Patent Publication Number: US-10308284-B2

Title: Indexable system for select wheel alignment correction

Description:
FIELD OF THE INVENTION 
     The subject matter of the present disclosure relates generally to a system for correcting the alignment of a wheel mounted onto a hub and axle assembly. 
     BACKGROUND OF THE INVENTION 
     The alignment of a vehicle&#39;s wheel plane WP relative to the path traveled by the vehicle affects not only the handling of the vehicle but also affects the wear on the tires. As used here, alignment refers to camber, toe, and thrust. Referring to  FIG. 1 , camber is the angle between the wheel plane WP and a vertical axis VA of the vehicle  60 . Positive camber (+C) refers to an angle where the top of the wheel  50  is farther away from the center of vehicle  60  than the bottom of the wheel  50 . Negative camber (−C) refers to an angle where the bottom of the wheel  50  is farther away from center of the vehicle  60  than the top. Generally speaking, camber changes of even a fourth of one degree can impact tire wear. Abnormal tire wear has been observed in certain applications with even smaller changes in camber angle. Free rolling (non-driven) tires in low wear rate applications are especially sensitive to camber and thus particularly prone to developing abnormal wear if the camber angle is unfavorable. 
     Referring to  FIG. 2 , toe is the angle the wheel plane WP makes with a centerline along the longitudinal axis LA of the vehicle  60 . Positive toe (+T), also referred to as toe in, is a condition where the front of the wheel  50  or the wheel plane WP is pointing in or towards the center line of the vehicle  60 . Negative toe (−T), also referred to as toe out, is a condition where the front of the wheel  50  or wheel plane WP points out or away from the center line of the vehicle  60 . Thrust is the resulting direction of travel (FDT) of an axle as opposed to the direction that might be expected from the orientation of wheel planes WP of the wheels on the axle. Generally speaking, toe changes of even one-tenth of a degree can have an impact on tire wear. 
     The typical trailer axle is made by welding a pair of spindle forgings onto a piece of axle tubing then machining the precision surfaces of both spindles simultaneously in a lathe process. The resulting axle is near perfectly straight—i.e., each spindle axis possesses zero camber and zero toe. When a typical axle is installed under a vehicle (used herein to refer to both motorized vehicles as well as trailers) and placed into normal operation under typical loading conditions, the camber does not remain at zero. The axle under load, although quite rigid, flexes. The flexing of the axle occurs because the suspension is attached to the axle at load transfer points which are significantly inboard of the ends of the axle, but the tires support the weight of the vehicle by means of attachment points which are relatively near the outboard ends of the axle. As a result of this geometry, the weight of the vehicle imposes a bending moment on the axle which in turn causes upward deflection of the ends of the axle resulting in the tires presenting a slight negative camber. As the load increases, the more negative the camber becomes. At the typical maximum legal tandem axle load in the United States, it would not be unusual for the wheel camber angle to reach approximately 0.5 degrees. The contribution of tire alignment to tire wear can be particularly problematic with vehicles used for transporting heavy loads. 
     Once the weight is removed, the axle may recover and again affect the alignment of the wheels. Because of factors such as the additional costs and amount of material that would be required, increasing the stiffness of the axle to resolve camber issues may not be practical. 
     Even with the same amount of camber on each axle spindle, axle camber affects the tires differently depending on their individual wheel end position on the vehicle because most road surfaces (RS) are not flat transversely (orthogonal to the normal travel direction) across the road. The road surface is either crowned or sloped (by about 1.5% on average) so that water will evacuate from the road surface. Trucks, in North America and other countries using the right side of the road for forward traffic, generally operate in the right most lane, which is usually sloped very slightly to the right. This means that as vehicle is traveling on the road way, there is a gravitational force pulling the vehicle to the right. This force is resisted through the tire contact patch, and the tire transmits this force to the axle by transmitting the required force opposite of the direction of pull through its interface with its wheel. The result is that as the tire rolls down the highway, the contact patch shifts leftward with respect to the wheel plane WP. At full load and at normal pressure on a typical New Generation Wide Base Single tire (NGWBS tire), this shift has an effect on tire shoulder wear that is roughly the equivalent of a 0.2 degree shift in wheel camber. This means that, although the left and the right wheel may each measure approximately −0.5 degree of camber, when the shift effect is considered, the effective camber angle on the left side tires is approximately −0.7 degree, and the effective camber angle on the right side tires is approximately −0.3 degree. As a consequence of this phenomenon, tires on the driver side left of the vehicle usually experience worse inboard shoulder wear than tires on the driver side right of the vehicle. 
