Note: Descriptions are shown in the official language in which they were submitted.
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Atty Docket 2008-3710.ORP.CA
ADJUSTABLE SUSPENSION LEVELING APPARATUS
Field of the Invention
The present invention relates to automotive suspension systems generally, and
more particularly to apparatus and methods for adjustably modifying automotive
suspension characteristics, such as suspension ride height and wheel
alignment.
Background of the Invention
Automotive suspension systems in use today incorporate a variety of
arrangements to best suit the intended applications. An automotive suspension
arrangement that has become popular is a strut assembly, which typically
involves a coil
spring mounted over a shock-absorbing piston. The coil spring and shock
absorber are
mounted in a strut assembly between upper and lower strut housings. Such strut
assemblies are positioned to extend between the wheel assemblies and the
vehicle frame,
so as to insulate movement of the wheel assembly from the vehicle frame.
In some instances, vehicle owners wish to modify the height of the vehicle
frame
with respect to its wheels. For example, certain vehicles, such as light-duty
trucks, are
originally equipped with a suspension that elevates the rear of the vehicle to
a greater
extent than the front, so as to accommodate for a level vehicle upon loads
being placed at
the rear end of the vehicle. In such arrangements, some vehicle owners wish to
"pre-
level" the suspension by raising the front of the vehicle frame to match the
extent of
vehicle lift provided by the manufacturer at the rear. Such raising of the
front suspension
of a vehicle is commonly referred to as "suspension leveling". Other
applications for
raising the suspension height of a vehicle include vehicle owners who simply
wish to
raise the height of the vehicle frame relative to the wheels for ground
clearance or
aesthetic purposes.
Devices for effectuating such suspension height modification include static
spacers of fixed dimension that are typically placed between the top of the
strut assembly
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and the vehicle frame at the point of connection therebetween. Other
suspension height
increasing solutions involve fixed dimension spacers disposed between
individual coils of
the coil spring component of the strut assembly. In either case, the extent of
the
suspension height increase is predetennined by the dimension of the static
spacer utilized.
In many instances, the effect on vehicle ride quality due to suspension height
extension is
unpredictable. As a result, suspension height modifications are many times
repeated in
order to achieve a desired balance between suspension height and vehicle ride
quality.
Since the procedure for installation or removal of conventional suspension
spacers is
relatively time consuming, and therefore expensive, a need exists in the art
for a
suspension height adjustment mechanism that enables suspension height
modification
while in an installed condition on the vehicle suspension. There is a further
need in the
art to provide a vehicle suspension adjustment mechanism that can provide for
a wide
range of suspension height modification through a single device. It is
envisioned that the
apparatus of the present invention meets the needs in the art identified
above.
In some cases, modification of the suspension height can negatively affect the
ride
quality of the vehicle, at least in part due to the resultant increased angle
between the
upper control arm and the knuckle at the upper ball joint. As the respective
angle
therebetween increases due to the increase in suspension height, the upper
control arm
and the knuckle together substantially create a fixed-length element that
inhibits
dampening of up/down movement through, for example, the strut assembly.
It is therefore another object of the present invention to provide a device to
decrease the angle at the ball joint between the upper control arm and the
associated
knuckle in situations wherein the suspension height of the vehicle has been
increased
through after-market additions to original equipment, which device itself
enables
adjustment to wheel camber.
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Summary of the Invention
By means of the present invention, suspension height of a vehicle may be
adjustably modified, wherein an extent of suspension height increase may be
selectively
adjusted in an efficient manner without suspension component disassembly. Such
selective adjustment may in fact be accomplished while the suspension height
adjustment
apparatus, as well as its coordinating suspension componentry, remain in an
installed
condition. Moreover, suspension height modification may be accomplished
without
detrimentally affecting vehicle ride quality characteristics by maintaining a
substantially
original equipment geometrical arrangement subsequent to suspension height
modification. The maintenance of suspension original equipment geometrical
arrangement further assists in limiting excessive tire wear, and staying
within safety
specifications. In addition, allowance for wheel camber adjustment may be
provided such
that wheel camber angle may be selectively adjusted subsequent to installation
of the
suspension height modification component(s) of the present invention, without
need for
disassembly and/or replacement.
