Self-regulating tire and wheel balancer, method therefor, and robotized vehicle service system

Abstract

A vehicle component balance adjustment robot device, system, and method for balance adjustment on a vehicle of one or more of a tire, wheel, bearing, brake component, and vehicle component that imparts vibration to a vehicle. The device includes a frame arranged to connect to a vehicle. The robot of the device is configured to move relative to the frame and, by the movement relative to the frame, to determine a predetermined position of a tire-wheel assembly relative to a reference frame of the robot. The robot has at least one end effector arranged to interface with the tire-wheel assembly, and the robot moves the at least one end effector to another predetermined position on a wheel rim of the tire-wheel assembly determined based on the determination of the predetermined position of the tire-wheel assembly relative to the reference frame.

Description

Technical Field

[0001] [Cross - Reference to Related Applications] This application is related to U.S. Provisional Patent Application No. 63 / 354,591, filed on June 22, 2022, entitled "Autonomous Tire And Wheel Balancer And Method Therefor", the disclosure of which is incorporated herein by reference and the priority of which is claimed herein.

[0002] [Technical Field] The present disclosure generally relates to vehicle tire changing equipment, and more specifically, to automated vehicle tire changing equipment and systems.

Background Art

[0003] Similar to many industries that generally rely on human labor, there is a shortage of vehicle service technicians to meet the demand in, for example, the automotive service industry. Even if there are a sufficient number of employees, the absence of even one automotive service technician from work can affect the processing capacity and efficiency of an automotive service facility or center.

[0004] Automotive service facilities also face the problem of finding technicians with appropriate qualifications for any given task in addition to maintaining a sufficient number of vehicle service technicians. For example, the salary of senior vehicle service technicians is often too high for a service facility, so it may not be justifiable for senior vehicle service technicians to perform certain types of work. Also, it is not uncommon for some senior automotive service technicians to refuse to perform work that does not reach their level of expertise. For example, senior vehicle service technicians may refuse to change the tires of a vehicle. This creates a problem in that service facilities generally need to maintain an appropriate combination of vehicle service technician skill levels in order to maximize profits and operate the service facility efficiently.

[0005] The problem of efficient service facility operation can be complicated by the constantly changing levels of consumer demand for specific automotive services, which means that at one point, a service facility may have an appropriate number of vehicle service technicians with the appropriate skill levels for one or more specific tasks such as tire replacement, while at another point, the same number of vehicle service technicians may not be suitable for meeting customer demand regarding vehicle tire replacement.

[0006] Generally, depending on the size of the service facility, tire replacement is carried out either completely manually, manually with mechanical assistance, or semi-automatically. A completely manual tire replacement is labor-intensive and involves the use of manual bead breakers, bars or mounting and dismounting tools, tire levers, and wheel supports. The labor associated with a completely manual tire replacement can limit the number of tire replacements that a vehicle service technician can perform within a given time. A manually assisted tire replacement with mechanical assistance reduces the labor associated with tire replacement and generally includes a machine with a hydraulically driven operating shaft that also assists in the operation of the tire bead around the flange of the wheel where the tire removal or installation is performed, in addition to the crushing of the tire bead. A semi-automated tire machine further reduces the labor associated with tire replacement, and thus, service technicians can perform more tire replacements. However, since these semi-automated machines generally require a vehicle service technician to be constantly present, it is impossible for one vehicle service technician to replace multiple tires simultaneously. The number of tire replacements (and the vehicles to be processed) that can be carried out using the above-described conventional tire replacement devices / methods is generally limited by the number of machines and the corresponding number of vehicle service technicians available to utilize those machines.

[0007] In addition to the tire replacement process, new tires require balancing of the tire / wheel assembly. This is also typically performed by a vehicle service technician using a conventional tire balancer with the tire / wheel assembly removed from the vehicle. In the past, tire balancers that balanced the tire / wheel assembly with the tire / wheel assembly mounted on the vehicle have been used, but the all-wheel drive systems and traction control systems on newer vehicles have almost eliminated the conventional method of balancing the tire / wheel assembly with the tire / wheel assembly mounted on the vehicle. Tire balance beads can also be used for dynamic balancing of the tire / wheel assembly, in which case the tire balance beads are inserted into the tire by a vehicle service technician before mounting the tire bead onto the wheel. In any case, each of these tire balancing methods requires the constant presence of a vehicle service technician, and the number of tires that can be replaced within a given period is again limited.

[0008] In some systems, robots are used to apply wheel weights (also referred to herein as wheel balance adjustment weights) to wheels that are located at a position away from the vehicle or removed from the vehicle. These robots employ a rigid end effector that includes a curved surface on which the wheel weight is held. This curved surface has a radius that matches the inner radius of the barrel of the wheel to which the weight is to be attached. To apply the wheel weight, the robot rotates the end effector so that the weight held on the curved surface contacts one edge of the barrel. The curved surface “rolls” along the barrel, and the robot rotates the end effector so that the curved surface rotates relative to the barrel to apply the wheel weight in a “rolling” manner (such as a method similar to how a paint roller applies paint to a surface). Here, the rocking / rotational movement of the end effector is large and sufficient to apply the wheel weight to a wheel located at a position away from the vehicle, but such rolling of the wheel weight is prohibited when the wheel is in a position on the vehicle (due to insufficient required rocking area). Further, in the “rolling” manner in which the wheel weight is applied, a constant pressure may not be provided along the length of the wheel weight, and there is a risk that the wheel weight may peel off the wheel as a result.

[0009] Wheel weights are generally applied to correct dynamic balance according to “inner” and “outer” methods, for example, where inner (farther from the vehicle's centerline) and outer (toward the vehicle's centerline) wheel weights are selected for respective arrangements adjacent to the back of the wheel flange and adjacent to the inner wheel lip. This is in contrast to the method of selecting a single location and a single weight, which is not very common in the industry. When applying dynamic balance adjustment weights in an automated system, there is a high likelihood of the existence of a combination of one or more axes that allows for complete control of the axial degrees of freedom of the wheel, which enables the method of selecting a single location and a single weight, but such control is not always required.

[0010] Regarding automatic access for placing wheel weights, many vehicles have non-standard flanges as part of the inner lip of the wheel. Without knowing the geometric shape of these non-standard flanges, it is difficult to place tools for attaching wheel weights within the barrel of the wheel.

[0011] The manual tire-changing process is not as simple as just removing the tire from the rim and attaching a new one. In such a process, many steps are required for success, and a significant number of tools are needed to complete those steps. Briefly, the tire-wheel assembly (TWA) needs to be removed from the vehicle using a lug wrench and placed on a tire changer, where a hub adapter is used to tighten and rotate the rim. The valve stem is removed using tools for protection and to deflate the tire. The bead is broken using a dedicated bead breaker roller. The tire is then lubricated. A bead removal tool is inserted (often with the help of a lever) and the bead is removed. The rim itself is usually then manually cleaned using a material such as Scotch-Brite. Then, the new tire is lubricated and placed on the rim. The valve stem is inserted after being pushed into position on the rim, and the tire is inflated again.

[0012] This very brief description is for 14 processes and 10 tools, all of which are typically handled by operators who are the least trained and lowest paid employees in a typical maintenance shop environment. From the perspectives of time, safety, and risk, there are significant limitations to this model. It typically takes a human operator about one hour to replace all the tires of a vehicle (15 minutes per tire). During that time, the operator is in close proximity to power tools and semi - automatic machines, creating safety risks. Ultimately, many tools and operations are positioned by the operator's visual inspection. If the tool's position is misaligned, it can cause significant damage to expensive customer rims and tires, creating business risks with each operation.

[0013] Vibrations due to imbalance in a vehicle's rotating assembly have two main modes, called wheel hop and wheel wobble respectively, static imbalance and dynamic imbalance. Static imbalance is defined herein as imbalance along a plane parallel to the wall of the TWA. Dynamic imbalance is defined herein as imbalance in a plane not parallel to the wall of the TWA. The imbalance generated by the rotating assembly is often at least partially transmitted to the vehicle's driver through the suspension and steering column.

[0014] Vibrations inside a vehicle are undesirable for several reasons. Vibrations of the vehicle's mechanical components induce mechanical stress on wheel bearings, suspensions, tie rods, etc., which can lead to premature wear. Vibrations cause tire wear to progress, increasing the cost of early tire replacement. In the case of excessive vibrations, the vehicle owner may need to perform maintenance more regularly to reduce premature wear. Additionally, vibrations felt by the driver during operation can cause discomfort, leading to fatigue and a decrease in concentration.

[0015] Since imbalance within a vehicle is undesirable, techniques have been developed to balance the TWA assembly before it is attached to the vehicle. This technique generally involves attaching the TWA to a shaft and measuring the shaft disturbances caused by imbalance while rotating it. Subsequently, weights are applied to the tires to cancel out the measured imbalance, reducing the disturbances and thus the vibrations to an acceptable level. The technician then removes the balanced TWA and attaches it to the vehicle.

[0016] This current model of TWA balance adjustment has several inherent risks and limitations. The first limitation is that the process is slow. The technician has to remove the TWA from the vehicle, bring it into the balance machine, perform the balance adjustment sequence, apply the weights, and then return and attach the TWA to the vehicle. A complete TWA balance adjustment sequence for a vehicle with four tires can take from 45 minutes to several hours depending on the speed and availability of the technician in the shop.

[0017] The second limitation of the current model is that the current TWA balance adjustment is performed outside the vehicle. While this makes the TWA balance adjustment a significantly easier problem to solve, it has a drawback because the TWA attachment hardware and the vehicle dynamics are removed from the balance adjustment procedure. As a result, the TWA is balanced but is placed in a system (the vehicle) that has further imbalance in the rotating assembly itself. Therefore, there is still imbalance within the system, and the operator may feel the consequences.

[0018] The third limitation and risk in the process is the technician. Due to a shrinking workforce, there are fewer shop technicians or technicians of below - standard skill have to be hired to perform the tire balance adjustment work. These technicians may not have received advanced training regarding the process, and as a result, the balance is often below standard. Additionally, even the most skilled technicians have time limitations, and due to breaks, vacations, conversations with colleagues, etc., the work is done with sub - optimal efficiency.

[0019] Furthermore, the TWA is often heavy and needs to be lifted. Technicians may be injured during the process, or may damage the machine while moving the TWA or operating the balance adjustment sequence, all of which pose significant risks to the business operating in the TWA balance adjustment space.

[0020] These risks and limitations clarify the market for automated TWA wheel alignment machines. Such machines can operate significantly faster than human technicians and can work without breaks. Additionally, the machines have no risk of injury like human technicians, significantly reducing business risks. SUMMARY OF THE INVENTION

[0021] An object of the present disclosure is to provide a method for balance adjustment on a vehicle, the method comprising: causing rotation about the axis of rotation of a tire wheel assembly of the vehicle; providing one or more sensors for measuring one or more imbalance signals; measuring the one or more imbalance signals with the one or more sensors; determining a position on the tire wheel assembly for attaching one or more tire balance adjustment weights so as to balance one or more of the tire, wheel, bearing, brake components, and vehicle components that impart vibration to the vehicle based on the measurements of the one or more sensors and the magnitude of the one or more tire balance adjustment weights; and attaching the one or more tire balance adjustment weights to the determined positions on the tire wheel assembly.

[0022] Another object of the present invention is to provide a measurement tool for performing tire maintenance work that can be engaged with the end effector of a robotic system or attached to the frame of a robotic system. The measurement tool includes at least one actuator, a carriage, a drive device that causes the carriage to move between a first position and a second position, a turret attached to the carriage, and one or more sensors.

[0023] These and other objects, features, and advantages of the present disclosure will become apparent from the following detailed description of its exemplary embodiments, read in conjunction with the accompanying drawings.

Brief Description of the Drawings

[0024]

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【Fig. 99]] Another top rear perspective view of TWA, showing a state where a multi-axis accelerometer formed in accordance with the present disclosure is attached thereto and communicating with a DAQ.

【Fig. 100]] It is a rear upper perspective view of the TWA, showing a state in which a sensor mount formed according to the present disclosure is attached thereto.

【Fig. 101]] It is a rear upper perspective view of the TWA, showing a state in which a multi-axis accelerometer formed according to the present disclosure is attached to the rim of the TWA using a rim clip.

【Fig. 102]] It is a cross-sectional elevation view of the TWA, showing a state in which a tire pressure monitoring system (TPMS) assembly formed according to the present invention is disposed therein.

【Fig. 103]] It is a cross-sectional elevation view of a tire pressure monitoring system (TPMS) assembly formed according to the present disclosure.

【Fig. 104]] It is an upper perspective view of a gantry balance adjustment system formed according to the present disclosure, showing a state in which the gantry balance adjustment system is attached to the TWA.

【Fig. 105]] It is an upper perspective view of another form of a gantry balance adjustment system formed according to the present disclosure, showing a state in which the gantry balance adjustment system is attached to the TWA.

【Fig. 106]] It is an upper perspective view of a roller system formed according to the present disclosure.

【Fig. 107]] It is an upper perspective view of a roller system formed according to the present disclosure, showing a state in which the roller system is under the TWA.

【Fig. 108]] It is an upper perspective view of a suspension support structure system formed according to the present disclosure.

【Fig. 109]] It is an exemplary block diagram of a state of a suspension while a spring-equipped suspension support structure formed according to the present disclosure is engaged.

【Fig. 110]] It is a left elevation view of a suspension support structure system formed according to the present invention.

【Fig. 111]] It is a front perspective view of a vision-based balance adjustment system formed according to the present disclosure.

【Fig. 112]]Top perspective view of a vision-based balance adjustment system formed in accordance with the present invention, showing reference points on a vehicle.

【Fig. 113]] Another top perspective view of a vision-based balance adjustment system formed in accordance with the present disclosure.

【Fig. 114]] Flow diagram of a method for in-vehicle wheel balance adjustment according to the present disclosure.

【Fig. 115]] An example of a gradient descent curve for wheel balance adjustment is shown.

【Fig. 116]] Graphic showing the relationship between the rotational frequency of TWA and time during a constant speed vs. spin-down test.

【Fig. 117]] Flow diagram of an iterative gradient descent sequence in which an algorithm according to the present disclosure is executed.

【Fig. 118]] Flow diagram of an alternative iterative gradient descent sequence in which an algorithm according to the present disclosure is repeatedly executed without the application of continuous balance adjustment weights.

【Fig. 119]] Flow diagram of a fit-based gradient descent sequence in which the measured imbalance is compared to a curve parameterized by an algorithm according to the present disclosure.

【Fig. 120]] Illustrates a sample curve fit for a fit-based gradient descent algorithm according to the present disclosure.

【Fig. 121]] Flow diagram of a system identification (SID) process according to the present disclosure.

【Fig. 122]] Flow diagram of a method of using SID in an in-vehicle wheel balance adjustment process according to the present disclosure.

【Fig. 123]] Flow diagram of a machine learning (ML) system architecture for in-vehicle wheel balance adjustment formed in accordance with the present disclosure.

【Fig. 124]] Flow diagram of an exemplary process of wheel balance adjustment using an ML algorithm after the development of an ML model based on wheel balance adjustment using the process shown in FIG. 123 of the drawings according to the present disclosure.

【Fig. 125]]A flowchart of a method for collecting additional training data for an ML model via customer testing according to the present disclosure.

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Mode for Carrying Out the Invention

[0025] Figures 1A - 1B illustrate an exemplary automatic tire changing system 100 according to an aspect of the present invention. Although aspects of the present disclosure are described with reference to the drawings, it should be understood that they can be embodied in many forms. Further, any suitable size, shape, or type of element or material can be used.

[0026] Referring to FIGS. 1A - 1B, aspects of the tire changing system 100 described herein automate the process of changing a tire 111T on a vehicle 110 (also referred to herein as a road vehicle). As described herein, in the tire changing system 100, the wheel 111W (also referred to herein as a rim or wheel rim) remains on the vehicle 110 (i.e., in place), or the wheel 111W is removed from the vehicle 110 to change the tire 111T. In one or more aspects, in the tire changing system 100, an operator of the tire changing system 100, such as a vehicle service technician 199, selects an in - place tire change or a tire change that removes the wheel 111W from the vehicle 110. The vehicle 110 is any suitable vehicle having a wheel assembly 111 (also referred to herein as a tire - wheel assembly, including a tire 111T mounted to a wheel 111W) that is connected to and removable from a wheel hub. Suitable examples of the vehicle 110 include, but are not limited to, passenger vehicles, commercial vehicles, and recreational vehicles.

[0027] Aspects of the tire change system 100 described herein automate tasks associated with changing a tire 111T on a vehicle 110. Tire changing, as described herein, minimally includes removing an old or used tire 111TU from a wheel 111W, and replacing the used tire 111TU with a replacement or other (new) tire 111TN that is installed on the wheel 111W in place of the removed used tire 111N. In aspects of the tire change system 100, a single vehicle service technician 199 monitors the changing of more than one tire on the same or different vehicles simultaneously to address the above-described problems. Aspects of the tire change system 100 described herein generally limit the interaction between the vehicle service technician 199 and the (one or more) vehicles 110 and / or tire changing devices (e.g., tire changers, tire balancers, etc.), and substantially eliminate the raising of the wheel assembly 111 by the vehicle service technician 199. Thereby, the vehicle service technician 199 works in a less labor-intensive environment and can interact with the tire change system 100 as needed (e.g., deliver the vehicle 110 between the vehicle and the tire change system 100, provide replacement tires 110TN or other supplies (valve stems, valve caps, lubricants, cleaning fluids, etc.) to the tire change system 100, perform maintenance on components of the tire change system, etc.). Aspects of the tire change system 100 also eliminate the need to raise the vehicle 110 to an ergonomically appropriate height when the vehicle service technician 199 removes or installs the wheel assembly 111 between the vehicle 110. Here, the vehicle 110 only needs to be raised to a height at which the tire 111T no longer contacts the roadway surface on which the vehicle 110 is moving such that appropriate clearance is provided around the tire 111T to facilitate removal of the wheel assembly 111 from the vehicle or removal of the tire 111T from the wheel 111W (or only the normal force needs to be removed from the wheel assembly 111).

[0028] Still referring to FIGS. 1A-1B, the tire changing system 100 is configured to change one or more tires with the wheel 111W remaining on the vehicle 110 (i.e., in place) and / or with the wheel 111W removed from the vehicle 110. The tire changing system 100 includes at least one tire changing station 101, although it should be noted that multiple tire changing stations may be provided so that a single vehicle service technician 199 can process multiple vehicles 110 simultaneously. Due to the autonomous configuration of the tire changing system, multiple vehicles 110 can be processed by a single vehicle service technician 199, minimizing the intervention of the vehicle service technician 199 in the tire changing process. Generally, the tire changing station 101 includes a tire 111T, a wheel 111W, a bearing 111B (e.g., a wheel bearing), brake components 111RD (e.g., including, but not limited to, a brake drum 111D and a brake rotor 111R), and a vehicle part balance adjustment robot device 189 for balancing one or more vehicle parts on the vehicle that vibrate the vehicle 110 (e.g., by applying an eccentric force to the wheel hub 110H of the vehicle 110 (see FIG. 1B)) during operation of the vehicle 110, for example. The vehicle part balance adjustment robot device 189 includes a frame 189F arranged to connect to the vehicle 110. At least one autonomous mobile tire changing bot 120 (for convenience, referred to herein as "bot 120" and also as a robot herein) is connected to the frame 189F. The frame 189F can be any suitable frame (e.g., a platform, a surface, etc.) that directly or indirectly connects the bot 120 to the vehicle 110 for tire changing operations. It should be understood that reference to the autonomous mobile tire changing bot 120 does not exclude the inclusion of more than one autonomous mobile tire changing bot, as will be described in more detail herein.For example, some aspects of the present disclosure (see FIGS. 2A, 2B, and 2D) include more than one distinct and / or independent cooperating bot 120 that cooperate to effect a tire change (however, in some aspects, a single robot effects the tire change directly). In some aspects, there are a plurality of bots 120 configured for respective tasks. For example, one bot 120 is configured for removing the wheel assembly 111 or tire 111, and another bot 120 is configured for removing lug nuts / bolts or for any other process of the tire change, such as shown by tools 129A - 129Q described in U.S. Patent No. 11,446,826, issued September 20, 2022, titled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor," and U.S. Provisional Patent Application No. 63 / 354,591, filed June 22, 2022, titled "Autonomous Tire and Wheel Balancer and Method Therefor," the entire disclosures of which are incorporated herein by reference.

[0029] As described herein, the bot 120 has at least one degree of freedom to move relative to the frame 189F (such as along the travel path 299 and / or along one or more axes of motion of the bot 120). The bot 120 is configured to elucidate a predetermined position of the wheel assembly 111 relative to the reference frame RREF of the bot 120 by moving relative to the frame 189F with at least one degree of freedom. For example, the bot 120 may be configured to utilize one or more of a vision sensor, an ultrasonic sensor, and a proximity sensor (generally referred to herein as the proximity sensor 129N) as described herein to elucidate a predetermined position of the wheel assembly 111 relative to the reference frame RREF of the bot 120 (see FIGS. 1B and 2A-2D). The predetermined position of the wheel assembly 111 determines the reference frame WREF of the wheel assembly relative to the reference frame RREF of the bot 120.

[0030] Still referring to FIGS. 1A-1B, the bot 120 includes a bot frame 125 that includes or is coupled to / attached to a base or carriage 120C. In one aspect, the carriage 120C is a fixed carriage having a frame 120F that facilitates fixing the bot 120 at a fixed position at the tire changing station 101 (such as a position adjacent to the wheel assembly 111 attached to the vehicle 110 (see FIGS. 2A-2D)). In other aspects, the carriage 120C is any suitable carriage that facilitates the travel of the bot 120 as described herein. For example, as illustrated in FIG. 2A, the carriage 120C can be a wheeled carriage that includes a carriage frame 120F, wheels 120W (shown in dashed lines) that support the carriage frame 120F, and a carriage drive section 121 (shown in dashed lines).

[0031] For illustrative purposes only, the carriage drive section 121 (whether wheeled or otherwise), includes at least one motor 121M defining at least one degree of freedom to power (or rotate a ball screw, etc.) at least one of the wheels 120W that effect autonomous travel of the carriage 120C along a travel path 299 (see, e.g., FIGS. 2A-2D) with respect to the travel surface or floor 198 on which the bot 120 rests, in a manner similar to the method described in U.S. Patent No. 11,446,826, issued September 20, 2022, titled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor", the entire disclosure of which is incorporated herein by reference. As described herein, the travel path 299 along which the bot travels is, in one or more aspects, a path around the entire vehicle 110 or a path around a portion of the vehicle 110, where the travel path may vary depending on the number of bots 120 included in the tire changing system 100. For example, if there are two bots 120, each bot travels along a respective side (e.g., driver's side or passenger's side) of the vehicle 110. As another example, if there are two bots 120 on a common side (e.g., driver's side or passenger's side) of the vehicle 110, each bot 120 travels along a respective portion of the common side of the vehicle 110.

[0032] The travel path (such as travel path 299 in Fig. 2A) can be defined in any suitable way, such as via non-contact bot guidance on a non-deterministic transition surface (i.e., without physical constraints guiding the movement of bot 120). When bot 120 travels on a non-deterministic transition surface, wheel 120W is configured in any suitable way to provide both linear travel and rotational movement to carriage 120C. For example, one or more of wheels 120W can be steerable, or the wheels can be holonomic wheels (such as mecanum wheels, omni wheels, poly wheels, etc.). In other embodiments, the travel of carriage 120C, although not limited, can be provided on slide elements such as rails and / or tracks (where the wheels are replaced or supplemented by, for example, guide rods and sleeve bearings) or any other guide system for providing linear travel and / or rotational movement of carriage 120C. By rails and / or tracks, although not limited, carriage 120C can be suspended or dependent from an overhead gantry or wall for travel of carriage 120C in both vertical and horizontal directions (see Fig. 2B). In other embodiments, carriage 120C can be attached to the floor, attached to any suitable travel carriage, or attached to a turret carriage configured to travel with at least one degree of freedom.

[0033] In one or more aspects, the entire bot 120 can align itself with respect to the vehicle 110, the wheel assembly 111, the wheel 111W, the tire 111T, or any other component of the tire changing system 100 with one or more degrees of freedom to perform a tire changing operation. For illustrative purposes only, the center of rotation of the tire bead breaker tool 129H (described herein) is substantially aligned with the center of rotation of the wheel assembly 111, and the plane in which the tire bead breaker tool 129H acts is set to be substantially parallel to the axis of rotation of the wheel assembly 111. When the carriage 120C includes a steerable wheel or a holonomic wheel, this positioning of the tire bead breaker tool 129H is achieved at least in part by controlling the wheel to position the bot 120 along one or more of the following directions: A linear direction 237 that extends substantially parallel to both the floor 198 and the vehicle 110 and extends longitudinally (front to back) with respect to the vehicle 110, and A linear direction 238 that extends substantially perpendicular to the vehicle 110 and extends substantially parallel to the floor 198.

[0034] The carriage 120C may include a moving stage 120S connected to the frame 120F so as to move at least in the direction 238 with respect to the frame 120F, whether fixed or wheeled. For example, the moving stage 120S is connected to the frame 120F by stage guide rails having any suitable drive device that provides linear movement of the moving stage 120S in the direction 238. The carriage 120C may include one or more rotational connections that connect the moving stage 120S to the frame 120F. These one or more rotational connections include any suitable drive device for moving the moving stage 120S in one or more of the following directions: A rotational direction 239 having a rotational axis 239R that extends substantially perpendicular to the floor, A rotational direction 240 having a rotational axis 240R that extends substantially parallel to the floor 198, and A rotational direction 241 having a rotational axis 241R that extends substantially parallel to the floor 198.

[0035] In some embodiments, a vertical drive device may be provided to move the moving stage 120S (and / or the frame 120F) vertically to raise or lower the moving stage 120S (and / or the frame 120F). In this way, the moving stage 120S may be provided with five or six degrees of freedom (in other embodiments, there may be more than six degrees of freedom or less than five degrees of freedom) to align the robot 120 with the vehicle 110, the wheel assembly 111, the wheel 111W, the tire 111T, or any other component of the tire changing system 100 in order to perform a tire changing operation.

[0036] The bot frame 125 includes at least one actuator 126 (or a linear telescoping slide, an elongate member, a rod, a linear actuator, a rotary actuator, a joint actuator, a telescoping actuator, or an arm that can be configured as any suitable combination thereof), and a bot drive section 127. The at least one actuator 126 is a drive actuator that is driven to extend between a retracted position and an extended position along or within at least one degree of freedom of the bot 120, and in the extended position, one (i.e., at least one) end effector 128 of the actuator 126 (and the distal end 120D where the end effector 128 is disposed) is disposed proximate to the wheel assembly 111. In one or more embodiments, the at least one actuator 126 can be any suitable multi-axis actuator available from manufacturers such as Fanuc Robotics Company, Kuka Automation Company, and Yaskawa Electric Corporation. In one or more embodiments, the at least one actuator 126 has a custom actuator configuration having any suitable number of axes or degrees of freedom. The at least one actuator 126 (whether off-the-shelf or custom) has a suitable number of degrees of freedom to effect tire changing as described herein. For example, the at least one actuator 126 is a 1-axis actuator, a 2-axis actuator, a 3-axis actuator, a 5-axis actuator, a 6-axis actuator, a 7-axis actuator, a 9-axis actuator, or an actuator having any other suitable number of axes or degrees of freedom. In one or more embodiments, as described herein, the bot 120 has more than one actuator 126, 126A, and where, in one or more embodiments, different actuators have different numbers of axes and / or different tire changing capabilities.Actuator 126 is driven by a bot drive section 127, where the bot drive section 127 includes at least one motor 127M that defines a degree of freedom of the bot actuator, separate and distinct from at least one degree of freedom (e.g., at least one of wheels 120W, a degree of freedom that supplies power to the rotation of a ball spring, etc.) that supplies power to the axis of the travel path 299 of bot 120.

[0037] Actuator 126 has an end effector 128 arranged to interface with wheel assembly 111, and bot 120 moves end effector 128 to another predetermined position on wheel 111W of wheel assembly 111, determined based on the elucidation of a predetermined position of wheel assembly 111 relative to the reference frame RREF of bot 120. The other predetermined position on wheel 111W is, for example, during operation of vehicle 110, a wheel balance adjustment weight position (see FIGS. 5A - 5C) that eliminates an imbalance of one or more of tire 111T, wheel 111W, bearing 111B, brake components 111RD (e.g., including but not limited to brake drum 111D and brake rotor 111R), and vehicle component 111C (e.g., by applying an eccentric force to wheel hub 110H (see FIG. 1B)) that imparts vibration to vehicle 110. As described herein, end effector 128 interfaces with wheel assembly 111 at the other predetermined position to provide one or more balance adjustment solutions for tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C via the robotic application of wheel balance adjustment weight 400 by end effector 128.