     When a typical tandem axle vehicle (tractor or trailer) turns, the dynamics of the vehicle favor lateral grip by the forward axle tires. As a result, the pivot point of the vehicle shifts toward the forward axle tires, and the rear axle tires will tend to have greater slip laterally as the vehicle negotiates a turn. For this reason, the rear tires on a tandem axle pair receive more scrub and have a faster wear rate than the tires on the forward axle. Scrub tends to arrest the development of irregular wear and thus the rear tires usually are less affected by the camber issue than are the tires on the forward axle. 
     As a consequence, irregular tire wear is usually worst on the inboard surface of the LF tire. Next worst is the LR tire. The RF tire comes next but is sometimes similar in severity to the LR. The most even wear usually is found on the RR tire depending upon the particular application, load, and routes normally traveled. It should be obvious that in countries such as Australia, where drivers drive on the left side of the road instead of the right side, such observations would be reversed. 
     Therefore, a need exists for improved methods and apparatus for adjusting or correcting axle alignment and, more particularly, for allowing adjustment to camber, toe, and thrust. A system that allows for select adjustments—i.e. adjustments by discrete, predetermined amounts would be useful. Such a system that allows for a wide range in variation of adjustment and for the indexing of such adjustments would also be useful. Additional usefulness would be provided by a system that allows for adjustment of the alignment of an axle using hardware that can be used for the left or right sides of the vehicle. 
     SUMMARY OF THE INVENTION 
     The present invention provides a system for wheel alignment. A sleeve is fitted over the spindle of an axle. Rotation of the sleeve relative to the spindle provides for adjustments to wheel alignment while a locking feature such as e.g., a pin, is used to maintain the selected position of the sleeve relative to the spindle. The available positions of the sleeve relative to the spindle are predetermined in order to provide for discrete, known adjustments to the alignment of the wheel. Numerous positions can be provided based on the range and magnitude of adjustability selected. Additional objects and advantages of the invention will be set forth in part in the following description, or may be apparent from the description, or may be learned through practice of the invention. 
     In one exemplary aspect, the present invention provides a method for indexing a wheel alignment system for a vehicle, the wheel alignment system including an axle defining axial, radial, and circumferential directions. The axle includes a flange and a spindle onto which a sleeve is rotatably received. The axle has an outer surface of revolution about an axis AR O . The method includes the steps of choosing a total number FP TOT  of a first plurality of axially-oriented apertures for positioning on the sleeve; positioning the first plurality of apertures on the sleeve at locations uniformly apart from each other along the circumferential direction with each at a predetermined radial distance from axis AR O ; selecting a total number SP TOT  of a second plurality of axially-oriented apertures for positioning on the flange; wherein SP TOT  and FP TOT  do not share any common factors other than integer 1; and positioning the second plurality of apertures on the flange at locations uniformly apart from each other along the circumferential direction and at the predetermined radial distance from axis AR O . The first and second plurality of apertures provide a plurality of matching pairs of apertures that can be aligned along the axial direction by rotation of the sleeve to provide changes in wheel alignment. 
     In another exemplary aspect, the present invention provides an assembly allowing selective adjustment of wheel alignment on a vehicle. The assembly includes an axle defining axial, radial, and circumferential directions. The axle includes a flange and a spindle having an outboard end and an inboard end. 
     A first plurality of apertures are positioned at an inboard end of the sleeve and extend along the axial direction. The first plurality of apertures are spaced apart along the circumferential direction and at varying radial distances from the first axis. The total number of the first plurality of apertures is FP TOT . 
     A second plurality of apertures are positioned on the flange near an inboard end of the spindle and extend along an axial direction. The second plurality of apertures are spaced apart along the circumferential direction and at positioned at varying radial distances from the first axis. The total number of the first plurality of apertures is SP TOT . SP TOT  and FP TOT  do not share any common factors other than integer 1. The first and second plurality of apertures provide a plurality of matching pairs of apertures that can be aligned along the axial direction by rotation of the sleeve to provide changes in wheel alignment. 
