]    Motor vehicles have disc brake systems for the front and rear axle assemblies. The disc brake rotor is a circular metal disc having opposed braking surfaces that are clamped by brake pads to exert a braking effect. The wheel hub typically incorporates an anti-friction wheel bearing assembly, in which one race of the bearing is coupled to the vehicle suspension and the other race rotationally mounts to the wheel hub, the brake rotor, and wheel. The modular assembly of the brake rotor, hub, and bearing enables the brake rotor to be serviced and/or replaced. Ordinarily, the rotating components of the rotor and hub assembly are manufactured separately and are assembled together. 
         [0004]    In order to enhance performance of the braking system, it is desired to accurately control the dimensional characteristics of the rotor braking surfaces. The thickness variation of the disc and the lateral run-out or lateral deflection of the rotor surfaces should be minimized. The failure to adequately reduce these tolerances results in the interaction of the brake pad and the rotor during rotation and braking during normal operation. Lateral run-out at the rotor in final assembly is a key measure of this interaction. The run-out problems are caused by other components of the wheel end assembly, such as the knuckle, bearing, and hub assembly. This run-out can cause premature failure of the brake lining due to uneven wear, which requires premature replacement of the brake lining at an increased expense. However, multiple factors have prevented manufacturers from minimizing lateral deflection and run-out. 
         [0005]    Most manufacturers have focused on decreasing run-out by controlling the dimensional characteristics of the rotor and the relationship of the rotor surface to the wheel hub flange or surface. However, despite improving the tolerances and dimensional characteristics of the rotors, performance and run-out problems still exist. 
         [0006]    For example, a major factor contributing to run-out is the stack-up of tolerances of the individual components in a knuckle, bearing, and hub assembly, i.e., the tolerances of the components combined. While the tolerance of each component may be reduced during manufacturing, the combined tolerances stack-up, causing significant run-out. In other words, when components are assembled, each component will “stack” these variables to reach a final “dynamic” centerline that is the result of the sum of the errors from zero tolerance plane and zero tolerance bores. 
         [0007]    Presently known methods have focused merely on reducing variables in the static rotational centerline of each component (e.g., reducing the run-out of each individual component by decreasing their respective tolerances during manufacture and then assembling the components). The stack-up of tolerance variations related to such an approach is still significant and provides only limited system improvement at a significantly increased manufacturing cost by, for example, additional operations, and increases in scrap material due to limitations in production controls and material quality. In addition, insertion of studs “post” hub face machining deforms the hub mount surface prior to assembly. 
         [0008]    Another factor contributing to stack-up is the variation in the turning processes used to machine the wheel hub flange surface and the rotor surface. The wheel hub and the rotor are individually machined in an effort to make them flat. Further, the installation and pressed condition of the wheel bolts, the assembly process of the knuckle and hub assembly, and improperly pre-loaded bearings all can cause misalignment of the rotor surface with respect to the brake pads. 
         [0009]    Prior manufacturing methods and designs of rotors and knuckle and hub assemblies typically involve finishing the rotor and hub individually and then assembling the machined parts to form a completed brake rotor assembly. A separately manufactured bearing is present only in the final assembly of the knuckle and hub assembly. However, these methods do not solve the run-out problems caused by the factors discussed above, including stack-up tolerances, turning process variations, and wheel bolt and bearing installations. 
         [0010]    Another contemplated option includes tightening the press-fit tolerance variation between the knuckle, the wheel hub, and the bearing. This, however, significantly increases the difficulty of the assembly process, as well as increasing the manufacturing cost. Moreover, this option does not provide the desired reduction in system run-out. 
         [0011]    Finally, there is an inherent error in manufacturing the knuckle, bearing, and hub assembly when the components are not under final assembly load, such as in the vehicle when the half shaft spindle is installed and loaded. The change in non-loaded and loaded bearings is significant, in that the final position of the bearing balls and race are influential to the “dynamic” centerline as defined in rotation. 
         [0012]    Therefore, a need exists for an apparatus and method for manufacturing a knuckle, bearing, and hub assembly that minimizes run-out in a cost-effective manner. Further, a need exists for an apparatus and method for manufacturing an assembled knuckle, bearing, and hub assembly having reduced run-out prior to installation on a vehicle. In addition, a need exists for an apparatus and method for producing a knuckle, bearing, and hub assembly with reduced lateral run-out that can be installed onto a vehicle without requiring further machining. 