[0038] The end effector 128 includes a wheel or tire engagement tool 129, which is arranged to effect an engagement contact between the wheel or tire engagement tool 129 and a wheel 111W or tire 111T attached to the vehicle 110 by an articulation movement of at least one actuator 126 in the degrees of freedom of the bot actuator. The (one or more) actuator movement axes AX1 - AX6 defined by the movement of at least one actuator 126 in the degrees of freedom of the bot actuator are separate and different from the movement path 299 along which the carriage 120C (in wheeled form) travels. As described herein, aspects of the present disclosure provide for automatic control of the complete dynamic pose of the carriage 120C (along at least one drive axis) such that, by movement of at least one actuator 126 (along a drive axis different from the drive axis of the carriage 120C), any suitable tool (such as those described herein) coupled to the end effector 128 of the at least one actuator 126 engages a wheel 111W and / or tire 111T at a variable position on the vehicle 110.

[0039] Referring to FIGS. 1A-1B, according to one or more aspects of the present disclosure, the wheel or tire engagement tool 129 includes one or more of a wheel assembly grip 129A, a valve stem cap installation tool 129B, a valve stem cap removal tool 129C, a tire deflation tool 129D, a tire mounting / demounting tool 129E, a valve core installation tool 129F, a valve core removal tool 129G, a tire bead breaker tool 129H, a wheel cleaning tool 129I, a lug wrench 129J, a tire balance adjustment bead dispenser 129K, a tire inflation tool 129L, and a tire balancer 129M. Suitable examples thereof are provided in U.S. Patent No. 11,446,826, issued September 20, 2022, entitled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor," and U.S. Provisional Patent Application No. 63 / 354,591, filed June 22, 2022, entitled "Autonomous Tire and Wheel Balancer and Method Therefor," the entire disclosures of which are hereby incorporated by reference herein. According to one or more aspects of the present disclosure, the wheel or tire engagement tool 129 also includes a proximity sensor 129N, a wheel weight installation tool 129O, a wheel weight gripper 129P (also referred to herein as a wheel balance adjustment weight gripper), a wheel weight dispenser 129Q, and / or any other suitable tool that results in the replacement of the tire 111T.The wheel weight installation tool 129O and the wheel weight gripper 129Q each form a compliant end effector, which, as described herein, during operation of the vehicle 110, via robotic application of the wheel balance adjustment weight 400 to the compliant end effector, the tire 111T, the wheel 111W, the bearing 111B, the brake components 111RD (including, for example, but not limited to, the brake drum 111D and the brake rotor 111R), and the vehicle components 111C that impart vibrations to the vehicle 110 (such as, for example, but not limited to, by applying an eccentric force to the wheel hub 110H (see FIG. 1B)), interface with the wheel assembly 111 to provide one or more balance adjustment solutions for the tire wheel assembly 111, and determine the position of the wheel or rim of the wheel 111W of the tire wheel assembly 111 (such as, for example, with respect to the reference frame RREF of the bots 120, 120WR) and a predetermined position (such as the wheel weight position on the wheel 111W). In one or more aspects, the above-described tools are stored in any suitable tool holder 134 that is carried by the carriage 120C or is disposed off-board of the bot 120 at a position within the tire changing station 101 that is accessible by at least one actuator 126.

[0040] In one or more aspects, the above-described tools are interchangeable / swappable with each other such that the end effector 128 can place one tool and pick up a different tool to perform a tire changing task. For example, the bot 120 includes a controller 160 configured to command at least one actuator 126 to automatically exchange one tool for another, such as, based on the task being performed, via the articulation of at least one actuator 126, the end effector 128 places a tool (such as, for example, the tire bead breaker tool 129H) in the tool holder 134 and then picks up a different tool (such as, for example, the tire inflater tool 129L) from the tool holder to perform subsequent steps in the tire changing process.

[0041] In other aspects, the bot 120 includes more than one actuator 126, 126A (although two actuators are shown for illustrative purposes in FIGS. 1A - 1B, in other aspects there may be more than two actuators). Each of the more than one actuator 126, 126A has a different respective actuator movement axis (it should be noted that each actuator 126, 126A includes respective axes AX1 - AX6 of articulation for illustrative purposes only), and different respective end effectors 128, 128A arranged to operate on a wheel 111W or tire 111T attached to (or away from) the vehicle 110. Here, in one or more aspects, each actuator 126, 126A holds a different one of the above - mentioned tools (for example, there may be an actuator 126 for each tool, but in some aspects, as described above, the tools are also interchangeable such that one actuator 126 is selectively coupled (such as by using a tool changer (see FIG. 1B)) to a number of tools common to a common actuator 126). Further, in some aspects, the above - mentioned tools are combined such that a single combination tool performs multiple tasks. For example, in one aspect, the wheel weight dispenser 129Q, the wheel weight gripper 129P, the wheel weight installation tool 129O, and / or the proximity sensor 129N may be combined, where, when combined (in any suitable combination), the proximity sensor 129N determines the position of the wheel assembly 111 relative to the reference frame RREF of the robots 120, 120WR for one or more of the wheel weight dispenser 129Q, the wheel weight gripper 129P, and / or the wheel weight installation tool 129O.In other aspects, one or more of the wheel weight dispenser 129Q, the wheel weight gripper 129P, and / or the wheel weight installation tool 129O, and the proximity sensor 129N may be combined with one or more of the wheel assembly gripper 129A, the valve stem cap installation tool 129B, the valve stem cap removal tool 129C, the tire deflation tool 129D, the tire mounting / demounting tool 129E, the valve core installation tool 129F, the valve core removal tool 129G, the tire bead breaker tool 129H, the wheel cleaning tool 129I, the lug wrench 129J, the tire balance adjustment bead dispenser 129K, the tire inflation tool 129L, the tire balancer 129M, and / or any other suitable tool that results in the replacement of the tire 111T (any other combination of the various tools may also be provided, and it is necessary to note that it is within the scope of the present disclosure).

[0042] The controller 160 is also configured to control the drive of the bot 120 (e.g., the drive of the actuator 126 and the carriage 120C that causes the movement of the actuator 126 and the carriage 120C as described herein) to position the carriage 120C with respect to the vehicle 110, another bot 120, or other components of the tire changing system 100 (e.g., tire balancer, tire changer, cart, etc.). Referring also to FIG. 3, the controller 160 includes a network application interface 330 and a communication module 331 (configured as a hardware module or a software module) for the bot 120 to communicate with the control console 310 and / or a cloud-based service (e.g., updating of bot software, etc.). The controller 160 is programmed using a process control algorithm and a state machine 332 to effect the operation of the bot 120 as described herein. The controller 160 is also provided with a motion application interface 333 and a vision application interface 334 such that the process control algorithm and the state machine 332 interface with the motion controller 335 and the vision processor 336 of the bot 120. The bot 120 includes any suitable on-board communication network 337 (such as EtherCAT or any other suitable network) that communicably couples the camera, drive, motor, sensor, actuator, switch, etc. of the bot 120 (as described herein) to the respective motion controller 335 or vision processor 336. Although the controller 160 of the bot 120 has been described, it should be understood that the controllers of the devices 320A - 320n of the other tire changing system 100 are also substantially similar to the controller 160.

[0043] Referring to FIGS. 1A-1B and 3, the control architecture 300 of the tire changing system 100 is described. The control architecture of the tire changing system 100 generally includes a business and application logic section 301, a control console 310, and devices 320A-320n of one or more tire changing systems (where n is an integer indicating the upper limit of the number of devices of the tire changing system within the tire changing system 100). The control console 310 includes any suitable processor and memory for controlling aspects of the tire changing system 100 as described herein (note that the memory is any suitable memory accessible by the processor, such as memory present within the tire changing system 100 or cloud-based memory as described herein), and is communicatively connected to the devices 320A-320n (e.g., wirelessly, wired, portable, or at a remote location). The devices 320A-320n of one or more tire changing systems are any one or more of the devices described herein (i.e., the bot 120, the automatic or semi-automatic tire changer 182, the automatic or semi-automatic tire balancer 183, the tire storage rack / cart 187, the wheel weight dispenser 181, the barrier, etc.). The devices 320A-320n of one or more tire changing systems are, in one aspect, assigned to a single tire changing station 101 (such as when the service facility has a single service bay), or in other aspects, a portion of the devices 320A-320n of the tire changing system are assigned to one tire changing station 101 and other ones of the devices 320A-320n of the tire changing system are assigned to another tire changing station 101 (such as when the service facility has more than one service bay).

[0044] As shown in FIG. 3, a part of the business and application logic unit 301 overlaps with a part of the control console 310, but there may be no overlap in other aspects. For illustrative purposes, a part of the business and application logic unit 301 exists in the control console 310. The business and application logic unit 301 is configured to facilitate one or more of local services and cloud-based services (e.g., programmed with non-transitory computer-readable code executed on any suitable processor of the control console 310) and is composed of any suitable operating system (OS). The control console 310 includes a database access and management module 302 (which may be configured as a hardware module or a software module) shared with the business and application logic unit 301, a cloud interface module 303 (which may be configured as a hardware module or a software module), an operator graphical user interface 304, and an application logic module 305 (which may be configured as a hardware module or a software module).

[0045] The operator graphical user interface 304 is configured to facilitate operator input and control of the tire changing system 100 (e.g., both operation control of the tire changing service and control of management services (e.g., billing, software updates, database entries, billing, inventory, etc.)), for example, programmed with non - transient computer - readable code executed by any suitable processor and memory. The database access and management module 302 communicates with the operator graphical user interface 304 and one or more appropriate databases 360, and facilitates access to and storage of information including, but not limited to, tire information, customer information, vehicle information, billing information, inventory, and relationships between various information (i.e., each customer or vehicle has its own record including its respective tire information, its respective billing information, etc.). The cloud interface module 303 is configured to provide an interface between the control console and one or more cloud services (e.g., programmed with non - transient computer - readable code executed by any suitable processor and memory). It is noted that references to cloud services herein relate to cloud computing, known as the on - demand use of computer system resources, particularly data storage and computing capabilities, without direct active management by the user, and generally refer to data centers accessible by many users via the Internet. These cloud services include, but are not limited to, remote access to the tire changing system 100, payment and billing at service points, and wireless software updates to components of the tire changing system 100. The application logic module 305 is configured to connect at least the operator graphical user interface 304, the database access and management module 302, and the cloud interface module 303 to each other.

[0046] The control console 310 also includes a web application interface 306, a process monitor module 307 (which can be configured as a hardware module or a software module), a process control module 308 (which can be configured as a hardware module or a software module), a device maintenance module 309 (which can be configured as a hardware module or a software module), and a network application interface for the device module 311. The web application interface 306 is configured to provide access to, for example, an operator graphical user interface and / or other modules of the control console, to a web server and / or a web browser (for example, to access a cloud service), and is programmed with non-transitory computer-readable code executed by any suitable processor and memory. The process monitor module 307 monitors the tire changing process as described herein (for example, by transmitting and receiving data indicating whether the tire changing process has started, ended, or been paused due to an error to devices 320A to 320n), and is configured to provide feedback to the process control module 308, and is programmed with non-transitory computer-readable code executed by any suitable processor and memory. The process control module 308 is programmed to issue instructions to devices 320A to 320n to control the process flow for tire changing so that the tire changing operation is performed in a predetermined order according to the type of tire change and the required tire change service, and is programmed with non-transitory computer-readable code executed by any suitable processor and memory.The device maintenance module 309 is programmed to monitor the status of devices 320A to 320n and provide maintenance alerts to an operator via the operator graphical user interface 304 (e.g., programmed with non-transitory computer-readable code executed on any suitable processor and memory). The network application interface for the device module 1011 is configured to provide a wired or wireless interface between components of the control console and devices 320A to 320n.

[0047] In the aspects illustrated in FIGS. 1A - 1B, the control console 310 is disposed on the floor 198 and is remotely connected to the devices 320A - 320n (either via a wired or wireless connection). Referring to the controller 160 of the bot 120, for illustrative purposes, the controller 160 (including a suitable processor and memory 161 for controlling the operation of the bot 120 as described herein) communicates with the control console 310 and is communicatively connected to the bot drive (e.g., wirelessly, via wire, portable, or at a remote location) to effect the operation of the bot 120 for wheel exchange operations and, in some aspects, the passage of the bot 120 along the passageway 299, resulting in the dynamic positioning of at least one actuator 126. In some aspects, the wheel exchange operation involves using one or more vision systems 130, 162 and respective cameras 131, 163, 163A, 163B, 163C, 163D (see also FIG. 2B) to be disposed at variable positions of the vehicle 110 with the wheel 111W or tire 111T attached to the vehicle 110 relative to the bot 120. Suitable examples of vision systems that may be utilized herein can be found in U.S. Patent No. 11,446,826, issued on September 20, 2022, titled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor", which is hereby incorporated by reference in its entirety. For example, at a service facility, the vehicle service technician 199 drives the vehicle 110 to the service bay. As can be understood, there is nothing that positions the vehicle 110 at a specific location in the service bay, such as in the case of a vehicle assembly line where the vehicle is carried by a conveyor for an assembly operation and stopped at a designated / predetermined position (e.g., the vehicle is not placed in the same location twice).In addition, in the case of vehicles maintained at a service facility, unlike a vehicle assembly line where an assembly operation is performed on vehicles of the same manufacturer and model, for each vehicle, the wheelbase, wheel track, vehicle height, camber, caster, etc. are different (for example, many different manufacturers' and models' vehicles are successively maintained in the same service bay within any given period of time). Thus, in the operation of a service facility, within any given service bay (for example, tire change station 101), vehicle 110 (and its components) has a position that dynamically changes with respect to the tools / machines within tire change station 101 (changing for each vehicle or even for the same vehicle each time the vehicle is driven into and parked in the service bay). Here, the positioning of at least one actuator 126 with respect to the variable position of vehicle 110 to which wheel 111W or tire 111T is attached is arranged such that, by the articulation movement of at least one actuator 126, the wheel or tire engagement tool 129 engages with the wheel 111W or tire 111T of vehicle 110 at the variable position.

[0048] Referring also to FIGS. 1A - 1B, in the example illustrated in FIG. 2C, the tire changing system 100 includes one or more automatic or semi - automatic tire changers 182 and one or more automatic or semi - automatic tire balance adjusters 183. Here, the bot 120 is configured to remove the wheel assembly 111 from the vehicle and transport the wheel assembly 111 to the tire changer 182. Here, the end effector 128 to which the wheel or tire engagement tool 129 is coupled is configured to automatically (or semi - automatically) place the wheel 111W with the tire 111T attached thereon in the automatic (or semi - automatic) tire changer by the articulation of at least one actuator 126. When removing the tire 111T from the wheel 111W, the bot end effector 128 is configured to remove the tire 111T (e.g., the used or old tire 111TU) removed from the wheel 111W by the automatic (or semi - automatic) tire changer 182 from the tire changer 182. When installing the tire 111T on the wheel 111W, the end effector 128 is configured to place another tire 111T (e.g., the replacement tire 111TN) on the automatic (or semi - automatic) tire changer 182 and have the automatic (or semi - automatic) tire changer 182 install the other tire 111TN on the wheel 111W. The end effector 128 to which the wheel or tire engagement tool 129 is coupled is configured to automatically (or semi - automatically) place the wheel 111W with another tire 111TN attached thereon in the automatic (or semi - automatic) tire balance adjuster 183 by the articulation of at least one actuator 126. Here, in one or more aspects, one of the robot actuators 126, 126A picks wheel weights from a hopper and applies them to the wheel at positions specified by the tire balance adjuster 183. Once the wheel assembly 111 is balance - adjusted, it can be installed on the vehicle 110 by the bot 120.

[0049] As can be appreciated (and as shown in FIGS. 1A-1B, 2A, and 2D), the tire changing system 100, in some embodiments, provides both on-vehicle tire changing with the wheel 111W mounted on the vehicle 110 in place, and tire changing by one or more tire changers 182 and one or more tire balance adjusters 183 with the wheel 111W removed from the vehicle 110 (i.e., positioned away from the vehicle 110). The configuration of the tire changing system 100 between on-vehicle tire changing and tire changing with the wheel 111W removed from the vehicle can be effected via the control console 310. For example, as described above, a vehicle service technician 199 can select on-vehicle tire changing and / or tire changing with the wheel 111W removed from the operator graphical user interface 304. The operator graphical user interface 304 is also configured, in one embodiment, for the vehicle service technician 199 to select which tire (e.g., front passenger side, rear passenger side, front driver side, rear driver side) to change on-vehicle or by removing the wheel 111W such that on-vehicle tire changing and wheel-removed tire changing are performed on the same vehicle.

[0050] The control console 310 is also configured such that a vehicle service technician 199 can select which tire replacement operation to perform, such as via an input to the operator graphical user interface 304. For example, the vehicle service technician 199 can select the type of balance adjustment to perform on the tire (e.g., wheel weights, tire beads, etc.), whether to replace the valve core, which tire to replace, the manufacturer / model / size of the tire to install, whether to perform some tire replacement operations manually or semi-automatically, etc., and the control console 310 is configured to effect such selections. In some aspects, there are pre-programmed tire replacement routines 361 corresponding to each type of vehicle (automobile, truck, sports car, manufacturer, model, etc.), each type of wheel or tire, and / or each customer, and these are stored in a memory such as the database 360. These pre-programmed tire replacement routines 1061 are selectable by the vehicle service technician 199, for example via the operator graphical user interface 304, and specify a tire replacement recipe (which tire replacement process to perform and whether to replace one or more tires in place or by removing the wheel).

[0051] Referring to FIGS. 1A-1B, 2A-2C, and 5-8, in one aspect, the automatic tire changing system 100 includes a supply cart 187 configured to hold the tire 111T, wheel 111W, and / or wheel assembly 111. In one or more aspects, one or more of the supply carts 187 are manual carts that can be moved, for example, by a vehicle service technician 199 from place to place. In one or more other aspects, one or more of the carts 187 are automatic carts having a cart drive section 188, where the cart includes a controller 160', memory 161', vision system 130', positioning sensor 132', and navigation system 163', which are substantially similar to the controller 160 and memory 161, vision system 130, positioning sensor 132, and navigation system 133 of the wheeled robot 120 (note that it is necessary to note that the manual cart and the automatic cart can be used in parallel with each other). Here, the cart autonomously navigates the entire tire changing station 101 in a manner substantially similar to the method described above with respect to the bot 120. In still other aspects, one or more of the carts 187 (such as a manual cart) are configured to be towed to a predetermined location within the tire changing station 101 by the wheeled bot 120 or the automatic cart.

[0052] As can be appreciated, the automatic tire changing system 100 includes, in one or more aspects, a fence or other barrier 227 (see FIG. 2B) for substantially isolating the vehicle service technician 199 from the bot 120 and the automatic supply cart 187 during operation. In some aspects, the barrier 227 has a suitable interlock device that stops the power supply (and any other automation of the tire changing system 100) to a particular axis of motion or all axes of motion of the bot 120 at the opening of the door to the barrier 227 and / or access to the barrier 227. In other aspects, the bot 120 and the automatic supply cart 187 are configured to operate jointly with the vehicle service technician 199 to transfer the tire 111T, wheel 111W, wheel assembly 111, etc. between the vehicle service technician 199 and the bot 120.

[0053] Referring to FIGS. 1, 4A, and 4B, as described herein, the automatic tire changing system 100 is configured to install the wheel weight 400 on the wheel 111W and / or the wheel assembly 111 (the wheel 111W with the tire 111T attached, also referred to herein as the tire wheel assembly) with the wheel 111W and / or the wheel assembly 111 attached to the vehicle 110. Also as described herein, the robot 120 includes an end effector 128 configured to couple with the wheel weight gripper 129P (FIGS. 4A and 4B) and the wheel weight installation tool 129O (FIGS. 5A - 5C), where the wheel weight gripper 129P and the wheel weight installation tool 129O are interchangeable / swappable with each other on the end effector 128 as described herein. The end effector 128 and / or the wheel weight gripper 129P and the wheel weight installation tool 129O are configured in any suitable manner (such as a manner similar to the methods illustrated and described with respect to FIGS. 5A and 9B, although such illustrations are merely exemplary and the configuration of the end effector and / or the structural connection between the end effector and the wheel weight gripper 129P and the wheel weight installation tool 129O are not limited to those illustrated) such that the wheel weight gripper 129P and the wheel weight installation tool 129O are inserted into the barrel 450 of the wheel 111W with the wheel 111W attached to the vehicle 110 for the application of the wheel weight 400. In other aspects, the robot 120 includes sufficient articulation to reach around the wheel assembly 111 / wheel 111W for inserting the wheel weight gripper 129P and the wheel weight installation tool 129O into the barrel 450 for installation of the wheel weight 400 on the surface 450S of the barrel 450.In still other aspects, one or more wheel weight installation robots 120WR (see FIG. 1B) may be provided, where the wheel weight installation robot is configured and sized to move under the raised vehicle 110 (e.g., in a manner similar to the method described above with respect to robot 120) and access the barrel 450 of the wheel 111W to install (or remove) the wheel weight 400. The wheel weight installation robot 120WR includes a controller 120'' similar to the controller 160 of robot 120, where the controllers 120, 120', 120'' (and any other suitable controllers of the automatic tire changing system 100) may be communicatively connected to each other to pass information between them for the coordinated operation of the respective controlled components of the automatic tire changing system 100.

[0054] Figures 4A and 4B schematically illustrate a wheel weight gripper 129P coupled to the end effector 128 of the robot 120 (or the distal end 120D comprising the end effector 128S). The wheel weight gripper 129P is an adaptable or compliant wheel weight gripper, which from a relaxed configuration (as illustrated in FIG. 4A, the flexible grip 420 is substantially straight or planar for illustrative purposes only, but in other embodiments, the flexible grip may have a curved shape in a relaxed configuration), includes an elastic / conforming structure that conforms to the surface of the wheel 111W to which the wheel weight 400 carried by the wheel weight gripper 129P is applied. The wheel weight gripper 129P includes an elastic compliant wheel weight applicator 129PA having a rigid frame or base 410, a compliant support 415 (also referred to herein as an elastic compliant wheel balance adjustment weight applicator), and a flexible grip 420 (also referred to herein as a wheel balance adjustment weight grip). The rigid base 410 is configured to couple to the end effector 128 in any suitable manner, such as according to a releasable coupling of the end effector 128. In some embodiments, the wheel weight gripper 129P may be an integral one-piece member, and in other embodiments, the components of the wheel weight gripper 129P may be coupled to each other in any suitable manner (e.g., mechanically or chemically). In still other embodiments, the wheel weight gripper 129P may be integrated with the end effector 128. It is noted that the configuration of the wheel weight gripper 129P described herein is exemplary, and the wheel weight gripper 129P may have any suitable compliant structure for adhering the wheel weight to the wheel as described herein.

[0055] The compliant support portion 415 has an elastomer 415B having a first side surface 415S1 and a second side surface 415S2. The first side surface 415S1 is connected to the rigid base 410 in any suitable manner (e.g., by mechanical or chemical fasteners, welding, brazing, overmolding the elastomer 415B over / on the rigid base 410 (or vice versa), or any other suitable method) such that the rigid base 410 and the elastomer 415B are carried together as a unit by the robot 120. The compliance support portion 415 is illustrated, for illustrative purposes only, as having opposing leaf springs or opposing arcuate configurations, and in other aspects, has any suitable configuration that provides the compliance and flexibility of the flexible grip 420. In this example, the compliant support portion includes a first elastic leaf or bow 416 having ends 416E1, 416E2 connected to the first side surface 415S1. The first leaf 416 has a crown 416C disposed between the ends 416E1, 416E2. A second elastic leaf or bow 417 has ends 417E1, 417E2 and a crown 417C disposed between the ends 417E1, 417E2. The crown 417C of the second leaf 417 is connected to the crown 416C of the first leaf 416 to form an opposing leaf or opposing bow configuration. The ends 417E1, 417E2 of the second leaf 317 are connected to the second side surface 415S2. In one aspect, the compliant support portion 415 is formed of any suitable elastic material (e.g., rubber, plastic, spring steel, etc.) at the side surfaces 415S1, 415S2 as a single one-piece unit (e.g., by molding, welding, brazing, etc. as a single one-piece unit).

[0056] The flexible grip 420 is connected to the second side surface 415S2 of the elastomer 415 in any suitable manner (e.g., mechanical or chemical fasteners, welding, brazing, overmolding of the elastomer 415B over / on the flexible grip 420 (or vice versa), or any other suitable method) such that the rigid base 410, the elastomer 415B, and the flexible grip 420 are carried together as a unit by the robot 120. The flexible grip 420 is configured to grip and hold one or more wheel weights 400 against the weight interface surface 420S of the flexible grip in any suitable manner. For example, the flexible grip 420 grips and holds wheel weights against the flexible grip for conveyance by the robot 120 and application to the surface 450S of the barrel 450 of the wheel 111W, and includes one or more of an adhesive 474, (one or more) magnets 471, a vacuum grip 472, and a spring clip 473 (or other suitable clip). When (one or more) vacuum grips 472 are provided, any suitable vacuum source VC is provided on the robot 120 or the end effector 128 and is connected to the (one or more) vacuum grips 472 by a hose or any other suitable conduit, etc.

[0057] Referring also to FIG. 4C, the (one or more) magnets 471 of the flexible grip 420 are segmented permanent magnets (or electromagnets) 471S arranged along the length L of the flexible grip 420, where the spacing S between the magnets 471 allows the flexible grip 420 to bend and flex to conform to the surface 450S of the barrel 450. In other embodiments, the flexible grip 420 may be formed of a flexible magnetic material such that the magnetic properties are inherent to the flexible grip 420. A wheel weight made of an iron material is magnetically attracted to and thereby held by the (one or more) magnets 471 of the flexible grip 420.

[0058] Referring also to FIGS. 4D and 4E, in one or more embodiments, two or more clips 473 are arranged along the length L of the flexible grip 420, where the spacing S between the clips 473 allows the flexible grip 420 to bend and flex to conform to the surface 450S of the barrel 450. In other embodiments, one clip 473 may be placed anywhere along the length L and may span any suitable portion of the length L to grip the wheel weight 400. Each clip 473 includes a pair of opposing tines 473T that are elastic and are spaced apart from each other by any suitable distance such that the wheel weight 400 passes between the opposing tines 473T and is held by the opposing tines 473T by the frictional force between the opposing tines 473T and the wheel weight 400. The (one or more) clips 473 provide gripping of wheel weights constructed with or without the use of iron materials.

[0059] Referring also to FIG. 4F, in one or more embodiments, two or more vacuum grips 472 are arranged along the length L of the flexible grip 420, where the spacing S between the vacuum grips 472 allows the flexible grip 420 to bend and flex to conform to the surface 450S of the barrel 450. In other embodiments, one vacuum grip may be placed substantially in the middle along the length L to grip the wheel weight 400. Each of the (one or more) vacuum grips 472 is provided with sufficient suction to hold the wheel weight 400 regardless of whether all of the vacuum grips 472 are engaged with the wheel weight 400. The (one or more) vacuum grips 473 provide gripping of wheel weights constructed with or without the use of iron materials.