     A removable lock extends between the apertures of one of the matching pairs of apertures so as to prevent the rotation of the sleeve relative to the spindle. 
     These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which: 
         FIG. 1  illustrates a front view of an exemplary vehicle having wheels as may benefit from use of the present invention. 
         FIG. 2  illustrates a top view of the exemplary vehicle of  FIG. 1 . 
         FIG. 3  illustrates a view (top, bottom, or side) of an exemplary assembly of the present invention as may be used for correction of toe, camber, and/or thrust. 
         FIG. 4  illustrates a cross-sectional view along line  4 - 4  of the exemplary assembly of  FIG. 3 . 
         FIG. 5  provides an exploded perspective view of the exemplary assembly of  FIG. 3 . 
         FIG. 6  provides a perspective view of an outboard end of an exemplary sleeve of the present invention. 
         FIG. 7  provides a perspective view of an inboard end of the exemplary sleeve of  FIG. 6 . 
         FIG. 8  provides an end view, from the outboard side, of the exemplary sleeve of  FIG. 6 . 
         FIG. 9  is a cross-sectional view of the exemplary sleeve taken along the longitudinal axis of the sleeve. 
         FIGS. 10, 11, and 12  are partial cross-sectional views, along line  10 - 10  of  FIG. 4 , of an exemplary sleeve and flange. Different circumferential positions of the sleeve relative to the flange are depicted in each figure as more fully described herein. 
         FIG. 13  is a perspective view of an inboard side of an exemplary washer of the present invention. 
         FIGS. 14 and 15  provide perspective views of an exemplary flange and the inboard end of an exemplary sleeve of the present invention. 
     
    
    
     DETAILED DESCRIPTION 
     For purposes of describing the invention, reference now will be made in detail to embodiments of the invention, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, not limitation of the invention. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope or spirit of the invention. For instance, features illustrated or described as part of one embodiment, can be used with another embodiment to yield a still further embodiment. Thus, it is intended that the present invention covers such modifications and variations as come within the scope of the appended claims and their equivalents. 
     For this disclosure, the following terms are defined as follows: 
     “Axial direction,” or the letter “A” without a subscript in the figures, refers to a direction parallel to the axis of rotation of, for example, the hub or the wheel as it travels along a road surface. As used in the figures herein, the vertical direction V is orthogonal to the axial direction and the horizontal direction H is parallel to the axial direction A. 
     “Radial direction” or the letter “R” in the figures refers to a direction that is orthogonal to the axial direction and extends in the same direction as any radius that extends orthogonally from the axial direction. 
     “Inboard” refers to a direction along axial direction A that is towards the vehicle and is designated with the letter I. 
     “Outboard” refers to a direction along axial direction A that is away from the vehicle and is designated with the letter O. 
     “Surface of revolution” or the letters AR is the surface in Euclidean space that is formed by rotating a curve or line around a straight line (referred to herein as the axis) in its plane. 
     “Wheel plane” or the letters “WP” is a plane passing down the center of the wheel (including the tire) and dividing the wheel into two equal, circular portions. 
     “Toe” or the letter “T” means the angle of the wheel plane WP with respect to a longitudinal axis along the center of the vehicle. 
     “Camber” or the letter “C” means the angle of the wheel plane WP with respect to the vertical axis VA of the vehicle. As used herein, when the wheel plane is parallel to the vertical direction and orthogonal to the axial direction, both camber and toe are considered to be at zero—i.e. in a position of no camber or toe correction of the wheel alignment. 
     “Vehicle” includes motorized vehicles and non-motorized vehicles including trailers. 
     “Factor” refers to numbers multiplied together to obtain another number. 
     “Greatest common factor” or GCF of two numbers means the integer that is the greatest factor which can divide the two numbers. 