       SUMMARY OF THE INVENTION 
       [0013]    Accordingly, the present application discloses an apparatus and a method for manufacturing a knuckle, bearing, and hub assembly of a vehicle. The method for manufacturing a knuckle and bearing assembly, comprises providing a knuckle and bearing assembly comprising a knuckle, a bearing secured to the knuckle, and a wheel hub having a neck portion in rotational communication with the bearing. The wheel hub also may have a flange portion attached to the neck portion, the flange portion having a flange face. The method also comprises applying a load longitudinally along the knuckle and bearing assembly to simulate compressive forces encountered by a knuckle and bearing assembly when installed on a vehicle, and machining the flange face during the application of the load to minimize lateral run-out. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0014]    The operation of the invention may be better understood by reference to the following detailed description taken in connection with the following illustrations, wherein: 
           [0015]      FIG. 1  is a perspective view of a knuckle, bearing, and hub assembly. 
           [0016]      FIG. 2  is an exploded view of a knuckle, bearing, and hub assembly. 
           [0017]      FIG. 3  is an exploded cross-sectional view illustrating the components of a knuckle, bearing, and hub assembly and a brake rotor. 
           [0018]      FIG. 4  is a cross-sectional view of the knuckle, bearing, and hub assembly. 
           [0019]      FIG. 5  is a perspective view of an apparatus for applying load to the bearing and hub assembly in an embodiment of the present invention. 
           [0020]      FIG. 6  is a cross-sectional view of the apparatus of  FIG. 5  inserted in the knuckle, bearing, and hub assembly in an embodiment of the present invention. 
           [0021]      FIG. 7  is a perspective view of the apparatus of  FIG. 5  with a strain gage in an embodiment of the present invention. 
           [0022]      FIG. 8  is a perspective view of an OEM vehicle half-shaft with a strain gage. 
           [0023]      FIG. 9  is a perspective view of a machine capable of applying a load to a knuckle, bearing, and hub assembly in an embodiment of the present invention. 
           [0024]      FIG. 10  is a perspective view of a pallet in an embodiment of the present invention. 
           [0025]      FIG. 11A  is a perspective view of a collet in an embodiment of the present invention. 
           [0026]      FIG. 11B  is a cross-sectional view of  FIG. 11A  showing channels and a point locator of a collet in an embodiment of the present invention. 
           [0027]      FIG. 12  is a cross-sectional view of a collet securing a knuckle, bearing, and hub assembly in an embodiment of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0028]    The present invention will now be described in accordance with the embodiment as shown in  FIGS. 1-12 . While the embodiments are described with reference to a knuckle, bearing, and hub assembly for vehicles, it should be clear that the present invention can be used with other press-fit assemblies, as will be appreciated by one of ordinary skill in the art. 
         [0029]    A knuckle, bearing, and hub assembly  20  (hereinafter referred to as “the assembly  20 ” or “knuckle and bearing assembly  20 ”) is illustrated in  FIGS. 1-4 . An apparatus and a method are provided for manufacturing the assembly  20 . More specifically, an apparatus and a method are provided for machining a hub  40  when assembled with the assembly  20 . In addition, the apparatus is capable of simulating vehicle load and machining the hub  40  while the assembly  20  is in such a loaded state. Advantageously, the load environment allows the assembly  20  to be attached to a vehicle with a half shaft without further machining. 
         [0030]    The assembly  20  and other methods of making and manufacturing the assembly  20  are presented in greater detail in U.S. Pat. No. 6,485,109, granted Nov. 26, 2002, to Brinker et al.; U.S. Pat. No. 6,450,584, granted Sep. 17, 2002, to Brinker et al.; U.S. Pat. No. 6,634,266, granted Oct. 21, 2003, to Brinker et al.; U.S. Pat. No. 6,708,589, granted Mar. 23, 2004, to Brinker et al.; and U.S. patent application Ser. No. 11/387,604, filed Mar. 23, 2006, to Mestre, the disclosures of each are fully incorporated herein by reference. 
         [0031]      FIG. 2  illustrates an exploded view of the assembly  20  that comprises a knuckle  25 , a bearing  30 , a cover or dust shield  35 , and the hub  40 . The knuckle  25  and the hub  40  may be constructed of a hard, durable material, such as metal and may be formed by any method, such as casting or forging. As shown in  FIGS. 3 and 4 , the knuckle  25  has a bore  43  formed therein and a plurality of outwardly extending legs  45  that are attachable to a vehicle through apertures  50  formed in the legs  45 . 
