Static positioning device for truck wheels
By using the magnetic clamps and dual-camera system of the truck and bus wheel and axle static positioning instrument, the problems of large positioning errors and difficult operation of trucks and buses have been solved, achieving error-free and convenient wheel and axle positioning, which is suitable for various vehicle models.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHENYANG JIZHUN KAKE AUTOMOBILE TECHNOLOGY CO LTD
- Filing Date
- 2025-06-25
- Publication Date
- 2026-08-04
AI Technical Summary
Existing truck and bus wheel and axle positioning devices suffer from large errors, difficult operation, and inaccurate positioning, especially when trucks and buses are heavy or in harsh environments, making it difficult to achieve accurate wheel and axle positioning.
A static positioning device for truck and bus wheel axles was designed. It adopts a magnetic clamp and a dual-camera system. By installing a rotatable target on the wheel clamp and combining the images taken by the left and right cameras, the relationship between the left and right cameras is calculated to achieve accurate positioning without pushing or reversing the vehicle. Multiple positioning points are set on the clamp to adapt to different vehicle models. The center point is automatically found by a magnet, and the main board of the clamp has high planar accuracy.
It achieves error-free wheel and axle positioning when the truck and bus are stationary, improving positioning accuracy and ease of operation, reducing workload and errors, adapting to various vehicle models, and solving the problems of large errors and difficult operation of truck and bus positioning devices.
Smart Images
Figure CN224593929U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a static positioning device for truck and bus wheel axles, belonging to the field of static positioning structure and technology for truck and bus wheel axles. Background Technology
[0002] With the rapid development of my country's economy, logistics is a crucial link in economic development, and the number of trucks and buses is increasing daily. If precise positioning of trucks and buses nationwide were achieved, the total savings in tires, fuel or electricity, and suspension components such as chassis bushings would be astronomical. Therefore, the alignment of truck and bus wheels and axles cannot be ignored. Correct alignment of truck and bus wheels and axles can ensure that the vehicle:
[0003] 1. Ensuring straight-line driving reduces driving resistance, effectively lowering fuel consumption, gas or electricity consumption, and preventing abnormal tire wear, thus improving economy, driving comfort, and safety.
[0004] 2. When a vehicle is properly positioned, it will not veer off course on the highway and will occupy less road space.
[0005] 3. While reducing economic losses for car owners, saving fuel, gas, or electricity can also reduce vehicle emissions. In addition, precise wheel and axle alignment can reduce tire wear. Since the production and disposal of each tire also generate pollution, it also contributes to our environmental protection efforts and can alleviate the pressure on our congested roads.
[0006] Currently, the commonly used photoelectric truck and bus wheel and axle alignment instruments on the market directly install the photoelectric sensor measuring head on the wheel or axle. Because the measurement environment of trucks and buses is relatively poor, most of the testing is done outdoors. If the photoelectric sensor or wheel clamp is misaligned, it can cause data inaccuracy. Therefore, alignment technicians need to frequently judge whether the alignment instrument is accurate or frequently return it to the factory for calibration. It relies heavily on the maintenance technician's experience in judging the accuracy of the equipment, which may very likely cause incorrect positioning of trucks and buses.
[0007] While 3D four-wheel alignment systems for passenger cars are relatively mature technology and have been widely used in repair shops and quick-repair stores in my country for nearly 20 years, they cannot replace wheel and axle alignment systems for trucks and buses. One reason for this is the pushing aspect: passenger car alignment requires pushing the car backward to rotate the target mounted on the wheels by 45 degrees. The camera calculates the target's position, and the software calculates the measurement result. Because passenger cars are lighter and have less resistance than trucks and buses, one person can easily push the car. However, trucks and buses are heavier and have greater resistance, making it difficult for even several people to push them. Therefore, it is necessary to start the car and reverse it. During engine operation, the wheels vibrate, and the target mounted on the wheels also vibrates. This introduces errors when the camera measures the target's position. After multiple tests, it was found that each measurement of the target's position resulted in different errors due to vehicle vibration. The greater the vibration, the greater the error. Furthermore, the frequency of vibration is not exactly the same for each vehicle and each measurement, leading to significant errors in the alignment measurement results. Secondly, regarding the cameras, 3D four-wheel alignment for passenger cars is typically done with the alignment device installed in a fixed indoor location. This device consists of a long crossbeam with two cameras mounted at each end, used in conjunction with a four-post or scissor lift. However, most truck and bus repair shops in China perform alignment and repairs outdoors or in parking lots, making it difficult to fix the installation location of the alignment device. Furthermore, due to the longer bodies of trucks and buses, it's inconvenient to move them to a fixed location for alignment and repairs. Therefore, truck and bus alignment devices need to be mobile for convenient operation. Because of the wider bodies of trucks and buses, if a camera crossbeam were used like that of a passenger car 3D four-wheel alignment device, the truck and bus alignment device would require an even longer crossbeam, making movement very inconvenient.