[0060] Still referring to FIGS. 4A and 4B, when the compliant support portion 415 is in a relaxed state (as illustrated in FIG. 4A), the weight interface surface 420S of the flexible grip 420 is substantially flat and forms a plane 488. The robot 120 linearly moves the end effector 128 in the direction 499 to engage the surface 450S of the barrel 450 with the wheel weight gripper 129P and apply the wheel weight 400 to the surface 450S. By applying the wheel weight 400 to the surface 450S, the wheel weight 400 is pressed against the surface 450S, where a series of reaction normal force vectors FV act on the wheel weight 400 by the surface 450S. The adhesives 400A of the wheel weight 400 wet the surface 450S and / or activate the adhesives 400A (which may be pressure-sensitive adhesives) to adhere the wheel weight 400 to the surface 450S by the substantially evenly distributed compressive force acting between the wheel weight 400 and the surface 450S. Here, the reaction normal force vectors FV (and the corresponding force vectors acting on the wheel weight 400 by the weight interface surface 420S) are arranged at a point toward the center of the arc formed by the surface 450S of the barrel 450 such that the wheel weight 400 bends and flexes to conform to the radius of the surface 450S as shown in FIG. 4B by the substantially evenly distributed compressive force acting on the wheel weight 400 by the weight interface surface 420S and the surface 450S. By these same reaction normal force vectors FV, the compliant support portion 415 is compressed relative to the rigid base 410, where, by the opposing leaf spring configuration of the compliant support portion, the weight interface surface 420S is bent and flexed in a manner substantially similar to that of the wheel weight 400 such that a series of force vectors (equal in magnitude, opposite, and providing a substantially evenly distributed compressive force to the wheel weight 400 by the weight interface surface 420S) are applied to the wheel weight 400 (e.g., the weight interface surface 420S bends and flexes to conform to a virtual cylinder 489 having a radius concentric with the radius of the surface 450S).When the wheel weight 400 is pressed against the surface 450S with a compression force that is distributed approximately evenly, the wheel weight gripper 129P enables the wheel weight 400 to contour to the surface 450S of the barrel 450 of the wheel 111W.

[0061] Referring to FIGS. 1A, 1B, and 5A-5C, the bot 120 is connected to the frame 189F at the proximal end 120P of the bot 120. The bot 120 has a distal end 120D (including the end effector 128) on the opposite side of the proximal end 120P, where the distal end 120D is arranged to interface with the wheel assembly 111. As described herein, the bot has an actuator 126, where the actuator positions (indexes) the end effector 128 in at least one degree of freedom of the robot 120 and is arranged to position the end effector 128 at different index positions corresponding to the wheel weight positions 580, 581 on the wheel 111W, having a wheel weight installation tool or indexer 129O.

[0062] In one or more aspects, the robot 120 has a wheel weight installation tool 129O that positions the distal end 120D between a retracted position (see FIG. 5A) and at least one extended position (see FIGS. 5B and 5C), where at the at least one extended position, the distal end 120D interfaces with the wheel assembly 111 (as described herein) to determine the position of the wheel or rim of the wheel 111W of the tire wheel assembly 111 attached to the vehicle 110. In other aspects, the wheel weight installation tool 129O is coupled to the end effector 128 of the robot 120 to position the distal end 120D between a retracted position (see FIG. 5A) and at least one extended position (see FIGS. 5B and 5C). At the at least one extended position, the distal end 120D interfaces with the wheel assembly 111 to determine the position of the wheel or rim 111W of the wheel assembly 111 and a predetermined position so as to provide one or more balance adjustment solutions for one or more of the tire 111T, wheel 111W, bearing 111B, brake components 111RD (including, for example, but not limited to, brake drum 111D and brake rotor 111R), and vehicle components 111C (such as, for example, by imparting an eccentric force to the wheel hub 110H (see FIG. 1B)) that impart vibration to the vehicle 110 during operation of the vehicle 110 via robot application of the wheel weight 400 by the end effector 128. As described herein, the (one or more) wheel weights 400 are applied to the surface 450S of the barrel 450. As described above, when applying dynamic balance adjustment weights to an automotive system, the wheel weights are most commonly located at the inner position 580 (a position further away from the centerline of the vehicle adjacent to the back of the wheel flange or spoke) and the outer position 581 (towards the centerline of the vehicle adjacent to the inner wheel lip, for example, at a position about 25.4 mm (about 1 inch) from the inner wheel lip, although in other aspects the outer position may be longer or shorter than about 25.4 mm (about 1 inch)).The wheel weight installation tool 129O positions the wheel weight 400 at one or more positions of the wheel 111W, including but not limited to these positions 580, 581 described above.

[0063] The wheel weight installation tool 129O includes a multi-index stage indexer 512, where each index stage has at least one index position. In the example illustrated in FIGS. 5A - 5C, the multi-index stage indexer 512 includes a first stage formed by the actuator 510 and a second stage formed by the actuator 511, although in other embodiments, more than two stages may be present. At least one stage of the multi-index stage indexer 512 has different index positions or locations (e.g., see positions 580, 581) that position an interface corresponding to the wheel balance adjustment weight position onto the wheel 111W to provide a balance adjustment solution.

[0064] In some embodiments, the wheel weight installation tool 129O has an index position (see FIG. 5A) that positions the end effector 128 (or the distal end 120D including the end effector 128S) in contact with the wheel 111W to determine the position of the wheel or rim on the wheel 111W of the wheel assembly 111 attached to the vehicle 110. Here, one or more of the actuators 510, 511 include any suitable encoder or other distance determining feature for determining the extension of each actuator. The wheel weight installation tool 129O is positioned adjacent to the sidewall 111TS (including the surface ILS of the inner wheel lip) of the wheel assembly 111 and extended such that an end or tip of the wheel weight installation tool 129O contacts the sidewall 111TS. The encoder or other distance sensor of each actuator sends a signal to the controllers 160, 160'' that embodies the extension distance of each actuator 510, 511 such that the distance 578 between the retracted position (see FIG. 5A) of the wheel weight installation tool 129O and the sidewall 111TS is known. The controllers 160, 160'' may utilize the distance 578 when controlling the extension of the actuators 510, 511 for the placement of wheel weights at one or more of the wheel weight positions 580, 581, such as when the actuators have a variably controlled extension.

[0065] In one aspect, the multi-index stage indexer 512 positions the wheel weight at one or more of the inner position 580 and the outer position 581. The multi-index stage indexer 512 is coupled to the frame 566 of the wheel weight installation tool 129O. The frame 566 is of any suitable configuration for coupling to the end effector 128 and is configured to effect insertion of at least a portion of the wheel weight installation tool 129O into the barrel 450 (the configuration of the frame 566 illustrated in FIG. 5A is for illustration only and the frame may have any other suitable configuration). The multi-index stage indexer 512 includes actuators 510, 511 arranged in series that effect a stepwise extension of the wheel weight installation tool from a retracted position (see FIG. 5A) to one or more of a first extended position (see FIG. 5B) and a second extended position (see FIG. 5C). The first extended position corresponds to the placement of the wheel weight 400 at the outer position 581. The second extended position corresponds to the placement of the wheel weight 400 at the inner position 580.

[0066] Actuators 510 and 511 are any suitable actuators including, but not limited to, one or more of electric actuators, pneumatic actuators, hydraulic actuators, magnetic actuators, screw drives, etc. Each of the actuators 510 and 511 includes drive portions 510D, 511D and drive portions 510A, 511A. The drive portion 510D of the actuator 510 is connected to the frame 566 by any suitable method (e.g., mechanical and / or chemical fasteners, welding, brazing, etc.). The drive portion 511D of the actuator 511 is connected to the drive portion 510A of the actuator 510 by any suitable method (e.g., mechanical and / or chemical fasteners, welding, brazing, etc.) such that the actuator 511 is carried by the drive portion 510A and moves as a unit with the drive portion 510A. (It may have a configuration similar to that of the above wheel weight gripper 129P) The wheel weight gripper 529 is connected to the drive portion 511A of the actuator 511 by any suitable method (e.g., mechanical and / or chemical fasteners, welding, brazing, etc.) such that the wheel weight gripper 529 moves with the drive portion 511A.

[0067] Each actuator 510, 511 has a predetermined stroke (e.g., an extension amount) that causes the wheel weight 400 to be positioned at one of the inner position 580 and the outer position 581 with the robot 120 holding the wheel weight installation tool 129O in a predetermined retracted position (see FIG. 5A). In some embodiments, the wheel weight installation tool 129O is a binary wheel weight positioning mechanism, where the predetermined stroke is mechanically limited (e.g., by a hard stop at the stroke end or contact with the wheel 111W) for placement at one or more of the positions 580, 581, but in other embodiments, the predetermined stroke is not limited using an encoder or distance sensor of the drive (see FIG. 5A), but rather is controlled by any suitable controller 160, 160'' of the drive units 510D, 511D to provide any suitable predetermined extension distance of one or more of the actuators 510, 511 for placing the wheel weight at one or more positions including 580, 581. The location of the predetermined retracted position can be determined in any suitable manner such that the reference position of the wheel weight installation tool (such as reference position 577 (see FIG. 5A)) is arranged at a predetermined distance 578 from the inner wheel lip 578 and a predetermined distance 579 from the surface 450S of the barrel 450. The reference position 577 can be the center point of the weight interface surface 420S of the flexible grip 420 of the wheel weight gripper 529 (see FIG. 4A), or any other suitable position of the wheel weight installation tool 129O that results in the placement of the wheel weight gripper 529 at a known position.

[0068] As an example, also referring to FIGS. 1A and 1B, a predetermined retracted position of the wheel weight installation tool 129O can be determined from data obtained by one or more of the vision systems 130, 162 of the tire changing system 100 and / or the proximity sensor 129N (the proximity sensor can be combined with or used separately from the wheel weight installation tool 129O) that results in the replacement of the tire 111T on the vehicle 110. To effect the tire change, one or more of the vision systems 130, 162 map one or more sides of the vehicle 110 in a manner similar to the method described in U.S. Patent No. 11,446,826, issued September 20, 2022, titled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor," which is hereby incorporated by reference in its entirety, to identify the position of each wheel assembly 111 of the vehicle 110 and to identify the tire size, although in other aspects the proximity sensor 129N is used for identifying the position of the wheel assembly 111 as described herein. Identification of the position and tire size of each wheel assembly 111 (within the tire change station 101) notifies the controllers 160, 160'' of the position of the inner wheel lip (e.g., a generally vertical plane) for each wheel assembly 111 and the (vertical or height) position of the surface 450S of the barrel 450 relative to the robot 120 coordinate system. With the positions of the inner wheel lip and the surface 450S known, the controller 160 determines, in any suitable manner, a predetermined retracted position of the wheel weight installation tool 129O (e.g., within the robot coordinate system) based on the positions of the inner wheel lip and the surface 450S.

[0069] With the wheel weight installation tool 129O in a predetermined retracted position (see Figure 5A), the controller 160 determines, for example during operation of the vehicle 110, one or more balance adjustment solutions for one or more of the tire 111T, wheel 111W, bearing 111B, brake components 111RD (e.g., including but not limited to brake drum 111D and brake rotor 111R), and vehicle component 111C that vibrates the vehicle 110 (e.g., by applying an eccentric force to the wheel hub 110H (see Figure 1B)), resulting in one or more actuations of the actuators 510, 511 for the placement of the wheel weight 400 at the inner position 580 and outer position 581 or any other suitable position. Here, the wheel assembly 111 is rotated in any suitable manner (e.g., by automation or manually with the wheel assembly 111 attached to the vehicle 110) such that the angular (with respect to the rotation of the tire) wheel weight placement positions (such as determined by any suitable wheel balancer, such as that described in U.S. Provisional Patent Application No. 63 / 354,591, filed June 22, 2022, entitled "Autonomous Tire and Wheel Balancer and Method Therefor", the entire disclosure of which is hereby incorporated by reference) are substantially aligned and held with the location of the predetermined retracted position of the wheel weight installation tool 129O. As an example, the wheel weight installation tool 129O can be utilized with one or more wheel weight installation robots 120WR (see Figure 1B) while the robot 120 rotates and holds the wheel assembly 111, for example, with a tire balancer 129M. As another example, the wheel weight installation tool 129O may be combined with a tire balancer 129M, where the tire balancer rotates the wheel assembly 111 and holds the wheel assembly 111 for the installation of the wheel weight 400.In still other examples, one actuator 126 of the robot 120 may rotate and hold the wheel assembly 111, while another actuator 126A of the robot 120 (see FIG. 1B) (or another robot 120) may apply the wheel weight 400. In other aspects, the robot 120 may be utilized with the off-vehicle tire balancer 183 in a manner similar to the methods described herein to apply the wheel weight 400 to the wheel assembly 111 attached to the tire balancer 183 by the wheel weight installation tool 129O.

[0070] With the wheel weight installation tool 129O disposed at a location of a predetermined retracted position, the drive unit 510A of the actuator 510 has a stroke SR1 (FIG. 5B) that positions the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) at the outer position 581. With the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) at the outer position 581, the robot 120 moves the wheel weight installation tool 129O in the direction 499 such that the wheel weight 400 is pressed against the surface 450S of the barrel 450 of the wheel 111W in a manner similar to the methods described herein to attach or adhere the wheel weight 400 to the surface 450S.

[0071] With the wheel weight installation tool 129O disposed at a location in a predetermined contracted position, the drive part 510A of the actuator 510 has a stroke SR1, and the drive part 511A of the actuator 511 has a stroke SR2 (FIG. 5C) that, when combined, positions the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) at the outer position 580. With the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) in the inner position 580, the robot 120 moves the wheel weight installation tool 129O in the direction 499 such that the wheel weight 400 is pressed against the surface 450S of the barrel 450 of the wheel 111W in a manner similar to the method described herein to attach or adhere the wheel weight 400 to the surface 450S.

[0072] In one or more aspects, the wheel weight installation tool 129O provides binary control of the position of the wheel weight 400 and the application of the wheel weight 400 to the most commonly used wheel weight positions of the normalized wheel 111W (e.g., the inner position 580 and the outer position 581 of the wheel 111W). In one aspect, the strokes SR1, SR2 of the actuators 510, 511 are such that the wheel weight 400 can be positioned at the inner position 580 and the outer position 581 within a predetermined tolerance for normalized wheels having different widths. For example, different wheel weight installation tools 129O, 129OA - 129On can be provided, where each wheel weight installation tool 129O provides the installation of wheel weights for respective ranges of wheel widths. For example, one wheel weight installation tool 129O provides the installation of wheel weights for wheel widths in the range from about 152.4 mm (about 6 inches) to about 228.6 mm (about 9 inches), and another wheel weight installation tool 129O provides the installation of wheel weights for wheel widths in the range from about 241.3 mm (about 9.5 inches) to about 304.8 mm (about 12 inches) (note that the range steps can be any appropriate steps, and the steps provided herein are for illustrative purposes only). The strokes SR1, SR2 of the actuators 510, 511 are limited in any suitable way, such as by stoppers incorporated into the respective actuators and / or through contact with the wheel 111W. In other aspects, the strokes SR1, SR2 of the actuators 510, 511 are such that the wheel weight 400 can be positioned at the inner position 580 and the outer position 581 regardless of the structure of the wheel assembly 111 (e.g., regardless of the wheel width).Here, the stroke SR1 of the actuator 510 is such that with the wheel weight installation tool 129O disposed at a location in a predetermined retracted position, the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) is positioned at an outer position 581 (which is at a position about 25.4 cm (about 1 inch) from the inner wheel lip, although in other embodiments, its placement may be at a position longer or shorter than about 25.4 mm (about 1 inch)). The stroke SR2 of the second actuator 511 is such that upon contact of the wheel weight installation tool 1290 with the back surface of the wheel flange, the extension of the drive portion 511A is stopped so that the wheel weight gripper 529 (and thus the wheel weight 400 held thereby) is disposed at the inner position 580 due to the contact between the wheel weight installation tool 1290 and the back surface of the wheel flange. As can be appreciated, the wheel weight installation tool 129O provides a binary placement of the wheel weight 400 on the wheel 111W without substantially using feedback of the wheel 111W, a vision system, or measurements (such as measurement of the wheel width). In other embodiments, as described herein, the wheel weight installation tool provides placement of the wheel weight at positions including, but not limited to, positions 580, 581.

[0073] Referring to FIGS. 1A, 1B, and 6A, the wheel weight 400 is provided to the wheel weight gripper 129P and / or the wheel weight installation tool 129O by the wheel weight dispensers 129Q, 181. The wheel weight dispenser is disposed at any suitable location of at least one tire changing station 101. The wheel weight dispenser can be provided as a stand-alone wheel weight dispenser 181, or connected (in any suitable manner) to the end effector 128 of the robot 120, or carried (in any suitable manner) by the wheel weight installation robot 120WR (referring to the wheel weight dispenser 129Q), or provided integrated / combined with another tool 129A - 129P.

[0074] Wheel weight dispensers 129Q, 181 include a frame 600 having a spindle or bobbin 610 on which a roll of (one or more) adhesive wheel weights 699 is supported. Suitable examples of wheel weight materials that may be utilized in aspects of the present disclosure include, but are not limited to, 3M (trademark) adhesive-backed wheel weight rolls provided by 3M Automotive and Aerospace Solutions Division, located in Minnesota, USA, and Stickpro (trademark) adhesive wheel weight rolls provided by Plombco, located in Quebec, Canada.

[0075] A rail 601 is coupled to the frame to receive and support a wheel weight material 699M unwound from a roll of (one or more) adhesive wheel weights 699. A wheel weight indexer 620 is coupled to the frame 600. The wheel weight indexer 620 includes a motor 622 and a roller 621, where the motor drives the rotation of the roller 621. The roller 621 is positioned on the frame 600 to contact the wheel weight material 699M supported on the rail 601 such that rotation of the roller 621 drives the wheel weight material 699M along the rail 601 in direction 666 to unwind the wheel weight material 699M from a roll of (one or more) adhesive wheel weights 699. The roller 621 has any suitable configuration for contacting and engaging the wheel weight material 699M. For example, the roller 621 can be a friction roller biased toward the rail 601 and against the wheel weight material 699M in any suitable manner (e.g., by a spring, under the weight of the wheel weight indexer 620, etc.) to drive and unwind the wheel weight material 699M in direction 666, while in other aspects, the roller 621 and the wheel weight indexer 620 can have any suitable configuration for gripping and driving the wheel weight material 699M in direction 666.

[0076] Wheel weight dispensers 129Q, 181 also include a cutter 640 configured to cut wheel weight material 699M into predetermined segments corresponding to a desired amount (e.g., ounces or grams) of weight to be applied to wheel assembly 111 for balancing wheel assembly 111. Cutter 640 is coupled to frame 600 in any suitable manner for cutting wheel weight material 699M and includes an actuator 642 that drives cutting blade 641 in direction 691. Cutting blade 641 is driven by roller 621 as described herein and is positioned adjacent roller 621 to cut wheel weight material 699M passing through roller 621.

[0077] Motor 622 includes any suitable motor controller 622C communicatively coupled to a controller of tire changing system 100 (such as robot 120, tire balance adjuster 183, tire balancer 129M, etc.) such that a desired amount for balancing wheel assembly 111 (determined by one or more of tire balancers 129M, 183) is communicated to motor controller 622C. Motor 622 can be a stepper motor and / or can include any suitable encoder such that motor controller 622C operates motor 622 to dispense or drive a length of wheel weight material 699ML past roller 621, where the length of wheel weight material 699ML corresponds to the desired amount of wheel weight for balancing wheel assembly 111, given that the diameter of roller 621 is known.

[0078] [1] Referring also to FIG. 6C, when the wheel weight material 699M is not segmented, any desired amount of the wheel weight material 699M is distributed by passing through the roller and cut by the cutting blade 641 to match the desired amount of the wheel weight. As seen in FIG. 6C, the non-segmented wheel weight material 699M is driven through the roller such that a wheel material of a predetermined length 699ML is disposed downstream of the cutting blade 641 (with respect to the direction 666 of the movement of the roller 621 and the wheel weight material 699M). The cutting blade 641 is lowered relative to the rail 601 by the actuator 642 to cut the wheel weight material 699ML of the predetermined length 699ML.

[0079] Referring also to FIG. 6B, when the wheel weight material 699M is segmented, each segment 699MS has a predetermined weight common to all segments 699MS of the roll 699 and a predetermined length 699SS common to all segments of the roll 699. The controller 622C is configured to drive the wheel weight material 699M by an incremental distance substantially equal to the segment length 699SS such that several segments 699MS are distributed downstream of the cutting blade 641, where several (e.g., one or more) segments 699MS (e.g., a wheel weight material 699ML of a predetermined length) are substantially equal to the desired amount of the wheel weight. Here, the incremental distance by which the wheel weight material is driven creates a cut line inscribed between one segment 699MS and an adjacent segment 699MS and distinguishing one segment 699MS from an adjacent segment 699MS, and a substantial alignment between the cut line and the cutting blade 641 is maintained. With the desired number of segments 699MS disposed downstream of the cutting blade 641, the cutting blade 641 is lowered relative to the rail 601 by the actuator 642 to cut the wheel weight material 699ML of a predetermined length.

[0080] Wheel weight dispensers 181, 129Q include a take-up spool 630 that is connected to a frame 900 and is configured in any suitable manner to peel an adhesive backing 699B from wheel weight material 699M and wind the adhesive backing 699B onto a roll 635 for disposal. An adhesive film reel 631 may be connected to a frame 600 and may include one or more rollers 632 that press an adhesive film (e.g., unwound from the adhesive film reel) against the adhesive backing 699B of the wheel weight material 699M so that the adhesive film adheres to the adhesive backing 699B. When the adhesive film is redirected from the direction in which it is pressed against the wheel weight material 699M by the roller 632 to the roll 635, the adhesive film peels the adhesive backing 699B from the wheel weight material 699M and may be wound around the roll 635 to wind the adhesive film to which the adhesive backing 699B is adhered around the roll 635 so as to peel the leading edge of the adhesive backing 699B from the wheel weight material 699M. The take-up spool 630 (and the adhesive film reel) is rotationally driven by a motor 622 simultaneously with and at substantially the same speed as the roller 621. By way of example, the motor 622 includes an output portion on which the roller 621 is mounted. The output portion of the motor 622 is connected to a drive shaft of the take-up spool 630 by any suitable transmission. As illustrated in FIG. 6A, the transmission includes a pair of gears TG1, TG2. The gear TG1 is connected to the output portion of the motor 622 and rotates in unison with the roller 621. The gear TG2 is connected to the drive shaft of the take-up spool 630 so as to rotate in unison with the take-up spool 630. The gears TG1, TG2 are meshed with each other such that when the roller 621 drives the wheel weight material 699M to rotate in direction 666, the take-up spool 630 also rotates to wind up the adhesive backing 699B peeled from the wheel weight material 699M at the same speed as the wheel weight material is advanced by the roller 621.The transmission is described as including gears TG1 and TG2, but may have any suitable configuration (e.g., gears, belts and pulleys, chains and sprockets, etc.) that results in the simultaneous and same speed rotation of the roller 621 and the take-up spool 630. As can be understood, the rotation of the adhesive film reel may be driven / regulated by the gears of the transmission described above, where the gears mesh with gear TG1, mesh with gear TG2, or are driven by one of gears TG1, TG2 via an idler gear. The take-up spool 630 may include any suitable tensioning device, clutch, or other tensioning / slipping device that effects the peeling of the adhesive backing 699B without substantially tearing / splitting the adhesive backing 699B or stopping the function of the wheel weight dispenser. In other aspects, the adhesive backing 699B may be removed from the wheel weight material 699M using a friction-based system such as a friction roller (see FIG. 6A). In still other aspects, the adhesive backing 699B removed from the wheel weight material 699M may be directed (e.g., by a roller, gravity, etc., in any suitable manner) to a collection container or waste container (see FIG. 6A) or otherwise removed from the wheel weight material 699M and then released from management.

[0081] As illustrated in FIG. 6A, the cut lengths of wheel weight material 699ML are dispensed onto a wheel weight conveyor 700 configured to convey the cut lengths of wheel weight material 699ML to a pick station 799 (see FIGS. 7B and 8B) accessible by the wheel weight gripper 129P and / or the wheel weight installation tool 129O. The wheel weight gripper 129P and / or the wheel weight installation tool 129O picks up the cut lengths of wheel weight material 699ML from the pick station 799 for connecting the cut lengths of wheel weight material 699ML to the wheel 111W as described herein.

[0082] When a wheel weight dispenser (e.g., wheel weight dispenser 129Q) is carried by robot 120 or wheel weight installation robot 120WR, the wheel weight conveyor 700 and the wheel weight dispenser 129Q can be connected to the frame 566 of the wheel weight installation tool 129O so as to position the cut-length wheel weight 699ML (referred to herein as wheel weight 400) at the retracted position of the wheel weight gripper 529 (wherein another degree of freedom is provided to the wheel weight dispenser, resulting in relative movement between the wheel weight gripper 529 and the wheel weight 400 disposed at the pick station 799, and pick-up of the wheel weight 400 from the pick station 799 by the wheel weight gripper 529 can be achieved). In another aspect, while the wheel weight dispenser and the wheel weight conveyor 700 can be carried by one robot 120 or robot actuator 126, the wheel weight gripper 129P or the wheel weight installation tool 129O is carried by another robot 120 or robot actuator 126A such that the pick station 799 is accessible by the wheel weight gripper 129P or the wheel weight installation tool 129O.

[0083] When a stationary wheel weight dispenser (e.g., wheel weight dispenser 181) is utilized, the wheel weight conveyance unit 700 can receive the wheel weight 400 from the wheel weight dispenser 181 and convey the wheel weight 400 to any suitable position of the tire changing station 101 that can be accessed by the wheel weight gripper 129P and / or the wheel weight installation tool 129O. The wheel weight conveyance unit 700 can be configured such that a single wheel weight dispenser 181 provides (i.e., is common to) wheel weights to a plurality of pick stations 799 (see Fig. 799) or a single pick station. One or more wheel weight dispensers 181 may be present (see Fig. 2A), and each wheel weight dispenser supplies a respective wheel weight conveyance unit 700 having one or more pick stations 799.

[0084] Referring to FIGS. 1A, 1B, 6A, 7A-7F, and 8A-8C, the wheel weight conveyor 700 includes one or more rails 710, a conveyor 730, a drive 720, and a pickup station 799. In the illustrated example, the one or more rails 710 can include opposing rails 710A, 710B, each having a weight support surface 711. The rails 710A, 710B may or may not include respective weight guide surfaces 712. The rails 710A, 710B are spaced apart from each other by any suitable distance or gap 770 such that they support the wheel weight 400 but straddle the adhesive 699A (see FIG. 7C). In other embodiments, there can be a single rail 710C (see FIG. 8C) which may or may not include the weight guide surface 712. The wheel weight 400 either slidably contacts the rails 710A, 710B, 710C and slides along the rails 710A, 710B, 710C, or the wheel weight 400 slides along the rails and can be disposed on a platen 400P on which the wheel weight 400 is conveyed. In some embodiments, the adhesive backing 699B can be removed from the adhesive 699A of the wheel weight 400 at the pick station 799 of the wheel weight conveyor 700 (e.g., the pick station includes an adhesive film reel 631, a roller 632, a spool 630, and a roll 635) in a manner similar to the method described above with respect to FIGS. 6A-6C, but in other embodiments, the adhesive backing 699B is removed from the adhesive 699A of the wheel weight 400 prior to conveyance of the wheel weight 400 by the wheel weight conveyor 700 as described above with respect to FIGS. 6A-6C. When the wheel weight is conveyed with the adhesive backing 699B removed, the adhesive 699A can be disposed in the gap 770 between the rails 710A, 710B, or on or within a recess 770A of the platen 400P.

[0085] Rails 710A, 710B, and 710C may have one or more of a straight portion (see FIG. 7A) and a curved portion (see FIG. 7D) that convey the wheel weight 400 to any suitable position of the tire changing station 101. In one aspect, the weight guide surfaces 712 of rails 710A and 710B maintain alignment between the wheel weight 400 (and the platen 400P if the wheel weight 400 is disposed on the platen 400P for conveyance) and the travel direction 666 along the rails 710A and 710B (e.g., the wheel weight 400 is aligned such that the wheel weight 400 and / or the platen 400P travel with their longitudinal axes substantially aligned with the travel direction, where the longitudinal axis is generally the longest length of the weight and / or the platen). In another aspect, one or more of rails 710A and 710B include an array 71OAR of respective magnets arranged along the length of each rail 710A and 710B, or are constructed of a magnetic material such that magnetic coupling between one or more of rails 710A and 710B and one or more of the wheel weight 400 and the platen 400P maintains alignment between the wheel weight 400 and the travel direction 666. In yet another aspect, one or more of rails 710A and 710B include both the weight guide surface 712 and the array 710AR of magnets / magnetic material, where a combination of contact between the wheel weight 400 and / or the platen 400P and the weight guide surface 712 and magnetic coupling between the wheel weight 400 and / or the platen 400P and the one or more rails 710A and 710B maintains alignment between the wheel weight 400 and / or the platen 400P and the travel direction 666. In another aspect, the platen 400P includes magnets, where the wheel weight 400 is aligned with the platen 400P via the magnets, and the platen 400P is mechanically aligned with the rails 710A and 710B. In yet another aspect, the wheel weight 400 may be mechanically aligned with the rails 710A and 710B in any suitable manner, such as by clips, slots, etc.