       FIGS. 3, 4, and 5  illustrate an exemplary assembly  100  of the present invention as may be used to make adjustments to camber, toe, and thrust by adjusting the alignment of the axis of rotation of a hub  102  relative to a spindle  104  positioned at the end of an axle  106 . Hub  102  is retained onto axle  106  by an axle nut  108  (also referred to as a spindle nut) that engages complementary threads  110  on threaded end  112  of spindle  104 . A clip  196  is received into teeth  198  ( FIG. 5 ) of axle nut  108 . Clip  196  includes a tab  270  received into groove  136  to prevent nut  109  from turning once tightened onto spindle  104 . Hub  102  is rotatable about spindle  104 . 
     A plurality of threaded lugs  114  may be used with complementary fasteners for securing a wheel or wheel rim onto assembly  100 . Wheel assembly  100  may be used on a heavy commercial vehicle such as a trailer or other vehicle types as well. Hub  102  and axle nut  108  are provided by way of example—other hub types and mechanisms of attachment to axle  106  may also be used. 
     As shown in the cross-sectional view of  FIG. 4  and in  FIG. 5 , spindle  104  has an outer surface of revolution SR 0  about a spindle axis AR 0  that is located at the center of spindle  104 . For this exemplary embodiment, assembly  100  includes a cylindrically-shaped sleeve  116  that is machined with an internal diameter such that spindle  104  can be received within the interior  118  of sleeve  116  and onto outer surface SR 0 . 
     As shown in  FIGS. 4, and 6 through 9 , sleeve  116  has an inner surface of revolution SR 1  about a first axis AR 1 . When spindle  104  is matingly received within the interior  118  of spindle sleeve  116  as shown in  FIG. 4 , spindle axis AR 0  and first axis AR 1  are coincident with other or i.e. geometrically the same. As also shown, spindle sleeve  116  has an outer surface of revolution SR 2  about a second axis AR 2  that forms a predetermined angle α relative first axis AR 1 . Different sleeves  116  can be manufactured with different predetermined values for angle α. In one exemplary embodiment, angle α has degree value that is within the range of 0.1°≤α≤0.7°. In still another exemplary embodiment, angle α has value of 0.3°. Other values may be used as well. 
     The cross-section of  FIG. 4  is selected for purposes of illustrating the maximum value of angle α. It should be appreciated that in a cross-sectional view that is orthogonal to the view shown in  FIG. 5 , it would appear that the value of angle α is zero. Thus, as used herein, angle α refers to the angle value as measured within a plane containing (i.e. coplanar with) first axis AR 1  and second axis AR 2 . Additionally, as used herein, angle α also refers to the absolute value of the angle between first axis AR 1  and second axis AR 2  on the inboard side of the intersection IX of these two axes as depicted in  FIG. 4 . 
     The present invention allows the circumferential position (i.e. the location along circumferential direction C) of angle α about first axis AR 1  to be selectively determined in order to make changes in toe, camber, and thrust for a wheel mounted on hub  102 . Such adjustment is accomplished by rotations of sleeve  116  to achieve the desired circumferential orientation of sleeve  116  relative to axle  106  as will be further described. 
     For example, referring specifically to  FIG. 8  (a view of sleeve  116  from an outboard end), by locating axes AR 1  and AR 2  both within a vertical plane VP (a plane parallel to vertical direction V), positive or negative changes in camber can be accomplished. Positive camber can be created by positioning second axis AR 2  and angle α above first axis AR 1  within vertical plane VP as indicated by +C. Negative camber can be created by positioning second axis AR 2  and angle α below first axis AR 1  within vertical plane VP as indicated by −C. 
     Similarly, by locating axes AR 1  and AR 2  both within a horizontal plane HP (a plane parallel to horizontal direction H), positive or negative changes in toe can be accomplished. Positive toe can be created by positioning second axis AR 2  and angle α in front of first axis AR 1  (front being relative to the forward direction of vehicle travel or FDT as shown in  FIG. 2 ) within horizontal plane HP as indicated by +T. Negative toe can be created by positioning second axis AR 2  and angle α behind first axis AR 1  relative to the forward direction of vehicle travel FDT within horizontal plane HP as indicated by −T. 
     Changes in both camber and toe can be effected by combinations where axes AR 1  and AR 2  (and angle α) are at locations between horizontal plane HP and vertical plane VP. Accordingly, positive or negative changes in camber, positive or negative changes in toe, as well as adjustments to thrust can be accomplished simultaneously depending upon the circumferential orientation of sleeve  116  relative to spindle  104 . The value of predetermined angle α as well as its circumferential location (i.e. the location of sleeve outer surface axis AR 2  relative to horizontal plane HP, vertical plane VP, and forward direction of travel FDT) will control the amount of camber, toe, and thrust adjustment that occurs using sleeve  116 . 