[0008] Traditional wheel alignment clamps are typically four- or three-jaw clamps installed on the edges of the wheel hub and tire bead. Due to the large load capacity of trucks, most wheel hub edges will have errors. The only way to compensate for the errors caused by the clamps is to rotate the wheel. Rotating the wheel is a very labor-intensive process, especially for the drive axle, which is linked to the rear axle and drive shaft, making rotation even more difficult. In addition, wheel compensation requires jacking the axle and rotating the wheel while it is suspended in the air. At this time, the vehicle will have errors due to kingpin clearance, wheel bearing clearance, etc. Utility Model Content
[0009] The purpose of this utility model is to provide a static positioning device for truck and bus wheels and axles that has a scientific and reasonable structure and is convenient, quick and labor-saving to operate.
[0010] The technical solution adopted in this utility model is:
[0011] A static positioning device for truck and bus wheel axles, comprising:
[0012] Left-side image acquisition device and right-side image acquisition device are configured on the left and right sides of the front of the vehicle;
[0013] A magnetic clamp for wheel positioning, mounted on the wheel hub;
[0014] Wheel targets mounted on magnetic wheel positioning clamps; and
[0015] Chassis reference probe; among which:
[0016] The left image acquisition device includes a column and a front-view camera and a right-view camera mounted on the column. The right image acquisition device includes a column and a front-view camera and a left-facing target mounted on the column. The left-facing target of the right image acquisition device is located opposite the right-view camera of the left image acquisition device.
[0017] The wheel positioning magnetic clamp includes a clamp main board with three outward positioning arms. A central spindle for mounting wheel targets is installed on the outer center of the clamp main board. Each of the three outward positioning arms on the inner side of the clamp main board is equipped with a magnetic positioning component for adsorbing and positioning with the wheel hub plane.
[0018] Furthermore, the central spindle includes a main board connection part and a target connection part. The main board connection part is mounted on the fixture main board via bearings, and the main board connection part has a spindle rotation handle. The spindle rotation handle can drive the central spindle to rotate relative to the fixture main board. An angle scale value is set on the surface of the fixture main board at the position corresponding to the spindle rotation handle, that is, above the central spindle. The spindle rotation handle adjusts the target angle on the central spindle based on the calibrated angle scale value. The target connection part has a target insertion hole in the middle and a locking screw hole that extends radially into the target insertion hole. A target locking handle is installed in the locking screw hole. The target is inserted into the target insertion hole of the central main board, and the target is tightened and fixed by the threaded rod of the target locking handle being threadedly connected to the locking screw hole.
[0019] Furthermore, the magnetic positioning components on the three outward positioning arms of the fixture motherboard have the same structure, each including a column connected to the outward positioning arm, a positioning sleeve fixed to the end of the column, a slide rod movably sleeved inside the column, a slide rod handle installed on the upper end of the column to drive the slide rod, a magnet assembly fixed to the lower end of the slide rod and located inside the positioning sleeve, and a spring press-fitted between the magnet assembly and the positioning sleeve.
[0020] Furthermore, the outward positioning arm is provided with an adjustment groove, one end of the column is installed in the adjustment groove through the column base and the column knob, and the other end of the column is fixed to the positioning sleeve through the positioning sleeve end cap.
[0021] Furthermore, the magnet assembly includes two magnet sleeves, a first magnet sleeve and a second magnet sleeve, which are nested together, and a magnet installed between the two magnet sleeves. One end of the first magnet sleeve is fixedly connected to the end of the slide rod, and the magnet's adsorption surface is a conical structure adapted to the screw on the outer side of the wheel hub.
[0022] Furthermore, the main body of the clamp has a predetermined planar accuracy on both sides, the column and the column base are connected by threads and can achieve positional accuracy between the three positioning sleeves. In the adsorption state, the conical structure of the magnet is adsorbed and fixed with the wheel hub screw, and the end face of the positioning sleeve abuts against the wheel hub plane.
