MTS SWIFT 50 User Manual

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SWIFT® 50 GLP Sensor Product Information

Spinning Wheel Integrated Force Transducer For Medium and Heavy Trucks

100-162-722 E

Trademark information MTS, SWIFT, T estStar, TestWare, MTS Remote Parameter Control, and RPC are

registered trademarks of MTS Systems Corporation within the United States. These trademarks may be protected in other countries.

All other trademarks or service marks are property of their respective owners.

Proprietary information Software use and license is governed by MTS’s End User License Agreement

which defines all rights retained by MTS and granted to the End User. All Software is proprietary, confidential, and owned by MTS Systems Corporation and cannot be copied, reproduced, disassembled, decompiled, reverse engineered, or distributed without express written consent of MTS.

Software validation and

verification

Publication information

MTS software is developed using established quality practices in accordance with the requirements detailed in the ISO 9001 quality standards. Because MTSauthored software is delivered in binary format, it is not user accessible. This software will not change over time. Many releases are written to be backwards compatible, creating another form of verification.

The status and validity of MTS’s operating software is also checked during system verification and routine calibration of MTS hardware. These controlled calibration processes compare the final test results after statistical analysis against the predicted response of the calibration standards. With these established methods, MTS assures its customers that MTS products meet MTS’s exacting quality standards when initially installed and will continue to perform as intended over time.

Manual Part Number Publication Date

100-162-722 A March 2006 100-162-722 B April 2006 100-162-722 C January 2007 100-162-722 D January 2009 100-162-722 E June 2012

Contents

Technical Support 5

How to Get Technical Support 5 Before You Contact MTS 5 If You Contact MTS by Phone 7 Problem Submittal Form in MTS Manuals 8

Preface 9

Before You Begin 9

Conventions 10

Documentation Conventions 10

Hardware Overview 13

Overview 14 Spinning Applications (Track or Road) 16 Non-spinning Applications (Laboratory) 17 Construction 18

Design Features 21 Coordinate System 22 Specifications 24 Calibration 26 Interfacing with RPC 27

Installation 29

Hazard Icons 30 Road and Track Vehicles 31

Attaching SWIFT Components to the Vehicle 36

Attaching SWIFT and Wheel Assembly to the Vehicle 40

Attaching SWIFT Components to the Fixturing 48

Analyzing SWIFT Data 53

The Data 54

SWIFT 50 GLP Sensors

Fx Data (Longitudinal Force) 55 Fz Data (Vertical Force) 57 Mx Data (Overturning Moment) 58 My Data (Brake Moment) 61 Acceleration and Braking Events Example 63 Slalom Curve Driving Example 65

Maintenance 67

Transducer 68 Cables 69

Troubleshooting 71

Assembly Drawings 83

Cable Drawings 84 SWIFT 50 GLP Mechanical Drawings 95

SWIFT 50 GLP Sensors

Technical Support

How to Get Technical Support

Start with your

manuals

Technical support

methods

The manuals supplied by MTS provide most of the information you need to use and maintain your equipment. If your equipment includes software, look for online help and README files that contain additional product inform ation.

If you cannot find answers to your technical questions from these sources, you can use the Internet, e-mail, telephone, or fax to contact MTS for assistance.

MTS provides a full range of support services after your system is installed. If you have any questions about a system or product, contact Technical Support in one of the following ways.

www.mts.com The web site provides access to our technical support staff by means of an online

form:

www.mts.com > Contact MTS > Service & Technical Support button

E-mail tech.support@mts.com

Telephone MTS Call Center 800-328-2255

Weekdays 7:00 A.M. to 5:00 P.M., Central Time

Fax 952-937-4515

Please include “Technical Support” in the subject line.

Outside the U.S. For technical support outside the United States, contact your local sales and

service office. For a list of worldwide sales and service locations and contact information, use the Global MTS link at the MTS web site:

www.mts.com > Global MTS > (choose your region in the right-hand column) > (choose the location closest to you)

Before You Contact MTS

MTS can help you more efficiently if you have the following information available when you contact us for support.

Know your site

number and system

number

SWIFT 50 GLP Sensors Technical Support

The site number contains your company number and identifies your equipment type (such as material testing or simulation). The number is typically written on a label on your equipment before the system leaves MTS. If you do not know your MTS site number, contact your sales engineer.

Example site number: 571167

When you have more than one MTS system, the system job number identifies your system. You can find your job number in your order pape rwork.

Example system number: US1.42460

Know information from

prior technical

If you have contacted MTS about this problem before, we can recall your file based on the:

assistance

• MTS notification number

• Name of the person who helped you

Identify the problem Describe the problem and know the answers to the following questions:

• How long and how often has the problem occurred?

• Can you reproduce the problem?

• Were any hardware or software changes made to the system before the

problem started?

• What are the equipment model numbers?

• What is the controller model (if applicable)?

• What is the system configuration?

Know relevant

computer information

Know relevant

software information

For a computer problem, have the following information available:

• Manufacturer’s name and model number

• Operating software type and service patch information

• Amount of system memory

• Amount of free space on the hard drive where the application resides

• Current status of hard-drive fragmentation

• Connection status to a corporate network

For software application problems, have the following information available:

• The software application’s name, version number, build number, and (if

available) software patch number. This information can typically be found in the About selection in the Help menu.

• The names of other applications on your computer, such as:

– Anti-virus software – Screen savers – Keyboard enhancers – Print spoolers

Technical Support

– Messaging applications

SWIFT 50 GLP Sensors

If You Contact MTS by Phone

A Call Center agent registers your call before connecting you with a technical support specialist. The agent asks you for your:

• Site number

• Name

• Company name

• Company address

• Phone number where you can be reached

If your issue has a notification number, please provide that number. A new issue will be assigned a unique notification number.

Identify system type To enable the Call Center agent to connect you with the most qualified technical

support specialist available, identify your system as one of the following types:

• Electromechanical material test system

• Hydromechanical material test system

• Vehicle test system

• Vehicle component test system

Be prepared to

troubleshoot

Write down relevant

information

After you call MTS logs and tracks all calls to ensure that you receive assistance for your

• Aero test system

Prepare to perform troubleshooting while on the phone:

• Call from a telephone close to the system so that you can implement

suggestions made over the phone.

• Have the original operating and application software media available.

• If you are not familiar with all aspects of the equipment operation, have an

experienced user nearby to assist you.

In case Technical Support must call you:

• Verify the notification number.

• Record the name of the person who helped you.

• Write down any specific instructions.

problem or request. If you have questions about the status of your problem or have additional information to report, please contact Technical Support again and provide your original notification number.

SWIFT 50 GLP Sensors Technical Support

Problem Submittal Form in MTS Manuals

Use the Problem Submittal Form to communicate problems with your software, hardware, manuals, or service that are not resolved to your satisfaction through the technical support process. The form includes check boxes that allow you to indicate the urgency of your problem and your expectation of an acceptable response time. We guarantee a timely respon se—your feedback is important to us.

Access the Problem Submittal Form:

• In the back of many MTS manuals (postage paid form to be mailed to MTS)

• www.mts.com > Contact Us > Problem Submittal Form button (electronic

form to be e-mailed to MTS)

Technical Support

SWIFT 50 GLP Sensors

Before You Begin

Preface

Before You Begin

Safety first! Before you use your MTS product or system, read and understand the Safety

manual and any other safety information provided with your system. Improper installation, operation, or maintenance can result in hazardous conditions that can cause severe personal injury or death, or damage to your equipment and specimen. Again, read and understand the safety information provided with your system before you continue. It is very important that you remain aware of hazards that apply to your system.

Other MTS manuals In addition to this manual, you may receive additional manuals in paper or

electronic form. You may also receive an MTS System Documentation CD. It contains an

electronic copy of the manuals that pertain to your test system, such as:

• Hydraulic and mechanical component manuals

• Assembly drawings

• Parts lists

• Operation manual

• Preventive maintenance manual

Controller and application software manuals are typically included on the software CD distribution disc(s).

Model 505G2.60 - 505G2.180 SilentFlo™ HPU Preface

Conventions

DANGER

WARNING

CAUTION

Conventions

Documentation Conventions

The following paragraphs describe some of the conventions that are used in your MTS manuals.

Hazard conventions Hazard notices may be embedded in this manual. These notices contain safety

information that is specific to the activity to be performed. Hazard notices immediately precede the step or procedure that may lead to an associated hazard. Read all hazard notices carefully and follow all directions and recommendations. Three different levels of hazard notices may appear in your manuals. Following are examples of all three levels.

Note For general safety information, see the safety information provided with

your system.

Danger notices indicate the presence of a hazard with a high level of risk which, if ignored, will result in death, severe personal injury, or substantial property damage.

Warning notices indicate the presence of a hazard with a medium level of risk which, if ignored, can result in death, severe personal injury, or substantial property damage.

Caution notices indicate the presence of a hazard with a low level of risk which, if ignored, could cause moderate or minor personal injury or equipment damage, or could endanger test integrity.

Notes Notes provide additional information about operating your system or highlight

easily overlooked items. For example:

Note Resources that are put back on the hardware lists show up at the end of

the list.

Special terms The first occurrence of special terms is shown in italics.

Illustrations Illustrations appear in this manual to clarify text. They are examples only and do

Electronic manual

conventions

Preface

not necessarily represent your actual system configuration, test application, or software.

This manual is available as an electronic document in the Portable Document File (PDF) format. It can be viewed on any computer that has Adobe Acrobat Reader installed.

Model 505G2.60 - 505G2.180 SilentFlo™ HPU

Documentation Conventions

Hypertext links The electronic document has many hypertext links displayed in a blue font. All

blue words in the body text, along with all contents entries and index page numbers, are hypertext links. When you click a hypertext link, the application jumps to the corresponding topic.

Model 505G2.60 - 505G2.180 SilentFlo™ HPU Preface

Documentation Conventions

Preface

Model 505G2.60 - 505G2.180 SilentFlo™ HPU

Hardware Overview

Contents Overview 14

Spinning Applications (Track or Road) 16 Non-spinning Applications (Laboratory) 17 Construction 18

Design Features 21 Coordinate System 22 Specifications 24 Calibration 26 Interfacing with RPC 27

SWIFT 50 GLP Sensors Hardware Overview

Overview

Data

S50-001

Track or Road

Laboratory Simulation

WARNING

Overview

The MTS Spinning Wheel Integrated Force Transducer (SWIFT®) sensor is a light-weight, easy-to-use transducer that enables you to conduct faster, less expensive data acquisition and road simulation testing.

The transducer is designed for use on the test track and public roads, as well as, in the test laboratory. It attaches to the test vehicle or an MTS Series 329 Road Simulator using an adapter and a modified wheel rim.

You can achieve excellent data correlation using the same transducer and vehicle on the test track or public road and on a road simulator. It is available in various sizes and materials to fit various vehicle and loading requirements.

Parts Replacement,

Disassembly, and Care

Driving a vehicle with SWIFT sensors mounted on it will change the handling characteristics of the vehicle.

Driving a vehicle configured in this way on public roads can pose unexpected dangers to pedestrians and other vehicle traffic.

Only authorized, licensed drivers, who are experienced driving a vehicle with SWIFT sensors mounted on it, should be allowed to operate the vehicle on public roads. Drive the vehicle with the SWIFT sensor attached on closed courses only until you have proper experience.

The SWIFT sensor assembly, Transducer Interface box, and the accessory components have no user serviceable parts. These components should not be disassembled other than as outlined in “Troubleshooting” beginning on page 71.

Hardware Overview

SWIFT 50 GLP Sensors

Overview

CAUTION

Do not disassemble the SWIFT sensor, Transducer Interface (TI) electronics, and accessory components.

The SWIFT sensor, TI electronics, and accessory components are not intended to be disassembled, other than as outlined in “Troubleshooting”.