     As now described, certain features are provided to fix the circumferential position of sleeve  116  during use so that e.g., rotational torque from rotation of a wheel on hub  102  does not change sleeve  116 &#39;s circumferential orientation once set. At the same time, such features allow the circumferential position of sleeve  116  to be readily adjusted. 
       FIGS. 10, 11, and 12  provide partial cross-sectional views, along line  10 - 10  of  FIG. 4 , of sleeve  116  (shown in cross-section), spindle  104 , and a flange  158  of axle  106 . Different circumferential positions of the sleeve  116  relative to flange  158  are depicted in each figure as will be further described. In this exemplary embodiment, sleeve  116  includes a first plurality of apertures  122 A,  124 B,  126 C,  128 B, and  130 A. Flange  158  includes a second plurality of apertures  142 A,  144 B,  146 C,  148 B, and  150 A (shown in dashed circles to indicate their position behind sleeve  116  in this end view). 
     The letters A, B, and C used with each aperture number denote apertures that are located at the same radial distance from first axis AR 1 . More particularly, as shown in  FIG. 10 , apertures  124 B and  144 B are positioned at the same radial distance—denoted with R B —from first axis AR 1 . As shown in  FIG. 12 , apertures  130 A and  150 A are positioned at the same radial distance—denoted with R A —from first axis AR 1 . 
     Referring to  FIG. 11 , central aperture  126 C and central aperture  146 C are positioned at the same radial distance—denoted with R C —from first axis AR 1 . For this embodiment, apertures  126 C and  146 C are also centrally located in that the positioning of all other apertures is symmetrical about a vertical plane VP passing through the middle of central apertures  126 C and  146 C. In other embodiments of the invention, a different number of apertures may be used including both odd and even amounts. 
     Used together, the first and second plurality of apertures provide a plurality of matching pairs of apertures that can be aligned along the axial direction by rotation of sleeve  116 . For this exemplary embodiment, such matching pairs include:
           122 A and  142 A;     124 B and  144 B;     126 C and  146 C;     128 B and  148 B; and     130 A and  150 A.       

     Each such matching pair can be aligned along the axial direction to provide a discrete, predetermined amount of correction to the wheel alignment. A removable lock—in this exemplary embodiment a pin  160  ( FIG. 3 )—extends between the apertures of the matching pairs to fix the circumferential position of sleeve  116  relative to spindle  104  once the desired circumferential position is selected. 
     By way of example,  FIG. 11  depicts a central circumferential position for sleeve  116  relative to spindle  104  where the matching pair of central apertures  126 C,  146 C are aligned along the axial direction. Pin  160  (see  FIG. 4 ) is inserted through each aperture  126 C and  146 C to fix the position of sleeve  116  relative to spindle  104  and thereby prevent sleeve  116  from freely rotating about spindle  104 . For this exemplary embodiment of assembly  100 , the position in  FIG. 11  aligns wheel plane WP with a predetermined amount of positive camber only and a zero amount of toe because angle α (always referenced herein with respect to its value and location on the inboard side of intersection IX in  FIG. 4 ) is above the horizontal plane HP and positioned wholly within the vertical plane VP (see above discussion regarding  FIG. 8 ). The amount of camber in this position depends upon the magnitude of angle α. 
