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NEWSLETTER2016 Annual Collection
Technics GSA Technology Application
News GRC Joint Venture Signing
Upcoming EventsMeet us04 28 30
Contents ..........................................................................................................................2
Editorial ...........................................................................................................................3
Company Profile ............................................................................................................3
Technics ........................................................................................................................... 4
GSA Technology Application .........................................................................................5
Manual Transmission Shiftability Optimization.........................................................8
Introduction to NVH Vehicle Measurement ............................................................. 14
NVH Test Bench and Test Program Introduction .................................................... 17
Fast and Accurate Whine Optimization Process .....................................................22
News ............................................................................................................................... 28
GRC and WLY Set Up a Joint Venture Company in China .......................................29
Shanghai Testing Expo .................................................................................................29
TMC Keynote Speech ....................................................................................................29
Upcoming Events ....................................................................................................... 30
Dear readers,
As the automotive industry professional journal, GRC
Newsletter is going to meet with you again after our efforts
from all sides.
As the world’s largest automobile production and market-
ing country now, Chinese automotive industry plays an
important role at the world’s automotive industry and it is
estimated that Chinese car sales will reach to 30 million by
2020. The prospect of automotive market is very promising.
The new issue focuses on the introduction to gear shifting
performance of transmission and NVH testing. Nowadays,
consumers have high requirement on automobile gear
shifting, so our experts have a detailed introduction to
GSA technology application and gear shifting optimization.
NVH has become a key performance indicator that
customers are more concerned, and passengers and drivers
are more inclined to buy a vehicle with quiet and comfort-
able driving space. GRC experts can measure, analyze and
optimize NVH by high-tech software and techniques. In
the latter half of this issue, our experts have a detailed
introduction to NVH Test Program and optimization
process. We are aiming to help customers to obtain the
absolute dominance in the market competition through
our superior service.
I am particularly grateful to all the colleagues for editing
this issue, and hope that all readers will enjoy our content.
Look forward to seeing you soon.
Kind Regards!
EditorialATESTEO GmbH is a leading supplier in the internation-
al automotive industry, providing drivetrain testing,
transmission engineering development and perfor-
mance optimization services, and automatic equipment
such as precision measuring system, test benches etc.
We are a key partner of leading automotive manufac-
turers and suppliers around the globe. The outstanding
expertise of our specialists in all dimensions of testing
allows for reliable verification of drivetrains, transmis-
sion systems and automotive products. We are every-
where where automotive development takes place.
Our 120 test benches in Germany, China, USA, Japan
and Korea serve the automotive industry everywhere
in the world.
ATESTEO Gear Research Center (China) Co. Ltd. (GRC),
as the biggest operation oversea, was established
in August 2006 in Suzhou Industrial Park, with the
mission of providing professional powertrain testing
and transmission development services for OEMs
in China and Asia. GRC, who is the leader of transmis-
sion development and the provider of engineering
service, completed the first 6DCT turn-key develop-
ment project in China local market. GRC’s current
facilities include 21 state-of-the-art powertrain test
cells, prototype workshops, and modern offices
equipped with CAE and CAD workstations. We can
offer you drivetrain testing and technical engineering
services of the highest quality.
Company Profile
Wolfgang Schmitz, CEO
Contents
2 Contents Editorial & Company Profile 3
Technics
• GSA Technology Application
• Manual Transmission Shiftability Optimization
• Introduction of NVH Vehicle Measurement
• NVH Test Bench and Test Program Introduction
• Fast and Accurate Whine Optimization Process
Figure 1: GSA System
Composition
The GSA system consists of 4 hardware and software parts: the GSA Hardware, the GSA
Data Recorder, the GSA Data Recorder Software and the GSA Analyzing Software (see
Figure 1).