Disassembling or tampering with these components may result in damage to the sensor, loss of watertight seal, and voiding of the warranty.

• The sensor assembly should be returned to MTS annually for recalibration

and inspection.

• Clean the sensor assembly after each use, as described in Maintenance

beginning on page 67, especially if it is exposed to corrosive or abrasive material, such as salt or sand.

• Read and follow all warnings and cautions affixed to the transducer and in

this manual especially those warnings and cautions that deal with installation, use, inspection and maintenance of the transducer.

The SWIFT sensor

assembly should not:

• Be bumped into hard surfaces or objects while driving the vehicle.

• Be driven through grass or brush that is taller than the bottom edge of the

sensor.

• Be exposed to loads that exceed the full scale calibrated ranges, as listed in

“Specifications” on page 24.

• Be used if the integrity of the sealed cover has been compromised or the

warning labels removed.

• Be used if the sensor assembly shows indications of damage (such as dents,

bent slip ring bracket arms, a bent anti-rotate assembly, etc.).

• Be used if any part of the assembly has been modified without explicit,

written authorization from MTS.

SWIFT 50 GLP Sensors Hardware Overview

Spinning Applications (Track or Road)

Customer Supplied

Power Supply

Customer Supplied

Data Recorder

Transducer Interface

(TI)

Transducer Signals

Output

Signals

S50-002

Spinning Applications (Track or Road)

The SWIFT sensor can be used for road load data acquisition (RLDA) applications:

• Durability

• Noise, Vibration and Harshness (NVH)

• Ride and Handling

• Tire Performance

The transducer is durable enough to withstand harsh road testing and data acquisition environments. The transducer is splash resistant and suitable for use in conditions where the test vehicle will encounter occasional standing or running water, or will be exposed to precipitation. However, it should not be submerged.

In a typical spinning application, the transducer is mounted on a modified rim of a tire on a test vehicle, as shown in the following figure. The Transducer Interface (TI), customer supplied power supply, and data recorder can be located inside the vehicle or in the trunk.

Note For track applications, the power supply is usually the vehicle’s power

system or an auxiliary battery.

Spinning Application (Track or Road)

Hardware Overview

SWIFT 50 GLP Sensors

Non-spinning Applications (Laboratory)

Power Supply (with 4

connections)

Customer-Supplied

Test Control System

Transducer Interface

(TI)

Transducer Signals

Output

Signals

PC Communication

S50-003

Non-spinning Applications (Laboratory)

The SWIFT sensor can be fully integrated into the simulation process, since it is an optimal feedback transducer for use with MTS Remote Parameter Control

) software. The transducer takes data at points where fixturing inputs are

(RPC located rather than at traditional instrumentation points along the vehicle’s suspension. Using the SWIFT sensor saves you instrumentation time, and fewer iterations are required to achieve good simulation accuracy.

Measuring spindle loads allows engineers to generate generic road profiles. Generic road profiles are portable across various vehicle models, do not require new test track load measurements for each vehicle, and eliminate additional RLDA tasks.

Four of the six loads measured by the transducer directly correlate to the MTS Model 329 Road Simulator inputs: vertical force, longitudinal force, lateral force, and braking input.

The same transducers used to collect road data can be mounted directly in the wheel adapters of the MTS Model 329 Road Simulator. For durability testing, a titanium SWIFT sensor can be used for iterations within the RPC process. The titanium SWIFT sensor should then be removed for the durability cycles, to preserve its fatigue life. It can be replaced by an adapter plate, available from MTS, to duplicate the mass and center of gravity of the actual SWIFT sensor. If a SWIFT sensor is to be used during full durabilit y tests, we suggest using the stainless steel model, which has a higher fatigue rating.

In a typical non-spinning application, a SWIFT sensor is mounted on a road simulation test fixture, as shown in the following figure.

Non-spinning Application (Laboratory Simulation)

SWIFT 50 GLP Sensors Hardware Overview

Construction

Slip Ring

Bracket

(with encoder)

Lug Nuts and

Shim Washers (10)

Spindle Adapter

Spacer

Transducer

Modified

Wheel Rim

(front wheel)

S50-008

Spacer-to-Transducer

Fasteners

Rim-to-Transducer

Assembly Fasteners

Construction

The SWIFT sensor has one-piece construction for outstanding fatigue life, low hysteresis, and high stiffness. Its compact package has a minimal effect on inertia calculations, and a minimal dynamic effect on the test vehicle.

The transducer can be used for developing conventional durability tests on the MTS Model 329 Road Simulator. Normally, the transducer is replaced with an equivalent wheel adapter after the simulation drive signals are developed and prior to the start of the test.

The SWIFT sensor includes several mechanical and electrical components.

Transducer The transducer attaches directly to a modified wheel rim. On the test track

vehicle, it spins with the wheel. It does not spin on a road simulator. The transducer is available in two materials: titanium, for spinning applications, where the priority is light weight, and stainless steel, for non-spinning applications, where the priority is maximum load capacity and durability.

The transducer’s unibody design means there are no multiple parts welded or screwed together.

The transducer has four beams with strain gages that measure six orthogonal outputs:

Fx—longitudinal force Fy—lateral force Fz—vertical force Mx—overturning moment My—acceleration and brake torque Mz—steering moment

It has onboard conditioning and amplifiers to improve the signal-to-noise ratio.

Hardware Overview

SWIFT 50 GLP Sensors

Construction

Dual Rim Configuration Front Rim Configuration

Slip Ring

Anti-Rotate

Assembly

Anti-Rotate

Assembly

SWIFT 50

Transducer

SWIFT 50

Transducer

Tire Tire

Tire

Spindle

Adapter

Spacer

Spindle

Adapter

Spacer

Anti-Rotate

Mounting Bracket

(customer supplied)

Anti-Rotate

Mounting Bracket

(customer supplied)

Slip-Ring

Bracket

Slip Ring

Bracket

Transducer

Interface

Cable

Transducer

Interface

Cable

S50-004a

Slip-Ring

Extension

Bracket

(Component configuration is typical. Your specific configuration might vary slightly.)

Spindle adapter spacer The spindle adapter spacer attaches to the inner diameter of the transducer,

allowing you to place it at the original position of the spindle face of the vehicle. The spindle adapter spacer enables you to maintain the original position of the tire on the vehicle (the tire will not protrude from the vehicle) while the transducer is attached to the vehicle. In addition, the spindle adapter spacer helps minimize brake heat from being transferred to the transducer.

Components Set Up for Test Track

Slip-ring bracket The slip-ring bracket is used to attach the slip ring to the transducer. It has

internal wiring that provides excitation power to the strain gage bridges and brings signals out from the transducer to the slip ring.

Encoder An encoder measures the angular position of the transducer. The SWIFT sensor

uses an optical encoder, integrated into the slip ring assembly, that counts off “ticks” to measure the angular position as the wheel rotates. It measures 2048 (512 plus quadrature) points per revolution (ppr) with a resolution of 0.18

Slip ring The slip ring allows you to output the transducer bridge signals and angular

SWIFT 50 GLP Sensors Hardware Overview

Anti-rotate device The anti-rotate device is attached to the slip ring and the vehicle’ s suspension (or

degrees and an accuracy of 0.18 degrees.

position to the TI. A transducer data cable attaches from the slip ring to the back panel of the TI. The slip ring is not used for non-spinning applications.

other non-rotating point). It is able to move up and down with the vehicle. Its primary function is to provide a fixed reference point for the optical encoder. Its secondary function is to prevent the cable from rotating with the wheel and becoming tangled or breaking.

Construction

The anti-rotate device is mainly used for road data collection. Although it can also be used for short periods of time on a road simulator. MTS does not recommend this use. Due to the extreme fatigue loading characteristics of durability testing on road simulators, we suggest that you either remove the slip ring assembly before installing the vehicle on a road simulator, or use it only for iteration passes, then promptly remove it.

The anti-rotate device should be configured such that no loading occurs to the slip ring throughout all loading and suspension travel. This means that when you attach the anti-rotate device to the vehicle, you must consider all possible motion of the suspension. The anti-rotate device should not bump against the wheel well at any time; any jarring of the anti-rotate arm will damage the slip ring. For steering axles, the anti-rotate bracket must be mounted to part of the unsprung suspension that steers with the tire, such as the brake caliper. For additional antirotate device mounting recommendations, refer to the Anti-Rotate Customer/ User Assembly drawing at the back of this manual.

Transducer Interface

(TI)

Additional

components

The TI conditions the power supply, and uses previously stored calibration values to convert the eight bridge outputs and the encoder signal to six non-rotating analog outputs (Fx, Fy, Fz, Mx, My, Mz) plus an angle output. The force and moment outputs have a value of 10 V full scale, unless a different full-scale output is requested by a customer. The angle output is a 0–5 V sawtooth output.

Additional components that are supplied with your SWIFT sensor include shunt and transducer data cables, TI power cable, a SWIFT Transducer Interface Utilities CD or disk, and the calibration file. MTS can also provide a 12 V DC or 24 V DC power converter for use in the test laboratory.

Hardware Overview

SWIFT 50 GLP Sensors

Design Features

Flexure isolation The SWIFT sensor has a very stiff outer ring and flexured beam isolation which

render it relatively insensitive to stiffness variations in matings with rims and road simulator fixtures.

Flexure isolation minimizes thermal expansion stresses. With flexure isolation, if the inner hub experiences thermal expansion the beams are allowed to expand out, resulting in lower compressive stress on the beams.

Thermal stability The entire sensor is machined from a solid, specially forged billet of high

strength stainless steel or titanium. The absence of bolted joints permits an efficient transfer of heat across the sensor structure, minimizing temperature differentials in the gaged area.

As mentioned earlier, flexure isolation allows thermal expansion with minimal stresses.

The transducer is designed to accommodate the high temperature environments that occur during severe driving and braking events. Individual temperature compensation of each strain gage bridge minimize temperature induced variations in accuracy. Since minimal electronics reside on the SWIFT sensor, it can easily tolerate high temperatures. The temperature rating for the SWIFT sensor is 125° C (257° F) at the spindle hub.

Construction

Temperature compensation is done on each bridge for better performance in transient or non-uniform temperature occurrences.

Low hysteresis The SWIFT sensor has very low hysteresis, since the sensing structure is

constructed with no bolted joints. Micro slippage in bolted joints contributes most of the hysteresis in highly stressed structures. Hysteresis errors due to micro-slip at joints can contribute to unresolvable compounding errors in coordinate transformation of the rotating sensor.

Low noise The SWIFT sensor uses a slip ring rather than telemetry for the transducer output

signals. On-board amplification of the transducer bridges minimizes any slip ring noise contribution.

Low cross talk The advanced design of the SWIFT sensor means that it has very low cross talk.

The alignment of the sensing element is precision machined. This alignment is critical to achieving minimum cross talk error between axes and minimum errors in coordinate transformation (from a rotating to a non rotating coordinate system). Any small amount of cross talk present is compensated by the TI.

Velocity information Angular output is available from the TI when it is used in the spinning mode with

the encoder. This angular output can be used to calculate wheel velocity. The mini TI can have an analog output configured to be proportional to angular velocity.

In non-spinning applications, accelerometers can be integrated into the transducer connector housing. However, the SWIFT conditioning circuitry does not support accelerometers; external conditioners must be used. Contact MTS for additional information.

SWIFT 50 GLP Sensors Hardware Overview

Coordinate System

Transducer

Interface

Output signals

±10 Volts

Angular

Position

Bridge

Outputs

S50-010

+Fz

+Mz

+Fx

+Fy

S50-009

Forces Acting on Rim-side of Transducer

Hub Adapter

Mounting Side

Rim Flange

Mounting Side

+Mx

+My

Coordinate System

In the transducer, independent strain gage bridges measure forces and moments about three orthogonal axes. The signals are amplified to reduce the signal-tonoise ratio. An encoder signal indicates angular position, which is used to convert raw force and moment data from the rotating transducer to a vehiclebased coordinate system. The force and moment and encoder information is sent to the transducer interface (TI).

