AU2022259831A1 - Improved stub-axle assembly and adjustment method - Google Patents

Improved stub-axle assembly and adjustment method Download PDF

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Publication number
AU2022259831A1
AU2022259831A1 AU2022259831A AU2022259831A AU2022259831A1 AU 2022259831 A1 AU2022259831 A1 AU 2022259831A1 AU 2022259831 A AU2022259831 A AU 2022259831A AU 2022259831 A AU2022259831 A AU 2022259831A AU 2022259831 A1 AU2022259831 A1 AU 2022259831A1
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AU
Australia
Prior art keywords
body portion
king pin
adjustment element
stub
aperture
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
AU2022259831A
Inventor
Brett Hasenkam
Christopher Preen
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Preen Christopher Edward
Original Assignee
Preen Christopher Edward
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Filing date
Publication date
Priority claimed from AU2021903658A external-priority patent/AU2021903658A0/en
Application filed by Preen Christopher Edward filed Critical Preen Christopher Edward
Publication of AU2022259831A1 publication Critical patent/AU2022259831A1/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/14—Torque-transmitting axles composite or split, e.g. half- axles; Couplings between axle parts or sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/14—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
    • B60G3/145—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid the arm forming the axle housing

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Abstract

A stub-axle assembly for use about a king pin of a vehicle chassis. The assembly including: a stub-axle element having a stub-axle portion extending from a body portion, the body portion having an axial through passage for receiving the king pin 5 therethrough; and an adjustment element about one end of the body portion, the adjustment element having an aperture for locating the king pin with respect to the body portion, wherein the aperture is eccentric, or off-centre, for defining an angle between an axis of the body portion and an axis of the king pin. The assembly can further include another adjustment element about the other end of the body portion, this adjustment 10 element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is eccentric, or off-centre, for further defining an angle between an axis of the body portion and an axis of the king pin. 1/21 10 12 122 1100 132,133 14 130 132,134 110 142,144 FIG. 1