In a particular embodiment, a suspension height modification apparatus of the
present invention includes a first portion that is securable to a vehicular
biasing
suspension device, and a second portion that is securable to a vehicular
frame. The
apparatus includes an axis along which a suspension height may be determined
between
the vehicular frame and the vehicular wheel assembly. The apparatus may be
selectively
extensible along the axis.
In another embodiment, an apparatus for selectively adjusting vehicular
suspension height is provided, and includes a top connection plate, a bottom
connection
plate, and an inner adjustment member that is coupled to the top and bottom
connection
plates, with the inner adjustment member being selectively movable to operably
increase
or decrease the distance between the top and bottom connection plates.
A method for adjusting suspension height of a vehicle includes providing a
suspension height adjustment apparatus that includes a movable portion that is
selectively
movable along a first axis, and securing the suspension height adjustment
apparatus
between a vehicular biasing suspension device and a vehicular frame. The
suspension
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height adjustment is brought about by actuating the movable portion of the
suspension
height adjustment apparatus.
In a further embodiment, a device for adjusting control arm alignment in a
vehicle
includes a main body portion having an upper surface and a lower surface, and
including
a receptacle that is sized and configured to receive therein at least a
portion of a ball joint
stud that is coupled to the control ann. The device further includes an
extension portion
extending from the main body portion, and wherein the extension portion is
specifically
configured to operably couple to a knuckle associated with the control arm.
Brief Description of the Drawin2s
Figure 1 is a schematic view of a suspension height modification apparatus;
Figure 2 is a side view of a suspension height modification apparatus;
Figure 3 is a cross-sectional side view of a suspension height modification
apparatus;
Figure 4 is a partial cross-sectional view of a suspension height modification
apparatus;
Figure 5A is a top view of a portion of a suspension height modification
apparatus;
Figure 5B is a cross-sectional side view of a portion of a suspension height
modification apparatus;
Figure 5C is a bottom view of a portion of a suspension height modification
apparatus;
Figure 6A is a top view of a portion of a suspension height modification
apparatus;
Figure 6B is a cross-sectional side view of a portion of a suspension height
modification apparatus;
Figure 6C is a bottom view of a portion of a suspension height modification
apparatus;
Figure 7A is a top view of a portion of a suspension height modification
apparatus;
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Figure 7B is a cross-sectional side view of a portion of a suspension height
modification apparatus;
Figure 7C is a bottom view of a portion of a suspension height modification
apparatus;
Figure 8 is a schematic view of an installed suspension height modification
system;
Figure 9A is a top view of a spacer device;
Figure 9B is a side view of the spacer device illustrated in Figure 9A;
Figure 9C is a bottom view of the spacer device illustrated in Figures 9A and
9B;
Figure 10 is a schematic view of a suspension height modification arrangement;
Figure 11 is a schematic view of a wheel assembly indicating camber
adjustment;
Figure 12A is a schematic view of a wheel assembly;
Figure 12B is a top view of a spacer device orientation;
Figure 12C is a top view of a spacer device orientation;
Figure 12D is a top view of a spacer device orientation;
Figure 12E is a top view of a spacer device orientation;
Figure 12F is a top view of a spacer device orientation; and
Figure 12G is a top view of a spacer device orientation.
Detailed Description of the Preferred Embodiments
The objects and advantages enumerated above together with other objects,
features, and advances represented by the present invention will now be
presented in
terms of detailed embodiments described with reference to the attached drawing
figures
which are intended to be representative of various embodiments of the
invention. Other
embodiments and aspects of the invention are recognized as being within the
grasp of
those having ordinary skill in the art.
With reference now to the drawings, and first to Figure 1, an adjustable
suspension height modification apparatus 10 is illustrated in an arrangement
mounted to
upper end 34 of strut assembly 30. Through such an orientation, apparatus 10
may act as
a spacer between upper end 34 of strut assembly 30 and the associated vehicle
frame 8.
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As shown in the assembly views of Figures 1-4, apparatus 10 includes a top
connection
plate 12, a bottom connection plate 14, and an inner adjustment member 16,
which
adjusts any separation between top and bottom connection plates 12, 14. Such
adjustable
separation of top and bottom plates 12, 14 effectuates the adjustable height
modification
characteristic of apparatus 10 of the present invention.