The TI performs cross talk compensation and converts the rotating force and moment data to a vehicle coordinate system. The result is six forces and moments that are measured at the spindle: Fx, Fy, Fz, Mx, My, and Mz. A seventh (angular) output is available for tire uniformity information, angular position, or to determine wheel speed (depending on the data acquisition configuration).

The coordinate system shown below was originally loaded into the TI settings by MTS. It uses the right-hand rule.

Hardware Overview

SWIFT 50 GLP Sensors

Coordinate System

The SWIFT coordinate system is transducer-based, with the origin located at the center of the transducer. Positive loads are defined as applied to the outer ring of the transducer.

• Vertical force (Fz) is positive up

• Lateral force (Fy) is positive out of the vehicle

• Longitudinal force (Fx) is positive out of the transducer

You can change to the MTS Model 329 Road Simulator convention (lateral load into the vehicle is always positive) or to any coordinate system by changing the polarities in the calibration file. For instructions on how to change the coordinate system polarities, see the chapter, “Setting up the Transducer Interface”.

SWIFT 50 GLP Sensors Hardware Overview

Specifications

SWIFT 50 GLP Transducer Performance (part 1 of 2)

Parameter Specification

Use

SWIFT 50 GLP S (stainless steel) for

SWIFT 50 GLP T (titanium) for Maximum usable rpm Maximum speed Fits rim size (usable range)

Maximum hub bolt circle diameter accommodates M22 studs

Input voltage required (mini TI) Input power required (mini TI) Output voltage ± full scale calibrated load

SAE J267

Rated load capacity

Bending moment Full scale calibrated ranges#

Longitudinal force (Fx)

Lateral force range (Fy)

Vertical force range (Fz)

Overturning moment (Mx)

Driving/braking moment (My)

Steering moment (Mz) Resolution (analog system) Noise level (peak-to-peak 0-500 Hz) Performance accuracy

Nonlinearity

Hysteresis

Modulation**

Cross talk

††

‡

high fatigue life, durability low weight, high sensitivity

2,200 200 kph (125 mph)

22.5–24.5 inch

335 mm (13.189 in)

10–28 V DC 8 W maximum (6 W typical)

†

±10 V

Stainless SteelTitanium

64.50 kN (14,500 lbf)44.48 kN (10,000 lbf)

55.8 kN•m (494,075 lbf•in)38.5 kN•m (340,740 lbf•in)

±220 kN (±49,458 lbf) ±150 kN (±33,721 lbf) ±100 kN (±22,481 lbf) ±60 kN (±13,489 lbf) ±220 kN (±49,458 lbf) 150 kN (±33,721 lbf) ±50 kN•m (±442,537 lbf•in) ±37 kN•m (±327,478 lbf•in) ±50 kN•m (±442,537 lbf•in) ±40 kN•m (±354,030 lbf•in) ±50 kN•m (±442,537 lbf•in) ±37 kN•m (±327,478 lbf•in) Infinite 40 N (9.0 lbf) 30 N (6.7 lbf)

1.0% full scale

0.75% full scale ≤5.0% reading

1.5% full scale

Hardware Overview

SWIFT 50 GLP Sensors

SWIFT 50 GLP Transducer Performance (part 2 of 2)

Parameter Specification

Maximum operating temperature

Specifications

Low level amplifiers Transducer interface

* Contact MTS for other rim sizes.Larger diameter rims can be used, provided that overall clearance from

brake calipers and suspension components is maintained. † Load impedance >1 k ‡ Half axle rated capacity per SAE 267.

§ Seen on the transducer for 100,000 cycles. # The actual calibrated range may be different based on individual customer requirements. Consult the

calibration range sheet that accompanies each transducer for the correct calibration range. ** Typical value on most steel rims. Stainless steel rims typically have slightly higher modulation, but at a

lower added weight. †† Each SWIFT sensor is calibrated on an MTS calibration machine. MTS provides complete documentation

of calibration values for each SWIFT unit. Unique calibration values are stored electronicall y and

transferred to the transducer interface unit (TI box) shipped with each SWIFT 50.

Ω; 0.01 µF (maximum) load capacitance.

70°C (158°F) 50°C (122°F)

SWIFT 50 GLP Sensors Hardware Overview

Calibration

Each transducer is calibrated by MTS before shipment. The transducer and TI may be returned to MTS for repair and recalibration as required.

Calibration is performed at MTS on a special fixture that is capable of applying multiple loads to the transducer. During calibration, raw signals are measured. The calibration gains and cross talk compensation values are computed from this raw data. These gains are recorded in a calibration file.

A unique calibration file is supplied for each transducer. The serial number of the TI associated with the transducer is listed at the top of the calibration file. A label with the serial number of the TI box (and the SWIFT sensor with which it was originally calibrated) is attached to the back of each TI box.

The calibration file is loaded into the TI non-volatile RAM by MTS before the transducer is shipped. A copy of the file is also provided on a diskette.

MTS verifies the calibration by applying loads to the transducer, measuring the main outputs and checking for accuracy. Final calibration reports are provided with each transducer.

Shunt calibration Shunt calibration information can be found in the SWIFT

Interface product manual, part number 100-214-316.

Mini Transducer

Hardware Overview

SWIFT 50 GLP Sensors

Interfacing with RPC

The SWIFT sensor is directly compatible with the MTS Remote Parameter Control (RPC) simulation software. The SWIFT system produces outputs that directly correspond to the uncoupled spindle forces that the MTS Model 329 Road Simulator applies to the vehicle. Traditional instrumentation techniques provide coupled suspension loads data. Using the SWIFT sensor, the RPC simulation software needs to apply less correction to obtain the road simulator drive signals. Fewer iterations are required to recreate the measured loads.

You must ensure that the full scale value for your data recorder and the MTS electronics match. MTS electronics are typically set at ±10 V full scale, while some data recorders are ±5 V full scale.

The SWIFT sensor is calibrated for ±10 V full scale. T o recompute the TI gains for ±5 V full scale, a verification pass must be run or the calibration will not be traceable. Upon special request, MTS can evaluate and may provide calibration for ±5 V or other full scale voltages.

Interfacing with RPC

SWIFT 50 GLP Sensors Hardware Overview

Interfacing with RPC

Hardware Overview

SWIFT 50 GLP Sensors

Installation

Contents Hazard Icons 30

The SWIFT sensor can be installed on a vehicle at the test track or on an MTS Series 329 Road Simulator in the test laboratory.

Road and Track Vehicles 31

Attaching SWIFT Components to the Vehicle 36 Attaching SWIFT Components to the Fixturing 48

SWIFT 50 GLP Sensors Installation

Hazard Icons

Read, understand, and

follow the instructions

in the manual

The following hazard icon is part of the label affixed to the side of the SWIFT 50 GLP Sensor.

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

Equipment required This procedure requires two people. T o install the SWIFT 50 GLPS or SWIFT 50

GLPT sensor, you will need the following equipment:

• Spindle adapter spacers (see next figure)

• Modified rim (see next figure)

• Anti-rotate assembly (including customer-supplied mounting arm)

• Small set of metric hex-head wrenches

• Tube bender for the restraint tube

• Tube cutter

• Metric socket head drive set (up to 14 mm) with extension

• Molykote g-n paste, 2.8 oz. tube (MTS part number 011-010-217)

• Nikal based anti-galling compound (MTS part number 011-354-902)

• Transducer mounting bolts (per transducer)

For dual rims

16 size M16 X 1.5 mm 8 size M10 X 1.5 mm 4 size M5 X 0.5 mm lug nuts and shim washers

For front rims

16 size M16 X 1.5 mm 8 size M10 X 1.5 mm 4 size M5 X 0.5 mm lug nuts and shim washers

• For dual rims

Slip ring extension assembly Four size M12 X 1.75 mm X 30 mm long bolts

• Slip ring assembly fasteners

Four size M8 X 1.25 mm X 20 mm long bolts

• Torque wrenches, capable of the following ranges:

2.3–23 N•m (20–200 lbf•in) 24–74 N•m (18–55 lbf•ft),

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Slip Ring

Bracket

(with encoder)

Lug Nuts and

Shim Washers (10)

Spindle Adapter

Spacer

Transducer

Modified

Wheel Rim

(front wheel)

S50-008

Spacer-to-Transducer

Fasteners

Rim-to-Transducer

Assembly Fasteners

Modified

Wheel Rim

(dual wheel)

Transducer

Spindle

Adapter

Spacer

Lug Nuts and

Shim Washers (10)

S50-013

Slip Ring

Extension

Bracket

Slip Ring

Bracket

(with encoder)

Spacer-to-Transducer

Fasteners

Rim-to-Transducer

Assembly Fasteners

203–815 N•m (150-600 lbf•ft); 108–325 N•m (80–240 lbf •ft) 93 N•m (69 lbf•ft)

• Cables (transducer and BNC, plus customer-supplied from transducer

interface to data recorder)

• Tie wr aps

• Data recorder

• Power supply–12 V DC (optionally 24 V DC; for example, a truck battery)

Installation Components (Test Track–Front)

Installation Components (Test Track–Duals)

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

Importance of bolts Bolts provide exceptional clamp force at the transducer to rim/spindle interface.

• Bolts on the inner hub secure the hub adapter to the SWIFT sensor.

• Bolts on the outer ring secure the SWIFT sensor to the wheel rim (or road

simulator spindle adapter).

Note Make sure all bolts are in place and fully torqued during all tests. Correct

use of bolts reduces the safety hazard and ensures optimal transducer performance.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

CAUTION

WARNING

Before you begin Observe the following safety conditions while you are attaching the SWIFT

sensor and components to the vehicle.

Do not pressure-wash the transducer or clean it with solvents. Pressure-washing the transducer or cleaning it with solvents can damage it

or degrade the silastic seal and may void the warranty. Using strong cleaners or solvents can damage the RTV seal and may void

the warranty .

Use only a soft sponge or brush with non-metal bristles and a gentle detergent (such as dish soap) to wash the transducer.

Do not use high-pressure air to clean debris from around the transducer connectors.

High-pressure air can damage the silastic seals and may void the warranty.

Use a brush with fine, non-metal bristles and low air-pressure [0.07 MPa (10 psi)] to clean debris from around the transducer connectors.

Do not lay the wheel down on top of the transducer without proper padding. If the wheel is laid down with the transducer under it, the transducer could

be scratched and the connectors damaged.

Always hold the wheel upright when the transducer is attached to it. If needed, have another person hold the wheel upright while you tighten the bolts, if laying the wheel down cannot be avoided, place the wheel on a layer of foam or a pad to protect the connectors.

Do not under-torque the lug nuts. Lug nuts that are not properly tightened can become loose during testing.

Loss of a wheel can cause damage to the test vehicle and transducer and result in serious injury, death, or property damage.

Installation

Always tighten the lug nuts to the torque rating recommended for the vehicle/ wheel. Recheck the torque daily and/or before each testing session.

SWIFT 50 GLP Sensors

Road and Track Vehicles

CAUTION

Do not drop the slip-ring bracket. Dropping the slip-ring bracket can damage the slip ring or a connector.

Always use care when you handle the slip-ring bracket.

Do not allow the mounting arm or anti-rotate arm to bump against any portion of the wheel or wheel well.

Any jarring of the mounting arm or anti-rotate arm will damage the slip ring and/or the encoder.