GSA Hardware GSA Data Recorder GSA Acquisition Software GSA Analyzing Software
GSA Technology Application
In recent years, with the development and application of manual transmission, shift quality analysis has become more and more important. GRC’s Gear Shift Analysis (GSA) vehicle gear shift quality analysis system analyzes vehicle gearbox shift performance conveniently and flexibly without requiring big changes to the vehicle, and makes it unnecessary for the test to be conducted on the test bench. Analyzing gearshift performance within the whole vehicle is also closer to the driver’s operation in real life.
• 3-axial force sensor
• 3-plan angle sensor
• Displacement sensor
• Two rotational speed sensors
• TTL converter and cable
• Two temperature sensors (K type)
GRC has developed special measurement procedures and
equipment appropriate to the shift characteristics of man-
ual transmission vehicles. See Figure 2. Different types
of sensors are used for the measurements, as follows:
System composition
Figure 2: GSA Vehicle Measurement
Technics 54 Technics
Main testing parameters of the GSA system
• Select force
• Shift force
• Select stroke
• Shift stroke
• Clutch stroke
• Transmission input shaft speed*
• Transmission output shaft speed*
• Vehicle velocity*
• Engine speed*
(*appropriate sensors must be installed at the
transmission)
• Comparison of different vehicle shift performances
• Evaluation of competitors‘ shift quality
• Comparison of performance before and after design
modifications
• Performance evaluation of internal and external
shift transmission mechanisms, including efficiency,
rigidity etc.
• Evaluation of the transmission´s shift impulse
• Evaluation of the transmission´s double bump
• Evaluation of the effect of clutch action on gear shift
performance
• Evaluation of the transmission in different stages of
its life cycle
Figure 3: Shift Processes Differentiated
Figure 5: Shift Stroke
Figure 4: Software Navigation Panel
Figure 6: Shift travel - Shift Force Curve
SummaryThe GSA vehicle shift quality analysis system can be
used for detailed testing and analysis of such features
of manual transmissions in an assembled vehicle as the
shift and select forces, select and shift stroke, synchro-
nization time and double bumps. The use of a GSA sys-
tem helps transmission development engineers during
the development of a new transmission, during design
changes of a transmission, for benchmarks against
other transmissions, and during design optimization.
Because the shift procedure of a manual transmission
can only be analyzed statistically, many shifts must be
performed to get approvable results. The measure-
ment results also have to be evaluated by experienced
transmission engineers, so that potential variations of
the synchronization time, shift time or double bump
behavior are interpreted correctly. In addition, test
engineers need a deep understanding of the working
principles of manual transmission in general (e.g. syn-
chronizer or detent system) and interface components
like the clutch.
GSA software functions
GSA software is divided into two parts, a data acquisition
system and a data analysis system, making for flexibility
according to requirements. The software can be operat-
ed in a Microsoft Windows environment, and does not
need any other special environment like MATLAB. The
system can also analyze data offline. The system can fully
reflect the driver‘s behavior; for example, if the driver
deliberately engages in some special shift behavior, the
GSA will reflect these special actions. The GSA system can
if necessary be directly connected to GRC’s professional
test rig operating system PDES. The system can export
data in many different formats, such as Excel files, JPG,
etc. Customers also can order special file formats to
make comparisons with other data easier. Users can set
the content of output data in whatever way suits their
needs, such as shift force against shift time, shift force
against shift stroke, etc.
Main function of GSA vehicle
gear shift quality analysis system
Main functions of the GSA system
Software features
Cleanup Layout
somehow
Technics 76 Technics
Manual transmission shiftability optimization, is a combination of shiftability measurements and shift systems design optimizations. GRC is capable of delivering in both aspects on the basis of long term experience and continu-ous improvement of the corresponding software and hardware tools.