As illustrated in Figures 1 and 2, bottom connection plate 14 may be secured
to
strut assembly 30 at, for example, bolts 36 of strut assembly 30. In such a
manner,
apparatus 10 may be securable to strut assembly 30 in a like manner as strut
assembly 30
conventionally affixes to vehicular frame 8, wherein, in the absence of
apparatus 10, strut
assembly 30 may be affixed to vehicular frame 8 via bolts 36 extending at
least partially
through respective apertures 7 in the frame, and the bolts 36 fixed in place
thereat
through, for example, appropriately configured nuts. As a consequence, strut
assembly
30 need not be modified in order to secure apparatus 10 thereto. Specifically,
bolts 36 of
strut assembly 30 extend through corresponding apertures 52 of bottom
connection plate
14 (see Figure 5A). Apparatus 10 may then be secured in place through, for
example,
nuts 38 threaded upon respective bolts 36.
One embodiment of bottom connection plate 14 is illustrated in isolation view
in
Figures 5A-5C, with Figures 5A and 5C showing upper and lower views of bottom
plate
14, respectively. In the illustrated embodiment, bottom connection plate 14
includes a
mounting portion 50 and an adjustment member engagement portion 54. Apertures
52
are preferably disposed in mounting portion 50 in a predetermined
configuration to permit
engagement of bolts 36 through apertures 52. Adjustment member engagement
portion
54 may be disposed about an axial aperture 56 in bottom connection plate 14.
In the
illustrated embodiments, at least a portion of adjustment member engagement
portion 54
is threaded to threadably engage with inner adjustment member 16. An example
threaded
portion 58 of adjustment member engagement portion 54 is illustrated in Figure
5B.
Inner adjustment member 16 is illustrated in isolation view in Figures 6A-6C,
with Figures 6A and 6C showing upper and lower views of inner adjustment
member 16,
respectively. In the illustrated embodiment, inner adjustment member 16 is a
unitary
structure having a first engagement portion 62 and a second engagement portion
64. First
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engagement portion 62 may, for example, be threaded, and may in particular be
threaded
in a manner to threadably engage with threaded portion 58 of bottom connection
plate 14.
Accordingly, in the embodiment illustrated in the drawings, an outer surface
of first
engagement portion 62 engages with adjustment member engagement portion 54 of
bottom connection plate 14 at axial aperture 56 thereof. In one embodiment,
outer
diameter Dl is substantially similar to, but slightly smaller than, diameter
D2 of axial
aperture 56, such that first engagement portion 62 is permitted to engage with
adjustment
member engagement portion 54 within axial aperture 56.
In some embodiments, adjustment member engagement pordon 54 of bottom
connection plate 14 extends above first plane "A" of mounting portion 50, and
may so
extend perpendicularly from mounting portion 50. Such extension of adjustment
member
engagement portion 54 may be provided to accommodate at least a portion of
height Hl
of first engagement portion 62 within axial aperture 56. In some embodiments,
height Hl
is less than or equal to height H2 of bottom connection plate 14. In this
manner, first
engagement portion 62 of inner adjustment member 16 is provided with a full
engagement height that does not, in operation, require extension below a plane
containing
lower surface 51 of bottom connection plate 14, thereby avoiding interference
with strut
assembly 30.
In some embodiments, inner adjustment member 16 is provided with a first axial
opening 66 having a diameter D3 that is greater than an outer diameter D4 of
upper
portion 32 of strut assembly 30. In this manner, a portion of inner adjustment
member 16
may be operably disposed over and about upper portion 32 of strut assembly 30.
As best illustrated in Figures 6A and 6C, inner adjustment member 16 may
further
include a second axial opening 68 in second engagement portion 64. Second
axial
opening 68 may extend axially through at least a portion of second engagement
portion
64. In some embodiments, second axial opening 68 is configured to receive a
projection
from a wrench, or other tool, such as a rotation-inducing tool to assist in
manipulating
inner adjustment member 16 with respect to bottom connection plate 14. In the
illustrated
embodiment, a tool may be utilized to induce rotation of inner adjustment
member 16
with respect to bottom connection plate 14, which bottom connection plate 14
may be
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maintained in a rotationally stationary orientation with respect to inner
adjustment
member 16 through the engagement of bolts 36 through respective apertures 52
therein.