         [0032]    As best shown in  FIG. 3 , the bore  43  may have a recess  53  formed therein that is bounded by an upper snap ring groove (or retention ring)  55  and a lower snap ring (or retention ring)  58  or shoulder for receiving the bearing  30  therein. A snap ring  60  may be secured into the upper snap ring groove  55  prior to engagement of the bearing  30  with the knuckle  25 . It is to be understood that, while the illustrated assembly has a bore  43  formed in the knuckle  25 , the bearing  30  may be attached or may be secured to the knuckle  25  in a variety of configurations. For example, the bearing  30  can be mounted to an upper surface or other portion of the knuckle  25 . The bearing  30  may be partially disposed in the bore  43  or may be eliminated. 
         [0033]    Typically, the bearing  30  has an outer race  63  and an inner race  65 . However, it should be understood that a variety of different bearings may be utilized, as well as a variety of different knuckle/bearing attachment configurations. For example, instead of being press-fit with a snap ring  60 , i.e., between the upper retention ring  55  and the lower retention ring  58 , the bearing  30  may be press-fit without a snap ring  60  and may be secured with a nut or other fastener. Alternatively, the outer race  63  may be integrally formed with the knuckle  25  or may be configured as an orbital formed outer race rotation bearing/knuckle assembly. Further, the outer race  63  could alternatively be bolted to the knuckle  25  such that the inner race  65  rotates with the wheel hub  40 . Moreover, the inner race  65  may be integrally formed with the wheel hub  40 . Further, a spindle configuration having a non-driven outer race rotation may also be utilized. 
         [0034]    As shown in  FIG. 3 , the wheel hub  40  has a neck portion  68 , a flange portion  70 , and a bore  71 . As shown in  FIG. 4 , the neck portion  68  may be pressed into contact with the inner race  65  of the bearing  30  such that the wheel hub  40  is rotatable with respect to the knuckle  25 . Alternatively, the neck portion  68  may be integrally formed with the inner race  65  or the outer race  63 . It is to be understood that other wheel hub/bearing configurations may also be utilized. 
         [0035]    As best shown in  FIG. 3 , the flange portion  70  has a flange face  72  and a wheel and rotor pilot portion  75 . The flange face  72  generally has an outer flange surface  73  and an inner flange surface  74 . The wheel and rotor pilot portion  75  extends generally outwardly from the flange face  72  and has an inner surface  78 , which defines a spline  80 . The wheel hub  40  also has bolt holes  83  formed in the flange face  72 , through which wheel bolts  85  extend there through. The wheel bolts  85  are attached to the flange face  72  in a predetermined pattern and may be on the same pitch circle diameter. The wheel bolts  85  may have threaded ends extending outwardly to connect a rotor  95  and associated wheel onto the hub  40 . In another embodiment, the bolt holes  83  may receive lug nuts that are attached to a vehicle wheel and are passed through the bolt holes  83  when the wheel is attached to the wheel hub  40 . 
         [0036]    As best shown in  FIG. 3 , rotor  95  mounts on pilot diameter  75  in retention with wheel (not shown) mounted on rotor  95  in retention by, for example, nuts (not shown) on studs  85 . Annular discs  100  spaced from each other by a plurality of rectangular fillets  103  may extend outwardly from the cup  90  and define braking surfaces for a plurality of brake calipers  88 . The wheel is positioned over the bolts  85 , and the nuts (not shown) are threaded to the bolts  85  to secure the wheel between the nuts and the rotor  95 . 
         [0037]    The present invention provides an apparatus and a method for manufacturing the assembly  20  that minimizes lateral run-out. As set forth above, an apparatus  110  as shown in  FIG. 5  is provided for accurately straining the assembly  20  to simulate a vehicle load prior to machining of the hub  40 . The apparatus  110  may generally comprise a shaft  115 , an upper washer  125 , a retention nut  122 , and a biasing or capture load member  127  and a lower washer  130 . The shaft  115  may be made of any suitably rigid material, such as steel, and sized such that the shaft  115  is capable of being inserted through the assembly  20  via the bore  71 , as shown in  FIG. 6 . A drive point or head  121 , such as a hex drive point, may be provided at one end of the shaft  115  for applying torque to the shaft  115 . 