The shiftability optimization process
Shiftability optimization approach (see Figure 1) is a continuous cycle of the below stages:
Subjective evaluation requires a driver with rich driving experience. The evaluation
comprises the following aspects:
Shift knob ergonomics
• Knob position
• Knob touch / shape
Static shiftability
• Select and shift force
• Select and shift travel
• Shift snap-in
• Shift friction
• Shift noise
• Cross shift
Dynamic shiftability
• Shift vibration / noise
• Engagement performance
• Disengagement performance
• Shift double bump
Idle shiftability
• 1 gear shiftability
• R gear shiftability R
Clutch characteristics
• Clutch position
• Maximum force
• Clutch travel
On the basis of the subjective evaluation a radar chart can be created, which reflects a
kind of finger print of the vehicle‘s shiftability and allows clear comparisons between
different vehicles (see Figure 2).
8
7
6
5
4
3
2
1
0
Figure 2:
Subjective Evaluation of Shiftability
Shift knob ergonomic
Select force
Shift force
Select travel
Shift travel
Shift snap-in
Shift frictionShift noise
Cross shift
Idle shiftability
Dynamic shiftability
Clutch characteristics
......
Subjective evaluation on shiftability
• Subjective evaluation of shiftability
• Measurement of gear shift behavior
• Design review
• Improvement proposals
• Change construction
• Management of prototyping process
Customer Responsibility
Management of Prototyping Process
Subjective Evaluation of
Shiftability
Measurement of Gear Shift Behavior
Construction Change
Improvement Proposals of Shift System
Design Review of Shift System
Figure 1:
Shiftability Optimization Process
Manual Transmission Shiftability Optimization
Technics 98 Technics
Detent Pin Geometry
Spring Characteristics
Detent Contour Geometry
ATESTEO DETENT CALCULATOR
Design review / improvement proposals
According to the subjective evaluation results and objective data of GSA measurement, GRC can define which items need
to be optimized and the corresponding target. Then, according to the defined target, GRC can process the shift sub-
systems optimization, by (for instance) tolerance stack up calculations, detent force-travel curve simulation, or cross shift
route simulation.
Tolerance stack up calculation can review and optimize the
following shiftability items:
• Free play
• Shift travel
• Select travel
Detent force-travel curve simulation
ATESTEO DETENT CALCULATOR can simulate each de-
tent’s force-travel curve independently; it comprises the
main detent, shift rod detent and synchronizer detent.
Then integrates all the curves depending on their rela-
tionships. Figure 4 shows the customer interface and the
parameters needed to be input.
Figure 4: DETENT CALCULATOR Customer Interface
Tolerance stack up calculation
Almost all of the subjective evaluation terms can be
objectively quantified through GSA measurements.
Then GRC engineers compare them with GRC / ATESTEO
criteria to provide quantitative data for the following
optimization. The following content is just a brief intro-
duction of the GSA system, for more details please refer
to the GSA articles. Figure 3 shows the GSA measurement
and results example.
Figure 3: GSA Measurement and Results Example
Measurement of gear shift behavior
x-displacement [mm]
Shift rod detent
Forc
es [N
]
Bal
l y-d
isp
lace
men
t [m
m]
Technics 1110 Technics
From the shift knob force-travel curve we can get the
following information:
So we can process the specific adjustment to detent
contour, or their position relationships to reach the
criteria. Figure 6 shows the idle shift force curve.
• Shift force
• Shift snap-in
• Shift friction
To figure out the cross shift performance, GRC needs to simulate the cross shift route (as Figure 7).
Figure 6: Idle Shift Force Curve
Positive Force
Neutral In Gear
NegativeForce
Figure 7: Cross Shift Simulation
Figure 8: Optimized Cross Shift
When we get the integrated curve we can get the shift knob force-travel curve (as Figure 5).
Cross shift route simulation
Figure 5: Shift Knob Force-Travel Curve Simulation
Travel on konb (mm)
Forc
e o
n ko
nb (m
m)
The poor positions can be found out from the simulated route, so GRC can process the
specific optimization to the related parts, to get the optimum cross shift performance
(as Figure 8).
