KR102307533B1 - Jig for gauging wheel alignment - Google Patents

Abstract

The present invention relates to a jig for measuring wheel alignment, which is manufactured to be engaged with a tire for measuring wheel alignment of a tire. The jig for measuring wheel alignment comprises: a slope sensor module; a main frame mounted with the sensor module and placed on the front space of a tire; and a suspension frame mounting the main frame so that the sensor module is positioned at the center of the front surface of the tire, wherein a height adjusting member for adjusting a height of the main frame is installed at the suspension frame. Since the measurement on the wheel alignment is cheaply performed by having means which can accurately place sensor at the center of the wheel so that a vehicle accident ratio can be reduced. In addition, the jig has a structure not contacting with a surface of the wheel so that the damage to the surface of the wheel can be prevented.

Description

Jig for gauging wheel alignment

The present invention relates to a jig for wheel alignment measurement manufactured to be capable of being coupled to a tire for wheel alignment measurement of a tire.

Wheel alignment refers to the operation of aligning the alignment of the vehicle body or the alignment of the wheels. When the vehicle is shipped from the manufacturer, the alignment of the vehicle body is delivered in a precisely aligned state.

If the alignment is slightly misaligned for various reasons, the steering wheel operation is not performed properly and the steering standard is also misaligned. Alternatively, when driving in a straight line, the steering wheel is well aligned, but the wheel may be misaligned and unstable driving may continue.

In addition, the state of the wheel alignment also affects tire wear, so if the wheel alignment is wrong, the tire wear becomes uneven, resulting in poor fuel economy and strain on the lower body parts.

As such, both wheel alignment and wheel balance are related to the vehicle's lower body and tires. If the vehicle continues to be driven in poor road conditions for a long time, the set angle and value change due to frequent impacts. As a result, the riding comfort deteriorates, the fuel consumption rate deteriorates, and uneven wear of the tire occurs. And if there is a problem with the lower body or tires like this, the fatigue of the driver who drives the vehicle can be increased.

The wheel alignment therefore needs to be checked and adjusted from time to time to ensure that it is maintained within the factory-specified angular range. However, wheel alignment requires precise measurement that is difficult to judge with the naked eye. Conventional prior art related to a measuring device for the correction of wheel alignment adopts a system for measuring wheel alignment with expensive equipment by obtaining an image of an inclination angle of a tire and a wheel with a camera.

While wheel alignment measurement using such camera image analysis or laser analysis can obtain precise results, the price of the equipment is too high, so it is very burdensome to equip it at the repair shop, which leads to a maintenance fee, which can be a burden to the vehicle operator. .

As a wheel alignment measurement technology through other means other than an expensive device according to the measurement through the camera measurement, the 'gyro sensor disclosed in Korean Patent Publication No. 10-1511124 (notice date: April 17, 2015) shown in FIG. 1 is used. A wheel alignment measurement system and measurement method using 'are mentioned.

The prior art transmits the three-axis position information measured after the gyro sensor module is mounted on the vehicle wheel to the main equipment to measure wheel alignment elements such as toe, camber, caster, and kingpin inclination angle, so that it is possible to measure wheel alignment without a camera it's technology

However, even in the case of the prior art, expensive main equipment equipped with a laser light source, a laser pointer, and an analysis module is required, and there is a risk of damage to the wheel surface due to the equipment contacting the wheel of the tire during the wheel alignment measurement process, There is no means by which the sensor can be precisely centered on the wheel.

Registered Patent Publication No. 10-1511124 (Announcement Date: 2015. 04. 17)

Accordingly, in the embodiment presented herein, a means is provided for the sensor to be accurately positioned at the center of the wheel so that the wheel alignment can be accurately measured without expensive equipment, so that the wheel alignment measurement can be made inexpensively, so that the vehicle accident rate can be reduced and Also, by having a structure that does not contact the surface of the wheel, damage to the surface of the wheel can be prevented, and even unskilled people can easily handle it, so it is intended to provide a convenient wheel alignment measurement jig.

