Abstract:
A system for wheel alignment provides an indexable pair of washers in conjunction with a sleeve having non-concentric inner and outer surfaces that allow for adjustments to camber, toe, and thrust. The system can be retrofitted to existing axle systems using a sleeve that fits over the spindle of the axle. Rotation of the sleeve relative to the spindle provides for adjustment to wheel alignment. The indexable washers can be used to determine the precise amount of adjustment and fix the position of the sleeve once adjusted. The system can be implemented regardless of the circumferential position (i.e. azimuthal orientation) of a keyway or groove on the axle spindle that is typically used to lock the position of the axle nut.

Description:
FIELD OF THE INVENTION 
       [0001]    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 
       [0002]    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. 
         [0003]    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. 
         [0004]    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. 
         [0005]    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. 
         [0006]    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. 
         [0007]    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. 
         [0008]    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. 
         [0009]    Therefore, a need exists for improved methods and apparatus for adjusting or correcting wheel alignment and, more particularly, for allowing adjustment to camber, toe, and thrust. A system that allows for adjustment while minimizing the amount of disassembly and labor required would be particularly advantageous. A system that can be retrofitted to existing axle systems 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 
       [0010]    The present invention provides a system for wheel alignment. An indexable pair of washers in conjunction with a sleeve having non-concentric inner and outer surfaces allows for adjustments to camber, toe, and thrust. The system can be retrofitted to existing axle systems using a sleeve that fits over the spindle of the axle. Rotation of the sleeve relative to the spindle provides for adjustment to wheel alignment. The indexable washers can be used to determine the precise amount of adjustment and fix the position of the sleeve once adjusted. The system can be implemented regardless of the circumferential position (i.e. azimuthal orientation) of a keyway or groove on the axle spindle that is typically used to lock the position of the axle nut. Additional objects and advantages of the invention wilt 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. 
         [0011]    In one exemplary embodiment, the present invention provides an assembly for selectively adjusting the alignment of a wheel on the spindle of a vehicle&#39;s axle. The assembly includes a sleeve having an inner surface of revolution about a first axis and an outer surface of revolution about a second axis. The first axis and the second axis are at a non-zero angle α from each other. The sleeve defines an interior for receipt of the spindle. The sleeve has an inboard end and an outboard end. An inboard washer is received onto the outboard end of the sleeve, the inboard washer having an inboard face and an opposing, outboard face forming a non-zero angle β with the inboard face. 
         [0012]    The assembly includes means for preventing the rotation of the inboard washer relative to the sleeve. 
         [0013]    An outboard washer is located at the outboard end of the sleeve at a position adjacent to the inboard washer, the outboard washer having an inboard thee and an opposing, outboard face. The outboard washer includes at least one key for engaging the spindle and preventing rotation of the outboard washer relative to the spindle. 
         [0014]    The assembly includes means for engaging the inboard washer and the outboard washer so as to prevent rotation of the inboard washer and sleeve about the spindle. 
         [0015]    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 
         [0016]    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: 
           [0017]      FIG. 1  illustrates a front view of an exemplary vehicle having wheels as may benefit from use of the present invention. 
           [0018]      FIG. 2  illustrates a top view of the exemplary vehicle of  FIG. 1 . 
           [0019]      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. 
           [0020]      FIG. 4  illustrates a cross-sectional view along line  4 - 4  of the exemplary assembly of  FIG. 3 . 
           [0021]      FIG. 5  provides an exploded perspective view of the exemplary assembly of  FIG. 3 . 
           [0022]      FIG. 6  provides a perspective view of art outboard end of an exemplary sleeve of the present invention. 
           [0023]      FIG. 7  provides a perspective view of art inboard end of the exemplary sleeve of  FIG. 6 . 
           [0024]      FIG. 8  provides an end view, from the outboard side, of the exemplary sleeve of  FIG. 6 . 
           [0025]      FIG. 9  is a cross-sectional view of the exemplary sleeve taken along line  9 - 9  of  FIG. 8 . 
           [0026]      FIG. 10  is a side view of an exemplary outboard washer of the present invention. 
           [0027]      FIG. 11  is a front view of the exemplary washer of  FIG. 10 , and 
           [0028]      FIG. 12  is a perspective view of the exemplary washer of  FIG. 10 . 