The involvement of the customer in the GRC / ATESTEO shiftability approach, is an im-
portant aspect of the process. The advantage for the customer is that the customer is
directly involved in the improvement process. It also makes the approach more efficient
because the customer keeps the know-how about manufacturing and processing, right
from the beginning of the improvement implementation. GRC / ATESTEO also supports
customers during this phase of the process. After the optimized vehicle is available, the
subjective evaluation and GSA measurement need to be repeated to verify the optimized
effects. If the optimization is satisfying for the customer, the process is concluded.
Change construction / management of prototyping process
PrototypeManufacture
TransmissionAssembly
VehicleAssembly
After the customer gets the improvement proposals, the customer is in charge of.
Technics 1312 Technics
Introduction to NVH Vehicle Measurement
NVH is the abbreviation of three words that are Noise, Vibration and Harshness. In most cases noise exists with vibration, because noise is caused by vibration. By analyzing the NVH model, NVH is a system composed by excitation source (such as engine, transmission, etc.), channel of vibration transmission (suspension system, body) and acceptor (human).
NVH is becoming a key performance indicator for customers concerned, and more and more customers tend to buy a vehicle with a quiet and comfortable passenger compartment.
NVH measurement facility
Most OEMs implement the NVH verification and devel-
opment with the NVH laboratory (example as Figure1),
namely, anechoic chamber. The laboratory is suited for
vehicle measurement and assessment because of the large
investment amount, long construction cycle and large
maintenance and usage cost.
GRC implements the NVH measurement and assessment
by using convenient and fast facilities and software. The
headset microphone could be used for acquiring sound
pressure values (example as in Figure 2), and acceleration
sensors & speed sensors which have a small size and high
accuracy, are used for acquiring vibration parameters
(example as Figure 3). The system tests and analyzes trans-
mission noises, such as WHINE RATTLE and CLUNK, mainly
on the vocalism principle and transfer characteristics. With
shielding other low influential factors which NVH causes,
the facility’s testing and analyzing efficiency even higher.
Portable data acquisition equipments and laptops are used
to record and analyze data.
Figure 3: GRC Speed Sensor Installation
• Sound pressure by the driver
• Rotation speed/ angular acceleration of rotating elements in the transmission
• Vibration acceleration of transmission elements
• Vibration acceleration of mounts in the engine compartment
Item Manoeuvre Description Gear
Rating
• Gear Whine • Gear Rattle
Tip
in
@1500 rpm
• Driving with target gear at target engine speed
• Fast tip in to WOT till the engine speed reaching 3000 rpm
1st– 7
@2000 rpm – 7
@1500 rpm2nd
– 7
@2000 rpm – 7
@1500 rpm3rd
– 5
@2000 rpm – 5
@1500 rpm4th
– 5
@2000 rpm – 5
@1500 rpm5th
– 6
@2000 rpm – 7
@1500 rpm6th
– 6
@2000 rpm – 7
NVH measurement of content
Portable data acquisition equipments are fast and convenient when installed on the
vehicle to measure the below content:
NVH procedure of measurement and analysis
NVH subjective assessment
The key objective is to find out and distinguish the excitation source during NVH measure-
ment. The shaft speed and vibration tests are necessarily corresponding to the concerned
gear, and then we can go on with the analysis based on the test result. First of all, GRC
implements subjective measurement and assessment according to a strict specification. We
should confirm if WHINE, RATTLE or CLUNK noise is existing. Assessment table is shown as
Table 1.
Table 1: Subjective Measurement Table
Figure 1: Lab Test Schematic Diagram
Figure 2: Headset Microphone Measurement
Technics 1514 Technics
SummaryBased on the measurement of sound pressure and acceleration of elements, GRC could provide comprehensive
and objective data to design/optimization engineers. The measurement is used to establish finite element model
of NTF, and is helpful to execute the optimization of noise source and transfer path by modified parameters.
