JPH11255143A - Wheel end assembly for automobile steering axle and method for adjusting camber and caster - Google Patents

Abstract

PROBLEM TO BE SOLVED: To adjust camber and caster of an automobile wheel end assembly simply and cost-effectively. SOLUTION: An upper arm extension member 64 is mounted on an upper arm part 54 of the pipe yoke 52 for a steerable axle by means of a detachable fastener 60. A shim 80 is added or removed so that camber can be adjusted between the upper arm extension member 64 and the upper arm part 54 of the pipe yoke 52 and an oversize dimension hole 58 is provided on the upper arm part 54 of the pipe yoke 52 so that caster can be adjusted. By such design, both the camber and the caster can be adjusted together.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates generally to a novel method and structure for cabin and caster adjustment of an automobile axle end assembly. In particular, the present invention relates to a steerable axle by a removable fastener.
The present invention relates to a method and structure for providing an adjustable cabin and caster device for a steerable axle of a motor vehicle having an upper arm extension attached to an upper arm portion of a tube yoke in the le axle. A shim is added and / or removed between the upper arm extension and the upper arm portion of the tube yoke to allow for caster adjustment. An oversized hole is provided in the upper arm portion of the tube yoke so that the caster can be adjusted.

Automobiles, such as four-wheel drive and front-wheel drive trucks and passenger cars, have a solid axle steerable structure in which a tube yoke is fixed to a solid axle.
steerable structure ara
n) is often used. A pivot member such as a ball joint is typically located between the tube yoke and the steering knuckle. The steering knuckle supports a spindle mounted to rotate the vehicle wheels together. When, for example, a force is introduced via the steering arm, the steering knuckle pivots with respect to the tube yoke and the solid axle, producing a steering effect on the mounted vehicle wheels.

[0003] Adjustment of the cabin and the caster is important in producing proper vehicle handling characteristics and tire wear.
This is particularly the case when wide and high floating tires are used, such as those commonly used in four-wheel drive vehicles. Misalignment of the canister and caster causes only a limited portion of the bottom of the vehicle tire to contact the road or some other support surface. This not only accelerates tire wear, but also renders vehicle handling characteristics on rigid roads or some other supporting surface unsafe. Furthermore, driving the vehicle at relatively high speeds on a road or some other support surface in such a condition may cause overheating of the small contact patches between the vehicle tires and the road or some other support surface. In other words, misalignment of the vehicle's cab and carrier results in relatively high vehicle operating costs due to excessive tire wear and fuel consumption, and compromises in vehicle handling characteristics and safety.

[0004] However, many traditional beam-shaped front steerable axles are made with fixed chambers and casters. Due to the dimensional variations inherent in the processes commonly used to make such beam-shaped front steerable axles, the camber angle and caster angle are typically set from the left side of the beam-shaped front steerable axle. Beam shaped front steers to the right of the steerable axle. This change in kyamba and caster from the left side of the beam-shaped front steerable axle to the right side of the beam-shaped front steerable axle,
It adversely affects the vehicle, vehicle tracking characteristics and steering force required to control vehicle tire wear.

[0005] A variety of methods and structures have been used to provide vehicle wheel cabin and caster adjustment.
For example, in some instances, particularly in non-four-wheel drive vehicles, the kyamba is adjusted by bending the solid axle to position the tires in a generally desired kyamba position.
Such bending of a solid axle is not commonly used in four-wheel drive vehicles that typically use a tubular axle housing. The reason for this is that generally no space is available to place a bending device on such a tubular axle, causing stress failure in the hollow axle housing.

[0006] Other conventional chamber and caster adjustment devices adjust the angular position of the spindle relative to the solid axle using a spindle mounting member and shims positioned between the spindles. However, in order to utilize shims in this way, hubs, which require a significant amount of manual effort and cost,
Spindles and other wheel mounting members must be eliminated. In addition, such shims do not change the steering geometry, so they cannot change the caster.

