초록 ▼

The many embodiments of the present invention comprise a device to simulate first order and higher-order tire non-uniformity forces. Some embodiments may comprise a wheel adapter adapted to attach to a vehicle wheel, rotate in a first rotational direction, and to couple to a gearbox; a weight retain

The many embodiments of the present invention comprise a device to simulate first order and higher-order tire non-uniformity forces. Some embodiments may comprise a wheel adapter adapted to attach to a vehicle wheel, rotate in a first rotational direction, and to couple to a gearbox; a weight retaining member adapted to be coupled to the gearbox, wherein the gearbox is adapted to rotate the weight retaining member in a second rotational direction or at a second rotational speed in the first and second rotational directions; and a rotation restriction member adapted to attach to the gearbox and to restrict the gearbox from rotating. Other devices and methods are also claimed and described.

대표청구항 ▼

We claim: 1. A device to simulate first order tire non-uniformity forces comprising: a gearbox comprising an input shaft to receive rotational energy from a vehicle wheel and a plurality of gears to transfer the rotational energy to an output shaft; a wheel adapter to attach to a vehicle wheel, rot

We claim: 1. A device to simulate first order tire non-uniformity forces comprising: a gearbox comprising an input shaft to receive rotational energy from a vehicle wheel and a plurality of gears to transfer the rotational energy to an output shaft; a wheel adapter to attach to a vehicle wheel, rotate in a first rotational direction, and to couple to the input shaft; a weight retaining member adapted to couple to the output shaft, wherein the gearbox is adapted to rotate the weight retaining member in a second rotational direction; and a rotation restriction member to attach to the gearbox to restrict the gearbox from rotating. 2. The device of claim 1 further comprising a first weight coupled to the weight retaining member and a second weight adapted to couple to a vehicle wheel, wherein the first weight and second weight rotate in opposite directions. 3. The device of claim 1 wherein the input shaft and output shaft are cylindrically shaped and the output shaft is coaxially aligned around the input shaft. 4. The device of claim 1 wherein the gearbox is adapted to rotate the weight retaining member at approximately the same rotational velocity as a vehicle wheel. 5. The device of claim 1 further comprising a disk coupled to the output shaft, the disk comprising a periphery and a plurality of spaced apart slots around the periphery, wherein the weight retaining member is adapted to be secured to the slots such that rotational energy is transferred from the output shaft to the weight retaining member. 6. The device of claim 1 wherein the weight retaining member comprises an elongated bar having a predetermined length and two ends, and defining a hole at each of the ends. 7. The device of claim 6 wherein the holes at each end of the bar have a center and the distance between the hole centers is approximately equal to one-half of the diameter of a vehicle wheel. 8. The device of claim 6 wherein at least one of the holes is adapted to hold a weight weighing approximately one-half ounce to approximately three ounces. 9. The device of claim 1 wherein the second weight weighs approximately one to approximately four ounces. 10. The device of claim 1 wherein the rotation restriction member comprises a yoke coupled to a bar, wherein the yoke is adapted to attach to the gearbox and the bar is adapted to attach to a fixed object to restrict the gearbox from rotating. 11. The device of claim 1 wherein the first rotational direction is opposite the second rotational direction. 12. A device to simulate high order tire non-uniformity forces comprising: a wheel adapter to receive an input rotational direction and an input rotational velocity from a vehicle wheel; a housing comprising an input shaft, first and second gearboxes, and first and second disks, wherein the first gearbox is adapted to rotate the first disk in the first rotational direction at a first rotational speed, the second gearbox is adapted to rotate the second disk in a second rotational direction at a second rotational speed, and wherein the input shaft is adapted to couple to the wheel adapter; and a rotation restriction member adapted to attach to the housing to restrict the gearboxes from rotating. 13. The device of claim 12 wherein the input shaft is adapted to couple the wheel adapter to the gearboxes such that the input rotational speed and rotational direction are provided to the two gearboxes. 14. The device of claim 12 further comprising a first cylindrically shaped output shaft and a second cylindrically shaped output shaft coaxially aligned around the input shaft. 15. The device of claim 12, wherein the housing further comprises a first output shaft to couple the first gearbox to the first disk. 16. The device of claim 12, wherein the housing further comprises a second output shaft to couple the second gearbox to the second disk. 17. The device of claim 12 wherein the two disks comprise a plurality of weight retaining slots to hold at least one weight. 