Position the mounting arm and anti-rotate assembly so that full suspension travel will not cause interference with the wheel well or any other part of the vehicle.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Attaching SWIFT Components to the Vehicle

SWIFT 50 GLP Fasteners

Front Rim Dual Rims

M16 X 1.5 mm M10 X 1.5 mm M5 X 0.8 mm MTS modified lug nuts an d sh im washers

* The length of these fasteners is dependant on the thickness of the

rim flange. The fastener length must ensure a minimum thread engagement of 37 mm (1.46 in) but must not exceed 43 mm (1.69 in).

† The length of these fasteners is dependant on the thickness of the

rim flange. The fastener length must ensure a minimum thread engagement of 28 mm (1.10 in) but must not exceed 34 mm (1.33 in).

‡ These fasteners secure the spindle adapter spacer to the

transducer. The length of these fasteners is dependant on the thickness of the spindle adapter spacer which is a function of the customer wheel geometry.

§ The standard lug nuts provided have a thread size of M22 X 1.50 mm. Other thread sizes can be ordered at customer request.

†

‡

M16 X 1.5 mm* M10 X 1.5 mm

M5 X 0.8 mm

‡

†

Material required:

• Molykote g-n paste (MTS part number 011-010-217).

Procedure 1. Remove the current wheel from the test vehicle.

Installation

• Nikal based anti-galling compound (MTS part number 011-354-902)

2. Clean all surfaces of the vehicle tire(s) and the modified rim(s). It is critical that all surfaces be free of stones, burrs, and grease. Use a mild detergent such as dish soap.

Important It is imperative that the mounting surfaces of the transducer be

protected from getting scratched. Any wheel components and work surfaces that might come in contact with the transducer must be clean, smooth, and free of debris

Mount the tire(s) on the modified rim(s).

3. Wipe the unpainted mating surfaces of the modified rim, the spindle adapter spacer and the transducer with a clean dry cloth.

SWIFT 50 GLP Sensors

Road and Track Vehicles

4. Attach the spindle adapter spacer to the rim side of the transducer (see the next figure) using the four M5 fasteners provided (see the previous table).

Ensure the pilot surface of the spindle adapter spacer is facing the transducer.

Lubricate the threads and under the head of each fastener with Molykote g-n paste and torque to 6.5 N•m (4.8 lbf-ft).

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Dual Rim

Front Rim

Hub Side

Connector Side

S50-006

Rim and Hub Mount Side

1 through 10 = M22

(modified lug nuts)

A through H = M10 bolts

1 through 16 = M16 bolts

Spindle

Adapter

Spacer

Transducer

Hub Side

Spindle Adapter

Spacer

M5 Threaded

Holes (4)

Modified

Lug Nuts

Modified

Lug Nuts

5. Attach the transducer to the modified wheel rim using the fasteners provided (see the previous table). Hand tighten the bolts.

If environmental conditions warrant, coat each fastener with Birchwood Casey Sheath RB1 rust preventative (or equivalent).

Lubricate the threads and under the head of each fastener with Molykote g-n paste.

Bolt Torque Sequence

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

6. Tighten the M10 mounting bolts. A. Following the sequence shown in the previous figure, torq ue the eigh t

M10 bolts (A through H) to the value for the first increment shown in

the following table. B. Repeat Step 6A for the second increment. C. Repeat Step 6A for the final torque.

7. Tighten the M16 mounting bolts. A. Following the sequence shown in the previous figure, torque the

sixteen M16 bolts (1 through 16) to the value for the first increment

shown in the following table. B. Repeat Step 7A for the second increment. C. Repeat Step 7A for the final torque.

Note To minimize negative clamping effects, you must torque the bolts in the

sequence shown.

Bolt Size

Torque Increment M10 M16

1st Increment 2nd Increment Final Torque

24 N•m (18 lbf•ft) 108 N•m (80 lbf•ft) 48 N•m (36 lbf•ft) 317 N•m (160 lbf•ft) 74 N•m (55 lbf•ft) 325 N•m (240 lbf•ft)

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

For front or steering axles,

anti-rotate arm must be

mounted to a part of the

unsprung suspension that

steers with the tire, such as

the brake caliper.

Front Wheel Slip Ring and Anti-Rotate Assembly

Anti-Rotate Bracket (customer supplied)

Anti-Rotate

Assembly

Slip Ring

Slip-Ring

Bracket

S50-44

Transducer

Cable Conduit Bracket

Attaching SWIFT and Wheel Assembly to the Vehicle

1. Before installing the SWIFT and wheel assembly, attach the anti-rotate bracket to the vehicle.

Since the bracket is unique to each vehicle the anti-rotate bracket must be provided by the customer. The following are guidelines for manufacturing and locating the bracket. See the next two figures.

• The bracket must be stiff, preferably steel or stiff stainless steel tubing,

so as not to move or rotate when connected to an unsprung mass or spindle which will allow the slip ring assembly to move with the tire as the vehicle is moving or testing.

• The bracket must be positioned so as not to hit the fender at the

extreme end of the suspension travel.

• The bracket must maintain a minimum clearance from the tire so as not

to hit the tire when it is loaded and rotating.

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

CAUTION

2. Attach the wheel/transducer to the test vehicle.

Installing the lug bolts directly against the transducer face, without the antigalling compound and the shim washers, can cause galling of the transducer face.

Galling of the transducer face can result in uneven torquing (and possible over-torquing) of the lug bolts.

To prevent galling, always use the shim washers provided. Always lubricate the bolts and shim washers as described below.

Lubricate the lug bolt threads, under the bolt head, and both faces of the shim washers with the Nikal based anti-galling compound.

Tighten the lug nuts in 203 N•m (150 lbf•ft) increments, in the sequence shown in the next figure to the torque rating recommended for the wheel.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

9 7

8 10

S50-41

Modified Lug Nuts (10)

Transducer

Important Do not exceed a torque of 815 N•m (600 lbf•ft).

3. If necessary, assemble the cable conduit brackets and hinge base with antirotate tube onto the slip ring. See the next figure.

Note Typically this step is only required for new slip rings. After the assembly

is complete, there should be no need to disassemble it except if a component becomes damaged.

A. Connect the cable to the slip ring. B. Wrap the slip-ring connector and cable connector with butyl rubber

shrink tape (MTS part number 100-175-781 or equivalent). Cut approximately 150 mm (6 in) of tape from the roll. Remove the backing from the tape. Stretch the tape until it is approximately 1/2 of its original width. Begin by putting two wraps of tape tightly around the slip ring

connector and cable connector. Continue wrapping up the connector and cable approximately 150 mm

(6 in). Overlap the tape by approximately 1/2 of its width.

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

C. Install the cable conduit bracket onto the slip ring and secure the left

side with the four M5 X 0.8 mm fasteners. Lubricate the fasteners with Molykote g-n paste and torque to 6.5 N•m

(56 lbf•in).

D. Align the hinge base to the holes on the right side of the cond uit cable

bracket and slip ring. Rotate the hinge coupling and tube 90° to access the top hole.

Secure the hinge base with the four M5 X 0.8 mm fasteners. Lubricate the fasteners with Molykote g-n paste and torque to 6.5 N•m

(56 lbf•in).

E. Rotate the anti-rotate tu be parallel to the cable conduit bracket.

Secure the cable to the cable conduit bracket using tie-wraps through the holes in the bracket and two M5 x 0.8 mm fasteners.

Use tie-wraps to also secure the cable to the anti-rotate tube.

4. For front rim configurations (see the next figure): Attach the slip-ring bracket with the slip ring, conduit bracket, and restraint tube to the transducer.

A. The slip-ring bracket fit s over the 9-pin connectors on the front of the

transducer at the locations labeled Board A and Board B. The slip-ring bracket is similarly labeled to prevent connecting it the wrong way.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

For front or steering axles,

anti-rotate arm must be

mounted to a part of the

unsprung suspension that

steers with the tire, such as

the brake caliper.

Front Wheel Slip Ring and Anti-Rotate Assembly

Anti-Rotate Bracket (customer supplied)

Anti-Rotate

Assembly

Slip Ring

Slip-Ring

Bracket

S50-44

Transducer

Cable Conduit Bracket

Note Use care when installing the slip-ring bracket. The 9-pin connectors are

keyed. The slip-ring bracket should be fitted on straight (without bending or angling it) to make sure it engages all four connectors simultaneously and evenly.

B. Lubricate the threads and under the bolt heads of the four M8 X 1.25

mm bolts with Molykote g-n paste. Insert them through the mounting hole in the slip-ring bracket and thread them into the transducer . T orque each to 27 N•m (20 lbf•ft).

C. Make sure that the covers on the shunt connectors are in place and

secure. Press the covers over the shunt connector. Secure the covers by

tightening the two SST 10-32 UNF screws (one for each cover), using an M4 or 5/32 inch hex key wrench, to 3.8 N•m (2.8 ft-lbf).

Installation

5. For dual rim configurations (see the next figure): Attach the extension assembly and slip-ring bracket with slip ring to the transducer.

A. Thread the standoffs, with the M12 threaded studs, into the four M12

threaded holes in the face of the transducer. Lubricate the threads on each threaded stud with Molykote g-n paste

and torque to 93 N•m (69 lbf•ft).

B. Attach the four extension brackets to the top plate using the M5 X 10

mm long fasteners provided (2 fasteners each). Orient the short side of the dovetail on the connector toward the center

of the top plate. Lubricate each fastener with Molykote g-n paste and torque each to 6.5

N•m (58 lbf•in).

SWIFT 50 GLP Sensors

Road and Track Vehicles

Standoffs (4)

Top Plate

Slip-Ring

Bracket

M12 Threaded

Studs (4)

Extension

Brackets (4)

S50-40

M12 Bolts (4) and Washers

Anti-rotate

Hinge

Assembly

Tube

Cable

Cable Conduit Bracket

Slip

Ring

Hinge

M8 Bolts (4)

C. Place the top plate, with extensions attached, over the standoffs.

Orient the top plate such that the Board A extension (see the labeling on the top plate) is aligned with the Board A connector on the transducer.

Note Use care when installing the top plate and extensions. The 9-pin

connectors are keyed. The top plate and extensio ns should be fitted on straight (without bending or angling it) to make sure they engage the four connectors simultaneously and evenly.

D. Secure the top plate to the st andoffs using the four M12 bolts and

washers. Lubricate the threads with Molykote g-n paste and torque to 93 N•m

(69 lbf•ft).

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

E. Install the slip-ring bracket with the slip ring, conduit bracket, and

restraint tube. Slide the restraint tube through the hole in the anti-rotate bracket

(installed earlier) as far as necessary to align the slip-ring bracket to the connectors on the top plate.

The slip-ring bracket fits over the 9-pin connectors on the top plate at the locations labeled Board A and Board B. The slip-ring bracket is similarly labeled to prevent connecting it the wrong way.

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

Note Use care when installing the slip-ring bracket. The 9-pin connectors are

keyed. The slip-ring bracket should be fitted on straight (without bending or angling it) to make sure it engages both connectors simultaneously and evenly.

F. Lubricate the threads and under the bolt heads of the four M8 X 1.25

mm bolts with Molykote g-n paste. Insert them through the mounting holes in the slip-ring bracket and thread them into the transducer. Torque them to 27 N•m (20 lbf•ft).

G. Make sure that the covers on the shunt connectors are in place and

secure. Press the covers over the shunt connector. Secure the covers by

tightening the two SST 10-32 UNF screws (one for each cover), using an M4 or 5/32 inch hex key wrench, to 3.8 N•m (2.8 ft-lbf).

6. Secure the cable along the restraint tube, as necessary, to prevent it from rubbing against the tire.

7. Secure the cable along the remainder of its length so that it will not become damaged during data collection. (For example, tape it to the fender or frame.)

Important Be sure to leave enough slack in the cable to allow for the full

range of wheel travel (jounce and steer) so the cable does not become stretched or damaged during testing.