[0007] Still other prior art kyamba and caster adjustment devices utilize variously shaped bushings and wedge washers mounted in co-operation with ball joints, and these bushings or wedge washers are used to adjust each ball as desired. Displace the axial position and orientation of the joint to allow for camber and caster adjustment. However, the use of such bushes and wedge washers to adjust the kyambas and casters generally involves a "trial and error" method that requires a significant amount of time and money. In addition, measure the chamber and caster to determine what bushing or wedge washer is appropriate for a particular steerable wheel axle, determine the appropriate bushing or wedge washer to use, and Various methods have been proposed for properly orienting such bushes or wedge washers, but such methods are generally complex, costly and / or time consuming.

[0008] Accordingly, such conventional methods and structures for adjusting the cabin and caster of an automotive wheel end assembly are generally inaccurate, require a significant amount of time and / or expense, and / or are complex. It requires a variety of parts that increase weight and cost, and requires ease of assembly and disassembly, and ease of adjustment of such conventional vehicle wheel end assemblies.

Accordingly, a preferred embodiment of the present invention provides for cabin and caster adjustments in a steerable axle vehicle wheel end assembly which is mounted on a releasable fastener to attach the upper arm extension to the upper arm portion of the steering axle tube yoke. The method and structure to do. A shim may be added and / or removed between the upper arm extension member and the upper arm portion of the tube yoke to allow for chamber adjustment, and an oversized hole may be formed in the upper arm portion of the tube yoke to allow for caster adjustment. I do. With such a structure,
Both the cabin and the caster can be adjusted, eliminating the common problems of pre-loaded ball joints that are at least partially responsible for tube yoke and steering knuckle dimensional differences inherent in commonly used manufacturing methods.

Thus, the method and structure of the present invention for cabin and caster adjustment in a vehicle wheel end assembly provides a simple and cost effective apparatus for calibrating a cabin and caster in a vehicle wheel end assembly.

[0011] Other advantages and novel features of the invention will be described in detail below with reference to the accompanying drawings.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the accompanying drawings.
The accompanying drawings illustrate a preferred embodiment of a vehicle wheel end assembly capable of calibrating a cabin and a caster in accordance with the present invention. FIG. 1 is a longitudinal sectional view showing a part of a wheel endassembly 10 of a vehicle according to the present invention in a side view. According to a preferred embodiment of the present invention, the wheel end assembly 10 is a driving and steering axle for a motor vehicle.
ing axle). Thus, while the wheel end assembly 10 is typically utilized in conjunction with the front axle of a front-wheel drive vehicle or in conjunction with the front axle of a four-wheel drive vehicle, use of the assembly is not limited to such environments. It is not necessarily limited. The drive steering axle of the vehicle typically includes a differential (not shown) located between the two wheel end assemblies 10. This differential is a transaxle (t
or one or both wheels via a torque transfer axle 12 at least partially disposed within an axle 14 by receiving torque from a ransaxle or a four-wheel drive transfer case (not shown). Transfer to end assembly 10.

The wheel end assembly 10 generally includes a steering knuckle 16. Steering knuckle 16
Has an upper mounting boss 18 and a lower mounting boss 20 on which the steering knuckle 16 can be mounted on a car seat (not shown). The steering knuckle 16 also has at least one hole 22 extending therethrough.
Is provided.

The wheel end assembly 10 also has a constant speed (C
V) Joint (constant velocity jo
int) A joint 24 is provided. Constant velocity (CV) fitting 2
4 is an inner member or inner race 26 splined or otherwise coupled to the torque transfer axle 12 to provide a driving action, and is supported by a bearing assembly 30 for rotation into the bore 22 of the steering knuckle 16. And an outer race 28.

