1 MW Dynamometer

  Green wheel loader on a 1MW dynamometer © MSE  

The five-motor dynamometer installed in the MSE test center (formerly ITC) enables investigation of vehicles, power trains and assemblies up to a maximum power of 1 MW. The test bed also enables various drive configurations to be trialed (as shown below).

The achievable braking torques in 4WD operating mode are 50 kNm per wheel. The five electric motors and the reduction gear are variably mounted on an 800-ton sprung foundation with a clamping area of 8 m x 14 m.


Key data of the test bed:

  • Maximum power up to 1,000 kW
  • Input torque up to 5,300 Nm, direct drive
  • Input speeds up to 3,800 rpm
  • Braking torques up to 4 x 50 kNm with gearbox or 4 x 3,300 Nm direct drive
  • Maximum speed on the brake side 4,050 rpm
  • Interconnecting two machines in in-line operation provides a braking power of 1,200 kW

This test bed makes a contribution towards improving the energy efficiency and availability of heavy drivetrains. Above all this includes investigation of dynamically loaded, heavy-duty drivetrains with input/output torques of more than 3 kNm, for example in off-highway vehicles, commercial vehicles, industrial technology (e.g. wind turbines), and in railway vehicles.

The Off-Highway department uses the test bed for investigating drivetrain components, complete drivetrains, and complete vehicles with their own engine-powered drive.

Investigations into drivetrain prototypes can even be conducted at an early stage in the development process due to its design as modular dynamometer. Direct coupling of load units to the test specimen enables the introduction of a high dynamic loads as well as accurate drivetrain performance and efficiency measurements.

  1-axle test bed (2WD), 2-axle test bed (4WD), in-line operation © MSE Test setup: testing of an entire vehicle

The test specimens can be measured both at quasi-stationary operating points and under transient load profiles. In the road load simulation operating mode, the driving resistances occurring in real use scenarios are calculated from vehicle and system parameters stored in a simulation model within the test bed control system and applied to the drivetrain. Superimposed torque control ensures that no unwanted tension can arise in the drivetrain. Both push and pull operation as well as cornering can be realized.

The speed and torgue values can alternatively be taken directly from a vehicle simulation or measurement data can be read in from field tests.