A jig for wheel alignment measurement according to the present embodiment for achieving this object includes a sensor module, a main frame, and a suspension frame.

The sensor module is a tilt sensor including a combination of at least two or more of the three-axis acceleration sensor, the three-axis gyro sensor, and the three-axis geomagnetic sensor.

The main frame is equipped with the sensor module and is disposed in front of the tire.

The suspension frame mounts the main frame so that the sensor module is located at the center of the front of the tire. Here, a height adjustment member for adjusting the height of the main frame is installed on the suspension frame.

Preferably, the suspension frame is provided with two suspension rods extending in the horizontal direction so that the upper portion is seated on the upper portion of the tire tread, and the inclination sensor module may be disposed between two virtual vertical surfaces passing the two suspension rods. have.

In addition, preferably, the main frame includes two variable members installed one on each side of the main frame and slidably variable in the lateral direction of the main frame, a guide member for guiding the two variable members, respectively, and at both ends of the variable member. It may include a bending rod installed and extending to be bent to the side tread of the tire, and a contact roll that is rotatably installed with the end of the bending rod as a side and is in contact with the tread side of the tire and rotates while changing along the tread side.

Preferably, the two variable members are arranged one by one on two imaginary parallel straight lines, and the two variable members can be changed in opposite directions according to the rotation of the rotation shaft installed between the two imaginary straight lines. .

In this case, the rotating shaft is preferably a driving shaft among one driving shaft and one idler shaft that infinitely rotates a chain having both ends connected to each other, and the driving shaft and the idler shaft are disposed between the two imaginary straight lines, so that the upper and lower parts of the chain corresponds to the two imaginary straight lines, one variable member of the two imaginary straight lines is installed in a chain that coincides with any one of the two imaginary straight lines, and the other variable member is the other one. Installed on a chain that coincides with a straight line of the two variable members can be changed in opposite directions when the drive shaft is rotated.

Alternatively, a pinion gear is preferably installed on the rotation shaft, one of the two variable members is a rack gear that is meshed with the upper part of the pinion gear and is variable, and the other of the two variable members is meshed with the lower part of the pinion gear. A variable rack gear may be installed.

Preferably, in at least one of the case in which the chain and the drive shaft are provided and the case in which the pinion gear is provided, the bending rods respectively installed on the two variable members are disposed between the two virtual straight lines and It may be disposed on a third imaginary straight line parallel to the straight line.

In this case, between the bent portion and the end of the variable member in the bending rod, a contact ball that is preferably in contact with the sidewall of the tire and rotates according to the relative change between the tire and the main frame may be installed.

In addition, in at least one of the case in which the chain and the drive shaft are provided and the case in which the pinion gear is provided, a rope of a certain length that is wound or unwound on the rotating shaft according to the rotation of the rotating shaft is preferably fixed to the rotating shaft at one end of the rotating shaft. is installed, and an elastic member is connected to the other end of the rope, and the rope is connected to the elastic member in a form that is maintained in a taut state during the entire process of being wound or unwound on a rotating shaft, so that the two variable members move away from each other In the variable state, when the contact between the contact roll and the tire side tread is released, the elastic force is applied in the direction in which the elastic member pulls the rope, and the rotating shaft rotates in the direction of unwinding the rope, so that the two variable members are brought closer to each other at the same time. can be variable.

On the other hand, the inclination sensor module is equipped with a communication unit, the measured value of the inclination sensor can be transmitted to the app installed in the portable terminal in real time.

The jig for wheel alignment measurement according to the embodiment presented in the present specification is provided with a means by which the sensor can be accurately placed at the center of the wheel so that the wheel alignment is accurately measured without expensive equipment, so that the wheel alignment measurement can be made inexpensively. The accident rate can be reduced, and damage to the wheel surface can be prevented by having a structure that does not come into contact with the surface of the wheel, and even an unskilled person can easily handle it, so that it is convenient to use.