[0086] The conveying device 730 is any suitable conveying device configured to convey the wheel weight 400 along the rails 710A, 710B. The conveying means 730 can be, for example, a belt 730B, a chain 730C, or any other suitable conveying device. When the conveying device is a belt 730 or a chain 730C, the belt 730B can be an articulated belt having an articulated link 730AL (see FIG. 7D) configured to round the corners formed by the curved portions of the rails 710A, 710B. The conveying device 730 is driven by any suitable drive device 720 (including a motor and a suitable transmission such as gears, sprockets, pulleys, etc.). As another example, the conveying device 730 can be a linear motor 730M (having an integrated drive device). The linear motor includes an electromagnetic drive track 730EMT and a carrier 730EMC. The carrier 730EMC can form (or otherwise drive) a platen 400P on which the wheel weight 400 is carried, can be magnetically levitated by the electromagnetic drive track 730EMT, and can be driven along the electromagnetic drive track 730EMT. In other embodiments, however, the carrier 730EMC (which forms or otherwise drives the platen 400P as described herein) travels on the rails and is driven by and along the electromagnetic drive track 730EMT.

[0087] In one or more aspects, the carrier includes one or more drive tabs 730T (see FIGS. 7A, 7B, 7D, 7E, and 7F) that engage and push the wheel weight 400 and / or the platen 400P along the (one or more) rails 710A, 710B, 710C as the carrier 730 moves in direction 777. In other aspects, the carrier includes a magnetic portion 730M that forms a magnetic connection with the wheel weight 400 and / or the platen 400P, where the magnetic connection pulls the wheel weight 400 and / or the platen 400P along the (one or more) rails 710A, 710B, 710C as the carrier 730 moves in direction 777. In still other aspects, the carrier may include both tabs 730T and a magnetic portion 730M that are complementary to each other and push and / or pull the wheel weight 400 and / or the platen 400P along the (one or more) rails 710A, 710B, 710C.

[0088] The pick station 799 is formed by a portion of the (one or more) rails 710A, 710B, 710C downstream from the end of the carrier 730 (see FIGS. 7B and 8B). The carrier 730 is an "endless" carrier (see FIGS. 7B, 7F, 8B, and 8C) that recirculates itself to convey one or more wheel weights 400 to the pick station 799. In the illustrated example, the carrier 730 is redirected to recirculate by one or more rollers 733 (or sprockets, pulleys, etc.), where when the tabs 730T and / or the magnetic portion 730M travel around the roller 733, the tabs 730T and / or the magnetic portion 730M are disengaged from the wheel weight so that the wheel weight 400 is positioned at the pick station 799.

[0089] During operation, referring also to FIG. 10, the wheel weight dispensers 181, 129Q cut a length of wheel weight 699ML according to the desired amount of wheel weight, resulting in the balance adjustment of the wheel assembly (FIG. 10, block 1000). The wheel weight dispensers 1181, 129Q push the cut length of wheel weight 699ML onto the rail 710 (for example, the wheel weight 400 is dispensed) (FIG. 10, block 1010). When the transport device 730 is driven by the drive device 720, the tab 730T and / or the magnetic part 730M connect to the wheel weight 400 and transport the wheel weight along the rail 710 to the pick station 799 (FIG. 10, block 1020). At the pick station 799, the tab 730T and / or the magnetic part 730M are disengaged / uncoupled from the wheel weight 400, resulting in the positioning of the wheel weight 400 at the pick station 799 (FIG. 10, block 1030). The wheel weight 400 is picked from the pick station 799 by the wheel weight gripper 129P or the wheel weight installation tool 129O in the manner described herein (FIG. 10, block 1040), and the wheel weight 400 is attached / connected to the surface 450S of the barrel 450 of the wheel 111W as described herein (FIG. 10, block 1050).

[0090] Referring to FIGS. 1A, 1B, 9A, 9B, and 9C, the proximity sensor 129N is positioned to interface with a surface of the wheel assembly 111W closest to the centerline of the vehicle, such as the surface ILS of the inner wheel lip and the sidewall 111TS of the tire 111T, in any suitable manner so as to be coupled to the end effector 128 of the robots 120, 120WR. In other embodiments, the proximity sensor may interface with any suitable surface(s) of the wheel assembly 111. The proximity sensor 129N is any suitable sensor, including but not limited to contact sensors (such as limit switches or other suitable contact sensors), optical sensors, and ultrasonic sensors, where the proximity sensor (via movement of the bot 120) elucidates a predetermined position of the tire wheel assembly relative to the reference frame RREF of the bot 120.

[0091] As described above, and as described in U.S. Patent No. 11,446,826, issued September 20, 2022, entitled "Autonomous Traverse Tire Changing Bot, Autonomous Tire Changing System, and Method Therefor," which is hereby incorporated by reference in its entirety, the position and diameter of the tire 111T may be known to the controller 160 from one or more of the vision systems 130, 162. Here, one or more vision systems 130, 162 may be utilized in combination with the proximity sensor to elucidate a predetermined position of the tire wheel assembly relative to the reference frame RREF of the bot 120, or one or more vision systems 130, 162 alone may be utilized to elucidate a predetermined position of the tire wheel assembly relative to the reference frame RREF of the bot 120, or the proximity sensor 129N alone may be utilized to elucidate a predetermined position of the tire wheel assembly relative to the reference frame RREF of the bot 120.

[0092] When the proximity sensor 129N is utilized to at least partially elucidate a predetermined position of the tire wheel assembly relative to the reference frame RREF of the bot 120, the proximity sensor 129N is moved by the bot 120 in one or more degrees of freedom so as to sense or otherwise detect the vehicle 110.

[0093] Referring to the proximity sensor 129N being an optical sensor, the optical sensor can be a line scan sensor, a camera, a beam sensor, or any other suitable optical sensor. The optical sensor can be moved to detect one or more predetermined features (such as bumpers, wheel wells, etc.) of the vehicle 110 that result in the localization of the wheel assembly 111.

[0094] In some embodiments, the datum feature 266 can be attached (by an operator or the like) to the vehicle 110 or to a frame 189F adjacent to a vehicle at a predetermined position relative to the vehicle 110, where the datum feature determines the position of the wheel assembly 111 relative to the reference frame RREF of the bot 120. As an example, when the proximity sensor is a line scan sensor or a beam sensor, one or more datum features 266 can be arranged (vertically or horizontally depending on the structural configuration of the proximity sensor 129N attached to the bot 120) in any suitable manner along a line having a known position relative to the reference frame RREF of the bot 120 (see FIG. 2B). The datum feature 266 can be arranged adjacent to the wheel assembly 111 (e.g., substantially aligned with the center of the wheel assembly 111), and the bot 120 moves the proximity sensor 129N along the line to detect the datum feature 266. The datum feature includes any suitable pattern (e.g., an optical pattern, a raised feature, etc.) detected by an optical sensor, where when the pattern is detected, the bot 120 (via the controllers 160, 160'') correlates the position of the datum feature 266 (and the wheel assembly 111 with which the datum feature is aligned) to the reference frame RREF of the bot 120. By knowing the position of the wheel assembly 111 along the travel path 299 (via detection of the datum feature 266), the bot 120 can move the beam sensor to a position where the wheel assembly 111 is detected, and by moving the beam sensor in direction 997 from a position adjacent to the (floor) surface of the frame 189F towards the wheel assembly 111, the position of the wheel assembly 111 relative to the reference frame RREF can be elucidated (see FIG. 9C). As can be understood, the bot 120 scans (vertically as in FIG. 9C) at one or more positions along the line and uses any suitable geometric algorithm to determine the low point of the wheel assembly 111.

[0095] When the sensor is a camera, the bot 120 may move the camera along the side of the vehicle 110, where any suitable vision algorithm (e.g., of the controllers 160, 160'') is utilized to detect the wheel assembly 111 and to elucidate the position of the wheel assembly relative to the reference frame RREF of the bot 120.

[0096] Referring to the proximity sensor 129N being an acoustic wave sensor, the acoustic wave sensor may be utilized in a manner similar to the line scan sensor or beam sensor described above. As can be understood, the position of the inner wheel lip (e.g., the boundary) and the position of the barrel 450 of the wheel 111W are determined by vertical and / or horizontal scanning of the wheel assembly 111 by an ultrasonic or optical sensor (see FIG. 9C).

[0097] Referring to the proximity sensor 129N being a contact sensor, the bot 120 may survey the workspace of the tire changing station 101 by moving the proximity sensor 129N so as to detect the vehicle 110 via the contact between the proximity sensor 129N and the vehicle 110. The bot 120 may be configured (e.g., via the controllers 160, 160'') to detect one or more corners of the vehicle 110 via probing, where the position of the wheel assembly 111 is elucidated by utilizing the known dimensions of the vehicle 110 (e.g., stored in any suitable memory accessible by the controllers 160, 160'') and the position of the corner of the vehicle detected in the reference frame RREF of the bot 120.

[0098] Referring to FIGS. 1A, 1B, 9A, 9B, and 11, the location and diameter information of tire 111T (determined in any suitable manner such as the methods described herein by one or more of visual systems 130, 162 and proximity sensors (optical, ultrasonic, and / or contact)), based on which the location of an exemplary inner wheel lip is described with respect to proximity sensor 129N that includes a contact sensor. The location of the inner wheel lip results in the determination of the open position of wheel 111W where end effector 128 extends, to attach wheel weight 400 to wheel 111W. Robots 120, 120WR position proximity sensor 129N adjacent to sidewall 111TS of tire 111T (FIG. 11, block 1100) under the control of controllers 160, 160'' and are repeatedly moved so as not to contact wheel assembly 111W in a manner that may be referred to as a limit switch homing method. For example, if proximity sensor 129N is positioned adjacent to sidewall 111TS (see FIG. 9B, inside diameter 999 of tire 111T and adjacent to tread 111TT of the tire), robots 120, 120WR move proximity sensor 129N in direction 998A towards sidewall 111TS (e.g., towards the side of wheel assembly 111) (FIG. 11, block 1110). When proximity sensor 129N contacts sidewall 111TS of tire 111, proximity sensor 129N sends a signal to controller 160 (or any other suitable controller including, but not limited to, controller 160''), where the signal embodies or implies the proximity (e.g., substantial contact in this example) of proximity sensor 129N and sidewall 111TS (FIG. 11, block 1120). Due to the contact between proximity sensor 129N and sidewall 111TS, robots 120, 120WR move proximity sensor 129N (FIG. 11, block 1130) a predetermined distance (e.g., about 5 mm (about 0.2 inches) or a distance longer or shorter than about 5 mm (about 0.2 inches)) in direction 998B away from sidewall 111TS (e.g., "retreat").

[0099] With the proximity sensor 129N retracted from the side wall 111TS, the robots 120, 120WR adjust the position of the proximity sensor 129N by a predetermined distance (e.g., about 5 mm (about 0.2 inches) or a distance longer or shorter than about 5 mm (about 0.2 inches)) in direction 997 (towards the center of the tire 111T) (Figure 11, block 1140). Blocks 1110 - 1140 in Figure 11 are repeated until the proximity sensor 129N is moved past the predicted contact distance (as determined by the controllers 160, 160'' from data obtained from any suitable encoder of the robots 120, 120WR or determined by any other suitable method). For example, the proximity sensor 129N repeatedly contacts the wheel assembly 111 along a substantially radial line in direction 997 (including the surface ILS of the side wall 111TS and the inner wheel lip) until it moves past the surface ILS in direction 997 and onto the barrel 450 of the wheel 111W. The predicted contact distance can be determined by the controllers 160, 160'' as the distance at which the proximity sensor 129N is moved in the initial approach (Figure 11, block 1110) to contact the side wall 111TS from data obtained from any suitable encoder of the robots 120, 120WR (or by any other suitable method). The predicted contact distance can have a predetermined tolerance (e.g., a tolerance of about + / - 5 mm (about + / - 0.2 inches) or a tolerance larger or smaller than about + / - 5 mm (about + / - 0.2 inches)) taking into account variations in the side wall 111TS and the transition between the side wall 111TS and the surface ILS.

[0100] The inner lip clearance position is specified in the coordinate systems of robots 120, 120WR by controllers 160, 160'' as the position in direction 997 that has moved past the contact distance predicted by proximity sensor 129N (Figure 11, block 1150). The inner lip clearance position is the position in direction 997 in which robots 120, 120WR insert wheel weight gripper 129P or wheel weight installation tool 129O into barrel 450 with substantially no interference from wheel 111W and / or tire 111T so that the wheel weight 400 can be applied to wheel 111W or wheel assembly 111. Proximity sensor 129N is retracted from wheel assembly 111 so that wheel weight 400 can be installed (Figure 11, block 1160).

[0101] Referring to FIGS. 1A-9C and 12, an exemplary vehicle component balance adjustment method for balance adjustment of one or more vehicle components on a vehicle, such as when the vehicle 110 is in operation, including the tire 111T, wheel 111W, bearing 111B, brake components 111RD (e.g., including, but not limited to, brake drum 111D and brake rotor 111R), and vehicle component 111C (e.g., by applying an eccentric force to the wheel hub 110H of the road vehicle 110 (see FIG. 1B)) that vibrates the vehicle 110, is described. According to the method, a vehicle component balance adjustment robot device 189 for balance adjustment of one or more of the tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C on the vehicle is provided (FIG. 12, block 1200). The vehicle component balance adjustment robot device 189 has a frame 189F arranged to be connected to the vehicle 110, as described herein. The predetermined position of the tire-wheel assembly relative to the reference frame of the bot 120 is determined (as described herein) by moving the bot 120 relative to the frame 189F with at least one degree of freedom (FIG. 12, block 1210), where the robot is connected to the frame 189F (by rails or wheels as described herein) and has at least one degree of freedom (such as along the travel path 299 and / or along one or more axes of movement of the bot 120). The end effector 128 of the bot 120 is interfaced with the wheel assembly 111 (FIG. 12, block 1220), and the bot 120 moves the end effector to another predetermined position on the wheel 111W of the wheel assembly 111 (e.g., the wheel weight installation position as described herein) (FIG. 12, block 1230), where the other predetermined position is determined based on the determination of the predetermined position of the wheel assembly 111 relative to the reference frame RREF of the bot 120.

[0102] Referring to FIGS. 1A-9C and 13, for example, during operation of vehicle 110, an exemplary vehicle component balance adjustment method for balancing one or more vehicle components among tire 111T, wheel 111W, bearing 111B, brake components 111RD (e.g., including but not limited to brake drum 111D and brake rotor 111R), and vehicle component 111C (e.g., by applying an eccentric force to wheel hub 110H (see FIG. 1B) of road vehicle 110, etc.) that vibrates vehicle 110 is described. The method includes a step of providing a vehicle component balance adjustment robot device 189 for balancing one or more vehicle components among tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C (FIG. 13, block 1300), where the vehicle component balance adjustment robot device 189 has a frame 189F arranged to be connected to vehicle 110. The distal end 120D of robot 120 of vehicle component balance adjustment robot device 189 is interfaced with wheel assembly 111 (FIG. 13, block 1310), where robot 120 is connected to frame 189F at the proximal end 120P of robot 120, and the proximal end 120P is on the opposite side of the distal end 120D. The distal end 120D is positionally adjusted (FIG. 13, block 1320) between a retracted position (see FIG. 5A) and at least one extended position (see FIGS. 5B and 5C) by an indexer (also called a wheel weight installation tool) 1290 of robot 120, where at the at least one extended position, the distal end 120D interfaces with wheel assembly 111 to determine the position of the rim or wheel of wheel 111W of wheel assembly 111 attached to vehicle 110.

[0103] Referring to FIGS. 1A-9C and 14, for example, during operation of vehicle 110, an exemplary vehicle component balance adjustment method for balance adjustment of one or more of vehicle components on a vehicle, such as tire 111T, wheel 111W, bearing 111B, brake components 111RD (including, for example, but not limited to, brake drum 111D and brake rotor 111R), and vehicle component 111C that vibrates vehicle 110 (such as by applying an eccentric force to wheel hub 110H of road vehicle 110 (see FIG. 1B)) is described. The method includes, for example, during operation of vehicle 110, providing a vehicle component balance adjustment robot device 189 for balance adjustment of one or more of vehicle components on a vehicle, such as tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C that vibrates vehicle 110 (such as by applying an eccentric force to wheel hub 110H of road vehicle 110 (see FIG. 1B)), where the vehicle component balance adjustment robot device 189 has a frame 189F arranged to connect to vehicle 110. The distal end 120D of robot 120 (of the vehicle component balance adjustment robot device 189) is positionally adjusted with wheel assembly 111 (FIG. 14, block 1410), where robot 120 is connected to frame 189F at the proximal end 120P of the robot, and the proximal end 120P is on the opposite side of the distal end 120D. The distal end 120D is positionally adjusted between a retracted position (see FIG. 5A) and at least one extended position (see FIGS. 5B and 5C) by an indexer of robot 120, where at the at least one extended position, the distal end 120D interfacially connects with wheel assembly 111 to determine the position of the wheel or rim of wheel or rim 111W of wheel assembly 111 and a predetermined position (such as a wheel weight position), and through robot application of wheel balance adjustment weight 400 by distal end 120D, a balance adjustment solution for one or more of tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C is provided (FIG. 14, block 1420).

[0104] Referring to FIGS. 1A-9C and 15, an exemplary vehicle component balance adjustment method for balancing one or more of vehicle components such as tire 111T, wheel 111W, bearing 111B, brake components 111RD (e.g., including but not limited to brake drum 111D and brake rotor 111R), and vehicle component 111C (e.g., by applying an eccentric force to wheel hub 110H (see FIG. 1B) of road vehicle 110) during operation of vehicle 110, for example, is described. The method includes a step of providing a vehicle component balance adjustment robot device 189 for balancing one or more of tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C (FIG. 15, block 1500), where the vehicle component balance adjustment robot device 189 has a frame 189F arranged to connect to vehicle 110. The compliant end effector of robot 120 (such as wheel weight gripper 129P or wheel weight installation tool 129O) of (vehicle component balance adjustment robot device 189) is interfaced with wheel assembly 111 (FIG. 15, block 1510), where robot 120 is connected to frame 189F at the proximal end 120P of robot 120, and the compliant end effector is arranged on the opposite side of proximal end 120P. The method includes a step of determining the position of the rim or wheel of wheel assembly and a predetermined position (such as wheel weight position) so as to provide a balance adjustment solution for one or more of tire 111T, wheel 111W, bearing 111B, brake components 111RD, and vehicle component 111C through robot application of wheel balance adjustment weight 400 by the compliant end effector using the compliant end effector interfaced with wheel assembly 111 (FIG. 15, block 1520).

[0105] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that gives vibration to a vehicle. The device includes a frame arranged to be connected to a vehicle, and a robot connected to the frame, the robot having at least one degree of freedom such that the robot moves relative to the frame with at least one degree of freedom, and being configured to clarify a predetermined position of a tire wheel assembly of the vehicle relative to a reference frame of the robot by the movement relative to the frame with at least one degree of freedom. The robot includes at least one end effector arranged to interface-connect with the tire wheel assembly, and the robot moves the at least one end effector to another predetermined position on a wheel rim of the tire wheel assembly, which is determined based on the clarification of the predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0106] According to one or more aspects of the present disclosure, the predetermined position determines a reference frame of the tire wheel assembly relative to the reference frame of the robot.

[0107] According to one or more aspects of the present disclosure, the other predetermined position on the wheel rim is a wheel balance adjustment weight position for eliminating one or more imbalances of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that gives vibration to a vehicle.

[0108] According to one or more aspects of the present disclosure, the at least one end effector interfaces-connects with the tire wheel assembly at the other predetermined position so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that gives vibration to a vehicle, through the robot application of a wheel balance adjustment weight by the at least one end effector.

[0109] According to one or more aspects of the present disclosure, a robot has a drive actuator that is driven to extend with at least one degree of freedom between a retracted position and an extended position, and in the extended position, at least one end effector is disposed proximate to a tire wheel assembly.

[0110] According to one or more aspects of the present disclosure, the actuator has an indexer arranged to position at least one end effector with at least one degree of freedom and to position at least one end effector at different index positions corresponding to wheel balance adjustment weight positions on a wheel rim.

[0111] According to one or more aspects of the present disclosure, the indexer has an index position that positions at least one end effector in contact with a wheel rim and determines a rim position on the wheel rim of a tire wheel assembly attached to a vehicle.

[0112] According to one or more aspects of the present disclosure, at least one end effector has a wheel balance adjustment weight grip and an elastic compliant wheel balance adjustment weight applicator.

[0113] According to one or more aspects of the present disclosure, at least one end effector includes an indexer that effects placement of a wheel balance adjustment weight at one or more positions on a wheel rim.

[0114] According to one or more aspects of the present disclosure, the one or more positions on the wheel rim include a position adjacent to the back of a wheel flange and another position adjacent to an inner wheel lip.

[0115] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having at least a first extended position and a second extended position.

[0116] According to one or more aspects of the present disclosure, a wheel balance adjustment weight installation tool includes a compliant wheel balance adjustment weight gripper that adapts from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0117] According to one or more aspects of the present disclosure, at least one end effector includes a compliant wheel balance adjustment weight gripper that adapts from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0118] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold the wheel balance adjustment weight.

[0119] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0120] According to one or more aspects of the present disclosure, a vehicle component balance adjustment robot device further includes one or more sensors configured to identify a predetermined position of a tire wheel assembly relative to a reference frame of the robot.

[0121] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0122] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor coupled to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0123] According to one or more aspects of the present disclosure, one or more sensors include a proximity sensor coupled to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the open position of the wheel where at least one end effector extends to attach the wheel weight to the wheel.

[0124] According to one or more aspects of the present disclosure, the vehicle component balance adjustment robot device further includes a wheel balance adjustment weight dispenser connected to the frame.

[0125] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser includes a wheel weight carrier, and the wheel weight carrier is configured to transport and position the wheel balance adjustment weight to an interface position where the robot picks up the wheel balance adjustment weight from the wheel weight carrier.

[0126] According to one or more aspects of the present disclosure, the wheel weight carrier is configured to transport the adhesive wheel balance adjustment weight without backing the adhesive of the wheel balance adjustment weight.

[0127] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser is configured to remove the adhesive backing from the wheel balance adjustment weight for conveyance on the wheel weight carrier.

[0128] According to one or more aspects of the present disclosure, a wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade. The automated weight measuring roller is configured to deploy a predetermined amount of weight and pass it through the cutting blade for positioning adjustment. The cutting blade is configured to cut a predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0129] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment method for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle. The method includes the step of providing a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle, wherein the vehicle component balance adjustment robot device has a frame arranged to be connected to the vehicle; the step of clarifying a predetermined position of the tire-wheel assembly of the vehicle relative to the reference frame of the robot by moving the robot relative to the frame with at least one degree of freedom, wherein the robot is connected to the frame and has at least one degree of freedom; the step of interfacing at least one end effector of the robot with the tire-wheel assembly; and the step of moving, using the robot, at least one end effector to another predetermined position on the wheel rim of the tire-wheel assembly determined based on the clarification of the predetermined position of the tire-wheel assembly relative to the reference frame of the robot.

[0130] According to one or more aspects of the present disclosure, the predetermined position determines the reference frame of the tire-wheel assembly relative to the reference frame of the robot.

[0131] According to one or more aspects of the present disclosure, other predetermined positions on the wheel rim are wheel balance adjustment weight positions that eliminate one or more imbalances of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that impart vibrations to the vehicle.

[0132] According to one or more aspects of the present disclosure, at least one end effector interfaces with a tire wheel assembly at other predetermined positions so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that impart vibrations to the vehicle, via robotic application of wheel balance adjustment weights by the at least one end effector.

[0133] According to one or more aspects of the present disclosure, a robot has a drive actuator that is driven to extend with at least one degree of freedom between a retracted position and an extended position, and the extended position positions at least one end effector in proximity to a tire wheel assembly.

[0134] According to one or more aspects of the present disclosure, an actuator has an indexer that positions at least one end effector with at least one degree of freedom and positions the at least one end effector at different index positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0135] According to one or more aspects of the present disclosure, an indexer has an index position that positions at least one end effector in contact with the wheel rim and determines a rim position on the wheel rim of a tire wheel assembly attached to a vehicle.

[0136] According to one or more aspects of the present disclosure, at least one end effector has a wheel balance adjustment weight gripper and an elastic compliant wheel balance adjustment weight applicator.

[0137] According to one or more aspects of the present disclosure, the method further includes placing wheel balance adjustment weights at one or more positions on the wheel rim using an indexer of at least one end effector.

[0138] According to one or more aspects of the present disclosure, one or more positions on the wheel rim include a position adjacent to the back surface of the wheel flange and another position adjacent to the inner wheel lip.

[0139] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0140] According to one or more aspects of the present disclosure, the wheel balance adjustment weights are applied with a compliant wheel balance adjustment weight gripper of a wheel balance adjustment weight installation tool, and the compliant wheel balance adjustment weight gripper conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weights are applied.

[0141] According to one or more aspects of the present disclosure, the wheel balance adjustment weights are applied with a compliant wheel balance adjustment weight gripper of at least one end effector that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weights are applied.

[0142] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip that holds and retains the wheel balance adjustment weights.

[0143] According to one or more aspects of the present disclosure, the flexible grip holds the wheel balance adjustment weights using one or more of magnets, vacuum grips, and clips of the flexible grip.

[0144] According to one or more aspects of the present disclosure, the method further includes clarifying a predetermined position of the tire wheel assembly relative to the reference frame of the robot using one or more sensors of the vehicle part balance adjustment robot device.

[0145] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0146] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to at least one end effector, and the method further includes using the robot to move the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0147] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to at least one end effector, and the method further includes using the robot to move the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the release position of the wheel where at least one end effector extends to attach the wheel weight to the wheel.

[0148] According to one or more aspects of the present disclosure, a wheel balance adjustment weight dispenser is connected to the frame to distribute wheel weights to the robot.

[0149] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser has a wheel weight transport section, and the wheel weight transport section transports and positions the wheel balance adjustment weight at an interface position where the robot picks up the wheel balance adjustment weight from the wheel weight transport section.

[0150] According to one or more aspects of the present disclosure, the wheel weight conveyor conveys an adhesive wheel balance adjustment weight without an adhesive backing for the wheel balance adjustment weight.

[0151] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser removes the adhesive backing from the wheel balance adjustment weight before or after conveyance of the wheel weight on the wheel weight conveyor.

[0152] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade, and the method further includes deploying a predetermined amount of weight using the automated weight measuring roller and passing the cutting blade for positioning, and forming a wheel balance adjustment weight of a predetermined weight that eliminates imbalance of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle using the cutting blade to cut the predetermined amount of weight.

[0153] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser removes the adhesive backing from the wheel balance adjustment weight before or after cutting of the predetermined amount of weight.

[0154] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle. The device includes a frame arranged to be connected to a vehicle, and a robot, wherein the robot is connected to the frame at a proximal end of the robot, has a distal end on the opposite side of the proximal end, and the distal end is arranged to interface with a tire-wheel assembly of the vehicle. The robot has an indexer that adjusts the position of the distal end between a retracted position and at least one extended position. In at least one extended position, the distal end interfaces with the tire-wheel assembly to determine a rim position and a predetermined position of a wheel rim of the tire-wheel assembly, so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle through the application of a wheel balance adjustment weight by the distal end.

[0155] According to one or more aspects of the present disclosure, the indexer is a multi-index stage indexer, and each index stage has at least one index position.

[0156] According to one or more aspects of the present disclosure, at least one index stage has different index positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide a balance adjustment solution.

[0157] According to one or more aspects of the present disclosure, a robot has at least one degree of freedom and is configured to move a distal end relative to a frame with one degree of freedom. By the movement, another predetermined position of the tire wheel assembly relative to the reference frame of the robot is clarified. The distal end is arranged to interface with the tire wheel assembly. The robot moves the distal end to a predetermined position on the wheel rim of the tire wheel assembly, which is determined based on the clarification of another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0158] According to one or more aspects of the present disclosure, another predetermined position determines the reference frame of the tire wheel assembly relative to the reference frame of the robot.

[0159] According to one or more aspects of the present disclosure, another predetermined position on the wheel rim is a wheel balance adjustment weight position for eliminating one or more imbalances of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0160] According to one or more aspects of the present disclosure, the distal end interfaces with the tire wheel assembly at a predetermined position so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle, through the robotic application of a wheel balance adjustment weight by at least one end effector.

[0161] According to one or more aspects of the present disclosure, the robot has a drive actuator. The drive actuator has a distal end. The actuator is driven to extend with at least one degree of freedom of the robot between a contracted position and an extended position. The extended position arranges the distal end close to the tire wheel assembly.