In the illustrated embodiment, second axial opening 68 has a substantially
square cross-
section. Other cross-section configurations for second axial opening 68,
however, are
contemplated by the present invention. Moreover, other features, such as
projections or
the like may be utilized in place of, or in addition to, axial opening 68 for
selective
coupling thereto by a tool.
In some embodiments, a transition portion 69 is provided on inner adjustment
member 16 between first engagement portion 62 and second engagement portion
64.
Transition portion 69 may have a tapered profile as illustrated in Figures 3
and 6B to
enable rotatable engagement with top connection plate 12. The tapered surface
of
transition portion 69 assists in minimizing frictional forces created at the
junction of inner
adjustment member 16 and top connection plate 12, thereby facilitating
relative rotational
movement therebetween. Such tapered configuration of transition portion 69
further
assists in properly seating top connection plate 12 about second engagement
portion 64 of
inner adjustment member 16.
Though inner adjustment member 16 is described above and depicted in the
drawings as being threadably engageable with top and bottom connection plates
12, 14, it
is contemplated that other mechanisms of engagement are contemplated. For
example,
inner adjustment member 16 may be coupled to top and bottom connection plates
12, 14,
either fixedly or otherwise, and itself be axially extendable along axis "B".
Example
mechanisms for obtaining axial extendibility of inner adjustment member 16
include
worm gears, screw drives, ratchet systems, and the like. Applicants
contemplate,
therefore, that apparatus 10 may be provided in a variety of combinations,
with a common
characteristic being that height dimension H4 of apparatus 10 is selectively
modifiable. In
some embodiments, the selective modification of height dimension HA may be
effectuated
while apparatus 10 is in a fully installed condition. In some embodiments, the
selective
modification of height dimension H4 may be accomplished without disassembly of
strut
assembly 30, such as removal of spring 32 from strut assembly 30. Height
dimension H4
may be adjusted, for example, from between about 0.5 to about 5 inches.
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Top connection plate 12 of apparatus 10 is illustrated in isolation view in
Figures
7A-7C, with upper and lower views of top connection plate 12 being shown in
Figures
7A and 7C, respectively. Top connection plate 12 preferably includes mounting
apertures
72 for receiving mounting bolts 86 therethrough. Mounting bolts 86 are further
illustrated
in Figure 2 as taking the place of bolts 36 in coupling apparatus 10 and strut
assembly 30
to the vehicle frame, wherein in the absence of apparatus 10, original
equipment of strut
assembly 30, such as bolts 36, would be used to couple strut assembly 30 to
vehicle frame
8. Accordingly, mounting apertures 72 may be positioned in top connection
plate 12 in a
predetermined pattern appropriate to accommodate the original mounting
arrangement of
the mounting features of strut assembly 30, such as bolts 36, which are useful
in
mounting strut assembly 30 to vehicular frame 8 in the absence of apparatus
10. Top
connection plate 12 may further include an aperture 74 that is dimensioned to
have a
perimeter 75 that may be operably disposed about second engagement portion 64
of inner
adjustment member 16. In particular, aperture 74 may have a diameter D5 that
is
somewhat greater than the outer diameter D6 of second engagement portion 64.
Top connection plate 12 may be operably disposed upon bearing surface 57 of
inner adjustment member 16, and may be seated thereupon at tapered portion 77,
which
may be in operable juxtaposition with tapered surface 69 of inner adjustment
member 16.
In such a manner, top connection plate 12 is axially displaced along axis (B)
through axial
movement of inner adjustment member 16, which, in some embodiments, is brought
about by rotational movement of inner adjustment member 16 with respect to
bottom
connection plate 14. Because lower end 31 of strut assembly is operably
secured to a
vehicle wheel assembly (not shown), the selective modification of dimension Ha
through
axial movement of at least a portion of apparatus 10 (such as inner adjustment
member
16) with respect to bottom plate 14 results in a modification of the height
separation
between vehicle frame 8 and the associated vehicle wheel assembly. In the
event that
dimension H4 of apparatus 10 is selectively increased through the operation
described
above, top connection plate 12 transmits force to vehicle frame 8 to
effectuate a desired
degree of raising thereof relative to the associated vehicle wheel assembly.