8. Install the Transducer Interface. At this point, you should install the transducer interface, verify the quality of

the zero algorithm, and set up data collection. Refer to the SWIFT

Mini

Transducer Interface product manual, part number 100-214-316.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Attaching SWIFT Components to the Fixturing

Note Install the transducer in so that the orientation labeling is consistent with

the reference orientation. In most cases, this means installing it so the labels are upright. If an additional angle correction is required after installation, you will need to measure the angle from zero, and then enter a new offset value for the AngleOffset in the TI calibration file (see SWIFT® Mini Transducer Interface product manual, part number 100-214-316.).

SWIFT 50 GLP Fasteners

Front Rim Dual Rims

M16 X 1.5 mm M10 X 1.5 mm M5 X 0.8 mm MTS modified lug nuts an d sh im washers

* The length of these fasteners is dependant on the thickness of the

rim flange. The fastener length must ensure a minimum thread engagement of 37 mm (1.46 in) but must not exceed 43 mm (1.69 in).

† The length of these fasteners is dependant on the thickness of the

rim flange. The fastener length must ensure a minimum thread engagement of 28 mm (1.10 in) but must not exceed 34 mm (1.33 in).

‡ These fasteners secure the spindle adapter spacer to the

transducer. The length of these fasteners is dependant on the thickness of the spindle adapter spacer which is a function of the customer wheel geometry.

§ The standard lug nuts provided have a thread size of M22 X 1.50 mm. Other thread sizes can be ordered at customer request.

†

‡

M16 X 1.5 mm* M10 X 1.5 mm

M5 X 0.8 mm

‡

Material required • Molykote g-n paste (MTS part number 011-010-217).

• Nikal based anti-galling compound (MTS part number 011-354-902)

†

Installation

1. Clean all surfaces with a mild detergent such as dish soap. It is critical that all surfaces be free of stones, burrs, and grease.

2. Attach the spindle adapter spacer to the rim side of the transducer (see the next figure) using the four M5 fasteners provided (see the previous table).

Ensure the pilot surface of the spindle adapter spacer is facing the transducer.

Lubricate the threads and under the head of each fastener with Molykote g-n paste and torque to 6.5 N•m (4.8 lbf-ft).

SWIFT 50 GLP Sensors

Road and Track Vehicles

CAUTION

3. Tighten the M10 mounting bolts. A. Following the sequence shown in the previous figure, torq ue the eigh t

M10 bolts (A through H) to the value for the first increment shown in

the following table. B. Repeat Step 3A for the second increment. C. Repeat Step 3A for the final torque.

4. Tighten the M16 mounting bolts. A. Following the sequence shown in the previous figure, torque the

sixteen M16 bolts (1 through 16) to the value for the first increment

shown in the following table. B. Repeat Step 4A for the second increment. C. Repeat Step 4A for the final torque.

Note To minimize negative clamping effects, you must torque the bolts in the

sequence shown.

Bolt Size

Torque Increment M10 M16

1st Increment 2nd Increment

24 N•m (18 lbf•ft) 108 N•m (80 lbf•ft) 48 N•m (36 lbf•ft) 317 N•m (160

lbf•ft)

Final Torque

74 N•m (55 lbf•ft) 325 N•m (240

lbf•ft)

5. Bolt the transducer/hub adapter to the road simulator fixture using the modified lug nuts and shim washers provided.

Installing the lug bolts directly against the transducer face, without the antigalling compound and the shim washers, can cause galling of the transducer face.

Galling of the transducer face can result in uneven torquing (and possible over-torquing) of the lug bolts.

To prevent galling, always use the shim washers provided. Always lubricate the bolts and shim washers as described below.

Lubricate the lug bolt threads, under the bolt head, and both faces of the shim washers with the Nikal based anti-galling compound.

(Refer to the documentation provided with the road simulator.) Tighten the lug nuts in 203 N•m (150 lbf•ft) increments, in the sequence

shown in the next figure to the torque rating recommended for the wheel.

Important Do not exceed a torque of 815 N•m (600 lbf•ft).

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Connector Side

S50-47

329 Simulator and Hub Mount Side

1 through 10 = M22

(modified lug nuts)

A through H = M10 bolts

1 through 16 = M16 bolts

M5 Threaded

Holes (4)

6. Repeat steps 1 through 5 for each corner.

7. Install the vehicle on the road simulator. Refer to the instructions in your road simulator operation manual.

8. Attach the connector housing (or the slip ring bracket and slip ring) to each transducer.

9. Attach the appropriate cables from the connector housing or one cable from the slip ring to the TI or data acquisition.

A. Connect the cable from the Load connector on the connector housing,

B. If used, connect the cable from the Accel connector on the connector

Bolt Torque Sequence

or from the slip-ring connector, to the transducer connector on the slipring daughter board of the TI box(es).

housing to your data acquisition device.

Installation

SWIFT 50 GLP Sensors

Road and Track Vehicles

C. Connect the cables from the Shunt A and Shunt B connectors on the

connector housing or the slip-ring bracket to the Shunt A and Shunt B connectors on the TI box(es)

D. Secure the cables to the lateral strut of the road simulator so that it will

not become damaged during testing. Be sure to leave enough slack for the full range of movement of the

simulation fixture.

10. Connect the power supply (12 V DC or optiona l 24 V DC) to the TI. You might need to first convert from 120 or 240 V AC to 12 V DC or 24 V

DC.

11. Connect the data cables from the TI to the data recorder or your test control system. There is one cable per channel of data from the TI to the data recorder.

SWIFT 50 GLP Sensors Installation

Road and Track Vehicles

Installation

SWIFT 50 GLP Sensors

Analyzing SWIFT Data

Overview This chapter contains examples of data collected from SWIFT installations, and

explains how the data can be analyzed.

Contents The Data 54

Fx Data (Longitudinal Force) 55 Fz Data (Vertical Force) 57 Mx Data (Overturning Moment) 58 My Data (Brake Moment) 61 Acceleration and Braking Events Example 63 Slalom Curve Driving Example 65

SWIFT 50 GLP Sensors Analyzing SWIFT Data

The Data

The following figure shows handling data taken on a flat, winding surface, using a SWIFT sensor and SOMAT software. The driving speed was between 30 and 100 kph (18–62 mph).

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Fx Data (Longitudinal Force)

Mz+

Distance

Fx+

S50-016

Direction of Motion

Distance

Fx+

S50-015

Mz+

Direction of Motion

Fx Data (Longitudinal Force)

This figure shows the Fx (longitudinal force) data.

• The offset in Fx after zeroing the SWIFT sensor is due to frictional force

and rolling resistance on a flat road.

• There is a strong similarity between Fx and Mz, due to the SWIFT sensor

measurement characteristics. That is, the SWIFT sensor measures at the transducer centerline. As a result, any Fx load results in an additional Mz output:

Mz due to Fx loading = Fx load x Distance

SWIFT 50 GLP Sensors Analyzing SWIFT Data

Fx Data (Longitudinal Force)

Friction/Rolling resistance Offset

Mz Offset due to Fx=28Nm

The following figure illustrates the relationship between Fx and Mz, for this test case, which had a 170 mm (6.7 inch) offset from the tire centerline to the SWIFT sensor centerline:

Fx = 165 N observed Distance = 170 mm Mz = Fx x Distance = 165 N x 170 mm = 28 N•m

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Fz Data (Vertical Force)

The offset force in the Z direction is the combined weight of the car, equipment, and driver at that corner.

5.2 kN = 530 kg (force) = 1169 lb for this vehicle at static loading.

Fz Data (Vertical Force)

SWIFT 50 GLP Sensors Analyzing SWIFT Data

Mx Data (Overturning Moment)

S50-018

Distance Y

Distance Z

S50-017

Distance Z

Distance Y

Mx Data (Overturning Moment)

The moment Mx is the resultant of the forces Fz and Fy, and their respective distances to the center of the SWIFT sensor.

After zeroing the SWIFT sensor, with the wheel off the ground, there will always be a small moment Mx present. This is due to the offset of the tire assembly center of gravity from the SWIFT sensor centerline.

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Mx Data (Overturning Moment)

Channel 4 Mx Data The following figure shows the relationship between Mx, Fz, and Fy, during a

cornering event. Fz decreases as the vertical force is shifted to the opposite wheel. Fy, the lateral force, increases to prevent side slip resulting in an increase in the overturning moment, Mx.

Mx = Fy x Distance Z +

Fz x Distance Y

After zeroing the SWIFT sensor with the wheel off the ground, a moment Mx will still be present, as the following figure shows.

1 Actual polarities depend upon how the polarity for each signal is set in the

TI. (See “OutputPolarities” in, “Setting up the Transducer Interface.”)

SWIFT 50 GLP Sensors Analyzing SWIFT Data

Mx Data (Overturning Moment)

Mx offset with

the wheel off

the ground

Mx offset with

the wheel off

the ground

Mx (wheel off ground) = Fz (active weight of the tire and rim outside the transducer) x Distance (CG to SWIFT sensor centerline)

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

My Data (Brake Moment)

S50-020

Distance Y

Distance Z

S50-019

Distance Y

The moment My should show strong similarities with the force Fx and is calculated by the SWIFT sensor using the distance Z.

My Data (Brake Moment)

∝ Fx x Distance Z

SWIFT 50 GLP Sensors Analyzing SWIFT Data

My Data (Brake Moment)

The relationship between Fx and My is shown in the following time history plot:

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Acceleration and Braking Events Example

Acceleration and Braking Events

-2000

-1500

-1000

-500

500

1000

1500

2000

02468101214

time in seconds

Output - Lbs

-15000

-10000

-5000

5000

10000

15000

Output- In-Lbs

Fx (trac t i ve force) - Lbs Fy ( l ateral force) - Lbs Fz (nor m a l force) - Lbs

My (wheel torque) - In-Lbs Mz (aligni ng torque) -In-Lbs

Acceleration and Braking Events Example

Shown below is actual road data taken with the MTS SWIFT Sensor, located at the front passenger side of a mid-size passenger vehicle. Data shown is postprocessed to translate the forces and moments from the center of the transducer to the center of the tire.

Mx (overturning mom en t) - I

The outputs from this acceleration and braking event are shown above. It should be noted that output fluctuations are primarily due to actual road surface irregularities.

Time 0 to 3.8 seconds: The car is at rest, with the brakes applied; no motion. The vertical force of the vehicle on this wheel is noted as slightly over 1000 lb.

Time 3.8 to 4.3 seconds: The brake pedal is released with the transmission engaged. Note the forces generated from th e slight drive torque of the idle in this automatic transmission vehicle.

Time 4.3 to 6 seconds: Acceleration begins and transient forces and moments are shown.

Fx: Slightly less than 1000 lb of tractive force is reacting at the tire patch. Fy: Minimal Fy force is noted as the steering angle is maintained roughly

straight. Slight variations are noted with steering angle and vehicle suspension toe-in geometry effects.

Fz: The normal force is the result of weight transfer from the front wheel to the rear of the vehicle, and the anti-squat forces present in this front wheel drive vehicle.

Mx: The Mx output noted is corrected to give the overturning moment at the center of the tire. Minimal Mx moments are generated during these acceleration and braking events.

SWIFT 50 GLP Sensors Analyzing SWIFT Data

My: The acceleration torque of roughly 12000 in•lb acting on the vehicle is directly measured.

Acceleration and Braking Events Example

Mz: The Mz output noted is corrected to give the aligning moment at the center of the tire. Minimal Mz moments are generated during these straight line acceleration and braking events.

Time 6 to 10 seconds: During the relatively steady state acceleration of the vehicle, note the forces recorded.

Fz: Approximately 100 lb of the weight of the vehicle can be seen transferring from each front wheel to the rear of the vehicle during steady state acceleration.

Time 10 to 13 seconds: During the braking, many of the acceleration forces and moments described above are reversed.