       FIG. 10  depicts a circumferential position for sleeve  116  relative to spindle  104  where matching pair of apertures  124 B,  144 B are aligned along the axial direction. Starting from a position as shown in  FIG. 11 , sleeve  116  is rotated counter clockwise (CCW) to obtain the position shown in  FIG. 10 . Pin  160  is inserted through each aperture  124 B and  144 B ( FIG. 4 ) to fix the position of sleeve  116  relative to spindle  104  and thereby prevent sleeve  116  from freely rotating about spindle  104 . For this exemplary embodiment of assembly  100 , the circumferential position in  FIG. 10  orients wheel plane WP with a predetermined amount of positive camber and negative toe because angle α is above the horizontal plane HP and behind the vertical plane VP (see above discussion regarding  FIG. 8 ). The amount of camber and toe in this position depends upon the magnitude of angle α and the amount by which sleeve  116  must be rotated from the circumferential position shown in  FIG. 11  to the circumferential position shown in  FIG. 10  so as to align apertures  124 B and  144 B. In turn, the amount of such rotation is controlled by the number of apertures and the amount of spacing along the circumferential direction C between such apertures. Stated differently, the amount of such rotation depends on the distance along circumferential direction C between apertures  124 B and  144 B from the central apertures  126 C and  146 C, respectively. For example, angle α and the circumferential spacing between apertures C could be such that rotation from the position shown in  FIG. 11  to the position shown in  FIG. 10  provides a 0.05 degree change in toe. 
     Similarly,  FIG. 12  depicts a circumferential position for sleeve  116  relative to spindle  104  where matching pair of apertures  130 A,  150 A are aligned along the axial direction. Starting from a position as shown in  FIG. 11 , sleeve  116  is rotated clockwise (CW) to obtain the position shown in  FIG. 12 . Pin  160  is inserted through each aperture  130 A and  150 A ( FIG. 4 ) to fix the position of sleeve  116  relative to spindle  104  and thereby prevent sleeve  116  from freely rotating about spindle  104 . For this exemplary embodiment of assembly  100 , the circumferential position in  FIG. 12  orients wheel plane WP with a predetermined amount of positive camber and positive toe because angle α is above the horizontal plane HP and in front of the vertical plane VP (see above discussion regarding  FIG. 8 ). The amount of camber and toe in this position depends upon the magnitude of angle α and the amount by which sleeve  116  must be rotated from the circumferential position shown in  FIG. 11  to the circumferential position shown in  FIG. 12 . In turn, the amount of such rotation is controlled by the number of apertures and the amount of spacing along the circumferential direction C between such apertures. For example, angle α and the circumferential spacing between apertures C could be such that rotation from the position shown in  FIG. 11  to the position shown in  FIG. 11  provides a 0.15 degree change in toe. 
     Returning to  FIG. 4 , the intersection IX of axis AR 1  and axis AR 2 , can be chosen so as to maintain alignment of any brake friction surfaces, such as brake pads against a disc, or a brake shoes against a brake drum, such that the brake friction surfaces remain as close to the same alignment as was originally intended prior to the camber, toe and or thrust angle adjustment of the spindle sleeve  116 . In some exemplary embodiments of assembly  100 , intersection point IX is chosen by positioning axes AR 1  and AR 2  such that intersection IX is located between the brake friction surfaces thereby minimizing brake component offset. 
     The magnitude of predetermined angle α is used to control the amount of wheel alignment that can be achieved through rotation of sleeve  116 . In turn, the magnitude of predetermined angle α is limited by the thickness T ( FIG. 9 ) of spindle sleeve  116 . Thickness T must be of a magnitude to prevent deformation during handling of sleeve  116 , installation of the sleeve  116  upon the spindle  104 , or operation of the vehicle as the loads are transmitted from the vehicle through the spindle  104 , spindle sleeve  116 , wheel bearings  170 ,  180 , hub  102  and to the road surface RS ( FIG. 1 ). 
     Returning to  FIGS. 4 and 5 , a bearing spacer  188  allows excess axial forces to transfer through spacer  188  rather than bearings  170  and  180  so as to “preset” the bearing load. Bearing spacer  188  is machined to exact dimensions and matched relative to the dimensions of hub  102  that define the spacing between inboard bearing  170  and outboard bearing  180 . It should be understood, that while this embodiment incorporates a bearing spacer  188  for ease of installation and ensuring proper bearing preload, other embodiments may omit the spacer  188 . Bearings  170  are positioned between outboard races  184  and  190  while bearings  180  are positioned between races  186  and  192 . 
     Referring now to  FIGS. 6 through 9 , the thickness T of sleeve  116  as measured from inner surface SR 1  to outer surface SR 2  varies depending upon the azimuth location and longitudinal location along sleeve  116 . As already described, these variations in thickness allow changes in wheel alignment based on rotation of sleeve  116  about spindle  104 . 