[0023] Furthermore, a safety lock assembly is installed on the inner end face of the middle part of the clamp body. The safety lock assembly includes a safety lock base, a safety lock bearing placed inside the safety lock base, a safety lock flywheel installed on the safety lock bearing, and a coil spring installed on the inner side of the safety lock flywheel. One end of the coil spring is hooked to the safety lock flywheel, and the other end is hooked to the shaft of the safety lock base. One end of the safety lock flywheel is connected to a pull cable, which extends through a pulley to the outside of the safety lock base and is fixed to the safety lock hook.
[0024] Furthermore, the three outward positioning arms of the fixture main board are respectively provided with three sets of identical letter points, which are marked based on the number of wheel hub bolts and pitch circle diameter of different vehicle models.
[0025] Furthermore, the frame reference probe includes a probe target surface and a probe rod, the tip of which is used to make contact with the longitudinal beam of the frame.
[0026] This utility model relates to a static positioning device for truck and bus wheels and axles. It utilizes a central spindle with a target mounted on the wheel clamp, allowing the target to rotate relative to the clamp and wheel. This eliminates the need for pushing or reversing the vehicle. Rotating the target on the wheel clamp while the vehicle is stationary eliminates errors caused by target vibration during vehicle startup. Furthermore, to ensure the rotatable clamp on the tested wheel is perfectly parallel to the wheel, the parallelism between the clamp and wheel must be extremely precise. The center point of the wheel must also align with the center point of the clamp to meet the measurement requirements of a 3D vision camera. This utility model employs a method of adding a camera to the left-side camera and a target to the right-side camera. The left-side camera photographs the target on the right-side camera, and software calculates the relationship between the two cameras. Additionally, the clamp design eliminates the need for wheel compensation, saving workload and reducing complexity, while increasing accuracy and operability. The magnetic positioning method allows for faster installation, and the use of conical magnets automatically locates the center point for more precise positioning. The clamp features adjustment grooves and multiple positioning points to accommodate various vehicle models. It allows for quick switching between wheel hubs with 10, 8, 6, or 5 wheel lug nuts, solving the problem of universality for positioning clamps on both light and heavy trucks. Unlike four-jaw clamps, the flat three-jaw clamp's main board doesn't tilt, resulting in more precise suction. Attached Figure Description
[0027] Figure 1 Example 1: A schematic diagram of the overall structure of a static positioning device for truck and bus wheel axles;
[0028] Figure 2 Overall structural diagram of the magnetic wheel positioning clamp;
[0029] Figure 3 : Figure 2 Back view;
[0030] Figure 4 Exploded view of the overall structure of the magnetic wheel positioning clamp;
[0031] Figure 5 : Figure 2 Schematic diagram of the magnetic positioning component structure;
[0032] Figure 6 : Figure 2 Schematic diagram of the central security lock component structure;
[0033] Figure 7 : Schematic diagram of the image acquisition device on the left;
[0034] Figure 8 : Schematic diagram of the image acquisition device on the right. Detailed Implementation
[0035] The present invention will now be described in detail with reference to the accompanying drawings.
[0036] Example 1
[0037] A static positioning device for truck and bus wheel axles, such as Figure 1 As shown, it includes a left-side image acquisition device A and a right-side image acquisition device B disposed on the left and right sides in front of the vehicle; a wheel positioning magnetic clamp C corresponding to the number of wheels and mounted on the wheel hub; a wheel target D corresponding to the number of clamps and mounted on the wheel positioning magnetic clamp C; and at least one frame reference probe E.
[0038] The structure and function of each component of the positioning device are described in detail below:
[0039] The left image acquisition device A and the right image acquisition device B communicate with a computer equipped with positioning software via a router through their respective configured industrial control computers. The left image acquisition device A includes a liftable left column A1 and a left front-view camera A2 and a right-view camera A3 mounted on the left column A1. The right image acquisition device B includes a liftable right column B1 and a right front-view camera B2 and a left-facing target B3 mounted on the right column B1. The left-facing target B3 of the right image acquisition device B is located opposite the right-view camera A3 of the left image acquisition device A. By installing the right-view camera A3 in the left image acquisition device A to capture images of the left-facing target B3 of the right image acquisition device B, the relationship between the two cameras can be calculated by the positioning software.