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Slalom Curve Driving Example

Slalom Curve Driving

-2000

-1500

-1000

-500

500

1000

1500

2000

02468101214

tim e in seconds

Output - Lbs

-8000

-6000

-4000

-2000

2000

4000

6000

8000

Output- In-Lbs

Fx (t ractive force) - Lbs Fy ( l ateral force) - Lbs Fz (normal force) - Lbs

My (wh eel torque) - In-L bs Mz (ali gni ng t orque ) -In-Lbs

Shown below is actual road data taken with the MTS SWIFT Sensor, located at the front passenger side of a mid-size passenger vehicle. Data shown is corrected to translate the forces and moments from the center of the transducer to the center of the tire.

Slalom Curve Driving Example

Mx (overturning mom ent ) - In

The outputs from slalom (side to side steering) curve driving can be noted in the graph above:

Time 4 to 12 seconds shows the steering maneuvers. All other times show straight driving on an average road surface.

Fx: The tractive force remains relatively constant since no acceleration nor deceleration is occurring during these driving maneuvers.

Fy: The lateral force can be seen alternating from positive to negative with an amplitude of roughly 500 lb force as the vehicle changes directions with steering maneuvers.

Fz: The side to side weight distribution of the vehicle during these steering maneuvers can be noted in the vertical force outputs. The stationary vertical force of slightly over 1000 lb as noted above is seen to vary by nearly 400 lb.

Mx: The Mx output noted is corrected to give the overturning moment at the center of the tire, primarily caused by the lateral force Fy at the rolling radius of the tire.

My: There is little acceleration or brake torque applied during the steering maneuvers, as noted in the My output.

Mz: The aligning moments generated from the steering maneuvers can be noted to be in the order of 1000 in•lb for this particular test.

SWIFT 50 GLP Sensors Analyzing SWIFT Data

Slalom Curve Driving Example

Analyzing SWIFT Data

SWIFT 50 GLP Sensors

Maintenance

Overview This chapter contains scheduling guidelines and detailed instructions for

performing preventive maintenance. Preventive maintenance is a set of routine procedures that allow you to extend the operating life of your transducer and the transducer interface electronics. You can prevent excessive wear or possible component failure through regular inspections and simple procedures, such as filter cleaning.

The information provided in this chapter is a recommendation only. The actual time intervals will depend on the operating conditions at your facility.

Maintenance Schedule

Activity Customer Preventive Maintenance Contact MTS

Calendar Time As Required 1 Day 1 Week 1 Month 1 Year Suggested

Clean and Inspect Transducer X Check Transducer Interface cooling X Clean Transducer Interface fan filter X Inspect electrical cables X Calibrate the Transducer X

Contents Transducer 68

Cables 69

SWIFT 50 GLP Sensors Maintenance

Transducer

CAUTION

The transducer requires a minimum amount of maintenance.

Do not pressure-wash the transducer or clean it with solvents. Pressure-washing the transducer or cleaning it with solvents can damage it

or degrade the silastic seal and may void the warranty. Using strong cleaners or solvents can damage the RTV seal and may void

the warranty .

Use only a soft sponge or brush with non-metal bristles and a gentle detergent (such as dish soap) to wash the transducer.

Do not use high-pressure air to clean debris from around the transducer connectors.

High-pressure air can damage the silastic seals and may void the warranty.

Use a brush with fine, non-metal bristles and low air-pressure [0.07 MPa (10 psi)] to clean debris from around the transducer connectors.

As Required 1. Inspect the transducer daily and/or after each testing session for any cracks

that may indicate fatigue, or physical damage that may indicate the transducer has struck a hard surface or object. If the buildup of debris prevents adequate inspection, perform Steps 2 and 3 as necessary, then repeat this step.

Do not use a transducer if you determine that there are indications of fatigue or other damage. Contact MTS.

2. Clean the transducer of debris after each testing session. Carefully remove any debris (such as dust or gravel) that may be on the

transducer. If necessary use low-pressure-air (see the caution above).Do not use a screwdriver or other rigid tool to pry out the debris. Prying may damage the transducer.

3. Hand wash the transducer after each testing session (especially if the transducer was exposed to corrosive and abrasive materials, such as salt or sand) with a gentle detergent, such as dish soap, and a soft sponge or brush with non-metal bristles. Be very careful when cleaning around areas where RTV is used to seal the transducer so as not to break the seal.

Maintenance

4. Inspect the label affixed to the side of the transducer. Replace the label if it becomes loose, has been lost or is unreadable.

SWIFT 50 GLP Sensors

Cables

Monthly Inspect all electrical cables monthly, or after every 160 hours of operation.

Always turn off the electrical power before you disconnect, repair, or replace a cable.

1. Check the condition of the cables for cuts, exposed wires, or other types of damage, loose connectors, and cracked or worn cable covers. Tighten any loose connectors. Replace any cracked or worn cables.

2. Ensure that cable connectors are securely plugged into their respective receptacles.

3. Ensure that all cables have appropriate strain relief devices installed.

4. Protect cables from being stepped on. In the test lab, elevate and cover all cables to protect them from exposure to spilled hydraulic fluid.

5. Ensure that all cables are supported every 1.2 m (4 ft). Cables should also be supported near a motion joint.

6. Check that path ways of moving cables are clear of obstructions. Prevent cables from moving or rubbing against sharp corners.

SWIFT 50 GLP Sensors Maintenance

Maintenance

SWIFT 50 GLP Sensors

Troubleshooting

CAUTION

This chapter covers basic set-up related troubleshooting tips. Please read this section to investigate problems that you observe. In many cases, these problems will be setup related and can be corrected as described in this section. Additional

information can be found in the SWIFT manual, part number 100-214-316.

Important In the event that these troubleshooting tips indicate that there is a

The SWIFT sensor, TI electronics, and accessory components are not intended to be disassembled, other than as outl ined in this section.

Disassembling or tampering with these components may result in damage to the sensor, loss of watertight seal, and voiding of the warranty.

Do not disassemble the SWIFT sensor, Transducer Interface (TI) electronics, and accessory components.

Mini Transducer Interface product

component failure, or the correction tips do not correct the problem, contact MTS.

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 1 of 11)

Symptom Possible Causes Solution

Transducer Interface (TI) does not power up (green power indicator is not lit).

FAIL indicator.

If any of the following conditions exist, the Power indicator next to the Power button will not turn on (green) when you press the button.

The TI power supply cable is not connected.

Check that the cable is securely connected to the TI box. At the back of the TI box, the J1 Power must be connected to a power supply or battery.

The power supply is not providing power.

If a battery is used, check that the battery is charged. If an external power supply is used, check that it is plugged into an AC supply, and that power is turned on. The fan on the top of the power supply should be on at all times when the external power supply is ON.

The power supply wiring is reversed.

If using a car battery, check that the wiring is correct. If the wiring has been reversed and the power switch turned on, it is likely the fuse has opened.

The fuse has opened. The TI box is provided with a self-resetting

thermal fuse. If input power exceeds the fuse limits, or polarity is reversed, the fuse will open. If the fuse opens, the TI box cannot be used until the fuse cools enough to reset.

An internal failure has occurred in the TI electronics.

Boot Error: Turn the TI pow e r off and on to reboot.

Internal Error: See “Hardware Overview”, for failure codes relating to FAIL indicator.

Zero Procedure: The Zero indicators stay on too long, or they continue to blink slowly, even after the wheel has rotated twice.

Some or all transducer output signals read 0 volts at the TI output even when a load is present.

T o get additional information when the fail LED is on, run TI2STATUS.

The angular output signal is not reaching the TI. If the encoder signal is not

Check that all cables are attached and undamaged. In particular, check the main signal

cable from the transducer to the TI. reaching the TI, it may eventually time out and red fail indicator will light.

Check that the encoder output is present. The

angle output signal from the TI should be a 0–5

V sawtooth output while the transducer is

spinning at a constant velocity. The red fail indicator will

stay lit if there is no encoder signal. If the encoder is disconnected after data collection has started, the data collection will time out and blink slowly.

If this signal is not present, check that the slip

ring/encoder assembly has not been damaged. If

you suspect encoder damage, swap the slip ring

assembly with a known functioning unit to

verify it. If the slip ring/encoder assembly is

damaged, call MTS or replace it with a spare

slip ring assembly. The TI is not turned on. Check that TI is turned on and the green power

indicator is lit.

Troubleshooting

SWIFT 50 GLP Sensors

Troubleshooting Guide (part 2 of 11)

Symptom Possible Causes Solution

The transducer signal cable is not connected.

Check that the cable is connected between the TI box and the slip ring (or connector housing for a road simulator).

Output cables are not connected.

Cables or connectors are damaged.

Check that the output connectors are securely fastened to the data acquisition device.

Check all cables and connectors, particularly the power and transducer cable. Cables must be free of nicks or cuts, and all connector pins shown on the cable drawings must be present and not bent.

Data acquisition configuration, cabling, or input ports are incorrect or damaged.

Verify that the data acquisition is configured correctly. While the TI is turned on and the cable from the transducer to the TI is connected, use a handheld DVM to verify output on individual channels while they are being loaded.

Grounding problem. Check that there is a good signal-to-ground

connection between the TI power cable and the negative terminal on the battery

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 3 of 11)

Symptom Possible Causes Solution

Zero Offset: One or more Signal Outputs appear to have an offset after the TI electronics have been zeroed.

The transducer was zeroed with load applied (or a

Rezero the TI, being careful not to touch or load

the transducer during the zero procedure. different load than the intended tare weight for non-spinning applications only).

Considerable temperature changes have occurred.

The transducer is temperature-compensated to

reduce temperature-induced errors, but any

significant changes in temperature will induce

zero shifts. For best results, zeroing should

occur at the conditions closest to those of the

test conditions. Noise in the system. Noise in the power supply or high magnetic

fields can cause errors in the zeroes. For more

information, see grounding suggestions in the

SWIFT

Mini Transducer Interface product

manual, part number 100-214-316. Zero button was pressed

with cables not connected, or during a loaded test

If the Zero button is pressed with the cables not

connected, the TI Electronics will set the new

zero values according to this zero voltage

signal. If the Zero button is accidentally pressed

during a test, the TI electronics will zero the

bridges at whatever load they are reading at the

time the Zero button was pressed, resulting in

an erroneous bridge zero value. The data acquisition

configuration or input ports show a zero offset.

The reference angle of the transducer is set incorrectly in non-spinning (fixed) mode.

After zeroing, while the TI is turned on and all

cables from the SWIFT transducer to TI are

connected, use a handheld DVM to verify the

output of individual channels while they are

being loaded. With no load applied, the outputs

should be 0 V. If the data acquisition is showing

an offset while the TI reads 0 V (as measured by

the handheld DVM), the data acquisition is set

up incorrectly, or is inducing the offset.

The AngleFixed value in the TI calibration file

is initially set to zero, indicating that the

coordinate outputs shown on the transducer

label are correct when the label is upright. If the

label is not upright, or if the AngleFixed value

in the calibration file is not set correctly, the

angular transformation may be causing the

error.

For example, if the transducer should be sensing

only a vertical load with the vehicle at rest, but

the angle is set incorrectly , it may give an output

of longitudinal load and vertical load based on

this erroneous axis orientation set by the

AngleFixed value. To correct, verify that the

AngleFixed value matches the actual

orientation of the transducer.

Troubleshooting

SWIFT 50 GLP Sensors

Troubleshooting Guide (part 4 of 11)

Symptom Possible Causes Solution

The AngleOffset value is incorrect in the calibration file.

Excessive noise during the zero procedure caused an incorrect bridge zero, or the angle computation to be calculated incorrectly.