Figure 4: Transmission Layout Schematic
Figure 5: Data Analysis Schematic
NVH Test Bench and Test Program Introduction
NVH test bench description
Test bench layout (see Figure 1 / Figure 2)
Figure 1: Basic Layout of Semi-Anechoic Test Bench (ISO 3745 Class 1)
Figure 2: Transmission Noise Test Bench
NVH measurement
• Confirming the gear which should be measured
specifically according to the measurement result. De-
signing the installation positions of acceleration and
speed sensors (based on layout of transmission), and
then installing the sensors. Example in Figure 4.
• Fixing and connecting the data acquisition equip-
ment with a laptop after the sensors are installed,
and then configuring the data acquisition equipment
channels.
• Measuring and recording the data on a straight
testing road under different conditions according
to the requirement, and then analyzing the data by
software. Example in Figure 5.
Technics 1716 Technics
Acoustic properties
Certification
• ISO 3745 class 1 (High precision method) ISO 3745
Cut-off frequency
• 250 Hz
Absorbers
• Wedge type
• Length: 340 mm
Background noise level
• 45 dB
• Electric machines located outside of the noise chamber
Decoupling
• Base plate made of concrete decoupled from the
structure borne noise by elastomeric blocks
Natural frequency
• 6 Hz
Drive
Input
• 95 kW
• 300 Nm (nominal)
• 490 Nm (overload)
Output
• 100 kW
• 454 Nm (nominal)
• 640 Nm (overload)
Input driveline with rigid connection of motor and trans-
mission via a CFK shaft.
NVH test program description
Description of gear rattle measurement
Preparation for gear rattle test
• The transmission is rigidly mounted to a fixture by the
bell housing only
• The differential is blocked
• A short connection shaft with high torsional stiffness is
used to connect the transmission input shaft via splines
and a modified clutch hub
• A high stiffness and low inertia connection shaft, is
mounted on the load motor, and the shaft length is
determined by the required motor position outside
of the acoustic chamber
• A dual mass flywheel is installed to achieve isolation be-
tween the test bench and the ‘vibration side’ (excitation
motor and transmission running at high vibration levels)
(a) Microphone Position
(c) Input Shaft Speed Sensor Position (d) Input Shaft Speed Sensor and Vibration Sensor Position
(b) Microphone Position
Figure 4: Measuring Pointsand ‘load side’ (load motor, running at constant speed –
decoupled) to enable higher vibration levels
• One speed transducer is mounted on the driving motor
and the other is on the input shaft (see Figure 4)
• 4 microphones are positioned in an array one meter away
from the transmission sample (see Figure 3/Figure 4)
• 1 tri-axial accelerometer is installed (same position as in
vehicle)
• Rotec-System, Octobox and Artemis from HEAD acoustic
are used for measurement and analysis
Process of gear rattle test
• The transmission is set to the test temperature before
every test run
• The gear which will be tested is engaged
• The transmission is set to a required constant speed by
the input motor
• A load of torque is applied by the output engine
• The frequency of the torsional acceleration is set to the
corresponding 2nd engine order
• The torsion fluctuation is ramped up from nearly 0 to
maximum acceleration
• The radiated noise is measured by 4 Microphones locat-
ed 1 meter away from the test object (see Figure 4)
• The A-weighted sound pressure levels of the 4 micro-
phones are averaged and are drawn vs. the torsion
acceleration
• The torsional acceleration is calculated from input shaft
speed
• The basic noises from oil pump, gear meshing and bear-
ing noises are contained in the complete analysis
Figure 3: Positions of Microphones
Technics 1918 Technics
Figure 7: Measuring Process Figure 8: Torque vs Angle Displacement
Description of gear whine measurement
Figure 5: Basic Layout of
Gear Whine Measurement
Preparation for the gear whine test (layout see Figure 5) Process of gear whine test
• The transmission is rigidly mounted to a fixture by the
bell housing only
• The differential is blocked