1 is a perspective view of a wheel alignment measurement system according to the prior art.
2A to 2C are conceptual views for each item of wheel alignment measurement.
3 is a perspective view of a jig for measuring wheel alignment according to the present invention.
FIG. 4 is a perspective view of FIG. 3 .
FIG. 5 is a front view of FIG. 4 ;
6 is a front view showing a modified embodiment of FIG. 5 .
7 is a plan view of the center box and the holding frame in FIG. 3 .
8 is an exemplary diagram of the sensor module shown in FIG. 2A.

Specific structural or functional descriptions presented in the embodiments of the present invention are only exemplified for the purpose of describing embodiments according to the concept of the present invention, and the embodiments according to the concept of the present invention may be implemented in various forms. In addition, it should not be construed as being limited to the embodiments described herein, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

First, the concept and principle of wheel alignment measurement will be briefly described with reference to FIGS. 2A to 2C , and a preferred measurement position of the sensor will be described.

Wheel alignment is usually determined by three factors: camber, caster and toe.

Camber refers to the angle at which a vehicle's wheels are mounted when viewed from the front. As shown in FIG. 2A , there are three types of negative camber, zero camber, and positive camber. Negative camber has the advantage of increasing grip when cornering.

Zero camber is also called neutral camber and corresponds to the camber of a vehicle that is normally traveling. Zero camber is the most stable when accelerating, braking, and driving.

Positive camber is camber that can be easily steered even with a small force, and is usually applied to farm equipment and off-road vehicles.

Although each of the three cambers has advantages, there is a disadvantage that the braking force and wear may increase when the negative and positive cambers are set excessively.

Toe means the tire angle when the vehicle is viewed from above as shown in FIG. 2B . The toe angle serves to prevent uneven wear of the tire and to improve the tire performance. The toe is defined as a toe-in and a toe-out, and a shape with a narrower gap toward the front is defined as a toe-in, and a shape with a wider gap toward the front is defined as a toe-out. The toe value when released by the manufacturer is called zero tow.

The caster means an angle between the center of the wheel and the steering when the vehicle is viewed from the side as shown in FIG. 2C . Like camber, it can be divided into positive caster and negative caster. Positive caster means the tire's central axis is tilted backwards, and negative caster means the tire's central axis tilts forward. When the angle is changed, the vehicle vibrates. The closer this angle is to 0, the more stable driving is possible.

Combining the items to be measured above, it can be seen that the measurement sensor must be placed in the center of the tire to obtain an accurate measurement value.

However, in order for the measurement sensor to be accurately placed in the center of the tire, a jig that can be applied to all tires of various sizes is required, and the measurement sensor must be positioned at the exact center of the jig. The jig should be variable to meet the various specifications of the tire, and despite the variation of the jig, the measuring sensor should be able to be positioned at the exact center of the jig and the present embodiment shown in FIGS. 3 to 7 Let's take a look at the features.

The jig 100 for measuring wheel alignment according to the present embodiment includes a sensor module 50 , a main frame 10 , a suspension frame 40 , and an alignment unit 20 as shown in FIG. 3 . .

The sensor module 50 is a tilt sensor including a combination of at least two or more of the three-axis acceleration sensor, the three-axis gyro sensor, and the three-axis geomagnetic sensor. Both a 6-axis sensor and a 9-axis sensor commonly used may be included.

As shown in FIG. 3 , the main frame 10 has a sensor module 50 mounted thereon and is disposed in front of the tire T.

The suspension frame 40 mounts the main frame 10 so that the sensor module 50 is located at the center of the front of the tire T. Here, a height adjustment member for adjusting the height of the main frame 10 is installed in the suspension frame 40 .