         [0038]    The shaft  115  may be provided with a protuberance or shoulder  123  substantially adjacent to the drive point  121 . The shoulder  123  may prevent removal of the shaft  115  from the assembly  20  while the load is applied to and/or the load is maintained on the assembly  20 . It is to be understood that the shoulder  123  may be integrally formed with, welded to, or removeably secured to the shaft  115 . Accordingly, the shoulder  123  may be removed to position the assembly  20  on the shaft  115 . It is also understood that the drive point  121  and the shoulder  123  may be combined, for example, as a bolt head. As shown in  FIG. 6 , the upper washer  125  may be positioned between the shoulder  123  and the inner race  65  to aid in uniformly applying a load onto the assembly  20 . 
         [0039]    As shown in  FIG. 6 , the opposite end of the shaft  115  is provided with threads  116  to accommodate the retention nut  122 , such as a hex nut or the like. The retention nut  122  has an internally threaded bore  126  for threadingly engaging the shaft  115 . Accordingly, the shaft  115  is capable of being rotated and moving axially through the retention nut  122  to compress the assembly  20  between the retention nut  122  and the shoulder  123 . The lower washer  130  may be positioned between the retention nut  122  and the hub  40  to prevent damage to the assembly  20  or any component thereof. 
         [0040]    As shown in  FIG. 6 , the capture load member  127  may be positioned between the retention nut  122  and the lower washer  130 . The capture load member  127  may be positioned anywhere between the retention nut  122  and the protuberance  123 . The capture load member  127  is capable of maintaining a load on the assembly  20  by transferring mechanical energy from the capture load member  127  to the assembly  20 . Accordingly, the capture load member  127  pushes against both the hub  40  and the retention nut  122  so as to place and/or to maintain the assembly  20  under compression by, for example, washer  125 . The capture load member  127  may be a load washer, such as a Belleville washer(s), a spring(s), compression spring(s), a tension spring(s), an hydraulic actuator(s), a pneumatic actuator(s), bellows, or the like. However, one of ordinary skill in the art will appreciate that other methods may be used to maintain the bearing load on the assembly  20 . 
         [0041]    As shown in  FIG. 7  (biasing member  127  not shown), a strain gage  120  may be operably connected to the shaft  115  to accurately measure the strain on the shaft  115  and/or the resistance force of the assembly  20 . In one illustrative embodiment, as a load is applied to the assembly  20 , the assembly  20  applies a force against the upper washer  125 , lower washer  130 , capture load member  127 , and the retention nut  122  to resist the load. The strain gage  120  may measure the amount of resistance force of the assembly  20 . In such an embodiment, the strain gage  120  accurately measures the strain on the assembly  20  rather than merely the torque applied to the shaft  115 , such as the force applied to rotate the retention nut  122  or the shaft  115 . 
         [0042]    The strain gage  120  is connectable to a processing unit (not shown) for calibration and for conversion (or correlation) of the amount of strain on shaft  115  to a load value on the assembly  20 . The load value may be compared to vehicle bearing load specifications from OEM vehicle and bearing manufacturers to ensure that the load applied to the assembly  20  simulates actual vehicle loads. Specifically, the strain gage  120  data may be compared to vehicle load data obtained from an actual vehicle half-shaft assembly  135 , as illustrated in  FIG. 8 . It is understood that vehicle load data may be obtained from a variety of vehicles. For example, strain gage data and the zero point of the hub  40  position may be compared against data obtained from the half-shaft assembly  135 . The flange face  72 , such as the outer  73  and inner  74  surfaces of the hub  40  may then be machined at an amount of strain correlating to a load that is substantially the same as an actual vehicle load. In one embodiment, the load at which the assembly  20  is machined may be substantially the same as the load experienced on a vehicle that the assembly  20  will be installed on. 
         [0043]    In one illustrative embodiment, a delta from unloaded to loaded states may be defined. Process shaft  115  and half shaft  135  may be mastered to zero values (Z and z 1  respectively). These values may be verified and rechecked prior to defining a delta value on half shaft  135  loaded and process shaft  110  loaded values. Half shaft  135  is assembled into assembly  20  and torqued to specifications stated by OEM bearing supplier. The new L1 value taken from Z 1  gives the delta value F. Applying torque to the assembly  20  with process shaft  110  (for example, by torquing the drive head  121 ) to achieve value F are achieved and validate the capture load sustained by capture load member  127 . Final validation may be done in a press load station  140  to validate and verify preloading of the assembly  20  after press load station  140  is disengaged. 