• A short connection shaft with high torsional stiffness is
used to connect the transmission input shaft via splines
and a modified clutch hub
• A high stiffness and low inertia connection shaft is
mounted to the load motor, and the shaft length is de-
termined by the required motor position outside of the
acoustic chamber
• A boost transmission is installed, because higher speed
and higher torque are necessary
• Speed and torque transducers are mounted in front of
and behind the transmission
• Four microphones are positioned about one meter away
from the transmission sample (see Figure 3/ Figure 6)
• 1 tri-axial accelerometer is installed (same position as in
vehicle)
• Octobox and Artemis from HEAD acoustic are used for
measuring and analyzing
• The transmission is set to the test temperature before
every test run
• The gear which will be tested is engaged
• The transmission is set to a required start speed by the
output motor
• A constant load is applied by the input engine
• The speed is ramped up
• Every test run is repeated three times
• The overall values and the meshing orders of the
engaged gear pairs are extracted from the A-weighted
microphone signals
• The analysis settings in Artemis are as following:
Window: Hanning
Weighting: Fast
Resolution: 0.1 order
• The results are averaged over the three test runs and
over the four microphones
• The values are drawn vs. the engine speed
(a) Microphone Position (b) Shaft Layout
(c) Shaft Layout (d) Input Shaft Speed Sensor and Vibration Sensor Position
Figure 6: Measuring Points
Description of stiffness and free play measurement
Preparation for stiffness and free play test (layout
see Figure 5)
• The transmission is rigidly mounted to a fixture by the
bell housing only
• The differential is blocked
• A short connection shaft with high torsional stiffness is
used to connect the transmission input shaft via splines
and a modified clutch hub
• A high stiffness and low inertia connection shaft is
mounted to the load motor, and the shaft length is de-
termined by the required motor position outside of the
acoustic chamber
• A boost transmission is installed, because higher speed
and higher torque are necessary
• Speed and torque transducers are mounted in front of
and behind the transmission
• One speed transducer is mounted on each input shaft,
output shaft and differential
• Rotec is used for measuring and analysis
Process of gear stiffness and free play test
• The transmission is set to the test temperature before
every test run
• The gear which will be tested is engaged
• The transmission is set to a required constant speed by
the input motor
• A load is applied by the motor
• The torque is ramped up from positive torque to nega-
tive torque and back to positive torque (the measure-
ment process is shown on Figure 7)
• The torque is drawn vs. the differential angle (see
Figure 8)
Technics 2120 Technics
ω1 * R1 ≠ ω2 * R2
• Mn/αn/Z/β• εα/εβ
• fHα/Cα/fHβ/Cβ/Fp/Fr• Gear Modification
• Calculation and Control Bearing Clearance• Analysis Bearing Stiffness
• Analysis Shaft Deflection• Analysis Housing Stiffness
• Analysis Resonance Point
Fast and Accurate Whine Optimization Process
Fast and accurate whine optimization process (see Figure 1)
Whine optimization process explanation
Perfect international standard of “V” type whine optimization process, it can define accurately and is fast to solve
systematic whine from the problem analysis to simulation.
Contact Pattern Testing
Transmission Bench Testing
Vehicle Testing
Solution Simulation Analysis (CAF)
Optimization Solution
Testing Analysis
Issue Reason Analysis
Implementation
Requirements Validation
Validation Report
Gear Noise
Whine reason analysis
Whine principle
Because the actual meshing gear cannot be carried out in accordance with the theory
of involute meshing, it may cause the gear meshing transmission error, leading to gear
vibration whine. Namely,
Figure 1: Whine Optimization Process
Whine transfer
Generally falls into two kinds (see Figure 2)
Here we mainly discuss internal influence factors
of transmission whine (see Figure 3 / Figure 4).