Only one circumferentially spaced torque transmitting ball 32, shown in FIG. 1, is located between the inner or inner race 26 and the outer or outer race 28. Each of the torque transmitting balls 32 spaced apart from each other in the circumferential direction is formed of one of a plurality of grooves formed on the inner member, that is, the inner race 26 and a plurality of grooves formed on the outer member, that is, the outer race 28. Cooperating with the corresponding one of the receiving inner members or inner races 2
6 to transmit the torque to the outer member, that is, the outer race 28. The circumferentially spaced torque transmitting balls 32 and each groove cooperate with each other to provide a constant angular velocity of the steering motion of the wheel end assembly 10 from the inner member or inner race 26 to the outer member or outer race 28. To transmit the torque over the range. Circumferentially spaced torque transmitting balls 32 are typically retained by cage members (not shown) in the grooves of the inner or inner race 26 and the outer or outer race 28. is there. Other configurations for forming a constant angular velocity joint between the inner or inner race 26 and the outer or outer race 28 are well known. The present invention is not limited to any particular structure that forms such a constant angular velocity joint between the inner or inner race 26 and the outer or outer race 28.

In the embodiment of the invention illustrated in FIG. 1, the outer member or outer race 28 of the constant velocity (CV) joint 24 is integrally formed with a wheel spindle 34. Alternatively, the outer member or outer race 28 of the constant velocity (CD) joint 24
It can be made separately from the wheel spindle 34 and attached to the spindle 34 by, for example, a fastener. The relationship between the outer member or outer race 28 of the constant velocity (CV) joint 24 and the wheel spindle 34 is not part of the present invention.

The wheel hub 36 is preferably rotatably coupled to the wheel spindle 34 by a spline 38 or otherwise provided with a wheel mounting flange 40. The vehicle wheel (not shown) is mounted to the wheel mounting flange 40 by only one wheel mounting stud 42 shown. The stud 42 extends through the wheel mounting flange 40. The wheel hub 36 is held on the wheel spindle 34 by a nut 44 that fits into the externally threaded outer end 46 of the wheel spindle 34.

As noted above, the outer member or outer race 28 is rotatably supported within the bore 22 of the steering knuckle 16 by the bearing assembly 30. The fixed outer member or outer race 48 is attached to the steering knuckle 16 by a conventional fastener such as a bolt 50, only one of which is shown in FIG.
And a steering function of a vehicle wheel is obtained. That is, the torque transfer axle 1
From 2 via a constant velocity (CV) joint 24 to the wheel spindle 34 and the wheel hub 36, the torque is transferred to the vehicle wheels and tires mounted on the wheel mounting flange 40 of the wheel hub 36.

The tube yoke 52 is
An upper arm portion 54 and a lower arm 56 are attached to the axle tube 14 and are vertically spaced from each other. Upper arm portion 54 includes one or more oversized holes 58.
Is formed. One or more fasteners, such as bolts 60, only one of which is shown in FIG.
It fits into 2. This is different from many conventional tube yokes, which are traditionally one-piece members, rather than the two-piece structure of the preferred embodiment of the present invention described above, which comprises two members, the tube yoke 52 and the upper arm extension 64. Is different. The preferred embodiment of the invention uses two threaded fasteners 60, such as bolts 60. Each bolt 60 fits into a perforated second thread of the upper arm extension 64. The second bolt 60 is located immediately behind the bolt 60 shown in FIG. Double bolt 6
O extends through a corresponding oversized hole 58 in the upper arm portion 54 of the tube yoke 52. The oversized holes 58 may each have a major axis extending along an axis substantially orthogonal to the tube yoke 52. Upper arm extension member 64
Has a substantially cylindrical hole 66 formed therethrough.
The lower arm 56 also has a generally cylindrical hole 68 formed therethrough. Steering knuckle 16
Comprises an upper mounting boss 18 located adjacent to the upper arm extension 64 and a lower mounting boss 20 located adjacent to the lower arm 56 of the tube yoke 52. That is, the steering knuckle 16 is rotatably mounted on the tube yoke 52.