         [0044]    As shown in  FIG. 9 , the apparatus  110  may be incorporated into a station or a machine  140  capable of applying a load to the assembly  20 . In an embodiment, the machine  140  applies a load to the assembly  20  that substantially simulates vehicle loads determined by actual vehicle load correlation studies, as set forth above. As shown in  FIG. 9 , the machine  140  may be provided with a press tooling  142  and a torque tooling  147 . The press tooling  142  is capable of engaging, for example, the bearing washer  125  to compress the assembly  20  to substantially the desired load. 
         [0045]    The station  140  may be provided with a motor  145  capable of rotating the torque tooling  147 , such as a drive nut. The torque tooling  147  is sized and shaped to engage the drive point  121  and rotate the shaft  115 . It is to be understood that the torque tooling  147  may have a free angular float detail to ensure that influences by the torque tooling  147  are not transferred into the shaft  115 . As torque is applied to the drive point  121 , the shaft  115  rotates and moves axially through the assembly  20  and retention nut  122 . Accordingly, the retention nut  122  is capable of being positioned along the shaft  115  such that the capture load member  127  maintains the bearing load applied to the assembly  20  by the press tooling  142 . 
         [0046]    It is to be understood that adjustments to the load may be made with the torque tooling  147 . In one illustrative example, the torque tooling  147  rotates the shaft  115  clockwise to increase the load on the assembly  20  and counterclockwise to decrease the load. In an embodiment, the machine  140  may not require use of the press tooling  142  to apply the load to the assembly  20 . 
         [0047]    It is to be understood that the assembly  20  may be positioned on a pallet or fixture plate  148 , as shown in  FIG. 10 . The pallet  148  secures the apparatus  110  and the assembly  20  during application of the load. The pallet  148  may be provided with a shoulder  150  to support the capture load member  127  during load application on the assembly  20  with the press tooling  142 . A recess or aperture  152  may be provided to rotationally secure the retention nut  122  and allow the shaft  115  to axially move through during rotation with the torque tooling  147 . In an embodiment, the pallet  148  is also capable of securing the assembly  20  and apparatus  110  during, for example, transport to and from stations on an assembly line. In such an embodiment, the machine  140  may be incorporated into an assembly line, automated system, robotic system, or the like. 
         [0048]    With the assembly  20  in a strained state, the hub  40  may/or is accurately machined to substantially reduce run-out. As shown in  FIGS. 11A and 11B , a collet  155  may be provided for engaging the knuckle  25  prior to machining of the hub  40 . The collet  155  may be attached to, connected to, or integrally formed with the fixture  160 . The collet  155  expands to engage the knuckle  25  and pull the knuckle  25  into the fixed collet solid locators  158 , as best shown in  FIG. 12 . The collet  155  and fixed collet solid locators  158  grip or otherwise secure the knuckle  25 , while allowing the bearing  30 , hub  40 , and shaft  115  to freely rotate during the machining process. It is to be understood that an additional grip  163  may be used to secure the knuckle  25  to prevent rotation of the knuckle  25  during machining of the hub  40 . 
         [0049]    In an embodiment, one or more sensors  165  may be provided to insure that the knuckle  25  is properly secured such that the assembly  20  is held flat and within process limits prior to cutting or machining. For example, the sensors  165  may be apertures or passages that sense the location of the assembly  20  by use of fluid passing through the apertures or passages. Air or other fluid may flow through the sensors  165  to ensure that the assembly  20  is properly positioned. It is to be understood, however, that other types of sensors  165  may be used to insure proper positioning of the assembly  20 . 
         [0050]    In an embodiment, the drive  147  has angular freedom to drive nut  121 , this provides a non-compliant method of rotational drive to the hub  40  and bearing  30  for machining the flange face  72 , such as surfaces  73  and  74 . This aids to the assembly rotating in a free state about a free dynamic centerline as seen in the final assembly on the vehicle. 