• First is structure borne noise
• Second is air borne noise
Figure 3: Transmission Internal Whine Influential Factors
Figure 2: Whine Analysis
Figure 4: Transmission Hardware Design Whine Relative Parameters
Whine
Transmission
Gear Macro Parameter
Gear Macro Parameter
Gear Micro Parameter
Bearing Clearance and Stiffness
Shaft & Gear and Housing Stiffness
Housing Modal a nd Stiffness
Bearing Clearance
and Stiffness
Shaft & Gear and Housing
Stiffness
Avoid Resonance
Point
Enhance Housing Stiffness
Structure Borne Air Borne
Transfer Road
Excitation Source
TEHousing Modal and Stiffness
Transmission
Gear Micro Parameter
Technics 2322 Technics
Figure 5: Test Spectrum Analysis
Figure 7: Contact Pattern Simulation
Whine test and analysis
Whine optimization scheme
Whine simulation
To confirm the key factors
affecting the whine gene-
ration and transfer through
test of spectrum analysis.
(see Figure 5)
According to the whine design standard and test spectrum analysis, we put forward
the corresponding optimization scheme, such as requirement of contact ratio, structure
layout, bearing clearance, gears order analysis, etc. (see Figure 6)
Contact pattern analysis on different load, and define
gear micro modification parameter (see Figure 7).
Figure 8: Contact Pattern Diagram
Whine contact pattern test
After all analysis has been finished, the gear contact pattern test needs to be implemen-
ted, and then validates if the gear modification is correct and reasonable (see Figure 8).
Figure 6: Order and Parameter Analysis
Technics 2524 Technics
Figure 9: Transmission Noise Test Bench
Whine bench test Whine vehicle test
Whine optimization report
Whine of transmission optimization example
Through the transmission bench test to verify the whine
improvement effect, and according to the relevant whine
evaluation standard, to evaluate whether it can meet cus-
tomer requirements (test bench see Figure 9).
If the whine bench test can meet customer requirements,
the vehicle test does not generally have a problem; if the
vehicle has the whine problem, it needs investigation and
analysis from the related structure borne path, or reso-
nance point of the vehicle.
The gear modification is the most common and effective method at present, to solve the
whine problem from the source. For example, transmission has unacceptable coast whine
on 2nd gear when the engine speed is at 1700 rpm~2300 rpm.
See left of Figure 10; interior noise of 2nd coast mode is dominated by 19 order noise of
2nd gear.
The gear modification significantly improved the gear order noise levels, reduced noise
more than 10 dB(A) at 2nd gear, and reduced the vehicle noise level to an acceptable level
(see Figure 10 / Figure 11) .
Combining the entire optimization process, the summary
report will make the customer have the accumulation of
experience and learning.
Figure 10: Whine Comparison Between Original and Optimization
Figure 11: Whine Comparison between Original and Optimization
Original interior noise level
Original
Coast 1000-5000 rpm
Coast 1000-5000 rpm Coast 1000-5000 rpm
Coast 1000-5000 rpm
Overall noise
Gear modification significantly improved the gear noise level
Sound
pressure level d
B(A
)
Eng
ine ord
er
Eng
ine ord
er
Eng
ine ord
er
19 order noise at 2nd
Optimization interior noise level
Optimization
Difference is only 1dB(A) between overall
noise and 19 order noise → Unacceptable
Difference is 12dB(A) between overall noise
and 19 order noise → Acceptable
Left ear Left ear
19 order noise at 2nd
19 order noise at 2nd
Right ear Right ear
Gear whine Optimization level
Technics 2726 Technics
News
• GRC and WLY Set Up a Joint Venture Company in China
• Shanghai Testing Expo
• TMC Keynote Speech
TMC Keynote Speech
GRC and WLY Set Up a Joint Venture Company in ChinaATESTEO Gear Research Center (China) Co., Ltd. (GRC),
who has set up a joint venture named GRC Automotive
Technology (Zhejiang) Co., Ltd. with Zhejiang Wan Li
Yang Co., Ltd. (WLY) on December 15th, 2016. The joint
venture mainly engages in engineering and technical
development services pertaining to MT, AT, CVT, DCT,
and PHEV transmission as well as NEV drivetrains. It will
fully integrate WLY’s market resource and production
experience with GRC’s advanced development
technologies and experience. The joint venture aims
to improve traditional drivetrain know-how and fill
the gap of transmission technology in China, so as
to satisfy the demand of OEMs in drivetrain systems
for traditional and new energy vehicles. It also works
closely with the OEMs and the component suppliers on
research and development, to create a sound ecosystem
for China’s automotive industry!