Specifically, as shown in FIG. 3, the suspension frame 40 includes two suspension rods 41 extending in the horizontal direction so that the upper part is seated on the top of the tire tread TT, and the sensor module 50 is It is disposed between two imaginary vertical planes passing through the two suspension rods 41 .

In the suspension frame 40, the height adjustment member may be in the form of a height adjustment screw 42 as shown in FIG. 3 more specifically. However, it is not necessarily limited to the form of FIG. 3, and any known height adjustment mechanism may be adopted.

As shown in FIGS. 3 and 4, the main frame 10 includes two variable members 22 installed one on each side of the main frame 10 and sliding in the lateral direction of the main frame 10, and two Guide members 24 and 25 for guiding the variable members 22, respectively, and a bending rod 281 installed at both ends of the variable member 22 and extending to be bent to the side tread TT of the tire T and a contact roll 28 that is rotatably installed with the end of the bending rod 281 as a side and is in contact with the tread (TT) side of the tire (T) and rotates while being variable along the tread (TT) side. A portion 20 is installed.

The alignment unit 20 serves to align the sensor module 50 so that it can be disposed in the center of the tire T as described above. At this time, the bending rod 281 installed at both ends of the two variable members 22 and the contact roll 28 installed on the ends of the bending rod 281 extend the main frame 10 from the top of the tire T gradually. When descending, it rolls and rotates while maintaining contact with the tire tread (TT). In response to the increase in the diameter of the tire T, the variable members 22 at both ends of the main frame 10 are changed in a direction away from the center of the main frame 10, and thus the distance between the contact rolls 28 is also gradually increased. .

In order for the aligning unit 20 to arrange the sensor module 50 in the center of the tire T, the distance at which the variable members 22 on both sides of the main frame 10 vary should be the same. This task is simply difficult to achieve even if the variable member 22 is connected to an elastic member of the same standard from the center of the main frame 10 . Because no matter how the elastic member of the same standard connects the two variable members 22 to the center of the main frame 10, a slight difference may occur due to various reasons in the elastic deformation, in particular, the number of times of wheel alignment measurement is high. This is because as the frequency of use of the elastic member increases repeatedly, a difference in secular variation due to elastic deformation may occur.

In order to solve this problem in the jig for measuring wheel alignment according to the embodiment of FIGS. 3 to 7 , the variable members 22 that are variable on both sides of the main frame 10 are interlocked so that they can be changed correspondingly by the exact same distance. The rotation shaft 21, which is a configuration to make it, is introduced.

By introducing the rotation shaft 21 , the two variable members 22 can be varied by interlocking with each other by exactly the same distance, and two embodiments thereof are shown in FIGS. 5 and 6 , respectively. For reference, the embodiment shown in a perspective perspective view in FIG. 4 corresponds to the embodiment of FIG. 5 .

First, the embodiment shown in FIG. 6 will be described. According to the embodiment shown in Figure 6, the rotation shaft 21 corresponds to the drive shaft 521 among one drive shaft 521 and one idler shaft 561 for infinitely rotating the chain 562 having both ends connected to each other, The drive shaft 521 and the idler shaft 561 are disposed between the two imaginary straight lines, so that the upper and lower portions of the chain 562 coincide with the two imaginary straight lines, respectively, and any of the two variable members 522 and 523 One variable member is installed in a chain that coincides with any one of the two virtual straight lines, and the other variable member is installed on a chain that coincides with the other straight line, so that when the drive shaft 521 rotates, two The two variable members 522 and 523 vary by exactly the same distance while varying in opposite directions.

At this time, the sensor module 50 is fixedly installed in the center of the main frame 10 as shown in FIG. 3 , and the installation location of the sensor module 50 is the center line shown at the center of the distance r1 and distance r2 in FIG. 6 . is the location Therefore, when the main frame 10 is slowly lowered from the top of the tire T while the contact rolls 28 on both sides of the main frame 10 are in contact with the treads TT on both sides of the tire T, the two Even if the variable member 22 is gradually widened, the sensor module 50 may be accurately positioned at the center between the variable members 22 on both sides.