18. The device of claim 12 wherein the gearboxes are configured to rotate the disks at different rotational speeds. 19. The device of claim 12 wherein the gearboxes are configured to rotate the disks at speeds higher than the input rotational speed. 20. The device of claim 12, wherein the first rotational direction is opposite to the second rotational direction. 21. The device of claim 12, wherein the first and second rotational speeds are approximately the same. 22. The device of claim 12, wherein the first and second weight approximately one-half ounce to three ounces. 23. A method of simulating first order tire non-uniformity forces comprising: positioning a first and second weight to rotate relative to a vehicle wheel; rotating the first weight in a first rotational direction at a first rotational speed and rotating the second weight in a second rotational direction at a second rotational speed; determining a resultant excitation force caused by the rotating weights; and determining at least one of steering wheel movements and seat track movements caused by the resultant excitation force. 24. The method of claim 23 further comprising calculating a first excitation force in response to the rotation of the first weight and a second excitation force in response to the rotation of the second weight. 25. The method of claim 24 further comprising calculating the resultant excitation force based on the first and second excitation forces. 26. The method of claim 23 further comprising coupling the first weight to the vehicle wheel. 27. The method of claim 23 further comprising coupling the second weight to a weight retaining member, wherein the weight retaining member is adapted to rotate the second weight relative to a vehicle wheel. 28. The method of claim 23 further comprising coupling a gearbox to a vehicle wheel, wherein the gearbox comprises an input shaft and an output shaft, and is adapted to transfer the rotational energy of a vehicle wheel from the input shaft to the output shaft. 29. The method of claim 23 further comprising rotating one of the weights in the same direction as the wheel rotational direction and rotating the other weight in a direction opposite to the wheel rotational direction. 30. The method of claim 23 further comprising varying the position of the weights to vary the resultant excitation force caused by the rotating weights. 31. The method of claim 23 further comprising varying the masses of the weights to vary the resultant excitation force caused by the rotating weights. 32. The method of claim 23 further comprising coupling a gearbox to a vehicle wheel, wherein the gearbox is adapted to rotate the second weight in the second rotational direction at the second rotational speed. 33. A method of simulating high order tire non-uniformity forces comprising: positioning a first and a second weight to rotate relative to a vehicle wheel, wherein a vehicle wheel is adapted to rotate in a wheel rotational direction at a wheel rotational speed; rotating the first weight in a first rotational direction at a first rotational speed; rotating the second weight in a second rotational direction at a second rotational speed; determining a resultant excitation force caused by the rotating weights; and determining at least one of steering wheel movements and seat track movements caused by the resultant excitation force. 34. The method of claim 33 further comprising calculating a first excitation force in response to the rotation of the first weight and a second excitation force in response to the rotation of the second weight. 35. The method of claim 34 further comprising calculating the resultant excitation force based on the first and second excitation forces. 36. The method of claim 33 further comprising coupling the first weight to a disk, wherein the disk is adapted to rotate relative to a vehicle wheel. 37. The method of claim 33 further comprising coupling the second weight to a disk, wherein the disk is adapted to rotate relative to a vehicle wheel. 38. The method of claim 33 further comprising rotating the first and second weights faster than a vehicle wheel rotational speed. 39. The method of claim 33 further comprising rotating the first weight and second weight at different speeds. 40. The method of claim 33 further comprising rotating the first weight in a wheel rotational direction. 41. The method of claim 33 further comprising rotating the second weight in a rotational direction different from the wheel rotational direction. 42. The method of claim 33 further comprising rotating the first weight and second weight in different rotational directions. 43. The method of claim 33 further comprising varying the position of the first and second weights. 44. The method of claim 33 further comprising varying the masses of the first and second weights. 45. The method of claim 33 further comprising coupling two gearboxes to a vehicle wheel, wherein the gearboxes are adapted to rotate the first weight and the second weight in opposite rotational directions and rotate the first weight and the second weight at the same rotational speed.