If an incorrect AngleOffset value is set in the TI calibration file, an axis which should have no load may show some load from another vehicle coordinate axis based on the incorrect reference orientation. Verify that the correct AngleOffset is set for your specific application (refer to the

SWIFT

Mini Transducer Interface product

manual, part number 100-214-316.). Electrical Noise: The transducer has power

conditioning, shielded cables and on-board amplification to reduce electrical noise. However, if the TI or transducer are very near a powerful noise source, some noise can be picked up with the signal.

Check that the TI electronics are grounded properly through the power cable to the power source. If possible, perform the zeroing and shunt calibration procedure away from the noise source.

Physical Noise: If the transducer is part of an assembly that is connected to active hydraulics or other assemblies that may experience physical vibrations, these vibrations may be picked up as inertial forces read by the transducer. Check that the transducer is not experiencing dynamic loading or vibrations during the zero process or shunt calibration.

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 5 of 11)

CAUTION

Symptom Possible Causes Solution

Output levels are much higher or lower than expected

Gains in the TI calibration file have been overwritten or modified.

The data acquisition scales are set incorrectly .

Use the TI2XFER program to upload the

current TI calibration file (refer to the SWIFT

Mini Transducer Interface product manual, part

number 100-214-316.). Check that the gain

settings match the original calibration file sent

with the transducer. If they are different,

download the original file to the TI, and make

any mode changes needed for your specific

application.

Do not make changes to the original

calibration file on the disk.

Changing the original file means you will

lose the original calibration data for your

transducer.

Make a copy of the original file and make any

changes to the copy.

Check that the data acquisition scales are set

correctly. The full scale calibration range is

shown on the Calibration Report, with 10 V =

Full Scale (unless you requested custom

calibration output before calibration at MTS).

Troubleshooting

The transducer was zeroed with load applied (or a different load than the intended tare weight for non-spinning applications only).

A zero offset is present in the data.

With the TI turned on and all cables from the

transducer to TI connected, use a handheld

DVM to check the output on individual

channels while they are being loaded to make

sure that the output at the TI box and data

acquisition correlate. (Use the BNC connectors

located at the back panel of the TI.)

Rezero the TI, being careful not to touch or load

the transducer during the zeroing procedure.

See Zero Offset on the previous pages of this

Troubleshooting Guide.

SWIFT 50 GLP Sensors

Troubleshooting Guide (part 6 of 11)

Symptom Possible Causes Solution

Failed indicator lights after Shunt Calibration

The signal cable is not connected to the transducer or it is damaged or the transducer is damaged.

Excessive noise on the signal caused the shunt tolerance to be exceeded.

Perform TI2STATUS. Check that the proper calibration file was

downloaded (the serial number in the report matches the transducer serial number.

Check the error messages in the report. During a shunt calibration, the shunt cables

provide the shunt across the individual bridges, but the outputs that are verified in the TI come from the output signal cable. Check that the output signal cable is not damaged and is securely fastened to both the TI and the transducer.

Electrical Noise: The transducer has power conditioning, shielded cables, and on-board amplification to reduce electrical noise. However, if the TI or transducer are very near a powerful noise source, some noise can be picked up with the signal.

Check that the TI electronics are grounded properly through the power cable to the power source. If possible, perform the zeroing and shunt calibration procedure away from the noise source.

The slip ring or road simulator connector housing assembly is not transmitting a signal.

A temporary fix is to increase the shunt verification tolerance by changing the setting in the TI. Note that any temporary fix by increasing the tolerance may allow a shunt calibration to pass, when it may be indicative of a problem that should not be ignored.

The shunt procedure requires the output through the slip ring or connector housing. Make sure that the slip ring/connector housing connection is secure and that no connectors appear to be damaged. If possible, swap it out with another slip ring or connector housing to verify that the slip ring or connector housing component has not failed or been damaged.

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 7 of 11)

Symptom Possible Causes Solution

The shunt reference values were changed.

Use the TI2XFER program to upload the

current calibration file. Check the file to verify

that the variables ShuntDeltaRef are the same

as shown on the original calibration file

provided by MTS. The eight ShuntDeltaMeas

values should read approximately 0.85 V. The shunt tolerance is not

set correctly .

Use the TI2XFER program to upload the

current calibration file. The ShuntTolerance

value should be set at 2, indicating an allowable

shunt variation of 2%. If this value is change d to

zero or a very small number, the difference

between the reference and the current shunt

measurement may fall outside of this tolerance

and be read as a shunt failure. Transducer cable problems. If the ShuntDeltaMeas values are not the same

as (or within tolerance of the ShuntDeltaRef

values), note which shunt values are not the

same.

If all eight are not correct, check the shunt

cables, signal cable, and power supply.

If four of the signals are not correct, verify that

both shunt cables are plugged in and are not

damaged. (Each shunt cable shunts four

bridges). If connections appear correct, swap

the transducer cable and check whether the bad

shunt values follow the cable. This indicates a

damaged or faulty cable. Check that the cable is

not damaged, and that connector pins are not

missing or damaged.

Troubleshooting

Use the same swapping technique if one or

more signals is not correct. In this case swap the

slip ring bracket and note which bridge has the

different value. If the faulty shunt value stays

the same with the slip ring bracket, look at the

connectors for damage or objects plugging the

connector and contact MTS.

SWIFT 50 GLP Sensors

Troubleshooting Guide (part 8 of 11)

Symptom Possible Causes Solution

Errors reported when TI2STATUS is run.

Shunt errors that TI2STATUS could report.

Zero errors that TI2STATUS could report.

• Reference Bad – a downloaded shunt

reference is zero. This is a calibration settings problem.

• Shunted Bad – A bridge being shunted

deviated from the shunt reference by more than the limit. This could be caused by a sensor failure, transducer cable failure, TI failure, bad shunt reference setting or bad shunt tolerance setting.

• Unshunted Bad – A bridge not being

shunted deviated by more than the limit. This is likely caused by a short in the transducer or transducer cable.

• Bad Angle Offset – the transducer should

have been rotated +/-90 degrees but the measured angle was different by more than the limit (currently 2 degrees). This could be caused by not passing the index mark before starting the zero, not rotating by the correct angle, a bad angle sensor or a bad transducer cable.

• Direction Change – the direction the

transducer was rotated changed during the zero process. The transducer needs to be rotated in 90 degree increments the same direction in each step of the zero process so data can be collected for each one of the sensor beams (0, 90, 180 and 270 degrees).

• Missing Data Points – a zero method that

collects data while the transducer is rotated found too many consecutive missing data points. This is likely caused by rotating the transducer too fast.

• Invalid Algorithm – the zero algorithm

specified is not recognized. This is likely the calibration setting problem that could be affected by software and firmware version.

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 9 of 11)

Symptom Possible Causes Solution

Shunt Calibration as Recorded by External Data Acquisition is incorrect or inconsistent. (The internal shunt check in the TI electronics verifies each of the eight individual bridges, but it is the six bridge 10 V output that you can record if desired.)

The output signal polarity is incorrect

The gains have been changed in the calibration file.

As the bridges are shunted, the eight raw bridge outputs pass through the TI box and have the calibration gains applied to them. If the calibration file has been changed or modified, the six bridge 10 V outputs will reflect this. Use the TI2XFER utility to verify that the calibration settings portion of the calibration file matches the original, and download the original to TI if needed.

Data acquisition configuration, settings,

Investigate the data acquisition system to verify

that it is configured properly. offset, or scaling is incorrect, changed, or inconsistent

The Polarity setting for one or more axes is incorrect

Check the polarity for each axis in the

calibration file and compare it with the desired

configuration as described in the SWIFT

Mini Transducer Interface product manual, part number 100-214-316.

Reference Angle is 180° off. If the reference angle is 180° off, the output

polarity of some channels may appear to be reversed. The reference angle can be verified as described later in this table.

Reference Angle is incorrect

Spinning Application: Vehicle Coordinate System Outputs have unusual or incorrect waveform shapes to them. (Angular output may need to also be recorded to troubleshoot based on per-revolution outputs)

Zero was done with antirotate device not attached, or attached with orientation different than test set-up.

A one-time-per-revolution of tire signal appears while the vehicle is driving straight on a flat surface. The mean level on FX and FZ is equal to zero, and the amplitude is fairly consistent during straight driving on a flat surface. The amplitudes on FX and FZ are about the same and equal to the vehicle weight.

Make sure that the anti-rotate and slip ring assembly are securely fastened during the spinning zero procedure. If the anti-rotate or slip ring is removed or rotated from the transducer, rezeroing the transducer angle is required.

Angle Mode: Check that the AngleMode value is set to zero in the TI calibration file as accessed by the TI2XFER utility. AngleMode=0 sets the TI to use the encoder to give angular transformation to the spinning signal, to provide non-spinning vehicle coordinate system output.

Angle Input: Verify that the encoder output is present. The Angle output from the TI box should be a 0 to 5 V sawtooth output. If this signal is not present, check that the encoder and slip ring assembly has not been damaged. To verify if encoder damage is suspected, swap the slip ring assembly with a known functioning unit to verify. If the slip ring/encoder assembly is damaged call MTS or replace it with spare slip ring assembly if available.

Troubleshooting

SWIFT 50 GLP Sensors

Troub leshooting Guide (part 10 of 11)

Symptom Possible Causes Solution

A one-time-per-revolution of tire signal appears while the vehicle is driving straight on a flat surface. Mean level of the FZ output is roughly equal to the weight of the vehicle on that corner.

A two-time-per-revolution of tire signal is showing up when the vehicle is driving straight on a flat surface.

Temperature Effects: The SWIFT transducer is temperature compensated to reduce temperature induced errors, but any significant changes in temperature will induce zero shifts. In the spinning application, these bridge zero shifts will result in a one-time-per rev modulation error. For best results, zeroing should occur at the conditions closest to those of the test conditions.

Incorrect Bridge Zero: An incorrect bridge zero, in the spinning application, will result in a one-time-per-rev modulation error. See “Zero Offset” earlier in this Troubleshooting Guide.

Gain settings: Verify that the TI electronics calibration file gain settings have not been modified. Using the T2IXFER program, upload the current TI settings and compare them to the original gain setting on the disk provided.

Bridge Failure: If a single bridge is failing due to overstress, overload induced crack, and so on, the results could appear as this type of output. To verify that this is the cause, use the TI2XFER program to upload the current TI settings after a zeroing procedure. Load the transducer for several cycles, without inducing heat (drive vehicle for a few cycles but do not use excessive brake heating). Rezero the TI electronics. Use TI2XFER to upload the new zero values. Compare them to the previously recorded zero values. These values should not change by more than 0.01 to 0.03 for two zeroes done at the same conditions, on the same transducer. If the changes are much larger, remove the transducer from vehicle and contact MTS.

SWIFT 50 GLP Sensors Troubleshooting

Troubleshooting Guide (part 11 of 11)

Symptom Possible Causes Solution

Spinning Application: Vehicle Coordinate System Outputs have unusual or incorrect waveform shapes to them. (Continued)

Angle/Angular Velocity Output

A four-time-per-revolution of tire signal is showing up when the vehicle is driving straight on a flat surface.

There is no angle or angular velocity output while the transducer and slip ring are spinning.

Wheel force transducers often have a modulation error with a cyclic frequency equal to the number of beams on the transducer. The SWIFT transducer has four beams, and will inherently have some level of four times per revolution modulation. This level will vary from ±0.5% to as high as ±5% of the equivalent radial load.

For example, a 4000 N mean level vertical Fz load (and negligible Fx loading) will result in a ±20 N to ±200 N error on the vertical Fz and Fx channels.

The magnitude of this modulation error is based on the geometries and stiffnesses of the components in the assembly.

A transducer on a steel rim will have lower modulation than the same transducer on a very lightweight stainless steel rim. The trade-offs between lower added mass, load capacity requirements, and desired modulation should all be considered in choosing components for the wheel force transducer assembly.