The upper arm extension 64 has a conventional ball joint 70 positioned in a generally cylindrical hole 66 formed therein and a tapered hole 72 extending through the upper mounting boss 18 of the steering knuckle 16. Similarly, tube yoke 52
Generally cylindrical hole 6 formed in the lower arm 56 of
An ordinary ball joint 74 is located in the tapered hole 76 extending through the lower mounting boss 20 of the steering knuckle 8. Each of the conventional ball joints 70 and 74 has an internal spherical bearing (not shown), and the upper mounting boss 18 and the lower mounting boss 20 of the steering knuckle 16.
May be operated in a conventional manner to rotate the upper arm extension 64 and lower arm 56 of the tube yoke 52.

In use, the vehicle wheel end assembly 10
Defines the manner in which an automobile tire (not shown) contacts the road or some other supporting surface. When driving, vehicles often encounter dangerous objects such as potholes and curbs that deflect and deform various parts of the vehicle wheel end assembly 10. Such deformation of the components of the vehicle wheel end assembly 10 adversely affects the operation and safety of the vehicle by changing the orientation of the pivot axis 78 from the original design specifications of the manufacturer. The adverse effects include excessive vehicle tire wear, increasing the steering force and its difficulty controlling the vehicle and vehicle tracking characteristics. In this way, the increased cost and safety of driving a car can be compromised.

Moving the pivot axis 78 laterally, for example, by moving the common ball joint 70 inward toward the torque transfer axle 12, will cause the load point to move to the inner edge of the automobile tire (not shown). Moving toward the portion, the tire wear on this inner edge is accelerated and at the same time the amount of tire surface that contacts the road or some other indicator surface is reduced. Such a structure generally results in increased and uneven tire wear and adversely affects vehicle handling characteristics.

The ordinary ball joint 74 is connected to the torque transfer axle 12
When the pivot axis 78 is moved laterally by moving inward toward the tire, the load point moves toward the outer edge of the automatic tire (not shown) and tire wear on the outer edge is accelerated. At the same time, the amount of tire surface that contacts the road or some other supporting surface is reduced. Such a structure generally results in increased and uneven tire wear and adversely affects vehicle handling characteristics.

The change in alignment as described above is known as kyamba. Kyamba In general, the degree to which the centerline of the wheels supporting the vehicle tires (not shown) is inclined from the true vertical plane perpendicular to the front axle and from the vertical to the road or other support surface when viewed from the front of the vehicle. It is. Positive kyambas occur when the top of the vehicle wheel is further outward than the bottom of the vehicle wheel. A small amount of positive kyamba generally reduces the steering force required to turn the vehicle, and further reduces the load and wear rate of external wheel bearings (not shown).

Further, the pivot axis 78 has a forward and backward tilt parameter known as a caster. Castor is defined as the degree to which the pivot axis 78 is tilted from a true vertical plane including the front axle. A positive caster occurs when the top of the pivot axis 78 is further behind the bottom of the pivot axis 78 in a motor vehicle. A slight positive caster increases the directional stability of the vehicle's steering and reduces susceptibility to crosswinds or offsets on the road or some other support surface.

In the wheel end assembly 10 according to the present invention, one or more shims having a predetermined thickness are provided.
m) 80 can be inserted and / or removed between upper arm portion 54 of tube yoke 52 and upper arm extension 64 to change the chamber as desired. For example, inserting one or more shims 80 with a thicker thickness will reduce the cavities, but removing or sandwiching one or more shims 80 with a smaller thickness will increase the cavities. One or more shims have holes corresponding to holes 58 in upper arm extension 54.

Further, a wheel end assembly 1 according to the present invention.
At 0, the bolt 60 is loosened and the upper arm extension member 64
Can be slid along an axis extending substantially orthogonally outwardly from the plane of the wheel end assembly 10 shown in FIG. 1 relative to the upper arm portion 54 of the tube yoke 52 to increase or decrease the caster. For example, moving the upper arm extension 64 toward the front of the vehicle with respect to the upper arm 54 of the tube yoke 52 outwardly from the plane of the vehicle wheel end assembly shown in FIG. 1 reduces the caster, as shown in FIG. Tube yoke 5 inward from the plane of the car wheel end assembly
Moving the upper arm extension 64 toward the rear of the vehicle relative to the second upper arm portion 54 increases the caster. When the desired caster is obtained by the relationship between the upper arm extension 64 and the upper arm portion 54 of the tube yoke 52, the bolt 60 is tightened into the female threaded hole 62 and the upper arm extension 64 and the tube yoke 52 are tightened. And the upper arm portion 54 of the wheel end assembly 1
Give 0 the desired caster.