Description

1/21 10 12 122
132,133
14 1100
130
132,134 110 142,144
FIG. 1
IMPROVED STUB-AXLE ASSEMBLY AND ADJUSTMENT METHOD FIELD OF THE INVENTION
The present invention relates to vehicles and in particular to vehicles having stub-axles.
The invention has been developed primarily for use as a stub-axle assembly for a vehicle, and will be described hereinafter with reference to this application. However, it will be appreciated that the invention is not limited to this particular field of use.
BACKGROUND OF THE INVENTION
Any discussion of the prior art throughout the specification should in no way be considered as an admission that such prior art is widely known or forms part of the common general knowledge in the field.
A stub-axle, or stud axle, is typically either one of two front axles in a rear wheel drive vehicle, or one of the two rear axles in a front wheel drive vehicle.
In a rear wheel drive vehicle a stub-axle is typically capable of angular movement about a king pin for steering the vehicle.
It will be appreciated that, in a rear wheel drive vehicle, front end caster/camber is typically set to a desired angle for improved handling. This is achieved by adjusting the orientation of the king pin with respect to the vehicle frame.
It would be understood that camber angle is the angle between the vertical axis of a wheel and the vertical axis of the vehicle when viewed from the front or rear. If the top of the wheel is further out than the bottom (that is, away from the axle), it is called positive camber, conversely if the bottom of the wheel is further out than the top, it is called negative camber.
There is a need in the art for an improved assembly, and/or means, for stub-axle adjustment on a vehicle.
OBJECT OF THE INVENTION
It is an object of the present invention to overcome or ameliorate at least one of the disadvantages of the prior art, or to provide a useful alternative.
It is an object of the invention in its preferred form to provide an adjustable stub-axle assembly.
SUMMARY OF THE INVENTION
According to an aspect of the invention there is provided a stub-axle assembly for use about a king pin of a vehicle chassis, the assembly including:
a stub-axle element having a stub-axle portion extending from a body (or boss) portion, the body portion having an axial through passage for receiving the king pin therethrough; and
an adjustment element (cap, button, bush) about one end of the body portion, the first adjustment element having a first aperture for locating the king pin with respect to the body portion, wherein the first aperture is eccentric (or off-centre) for enabling an angle between an axis of the body portion and an axis of the king pin.
Preferably, another adjustment element is about the other end of the body portion, this adjustment element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is eccentric (or off-centre) for enabling an angle between an axis of the body portion and an axis of the king pin.
Alternatively, a support element is about the other end of the body portion, this support element having a second aperture for locating the king pin with respect to the body portion for enabling the corresponding adjustment element to establish an angle between an axis of the body portion and an axis of the king pin. Preferably, the support element aperture is centred or fixed with respect to the axis of the body portion.
According to an aspect of the invention there is provided a stub-axle assembly for use about a king pin of a vehicle chassis, the assembly including: a stub-axle element having a stub-axle portion extending from a body (or boss) portion, the body portion having an axial through passage for receiving the king pin therethrough; a first adjustment element about one end of the body portion, the first adjustment element having a first aperture for locating the king pin with respect to the body portion, wherein the aperture is eccentric (or off-centre); a second adjustment element is about the other end of the body portion, the second adjustment element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is eccentric (or off-centre); and wherein relative orientation of the first aperture and the second aperture at opposite ends of body establishes an angle between an axis of the body portion and an axis of the king pin.
Preferably, the orientation between the axes of the body portion and stub-axle portion typically defines a neutral camber position when the axis of the king pin is in alignment (parallel or co-incident) with the axis of the body portion. More preferably, adjustment of camber angle can be made without adjustment of the king pin with respect to the vehicle chassis.
Preferably, an adjustment element is rotatable with respect to the body portion, wherein respective rotation causes the aperture of the adjustment element to traverse an arcuate (or circular) path about the axis of the body portion.
Preferably, the body portion has a circumferential surface for engaging the adjustment element and enabling rotational movement therebetween. More preferably, an end of the body portion has an inner tubular form that receives a locating portion of the adjustment element. Alternatively, an end of the body portion has an exterior circumferential form that engages a locating portion of the adjustment element.
Preferably, an adjustment element has a locating portion that engages the body portion about an end, the locating portion enables rotation of the adjustment element with respect to the body portion. More preferably, the locating portion has a circumferential outer surface that is received by an inner tubular formation about an end of the body portion. Alternatively, the locating portion has a circumferential inner surface that is received by an exterior circumferential form at an end of the body portion.
Preferably, the assembly includes a locking means for retaining respective configurations between the body portion and respective adjustment element. More preferably, a locking element (typically in the form of a grub screw) is threadedly coupled to the body element and engages the respective adjustment element. Alternatively, a locking element (typically in the form of a grub screw) is threadedly coupled to a respective adjustment element and engages the body element.