           [0029]      FIG. 13  is a side view of an exemplary inboard washer of the present invention. 
           [0030]      FIG. 14  is a front view of the exemplary washer of  FIG. 13 , and 
           [0031]      FIG. 15  is a perspective view of the exemplary washer of  FIG. 13 . 
           [0032]      FIG. 16  is a side view of another exemplary outboard washer of the present invention. 
           [0033]      FIG. 17  is a front view of the exemplary washer of  FIG. 16 . 
           [0034]      FIG. 18  is a side view of another exemplary inboard washer of the present invention. 
           [0035]      FIG. 19  is a front view of the exemplary washer of  FIG. 18 . 
       
    
    
     DETAILED DESCRIPTION 
       [0036]    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. 
         [0037]    For this disclosure, the following terms are defined as follows: 
         [0038]    “Axial direction,” or the letter “A” without a subscript in the figures, refers to a direction parallel to the axis of rotation of e.g., 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. 
         [0039]    “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. 
         [0040]    “Inboard” refers to a direction along axial direction A that is towards the vehicle and is designated with the letter I. 
         [0041]    “Outboard” refers to a direction along axial direction A that is away from the vehicle and is designated with the letter O. 
         [0042]    “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. 
         [0043]    “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. 
         [0044]    “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. 
         [0045]    “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 zero camber angle or zero toe angle of the wheel alignment. 
         [0046]    “Vehicle” includes motorized vehicles and non-motorized vehicles including trailers. 
         [0047]      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  108  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. 
         [0048]    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 . By way of example, the present invention can be retrofitted to the axle of an existing vehicle by machining a sleeve  116  with a corresponding size and internal diameter. 
         [0049]    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. 
         [0050]    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 . 
         [0051]    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. 
         [0052]    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. 
         [0053]    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. 
         [0054]    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 . 
         [0055]    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  (or gravitational forces applied to the hub by gravity) 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 and allow sleeve  116  to be retrofitted to an existing axle system regardless of the location of a keyway on groove  136  on spindle  104 . 
         [0056]      FIGS. 10 through 12  depict various views of a ring or outboard washer  120 . As best viewed in  FIG. 10 , outboard washer  120  has an inboard face  122  and a flat outboard face  124  that lie in parallel planes as indicated by 0 degrees. Inboard face  122  includes a first plurality of gear teeth  126  separated by grooves  128  and positioned adjacent to each other along circumferential direction C. Gear teeth  126  each have a taper along a radially inward direction. 
         [0057]    Outboard washer  120  defines a circular opening  130  ( FIG. 12 ) through which spindle  104  extends in assembly  100  as shown in  FIG. 4 . Outboard washer  120  includes a key  132  that extends radially inward into circular opening  130  and projects above radially inner surface  134 . Key  132  is received into a complementary groove  136  on the distal end of spindle  104  as shown in  FIG. 3 . As such, key  130  prevents outboard washer  120  from rotating relative to axle  106  within assembly  100 . The width W OW  of outboard washer  120 —i.e. the dimension between radially inner surface  134  and radially outer surface  138 —is uniform along circumferential direction C. 
         [0058]      FIGS. 13 through 15  depict various views of a ring or inboard washer  140 —i.e. a washer that is positioned on spindle  104  at a location inboard of outboard washer  120 . As best viewed in  FIG. 13 , inboard washer  140  has an outboard face  142  and a flat inboard face  144  that lie in non-parallel planes—i.e. planes that are angled with respect to each other by a non-zero angle β as indicated so as to provide a taper. In one exemplary embodiment of the present invention, angle β is equal to angle α. The angled opposing faces  142  and  144  on inboard washer  140  enables outboard face  124  of the outboard washer  120  to engage an inboard face  182  of axle nut  108  and an inboard face  144  of inboard washer  10  to engage an outboard face of outboard bearing race  184  so as to evenly distribute the axial forces around the circumference of the respective faces. 
         [0059]    Outboard face  142  includes a second plurality of gear teeth  146  separated by grooves  148  and positioned adjacent to each other along circumferential direction C. Gear teeth  146  each are oriented along a radial direction. 