The wheel end assembly 10 has several advantages over known prior art vehicle wheel end assemblies. For example, the wheel end assembly 10 allows for adjustment of the chamber and caster, while at the same time
And eliminates the common problems of the preloaded preloaded ball joints 70, 74 at least in part due to the dimensional differences inherent in commonly used manufacturing methods of the steering knuckle 16. With conventional wheel end assemblies, the problems of conventional ball joints 70, 74 with applied loads that at least partially contribute to the dimensional differences inherent in commonly used manufacturing methods of tube yoke 52 and steering knuckle 16 Is minimized, for example, by utilizing a relatively expensive kingpin joint in the upper conventional ball joint connection structure.

Although the present invention has been described in detail, the description is merely illustrative and does not limit the present invention. For example, while the vehicle wheel end assembly 10 described above allows for adjustment of the chamber and caster at the upper arm of the tube yoke 52, such an adjustment arrangement also replaces the adjustable upper arm of the tube yoke 52 as described above or The lower arm of the tube yoke 52 can be used in cooperation with the upper arm. Further, variations of the preferred embodiment of the vehicle wheel end assembly described above can be utilized in conjunction with an independent suspension structure utilizing upper and / or lower control arms. In this case, the adjusting joint is housed in the ball joint housing. However, the preferred embodiment of the above-described automotive ball joint should not be used in a structure in which the ball joint supports vertical wheel loads.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view, partially in side elevation, of a preferred embodiment of an automotive wheel end assembly of the present invention with adjustable chamber and caster.

FIG. 2 is a perspective view of the vehicle wheel end assembly shown in FIG. 1;
It is the end view seen in the direction of the arrow along two lines.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Wheel end assembly 12 Tube yoke 14 Axle tube 16 Steering knuckle 18 Upper mounting boss 20 Lower mounting boss 52 Tube yoke 54 Upper arm portion 56 Lower arm 60 Fastener (bolt) 62 Internal hole 64 Upper arm extension member 72, 76 Hole 80 Sim

Claims (20)