BRIEF DESCRIPTION OF THE DRAWINGS
A preferred embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings in which:
FIG. 1 is a perspective view of an embodiment stub-axle assembly;
FIG. 2 is a side view of the stub-axle assembly of FIG. 1, shown configured to a neutral camber configuration;
FIG. 3 is a top view of the stub-axle assembly of FIG. 1, shown configured to a neutral camber configuration;
FIG. 4 is a partial sectional view of the stub-axle assembly of FIG. 3 (take along line C-C);
FIG. 5 is a top view of the stub-axle assembly of FIG. 1, shown configured to a negative camber configuration;
FIG. 6 is a partial sectional view of the stub-axle assembly of FIG. 5 (take along line E-E);
FIG. 7 is a perspective view of an embodiment adjustment element;
FIG. 8 is a top view of the adjustment element of FIG. 7;
FIG. 9 is a sectional view of the adjustment element of FIG. 8 (as taken along line A-A);
FIG. 10 is a partial sectional view of an embodiment stub-axle assembly; and
FIG. 11 is a flowchart of an embodiment method for adjusting a stub-axle assembly camber configuration.
PREFERRED EMBODIMENT OF THE INVENTION
FIG. 1 shows is a perspective view of an embodiment stub-axle assembly 100 for use on a vehicle chassis 10 about a king pin 12. In this example, the chassis secures the king pin within a "C" section 14, thereby defining a king pin inclination geometry.
In an embodiment, a stub-axle assembly 100 is taught for use about a king pin of a vehicle chassis, the assembly including:
a stub-axle element 110 having a stub-axle portion 121 extending from a body (or boss) portion 130, the body portion having an axial through passage 131 (as shown in FIG. 4) for receiving the king pin therethrough; and
an adjustment (cap, button, bush) element 142 about one end 132 of the body portion 130, the adjustment element having an aperture 145 (as shown in FIG. 8) for locating the king pin with respect to the body portion, wherein the aperture is eccentric (or off-centre), at 146 from the axis of rotation at 147, for enabling (or defining) an angle between an axis of the body portion and an axis of the king pin.
In the present embodiment, a stub-axle assembly 100 is taught for use about a king pin of a vehicle chassis, the assembly including:
a stub-axle element 110 having a stub-axle portion 121 extending from a body (or boss) portion 130, the body portion having an axial through passage 131 as shown in FIG. 4) for receiving the king pin therethrough;
a first adjustment element 143 about one end 133 of the body portion 130, the first adjustment element having a first aperture 148 for locating the king pin 12 with respect to the body portion, wherein the aperture is eccentric (or off-centre);
a second adjustment 144 element is about the other end 134 of the body portion 130, the second adjustment element having a second aperture 149 for locating the king pin 12 with respect to the body portion, wherein the second aperture is eccentric (or off-centre); and
wherein relative orientation of the first aperture and the second aperture at opposite ends of body establishes (or defines) an angle between an axis of the body portion and an axis of the king pin.
It will be appreciated that this embodiment stub-axle element 110 includes a steering arm 122.
It will be appreciated that the body or boss portion 130 can be in the form of a sleeve adapted to receive or engage an adjustment element at one or both ends.
Referring to FIG. 4, it will be appreciated that, by way of example, the orientation between the stub-axle portion axis 221 and the body portion axis 230 typically defines a neutral camber position when the king pin axis 212 is in alignment (parallel or co incident) with the axis of the body portion. Adjustment of camber angle can be made without adjustment of the king pin with respect to the vehicle chassis.
In an embodiment, each adjustment element is rotatable with respect to the body portion, wherein respective rotation causes the aperture of the adjustment element to traverse an arcuate (or circular) path about the axis of the body portion.
In an embodiment, spacer elements 16 may be installed about the king pin for axially locating the assembly.
Referring to FIG. 6, it will be appreciated that, by way of example, rotating the adjustment elements 143, 144 can change the orientation between the king pin axis 212 and body portion axis 230, which directly alters the configuration of the stub-axle portion axis 221. This shows adjustment of the camber angle can be made without adjustment of the king pin with respect to the vehicle chassis.
Turning to FIG. 7 through FIG. 9, an embodiment adjustment element (or bush) 300 has one or more of the following features:
(a) locating portion in the form of circumferential surface 310 that is adapted to be received by an end sleeve (e.g. 312 on FIG. 4) of the body (or boss) portion while enabling coaxial rotation therebetween;
(b) eccentric (or offset) aperture 320 defining a bearing seat 322 for receiving a spherical bearing (e.g. 324 on FIG. 4) that locates the king pin in a position offset to the rotational axis of the adjustment element with respect to the body portion; and/or
(c) a collar portion 330 that outwardly protrudes from the circumferential locating portion for abutting the end (e.g. 133,134 on FIG. 4) of the body portion when installed, the collar portion having a plurality of spaced circumferential radially directed recesses 332 for receiving an adjustment tool (not shown) that applies torque to the adjustment element to cause rotation.
In an embodiment, the body portion can include threaded apertures for receiving locking elements (for example, in the form of grub screws, not shown) that are threadedly engaged to the body portion and abuttingly engage respective adjustment element to restrict rotational moment therebetween.
In an embodiment, the body portion has a circumferential surface for engaging the adjustment element and enabling rotational movement therebetween, and an end of the body portion has an inner tubular form that receives a locating portion of the adjustment element. It will be appreciated that, alternatively, an end of the body portion can have an exterior circumferential form that engages a locating portion of the adjustment element.