[0040] The wheel positioning magnetic clamp C includes a clamp main board 100 made of aluminum alloy. Both sides of the clamp main board 100 are machined using a high-precision grinding machine to ensure planar accuracy. A central spindle 110 is rotatably mounted on the outer end face of the clamp main board 100, and a wheel target is mounted through this central spindle 110. Three outwardly extending positioning arms 120 extend outward from the periphery of the clamp main board 100 at a predetermined angle. Three magnetic positioning components are respectively assembled on the inner side of the clamp main board 100 through the three outwardly extending positioning arms 120. Adjustment grooves 121 are provided on the three outwardly extending positioning arms 120, and the ends of the magnetic positioning components are respectively installed in the adjustment grooves 121. The adsorption position of the magnetic positioning components can be adjusted through the adjustment grooves 121. The three magnetic positioning components are respectively used to adsorb and install on three screws on the wheel hub plane. A safety lock assembly 180 is installed on the inner end face of the middle part of the clamp main board 100. The safety lock assembly 180 is used to hang on the wheel hub ventilation port.
[0041] The central spindle 110 is mounted on the center of the outer end face of the fixture main plate 100 via bearing 111a, bearing 111b, spindle screw 112, and spindle end cap 113. Bearing 111a and bearing 111b are respectively mounted on the front and rear end faces of the fixture main plate 100. The spindle screw 112 passes through bearing 111b, the spindle center hole, and bearing 111a from the inner side of the fixture main plate 100 and is then threaded into the inner hole of the central spindle 110. Thus, the central spindle 110 is rotatably mounted on the fixture main plate 100. The central spindle 110 includes a main board connecting part and a target connecting part. The main board connecting part is mounted on a bearing 111a and has a spindle rotation handle 114. The spindle rotation handle 114 can drive the central spindle 110 to rotate relative to the clamping main board 100. The target connecting part is located at the front end of the main board connecting part and is an integral structure therewith. It has a target insertion hole in the middle and a locking screw hole that extends radially into the target insertion hole. A target locking handle 115 is installed in the locking screw hole. The wheel target is inserted into the target insertion hole of the central spindle 110, and the target is tightened and fixed by the threaded rod of the target locking handle 115 being threadedly connected to the locking screw hole. An angle scale value is provided on the surface of the clamping main board 100 at a position corresponding to the position of the spindle rotation handle 114, that is, above the central spindle 110. The spindle rotation handle 114 can adjust the target angle on the central spindle 110 based on the angle scale value.
[0042] The magnetic positioning components on the three outward positioning arms 120 of the clamp main board 100 have the same structure, each including a column 130, a slide rod 140 sleeved inside the column 130, and a positioning sleeve 150 fixed to the end of the column 130. The upper end of the slide rod 140 is driven and connected by the slide rod handle 160, and the lower end is connected to a magnet assembly 170.
[0043] One end of the column 130 is mounted on the outward positioning arm 120 via the column base 131 and the column knob 132, and the column base 131 and the end of the column 130 are connected by threads, which allows the adsorption position of the three positioning sleeves 150 to be adjusted. The other end of the column 130 is fixed to the positioning sleeve 150 via the positioning sleeve end cap 151.
[0044] The slide rod 140 is sleeved inside the column 130. One end of the slide rod is connected and driven by the slide rod handle 160 installed on the column 130, and the other end extends into the positioning sleeve 150 and is connected to the magnet assembly 170. When the slide rod handle 160 is turned, the slide rod 140 can be driven to slide inside the column 130, while the magnet assembly 170 is driven to move up and down inside the positioning sleeve 150.
[0045] The magnet assembly 170 includes two magnet sleeves 171 and 172 that are nested together, and a magnet 173 installed between the two magnet sleeves. One end of the magnet sleeve 171 is provided with a screw hole and is threadedly connected to the end of the slide rod 140 through the screw hole. The adsorption surface of the magnet 173 is a conical structure adapted to the screw on the outside of the wheel hub.
[0046] The column 130 has an elongated slot at its upper end and a handle bracket 161 is installed in the slot. The slide handle 160 is rotatably mounted on the handle bracket 161, and its connecting end extends into the interior of the column 130 through the elongated slot and connects to the end of the slide rod 140. The handle for operation is located outside the column 130 so that it can be held and operated by a person.