[Claims] 1. A wheel end assembly for a steering axle of an automobile, comprising an upper arm portion having a hole formed therethrough and a lower arm having a hole formed therethrough. An upper arm extension member having a mountable tube yoke, a first end having an interior hole, and a second end having a through hole; and an upper arm extension member positioned adjacent to the hole. A steering knuckle rotatably coupled to a wheel spindle of the motor vehicle having an upper mounting boss disposed thereon and a lower mounting boss positioned adjacent to the hole in the lower arm of the tube yoke. A steering nut having a mounting boss and a lower mounting boss formed with holes extending through the respective bosses; and a desired key of the wheel end assembly. At least one shim having a predetermined thickness located between the upper arm portion of the tube yoke and the upper arm extension member so as to create a desired number of shims. A removable fastener inserted into the internal hole at the first end of the upper arm extension member through the hole extending through the upper arm portion of the tube yoke to create a caster. Including wheel end assembly. 2. The wheel end assembly of claim 1 wherein said bore in said upper arm portion of said tube yoke is essentially elongated along an axis extending substantially orthogonal to said tube yoke. 3. The first end of said upper arm extension member through said hole extending through said upper arm portion of said tube yoke to produce a desired caster of said wheel end assembly. The removable fastener inserted into the internal hole is a threaded bolt;
The wheel end assembly according to claim 1, wherein said internal bore at said first end of said upper arm extension is a female threaded bore having a thread corresponding to said male threaded bolt. 4. A first ball joint mounted in said hole of said upper mounting boss located adjacent to said hole of said upper arm extension member, and adjacent to said hole of said lower arm of said tube yoke. 2. The wheel end assembly of claim 1 further comprising a second ball joint mounted within said bore of said lower mounting boss located in a recessed position. 5. The wheel end assembly of claim 4 wherein said bore in said upper arm portion of said tube yoke is essentially elongated along an axis extending substantially orthogonal to said tube yoke. 6. The first end of said upper arm extension member through said hole extending through said upper arm portion of said tube yoke to produce a desired caster of said wheel end assembly. The removable fastener inserted into the internal hole is a male threaded bolt, and wherein the internal hole at the first end of the upper arm extension has a thread corresponding to the male threaded bolt. 6. The wheel end assembly according to claim 5, wherein the wheel end assembly is a slot. 7. The first end internal bore of the upper arm extension member through the hole extending through the upper arm portion of the tube yoke to produce a desired caster of the wheel end assembly. The removable fastener inserted into the upper arm extension member is a female threaded hole having a thread corresponding to the male threaded bolt. 5. The wheel end assembly of claim 4, wherein: 8. A wheel end assembly for a steering axle of a motor vehicle, comprising: an upper arm portion having first and second holes formed therethrough; and a lower arm having a hole formed therethrough. A yoke mountable on the axle tube of the vehicle, a first end having a first internal hole and a second internal hole, and a second end having a hole formed therethrough. An upper arm extension member having a portion, an upper mounting boss located adjacent to the hole in the upper arm extension member, and a lower portion located adjacent to the hole in the lower arm of the tube yoke. Hold the mounting boss,
A steering knuckle rotatably coupled to a wheel spindle of the vehicle, the steering knuckle having holes extending through the upper mounting boss and the lower mounting boss, respectively, of the steering knuckle; and At least one shim having a predetermined thickness located between the upper arm portion of the tube yoke and the upper arm extension to produce a desired chamber; and a desired shim for the wheel end assembly. Through the first hole extending through the upper arm portion of the tube yoke and into the first internal hole at the first end of the upper arm extension member to create a caster. A first removable fastener and the upper hole through the second hole extending through the upper arm portion of the tube yoke. Wheel end assembly includes a fastener which can be a second removal of the inserted into said second internal bore of the first end portion of the arm extension member. 9. The tube yoke of claim 1 wherein said first hole in said upper arm portion is essentially elongated in an axial direction extending substantially orthogonal to said tube yoke, and said first hole in said upper arm portion of said tube yoke. 9. The device of claim 8, wherein the second hole is essentially elongated in the axial direction extending substantially perpendicular to the tube yoke.
Wheel end assembly 10. The first arm of the upper arm extension member through a first hole extending through the upper arm portion of the tube yoke to produce a desired caster of the wheel end assembly. The first removable fastener inserted into the first internal hole at one end is a male threaded bolt, and the first internal hole at the first end of the upper arm extension is A second threaded bore having a thread corresponding to a male threaded bolt and extending through the upper arm portion of the tube yoke to produce a desired caster of the wheel end assembly. Inserting said second arm through a hole and into said second internal hole at said first end of said upper arm extension.
The removable fastener is a male threaded bolt and the second end of the first end of the upper arm extension.