Next, the second embodiment shown in FIGS. 4 and 5 will be described.

In the second embodiment, a pinion gear 211 is installed on the rotation shaft 21, and any one of the two variable members 22 is meshed with the upper portion of the pinion gear 211 and is a variable first rack gear 422. , the other one of the two variable members is a second rack gear 423 that is variable by meshing with the lower portion of the pinion gear 211 .

Since the installation position of the rotating shaft 21 is a position fixed to the main frame 10 , the variable distance between the two variable members, the first rack gear 422 and the second rack gear 423 , is precisely according to the rotation of the rotating shaft 21 . match

However, in the above two embodiments, the bending rods 281 respectively installed on the two variable members 22 are disposed between the two virtual straight lines and on a third virtual straight line parallel to the two virtual straight lines. is placed on That is, when viewed with reference to FIGS. 5 and 6 , the heights of the two bending rods 281 are the same, so that the two bending rods 281 are disposed on one virtual horizontal line.

Since the variable member 22 is changed due to the contact roll 28, the main frame 10 has no reason to contact the wheel H of the vehicle, so that external damage caused by any contact with the wheel H can be prevented. have.

3, a contact support block 27 for rotatingly supporting the contact ball 271 and the contact ball 271 may be installed on the bending rod 281 to more reliably prevent the wheel H from being damaged. have. The contact ball 271 comes into contact with the sidewall of the tire T when the contact roll 28 moves along the ground contact surface of the tread TT, and rotates according to the relative variation between the tire T and the main frame 10 . do. This makes it easier to secure a safe distance between the main frame 10 and the wheel H.

On the other hand, although it is correct that the two variable members 22 vary by exactly the same distance from each other, if they vary more than the maximum width corresponding to the diameter of the tire T, measurement may be disturbed. Therefore, when no external force is applied to the variable member 22 , a means capable of returning to the center of the main frame 10 is required.

However, similar to the part for the necessity of the rotating shaft 21 described above, a means for simultaneously returning the two variable members 22 is required.

In order to solve this problem, in the embodiment of FIGS. 3 and 4 , a rope 31 of a certain length that is wound or unwound on the rotary shaft 21 according to the rotation of the rotary shaft 21 is one end of the rope 31 is the rotary shaft 21 . It is installed in the form of being fixed to the, and an elastic member is connected to the other end of the rope 31, and the rope 31 is connected to the elastic member in a form that is maintained in a taut state during the entire process of being wound or unwound on the rotating shaft 21. , when the contact between the contact roll 28 and the tire side tread TT is released in a state in which the two variable members 22 are varied in a direction away from each other, the elastic member acts in a direction in which the rope 31 is pulled by an elastic force while the rotation shaft (21) is rotated in the direction of unwinding the rope (31), so that the two variable members (22) can be changed in a direction to approach each other at the same time.

In this case, the elastic member may be a spring 32 as shown in FIG. 4, but is not necessarily limited to the spring 32, and if it is a means that can exert an elastic force in the same direction as the spring 32 of FIG. 4, Any of the known elastic mechanisms may be employed.

The elastic member may be embedded in the cylindrical housing 33 as shown in FIG. 3 , and in this case, the housing 33 serves not only for the installation of the elastic member but also for raising or lowering the main frame 10 . It can also act as a handle.

On the other hand, the tilt sensor module 50 is equipped with a communication unit (not shown), the measured value of the sensor module 50 can be configured to be transmitted to the app installed in the portable terminal (not shown) in real time.

However, when the main frame 10 gradually descends from the top of the tire T and passes the maximum width point of the tire T corresponding to the diameter of the tire T, the two variable members 22 are variable in the direction away from each other. Then they start to change in the direction they get closer to each other again. At this time, if there is a means for stopping the rotation of the rotation shaft 21 at the exact center point of the tire T, manual operation and control of the main frame 10 may be much easier.