         [0060]    Inboard washer  140  defines a circular opening  150  ( FIG. 14 ) through which spindle  104  extends in assembly  100  as shown in  FIG. 4 . Inboard washer  140  includes a plurality of bosses  152 ,  154 ,  156 , and  158  that extend radially inward into circular opening  150  and project above radially inner surface  160 . Bosses  152 ,  154 ,  156 , and  158  are received into complementary notches  152   n,    154   n,    156   n,  and  158   n,  respectively, on the outboard end  162  of sleeve  116  ( FIGS. 6 and 8 ). As such, the plurality of bosses and corresponding notches provide means to prevent inboard washer  140  and sleeve  116  from rotating relative to each other within assembly  100 . Although four bosses and complementary notches are shown, in other configurations a different number may be used including e.g., 1, 2, 5, etc. Notably, for this exemplary embodiment, the taper of inboard washer  140  is aligned along a center line C/L that evenly divides boss  152  and opposing boss  156 . 
         [0061]    As shown in  FIG. 14 , the width W IW  of the inboard washer  140 —i.e. the dimension between radially inner surface  160  and radially outer surface  166 —is non-uniform along circumferential direction C. Width W IW  is smallest at boss  156  and largest at boss  152 . The difference in width W IW  allows sleeve  116  to be received at least partially within opening  150  of inboard washer  140  while the distal tip of each boss  152 ,  154 ,  156 , and  158  extends to the inner surface of revolution SR 1  of sleeve  116 . As shown, axis AR 1  is offset relative to axis AR 2  for reasons previously explained. 
         [0062]    In assembly  100  as shown in  FIG. 2 , outboard washer  120  and inboard washer  140  engage each other. More specifically, the first plurality of gear teeth  126  of the outboard washer  120  are received into the grooves  148  of the inboard washer  140 , and the second plurality of gear teeth  146  are engaged into the grooves  128  of the outboard washer  120 . As such, gear teeth  126  and  146  provides means for selectively engaging the outboard washer  120  and the inboard washer  140  so as to prevent the rotation of the inboard washer  140  and sleeve  116  about spindle  104  during operation of a vehicle that uses assembly  100 . 
         [0063]    In order to adjust the wheel alignment—i.e. to adjust camber, toe, and thrust,—axle nut  108  is loosened so that gear teeth  126  and  146  can be disengaged by sliding outboard washer  120  in the outboard direction O. Sleeve  116  along with inboard washer  140  can then be rotated along circumferential direction C about spindle  104  to provide the correction desired based on the location of second axis AR 2  as previously described. Once sleeve  116  is in the desired circumferential position relative to spindle  104 , gear teeth  126  and  146  can be reengaged to prevent the rotation of inboard washer  140  (and, therefore, sleeve  116 ) about spindle  104 . Indicia such as numbers or marks can be placed on e.g., radially outer surface  166  to assist in identifying amount of correction, which can be correlated with a table or other data. 
         [0064]    As shown by way of example with  FIGS. 16 through 19 , other means can be used for engaging the inboard washer and the outboard washer so as to prevent rotation of the inboard washer and sleeve  116  about spindle  104 . More particularly,  FIGS. 16 and 17  depict a ring or outboard washer  220  having an inboard face  222  and an outboard face  224  that lie in parallel planes as indicated by 0 degrees. Outboard washer  220  includes a first plurality of axially-oriented openings  226  uniformly spaced apart from each other along circumferential direction C. For this embodiment, the first plurality of openings  226  extend from outboard face  224  to inboard face  222 . 
         [0065]    Outboard washer  220  defines a circular opening  230  ( FIG. 17 ) through which spindle  104  extends in assembly  100 . Outboard washer  220  includes a key  232  that extends radially inward into circular opening  230  and projects above radially inner surface  234 . Key  232  is received into a complementary groove  136  on the distal end of spindle  104  as shown in  FIG. 3  in assembly  100 . As such, key  230  prevents outboard washer  220  from rotating relative to axle  106  within assembly  100 . The width W OW  of outboard washer  120 —i.e. the dimension between radially inner surface  234  and radially outer surface  238 —is uniform along circumferential direction C. 