[0047] A spring 174 is provided between the magnet sleeve 171 and the positioning sleeve 150. When the operating slide handle 160 is lowered, the slide rod 140 pushes the magnet assembly 170 downward. The magnet sleeve 170 compresses the spring 174 and acts on the limiting platform of the positioning sleeve 150. When the magnet 173 is aligned with the screw on the hub and firmly attracted, the slide handle 160 is released. The spring 174 will release its compression energy and act in the opposite direction on the magnet sleeve 171 and the upper slide rod 140.
[0048] The safety lock assembly 180 includes a safety lock base 181, a safety lock bearing 182 placed inside the safety lock base 181, and a safety lock flywheel 183 mounted on the safety lock bearing 182. A coil spring 184 is installed on the inner side of the safety lock flywheel 183. One end of the coil spring 184 is hooked onto the safety lock flywheel 183, and the other end is hooked onto the shaft of the safety lock base 181. A pull cable is connected to one end of the safety lock flywheel 183. The pull cable extends to the outside of the safety lock base 181 via a pulley 186 and is fixed to a safety lock hook 187. The safety lock hook 187 is positioned by interlocking with the outer wall of the safety lock base 181 through its own shape. In use, the safety lock hook 187 can be removed from the safety lock base 181 and the pull cable can be pulled outward to hang it at the vent of the wheel hub.
[0049] To enable rapid positioning of wheel hub bolts for different wheel models, the surface of the fixture main board 100 is marked with the number of wheel hub bolts and the pitch circle diameter (PCD refers to the diameter of the circle formed by the centers of the bolt holes on the wheel hub, which is an important parameter of the wheel hub). Several corresponding letters are defined for the number and diameter of the bolts. For example, in this embodiment, the positioning points are marked with a total of 7 letters, AG. Correspondingly, the three outward positioning arms 120 on the fixture main board 100 are marked with the corresponding letters.
[0050] The wheel target D includes a target rod and a target surface. The target rod is mounted on the central spindle of the wheel positioning magnetic clamp C, and the target surface faces forward to ensure that it can enter the field of view of the front image acquisition device.
[0051] The frame reference probe E includes a target rod and a target surface. The target rod has a predetermined length and its end is a pointed tip. By contacting the longitudinal beams of the frame with its pointed tip, the position of the longitudinal beams on both sides of the frame, as well as other required angle data, are calculated and measured. The target surface is also facing forward during operation to ensure that it can enter the field of view of the front image acquisition device.
[0052] The positioning measurement method of the positioning instrument described in this embodiment includes the following steps:
[0053] S1: Place the left and right image acquisition devices 2-3 meters in front of the left and right wheels of the vehicle respectively, and adjust the camera height according to the vehicle model;
[0054] S2: Install the wheel positioning magnetic clamps sequentially onto each wheel hub of the vehicle;
[0055] S3: Install the wheel targets sequentially onto the corresponding wheel positioning magnetic clamps;
[0056] S4: Hold the frame reference probe and make the tip of the target rod contact the front and rear end faces of the longitudinal beams on the left and right sides of the frame in sequence, so that the left and right image acquisition devices can acquire the required data.
[0057] S5: Rotate the central spindle on the magnetic wheel positioning fixture in sequence to rotate the wheel target by a predetermined angle;
[0058] S6: The left and right image acquisition devices will transmit the collected data to the computer with positioning software installed in the background via the industrial control computer. The computer will perform the corresponding positioning measurement and data calculation and obtain the required data.
[0059] The above-mentioned positioning measurement method overcomes the shortcomings and deficiencies of existing technologies and positioning testing instruments, and provides a 3D static detection method for multi-axle positioning of trucks and buses. The high-precision, compensation-free positioning fixture is applicable to all truck and bus positioning instruments. The compensation-free method reduces measurement errors and improves work efficiency. It improves the measurement of multiple angles of truck and bus axles, and can accurately measure multiple positioning angles such as wheel toe-in, wheel camber angle, kingpin caster angle, kingpin inclination angle, axle lateral offset, thrust angle, retraction angle, wheelbase, and steering angle.
[0060] This utility model is not limited to the embodiments discussed above. The above description of specific embodiments is intended to describe and illustrate the technical solutions involved in this utility model. Obvious variations, substitutions, or combinations based on the teachings of this utility model should also be considered to fall within the protection scope of this utility model. The above specific embodiments are used to disclose the best implementation method of this utility model, so that those skilled in the art can apply various embodiments and alternative methods of this utility model to achieve the purpose of this utility model.