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In some embodiments of apparatus 10, top connection plate 12 further includes
a
shield portion 78 extending outwardly from plane "C" of top connection plate
12, and
preferably perpendicularly outwardly therefrom. In operation, shield portion
78 depends
downwardly from the remainder of top connection plate 12 concentrically about
engagement portion 54 of bottom connection plate 14. In such a manner, shield
portion
78 alone, or in combination with engagement portion 54, prevents infiltration
of dirt or
other debris to the engagement mechanism (such as engaging threads) between
bottom
connection plate 14 and inner adjustment member 16.
As illustrated in Figures 2 and 3, a lock nut 92 or other mechanism may be
provided to selectively lockingly secure the combination of top connection
plate 12 and
inner adjustment member 16 at a desired axial position relative to bottom
connection
plate 14 along axis B. In one embodiment, lock nut 92 threadably engages with
second
engagement portion 64 of inner adjustment member 16 to an extent at which lock
nut 92
engages, or causes another element to engage, upper surface 13 of top
connection plate
12. Such engagement arrests the freedom to rotate inner adjustment member 16
relative
to bottom connection plate 14, and thus arrests change in axial separation
between top
and bottom connection plates 12, 14. Those of ordinary skill in the art,
however, may
readily understand and perceive alternative mechanisms for achieving such a
selective
locking characteristic of the axial separation between top and bottom
connection plates
12, 14 in apparatus 10.
Due to the high loads and stresses that may be placed upon apparatus 10 in
operation, it is desired that apparatus 10 be manufactured of strong and
durable materials,
such as, for example, stainless steel or high-nickel steel. Other materials,
however, may
be utilized in the fabrication of apparatus 10, so long as such materials
exhibit adequate
strength and durability properdes desired by the end user and/or by the
manufacturer.
Apparatus 10 of the present invention, as described above, provides selective
adjustment of suspension height (as defined between vehicle frame 8 and the
associated
vehicle wheel assemblies) while apparatus 10 is in a mounted, operating
condition, such
as, for example, between strut assembly 30 and vehicle frame 8. Moreover, such
selective adjustment may take place without disassembly of strut assembly 30,
including
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without removal of spring 32 from strut assembly 30. In some embodiments, the
selective adjustment may enable a range of up to about 5 inches of added
suspension
height. Such a range, however, may be modified as desired per application. In
particular,
certain embodiments of apparatus 10 may provide more or less suspension height
adjustment than described above.
In one embodiment, apparatus 10 may be mounted to a vehicle by first removing
strut assembly 30 from its connection to the vehicle frame. Bottom connection
plate 14 is
then secured to upper portion 32 of strut assembly 30, as described above. Top
connection plate 12 of apparatus 10 is then secured to vehicle frame 8 via
mounting bolts
86 in a manner similar to the process for mounting upper portion 32 of strut
assembly 30
to the vehicle frame 8. Once both top and bottom connection plates 12, 14 are
secured in
place, adjustment to the extent desired of suspension height modification may
be made by
coupling a wrench or other appropriate tool to second axial opening 68 of
inner
adjustment member 16. Such second axial opening 68 is accessible to a wrench
or other
tool while apparatus 10 is in an installed condition, such that suspension
height
adjustment may be accomplished without having to remove apparatus 10 from its
securely mounted condition. In one embodiment, axial opening 68 is accessible
to a tool
through an opening 6 in vehicle frame 8 that is located axially above opening
68 when
apparatus is in a mounted position. Such vehicle frame opening 6 is typically
provided as
original equipment in certain vehicles. Accordingly, in order to effectuate
suspension
height adjustment while apparatus 10 is in an installed condition, an operator
need only
rotate inner adjustment member 16 in an appropriate direction through
manipulation of a
tool coupled to inner adjustment member 16 at an actuation feature such as
second axial
opening 68. The adjustment technique described above, therefore, substantially
reduces
time and expense in adjusting, or re-adjusting suspension height once
apparatus 10 has
been installed. As described above, conventional devices require removal and
re-
installation of the entire strut assembly and spacer device in order to
effectuate a
modification of suspension height adjustment. Apparatus 10 of the present
invention
eliminates such a necessity.