[0162] According to one or more aspects of the present disclosure, the actuator has an indexer arranged to position the distal end with at least one degree of freedom and to position the distal end at different index positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0163] According to one or more aspects of the present disclosure, the indexer has an index position that positions the distal end in contact with the wheel rim and determines the rim position on the wheel rim of the tire wheel assembly attached to the vehicle.

[0164] According to one or more aspects of the present disclosure, the distal end has a wheel balance adjustment weight grip and an elastomeric compliant wheel balance adjustment weight applicator.

[0165] According to one or more aspects of the present disclosure, the vehicle component balance adjustment robot device further includes one or more sensors configured to identify another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0166] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0167] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to the distal end, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0168] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the open position of the wheel where at least one end effector extends to attach the wheel weight to the wheel.

[0169] According to one or more aspects of the present disclosure, an indexer provides for the placement of wheel balance adjustment weights at predetermined locations on a wheel rim.

[0170] According to one or more aspects of the present disclosure, the predetermined locations on the wheel rim include a location adjacent to the back side of the wheel flange and another location adjacent to the inner wheel lip.

[0171] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0172] According to one or more aspects of the present disclosure, the indexer includes a compliant wheel balance adjustment weight gripper that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is to be applied.

[0173] According to one or more aspects of the present disclosure, the distal end includes a compliant wheel balance adjustment weight gripper that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is to be applied.

[0174] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold the wheel balance adjustment weight.

[0175] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0176] According to one or more aspects of the present disclosure, a vehicle component balance adjustment robot device further includes a wheel balance adjustment weight dispenser connected to a frame, and the wheel balance adjustment weight dispenser includes a wheel weight conveyance unit, and the wheel weight conveyance unit is configured to convey and position a wheel balance adjustment weight to an interface position where a robot picks up the wheel balance adjustment weight from the wheel weight conveyance unit.

[0177] According to one or more aspects of the present disclosure, the wheel weight conveyance unit is configured to convey an adhesive wheel balance adjustment weight without backing the adhesive of the wheel balance adjustment weight.

[0178] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser is configured to remove backing from the wheel balance adjustment weight for conveyance on the wheel weight conveyance unit.

[0179] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade, the automated weight measuring roller is configured to deploy a predetermined amount of weight and pass it through the cutting blade for position adjustment, and the cutting blade is configured to cut a predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0180] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment method for balance adjustment of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle on the vehicle. The method includes a step of providing a vehicle component balance adjustment robot device for balance adjustment of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle on the vehicle, the vehicle component balance adjustment robot device having a frame arranged to be connected to the vehicle; a step of interfacing the distal end of the robot with the tire-wheel assembly of the vehicle, the robot being connected to the frame at the proximal end of the robot opposite the distal end; a step of adjusting the position of the distal end between a retracted position and at least one extended position using an indexer of the robot, wherein at at least one extended position, the distal end interfaces with the tire-wheel assembly and determines a rim position and a predetermined position of the wheel rim of the tire-wheel assembly so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle through robot application of a wheel balance adjustment weight at the distal end.

[0181] According to one or more aspects of the present disclosure, the indexer is a multi-index stage indexer, and each index stage has at least one index position.

[0182] According to one or more aspects of the present disclosure, at least one index stage has different index positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide a balance adjustment solution.

[0183] According to one or more aspects of the present disclosure, a robot has at least one degree of freedom to move a distal end relative to a frame with one degree of freedom, and by the movement, another predetermined position of a tire wheel assembly relative to a reference frame of the robot is elucidated, the distal end is arranged to interface with the tire wheel assembly, and the robot moves the distal end to a predetermined position on a wheel rim of the tire wheel assembly determined based on the elucidation of another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0184] According to one or more aspects of the present disclosure, another predetermined position determines a reference frame of the tire wheel assembly relative to a reference frame of the robot.

[0185] According to one or more aspects of the present disclosure, the predetermined position on the wheel rim is a wheel balance adjustment weight position for eliminating one or more imbalances among a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle.

[0186] According to one or more aspects of the present disclosure, the distal end interfaces with the tire wheel assembly at a predetermined position so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle through robot application of a wheel balance adjustment weight by the distal end.

[0187] According to one or more aspects of the present disclosure, the robot has a drive actuator, the drive actuator has a distal end, the actuator is driven to extend with at least one degree of freedom of the robot between a retracted position and an extended position, and the extended position arranges the distal end in proximity to the tire wheel assembly.

[0188] According to one or more aspects of the present disclosure, the actuator has an indexer that positions the distal end with at least one degree of freedom and positions the distal end at different index positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0189] According to one or more aspects of the present disclosure, the indexer has an index position that positions the distal end in contact with the wheel rim and determines the rim position on the wheel rim of a tire wheel assembly attached to a vehicle.

[0190] According to one or more aspects of the present disclosure, the distal end has a wheel balance adjustment weight grip and an elastic compliant wheel balance adjustment weight applicator.

[0191] According to one or more aspects of the present disclosure, the method further includes clarifying another predetermined position of the tire wheel assembly relative to the reference frame of the robot using one or more sensors.

[0192] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0193] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to the distal end, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0194] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor connected to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the open position of the wheel where at least one end effector extends to attach the wheel weight to the wheel.

[0195] According to one or more aspects of the present disclosure, an indexer provides for the placement of wheel balance adjustment weights at predetermined locations on a wheel rim.

[0196] According to one or more aspects of the present disclosure, the predetermined locations on the wheel rim include a location adjacent to the back surface of the wheel flange and another location adjacent to the inner wheel lip.

[0197] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0198] According to one or more aspects of the present disclosure, the indexer includes a compliant wheel balance adjustment weight gripper that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0199] According to one or more aspects of the present disclosure, the distal end includes a compliant wheel balance adjustment weight gripper that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0200] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold the wheel balance adjustment weight.

[0201] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0202] According to one or more aspects of the present disclosure, the method further includes transporting and positioning a wheel balance adjustment weight from a wheel weight carrier to an interface position where a robot picks up the wheel balance adjustment weight using a wheel balance adjustment weight dispenser connected to a frame and including a wheel weight carrier.

[0203] According to one or more aspects of the present disclosure, the wheel weight carrier transports the adhesive wheel balance weight without adhesive backing of the wheel balance weight.

[0204] According to one or more aspects of the present disclosure, the wheel balance weight dispenser removes the adhesive backing from the wheel balance weight for conveyance on the wheel weight carrier.

[0205] According to one or more aspects of the present disclosure, the wheel balance weight dispenser includes an automated weight measuring roller and a cutting blade. The automated weight measuring roller dispenses a predetermined amount of weight, indexes it through the cutting blade, and the cutting blade cuts the predetermined amount of weight to form a wheel balance weight of a predetermined weight that resolves the imbalance of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle.

[0206] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle. The device includes a frame arranged to connect to the vehicle, and a robot. The robot is connected to the frame at the proximal end of the robot, has a distal end on the opposite side of the proximal end, and the distal end is arranged to interface with the tire wheel assembly of the vehicle. The robot has an indexer that adjusts the position of the distal end between a retracted position and at least one extended position. In the at least one extended position, the distal end interfaces with the tire wheel assembly to determine the rim position of the wheel rim of the tire wheel assembly attached to the vehicle.

[0207] According to one or more aspects of the present disclosure, the indexer is a multi-index stage indexer, and each index stage has at least one index position.

[0208] According to one or more aspects of the present disclosure, at least one index stage has different index positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide one or more balance adjustment solutions for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle.

[0209] According to one or more aspects of the present disclosure, the distal end interfaces with the tire-wheel assembly so as to provide one or more balance adjustment solutions for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle through robotic application of a wheel balance adjustment weight by the distal end.

[0210] According to one or more aspects of the present disclosure, the robot has a drive actuator, the drive actuator has a distal end, and the actuator is driven to extend in at least one degree of freedom of the robot between a retracted position and an extended position, and the extended position positions the distal end in proximity to the tire-wheel assembly.

[0211] According to one or more aspects of the present disclosure, the actuator has an indexer arranged to position the distal end for position adjustment in at least one degree of freedom and to position the distal end at different index positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0212] According to one or more aspects of the present disclosure, the indexer has an index position that positions the distal end in contact with the wheel rim and determines a rim position on the wheel rim of the tire-wheel assembly attached to the vehicle.

[0213] According to one or more aspects of the present disclosure, the distal end has a wheel balance adjustment weight grip and an elastic compliant wheel balance adjustment weight applicator.

[0214] According to one or more aspects of the present disclosure, the vehicle component balance adjustment robot device further includes one or more sensors configured to elucidate another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0215] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0216] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor coupled to the distal end, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0217] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor coupled to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the open position of the wheel where the at least one end effector extends to attach the wheel weight to the wheel.

[0218] According to one or more aspects of the present disclosure, the indexer results in the placement of wheel balance adjustment weights at one or more positions on the wheel rim.

[0219] According to one or more aspects of the present disclosure, the one or more positions on the wheel rim include a position adjacent to the back of the wheel flange and another position adjacent to the inner wheel lip.

[0220] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0221] According to one or more aspects of the present disclosure, the indexer includes a compliant wheel balance adjustment weight gripper that conforms to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied from a relaxed configuration.

[0222] According to one or more aspects of the present disclosure, the distal end includes a compliant wheel balance adjustment weight gripper that conforms to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied from a relaxed configuration.

[0223] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold the wheel balance adjustment weight.

[0224] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0225] According to one or more aspects of the present disclosure, the vehicle component balance adjustment robot device further includes a wheel balance adjustment weight dispenser connected to the frame, the wheel balance adjustment weight dispenser includes a wheel weight transport section configured to transport and position the wheel balance adjustment weight at an interface position where the robot picks the wheel balance adjustment weight from the wheel weight transport section.

[0226] According to one or more aspects of the present disclosure, the wheel weight transport section is configured to transport the adhesive wheel balance adjustment weight without backing the adhesive of the wheel balance adjustment weight.

[0227] According to one or more aspects of the present disclosure, a wheel balance adjustment weight dispenser is configured to remove adhesive backing from a wheel balance adjustment weight for conveyance on a wheel weight conveyor.

[0228] According to one or more aspects of the present disclosure, a wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade. The automated weight measuring roller is configured to deploy a predetermined amount of weight and position it by passing it through the cutting blade. The cutting blade is configured to cut the predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0229] According to one or more aspects of the present disclosure, a vehicle component balance adjustment method for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle is provided. The method includes providing a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle, the vehicle component balance adjustment robot device having a frame arranged to connect to the vehicle; interfacing a distal end of a robot with a tire wheel assembly of the vehicle, the robot being connected to the frame at a proximal end of the robot opposite the distal end; and using an indexer of the robot to adjust the position of the distal end between a retracted position and at least one extended position, wherein at the at least one extended position, the distal end interfaces with the tire wheel assembly and determines a rim position of a wheel rim of the tire wheel assembly attached to the vehicle.

[0230] According to one or more aspects of the present disclosure, the indexer is a multi-index stage indexer, and each index stage has at least one index position.

[0231] According to one or more aspects of the present disclosure, at least one index stage has different index positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide one or more balance adjustment solutions for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle.

[0232] According to one or more aspects of the present disclosure, the distal end interfaces with the tire-wheel assembly at a predetermined position so as to provide one or more balance adjustment solutions for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to the vehicle through robotic application of a wheel balance adjustment weight by the distal end.

[0233] According to one or more aspects of the present disclosure, the robot has a drive actuator, the drive actuator has a distal end, and the actuator is driven to extend in at least one degree of freedom of the robot between a retracted position and an extended position, and the extended position positions the distal end in proximity to the tire-wheel assembly.

[0234] According to one or more aspects of the present disclosure, the actuator has an indexer, positions the distal end in at least one degree of freedom, and positions the distal end at different index positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0235] According to one or more aspects of the present disclosure, the indexer has an index position that positions the distal end in contact with the wheel rim and determines a rim position on the wheel rim of the tire-wheel assembly attached to the vehicle.

[0236] According to one or more aspects of the present disclosure, the distal end has a wheel balance adjustment weight grip and an elastic compliant wheel balance adjustment weight applicator.

[0237] According to one or more aspects of the present disclosure, the method further includes elucidating another predetermined position of the tire wheel assembly relative to the reference frame of the robot using one or more sensors.

[0238] According to one or more aspects of the present disclosure, the one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0239] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor coupled to the distal end, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0240] According to one or more aspects of the present disclosure, the one or more sensors include a proximity sensor coupled to at least one end effector, and the robot moves the proximity sensor to repeatedly contact the side surface of the tire wheel assembly, resulting in the determination of the open position of the wheel where at least one end effector extends to attach the wheel weight to the wheel.

[0241] According to one or more aspects of the present disclosure, the indexer results in the placement of the wheel balance adjustment weight at a predetermined position on the wheel rim.

[0242] According to one or more aspects of the present disclosure, the predetermined position on the wheel rim includes a position adjacent to the back surface of the wheel flange and another position adjacent to the inner wheel lip.

[0243] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0244] According to one or more aspects of the present disclosure, the indexer includes a compliant wheel balance adjustment weight gripper that adapts from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0245] According to one or more aspects of the present disclosure, the distal end includes a compliant wheel balance adjustment weight gripper that adapts from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0246] According to one or more aspects of the present disclosure, the compliant wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold the wheel balance adjustment weight.

[0247] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0248] According to one or more aspects of the present disclosure, the method further includes transporting and positioning a wheel balance adjustment weight to an interface position where a robot picks up the wheel balance adjustment weight from a wheel weight carrier using a wheel balance adjustment weight dispenser connected to a frame that includes the wheel weight carrier.

[0249] According to one or more aspects of the present disclosure, the wheel weight carrier transports an adhesive wheel balance adjustment weight without an adhesive backing for the wheel balance adjustment weight.

[0250] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser removes the adhesive backing from the wheel balance adjustment weight for transport on the wheel weight carrier.

[0251] According to one or more aspects of the present disclosure, a wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade. The automated weight measuring roller deploys a predetermined amount of weight, positions it by passing it through the cutting blade, and the cutting blade cuts the predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0252] According to one or more aspects of the present disclosure, there is provided a vehicle component balance adjustment robot device for balance adjustment on a vehicle of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle. The device includes a frame arranged to be connected to the vehicle, and a robot, wherein the robot is connected to the frame at a proximal end of the robot and has at least one compliant end effector on the opposite side of the proximal end, and at least one compliant end effector is arranged to interface with a tire wheel assembly of the vehicle. The at least one compliant end effector interfaces with the tire wheel assembly to determine a rim position and a predetermined position of the wheel rim of the tire wheel assembly so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle through robot application of a wheel balance adjustment weight by the at least one compliant end effector.

[0253] According to one or more aspects of the present disclosure, the at least one compliant end effector includes an indexer that positions the at least one compliant end effector between a retracted position and at least one extended position.

[0254] According to one or more aspects of the present disclosure, the indexer is a multi-stage indexer, and at least one indexing stage has different indexing positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide a balance adjustment solution.

[0255] According to one or more aspects of the present disclosure, the robot has an actuator having an indexer arranged to position at least one compliant end effector with at least one degree of freedom and to position at least one compliant end effector at different indexing positions corresponding to wheel balance adjustment weight positions on the wheel rim.

[0256] According to one or more aspects of the present disclosure, the indexer has an indexing position that positions at least one compliant end effector in contact with the wheel rim and determines a rim position on the wheel rim of a tire wheel assembly attached to the vehicle.

[0257] According to one or more aspects of the present disclosure, the indexer provides for the placement of wheel balance adjustment weights at predetermined positions on the wheel rim.

[0258] According to one or more aspects of the present disclosure, the predetermined positions on the wheel rim include a position adjacent to the back of the wheel flange and another position adjacent to the inner wheel lip.

[0259] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0260] According to one or more aspects of the present disclosure, a robot has at least one degree of freedom and is configured to move at least one compliant end effector relative to a frame with one degree of freedom, and by the movement, another predetermined position of a tire wheel assembly relative to a reference frame of the robot is elucidated, the at least one compliant end effector is arranged to interface with the tire wheel assembly, and the robot moves the at least one compliant end effector to a predetermined position on a wheel rim of the tire wheel assembly determined based on the elucidation of the another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0261] According to one or more aspects of the present disclosure, the another predetermined position determines a reference frame of the tire wheel assembly relative to the reference frame of the robot.

[0262] According to one or more aspects of the present disclosure, the predetermined position on the wheel rim is a wheel balance adjustment weight position for eliminating one or more imbalances of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle.

[0263] According to one or more aspects of the present disclosure, the at least one compliant end effector interfaces with the tire wheel assembly at the predetermined position so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that imparts vibration to a vehicle through the robot application of a wheel balance adjustment weight by the at least one compliant end effector.

[0264] According to one or more aspects of the present disclosure, a vehicle component balance adjustment robot device further includes one or more sensors configured to elucidate another predetermined position of a tire wheel assembly relative to a reference frame of the robot.

[0265] According to one or more aspects of the present disclosure, one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0266] According to one or more aspects of the present disclosure, one or more sensors include a proximity sensor coupled to at least one compliant end effector, and the robot moves the proximity sensor to repeatedly contact the side of the tire wheel assembly, resulting in the determination of the inner lip position of the tire wheel assembly.

[0267] According to one or more aspects of the present disclosure, one or more sensors include a proximity sensor coupled to at least one compliant end effector, and the robot moves the proximity sensor to repeatedly contact the side of the tire wheel assembly, resulting in the determination of the open position of the wheel where at least one compliant end effector extends to attach the wheel weight to the wheel.

[0268] According to one or more aspects of the present disclosure, the robot has a drive actuator, the drive actuator has at least one compliant end effector, and the actuator is driven to extend in at least one degree of freedom of the robot between a retracted position and an extended position, and the extended position positions at least one compliant end effector in proximity to the tire wheel assembly.

[0269] According to one or more aspects of the present disclosure, at least one compliant end effector has a wheel balance adjustment weight gripper and an elastic compliant wheel balance adjustment weight applicator.

[0270] According to one or more aspects of the present disclosure, at least one compliant end effector includes a compliant wheel balance adjustment weight gripper that conforms from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0271] According to one or more aspects of the present disclosure, an adaptive wheel balance adjustment weight gripper includes a flexible grip configured to grip and hold a wheel balance adjustment weight.

[0272] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0273] According to one or more aspects of the present disclosure, a vehicle component balance adjustment robot device further includes a wheel balance adjustment weight dispenser connected to a frame, the wheel balance adjustment weight dispenser including a wheel weight transport section configured to transport and position a wheel balance adjustment weight at an interface position where a robot picks up the wheel balance adjustment weight from the wheel weight transport section.

[0274] According to one or more aspects of the present disclosure, the wheel weight transport section is configured to transport an adhesive wheel balance adjustment weight without backing the adhesive of the wheel balance adjustment weight.

[0275] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser is configured to remove backing from the wheel balance adjustment weight for transport on the wheel weight transport section.

[0276] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser includes an automated weight measuring roller and a cutting blade, the automated weight measuring roller being configured to deploy a predetermined amount of weight and pass it through the cutting blade for positioning, and the cutting blade being configured to cut a predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0277] According to one or more aspects of the present disclosure, a vehicle component balance adjustment method for balance adjustment of one or more vehicle components among tires, wheels, bearings, brake components, and vehicle components that impart vibrations to a vehicle is provided. The method includes a step of providing a vehicle component balance adjustment robot device for balance adjustment of one or more vehicle components among tires, wheels, bearings, brake components, and vehicle components that impart vibrations to a vehicle, the vehicle component balance adjustment robot device having a frame arranged to be connected to the vehicle; a step of interfacing at least one compliant end effector of the robot with a tire-wheel assembly of the vehicle, the robot being connected to the frame at a proximal end thereof and at least one compliant end effector being arranged on the opposite side of the proximal end; and a step of determining a rim position and a predetermined position of a wheel rim of the tire-wheel assembly so as to provide a balance adjustment solution for one or more of tires, wheels, bearings, brake components, and vehicle components that impart vibrations to the vehicle through robot application of wheel balance adjustment weights by the at least one compliant end effector.

[0278] According to one or more aspects of the present disclosure, the method further includes a step of adjusting the position of at least one compliant end effector between a retracted position and at least one extended position using an indexer of the at least one compliant end effector.

[0279] According to one or more aspects of the present disclosure, the indexer is a multi-stage indexer and at least one index stage has different index positions that position an interface corresponding to a wheel balance adjustment weight position on the wheel rim so as to provide a balance adjustment solution.

[0280] According to one or more aspects of the present disclosure, a robot has an actuator having an indexer arranged to position at least one end effector with at least one degree of freedom and to position at least one compliant end effector at different index positions corresponding to wheel balance adjustment weight positions on a wheel rim.

[0281] According to one or more aspects of the present disclosure, the method further includes using an index position of an indexer to place at least one compliant end effector in contact with a wheel rim and determining a rim position on the wheel rim of a tire wheel assembly attached to a vehicle.

[0282] According to one or more aspects of the present disclosure, the indexer results in the placement of a wheel balance adjustment weight at a predetermined position on the wheel rim.

[0283] According to one or more aspects of the present disclosure, the predetermined positions on the wheel rim include a position adjacent to the back of the wheel flange and another position adjacent to the inner wheel lip.

[0284] According to one or more aspects of the present disclosure, the indexer includes at least one actuator having a first extended position and a second extended position.

[0285] According to one or more aspects of the present disclosure, a robot has at least one degree of freedom, moves at least one compliant end effector relative to a frame with one degree of freedom, and by the movement, elucidates another predetermined position of a tire wheel assembly relative to a reference frame of the robot. The at least one compliant end effector interfaces with the tire wheel assembly, and the robot moves the at least one compliant end effector to a predetermined position on a wheel rim of the tire wheel assembly determined based on the elucidation of the another predetermined position of the tire wheel assembly relative to the reference frame of the robot.

[0286] According to one or more aspects of the present disclosure, the another predetermined position determines a reference frame of the tire wheel assembly relative to the reference frame of the robot.

[0287] According to one or more aspects of the present disclosure, the another predetermined position on the wheel rim is a wheel balance adjustment weight position that eliminates one or more imbalances of one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle.

[0288] According to one or more aspects of the present disclosure, the at least one compliant end effector interfaces with the tire wheel assembly at a predetermined position so as to provide a balance adjustment solution for one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates the vehicle through the robot application of a wheel balance adjustment weight by the at least one compliant end effector.

[0289] According to one or more aspects of the present disclosure, the method further includes the step of elucidating another predetermined position of the tire wheel assembly relative to the reference frame of the robot using one or more sensors.

[0290] According to one or more aspects of the present disclosure, one or more sensors include one or more of an optical sensor, an ultrasonic sensor, and a proximity sensor.

[0291] According to one or more aspects of the present disclosure, one or more sensors include a proximity sensor coupled to at least one compliant end effector, and the robot moves the proximity sensor to repeatedly contact the side of the tire wheel assembly, resulting in determination of the inner lip position of the tire wheel assembly.

[0292] According to one or more aspects of the present disclosure, one or more sensors include a proximity sensor coupled to at least one compliant end effector, and the robot moves the proximity sensor to repeatedly contact the side of the tire wheel assembly, resulting in determination of the open position of the wheel where at least one compliant end effector extends to attach the wheel weight to the wheel.

[0293] According to one or more aspects of the present disclosure, the robot has a drive actuator, the drive actuator has at least one compliant end effector, and the actuator is driven to extend in at least one degree of freedom of the robot between a retracted position and an extended position, and the extended position positions at least one compliant end effector in proximity to the tire wheel assembly.

[0294] According to one or more aspects of the present disclosure, at least one compliant end effector has a wheel balance adjustment weight gripper and an elastic compliant wheel balance adjustment weight applicator.

[0295] According to one or more aspects of the present disclosure, at least one compliant end effector includes a compliant wheel balance adjustment weight gripper that adapts from a relaxed configuration to the contour of the surface of the wheel rim to which the wheel balance adjustment weight is applied.

[0296] According to one or more aspects of the present disclosure, an adaptive wheel balance adjustment weight gripper includes a flexible grip for gripping and holding a wheel balance adjustment weight.

[0297] According to one or more aspects of the present disclosure, the flexible grip includes one or more of a magnet, a vacuum grip, and a clip.

[0298] According to one or more aspects of the present disclosure, the method further includes transporting and positioning a wheel balance adjustment weight to an interface position where a robot picks up the wheel balance adjustment weight from a wheel weight transporter using the wheel weight transporter of a wheel balance adjustment weight dispenser connected to a frame.

[0299] According to one or more aspects of the present disclosure, the wheel weight transporter transports an adhesive wheel balance adjustment weight without an adhesive backing for the wheel balance adjustment weight.

[0300] According to one or more aspects of the present disclosure, the wheel balance adjustment weight dispenser removes an adhesive backing from a wheel balance adjustment weight for conveyance on the wheel weight transporter.

[0301] According to one or more aspects of the present disclosure, the method further includes spreading a predetermined amount of weight using an automated weight measurement roller of a wheel balance adjustment weight dispenser and passing through a cutting blade to adjust the position with the automated weight measurement roller; and cutting a predetermined amount of weight to form a wheel balance adjustment weight of a predetermined weight that eliminates imbalance in one or more of a tire, a wheel, a bearing, a brake component, and a vehicle component that vibrates a vehicle.

[0302] Referring to FIGS. 16A and 20A, for illustrative purposes, the tire balancer 129M has any suitable configuration for balancing the wheel assembly 111. By way of non-limiting illustration only, the tire balancer 129M includes an end effector mount 129MM that couples the tire balancer 129M to the end effector 128 of at least one robotic arm 126 (see FIG. 20A). The tire balancer 129M is configured to balance the assembly 111 of the tire 111T and the wheel 111W such that it provides dynamic balance adjustment or load force balance adjustment of the wheel assembly 111, at a wheel operating speed of about 60 mph or greater than about 60 mph (in other aspects, the operating speed may be less than about 60 mph), by spinning the tire 111T and the wheel 111W (i.e., the wheel assembly 111). In one aspect, the tire balancer 129M is configured to balance the wheel assembly 111 away from the vehicle 110, and may be substantially similar to a conventional tire balancer, while being transportable by at least one robotic arm 126, while in other aspects, the tire balancer 129M is configured to balance the wheel assembly 111 on or in place on the vehicle 110, and includes rollers (e.g., a drive roller 300 configured to spin the wheel assembly 111 about each wheel hub of the vehicle 110, and a load force roller 305 configured to apply a simulated load force to the tire 111T while the wheel assembly 111 is spinning). At least the drive roller 300 drives the rotation of the wheel assembly 111 to determine where to place the wheel weight 3188 (see FIGS. 44A and 56). The wheel weight 3188 is applied to the wheel 111W in any suitable manner, such as using a wheel weight dispenser (e.g., one of the robotic arms 126, 126A that picks up the wheel weight from a hopper and applies it to the wheel at the location identified by the tire balancer 129M).In other aspects, the tire balancer 129M has any suitable configuration and / or components for balancing the wheel assembly 111.

[0303] Still referring to FIGS. 16A and also FIGS. 16B - 16C, a tire balancer 129M1 is illustrated. The tire balancer 129M1 is configured as a dynamic tire balancer that includes a frame 310, a drive roller 300 attached to the frame 310, and a load force roller 310 attached to the frame 310. One or more suitable drive motors DM are attached to the frame to effect rotation of the drive roller 300, which in turn effects rotation / spinning of the wheel assembly 111. As described above, the frame 310 includes an end - effector mount 129MM that couples the frame 129M1 to the end - effector 128 of at least one robotic arm 126. The robotic arm 126 is configured to move the drive roller 300 and the load force roller 305 into contact with the tire 111T. The robotic arm 126, in one aspect, includes any suitable force - feedback sensor (such as a pressure sensor, a current sensor, etc.) for detecting the amount of force applied to the tire 111T by the robotic arm 126 by the drive roller 300 and the load force roller 305. In other aspects, motors are provided to raise / move the drive roller 300 and the load force roller 305 relative to the frame 310 to bring them into substantial contact with the tire 111T, and the force - feedback sensor is coupled to the frame 310, the drive roller 300, and the load force roller 305 to detect the force applied to the tire by the drive roller 300 and the load force roller 305.