The 2016 Automotive Testing Exhibition was held on
27th to 29th of September in Shanghai. As the leader of
automotive transmission industry, GRC’s products
were displayed in Hall 3 Booth 11003 of the exhibition
which was located in Shanghai World Expo Exhibition
& Convention Center. In the exhibition, GRC presented
a diverse range of high-tech products of transmission
and vehicle testing, including torque measurement
systems, shifting actuators, high-end equipment, and
functional development and testing of drivetrain.
The GRC booth with the measurement equipments
attracted lots of visitors, and GRC experts gave
professional explanations to them. During the
exhibition, GRC got the information of over 80
customers who showed interest in our business.
This achievement greatly promotes the expansion
of our business, and builds up our professional and
customer-oriented corporate image.
Shanghai Testing Expo
The 8th TMC Seminar was held on 29th and 30th of
April in Beijing. As the long-term and stable partner,
GRC engineering manager, Mr. Yang Jiafeng made a
technical speech titled “The Software Development
of New Energy Automotive Driving System” in the first
day of the seminar. After Mr. Yang had a brief introduc-
tion about the company’s rebranding, he elaborated
GRC’s research and software development capabilities
of the new energy automotive driving system, and GRC
released the plan to promote and extend the testing
technique of the driving system in the seminar.
News 2928 News
Upcoming Events in 2017
Imprint
GRC Newsletter
ATESTEO Gear Research Center (China) Co., Ltd.
Publisher
ATESTEO Gear Research Center (China) Co., Ltd.
No. 11 Anzhi Street Suzhou Industrial Park
215024 Suzhou, Jiangsu Province, China
Telephone +86 512 6289 6000
Fax +86 512 6289 6039
www.atesteo.cn.com
Project Leader
Mr. Martin Börner, Marketing Director, ATESTEO GmbH (Germany)
Mr. Xu Dafang, Marketing Manager, ATESTEO Gear Research Center (China) Co., Ltd.
Responsible for content
Dr. Kan Lei, Chairman, ATESTEO Gear Research Center (China) Co., Ltd.
Mr. Zhang Dongguo, Application Engineer, ATESTEO Gear Research Center (China) Co., Ltd.
Mr. Song Wenjie, Design Engineer, ATESTEO Gear Research Center (China) Co., Ltd.
Mr. Zhao Jin, Application Engineer, ATESTEO Gear Research Center (China) Co., Ltd.
Mr. Wang Jiangbo, Design Engineer, ATESTEO Gear Research Center (China) Co., Ltd.
Mr. Wang Ke, Marketing Assistant, ATESTEO Gear Research Center (China) Co., Ltd.
Concept/Design
INCREON
For more information www.atesteo.cn.com
China International
2017 Testing Expo China
TMC 2017 20 – 21 April
JSAE Automotive Engineering Exposition24 – 26 May
2017 Testing Expo Europe20 – 22 June
VDI Tagung05 – 06 July
2017 Testing Expo China19 – 21 September
CTI Symposium China20 – 22 September
2017 Testing Expo North America24 – 26 October
20 – 22 December CTI Symposium GermanyBerlin, Germany
Bonn, Germany
Shanghai, China
Stuttgart, Germany
Yokohama, Japan
Shanghai, China
Shanghai, China
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www.atesteo.cn.com
ATESTEO Gear Research Center (China) Co., Ltd.
No. 11 Anzhi Street Suzhou Industrial Park
215024 Suzhou, Jiangsu Province
China
Telephone +86 512 6289 6000
Fax +86 512 6289 6039
info@atesteo.cn.com
ATESTEO GmbH
Konrad-Zuse-Strasse 3
52477 Alsdorf
Germany
Telephone +49 2404 9870 0
Fax +49 2404 9870 109
info@atesteo.com
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