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Though apparatus 10 is described above with reference to the illustrated
embodiments and in connection with a strut assembly 30, it is contemplated by
the
Applicant that apparatus 10 may be useful in connection with a variety of
biasing
suspension devices. For example, apparatus 10 may be used in connection with a
spring
assembly, wherein the spring is not positioned about a shock absorber. Such a
spring
assembly may be in the form of, for example, a coil spring, a leaf spring, or
other
configurations. An important purpose of apparatus 10, therefore, is to
effectuate
adjustable vehicle suspension height modification by adjustably "adding to"
the height
dimension of a vehicular biasing suspension device. For the purposes of this
application,
the term "biasing suspension device" is intended to mean a device, apparatus,
or assembly
which exerts a bias force against the vehicle frame in order to suspend such
frame from
and/or above the associated wheel assembly of the vehicle. The term "biasing
suspension
device ' is intended to include, but is not intended to be limited to, strut
assemblies and
spring assemblies. For the purposes of this application, the term "wheel
assemblies" is
intended to include the structure associated with the connection of a wheel to
a vehicle,
and specifically includes, but is not limited to, axles, steering rods, lower
control arms,
and the like.
It is another aspect of the present invention that apparatus 10 be useful in
connection with original suspension equipment supplied with the vehicle from
the
manufacturer. Though apparatus 10 may additionally be useful in after-market
products,
it is specifically envisioned that apparatus 10 be adaptable to original
vehicle equipment.
For example, apparatus 10 may be specifically configured to be operably
connectable to
the strut assembly originally supplied with a particular make, model, and
model year
automobile. In this manner, apparatus 10 may represent merely an "add-on"
device that
may be installed on a vehicle without need for replacement or modification of
existing
vehicle parts.
A further aspect of the present invention is illustrated in Figures 8-9,
wherein
spacer device 110 is shown acting as a spacer element at upper ball joint 112
between
upper control arm 114 and knuckle 116. In many applications, particularly
those in
which the suspension height of a vehicle has been substantially increased
through the use
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of suspension height modifying devices installed subsequent to vehicle
manufacture, the
representative angle from horizontal of the upper control arm is typically
correspondingly
increased as well. As described above, such increase in angle of the upper
control arm
may have undesired effects on the ride quality of the vehicle. As a
consequence, spacer
device 110 separates upper control arm 114 from the corresponding knuckle 116
to
decrease the angle from horizontal of upper control arm 114, and thus improve
vehicle
ride quality.
Spacer device 110 includes a main body portion 122 and an extension portion
124
extending from main body portion 122. In order to operably receive stud 113 of
upper
ball joint 112, spacer device 110 may include a ball joint stud receptacle 130
disposed in
upper surface 126 of main body portion 122. Ball joint stud receptacle 130 may
be sized
and configured to operably receive therein at least a portion of stud 113 of
ball joint 112.
Moreover, ball joint stud receptacle 130 may extend through height dimension
H3 of
spacer device 110 in order to allow for a retention device, such as a nut, to
secure stud
113 within ball joint stud receptacle 130. In such a manner, the retention
device may be
installed upon a lower portion of stud 113 through opening 131 at bottom
surface 123 as
spacer device 110.
To effectuate proper connection between spacer device 110 and knuckle 116,
extension portion 124 may be configured similarly to stud 113 of upper ball
joint 112,
including, for example, threaded portion 125. In such a manner, at least a
portion of
extension portion 124 of spacer device 110 may be securely received in a
corresponding
aperture or receptacle 118 of knuckle 116, and secured thereto with a
retention device,
such as nut 129.