In an embodiment, an adjustment element has a locating portion that engages the body portion about an end, the locating portion enables rotation of the adjustment element with respect to the body portion, and the locating portion has a circumferential outer surface that is received by an inner tubular formation about an end of the body portion. It will be appreciated that, alternatively, the locating portion can have a circumferential inner surface that is received by an exterior circumferential form at an end of the body portion.
In an embodiment, by way of example only, the assembly includes a locking means for retaining respective configurations between the body portion and respective adjustment element. This locking element (typically in the form of a grub screw) can be threadedly coupled to the body element and engages the respective adjustment element. It will be appreciated that, alternatively, a locking element (typically in the form of a grub screw) may be threadedly coupled to a respective adjustment element and engages the body element.
FIG. 10 shows is a perspective view of an embodiment stub-axle assembly 400 for use on a vehicle chassis 10 about a king pin 12. In this example, the chassis secures the king pin within a "C" section 14, thereby defining a king pin inclination geometry.
In this embodiment, a stub-axle assembly 100 is taught for use about a king pin of a vehicle chassis, the assembly including:
a stub-axle element 110 having a stub-axle portion 121 extending from a body (or boss) portion 130, the body portion having an axial through passage 131 (as shown in FIG. 4) for receiving the king pin therethrough; and
an adjustment (cap, button, bush) element 142 about one end 132 of the body portion 130, the adjustment element having an aperture 145 (as shown in FIG. 8) for locating the king pin with respect to the body portion, wherein the aperture is eccentric (or off-centre), at 146 from the axis of rotation at 147, for enabling (or defining) an angle between an axis of the body portion and an axis of the king pin.
A support element 444 is about the other end 134 of the body portion 130. This support element has a second aperture 449 for locating the king pin 12 with respect to the body portion for enabling the corresponding adjustment element to establish an angle between an axis of the body portion and an axis of the king pin. This support element aperture is centred or fixed with respect to the axis of the body portion.
In an embodiment the support element can be integrally formed with the body portion.
In an embodiment the support element has a spherical bearing 424 for defining the apertures and locating the king pin.
It will be appreciated that relative orientation of the first aperture and the second aperture at opposite ends of body establishes (or defines) an angle between an axis of the body portion and an axis of the king pin.
It will be appreciated that this embodiment stub-axle element 110 includes a steering arm 122.
It will be appreciated that the body or boss portion 130 can be in the form of a sleeve adapted to receive or engage an adjustment element at both ends, or an adjustment element at one end and a support element at the other end.
It will be appreciated that suitable bearings (e.g. a spherical bearing) is operatively associated in each adjustment element and/or support element for defining apertures and locating the king pin.
Referring to FIG. 11, a method 500 of adjusting an embodiment stub-axle assembly as herein described includes the steps of:
STEP 510: providing (or installing) the stub-axle assembly about a king pin of a vehicle;
STEP 520: rotating the adjustment element(s) about the end of the body (or boss) portion to achieve the desired camber/caster angle;
STEP 530: locking the adjustment elements for restricting movement.
In use, it will be appreciated that:
(a) for neutral inclination of the stub-axle body (or boss) portion to the king pin, both adjustment elements (or bushes) are in an aligned orientation, such that the axis of the body portion is parallel with king pin; and
(b) for maximum inclination between the stub-axle body (or boss) portion and the king pin, both adjustment elements (or bushes) are oppositely positioned +/- 90 degrees from the neutral position, such that their respective rotation is opposed 180 degrees - with the axis of the body portion not being parallel with king pin while the inclination (KPI) angle is unchanged.
It would be appreciated that the stub-axle element includes a body portion, a stub-axle, and a steering arm. The stub-axle and steering arm extends outwardly from the body portion. The body portion having an axis of rotation about a king pin, wherein the axis is transverse to the radial swing of the stub-axle and steering arm. By way of example, the body portion, stub-axle, and steering arm are integrally formed.
It will be appreciated that the stub-axle is adapted to support and/or retain a vehicle wheel (not shown), and the steering arm is coupled to a steering assembly (not shown). Action of the steering assembly on the steering arm causes the stub-axle element to rotate about the king pin, which causes the outwardly directed stub-axle to swing and the wheel to change direction for turning the vehicle.
It will be further appreciated that the king pin is set and secured by the vehicle chassis, for example within a "C" section, thereby defining a king pin inclination (KPI) being the axial angle to the vertical plane when viewed from the front or rear of the vehicle. Accordingly, camber and caster adjustment can be achieved by altering the position/angle of the king pin inclination. The purpose of the king pin inclination is to produce vertical displacement of the vehicle during steering. The larger the king pin inclination, the larger the effect. This lifting effect produces a self-centering torque similar to that of caster. The king pin inclination also generates a scrub radius.
As the stub-axle element is of fixed geometry (and typically integrally formed), by adjusting the king pin inclination for improved vertical displacement it can have a conflicting effect on caster/camber angle during steering.