[0304] The tire balancer 129M1 may include a remote motion detection module 320 that includes a mounting plate 321 and motion sensors 322A, 322B, 322C. The mounting plate 321 is configured to be coupled to the wheel 111W in any suitable manner, such as using a fastener 321FF (e.g., a clip, magnet, spring, or crank tension rod, etc.), such that the center 321CC of the mounting plate 321 is substantially coaxial with the rotational center WHB of the wheel assembly 111. The mounting plate 321 may include sockets 335 that are the same number as the lugs 765 of the wheel 111W to which the mounting plate 321 is coupled and have the same pattern diameter SPD. The sockets 335 are configured to frictionally engage the lugs 765 to effect centering of the mounting plate 321 relative to the wheel 111W. In some embodiments, the frictional coupling between the sockets 335 and the lugs 765 holds the mounting plate 321 on the wheel assembly 111 during balancing of the wheel assembly 111, while in other embodiments, the frictional engagement between the sockets 335 and the lugs 765 holds the mounting plate 321 on the wheel assembly 111 at least partially (e.g., complemented by other retaining means such as clips, magnets, tension rods, etc.). The mounting plate 321 is configured to be coupled to the outer surface of the wheel 111W (i.e., the side opposite the wheel hub of the vehicle 110) in one embodiment such that connection and disconnection of the mounting plate 321 to the wheel 111W is substantially unimpeded.

[0305] The motion sensors 322A, 322B, 322C are connected to the mounting plate 321 in any suitable arrangement such that the remote motion detection module 320 is rotationally balanced and the balance adjustment of the wheel assembly 111 is not affected by the presence of the remote motion detection module 320 on the wheel assembly 111. In this aspect, there are three motion sensors 322A, 322B, 322C, and each motion sensor is an accelerometer, but in other aspects, any suitable type and number of motion sensors may be present. Here, at least one of the motion sensors 322A, 322B, 322C is arranged on the mounting plate 321 and configured to detect the radial acceleration R (e.g., vertical vibration or "hop") of the wheel assembly 111 (see FIG. 16C). At least one of the motion sensors 322A, 322B, 322C is arranged on the mounting plate 321 and configured to detect the positive axial acceleration +Z (with respect to the wheel hub / spindle to which the wheel assembly 111 is connected) of the wheel assembly 111 (see FIG. 16C). At least one of the motion sensors 322A, 322B, 322C is arranged on the mounting plate 321 and configured to detect the negative axial acceleration -Z (with respect to the wheel hub / spindle to which the wheel assembly 111 is connected) of the wheel assembly 111 (see FIG. 16C). The positive and negative axial accelerations can be referred to as the "wobble" (e.g., lateral movement) of the wheel assembly 111. In other aspects, one or more of the motion sensors 322A, 322B, 322C may be multi-axis sensors configured to detect any suitable combination of the radial acceleration R, the positive axial acceleration +z, and the negative axial acceleration -Z. In still other aspects, a single multi-axis motion sensor is provided to detect the radial acceleration R, the positive axial acceleration +z, and the negative axial acceleration -Z, while an inert weight is provided on the mounting plate 321 to balance the weight of the single multi-axis motion sensor.

[0306] The motion sensors 322A, 322B, 322C are configured as wireless motion sensors that communicate with any suitable wheel balancer controller 129CNT. The motion sensors 322A, 322B, 322C communicate sensor signals embodying the detected acceleration to the controller 129CNT via any suitable wireless communication protocol / connection WCP, including but not limited to Bluetooth®, Zigbee®, cellular, Wi-Fi, or any other long-range or short-range communication protocol. In one aspect, the controller 129CNT is coupled to the frame 310 and communicates with one or more of the device 1020A-1020n controllers 160 (e.g., the bot 120 controller, the wheel weight dispenser / applicator controller, etc.) and the control console 1010. In other aspects, the controller 129CNT communicates with other components of the tire exchange system 100 (e.g., the tire balancer 129M, the wheel weight dispenser / applicator, the operator GUI 1004, etc.) and is integrated into the device controller 160 (see FIG. 20A) or the control console 1010 to effect the balance adjustment of the wheel assembly 111 as described herein.

[0307] The tire balancer 129M1 was described above as having an end effector mount 129MM for coupling the tire balancer 129M1 to at least one robot arm 126. In other aspects, the tire balancer 129M1 can be a stand-alone floor unit (substantially similar to that shown and described herein with respect to FIG. 30D), or the tire balancer 129M1 can be a component of the tire exchange systems 100, 100A (see FIGS. 1A, 1B, and 35) on which the vehicle 110 is driven into the alignment cell and onto the tire balancer 129M1 (generally referred to as the tire balancer 129MS in FIGS. 1 and 35).

[0308] Referring to FIGS. 16A - 19, during operation, the tire balancer 129M1 is positioned relative to the wheel assembly 111 (with the wheel assembly 111 in - place on the vehicle 110) in any suitable manner, such as by at least one robot arm 126, so that the drive roller 300 and the load - force roller 305 are in substantial contact with the tire 111T (FIG. 19, block 600). The controller 129CNT operates the drive motor(s) DM so that the load - force roller 305 applies a simulated load - force to the wheel assembly 111 and the drive roller 300 drives the wheel assembly 111 to rotate. The wheel assembly 111 is rotated, and one or more of the radial acceleration R, the positive axial acceleration +Z, and the negative axial acceleration -Z are detected by one or more motion sensors 322A, 322B, 322C (FIG. 19, block 610).

[0309] The amount and position of the weight are determined based on the detected acceleration (FIG. 19, block 620). For example, in one aspect, the wheel assembly 111 is first spun without a wheel weight being applied to obtain a baseline acceleration, as illustrated in FIG. 17A. A known mass 400 is applied to the wheel assembly 111 at a known position 401 with respect to the balance adjustment plane R(X, Y), Z (see FIG. 16C). The wheel assembly is spun with the known mass 400 applied, the acceleration is detected (see FIG. 17B), and compared with the baseline acceleration in any suitable manner to determine the amount and position of the weight to be applied to the wheel assembly 111 to balance the wheel assembly. In another aspect, the amount of weight for balancing the wheel assembly 111 is based on the deflection d from the sagged position of the wheel assembly 111, assuming a stable spring constant k of the vehicle suspension component 500, and the wheel assembly 111 is lifted (e.g., from the sagged position, i.e., from the state where the vehicle 110 is lifted from the ground and the vehicle suspension component 500 is fully relaxed / sagged) while measuring the mass m of the wheel assembly 111. The spring constant k can be determined by measuring the force F required to lift the wheel assembly 111 from the sagged position to the ground-high position (i.e., the position of the wheel determined by the vehicle suspension component 500 with the vehicle 110 stationary on the ground with all wheels). F = -mg / d [Equation 1] and E=(k×d 2 ) / 2 [Equation 2] where E is the spring potential energy and g is the gravity. The position of the weight can be determined by applying the determined weight to the wheel 111W, spinning the wheel, and measuring the acceleration in a manner similar to the above-described method. In other aspects, the amount and position of the weight may be determined in any suitable manner.

[0310] Once the amount and position of the weight are determined, the weight is applied to the wheel 111W in any suitable manner (e.g., by automated equipment or manually), such as the methods described herein (block 630 in FIG. 19).

[0311] Referring to FIGS. 20A - 20C, a wheel balancer 129M2 is illustrated. The wheel balancer 129M2 is coupled to the end effector 128 of at least one robotic arm 126 using an end effector mount 129MM in a manner similar to the methods described above. In this aspect, the wheel balancer 129M2 includes a wheel shroud or housing 700 coupled to the end effector mount 129MM by a shaft 705. The wheel shroud 700 has the form of an open - top can or cup, including a base 700B to which the shaft 705 is coupled and a peripheral wall 700B extending from the base 700B in a direction opposite to the shaft 705. The end effector mount 129MM includes any suitable drive motor 710 that is coupled to the shaft 705 (and the wheel shroud 700 coupled thereto) and drives the shaft 705 about the longitudinal axis 705LAX of the shaft 705. In other aspects, the motor 710 may be disposed between the shaft 705 and the wheel shroud 700 such that the shaft 705 is rotationally fixed to the end effector mount 129MM and the wheel shroud 700 is rotationally driven relative to the shaft 705 by the motor 710.

[0312] The wheel shroud 700 includes a load force roller 305 coupled to the peripheral wall 700P of the wheel shroud 700 so as to be movable in the radial direction 777. The wheel shroud 700 includes any suitable motor 720 configured to move the load force roller 305 in the radial direction 777 such that the load force roller 305 selectively engages and disengages with the tire 111T.

[0313] The wheel shroud 700 may also include one or more dynamic balance rollers 735A, 735B connected to the peripheral wall 700P of the wheel shroud 700 so as to be movable in the radial direction 777. The wheel shroud 700 includes any suitable motor 721 configured to move one or more dynamic balance rollers 735A, 735B in the radial direction 777 so that one or more dynamic balance rollers 735A, 735B selectively engage and disengage with the tire 111T.

[0314] When the load force roller 305 is provided on one or more dynamic balance rollers 735A, 735B, the one or more dynamic balance rollers 735A, 735B and the load force roller 305 can be independently deployed to engage with the tire 111T to provide load force balance adjustment of the wheel assembly 111, dynamic balance adjustment of the wheel assembly, or both (a combination) of load force balance adjustment and dynamic balance adjustment.

[0315] The wheel shroud 700 includes a centering protrusion 760 that extends from the base 700P and is substantially coaxial with the shaft 705 (i.e., extends along the longitudinal axis 705LAX of the shaft 705). The centering protrusion 760 engages with the wheel 111W to center the wheel assembly 111 within the wheel shroud 700 or to center the wheel shroud 700 with the wheel assembly 111 (e.g., the center of the wheel 111W is substantially aligned / coaxial with the longitudinal axis 705LAX of the shaft 705) and has any suitable configuration for this purpose. For example, also referring to FIG. 20D, the centering protrusion 760 includes sockets 761 arranged in a pattern that substantially matches the pattern of the lugs 765 of the wheel 111W. The sockets 761 have a socket pattern (e.g., socket number and socket pattern diameter SPD), engage with the lugs 765, and are configured to center the wheel assembly 111 with the wheel shroud 700 as described above. The centering protrusion 760 (or its socket portion) is removable from the base 700B and is interchangeable with other centering protrusions 760 (or socket portions). Each interchangeable centering protrusion 760 corresponds to a different lug 765 pattern (e.g., lug number and bolt pattern diameter BPD) such that the tire balancer 129M2 can be utilized with different wheels 111W having different lug 765 patterns corresponding to each one socket pattern of the interchangeable centering protrusion 760.

[0316] The centering protrusion 760 can be connected to the base 700B so as to rotate with respect to the base 700B. The rotatable connection between the base 700B and the centering protrusion 760 enables the rotation of the wheel shroud 700 while the wheel assembly 111 remains rotationally stationary / fixed, resulting in the centering of the wheel shroud 700 with respect to the wheel assembly 111. The wheel shroud 700 and the centering protrusion 760 rotate as a unit to engage the centering protrusion 760 with the lug 765, and a releasable lock 760L is connected to the base 700P so that the centering protrusion 760 can be selectively locked against rotation with respect to the base 700P, allowing the wheel shroud 700 to rotate independently of the centering protrusion 760. The tire balancer 760 may include a vision system 760V that images the wheel lug 765 pattern and a reference 760F of the centering protrusion 760 (the reference 760F having a known relationship to the socket pattern), and is configured to effect a rotation that aligns the wheel shroud 700 (and the centering protrusion) so that the centering protrusion 760 engages the lug 765. In other embodiments, the alignment of the centering protrusion 760 with the lug 765 (or any other suitable portion of the wheel 111W) may be effected in any suitable manner to center the wheel shroud 700 with respect to the wheel assembly 111 or vice versa.

[0317] The tire balancer 129M2 includes one or more sensors for effecting balance adjustment of the wheel assembly 111. For example, one or more force sensors 723 are disposed on the shaft 705 to detect deflection of the wheel shroud 700 as the wheel shroud rotates about the wheel assembly. The one or more force sensors 723 can be any suitable (one or more) force sensors including, but not limited to, torque cells and / or strain gauges. The one or more force sensors 723 communicate with the controller 129CNT in any suitable manner (such as via a wireless protocol / connection WCP), where the controller is configured to determine the amount of movement of the wheel assembly 111 in one or more of the radius R, +Z, and -Z directions based on contact of the wheel assembly 111 with the load force rollers 305 and one or more of the one or more dynamic balance rollers 735A, 735B (using, for example, any suitable non-transitory program code).

[0318] The wheel balancer 129M2 may include one or more of a wheel lateral runout sensor 780 and a wheel radial runout sensor 781. The wheel lateral runout sensor 780 is connected to the base 700B and is positioned to detect the lateral movement (amount of lateral runout or "wobble") of the wheel 111W (and / or tire 111T) when the wheel shroud 700 rotates about the wheel assembly 111. It can be any suitable sensor (such as optical, contact, capacitive, etc.). The wheel radial runout sensor 781 is connected to the base 700B and is positioned to detect the radius RAD of the wheel 111W (and / or tire 111T) in order to determine whether the radius of the wheel 111W (and / or tire 111T) is not consistent from the center of rotation of the wheel 111W to any given point on the rim (this non-circular shape of the radius causes the wheel assembly 111 to vibrate up and down or "hop" when, for example, the wheel assembly spins on the road surface). It can be any suitable sensor (such as optical, contact, capacitive, etc.). One or more of the wheel lateral runout sensor 780 and the wheel radial runout sensor 781 are connected to (i.e., communicate with) the controller 129CNT in any suitable manner (such as via a wireless protocol / connection WCP), where the controller is configured to determine one or more of the lateral runout and radial runout of the wheel 111W based on sensor data from one or more of the wheel lateral runout sensor 780 and the wheel radial runout sensor 781 (using, for example, any suitable non-transitory program code).

[0319] As can be understood, the components of the tire balancer 129M2 connected to the wheel shroud 700 are positioned relative to each other regardless of the presence or absence of appropriate counterweights so that the wheel shroud 700 is rotationally balanced. By rotationally balancing the wheel shroud 700, the balance adjustment of the wheel assembly 111 is achieved substantially without being overly affected by the resulting dynamic load variations that can occur from rotating the wheel shroud 700 relative to the wheel assembly 111 (i.e., independently of such variations).

[0320] The controller 129CNT is configured to determine the amount of weight applied to the wheel assembly 111 and the position of the weight on the wheel 111W such that the wheel assembly is balanced by the weight applied to the wheel 111W. In one aspect, the amount and position of the weight are determined based on sensor data from one or more force sensors 723, but in other aspects, the amount and position of the weight are determined based on sensor data from one or more force sensors 723 and at least one of one or more of the wheel lateral runout sensor 780 and the wheel radial runout sensor 781.

[0321] The tire balancer 129M2 was described above as having an end effector mount 129MM for connecting the tire balancer 129M1 to at least one robotic arm 126, but in other aspects, the tire balancer 129M2 can be a stand-alone floor unit (somewhat similar to that shown and described herein with respect to FIG. 30D), or the tire balancer 129M2 can be a component of a tire changing system 100, 100A (see FIGS. 1A, 1B, and 35) in which the vehicle 110 is driven onto the tire balancer 129M2 (generally referred to as the tire balancer 129MS in FIGS. 1 and 35) within the alignment cell.

[0322] Still referring to FIGS. 20A - 20D and also FIG. 21, an exemplary operation of the tire balancer 129M2 is described. At least one robot arm 126 positions the wheel shroud 700 around the wheel assembly 111 with the centering protrusion 760 engaged with the lug 765 such that the wheel shroud is positioned substantially centered with respect to the wheel assembly 111 while the wheel assembly is in place on the vehicle 110 (FIG. 21, block 800). One or more of the load force roller 305 and the dynamic balance rollers 735A, 735B are moved radially by their respective motors 720, 721 so as to engage (e.g., substantially contact) the tire 111T (FIG. 21, block 810 and / or FIG. 21, block 820). The wheel shroud 700 is rotated relative to the wheel assembly by the motor 710 (FIG. 21, block 830), and wheel balance metrics (e.g., one or more of radial run - out, lateral run - out, and shaft deflection) are obtained from sensors (e.g., one each of the force sensor 723, the radial run - out sensor 781, and the lateral run - out sensor 780) (FIG. 21, block 840). The amount of weight to be coupled to the wheel 111W and the position of the weight to be coupled to the wheel are determined by the controller 129CNT in any suitable manner (FIG. 21, block 850), where the weight is coupled to the wheel assembly in any suitable manner (e.g., by a human operator or automation) such that the wheel assembly 111 is balanced (FIG. 21, block 860).

[0323] Referring now to FIGS. 22A and 22B, a tire balancer 129M3 is illustrated. The tire balancer may be substantially similar to the tire balancer 129M1, but in this embodiment, the tire balancer 129M3 utilizes passive references 821A, 821B, 821C on the mounting plate 321 (of the remote motion detection module 320) and one or more detectors 950, 960 on the frame 310. The passive references 922A, 922B, 922C are arranged on the mounting plate 321 in a manner similar to the method described above with respect to the motion sensors 322A, 322B, 322C. The passive references 922A, 922B, 922C can be any suitable references configured to be sensed by optical sensors, capacitance sensors, and / or inductive sensors. For example, the passive references 922A, 922B, 922C can be reflectors and / or metal pads that extend from or otherwise protrude from the sensing surface 999, but in other embodiments, the passive references can be at least partially recessed into the mounting plate 321 such that they are substantially coplanar with the sensing surface 999 or protrude from the sensing surface 999, while in still other embodiments, the passive references can be stickers (having a minimal thickness) affixed to the sensing surface 999 in any suitable manner.

[0324] [2] The detector 950 is attached to a detector mount 950P that is coupled to the frame 310 such that the detector 950 faces the sensing surface 999 of the mounting plate 321 with the mounting plate 321 coupled to the wheel assembly 111 and the frame 310 positioned relative to the wheel assembly 111 to effect rotation of the wheel assembly 111. The detector 950 includes one or more optical sensors, capacitance sensors, inductive sensors, and / or any other suitable sensors (collectively referred to herein as sensors 950S) configured to detect the passive references 922A, 922B, 922C.

[0325] Each of the passive references 922A, 922B, 922C is positioned on the mounting plate 321 at a predetermined radial distance 924 from the center MPC of the mounting plate 321. To effect rotation of the wheel assembly 111, with the mounting plate 321 connected to the wheel assembly 111 and the frame 310 positioned relative to the wheel assembly 111, the center DTC of the detector 950 is substantially aligned (e.g., coaxial) with the center MPC of the mounting plate 321. Sensors 950S (two sensors 950S1, 950S1 are shown for illustrative purposes) are disposed at a distance 924 from the center DTC such that they are radially aligned with the passive references 922A, 922B, 922C.

[0326] The detector 950 and the mounting plate 321 are configured to detect wheel hop (e.g., vertical oscillations) during balancing of the wheel assembly 111. The detector is coupled to a controller via any suitable wireless communication protocol / connection WCP to send sensor data to the controller to determine the amount of wheel hop.

[0327] Detector 960 includes at least one optical sensor, such as a laser scanner, a vision system (e.g., a camera), a diffuse sensor, a reflective sensor, a transmissive beam sensor, or any other suitable sensor for sensing tire 111T. Detector 960 is coupled to frame 310 so as to face tread 111TD of tire 111T and has a width wider than the width of tire 111T to detect lateral movement (e.g., +Z and / or -Z) of tire 111T when the tire is spun by drive roller 300. In other aspects, a distance sensor 960DS, such as a laser distance sensor, a capacitance sensor, and / or an inductive sensor (note that in the case of capacitance and inductive sensors, the distance sensor may be integrated with or the same as detector 950S), may be coupled to detector mount 950P such that lateral movement of wheel assembly 111 is detected by an interface between distance sensor 960DS and sensing surface 999 of mounting plate 321 and / or passive references 922A, 922B, 922C.

[0328] Tire balancer 129M3 was described above as having an end effector mount 129MM for coupling tire balancer 129M3 to at least one robotic arm 126, but in other aspects, tire balancer 129M3 may be a stand-alone floor unit (substantially similar to that shown and described herein with respect to FIG. 30D), or tire balancer 129M3 may be a component of tire change systems 100, 100A (see FIGS. 1A, 1B, and 35) on which vehicle 110 is driven into alignment cell and onto tire balancer 129M3 (generally referred to as tire balancer 129MS in FIGS. 1 and 35).

[0329] Referring still to FIGS. 22A and 22B and also to FIG. 10, an exemplary operation of the tire balancer 129M3 is described. The tire balancer 129M3 is positioned with respect to the wheel assembly 111 (with the wheel assembly 111 in place on the vehicle 110) in any suitable manner, such as by at least one robotic arm 126, so that the drive roller 300 and the load force roller 305 are in substantial contact with the tire 111T (block 200 of FIG. 23). The controller 129CNT operates the drive motor(s) DM so that the load force roller 305 applies a simulated load force to the wheel assembly 111 and the drive roller 300 drives the wheel assembly 111 in a rotational drive (block 210 of FIG. 23).

[0330] As the wheel assembly 111 rotates, the detector 950 detects a reference position shift between the detector 950 and a reference in the radial acceleration R direction (block 220 of FIG. 23). The detector sends a sensor signal embodying the reference alignment data to the controller 129CNT.

[0331] As the wheel assembly 111 rotates, the detector 960 detects a lateral movement of the tire 111T (and the wheel assembly 111) relative to the detector 960 in the axial acceleration direction (e.g., the +Z direction and / or the -Z direction) (block 220 of FIG. 23). The detector 960 sends a sensor signal embodying the lateral movement data to the controller 129CNT.

[0332] Based on the detected reference position deviation and / or the detected lateral movement, the amount and position of the weight are determined (Figure 23, block 240). For example, the controller 129 CNT includes an empirically derived table EDT that correlates the amount of weight on the wheel assembly 111 and their weight positions with the detected reference position deviation and / or the detected lateral movement. Based on the detected reference position deviation and / or the detected lateral movement and the tire / wheel combination, the controller 129 CNT searches the empirically derived table EDT to determine the amount and position of the weight attached to the wheel assembly 111 from the corresponding empirically derived table EDT. There may be an empirically derived table EDT for each different combination of tire 111 T and wheel 111 W such that the amount and position of the weight attached to the wheel assembly 111 are determined. In other embodiments, the amount and position of the weight attached to the wheel assembly 111 may be determined in any suitable manner, such as analytically in response to the detected axial and radial movement of the wheel assembly 111 (determined by knowing the material properties and size of the tire and wheel and the detected axial and radial movement of the wheel assembly 111) or the weight distribution of the wheel assembly.

[0333] Once the amount and position of the weight are determined, the weight is applied to the wheel 111 W in any suitable manner (e.g., by automated equipment or manually), such as the methods described herein (Figure 23, block 250).

[0334] Referring to FIG. 24, a tire balancer 129M4 is illustrated. The tire balancer 129M4 includes a frame 1100 configured with an end effector mount 129MM for connection to a robotic arm 126 in one aspect, although in other aspects, the frame 1100 is configured for placement on the floor of a tire changing station (such as shown in FIG. 35). The frame 1100 may be substantially similar to the frame 310 and may include at least drive rollers 300 and their corresponding drive motors DM. The frame 1100 may also include load force rollers 305.

[0335] Any suitable vibration sensor 1115 is connected to the frame 1100. The vibration sensor 1115 may be one or more accelerometers, non-contact optical displacement sensors, or other suitable sensors configured to sense vibrations of the wheel assembly 111 and / or vehicle suspension components 500 and send a signal embodying the detected vibrations to a controller 129CNT via a wired or wireless connection / protocol WCP. The vibration sensor 1115 may be connected to the frame 1100 in any suitable manner, such as by a lift 1125 that moves the vibration sensor 1115 up and down relative to the frame. The lift 1125 is raised under the control of the controller 129CNT to position the vibration sensor in contact with any suitable portion of the vehicle suspension components 500 (such as a control arm, for example). The lift 1125 and / or the vibration sensor 1115 may include any suitable contact sensors, optical sensors, capacitance sensors, resistance sensors, etc. configured to detect contact between the vibration sensor 1115 and the vehicle suspension components 500 and send a signal to the controller to stop the movement of the lift upon contact.

[0336] The vibration sensor 1115 includes any suitable magnet, clamp, etc. that engages with the vehicle suspension component 500 to hold the vibration sensor 1115 to the vehicle suspension component 500. In one aspect, the vibration sensor 1115 may be releasable from the lift, such that with the vibration sensor 1115 held in contact with the vehicle suspension component 500 (e.g., via a magnet, clamp, etc.), the vibration sensor 1115 is automatically disengaged from the lift 1125, and the lift 1125 is lowered so as not to dampen vibrations caused by imbalance of the wheel assembly. In other aspects, the lift 115 may have a spring rate / spring force sufficient to raise the vibration sensor 1115 into contact with the vehicle suspension component 500, such spring rate / spring force being negligible with respect to vibrations caused by imbalance of the wheel assembly. In other aspects, the vibration sensor 1115 may be manually coupled to the vehicle suspension component 500 in any suitable manner (e.g., magnetically, mechanical fasteners / clamps, etc.).

[0337] Still referring to FIGS. 24 and 25, during operation, the tire balancer 129M4 and the wheel assembly 111 are positioned relative to each other (FIG. 25, block 1200). In one aspect, the robotic arm positions the tire balancer 129M4 relative to the wheel assembly 111 with the vehicle 110 on the lift 170, while in other aspects, the vehicle 110 is driven onto the rollers 300, 305 of the tire balancer 129M4.

[0338] The vibration sensor 1115 is engaged with the vehicle suspension component 500 in the above-described manner (Figure 25, block 1210). The wheel assembly 111 is rotated (e.g., by the drive roller 300) (Figure 25, block 1220), and the wheel balance metrics are obtained at least in part from the vibration sensor (Figure 25, block 1230). For example, the vibration sensor 1115 senses vibrations of the vehicle suspension component 500 that indicate an imbalance of the wheel assembly 111. The vibration sensor 1115 sends a signal embodying the wheel balance metrics to the controller 129CNT, and the controller 129CNT determines the amount of wheel weight on the wheel 111W and the position of the wheel weight 3188 (e.g., see Figures 44A and 56) based on the wheel balance metrics (including, e.g., vibrations, wheel rotational position, etc.) (Figure 25, block 1240) and is configured to effect a balance adjustment of the wheel assembly 111. The wheel weight 3188 can be applied by any suitable automation or manually (Figure 25, block 1250).

[0339] Referring to Figures 26A - 26C, a tire balancer 129M5 is illustrated. The tire balancer 129M5 can be substantially similar to the tire balancer 129M1, but in this aspect, the tire balancer 129M5 utilizes an optical sensing system to detect one or more of the high and low points of the radial runout of the wheel assembly 111, the radial runout of the wheel assembly 111, and the lateral runout of the wheel assembly 111 (including, e.g., one or more of the optical runout sensor 1310 and at least one optical point sensor 1320, 1321). The tire balancer 129M5 is illustrated as having a drive roller 300 and a load force roller 305, but in other aspects, the tire balancer 129M5 can include an idle (non-driven) roller 300D instead of the load force roller 305, or in other aspects, the rollers can form or be part of a dynamometer.

[0340] The tire balancer 129M5 includes an optical scanner 1310. The optical runout sensor 1310 is configured to detect both the radial runout and the lateral runout of the wheel assembly 111. In other embodiments, there may be separate optical scanners for detecting the radial runout and the lateral runout, respectively. For illustrative purposes, the optical runout sensor 1310 can be any suitable three-dimensional scanner, including but not limited to LIDAR (Light Detection and Ranging), ViDAR (Video or Visual Detection and Ranging), and time-of-flight cameras. The optical runout sensor 1310 is coupled to the frame 310 in any suitable manner such that it is disposed beneath the tire 111T with the wheel assembly 111 positioned on the rollers 300, 305. In one embodiment, the optical runout sensor 1310 is disposed substantially between the rollers 300, 305. In other embodiments, it may be positioned at any suitable location on the frame 310 to image the tread (e.g., the tire width) of the tire 111T. The optical runout sensor 1310 has a width (or field of view) FOV13 that is greater than the width TW of the tire. The optical runout sensor 1310 provides detection signals (both ranging signals and position signals) to the controller 129CNT, and the controller 219CNT is configured to determine the radial runout and the lateral runout of the wheel assembly 111 (based on the detection signals).