9. The wheel end assembly of claim 8 wherein said internal bore is a female threaded bore having a thread corresponding to said male threaded bolt. 11. The at least one shim having a predetermined thickness, a first through hole corresponding to the first internal hole at the first end of the upper arm extension member, and the upper arm. 9. The wheel end assembly according to claim 8, further comprising a second through hole corresponding to said second internal hole in said first end of said extension member. 12. A first ball joint mounted in said hole of said upper mounting boss located adjacent to said hole of said upper arm extension member, and adjacent to said hole of said lower arm of said tube yoke. 9. The wheel end assembly according to claim 8, further comprising a second ball joint mounted within said hole of said lower mounting boss located in a recessed position. 13. The tube of claim 1, wherein the first hole of the upper arm portion of the tube yoke is elongate in an axial direction extending substantially perpendicular to the tube yoke and the first hole of the upper arm portion of the tube yoke. 13. The wheel end assembly of claim 12, wherein the second bore is essentially elongated in the axial direction extending substantially orthogonal to the tube yoke. 14. A vehicle wheel with a tube yoke that has an upper arm portion with a hole formed therethrough and a lower arm with a hole formed therethrough and that can be attached to an axle tube of a vehicle. A method of adjusting camber and casters for an end assembly, comprising: at least one of a predetermined thickness between the upper arm portion of the tube yoke and an upper arm extension member having a first end and a second end. Providing a desired camber of said wheel end assembly;
The tube yoke upper arm is formed by inserting a fastener through the hole formed in the upper arm portion of the tube yoke, through the hole of the at least one shim, and into an internal hole of the upper arm extension member. Connecting the portion, the at least one shim, and the upper arm extension to each other, and extending into the interior bore of the upper arm extension to produce a desired caster of the wheel end assembly. Adjusting the upper arm extension member with respect to the upper arm portion of the tube yoke by moving the upper arm extension member with respect to the upper arm portion of the tube yoke by using a fastener. Tightening the fastener in the internal hole of the arm extension member and connecting the upper arm extension member to the upper arm of the tube yoke Min to a step so as to retain the desired relationship, camber and caster adjustment method for a vehicle wheel end assembly comprising a. 15. The upper arm extension member is connected to the upper arm portion of the tube yoke by the fastener extending into the internal bore of the upper arm extension member to produce a desired caster of the wheel end assembly. Adjusting the upper arm extension relative to the upper arm portion of the tube yoke by moving the upper arm extension along an axis substantially perpendicular to the tube yoke. 15. The method of claim 14, further comprising moving the upper arm extension with the fastener extending into the interior bore. 16. An upper arm extension, wherein a screw is provided on the fastener, an internal thread corresponding to the male thread of the fastener is provided in the internal hole, and the fastener is tightened in the internal hole of the upper arm extension member. The step of holding a member in a desired relationship to the upper arm portion of the tube yoke includes threading the male threaded fastener into the internal bore having a female thread and coupling the upper arm extension member to the upper arm extension. 17. The method of claim 16 including the step of maintaining a desired relationship to said upper arm portion of a tube yoke.
Camber and caster adjustment methods for automotive wheel end assemblies. 17. The method according to claim 17, wherein at least one shim having a predetermined thickness is provided between the upper arm portion of the tube yoke and the upper arm extension member having the first end and the second end. Prior to the step, a first mounting boss is located in the hole of the upper mounting boss located adjacent to the hole of the upper arm extension member.
And mounting the second ball joint in a hole in the lower mounting boss located adjacent to a hole in the lower arm of the tube yoke. Camber and caster adjustment method. 18. The upper arm extension member, wherein a screw is provided in the fastener, an internal thread corresponding to the external thread of the fastener is provided in the internal hole, and the fastener is tightened in the internal hole of the upper arm extension. Maintaining the desired relationship with the upper arm portion of the tube yoke by screwing the male threaded fastener into the internal bore having a female thread and coupling the upper arm extension member to the tube yoke. 15. The method of claim 14, further comprising the step of maintaining a desired relationship with the upper arm portion of the vehicle. 19. The step of providing at least one shim having a predetermined thickness between the upper arm portion of the tube yoke and the upper arm extension having the first end and the second end. Prior to mounting a first ball joint in a hole of an upper mounting boss positioned adjacent to a hole of the upper arm extension member, and wherein the lower mounting boss is positioned adjacent to a hole of a lower arm of the tube yoke. 19. The method of claim 18, further comprising mounting a second ball joint in the bore of the vehicle. 20. At least one shim having a predetermined thickness is provided between the upper arm portion of the tube yoke and the upper arm extension having the first end and the second end. Prior to the step, a first mounting boss is located in the hole of the upper mounting boss located adjacent to the hole of the upper arm extension member.
And mounting the second ball joint in a hole in the lower mounting boss located adjacent to a hole in the lower arm of the tube yoke. Canvas and caster adjustment methods.