In this embodiment, the wheel caster/camber configuration can be adjusted without modification of the chassis or king pin. It will be appreciated that the geometry of the king pin with respect to the vehicle chassis can be maintained.
In use, by way of example only, the king pin inclination (KPI) angle may be 11.0 degrees and the wheel camber angle is 0.0 degrees (wheel face is vertical and stub-axle spindle is horizontal). The User may seek to change the king pin inclination angle to 12.0 degrees while maintaining the camber angle. The User adjusts the chassis to achieve a king pin inclination angle of 12.0 degrees, causing the wheel camber angle to become -1.0 degrees. The User then adjusts the stub-axle element, through rotation of the adjustment element(s), to alter the wheel camber angle by +1.0 degree, thereby independently resetting the camber angle to 0.0 degrees. It will be appreciated that other alteration and configurations are achievable.
It will be appreciated that advantages of the present embodiments include any one or more of the following:
(a) camber/caster adjustment of the stub-axle assembly can be achieved via rotation of adjustment elements (or bushes) located the top and/or bottom of the assembly;
(b) camber/caster adjustment of the stub-axle assembly can be altered by about ±4deg from neutral.
(c) camber/caster adjustment can be achieved while maintaining the manufacturers chassis design and king pin inclination.
(d) camber/caster adjustment of the stub-axle assembly can be achieved without (or in isolation from) adjustment of the king pin inclination angle.
(e) tuning adjustments of the king pin inclination and camber/caster adjustment can be substantially isolated.
It will be appreciated that the taught embodiments are suited to use on vehicles having a substantively fixed angle (geometry) that thereby (or in absence of the present technology described herein) requires adjustment of king pin inclination to alter camber/caster angles. In particular, it will be appreciated that the taught embodiments are beneficial when used on go-karts for configuration of camber/caster angles.
It will be appreciated that the illustrated apparatus provides an adjustable stub-axle assembly.
Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms.
Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments.
In the claims below and the description herein, any one of the terms comprising, comprised of or which comprises is an open term that means including at least the elements/features that follow, but not excluding others. Thus, the term comprising, when used in the claims, should not be interpreted as being limitative to the means or elements or steps listed thereafter. For example, the scope of the expression a device comprising A and B should not be limited to devices consisting only of elements A and B. Any one of the terms including or which includes or that includes as used herein is also an open term that also means including at least the elements/features that follow the term, but not excluding others. Thus, including is synonymous with and means comprising.
Similarly, it is to be noticed that the term coupled, when used in the claims, should not be interpreted as being limitative to direct connections only. The terms "coupled" and "connected", along with their derivatives, may be used. It should be understood that these terms are not intended as synonyms for each other. Thus, the scope of the expression a device A coupled to a device B should not be limited to devices or systems wherein an output of device A is directly connected to an input of device B. It means that there exists a path between an output of A and an input of B which may be a path including other devices or means. "Coupled" may mean that two or more elements are either in direct physical, or that two or more elements are not in direct contact with each other but yet still co-operate or interact with each other.
As used herein, unless otherwise specified the use of the ordinal adjectives "first", "second", "third", etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.
As used herein, unless otherwise specified the use of terms "horizontal", "vertical", "left", "right", "up" and "down", as well as adjectival and adverbial derivatives thereof (e.g., "horizontally", "rightwardly", "upwardly", etc.), simply refer to the orientation of the illustrated structure as the particular drawing figure faces the reader, or with reference to the orientation of the structure during nominal use, as appropriate. Similarly, the terms "inwardly" and "outwardly" generally refer to the orientation of a surface relative to its axis of elongation, or axis of rotation, as appropriate.
Similarly it should be appreciated that in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment of this invention.
Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.
Furthermore, an element described herein of an apparatus embodiment is an example of a means for carrying out the function performed by the element for the purpose of carrying out the invention.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Thus, while there has been described what are believed to be the preferred embodiments of the invention, those skilled in the art will recognize that other and further modifications may be made thereto without departing from the spirit of the invention, and it is intended to claim all such changes and modifications as fall within the scope of the invention. For example, any formulas given above are merely representative of procedures that may be used. Functionality may be added or deleted from the block diagrams and operations may be interchanged among functional blocks. Steps may be added or deleted to methods described within the scope of the present invention.
It will be appreciated that an embodiment of the invention can consist essentially of features disclosed herein. Alternatively, an embodiment of the invention can consist of features disclosed herein. The invention illustratively disclosed herein suitably may be practiced in the absence of any element which is not specifically disclosed herein.

