Apply driver and longitudinal inputs within a repeatable and controlled environment to evaluate the efficiency, performance and durability characteristics of a vehicle drive train while operating on a straight, smooth road. Data generated by this system can be used for meeting WLTP (Worldwide-harmonized Light Vehicle Test Procedures) requirements as well as powertrain tuning for traditional ICE or EV applications.
MTS Flat-Trac moving belt technology accommodates spinning tires to create a high-fidelity, real-world vehicle-to-road interface.
Accurate / Repeatable Results
Provides the vehicle-to-road interface accuracy needed to discern extremely fine changes in rolling loss from one design iteration to the next
Efficient Operation
Far more accommodating of high-throughput testing requirements than conventional roller dyno solutions
Versatile
Accommodates any vehicle by varying track width, wheelbase, type of positioning, power density and bearing type
Technical Overview
System User Interface
System Control Room
System Controller
Dynamometer Roadway (Dyno) System Corner (x4)
Trackwidth & Wheelbase Positioning system
Utility Distribution System
Pit Cover Assembly (Option)
3-link Restraint System
Chiller System
Air Bearing Supply System
Motor Drive Cabinet
Units
Specification
Tire Input Assembly - Longitudinal
Maximum Belt Speed
kph
0.5-150
Maximum Transient Peak Input Power / Tire (per axle)
kW
150
Maximum belt steady state longitudinal force capacity (tire patch)
N
3000
Maximum Belt Speed at Full Reaction Force
kph
85
Maximum Vehicle Weight
kg
2000
Motor
External
Tire Input Assembly - Lateral
Lateral Force Reaction
N
1250
XY Positioning
Vehicle Trackwidth Range
mm
1290-1565
Vehicle Wheelbase Range
mm
1900-2860
13-Link Strut Restraint
Restraint Axes
Lateral, Longitudinal, Yaw
Free Axes
Vertical, Pitch, and Roll
Restraint Load Capacity (each link)
kN
20.0
The longitudinal restraint portion of the 3-Link Restraint is adjustable with either soft and rigid mounting. The soft mounting allows limited body motion during accelerations and decelerations to allow the driver to sense tuning results of the vehicle control unit. Range of motion of the longitudinal restraint is limited by the air bearing range in the tire input assemblies.
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