         [0051]    After properly positioning the assembly  20 , the inner  74  and outer  73  flange surfaces of the hub  40  are machined. Typically, the hub  40  is machined with an inverted vertical lathe, such as a CNC lathe (not shown). However, it is to be understood that other machines may be used for machining the hub  40 . 
         [0052]    The machined hub  40  may be measured to determine a dynamic value of the machined assembly  20 . For example, the knuckle  25  may be secured so that the hub  40  may be rotated. During rotation, the lateral run-out of the flange face  72 , such as one or both of surfaces  73 ,  74 , may be measured, for example, with a Linear Variable Displacement Transducer (LVDT) to determine the dynamic value. The dynamic value of the machined hub  40  may be compared to a certified standard hub or master (not shown) having a known lateral run-out range (hereinafter referred to as “master range”). The master range may be stored in the machine cell to compare with the dynamic value, to calibrate the Linear Variable Displacement Transducer (LVDT), and to audit the process during normal and abnormal operation. In an illustrative example, the master range is 6-8 μm. In such an example, if the machined hub  40  has a lateral run-out greater than 10 μm, then the hub  40  may be cut or machined a second time. It is understood, however, that the acceptable lateral run-out range, or tolerance, may be increased, decreased, or otherwise modified depending on the application. In one illustrative example, if the machined hub  40  has a lateral run-out greater than 6-8 μm, then the hub  40  may be cut or machined a second time. 
         [0053]    Turning now to the apparatus  110 , use of the apparatus  110 , as illustrated in  FIGS. 5-12 , is set forth below. An assembly  20  may be provided, or a knuckle  25 , hub  40 , and bearing  30  may be provided to assemble the assembly  20 . As best shown in  FIG. 6 , the shaft  115  may be inserted through the hub  40  of an assembly  20  such that the assembly  20  may be secured on the apparatus  110  between retention nut  122  and the shoulder  123 . The assembly  20  and the apparatus  110  may be positioned on the pallet  143  and transported to the machine  140  for application of the bearing load to the assembly  20 . As shown in  FIG. 9 , the press tooling  142  engages the upper washer  125  to compress the capture load member  127  and to apply a bearing load to the assembly  20  that is substantially equivalent to the bearing load of a vehicle. The shoulder  150  of the pallet  143  supports the capture load member  127  during the press stage of the process. 
         [0054]    While the assembly  20  is under the load, the torque tooling  147  engages the drive point  121  to rotate the shaft  115 . The recess  152  in the pallet  148  rotationally secures the retention nut  122  such that the shaft  115  may move axially therethrough. The shaft  115  may be rotated until the retention nut  122  abuts the capture load member  127  to maintain the capture load member  127  in a compressed state. Accordingly, the capture load member  127  maintains the load on the assembly  20  when the press tooling is released. Further adjustments to the bearing load may be made by rotating the shaft  115  with the torque tooling  147 . It is to be understood, however, that the load may be applied to the assembly  20  via the torque tooling  147  alone (without the press tooling  142 ). 
         [0055]    The knuckle  25  may be secured to allow rotation of the bearing  30  and hub  40 . The assembly  20  may be measured to establish the zero point position of the hub  40 . The zero point may be used to establish the cutting position or pattern of the cutting machine (not shown). The assembly  20  may be moved to the machining area to machine the surfaces  73 ,  74 . The assembly  20  may then be moved to a measuring area, and the knuckle  25  may be secured so that the hub  40  can freely rotate. An LVDT, for example, measures the dynamic value of the assembly  20  for comparison of the dynamic value to the master range. If the dynamic value is not within the master range, the assembly  20  can be machined until it is within an acceptable range, with in stock allowances on flange face  72 , such as surfaces  73  and  74 . 
         [0056]    If the dynamic value is acceptable, the assembly  20  may be released and transported to an unloading station. An additional load may be applied to the assembly  20 , and the torque tooling  147  may torque the drive point  121  to rotate the shaft  115  to loosen the retention nut  122 . The additional load may be released and the retention nut  122  may be removed from the shaft  115  such that the assembly  20  may also be removed, enabling the assembly  20  to be installed on a vehicle. 
         [0057]    Although the preferred embodiment of the present invention has been illustrated in the accompanying drawings and described in the foregoing detailed description, it is to be understood that the present invention is not to be limited to just the preferred embodiment disclosed, but that the invention described herein is capable of numerous rearrangements, modifications, and substitutions without departing from the scope of the claims hereafter.