In view of the above, height dimension H3 of spacer device 110 forms a
predetermined separation adjustment dimension between upper control arm 114
and
knuckle 116, such as in a double wishbone-type suspension. It is contemplated
that
spacer device 110 may be fabricated in a variety of height dimensions H3, as
desired per
application. In some embodiments, height dimension H3 of spacer device 110 may
be
between about 0.5 and 5 inches, The relationship of the presence of spacer
device 110 to
the angle from horizontal of upper control arm 114 is illustrated in Figures 8
and 10, with
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Figure 8 showing a representative angle al from horizontal of upper control
arm 114
when upper control arm 114 is coupled to knuckle 116 via spacer device 110 in
a
situation wherein a suspension height modification device, such as apparatus
10, has been
installed. The arrangement illustrated in Figure 8 is contrasted with that
shown in Figure
10, wherein upper control arm 114 is directly coupled to knuckle 116 at upper
ball joint
112 in a situation wherein a suspension height adjustment device, such as
apparatus 10,
has been installed. Figure 10 clearly demonstrates that the angle from
horizontal a2 in the
absence of spacer device 110 is substantially greater than al, as shown in
Figure 8. As
described above, such an increased angle can be detrimental to ride quality
characteristics
of the vehicle.
Moreover, due to the fact that both upper control arm 114 and knuckle 116 are
typically of fixed length in original vehicle equipment, the addition of a
suspension height
modification device, such as apparatus 10, may cause upper ball joint 112 to
be operably
brought in closer proximity to, for example, the associated strut assembly.
Depending
upon the particular vehicle arrangement, and the extent to which the
suspension height
has been increased, upper ball joint 112 may, in the absence of spacer device
110,
undesirably contact the associated biasing suspension device, and may
potentially
detrimentally affect the operation of such biasing suspension device. The
addition of
spacer device 110, therefore, reduces the operable angle from horizontal of
upper control
arm 114, and therefore increases the distance between upper ball joint 112 and
the
associated biasing suspension device. Of course, it is to be understood that
the angle
from horizontal of upper control arm 114 is not static in operation, but in
fact changes
significantly through the incursion and removal of upward forces on the
associated wheel
assembly due to operation of the vehicle.
A further aspect of spacer device 110 is the offset characteristic of at least
one of
extension portion 124 and ball joint stud receptacle 130 from central axis
"E". In the
illustrated embodiment, receptacle axis "D" of ball joint stud receptacle 130
is offset by
dimension Xl from central axis "E" of spacer device 110. Moreover, extension
axis "F'
of extension portion 124 is offset by dimension X2 from axis "E". The offsets
described
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above enable spacer device 110 to adjust camber of the associated wheel
assembly
through measured rotation of spacer device 110.
Due to the fact that upper control arm 114 is anchored to the vehicle frame,
and
that at least a portion of the wheel assembly is pivotable in all directions
about a lower
ball joint (not shown), rotation of spacer device 110 occurs effectively about
receptacle
axis "D". The offset nature of extension axis "F' from receptacle axis "D"
results in
extension portion 124 effecting a displacement force on the wheel assembly via
knuckle
116 during rotation of spacer device 110 while in an installed condition.
Depending upon
the dimensions of Xl and X2, spacer device 110 can provide a selected degree
of camber
adjustment. In one embodiment, such camber adjustment is up to about 6
degrees. Other
extents of adjustment, however, are envisioned by the present invention,
through various
degrees of offset, and/or through various dimensions of spacer device 110. For
example,
dimensions X, and X2 may be between about 0.25 and about 1.0 inches, and may
be
unevenly displaced from central axis "E".
Figure 11 illustrates wheel camber adjustment, wherein wheel 150 is, for
example,
a left front wheel of an automobile, with the front of such automobile being
oriented into
the page. As illustrated in Figure 11, a positive wheel camber orients a lower
portion 152
of wheel 150 toward the vehicle, while a negative camber setting adjusts lower
portion
152 away from the vehicle. A"zero" camber setting is represented by vertical
axis 154.
