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Apply driver gas/brake inputs along with longitudinal and vertical excitation at each spinning tire patch of a vehicle with an active drive train on straight roads to study suspension-to-body vibration behavior or occupant ride comfort. The dynamic version of this system can replicate sustained high accel/decel powertrain loads along with highly dynamic synthetic or road longitudinal vibration inputs with high precision and repeatability.
Flat-Trac moving belts accommodate spinning tires to create real-world vehicle-to-road interface
Full-featured programming environment enables replication of all scenarios within a vehicle’s operational design domain
Lab-based solution shifts functional verification forward in development to streamline final proving ground validation
Advanced hybrid simulation techniques extend comfort roadway utility into the early stages of vehicle design
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Units |
Comfort Roadway |
Dynamic Comfort Roadway |
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Tire Input Assembly - Vertical |
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Maximum Vertical Displacement |
± mm |
50 |
50 |
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Maximum Vertical Velocity |
± m/sec |
2 |
2 |
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Maximum Peak Vertical Acceleration |
g |
20 |
20 |
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Operation Frequency |
Hz |
0.1-50 |
0.1-50 |
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Tire Input Assembly - Longitudinal |
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Maximum Belt Speed |
k/h |
0.5-180 |
0.5-180 |
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Maximum Transient Peak Input Power / Tire |
kW |
29 |
280 |
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Maximum Longitudinal Acceleration |
g |
N/A |
8 |
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Inertia Simulation (~1800 kg Vehicle) |
g |
~0.15 (accel/decel) |
~0.4 (accel) to 0.9 (decel) |
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Maximum belt steady state longitudinal force capacity |
kN |
N/A |
~6 / 3.7 (braking/driving) |
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Maximum Longitudinal Frequency |
Hz |
N/A |
40 |
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Motor |
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Internal |
External |
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Tire Input Assembly - Lateral |
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Lateral Force Reaction |
N |
1250 |
1250 |
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XY Positioning |
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Vehicle Trackwidth Range |
mm |
1200-2100 |
1200-2100 |
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Vehicle Wheelbase Range |
mm |
2000– 3800 |
2000– 3800 |
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3-Link Strut Restraint |
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Restraint Axes |
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Lateral, Longitudinal, Yaw |
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Free Axes |
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Vertical, Pitch, and Roll |
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Restraint Load Capacity (each link) |
kN |
20.0 |
20.0 |