To solve this problem, the rotating shaft 21 protrudes to the front of the main frame 10 as shown in FIG. 3 , and a gauge scale 121 is formed around the protruding end of the rotating shaft 21 of the rotating shaft 21 . It is engraved radially around the protruding end, and on the side of the protruding end of the rotating shaft 21, the indicator needle 212 is rotated along the rotating shaft 21 and indicates the gauge scale 121 according to the degree of rotation of the rotating shaft ( 21) can be installed at right angles to the As a result, the exact point at which the diameter corresponding to the maximum width of the tire T is reached may be identified as the numerical value of the gauge scale 121 indicated by the indicator needle 212 .

In addition, as shown in FIG. 7, a head 213 of a certain shape is coupled to the protruding end of the rotating shaft 21, and at least one coupling hole 122 is formed around the protruding end of the rotating shaft 21, As a member coupled to the head 213 and the coupling hole 122 at the same time, the head receiving hole 291 in which the head 213 is accommodated and the coupling protrusion 292 inserted into the coupling hole 122 are provided in the head receiving hole 291 . ) is provided with a holding frame 29 formed to be spaced apart, the head 213 is inserted into the head receiving hole 291 at a point where the distance between the contact rolls 28 becomes the diameter of the tire T, and the coupling hole 122 By inserting the coupling protrusion 292 into the , when the sensor module 50 is positioned at the center of the tire T, the rotation of the rotation shaft 21 is forcibly held, thereby making measurement easier.

When the sensor module 50 is located in the middle of the tire T and the holding frame 29 is coupled to the head 213, the height adjustment screw 42 installed in the suspension frame 40 described above at that point. By manipulating the to fix the height, the sensor module 50 is precisely disposed in the front center of the tire T, so that a more accurate wheel alignment measurement result can be obtained.

Meanwhile, the sensor module 50 is a 6-axis sensor or a 9-axis sensor as exemplarily shown in FIG. 8 and described above. In addition, since the sensor module 50 is built in a waterproof and dustproof case, the function may not deteriorate due to dust and water even in various maintenance environments in the outdoor space.

The sensor module 50 is equipped with its own display so that the measured value can be displayed immediately, but it can transmit the measured value to the app installed in the terminal (not shown) through wireless communication, and the terminal receiving the transmitted measured value Measured values can be sent to the database, and the accumulated big data is accumulated on a separately provided server and can be used to analyze how the wheel alignment values for each vehicle type change over time, thereby promoting the advancement of vehicle maintenance services. and can be reflected in new car development and design, and accumulated data can be utilized in the used car market as well.

The present invention described above is not limited by the above-described embodiments and the accompanying drawings, and it is common in the technical field to which the present invention pertains that various substitutions, modifications, and changes are possible without departing from the technical spirit of the present invention. It will be clear to those who have the knowledge of

H : Wheel T : Tire
TT: Tread 10: Mainframe
11: guide groove 12: center box
20: alignment unit 21: rotation shaft
22,522,523: variable member 24: guide block
25: guide head 26: connecting rod
27: contact support block 28: contact roll
29: holding frame 30: elastic return part
31: rope 32: spring
33: housing 40: suspension frame
41: suspension rod 42: height adjustment screw
50: sensor module 100: jig for wheel alignment measurement
121: gauge scale
122: coupling hole 211: pinion gear
212: pointer needle 213: head
271: contact ball 281: bending rod
291: head receiving hole 292: coupling protrusion
422: first rack gear 423: second rack gear
521: drive shaft 561: idler shaft
562: chain 563: support block