The process of wheel camber adjustment through spacer device 110 is
illustrated
in Figures 12A-12G. Figure 12A demonstrates a vehicular orientation of spacer
device
110 as a reference for the rotational orientations of spacer device 110
illustrated in
Figures 12B-12G. In particular, and for the purposes of demonstration only,
spacer
device 110 is illustrated in the top view of Figure 12A in connection with a
left front
wheel assembly of a vehicle, with the front of the vehicle being depicted by
the
directional arrow. The top view of Figure 12A schematically illustrates spacer
device 110
installed between upper control arm 114 and the knuckle (not shown). Rotation
of spacer
device 110 about axis "D" at ball joint receptacle 130 causes extension
portion 124 to
"push" or "pull" on knuckle 116 to thereby adjust the camber setting of wheel
assembly
160. In one embodiment, rotation of spacer device 110 generally about axis "D"
to
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position extension portion 124 in a location most outboard from the vehicle
results in the
greatest extent of positive camber adjustment available. By contrast, rotation
of spacer
device 110 generally about axis "D" to position extension portion 124 in a
location most
inboard toward the vehicle results in the greatest extent of negative camber
adjustment
available. Such adjustment comes about through the "pushing" or "pulling" of
knuckle
116, which, consequently, "pushes" or "pulls" an upper portion 156 of wheel
150 about a
lower ball joint pivot connection. The resultant wheel assembly pivot action
generally
occurs along an arc substantially contained in a vertical plane 162
intersecting the lower
ball joint.
Figures 12B-12G represent various rotational orientations for spacer device
110
substantially about axis "D". The following Table 1 provides numerical camber
angle
measurements taken on a 2005 Ford F-150 4X4 "Super Crew" vehicle having spacer
device 110 and adjustable suspension height modification apparatus 10
installed at a left
front wheel assembly thereof. The particular spacer device 110 used for the
data reflected
in Table 1 had a height dimension H3 of 2.38 inches, a dimension Xl of 0.625
inches, and
a dimension X2 of 0.625 inches. The suspension height modification apparatus
10
installed in the vehicle for testing of camber adjustment was set to a H4 of
1.625 inches.
TABLE 1
Figure Rotational Angle (0) Camber Angle (degrees)
12B 01= 0 2.80
12C 82 = 45 1.09
12D 83 = -45 1.89
12E 04 = 90 -0.44
12F 05 = -90 -1.34
12G 06= 180 -3.21
As shown in the above Table 1, one embodiment of spacer device 110 provides
for about 6 degrees of camber adjustment, depending upon the rotational
orientation of
spacer device 110 about axis "D". In addition to the camber adjustment
capability of
spacer device 110, it has been found by the Applicants that the mere presence
of spacer
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device 110 at upper ball joint 112 can recover the "lost camber" incurred in
installing a
suspension height lift device. The "lost camber" effect is due primarily to
the geometrical
constraints illustrated in Figure 10, wherein the increased angle of upper
control arm 114
acts to draw inboard knuckle 116 at upper ball joint 112. By drawing knuckle
116
inboard toward the vehicle, a potentially undesired negative camber adjustment
is
realized.
As with suspension height adjustment apparatus 10, spacer device 110 may be
specifically designed to be utilized in connection with original equipment
supplied with
the vehicle. For instance, ball joint stud receptacle 130 may be specifically
configured to
receive an original equipment ball joint stud 113 of upper control arm 114,
while
extension portion 124 may be specifically configured to be operably received
in an
associated receptacle in knuckle 116. It is also understood by the Applicant
that
configurations for spacer device 110 may necessarily be modified in order to
comply with
original equipment specifications on various vehicles. In addition to the
"lost camber"
recovery characteristic described above, spacer device 110 enables wheel
camber
alignment tuning in a simple process, and without any disassembly.
Specifically, wheel
camber tuning may be accomplished with spacer device 110 in an installed
condition by
simply rotating spacer device 110 about axis "D" with a wrench or similar
tool. Spacer
device 110 may include one or more substantially flat side surfaces 127 so as
to facilitate
coupling thereto by such an appropriate tool for rotating spacer device 110.
In some
cases, the "taper" or "seat" of the upper ball joint stud in ball joint stud
receptacle 130
and/or of extension portion 124 in the associated receptacle of knuckle 116
needs to be
"broken" prior to rotation of spacer device 110. However, such a procedure is
simple,
and is well understood by those of ordinary skill in the art.
Spacer device 110 is preferably fabricated from a relatively strong and
durable
material, such as stainless steel.
The invention has been described herein in considerable detail in order to
comply
with the patent statutes, and to provide those skilled in the art with the
information needed
to apply the novel principles and to construct and use embodiments of the
invention as
required. However, it is to be understood that the invention can be carried
out by
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specifically different methods/devices and that various modifications can be
accomplished without departing from the scope of the invention itself.