     An inboard spindle sleeve bearing surface  204  is manufactured to a size that will receive a cone or inner race of the inboard bearing  180 . An outboard spindle sleeve bearing surface  206  is manufactured to a size that will receive a cone or inner race of the outboard bearing  170 . 
     A reduced diameter surface  208  between inboard bearing surface  204  and outboard bearing surface  206  having a diameter less than the inboard bearing surface  204  eases assembly of inboard bearing  180  onto spindle sleeve  116 . In this embodiment, reduced diameter surface  208  transitions to inboard bearing surface  204  with a first angled chamfer  210 . Reduced diameter surface  208  transitions to outboard bearing surface  206  with a second angled chamfer  212 . Inboard bearing surface  204  and outboard bearing surface  206  have diameters in this exemplary embodiment that are identical. However, other embodiments may have the outboard bearing surface  206  smaller than the inboard bearing surface  204 , such as found in TN/TQ series bearings or TR series bearings. 
     As shown in  FIGS. 7 and 9 , sleeve  116  has a seal surface  214  that, in this embodiment, has an appreciable larger diameter than inboard bearing surface  204 . Other embodiments within the scope of the invention may have a seal surface  214  with a diameter equal to that of inboard bearing surface  204 . In this embodiment, the inboard portion of sleeve inner surface SR 1  possesses a groove  216  in which a seal  218  ( FIG. 4 ), such as an o-ring type seal, is placed to prevent leakage of lubricant from the inner part of the hub or from the ingress of contaminants. 
       FIG. 8  depicts an end view of sleeve  116  from outboard end  162 . For this orientation, sleeve  116  in this embodiment is thinner at the top than at the bottom as a result of the relative positioning of the axis AR 2  relative to axis AR 1 . Inner surface SR 1  can be observed along the top half of sleeve  116  from this view since the inner surface axis AR 1  is angled down and away from the point of view of the figure. In this embodiment, no appreciable toe angle is present. However, it can be appreciated that a variation in the circumferential position of angle α—or axis AR 2  relative to AR 1 —would result in a change in the wheel alignment. 
     Referring now to  FIGS. 3 and 13 , assembly  100  includes a washer  132  that is positioned between axle nut  108  and outboard end  162  of sleeve  116 . Washer  132  has an inboard side  154  and an outboard side  156 . The inboard side  154  defines a recess  166  into which the outboard end  162  of sleeve  116  is removably received. A tab  138  extends radially inward from a radially inner surface  152  of washer  132  and is received into an axially-oriented groove  168  ( FIGS. 6 and 9 ) on the outboard end of sleeve  116 . As such, tab  138  and groove  168  provide means for fixing the circumferential orientation of washer  132  so as to prevent rotation of washer  132  relative to sleeve  116 . 
     Accordingly, assembly  100  can be used to adjust the alignment of a wheel plane WP on a vehicle  60  ( FIGS. 1 and 2 ). In one exemplary method, axle nut  108  is loosened so that sleeve  116  can be shifted in the outboard direction (O) away from flange  158 . The amount of movement must be enough to allow for pin  160  to be disengaged and permit the rotation of sleeve  116  relative to spindle  104 . Depending upon the amount of e.g., toe or camber correction desired and the direction (positive or negative) of the desired toe correction, sleeve  116  is rotated clockwise or counterclockwise as described above with regard to  FIGS. 10, 11, and 12  so to select the desired matching pair of apertures. Once selected, sleeve  116  is shifted along the inboard direction (I) and pin  160  is reengaged with flange  158  (i.e. pin  160  is positioned within the matching pair of apertures selected) so as to prevent rotation of sleeve  116  relative so spindle  104 . Axle nut  108  can then be tightened to secure assembly  100 . Other exemplary methods of adjusting the circumferential position of sleeve  116  may be used as well. 
     As stated, the amount of rotation of sleeve  116  that is required to achieve a specific change in camber, toe, and thrust is controlled by e.g., the magnitude of angle α as well as the number and spacing of the first and second plurality of apertures on flange  158  and the inboard end  162  of sleeve  116 . The radial distance between axis AR O  and the center of each aperture also affects the amount of change in alignment that occurs when rotating sleeve  116  between matching pairs of apertures. As will now be further described, numerous arrangements of the matching pairs of apertures can be provided based on the range and magnitude of adjustability needed for an exemplary wheel alignment assembly of the present invention. 