[0341] The tire balancer 129M5 includes one or more optical point sensors 1320, 1321 that are coupled to the frame 310 at any suitable location so as to image at least one side of the wheel assembly 111. For example, while the optical point sensor 1320 is disposed on one side of the wheel assembly 111, the optical point sensor 1321 is disposed on the opposite side of the wheel assembly 111 (see FIG. 26B), although in other embodiments only one optical point sensor may be disposed on the frame 310 so as to be positioned on only one side of the wheel assembly. Each of the optical point sensors 1320, 1321 is shaped and sized to image or otherwise detect the sidewall 111TS of the tire 111T and at least the rim 111R of the wheel 111, and has fields of view FOV13A, FOV13B. Each of the optical point sensors 1320, 1321 provides a detection signal to the controller 129CNT, and the controller 219CNT is configured to determine (based on the detection signal) the high and low points of the radial runout of the wheel assembly 111.

[0342] The optical runout sensors 1310 and one or more optical point sensors 1320, 1321 are communicatively coupled to the controller 129CNT in any suitable manner, such as via a wireless connection (such as a wireless communication protocol WCP) and / or a wired connection.

[0343] The tire balancer 129M5 has been described above as having an end effector mount 129MM for coupling the tire balancer 129M5 to at least one robotic arm 126, although in other embodiments the tire balancer 129M5 can be a stand-alone floor unit (substantially similar to that shown and described herein with respect to FIG. 30D), or the tire balancer 129M5 can be a component of a tire changing system 100, 100A (see FIGS. 1A, 1B and 35) in which the vehicle 110 is driven onto the tire balancer 129M5 (generally referred to as the tire balancer 129MS in FIGS. 1 and 35) within the alignment cell.

[0344] Still referring to FIGS. 26A - 26C and also FIG. 27, an exemplary operation of the tire balancer 129M5 is described. The tire balancer 129M5 is positioned relative to the wheel assembly 111 (with the wheel assembly 111 in - place on the vehicle 110) or vice - versa (FIG. 27, block 1400) in any suitable manner, such as by at least one robot arm 126 or the like, such that the drive roller 300 and the load - force roller 305 are in substantial contact with the tire 111T. In other aspects, the tire balancer 129M5 may be a component of the tire - changing systems 100, 100A (see FIGS. 1A, 1B and 35) in which the vehicle 110 is driven onto the alignment cell and onto the tire balancer 129M5. The controller 129CNT operates the drive motor(s) DM such that the load - force roller 305 applies a simulated load - force to the wheel assembly 111 and the drive roller 300 drives the wheel assembly 111 to rotate (FIG. 27, block 1410).

[0345] As the wheel assembly 111 rotates, the optical run - out sensor 1310 detects movement of the wheel assembly 111 in one or more directions of the radial acceleration R direction and the axial acceleration direction (e.g., the +Z direction and / or the - Z direction) (FIG. 27, block 1425). The optical run - out sensor 1310 sends a sensor signal embodying data corresponding to the detected movement of the wheel assembly 111 in the radial and axial acceleration directions to the controller 129CNT.

[0346] As the wheel assembly 111 rotates, at least one optical point sensor 1320, 1321 detects the high and low points of the radial run - out of the wheel assembly 111 (FIG. 27, block 1420). The at least one optical point sensor 1320, 1321 sends a sensor signal embodying the high - point data and the low - point data to the controller 129CNT.

[0347] The amount and position of the weights are determined based on the detected movement of the wheel assembly 111 in the radial and axial acceleration directions and / or the detected high point data and low point data (FIG. 27, block 1430). For example, the controller 129 CNT includes an empirically derived table EDT that correlates the amount of weights on the wheel assembly 111 and their positions to the detected movement of the wheel assembly 111 in the radial and axial acceleration directions and / or the detected high point data and low point data. Based on the tire / wheel combination, as well as the detected movement of the wheel assembly 111 in the radial and axial acceleration directions and / or the detected high point data and low point data, there may be an empirically derived table EDT for each different combination of tire 111T and wheel 111W such that the controller 129 CNT searches the empirically derived table EDT to determine the amount and position of the weights to be attached to the wheel assembly 111 from the corresponding empirically derived table EDT. In other embodiments, the amount and position of the weights to be attached to the wheel assembly 111 may be determined in any suitable manner, such as analytically as a function of the detected movement of the wheel assembly 111 in the radial and axial acceleration directions and / or the detected high point data and low point data, knowing the material properties and size of the tire and wheel.

[0348] Once the amount and position of the weights are determined, the weights are applied to the wheel 111W in any suitable manner, such as the methods described herein (e.g., by automated equipment or manually) (FIG. 27, block 1440).

[0349] Referring to FIGS. 28A and 28B, a tire balancer 129M6 is illustrated. The tire balancer 129M6 includes a remote motion detection module 1520 and a vibration inducing member 1530. The remote motion detection module 1520 may be substantially similar to the remote motion detection module 320 described herein and includes a mounting plate 1521 to which motion sensors 1522A, 1522B, 1522C are coupled. The motion sensors 1522A, 1522B, 1522C are substantially similar to the motion sensors 320A, 320B, 320C described herein. For example, each of the motion sensors 1522A, 1522B, 1522C may include a three-dimensional motion sensor configured to detect acceleration in at least one radial direction R (e.g., either X and Y) and the + / -Z direction.

[0350] The vibration inducing member 1530 includes a frame 1530F including an end effector mount 129MM for coupling the vibration inducing member 1530 to the robot arm 126. In other aspects, the vibration inducing member 1530 may be stationary / fixed at any suitable location of the tire changing station that induces vibration in the vibration inducing member 1530 to the wheel assembly 111 (see FIGS. 1B and 35). The vibration inducing member 1530 is any suitable actuator including a drive device 1530DM and an impinger 1530R (e.g., a hammer, rod, etc.). The drive device 1530DM is configured to effect a collision motion (one or more of a rotational motion and a linear motion) of the impinger 1530R against the wheel 111W (or tire 111T) to induce vibration in the wheel assembly 111. The impinger 1530R is configured to induce vibration in the wheel 111W without leaving a mark on the wheel (e.g., the portion of the impinger 1530R that impacts the wheel 111W includes a non-trace pad that interfaces with the wheel 111W).

[0351] When the wheel 111W collides with the impactor 1530R, the motion sensors 1522A, 1522B, and 1522C are communicatively coupled to the motion sensors 1522A, 1522B, and 1522C so that they sense the vibration of the wheel 111W and send signals embodying those vibrations to the controller 129CNT. When the tire assembly is balanced, the vibrations (e.g., frequencies) of the wheel 111W sensed by the different motion sensors 1522A, 1522B, and 1522C may be substantially similar. When the tire assembly is not balanced, the vibrations (e.g., frequencies) of the wheel 111W sensed by the different motion sensors 1522A, 1522B, and 1522C may be different. The controller 129CNT analyzes the different frequencies from the different motion sensors 1522A, 1522B, and 1522C and determines the amount and location of the weight applied to the wheel 111W to effect a balance adjustment of the wheel assembly 111 (and, for example, to make the vibration frequencies sensed by the different sensors 1522A, 1522B, and 1522C substantially the same).

[0352] Referring to FIGS. 28A, 28B, and 16, during operation, the tire balancer 129M6 and the wheel assembly 111 are positioned relative to each other (FIG. 29, block 1600). In one aspect, the robotic arm positions the tire balancer 129M6 relative to the wheel assembly 111 with the vehicle 110 on the lift 170, while in other aspects, the vehicle 110 is driven to a tire change station (such as those described herein) to position the wheel assembly 111 relative to the tire balancer 129M6, and while still in other aspects, the tire balancer may be a modular unit (e.g., a cart) positioned adjacent to the wheel assembly 111.

[0353] Controller 129 CNT operates drive device 153 ODM such that impactor 1530 R is driven to impact wheel 111 W (or tire 111 T) (FIG. 29, block 1610) to induce vibration of wheel assembly 111. Wheel balance metrics (e.g., vibration frequency) are obtained by motion sensors 1522 A, 1522 B, 1522 C by controller 129 CNT (FIG. 29, block 1620), and controller 129 CNT determines the amount of wheel weight and the position of wheel weight 3188 based on the detected vibration characteristics of wheel assembly 111 (FIG. 29, block 1630, see also FIGS. 44 A and 56 for example), resulting in balance adjustment of the wheel assembly. Wheel weight 3188 can be applied to wheel 111 W by any suitable method such as manually and / or by automation.

[0354] Referring to FIGS. 30A - 30C, a tire balancer 129M7 is illustrated. The tire balancer 129M7 includes a frame 310, a drive roller 300, a load force roller 305, and a drive motor, which are substantially similar to any one or more of the tire balancers 129M1, 129M2, 129M3, and 129M5. However, in this embodiment, one or more sensors for detecting the imbalance of the wheel assembly 111 are integrated into the wheel weight 1701. For example, each wheel weight 1701 includes an adhesive backing 1705 configured to adhere the wheel weight 1701 to the wheel 111W. The wheel weight 1701 also includes an inertial measurement unit 1702 integrally formed with the wheel weight 1701 such that the wheel weight 1701 itself detects both the radial acceleration R of the wheel assembly 111 (e.g., up - and - down vibration or "hop") and the positive axial acceleration +Z and negative axial acceleration -Z (e.g., lateral movement or "wobble"). The inertial measurement unit 1702 includes any suitable sensors for detecting radial and axial accelerations, where such sensors include, but are not limited to, accelerometers, gyroscopes, or any other suitable sensors, one or more of which may be micro - electro - mechanical system (MEMS) sensors.

[0355] The wheel weight 1701 includes a wireless transmitter 1703 configured to wirelessly communicate with the controller 129CNT via a wireless communication protocol / connection WCP. For example, the tire balancer 129M7 includes a receiver 1720 configured to receive radial and axial acceleration data and transmit the data to the controller 129CNT. The controller 129CNT is configured to determine the imbalance of each wheel assembly 111 based on the radial and axial acceleration data from the wheel weight 1701 and identify the change in the position and / or the amount of the weight(s) 1701 required to balance the wheel assembly 111.

[0356] Wireless transmitter 1703 can be the same as, for example, the TPMS sensor of an automobile to which the wheel assembly 111 is attached, and can be configured to communicate with the receiver 1720 via a wireless communication protocol / connection WCP having the same frequency. By the wheel weight 1701 communicating via the frequency and protocol of the TPMS sensor, the wheel weight 1701 is configured to send radial and axial acceleration data to the vehicle computer 110CNT (for example, during the operation of the automobile on a road or other surface), where the vehicle computer 110CNT determines the imbalance of each wheel assembly 111 based on the radial and axial acceleration data from the wheel weight 1701 and is configured to warn the vehicle operator of the imbalance via any suitable user interface 110U of the automobile 110. In other aspects, the transmitter 1703 of the wheel weight 1701 is configured to communicate with a smart device 1715 (such as a phone, tablet, etc.), where the imbalance detected for each wheel assembly 111 is communicated to the vehicle operator via the smart device 1715.

[0357] The tire balancer 129M7 was described above as having an end effector mount 129MM for connecting the tire balancer 129M7 to at least one robotic arm 126, but in other aspects, the tire balancer 129M7 can be a stand-alone floor unit 129M7S (see FIG. 30D), or the tire balancer 129M7 can be a component of a tire changing system 100, 100A (see FIGS. 1A, 1B and 35) in which the vehicle 110 is driven onto the tire balancer 129M5 (generally referred to as the tire balancer 129MS in FIGS. 1 and 35) within the alignment cell. For example, the tire balancer 129M7S includes a shaft 1777 to which the wheel 111W / wheel assembly 111 is connected. As described herein, a drive motor 1776 rotates the shaft 1777 (and the wheel 111W / wheel assembly 111) to effect balance adjustment of the wheel assembly 111.

[0358] During operation, referring also to FIGS. 30A - 30C and 31, at least one robot arm 126 positions the tire balancer 129M7 relative to the wheel assembly 111 or positions the wheel assembly 111 relative to the tire balancer 129M7 with the wheel assembly in place on the vehicle 110 (FIG. 31, block 1800). The drive roller 300 and the road force roller 305 (and in some aspects, dynamic balance rollers similar to those described herein) are moved radially by their respective motors (substantially similar to motors 720, 721 above) to engage (e.g., substantially contact) the tire 111T (FIG. 31, block 1810). The drive roller 300 is rotated by motor DM to rotate the wheel assembly (FIG. 31, block 820), and wheel balance metrics (e.g., one or more of radial run - out and lateral run - out) are obtained from the inertial measurement unit 1702 of each wheel weight 1701 applied to the wheel 111W (FIG. 31, block 1830).

[0359] The amount of weight connected to wheel 111W and the position of the weight connected to the wheel are determined by controller 129CNT in any suitable manner (such as a manner similar to the methods described herein) (FIG. 31, block 1840). If the position and weight determination results indicate that the wheel assembly has been balanced (for example, the wheel assembly 111 has been balanced as a result of the amount of weight and the position of wheel weight 1701), the balancing procedure ends and the wheel weight 1701 remains on wheel 111W (for example, here, in some embodiments, the wheel weight 1701 communicates with the automotive computer 110CNT as described herein to provide balance information of the wheel assembly to the user of the vehicle). In other embodiments, the wheel weight 1701 can be removed and replaced with a conventional wheel weight 3188 (see, for example, FIGS. 44A and 56) having the same mass and position as the wheel weight 1701 removed from wheel 111W. If the position and weight determination results indicate that the wheel assembly is not balanced, then, in any suitable manner (such as by a human operator or automation), based on the determination of weight and position (FIG. 31, block 1840), one or more of the rearrangement of wheel weight 1701, the increase in the amount of wheel weight 1701, and the decrease in the amount of wheel weight 1701 are effected. When the wheel weight is rearranged and / or the amount of the wheel weight is changed, blocks 1820-1850 are repeated until the position and weight determination indicates that the wheel assembly has been balanced.

[0360] Referring now to FIGS. 32A - 32C and 33, the high points of the radial runout of the tire 111 (referred to herein as high points) 1900 and the low points of the radial runout of the tire 111 (referred to herein as low points) 1901 can be determined before balancing the wheel assembly 111 in the manner described herein. For example, a portion of the tire balancer 129M8 that can be incorporated with any one or more of the tire balancers described herein is utilized (configured to determine using the controller 129CNT) to determine the high points 1900 and low points 1901 of the tire 111T and the wheel 111W, such that the respective high points 1900 and low points 1901 of the tire 111T and the wheel 111W are positioned relative to each other when the tire 111T is attached to the wheel 111W in a manner that can reduce / minimize the amount of weight added to the wheel assembly 111, resulting in balancing of the wheel assembly 111.

[0361] To determine the high point 190 of tire 111T, the tire 111T is mounted on a temporary wheel 111TW having a known (i.e., controlled / calibrated) diameter (Figure 33, block 2000). The temporary wheel 111TW is also balance adjusted so that rotation of the temporary wheel 111TW does not affect the determination of the high point 1900 of the tire while the tire 111T is mounted on the temporary wheel 111TW. The position of the high point of the tire 111T is determined as described below (Figure 33, block 2010). The determination of the position of the high point 1900 on the tire 111T can be effected outside the vehicle by any of the tire balancers 129M described herein (such as when the tire balancer is a stand-alone unit), but in other embodiments, the temporary wheel 111TW may be mounted on the vehicle 110 and at least one robotic arm 126 may position the tire balancer 129M to determine the high point 1900 of the tire in situ on the vehicle 110. The drive roller 300 and the load force roller 305 of the tire balancer 129M engage the tire 111T, the tire 111T is spun, and the radial runout is measured using any suitable sensor such as those described herein. The position of the tire 111T having the maximum runout (e.g., the maximum distance from the center TWC of the temporary wheel 111TW) is determined by the controller 129CNT as the high point 1900 of the tire. The high point 1900 is marked on the tire (e.g., with a sticker, marker, or any other suitable means) (Figure 33, block 2020) and the tire 111T is removed from the temporary wheel 111TW.

[0362] The low point 1901 of the wheel 111W can be determined with the wheel 111W in place on the vehicle 110 or with the wheel 111W removed from the vehicle 110. To determine the low point 1901 of the wheel 111W, the old tire (when changing the tire) is removed from the wheel 111W (FIG. 33, block 2030). Here, to determine the low point of the wheel 111W (FIG. 33, block 2040), a low point determination device 1950 is utilized. The low point determination device 1950 can be substantially similar to the tire balancer 129M. The low point determination device 1950 is connected to at least one robot arm 126 and thereby carried or can be a stand-alone unit. The low point determination device 1950 includes a drive roller 300 (driven by a drive motor DM) and a secondary roller 300S (such as a load force roller 305 or an idle (non-driven) roller 300D). The drive roller 300 and the secondary roller 300S are movably connected to the frame 310 in any suitable manner so as to be biased against the wheel 111W with the wheel 111W and the low point determination device 1950 positioned relative to each other to determine the low point of the wheel 111W. The low point determination device 1920 includes, for example, one or more deflection sensors 1970 for determining the deflection of one or more of the drive roller 300 and the secondary roller 300S relative to the frame 310 with the wheel rotating. The one or more deflection sensors 1970 send a signal embodying the amount of deflection of one or more of the drive roller 300 and the secondary roller 300S to the controller 129CNT, where the controller 129CNT is configured to determine the low point 1901 of the wheel 111W (e.g., the point on the wheel 111W at the minimum distance DLW from the center WWC of the wheel 111W) based on the deflection data from the one or more deflection sensors 1970. The low point 1901 of the wheel 111W can be marked in any suitable manner using a sticker, marker, etc. (FIG. 33, block 2050).

[0363] The determination of the low point 1901 and the high point 1900 can be made substantially simultaneously or in sequence. When the high point 1900 and the low point 1901 are determined, the tire 111T is attached to the wheel 111W in any suitable manner (automatically using the tire mounting / demounting tool 129E (an optical sensor can be utilized by the tool 129E to align the high and low points), or manually) such that the low point 1901 and the high point 1900 are aligned with each other as illustrated in FIG. 32B (FIG. 33, block 2060). The wheel assembly 111 is balance adjusted in the manner described herein (FIG. 33, block 2070), where the balance adjustment is effected by any one of the tire balancers 129M described herein.

[0364] Referring to FIGS. 34 and 35, aspects of the tire balancers 129M1 - 129M7 (generally exemplified as tire balancer 129MS, one or more of which may include a part of tire balancer 129M8) can be utilized with a roller system mounted on the floor, where two or more wheels of the vehicle 110 are placed on the roller system such that two or more wheel assemblies 111 of the vehicle 110 are balanced adjusted substantially simultaneously under simulated real - world conditions. For example, the tire changing system 100A (see also the tire changing system 100 in FIGS. 1A and 1B) includes roller assemblies 2200 (one for each wheel assembly 111 of the vehicle 110) mounted on the floor. Each roller assembly 2200 includes a drive roller 300 and a load force roller 305 in a manner similar to the methods described herein. The roller assemblies 2200 corresponding to the (one or more) axles (e.g., front and / or rear) of the vehicle 110 can be mounted on the slide 2100 such that the distance 2199 between the roller assemblies 2200 corresponding to different (one or more) axles of the vehicle 110 can be adjusted according to the wheelbase WLBS of the vehicle 110 (FIG. 36, block 2300). The slide 2100 can be connected to any suitable motor SLM under the control of the controller 129CNT and thereby driven to effect an adjustment of the distance 2199 according to the wheelbase WLBS of the vehicle 110. The vehicle 110 is driven onto the roller assemblies 2200 (FIG. 36, block 2310), and a remote / wireless sensing device (e.g., a remote motion detection module 320 using either the passive references 922A - 922C or the motion sensors 322A - 322C, and one of the wheel weights 1701) is attached to each wheel 111W (FIG. 36, block 2320). The drive roller 300 of each roller assembly 2200 drives / rotates the respective wheel assembly 111 (FIG. 36, block 2330) to reproduce actual / real - world driving conditions (e.g., the vehicle 110 traveling along a road), whereby the imbalance of two or more of the wheel assemblies is evaluated substantially simultaneously.Each of the roller assemblies 2200 includes a receiver for receiving sensor data from the remote motion detection module 320 and / or the wheel weights 1701. In other embodiments, sensor data from the remote motion detection module 320 and / or the wheel weights 1701 is sent to and received by the controller 129CNT. The controller 129CNT is configured to determine the amount and position of the wheel weights for each wheel assembly 111 based on the respective sensor data from each remote motion detection module 320 in the manner(s) described herein (FIG. 36, block 2340). The wheel weights 3188 (see, e.g., FIGS. 44A and 56) or the wheel weights 1701 are applied to and / or repositioned on the respective wheels 111W in the manner(s) described herein (FIG. 36, block 2350) to effect balance adjustment of each wheel assembly 111.

[0365] Referring to FIG. 35, the tire changing system 100A includes a tire changing cabinet 2370 adjacent to each roller assembly 2200. Each of the tire changing cabinets includes any suitable tire changing robot 2220 (such as the tire changing robot 120 described herein). The tire changing cabinet 2370 includes a tire changing position / location 2380 that is accessible via a door 2381, at which tire changing position, a human operator exchanges the old tire and the new tire using the respective tire changing robot 2220. For example, the vehicle 110 is driven onto the roller assembly 2200 (FIG. 36, block 2310). The lift 170 raises the vehicle 110 (FIG. 36, block 2360), and the old tire 111T is removed from the wheel 111W by the tire changing robot 2220 (FIG. 36, block 2370), while the wheel 111W remains in place on the vehicle 110. The tire changing robot 2220 places the old wheel at the tire changing position 2380. The human operator opens the door 2381, removes the old tire from the tire changing position, places the new tire at the tire changing position 2380, and closes the door 2381. The tire changing robot 2220 picks up the new tire from the tire changing position 2380 and attaches the new tire to the wheel 111W (FIG. 36, block 2380). The vehicle 110 is lowered onto the roller assembly 2200 (FIG. 36, block 2390), and the wheel assembly 111 is balanced in the manner(s) described herein.

[0366] Although the tire changing system 100A using a remote sensing device has been described, in other aspects, any of the tire balancers described herein may be utilized in the tire changing system 100A. It is also noted that since all four wheels of the tire changing system 100A are driven simultaneously, it facilitates the balancing of the tires of an all-wheel drive vehicle under simulated real-world driving conditions.

[0367] Referring to FIG. 37, a tire balancer (generally referred to as tire balancer 129M) described herein may include a belt-type load force tire drive mechanism 2400. For example, pulleys 2410, 2411 are attached to the frame 310 in any suitable manner. Pulley 2410 is a drive pulley that is rotationally driven by any suitable drive motor DM. Pulley 2411 is an idler pulley or a driven pulley. The endless / conveyor belt 2420 is wound around the pulley 2410 and is driven around the pulley by the driving rotation of the pulley 2410. The endless belt 2420 engages the pulleys 2410, 2411 in any suitable manner, such as a toothed engagement, so that slippage between the endless belt 2420 and the pulleys 2410, 2411 is minimized or substantially eliminated. A force sensor 2460 (such as a strain gauge) is coupled to the shaft of pulley 2411 (or the mount between pulley 2411 and frame 310) such that, for example, the force sensor 2460 measures the strain on the pulley shaft or mount with the belt 2420 deflected under the load of the wheel assembly. Here, due to the deflection of the belt 2420 (and the tension caused by the deflection), a force FRC is applied to the force sensor 2460.

[0368] The deflection amount 2499 of the belt 2420 changes as the wheel assembly 111 rotates due to the high and low points of the radial runout of the wheel assembly (for example, the maximum deflection / force determined by the force sensor 2460 indicates the high point of the wheel assembly, and the minimum deflection / force determined by the force sensor 2460 indicates the low point of the wheel assembly). The controller 129 CNT is configured to determine the high and low points of the wheel assembly 111 based on the sensor signal from the force sensor 2460. The angular positions of the high and low points with respect to the wheel assembly 111 (i.e., the positions where the high and low points are arranged along the circumference of the wheel assembly 111) can be determined using the controller 129 CNT by correlating the rotational position of the drive roller 2410 (determined by any suitable encoder / sensor and / or strain gauge data) with the rotational angle of the wheel assembly 111 of the tire 11T engaged with (e.g., substantially in contact with) the belt 2460.

[0369] Referring also to FIGS. 38A and 38B, it is noted that for each of the tire balancers 129MS, the belt-type load force tire drive mechanism 2400 (see, e.g., FIGS. 1A, 1B, and 35) can be coupled so as to be driven substantially simultaneously by a common motor CDM. By driving (e.g., four) tire balancers 129M using a common drive motor CDM, the four tire assemblies of an all-wheel drive vehicle are balanced adjusted substantially simultaneously. For example, the drive pulleys 2410 of the tire balancers 129M corresponding to the front wheels and / or rear wheels of the vehicle are coupled by drive shafts 2510, 2511 such that the common drive motor CDM drives the tire balancers 129M corresponding to both front wheels or both rear wheels. A drive system 2560 (e.g., a belt and pulley, a chain and sprocket, or other suitable drive system) couples the drive pulley 2410 of the tire balancer 129M corresponding to the front wheels of the vehicle to the drive pulley 2410 of the tire balancer 129M corresponding to the rear wheels of the vehicle. Here, the drive system 2560 couples the four drive pulleys 2410 to the common drive motor CDM such that the common drive motor CDM drives the belts 2420 of the four tire balancers 129M at substantially the same speed simultaneously.

[0370] Referring to FIGS. 39A-39C, the tire balancer 129M9 is described. The tire balancer 129M9 includes a frame 2605, at least one tension member 2620, and at least one force gauge 2610. The frame 2605 has any suitable shape (e.g., a channel shape, a U shape, etc.) and / or includes any suitable features (e.g., struts, rails, etc.) such that one end of at least one tension member 2620 is coupled to the frame 2605 substantially directly at or adjacent to one end of the frame 2605, and the other end of the at least one tension member is coupled to the frame 2605 at or adjacent to the other end of the frame 2605 by at least one force gauge 2610.

[0371] At least one tension member 2620 is any suitable tension member configured to engage the tire 111T. For example, the at least one tension member 2620 can be one or more of a belt, a cable, a thin strand or wire, a chain, etc. The at least one tension member 2620 has anti-friction characteristics (such as rollers, coatings, surface finishes, etc.) that produce a pulling / pushing force along the length of the at least one tension member 2620 (e.g., centered on the wheel hub of the vehicle 110) and result in a slip across or along the at least one tension member 2620 substantially without the spin of the tire 111T. Although five tension members 2620 are illustrated in FIG. 39A, in other embodiments, the number of tension members 2620 can be more or less than five.

[0372] At least one force gauge 2610 is communicatively coupled to the controller 129CNT (e.g., by a wired or wireless connection / protocol WCP) to transmit a signal embodying the force detected by the at least one force gauge 2610 to the controller 129CNT. The at least one force gauge 2610 is any suitable force gauge, such as a strain gauge, a cable tension transducer, or any other suitable load cell, configured to detect / measure a change in the tension of the at least one tension member 2620. Here, a force gauge 2610 is provided for each of the tension members 2620, but in other embodiments, one force gauge 2610 may be coupled to more than one tension member 2620.

[0373] In one aspect, the frame 2605 includes an end effector mount 129MM configured to couple the tire balancer 129M9 to the robotic arm 126, while in other aspects, the frame 2605 is coupled to the linear slide 2650, and in still other aspects, it may be stationary and fixed to the floor (such as any tire changing station described herein). With the tire balancer 129M9 coupled to the robotic arm 126, the robotic arm 126 positions the tire balancer 129M9 relative to the wheel assembly such that the tire seats against at least one tension member 2620 to record any suitable predetermined tension / force on at least one force gauge 2610 (e.g., preloading the wheel assembly 111 on at least one tension member 2620). The wheel assembly 111 is rotated / spun relative to at least one tension member 2620 (by any suitable drive roller such as those described herein that can be attached to the frame 2605 or by any suitable method), and as the wheel rotates / spins about the wheel hub of the vehicle 110 and relative to at least one tension member 2620, deflection of at least one tension member 2620 (e.g., a change in tension detected by at least one force gauge 2610) occurs due to the high and low points of the wheel assembly and / or imbalance of the wheel assembly. At least one force gauge 2610 sends a tension detection signal to the controller 129CNT, where the controller is configured to determine the positions where high, low, and imbalance points exist on the tire. The positions where high, low, and imbalance points exist on the tire are such that the controller 129CNT can utilize sensor signals from the drive roller 300 and the force gauge 2610 via sensors / encoders disposed on the drive roller 300 (and / or drive roller drive) to determine, for example, the position of the wheel assembly 111 and the amount of imbalance, and the force gauge 2610 signal can be timed.