Check that all power and signal cables are connected, and that the antirotate device is securely attached. The angle output should be 0 to 5 V sawtooth output per revolution of the tire. The angular velocity signal should be proportional to the rotational speed.

System coordinate offset is not working properly

Troubleshooting

The output Fullscale** values have been modified in the calibration file.

If the output is set to Angular Velocity, check the VelocityFullscale value in the calibration file.

Check that the encoder output is present. The angle output signal from the TI should be a 0 to 5 volt sawtooth output while the transducer is spinning at a constant velocity.

If this signal is not present, check that the slip ring/encoder assembly has not been damaged. If you suspect encoder damage, swap the slip ring assembly with a known functioning unit to verify it. If the slip ring/encoder assembly is damaged, call MTS or replace it with a spare slip ring assembly.

Make sure the fullscale values in the calibration file are correct and represent units of kN and kN·m.

SWIFT 50 GLP Sensors

Assembly Drawings

This chapter contains the assembly drawings and parts lists relevant to the SWIFT 50 GLP transducers.

Contents Cable Drawings 84

SWIFT 50 GLP Mechanical Drawings 95

SWIFT 50 GLP Sensors Assembly Drawings

Cable Drawings

Part Number Cable Description

Cable Drawings

377661XX

569975XX 572129XX

572143XX

574462XX

100179353

100224052

CABLE ASSY-SIGNAL COMMON/PRODUCT GND CABLE ASSY-SHUNT CAL, SWIFT XDCR CABLE ASSY-SWIFT MINI TI, POWER W/PT

CABLE ASSY-SWIFT MINI TI, POWER W/LUG CABLE ASSY-MODULE BOX, MDM, SWIFT 50GLP CABLE ASSY-SWIFT MINI TI,MONITOR CABLE ASSY-LPTI TO MINI TI, SWIFT, ROHS

Assembly Drawings

SWIFT 50 GLP Sensors

REVISIONS

DESCRIPTION

ENGR

RAWN

-05 & -06 TO REV B. UPDATE DOCUMENT REV. CHANGE ITEM 5 QTY FROM: 6, TO: 4.

RLJRLJ

DATE

6-12-12

ECN NO

LETTER

500001048

APPLY RTV TO AREA

IS SIDE & OPP. SIDE)

(TH

RTV INSIDE GROOVE

LY RTV TO BOTH SIDES

APP AND BOTTOM OF CONNECTOR FLANGE BEFORE INSTALLING

NOTE THE ORIENTATION OF CONNECTOR DOVETAIL

TO PROVIDE PROPER SEALING

RTV AROUND (4) COVER SCREWS HOLES

INSTALL FROM THIS SIDE)

(

APPLY RTV TO GROOVE AND TOP OF CONNECTOR

NOTES:

1) ATTACH PWB (ITEM 2) TO CONNECTOR (ITEM 3). SOLDER PCB PIN CONNECTIONS AND CABLE CONNECTIONS PER SHEET 2 WIRING SCHEMATIC.

2) APPLY K250 HIGH TEMPERATURE TAPE TO PWB. PLACE ONE BAND (1 INCH WIDE) OVER CONNECTOR SOLDER CONNECTIONS AND ANOTHER OVER CABLE SOLDER CONNECTIONS.

3) ASSEMBLE PWB & CONNECTOR TO BOX (ITEM 1). PRIOR TO, APPLY RTV TO CONNECTOR, FILL BOARD MOUNTING HOLES AND APPLY LAYER OF RTV IN CABLE ACCESS SLOT ON BOX AS SHOWN. REMOVE ANY EXCESS RTV AFTER INSTALLING.

4) APPLY RTV ALL AROUND OUTSIDE EDGE OF BOARD,OUTSIDE EDGE OF THE CONNECTOR BACKSHELL, AROUND (4) COVER SCREW HOLES AND TOP GROOVES OF CABLE ACCESS SLOT.

ATTACH COVER (ITEM 4) TO BOX. APPLY RTV TO GROOVE AND CONNECTOR AS SHOWN.

APPLY LOCTITE 222 AND TORQUE TO 7 IN-LBS.

APPLY LOCTITE 222 AND TORQUE TO 9 IN-LBS.

LENGTH

(SEE TAB ON SHT 2)

9 10

11 14

1 25121131

GROOVES

RTV

SECTION A-A

ING

PROPRIETARY DATA

INFORMATION AND DESIGN(S)

ENGR

CHE

BAO

RLJ

SIZE

DATE

DATEDATE

4-09 -

NUMBER

574462-XX

SHEET OF

MFG

DATE

REV

SEAL WITH RTV (4 PLACES)

RTV AROUND CABLE EXIT

MATERIAL DESCRIPTION

-----

MATERIAL SIZE

-----

FINISH

-----

THREAD DEPTHS ARE TO MIN FULL TH DS DRILL DEPTHS ARE TO FULL DIA REMOVE BURRS AND SHARP EDGES

DO NOT SCALE PRINT

MTS SYSTEMS CORPORATION

EDE

UNLESS OTHERWISE SPECIFIED

N PRAIRIE, MINNESOTA U.S.A.

MASK

SCALE

1/1

MACHINED SURFACES

180

.XXX HOLE SIZE TOLERANCE

0.000

TO .750

+.010/-.002

GENERAL

TOLERANCES

THIRD ANGLE PROJ

.XX

.XXX

OVER .750

TO 1.500

+.015/-.003

TITLE

2ANGLE

1/4

.03

NEXT LEVEL

.010

PRODUCT CODE

SOURCE/REF DRAW

THE DISCLOSED HEREIN ARE CONFIDENTIAL AND THE PROPERTY OF MTS SYSTEMS CORPORATION AND MAY NOT BE USED, REPRODUCED OR DISCLOSED IN ANY FORM EXCEPT AS GRANTED IN WRITING BY MTS SYSTEMS CORPORATION. THIS RESTRICTION EXCLUDES INFORMATION THAT IS IN THE PUBLIC DOMAIN OR WAS LEGITIMATELY IN THE PRIOR POSSESSION OF THE RECIPIENT.

DRAWN

3-31-09 -

CABLE ASSY-MODULE

BOX, MDM, SWIFT 50GLP

REVISIONS

DESCRIPTION

ECN NO

9/3/10

2-17-11MSRLJ

DATE

LETTER

10-0576

11-0034

11-0404

ENGR

RAWN

1214

WRAP AROUND LABEL

TO SWIFT

TRANSDUCER

CABLES

224-052

100-

TO SWIFT

MINI

TRANSDUCER

INTERFACE

100-

AROUND LABEL

WRAP

224-

052

BOM CHANGES:

QTY ITEM 9

CHG 464822-01 (6 TO 4) ITEM 10, 100-227-471 WAS 100-158-692 CHG QTY ITEM 11, 100-176-523 (2 FT - 1 FT) ITEM 14, 100-226-155 WAS 119511-32 ADD ITEM 17, 100-203- 552 (1)

DRAWING CHANGES: UPDATE FRONT PANEL SILKSCREEN ADD NOTE 3, ADD VIEWS BACKSHELL ASSY AND SHIELD CONNECTION .

MSKLQ

BOM CHANGE: ADD ITEM 18, 700-003-419 (1 ) DRAWING CHANGE: ADD FLAG NOTE 4: ADD SERIAL NUMBER LABEL. SEE MTS DOC. 700-003-419 FOR REQD LABELING INFO.

KLQ

BUMPED REVISION FOR T

RAC

EABILITY.

10-29-10

6.00

(USE LOCTITE 222)

E1E2E3

E7E5E6

1 1

ELD CONNECTION

SHI

2 1

D15P CONNECTOR

(JACKSCREW ONLY, USE LOCTITE 222)

J2B SHUNT B J2A SHUNT A

IAL LABEL

SER

TRANSDUCER

1 (USE LOCTITE 222)

TOP VIEW OF PWA BOARD

WITH D15P CONNECTORS, PLATE & FASTENERS

NOTES:

DISCARD FLAT WASHERS THAT ARE SUPPLIED.

USE

FOL

CABLE JACKET AND GROMMET IN BACKSHELL CLAMP AREA AS SHOWN AND APPLY CLAMP OVER THE BRAID. USE "SIZE H" 0.390 ID GROMMET (SUPPLIED WITH ITEM 14).

ADD SERIAL NUMBER LABEL. SEE MTS DOCUMENT

700-003-419 FOR REQUIRED LABELING INFORMATION.

LOCTITE 222 AND TORQUE TO 13 IN-LBS (1.5 N-M).

D OUTER BRAIDED SHIELD AND DRAIN WIRE OVER

BACKSHELL ASSEMBLY

MATERIAL DESCRIPTION

-----

MATERIAL SIZE

-----

FINISH

-----

THREAD DEPTHS ARE TO MIN FULL TH DS DRILL DEPTHS ARE TO FULL DIA REMOVE BURRS AND SHARP EDGES

DO NOT SCALE PRINT

MTS SYSTEMS CORPORATION

EDE

UNLESS OTHERWISE SPECIFIED

N PRAIRIE, MINNESOTA U.S.A.

MASK

SCALE

NONE

MACHINED SURFACES

180

.XXX HOLE SIZE TOLERANCE

0.000

TO .750

+.010/-.002

GENERAL

TOLERANCES

THIRD ANGLE PROJ

.XX

.XXX

OVER .750

TO 1.500

+.015/-.003

TITLE

2ANGLE

1/4

.03

NEXT LEVEL

.010

PRODUCT CODE

SOURCE/REF DRAW

DRAWN

2-1

ABLE ASSY-LPTI TO

MINI TI, SWIFT, ROHS

ING

PROPRIETARY DATA

INFORMATION AND DESIGN(S)

ENGR

RLJ

9-10 -

SIZE

CHE

DATEDATE

DATE

2-19-10 -

NUMBER

100-224-052

SHEET OF

MFG

DATE

REV

SWIFT 50 GLP Mechanical Drawings

SWIFT 50 GLPS Mechanical Drawings

Part Number Part Description

569844xx

570594xx

100161435

700002218

700002219

700002520

700003435

700003439

700003458

LUG NUT, MODIFICATION-SWIFT 50GLP CONDUIT BRKT- SLIP RING ASSY-SWIFT 50GLP ANTI-ROTATE ASSY- CUST/USER,SWIFT 50GLP DISK RIM (FRT) CUSTOMER DIMENSIONAL DWG DISK RIM (REAR) CUSTOMER DIMENSIONAL DWG ANTI-ROTATE BRKT WELDMENT-SWIFT 50 REF REFERECE DIMENSION ASSEMBLY-SWIFT 50GLP SWIFT 50GLP MOMENT LDS DETERMINATION DWG REFERENCE-SPINDLE SPACER, SWIFT 50GLP

SWIFT 50 GLP Sensors Assembly Drawings

MTS SWIFT 50 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Technical Support

How to Get Technical Support

Before You Contact MTS

If You Contact MTS by Phone

Problem Submittal Form in MTS Manuals

Before You Begin

Preface

Conventions

Documentation Conventions

Hardware Overview

Overview

Spinning Applications (Track or Road)

Non-spinning Applications (Laboratory)

Construction

Design Features

Coordinate System

Specifications

Calibration

Interfacing with RPC

Installation

Hazard Icons

Road and Track Vehicles

Attaching SWIFT Components to the Vehicle

Attaching SWIFT and Wheel Assembly to the Vehicle

Attaching SWIFT Components to the Fixturing

Analyzing SWIFT Data

The Data

Fx Data (Longitudinal Force)

Fz Data (Vertical Force)

Mx Data (Overturning Moment)

My Data (Brake Moment)

Acceleration and Braking Events Example

Slalom Curve Driving Example

Maintenance

Transducer

Cables

Troubleshooting

Assembly Drawings

Cable Drawings

SWIFT 50 GLP Mechanical Drawings