       FIG. 14  depicts an exemplary flange  300  of an axle that is to be joined with the inboard end of a sleeve  400 . For purposes of illustration, portions of the axle that support flange  300  as well as portions of sleeve  400  have been removed. As previously described, sleeve  400  is rotated about the axle&#39;s spindle to the desired position for wheel alignment. At least one of the first plurality of axially-oriented apertures  404  on sleeve  400  and at least one of the second plurality of axially-oriented apertures  304  of flange  300  are aligned at the desired position as a matching pair of apertures. A locking mechanism such as a pin is extended axially into the matching pair to prevent rotation of sleeve  400  relative to the axle and flange  300  as previously described. 
     In an exemplary method of the present invention, let FP TOT  represent the total number of apertures chosen for the first plurality of apertures  404  on sleeve  400 . For exemplary sleeve  400  in  FIG. 14 , FP TOT =8. Similarly, let SP TOT  represent the total number of apertures chosen for the second plurality of apertures  304  on flange  300 . For exemplary flange  300  in  FIG. 14 , FP TOT =12. 
     Notably, for this exemplary embodiment, apertures  304  and  404  are all at the same radial distance R D  from axis AR O  (which is identical to AR 1 —the axis of the inner surface of revolution of the sleeve  400 ). As such, the maximum number of matching pairs of apertures that can be created at any single circumferential orientation of sleeve  400  relative to AR O  is equal to the greatest common factor (GCF) of FP TOT  and SP TOT . For the exemplary flange  300  and sleeve  400  of  FIG. 14 , the GCF would be four. 
     More particularly, the maximum number of matching pairs of apertures  304  and  404  that can be created at any single circumferential orientation of sleeve  400  relative to AR O  and flange  300  is four. Thus, four pins could be used to engage flange  300  and sleeve  400  in such position. At the same time, 24 unique positions can be created through rotation of sleeve  400  relative to flange  300 . Indicia  302  and  402  can be used to meter the correct amount of relative rotation. 
     To ensure that only one matching pair exists between the first and second plurality of apertures on the sleeve and flange, respectively, FP TOT  and SP  TOT  must be selected such that their GCF is the integer 1. Knowing that the values of FP TOT  and SP  TOT  can be determined to create only a single matching pair of apertures at a time during the revolution of the sleeve is very useful in designing exemplary embodiments of a wheel alignment system of the present invention. 
     By way of example, referring to  FIG. 15 , a designer can choose the total number of the second plurality of apertures SP TOT  of a flange  500  based on e.g., the number of positions of toe and camber adjustment desired for the assembly  100 . Assume again the designer chooses a total number of  12  positions for SP TOT . Accordingly,  12  apertures are positioned uniformly apart from each other along the circumferential direction C with each at a predetermined radial distance R O  relative to AR O . 
     In order to provide only one matching pair of apertures at a time as sleeve  600  is rotated relative to flange  500 , the total number of the first plurality of apertures FP TOT  of sleeve  600  must be selected so that the GCF of FP TOT  and SP TOT  is the integer 1. For the example of  FIG. 15 , such occurs when FP TOT  is equal to 7. Accordingly, while there are 84 (the product of 12 and 7) unique matching pairs of apertures created by the rotation of sleeve  600  relative to flange  500 , only one matching pair at any one time can be aligned (i.e. indexed) along the axial direction. Stated differently, only one pin or other locking mechanism can be extended between flange  500  and sleeve  600  at any one time as sleeve  600  is rotated about the circumferential direction relative to flange  500 . Indicia  502  and  602  can be used to meter the correct amount of relative rotation. 
     As will be understood using the teachings disclosed herein, the positive integer values that can be used for FP TOT  and SP  TOT  can be varied substantially to provide a wide range of adjustability of the sleeve and flange. For example, the number of apertures for FP TOT , SP TOT , or both, can be varied to determine the number of indexed positions that are available. If the GCF is the integer 1, then a single matching pair of aligned apertures at any one time can be ensured for rotations of the sleeve. 
     While the present subject matter has been described in detail with respect to specific exemplary embodiments and methods thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art using the teachings disclosed herein.