[0374] The wheel assembly 111 can be rotated relative to the tension member 2620 by one or more of: fixing and holding the frame 2605 and rotating / spinning the wheel assembly 111 about the wheel hub of the vehicle 110 in the direction 2678 (e.g., by a drive roller 300 or any suitable means), and moving the frame 2605 in the direction 2677 such that the tension member 2620 causes rotation of the wheel assembly 111 in the direction 2678, at least in part (e.g., alone or in combination with the drive roller 300).

[0375] Where the frame 2605 is moved, the robotic arm 126 or the linear slide 2650 can move the frame 2605 in the direction 2677 such that the tension member 2620, which is in substantial contact with the tire 111T / preloaded by the tire 111T, rotates the tire in the direction 2678. The frame 2605 and at least one tension member 2620 have any suitable length 2666 such that when the frame 2605 is moved in the direction 2677, the at least one tension member 2620 has a length sufficient to cause at least one full rotation of the wheel assembly 111 about the axis of rotation of the wheel assembly 111 (such as the wheel hub of the vehicle 110).

[0376] If frame 2605 remains stationary and wheel assembly 111 is rotated in direction 2678, at least one tension member 2620 can include any suitable friction reduction / anti-friction characteristics such as those described above. As a further example, at least one tension member 2620 can have a hollow core and surface perforations through which a lubricant (e.g., water or other friction reducing fluid) is flowed (e.g., pumped) to reduce the friction between at least one tension member 2620 and tire 111T. In other aspects, a roller 2698 can be connected to at least one tension member 2620 (see FIG. 39C), where the roller has a non-rotating portion 2697 (e.g., connected to at least one tension member 2620) and a roller portion 2699 rotatably connected to the non-rotating portion 2697. Tire 111T contacts the roller portion 2699 with wheel assembly 111 engaged with at least one tension member 2620. In still other aspects, for example, when at least one tension member 2620 is a chain (see FIG. 39D), a chain roller 2691 can have a diameter such that the roller protrudes over a chain link to contact the tire 111T and reduce the friction between at least one tension member 2620 and tire 111T.

[0377] Referring to FIG. 39B, when the frame 2605 is fixed to the floor of a tire changing system (such as those described herein) at a predetermined position, the vehicle 110 can be driven onto at least one tension member 2620. The wheel assembly 111 is rotated relative to at least one tension member 2620 by a drive roller 300 or any other suitable means. Here, the drive roller 300 (and the load force roller 305) is moved in the direction 2636 so that the tire 111T remains in contact with at least one tension member 2620 to maintain a predetermined tension against at least one force gauge 2610 and can contact the tire 111T. In other embodiments, at least one tension member 2620 is positioned relative to the vertically fixed drive roller 300 and load force roller 305 such that when the vehicle 110 is driven onto the drive roller 300 and the load force roller 305, the tire 111T deflects at least one tension member 2620 to provide a predetermined tension against at least one force gauge 2610 while the wheel assembly 111 is supported by the drive roller 300 and the load force roller 305. In yet other embodiments, at least one tension member 2620 provides a load force (e.g., instead of the load force roller 305) such that the wheel assembly 111 (and the vehicle 110) is supported by at least one tension member 2620 and the drive roller 300. The friction between the tire 111T and at least one tension member 2620 can be reduced in the above manner.

[0378] Referring to FIGS. 40A - 40C, the tire balancer 129M10 is described. The tire balancer 129M10 can be called an orbital scan balancer that scans the wheel assembly 111 (or a part thereof, e.g., the tire 111 and / or the wheel 111W) electromagnetically or ultrasonically to detect abnormalities within the wheel assembly 111 (e.g., belt slippage in the tire, foreign objects trapped in the tire, defects in the tire pressure monitoring system sensor, wheel damage, etc.). The balance adjustment of the wheel assembly can also be brought about by any suitable image analysis programmed into the controller 129CNT, where the images / videos captured by the acoustic sensor and / or electromagnetic sensor are analyzed to determine the radial run - out and / or lateral run - out of the tire assembly 111.

[0379] In a method similar to the above - described method, the tire balancer 129M10 can be incorporated into any one of the tire changing systems 100, 100A. For example, the tire balancer 129M10 includes a frame 310 that includes a drive roller 300 (or in other embodiments, a belt as described with respect to FIGS. 37 and 38A - 38B) in a method similar to the above - described method. A load force roller 305 can also be provided on the frame, thereby bringing about a load force balance adjustment of the wheel assembly 111 (supplemental to the balance adjustment of the wheel assembly 111 by orbital scan).

[0380] One or more electromagnetic sensors and / or acoustic sensors 2710 are coupled to, integrated with, or otherwise attached to the frame 310 in any suitable manner such that the frame and the one or more electromagnetic sensors and / or acoustic sensors 2710 are carried by the robotic arm 126 via the end effector mount 129MM, or in other embodiments, the one or more electromagnetic sensors and / or acoustic sensors 2710 are fixed at a predetermined position within the tire changing systems 100, 100A, or still in other embodiments, the one or more electromagnetic sensors and / or acoustic sensors 2710 are carried by the robotic arm 126 via the end effector mount 129MM so as to move relative to the fixed frame 310 and the wheel assembly 111. The one or more electromagnetic sensors and / or acoustic sensors 2710 include, but are not limited to, ultrasonic sensors / transducers, X-ray scanners, computed tomography scanners, three-dimensional millimeter wave imaging scanners, three-dimensional imagers, or one or more of any other suitable sensors configured to provide abnormal detection and balance adjustment of the wheel assembly 111. For example, the abnormalities can include an increase or decrease in the thickness of the tire wall / tread (e.g., compared to other regions of the tire wall / tread), an increase or decrease in the belt density of the tire, chips / shaves of the wheel, etc. The controller 129CNT is programmed with the material properties of the tire 111T and the wheel 111W and, in a state where the size (e.g., volume) and position of the abnormality are determined from the orbital scan, the controller 129CNT is configured to determine the mass of the abnormality (e.g., mass contradiction / vacancy or increase in mass). Based on the mass contradiction, the controller 129CNT can indicate the placement of a wheel weight 3188 (see, e.g., FIGS. 44A and 56) having substantially the same mass as the mass contradiction disposed on the wheel 111W at or adjacent to the location of the mass contradiction. Based on the increase in mass, the controller 129CNT can indicate the placement of a wheel weight 3188 having substantially the same mass as the increased mass disposed on the wheel 111W at a position opposite to the location of the increased mass.The wobble of the wheel assembly 111 (e.g., in the Z direction) can be determined by the controller 129CNT based on the three-dimensional distance sensing inherent in one or more electromagnetic sensors and / or acoustic sensors 2710.

[0381] As described above, in some aspects, the frame 310 has the robot arm 126 position the tire balancer 129M10 relative to the wheel assembly 111 while the wheel assembly is in place on the vehicle 110 in a manner similar to the methods described herein, including an end effector mount 129MM that couples the tire balancer 129M10 to the robot arm 126. In other aspects, however, the frame 310 of the tire balancer 129M10 is fixedly attached as part of the tire changing system 100 with one or more electromagnetic sensors and / or acoustic sensors 2710 being carried by the robot arm 126 (see FIG. 1B, where the frame 310 and drive roller 300 of the tire balancer 129M10 are generally illustrated as the tire balancer 129MS). In yet other aspects, both the frame 310 and one or more electromagnetic sensors and / or acoustic sensors 2710 are fixedly attached as part of the tire changing system 100A (see FIG. 35).

[0382] During operation, the tire balancer 129M10 is positioned relative to the wheel assembly 111, or vice versa (Figure 41, block 2800). Positioning the wheel assembly 111 relative to the tire balancer 129M10 involves positioning one or more electromagnetic sensors and / or acoustic sensors 2710 relative to the wheel assembly 111, or vice versa, and (when the sensor field of view is configured to image the entire wheel assembly 111, or when one or more electromagnetic sensors and / or acoustic sensors 2710 include a sensor array 2710RA having a composite field of view for imaging the entire wheel assembly 111, etc.) substantially entirely imaging the wheel assembly 111, or positioning the wheel assembly 111 relative to the tire balancer 129M10 involves positioning one or more electromagnetic sensors and / or acoustic sensors 2710 relative to the wheel assembly 111, or vice versa, and imaging at least a portion thereof (when the tire rotates about the wheel hub, each part of the wheel assembly 111 is sequentially imaged by one or more electromagnetic sensors and / or acoustic sensors 2710 to capture an overall composite image of the wheel assembly 111). In some embodiments, for example, a robotic arm 126 to which the tire balancer 129M10 is coupled positions the tire balancer 129M10 relative to the wheel assembly 111. In other embodiments, a robotic arm 126 to which one or more electromagnetic sensors and / or acoustic sensors 2710 are coupled positions one or more electromagnetic sensors and / or acoustic sensors 2710 relative to the wheel assembly 111. In other embodiments, the vehicle 110 is driven into the tire changing system 100A to position the wheel assembly 111 relative to one or more electromagnetic sensors and / or acoustic sensors 2710 of the tire balancer 129M10.When one or more of the electromagnetic sensor and / or the acoustic wave sensor 2710 are utilized, the electromagnetic sensor and / or the acoustic wave sensor 2710 can be positioned with respect to the wheel assembly 111 in a manner substantially similar to the method illustrated in FIGS. 26A - 26C with respect to sensors 1310, 1320, 1321 or within any other suitable sensor array 2710RA.

[0383] The controller 129CNT effects a scan of the wheel assembly 111, the wheel 111W, and / or the tire 111T using one or more electromagnetic sensors and / or acoustic wave sensors 2710 (FIG. 41, block 2810). It is noted that the vehicle 110 is positioned on the lift 170 such that the wheel assembly 111 is unloaded when one or more electromagnetic sensors and / or acoustic wave sensors 2710 scan the wheel assembly 111 so that the load on the wheel does not affect the track scan and anomaly detection. The controller 129CNT is configured to detect one or more of the above-described anomalies via analysis of the scanned images of the wheel assembly 111, the wheel 111W, and / or the tire 111T and includes any suitable non-transitory image analysis algorithm. An exemplary scanned image 2770 of the tire 111T is provided in FIG. 40B, while an exemplary scanned image 2780 of the wheel 111W is provided in FIG. 40C. Anomaly detection can be effected with the wheel assembly 111 rotationally fixed.

[0384] When the wheel assembly 111 is rotated to provide an overall scan of the wheel assembly 111 (such as when only a portion of the wheel assembly is within the field of view of...

Claims

1. A method for adjusting the balance of a tire wheel assembly of a vehicle, wherein the vehicle has a wheel hub, the tire wheel assembly is removablely mountable to the wheel hub, the tire wheel assembly has a pivot axis, and is rotatable about the pivot axis, and the method A step of performing a first rotation test on the tire wheel assembly, wherein the first rotation test is performed A sub-step that brings about a first at least one rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a first imbalance state of the vehicle using one or more sensors during the first at least one rotation of the tire wheel assembly, wherein the first imbalance state indicates a first static imbalance and a first dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a first imbalance signal in accordance with the measured first imbalance state of the vehicle; A sub-step involves processing the first imbalance signal to determine the magnitude and direction of the first static imbalance and the first dynamic imbalance of the tire wheel assembly, Processes including, The steps include determining one or more positions on the tire wheel assembly for mounting one or more tire balance weights, and the weight of each of the one or more tire balance weights mounted at the one or more positions, in order to at least partially offset the magnitude and direction of each of the first static imbalance and the first dynamic imbalance of the tire wheel assembly, The steps include: attaching one or more tire balance weights to one or more positions on the tire wheel assembly; Methods that include...

2. The tire wheel assembly is located in one of a plurality of stationary angular positions when stationary, and the method A step of detecting the stationary angular position of the tire wheel assembly, A step of rotating the tire wheel assembly to at least a first resting angular position, wherein the first resting angular position corresponds to one of the one or more positions on the tire wheel assembly for attaching the one or more tire balance weights, The method according to claim 1, further comprising:

3. The method according to claim 2, wherein the one or more sensors include at least one visual sensor, and the step of detecting the stationary angular position of the tire wheel assembly includes optically imaging at least a portion of the tire wheel assembly using the at least one visual sensor.

4. The method described above, The process further includes the step of placing at least one of the one or more sensors on the vehicle, The sub-step for measuring the first imbalance state includes measuring the first imbalance state using at least one of the one or more sensors arranged on the vehicle. The method according to claim 1.

5. The vehicle includes a suspension, The step of placing at least one of the one or more sensors on the vehicle includes attaching at least one of the one or more sensors to at least one of the tire wheel assembly and the suspension, The sub-step for measuring the first imbalance state includes measuring the first imbalance state using at least one of the one or more sensors attached to at least one of the tire wheel assembly and the suspension, The method according to claim 4.

6. The method described above, A step of attaching a gantry system to the tire wheel assembly, further comprising the step of attaching at least one of the one or more sensors to the gantry system. The sub-step for measuring the first imbalance state includes measuring the first imbalance state using at least one of the one or more sensors attached to the gantry system. The method according to claim 1.

7. The method according to claim 1, wherein a sub-step that results in the first at least one rotation of the tire wheel assembly about its axis of rotation is to rotate the tire wheel assembly at a certain angular velocity, and the first imbalance state is measured while the angular velocity of the tire wheel assembly is either constant or non-constant.

8. A sub-step that brings about the first at least one rotation of the tire wheel assembly about its axis of rotation, wherein the tire wheel assembly is rotated at a certain angular velocity, A sub-step that brings about the first at least one rotation of the tire wheel assembly about its axis of rotation includes a sub-sub-step that reduces the angular velocity of the tire wheel assembly as it rotates about its axis of rotation from a first angular velocity to a second angular velocity smaller than the first angular velocity, The sub-step for measuring the first imbalance state includes measuring the first imbalance state while the angular velocity of the tire wheel assembly is decreasing from the first angular velocity to the second angular velocity. The method according to claim 1.

9. A method for adjusting the balance of a tire wheel assembly of a vehicle according to Claim 1, wherein the method is: A step of performing a second rotation test on the tire wheel assembly after the step of attaching one or more tire balance weights to one or more positions on the tire wheel assembly, wherein the second rotation test is performed A sub-step that brings about a second at least one rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a second imbalance state of the vehicle using one or more sensors during the second at least one rotation of the tire wheel assembly, wherein the second imbalance state indicates a second static imbalance and a second dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a second imbalance signal in accordance with the measured second imbalance state of the vehicle; A sub-step involves processing the second imbalance signal to determine the magnitude of the second static imbalance and the second dynamic imbalance of the tire wheel assembly, Processes including, A step of determining whether the magnitude of each of the second static imbalance and the second dynamic imbalance of the tire wheel assembly is less than or equal to at least one magnitude threshold, Methods that further include this.

10. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 9, wherein the method is: Depending on whether the magnitude of at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly is greater than the at least one magnitude threshold, The sub-step for processing the second imbalance signal includes a sub-sub-step for processing the second imbalance signal to determine the respective directions of the second static imbalance and the second dynamic imbalance of the tire wheel assembly, and further (a) to (d): (a) to readjust the position of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to readjusted positions at the one or more positions on the tire wheel assembly, change the weight of the one or more tire balance weights to a different weight, or remove the one or more tire wheel weights and replace the removed one or more tire wheel weights with one or more replacement tire wheel weights; (b) Re-adjusting the position and weight of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to re-adjusted positions and different weights at the one or more positions on the tire wheel assembly in order to at least partially offset the magnitude and direction of each of the second static imbalance and the second dynamic imbalance of the tire wheel assembly; (c) Removing one or more of the one or more tire balance weights attached to the tire wheel assembly in order to at least partially offset the magnitude and direction of at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly; or (d) determining one or more additional positions on the tire wheel assembly for mounting one or more additional tire balance weights to the one or more positions, and the weight of each of the one or more additional tire balance weights to be mounted at the one or more additional positions, in order to at least partially offset the magnitude and direction of each of the second static imbalance and the second dynamic imbalance of the tire wheel assembly; and mounting the one or more additional tire balance weights to the one or more additional positions on the tire wheel assembly; A process that involves either of the following, A step in which a third rotation test is performed on the tire wheel assembly after any of steps (a) to (d), wherein the third rotation test is A sub-step that brings about at least one third rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a third imbalance state of the vehicle using one or more sensors during at least one third rotation of the tire wheel assembly, wherein the third imbalance state indicates a third static imbalance and a third dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a third imbalance signal in accordance with the measured third imbalance state of the vehicle; A sub-step involves processing the third imbalance signal to determine the magnitude of the third static imbalance and the third dynamic imbalance of the tire wheel assembly, Processes including, A step of determining whether the magnitude of each of the third static imbalance and the third dynamic imbalance of the tire wheel assembly is less than or equal to the at least one magnitude threshold, Methods that further include this.

11. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 9, A method comprising a sub-step for processing the second imbalance signal, the sub-sub-step for processing the second imbalance signal to determine the respective directions of the second static imbalance and the second dynamic imbalance of the tire wheel assembly.

12. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 11, wherein the method is: Depending on whether the magnitude of at least one of the most recently determined static imbalances and most recently determined dynamic imbalances of the tire wheel assembly is greater than the at least one magnitude threshold, the following (a) to (d): (a) to readjust the position of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to readjusted positions at the one or more positions on the tire wheel assembly, change the weight of the one or more tire balance weights to a different weight, or remove the one or more tire wheel weights and replace the removed one or more tire wheel weights with one or more replacement tire wheel weights; (b) Re-adjusting the position and weight of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to re-adjusted positions and different weights at the one or more positions on the tire wheel assembly in order to at least partially offset the magnitude and direction of at least one of the most recently determined static imbalances and most recently determined dynamic imbalances of the tire wheel assembly; (c) Removing one or more of the one or more tire balance weights attached to the tire wheel assembly in order to at least partially offset the magnitude and direction of at least one of the most recently determined static imbalances and most recently determined dynamic imbalances of the tire wheel assembly; or (d) determining one or more additional positions on the tire wheel assembly for mounting one or more additional tire balance weights to the one or more positions, and the weight of each of the one or more additional tire balance weights to be mounted at the one or more additional positions, in order to at least partially offset the magnitude and direction of each of the most recently determined static imbalance and most recently determined dynamic imbalance of the tire wheel assembly; and mounting the one or more additional tire balance weights to the one or more additional positions on the tire wheel assembly; A process that involves either of the following, A step in which a subsequent rotation test is performed on the tire wheel assembly after any of steps (a) to (d), wherein the subsequent rotation test is A sub-step that brings about at least one subsequent rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring the subsequent imbalance state of the vehicle using one or more sensors during the subsequent at least one rotation of the tire wheel assembly, wherein the subsequent imbalance state indicates a subsequent static imbalance and a subsequent dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a subsequent imbalance signal according to the measured subsequent imbalance state of the vehicle; A sub-step involves processing the subsequent imbalance signal to determine the magnitude and direction of the subsequent static imbalance and subsequent dynamic imbalance of the tire wheel assembly, Processes including, A step of determining whether the magnitude of each of the subsequent static imbalances and subsequent dynamic imbalances of the tire wheel assembly is less than or equal to the at least one magnitude threshold, The process of repeating each of the above defined steps until the magnitude of each of the subsequent static imbalances and subsequent dynamic imbalances of the tire wheel assembly is less than or equal to the at least one magnitude threshold, Methods that further include this.

13. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 12, The aforementioned tire wheel assembly is capable of rotating at a certain angular velocity about its axis of rotation. The first imbalance state is measured while the angular velocity of the tire wheel assembly is constant, non-constant, increasing, and decreasing. The second imbalance state is measured while the angular velocity of the tire wheel assembly is constant, non-constant, increasing, and decreasing. The subsequent imbalance is measured while the angular velocity of the tire wheel assembly is constant, non-constant, increasing, or decreasing. method.

14. The method according to claim 1, wherein a sub-step of measuring a first imbalance state of the vehicle using one or more sensors during the first at least one rotation of the tire wheel assembly includes a sub-sub-step of measuring a change in the position of the tire wheel assembly.

15. The method according to claim 14, wherein the one or more sensors include at least one visual sensor, and a sub-sub-step for measuring a change in the position of the tire wheel assembly includes optically imaging at least a portion of the tire wheel assembly using the at least one visual sensor.

16. The method according to claim 14, wherein the sub-step of measuring the first imbalance state of the vehicle using one or more sensors includes a sub-sub-step of measuring a change in the position of the rotation axis of the tire wheel assembly.

17. The method according to claim 1, wherein a sub-step of measuring the first imbalance state of the vehicle using one or more sensors during the first at least one rotation of the tire wheel assembly includes measuring one or more of the vehicle's speed, acceleration, displacement, vibration, and motion.

18. When the tire wheel assembly is stationary, it is located in one of a plurality of stationary angular positions, The method described above is A step of detecting the stationary angular position of the tire wheel assembly, The process involves marking one or more of the aforementioned positions on the tire wheel assembly in order to attach the one or more tire balance weights to the marked positions, The method according to claim 1, further comprising:

19. The method according to claim 18, wherein the marking is a sign that is projected onto the tire wheel assembly and superimposed on the tire wheel assembly, one or more of the above.

20. A method for detecting imbalance in a tire wheel assembly of a vehicle, wherein the vehicle has a wheel hub, the tire wheel assembly is removablely mountable to the wheel hub, the tire wheel assembly has a pivot axis, and is rotatable about the pivot axis, and the method A step of performing at least one rotation test on the tire wheel assembly, wherein the at least one rotation test is A sub-step that causes at least one rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring the imbalance state of the vehicle using one or more sensors, wherein the imbalance state indicates static and dynamic imbalance of the tire wheel assembly, and the one or more sensors generate an imbalance signal according to the measured imbalance state, A sub-step involves processing the imbalance signal to determine the magnitude of at least the static imbalance and the dynamic imbalance of the tire wheel assembly, Processes including, A step of determining whether the magnitude of each of the static imbalances and dynamic imbalances of the tire wheel assembly is less than or equal to at least one magnitude threshold, Methods that include...

21. The method according to claim 20, further comprising a sub-step of processing the imbalance signal to process the imbalance signal to determine the respective directions of the static imbalance and the dynamic imbalance of the tire wheel assembly.

22. The method according to claim 21, wherein the step of determining whether the magnitude of each of the static imbalances and dynamic imbalances of the tire wheel assembly is less than or equal to the at least one magnitude threshold further includes determining whether the direction of each of the static imbalances and dynamic imbalances of the tire wheel assembly is less than or equal to the at least one direction threshold.

23. A method for adjusting the balance of a tire wheel assembly of a vehicle, wherein the vehicle has a wheel hub, the tire wheel assembly is removablely mountable to the wheel hub, the tire wheel assembly has a pivot axis, and is rotatable about the pivot axis, and the method A step of performing a first rotation test on the tire wheel assembly, wherein the first rotation test is performed A sub-step that brings about a first at least one rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a first imbalance state of the vehicle using one or more sensors during the first at least one rotation of the tire wheel assembly, wherein the first imbalance state indicates at least one of a first static imbalance and a first dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a first imbalance signal in accordance with the measured first imbalance state of the vehicle; To provide a first comparison of the first imbalance signal, a sub-step is performed to process the first imbalance signal and compare the first imbalance signal with one or more known imbalance signals stored in an imbalance signal database, Processes including, A step of determining one or more positions on the tire wheel assembly for mounting one or more tire balance weights, and the respective weights of the one or more tire balance weights to be mounted at one or more positions, based on a first comparison between the first imbalance signal and the one or more known imbalance signals, in order to at least partially offset one of the first static imbalance and the first dynamic imbalance of the tire wheel assembly, The steps include: attaching one or more tire balance weights to one or more positions on the tire wheel assembly; Methods that include...

24. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 23, wherein the method is A step of performing a second rotation test on the tire wheel assembly after the step of attaching one or more tire balance weights to one or more positions on the tire wheel assembly, wherein the second rotation test is performed A sub-step that brings about a second at least one rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a second imbalance state of the vehicle using one or more sensors during the second at least one rotation of the tire wheel assembly, wherein the second imbalance state indicates at least one of a second static imbalance and a second dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a second imbalance signal in accordance with the measured second imbalance state of the vehicle; To provide a second comparison of the second imbalance signal, a sub-step is performed to process the second imbalance signal and compare the second imbalance signal with one or more known imbalance signals stored in the imbalance signal database, Processes including Methods that further include this.

25. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 24, wherein the method is: After processing the second imbalance signal and comparing the second imbalance signal with one or more known imbalance signals stored in the imbalance signal database, the following (a) to (d): (a) in order to at least partially offset at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly, readjust the position of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to a readjusted position at the one or more positions on the tire wheel assembly, change the weight of the one or more tire balance weights to a different weight, or remove the one or more tire wheel weights and replace the removed one or more tire wheel weights with one or more replacement tire wheel weights; (b) In order to at least partially offset at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly, readjust the position and weight of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to readjusted positions and different weights at the one or more positions on the tire wheel assembly, based on the second comparison of the second imbalance signal with the one or more known imbalance signals; (c) Removing one or more of the one or more tire balance weights attached to the tire wheel assembly based on the second comparison of the second imbalance signal with the one or more known imbalance signals, in order to at least partially offset at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly; or (d) To at least partially offset at least one of the second static imbalance and the second dynamic imbalance of the tire wheel assembly, based on the second comparison of the second imbalance signal with the one or more known imbalance signals, one or more additional positions on the one or more positions on the tire wheel assembly for mounting one or more additional tire balance weights to the one or more additional positions, and the weight of each of the one or more additional tire balance weights to be mounted at the one or more additional positions, and to mount the one or more additional tire balance weights to the one or more additional positions on the tire wheel assembly; A process that involves either of the following, A step in which a third rotation test is performed on the tire wheel assembly after any of steps (a) to (d), wherein the third rotation test is A sub-step that brings about at least one third rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring a third imbalance state of the vehicle using one or more sensors during at least one third rotation of the tire wheel assembly, wherein the third imbalance state indicates a third static imbalance and a third dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a third imbalance signal in accordance with the measured third imbalance state of the vehicle; A sub-step of processing the third imbalance signal and comparing the third imbalance signal with one or more known imbalance signals stored in the imbalance signal database, Processes including, Methods that further include this.

26. A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 24, wherein the method is: After processing the most recently generated unbalanced signal and comparing the most recently generated unbalanced signal with one or more known unbalanced signals stored in the unbalanced signal database, the following (a) to (d): (a) Based on a comparison of the most recently generated imbalance signal with the one or more known imbalance signals, readjust the position of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to the readjusted positions at the one or more positions on the tire wheel assembly, change the weight of the one or more tire balance weights to a different weight, or remove the one or more tire wheel weights and replace the removed one or more tire wheel weights with one or more replacement tire wheel weights; (b) Based on a comparison of the most recently generated imbalance signal with the one or more known imbalance signals, readjust the position and weight of the one or more tire balance weights mounted at the one or more positions on the tire wheel assembly to the readjusted position and different weight of the one or more positions on the tire wheel assembly; (c) Based on a comparison of the most recently generated imbalance signal with the one or more known imbalance signals, remove one or more of the one or more tire balance weights attached to the tire wheel assembly; or (d) Based on a comparison of the most recently generated imbalance signal with the one or more known imbalance signals, determine one or more additional positions on the tire wheel assembly for attaching one or more additional tire balance weights to the one or more additional tire balance weights, and the respective weights of the one or more additional tire balance weights to be attached to the one or more additional positions; A process that involves either of the following, A step in which a subsequent rotation test is performed on the tire wheel assembly after any of steps (a) to (d), wherein the subsequent rotation test is A sub-step that brings about at least one subsequent rotation of the tire wheel assembly about its axis of rotation while the tire wheel assembly is attached to the wheel hub, A sub-step comprising measuring the subsequent imbalance state of the vehicle using one or more sensors during the subsequent at least one rotation of the tire wheel assembly, wherein the subsequent imbalance state indicates at least one of subsequent static imbalance and subsequent dynamic imbalance of the tire wheel assembly, and the one or more sensors generate a subsequent imbalance signal in accordance with the measured subsequent imbalance state of the vehicle, A sub-step involves processing the subsequent unbalanced signal and comparing the subsequent unbalanced signal with one or more known unbalanced signals stored in the unbalanced signal database, Processes including, Methods that further include this.

27. ​​A method for adjusting the balance of a tire wheel assembly of a vehicle according to claim 26, wherein the method is: Repeat each of the steps described in claim 26 until the subsequent unbalanced signal substantially matches one or more of the acceptable known unbalanced signals stored in the unbalanced signal database. Methods that further include this.

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