         [0066]      FIGS. 18 and 19  depict a ring or inboard washer  240 —i.e. a washer that is positioned on spindle  104  at a location inboard of outboard washer  220 . Inboard washer  240  has an outboard face  242  and an inboard face  244  that lie in non-parallel planes—i.e. planes that are angled with respect to each other by a non-zero angle β as indicated. In one exemplary embodiment of the present invention, angle β is equal to angle α. Inboard washer  240  also includes a second plurality of axially-oriented openings  246  uniformly spaced apart from each other along circumferential direction C. For this embodiment, the second plurality of openings  246  extend from outboard face  242  to inboard face  244 . 
         [0067]    Inboard washer  240  defines a circular opening  250  ( FIG. 19 ) through which spindle  104  extends in assembly  100 . Inboard washer  240  includes a plurality of bosses  252 ,  254 ,  256 , and  258  that extend radially inward into circular opening  250  and project above radially inner surface  260 . Bosses  252 ,  254 ,  256 , and  258  are received into complementary notches  152   n,    154   n,    156   n,  and  158   n,  respectively, on the outboard end  162  of sleeve  116  ( FIGS. 6 and 8 ). As such, the plurality of bosses and corresponding notches provided means to prevent inboard washer  240  and sleeve  116  from rotating relative to each other within assembly  100 . Although four bosses and complementary notches are shown, in other configurations a different number may be used including e.g., 1, 2, 5, etc. 
         [0068]    As shown in  FIG. 19 , the width W IW  of the inboard washer  240 —i.e. the dimension between radially inner surface  260  and radially outer surface  266 —is non-uniform along circumferential direction C for reasons previously explained. Notably, width W IW  is smallest at boss  256  and largest at boss  252 . The difference in width W IW  allows sleeve  116  to be received at least partially within opening  250  of inboard washer  140  while the distal tip of each boss  252 ,  254 ,  256 , and  258  extends to the inner surface of revolution SR 1  of sleeve  116 . As shown, axis AR 1  is offset relative to axis AR 2  for reasons previously explained. 
         [0069]    In assembly  100  as shown in  FIG. 2 , outboard washer  220  and inboard washer  240  engage each other. For this exemplary embodiment, outboard washer  220  is rotatably received within recess  248  on the outboard face  252  of inboard washer  240 . In other embodiments, recess  248  may be absent. At least one removable pin  268  ( FIG. 16 ) is positioned within an opening  226  in outboard washer  220  and within an opening  246  in inboard washer  240 . As such, openings  226 , openings  246 , and pin  268  provides means for engaging the outboard washer  220  and the inboard washer  240  so as to prevent the rotation of the inboard washer  240  and sleeve  116  about spindle  104  during operation of a vehicle that uses assembly  100 . The number of openings  226  and  246 , as well as their respective locations, can be selected to control the amount of correction achieved through rotation of inboard washer  240  by an amount equal to the distance between openings  246 . For example, a different number of openings and spacings than shown in  FIGS. 16 through 19  may be used. Also, the openings need not be equally spaced apart along circumferential direction C. 
         [0070]    In order to adjust the wheel alignment—i.e. to adjust camber, toe, and thrust, axle nut  108  is loosened so that pin  268  can be removed at least from inboard washer  240 . Sleeve  116  along with inboard washer  240  can then be rotated along circumferential direction C about spindle  104  to provide the correction desired based on the location of second axis AR 2  as previously described. Once sleeve  116  is in the desired circumferential position relative to spindle  104 , pin  268  can be reengaged into a pair of openings  226  and  246  to prevent the rotation of inboard washer  140  (and, therefore, sleeve  116 ) about spindle  104 . 
         [0071]    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. 
         [0072]    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. 7 ) 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 ). 
         [0073]    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 case 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 . 
         [0074]    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 . 
         [0075]    Inboard end  164  of sleeve  116  contains a radially outward protruding seal retaining lip  200  to prevent dislodgement of seal  202  ( FIG. 4 ) from sleeve  116  during installation onto hub  102 . 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 . 
         [0076]    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. 
         [0077]    As shown in  FIG. 7 , 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. 
         [0078]      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. 
         [0079]    As stated, assembly  100 —including sleeve  116 —can be retrofitted to existing axle systems. In addition, the retrofit can be accomplished regardless of the circumferential location of groove  136  on the outboard end of spindle  112 . Assembly  100  is additionally advantageous because its components—including sleeve  116 —can be installed on either side (driver left or driver right) of a vehicle. 
         [0080]    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.