Claims (20)

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:
1. A stub-axle assembly for use about a king pin of a vehicle chassis, the assembly including:
a stub-axle element having a stub-axle portion extending from a body portion, the body portion having an axial through passage for receiving the king pin therethrough; and
an adjustment element about one end of the body portion, the adjustment element having an aperture for locating the king pin with respect to the body portion, wherein the aperture is eccentric, or off-centre, for defining an angle between an axis of the body portion and an axis of the king pin.
2. The assembly according to claim 1, further including a support element about the other end of the body portion, this support element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is fixed for enabling the corresponding adjustment element to establish an angle between an axis of the body portion and an axis of the king pin.
3. The assembly according to claim 2, wherein the second aperture is centrally located with respect to the axis of the body portion.
4. The assembly according to claim 1, further including another adjustment element about the other end of the body portion, this adjustment element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is eccentric, or off-centre, for further defining an angle between an axis of the body portion and an axis of the king pin.
5. A stub-axle assembly for use about a king pin of a vehicle chassis, the assembly including: a stub-axle element having a stub-axle portion extending from a body portion, the body portion having an axial through passage for receiving the king pin therethrough; a first adjustment element about one end of the body portion, the first adjustment element having a first aperture for locating the king pin with respect to the body portion, wherein the aperture is eccentrically located; a second adjustment element is about the other end of the body portion, the second adjustment element having a second aperture for locating the king pin with respect to the body portion, wherein the second aperture is eccentrically located; and wherein relative orientation of the first aperture and the second aperture at opposite ends of body establishes an angle between an axis of the body portion and an axis of the king pin.
6. The assembly according to any one of the preceding claims, wherein adjustment of camber angle can be made without adjustment of the king pin inclination with respect to the vehicle chassis.
7. The assembly according to any one of the preceding claims, wherein each adjustment element is rotatable with respect to the body portion; and wherein respective rotation causes the aperture of the adjustment element to traverse an arcuate, or circular, path about the axis of the body portion.
8. The assembly according to any one of the preceding claims, wherein the body portion has a circumferential surface for engaging the adjustment element and enabling rotational movement therebetween.
9. The assembly according to any one of the preceding claims, wherein an end of the body portion has an inner tubular form that receives a locating portion of the adjustment element.
10. The assembly according to any one of the preceding claims, wherein each adjustment element has a locating portion that engages the body portion about an end, and the locating portion enables rotation of the adjustment element with respect to the body portion.
11. The assembly according to claim 8, wherein the locating portion has a circumferential outer surface that is received by an inner tubular formation about an end of the body portion.
12. The assembly according to any one of the preceding claims, wherein the assembly further includes a locking means for retaining configurations between the body portion and each respective adjustment element.
13. The assembly according to claim 10, wherein the locking element is threadedly coupled to the body element and engages the respective adjustment element.
14. The assembly according to claim 11, wherein the locking element is in the form of a grub screw.
15. The assembly according to any one of the preceding claims, wherein camber/caster can be adjusted without changing the king pin inclination with respect to the vehicle chassis.
16. The assembly according to any one of the preceding claims, when used on a go-kart chassis.
17. A method of adjusting a stub-axle assembly used about a king pin of a vehicle chassis, the method including the steps of:
(a) providing, or installing, the stub-axle assembly about the king pin;
(b) rotating one or more adjustment element coupled to stub-axle assembly;
(c) locking the one or more adjustment element for restricting further movement.
18. The method according to claim 17, wherein:
the stub-axle assembly is according to any one of claims I to 16; and
one or more adjustment elements are located about ends of the body portion to achieve the desired camber/caster angle.
19. The method according to claim 17 or claim 18, wherein camber/caster can be adjusted without changing the king pin inclination with respect to the vehicle chassis.
20. The method according to any one of claims 17 to 19, when used on a go-kart chassis.
AU2022259831A 2021-11-15 2022-10-28 Improved stub-axle assembly and adjustment method Pending AU2022259831A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2021903658 2021-11-15
AU2021903658A AU2021903658A0 (en) 2021-11-15 Improved stub-axle assembly and adjustment method

Publications (1)

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AU2022259831A1 true AU2022259831A1 (en) 2023-06-01

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Country Link
AU (1) AU2022259831A1 (en)

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