Claims
1. A static positioning device for truck and bus wheel axles, characterized in that, include: Left-side image acquisition device and right-side image acquisition device are configured on the left and right sides of the front of the vehicle; A magnetic clamp for wheel positioning, mounted on the wheel hub; Wheel targets mounted on magnetic wheel positioning clamps; and Chassis reference probe; where: The left image acquisition device includes a column and a front-view camera and a right-view camera mounted on the column. The right image acquisition device includes a column and a front-view camera and a left-facing target mounted on the column. The left-facing target of the right image acquisition device is located opposite the right-view camera of the left image acquisition device. The wheel positioning magnetic clamp includes a clamp main board with three outward positioning arms. A central spindle for mounting wheel targets is installed on the outer center of the clamp main board. Each of the three outward positioning arms on the inner side of the clamp main board is equipped with a magnetic positioning component for adsorbing and positioning with the wheel hub plane.
2. The static positioning device for truck and bus wheel axles as described in claim 1, characterized in that, The central spindle includes a main board connection part and a target connection part. The main board connection part is mounted on the fixture main board via bearings and has a spindle rotation handle. The spindle rotation handle can drive the central spindle to rotate relative to the fixture main board. An angle scale value is set on the surface of the fixture main board at the position corresponding to the spindle rotation handle, that is, above the central spindle. The spindle rotation handle adjusts the target angle on the central spindle based on the calibrated angle scale value. The target connection part has a target insertion hole in the middle and a locking screw hole that extends radially into the target insertion hole. A target locking handle is installed in the locking screw hole. The target is inserted into the target insertion hole of the central main board, and the target is tightened and fixed by the threaded rod of the target locking handle being threadedly connected to the locking screw hole.
3. A static positioning device for truck and bus wheel axles as described in claim 2, characterized in that, The magnetic positioning components on the three outward positioning arms of the fixture main board have the same structure. Each component includes a column connected to the outward positioning arm, a positioning sleeve fixed to the end of the column, a slide rod movably sleeved inside the column, a slide rod handle installed on the upper end of the column to drive the slide rod, a magnet assembly fixed to the lower end of the slide rod and located inside the positioning sleeve, and a spring press-fitted between the magnet assembly and the positioning sleeve.
4. A static positioning device for truck and bus wheel axles as described in claim 3, characterized in that, The extended positioning arm is provided with an adjustment groove. One end of the column is installed in the adjustment groove through the column base and the column knob, and the other end of the column is fixed to the positioning sleeve through the positioning sleeve end cap.
5. A static positioning device for truck and bus wheel axles as described in claim 4, characterized in that, The magnet assembly includes two magnet sleeves, a first magnet sleeve and a second magnet sleeve, which are nested together, and a magnet installed between the two magnet sleeves. One end of the first magnet sleeve is fixed to the end of the slide rod, and the magnet's adsorption surface is a conical structure adapted to the screw on the outside of the wheel hub.
6. A static positioning device for truck and bus wheel axles as described in claim 5, characterized in that, The main body of the clamp has a predetermined planar accuracy on both sides. The column and the column base are connected by threads and can achieve the positional accuracy between the three positioning sleeves. In the adsorption state, the conical structure of the magnet is adsorbed and fixed with the wheel hub screw, and the end face of the positioning sleeve abuts against the wheel hub plane.
7. A static positioning device for truck and bus wheel axles as described in claim 6, characterized in that, A safety lock assembly is installed on the inner end face of the middle part of the clamp body. The safety lock assembly includes a safety lock base, a safety lock bearing placed inside the safety lock base, a safety lock flywheel installed on the safety lock bearing, and a coil spring installed on the inner side of the safety lock flywheel. One end of the coil spring is hooked to the safety lock flywheel, and the other end is hooked to the shaft of the safety lock base. One end of the safety lock flywheel is connected to a pull cable, which extends through a pulley to the outside of the safety lock base and is fixed to the safety lock hook.
8. A static positioning device for truck and bus wheel axles as described in claim 7, characterized in that, The three outward positioning arms of the clamp main board are respectively provided with three sets of identical letter points, which are marked based on the number of wheel hub bolts and pitch circle diameter of different vehicle models.
9. A static positioning device for truck and bus wheel axles as described in claim 8, characterized in that, The frame reference probe includes a probe target surface and a probe rod, the tip of which is used to make contact with the longitudinal beam of the frame.