Claims (12)

a tilt sensor module comprising a combination of at least two or more of the three-axis acceleration sensor, the three-axis gyro sensor, and the three-axis geomagnetic sensor;
a main frame on which the sensor module is mounted and disposed in front of the tire; and,
and a suspension frame on which the main frame is mounted so that the sensor module is located at the center of the front of the tire.
A height adjustment member for adjusting the height of the main frame is installed on the suspension frame,
The main frame includes two variable members installed one on each side of the main frame and sliding and variable in the lateral direction of the main frame, a guide member for guiding the two variable members, respectively, and installed at both ends of the variable member and installed at both ends of the tire. It further comprises an alignment part comprising a bending rod extending to be bent to the side tread, and a contact roll that is rotatably installed with the end of the bending rod as the side and is in contact with the tread side of the tire and rotates while changing along the tread side,
The two variable members are arranged one by one on two imaginary parallel straight lines, and the two variable members vary in opposite directions according to the rotation of the rotation shaft installed between the two imaginary straight lines,
A pinion gear is installed on the rotation shaft, and any one of the two variable members is a rack gear that is changed by meshing with an upper portion of the pinion gear,
The other one of the two variable members is a rack gear that is variable by meshing with the lower part of the pinion gear,
A rotating shaft protrudes to the front of the main frame, a gauge scale is engraved radially around the protruding end of the rotating shaft around the protruding end of the rotating shaft, and the gauge scale is rotated along the rotating shaft on the side of the protruding end of the rotating shaft A jig for wheel alignment measurement in which an indicator needle indicating the rotational degree is installed in a direction perpendicular to the rotational axis. According to claim 1,
The suspension frame is provided with two suspension rods extending in the horizontal direction so that the upper portion is seated on the upper portion of the tire tread, and the inclination sensor module is disposed between two virtual vertical surfaces passing the two suspension rods for wheel alignment measurement Jig. delete delete delete delete According to claim 1,
The bending rods respectively installed on the two variable members are disposed between the two imaginary straight lines and are disposed on a third imaginary straight line parallel to the two imaginary straight lines. 8. The method of claim 7,
A wheel alignment measuring jig in which a contact ball that comes into contact with a sidewall of a tire and rotates according to a relative change between the tire and the main frame is installed between the bent portion and the end of the variable member in the bending rod. According to claim 1,
The rotating shaft has an elastic return part comprising a rope wound around or unwound on the rotating shaft according to the rotation of the rotating shaft and having one end fixed to the rotating shaft, and an elastic member connected to the other end of the rope; further comprising,
The rope is connected to the elastic member in a form that is maintained in a taut state during the entire process of being wound or unwound on the rotating shaft,
When the contact between the contact roll and the tire side tread is released while the two variable members are varied in a direction away from each other, an elastic force is applied to the elastic member in the direction of pulling the rope and the rotating shaft is rotated in the direction of unwinding the rope, A jig for measuring wheel alignment in which two variable members change in a direction to approach each other at the same time. According to claim 1,
The tilt sensor module is equipped with a communication unit,
The measured value of the inclination sensor is transmitted to the app installed in the portable terminal in real time, and the measured value is accumulated and analyzed as big data in the database of the terminal or server, so that the prediction of the amount of change in wheel alignment for each vehicle type becomes highly accurate, and the quality of vehicle maintenance A jig for wheel alignment measurement that enables the provision of abundant data for improvement and quality measurement of used cars and new car development and design. delete According to claim 1,
A head of a certain shape is coupled to the protruding end of the rotating shaft, and at least one coupling hole is formed around the protruding end of the rotating shaft,
As a member coupled to the head and the coupling hole at the same time, a holding frame in which a head receiving hole for receiving a head and a coupling protrusion inserted into the coupling hole are spaced apart from the head receiving hole are provided,
At a point where the distance between the contact rolls becomes the diameter of the tire, the head is inserted into the head receiving hole and the engaging protrusion is inserted into the engaging hole, so that the rotation of the rotating shaft can be forcibly stopped when the sensor module is located in the center of the tire. jig for measuring wheel alignment.

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