atesteo-grc_Newsletter_EN_2016-12-26_v24_fx_600dpi

NEWSLETTER
2016 Annual Collection
Technics
GSA Technology Application
News
Upcoming Events
04 GRC Joint Venture Signing 28 Meet us 30

Contents
Editorial
Company Profile
Dear readers,
Wolfgang Schmitz, CEO
ATESTEO GmbH is a leading supplier in the international
automotive industry, providing drivetrain testing,
transmission engineering development and performance
optimization services, and automatic equipment
such as precision measuring system, test benches etc.
We are a key partner of leading automotive manufacturers
and suppliers around the globe. The outstanding
expertise of our specialists in all dimensions of testing
allows for reliable verification of drivetrains, transmission
systems and automotive products. We are everywhere
where automotive development takes place.
Our 120 test benches in Germany, China, USA, Japan
and Korea serve the automotive industry everywhere
in the world.
Contents...........................................................................................................................2
Editorial............................................................................................................................3
Company Profile.............................................................................................................3
Technics............................................................................................................................ 4
GSA Technology Application..........................................................................................5
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
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 marketing
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 comfortable
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!
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 transmission
development and the provider of engineering
service, completed the first 6DCT turn-key development
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.
2 Contents Editorial & Company Profile 3

Technics
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.
System composition
• 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
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
Figure 1: GSA System
Composition
GRC has developed special measurement procedures and
equipment appropriate to the shift characteristics of manual
transmission vehicles. See Figure 2. Different types
of sensors are used for the measurements, as follows:
• 3-axial force sensor
• 3-plan angle sensor
• Displacement sensor
• Two rotational speed sensors
• TTL converter and cable
• Two temperature sensors (K type)
Figure 2: GSA Vehicle Measurement
4 Technics
Technics 5

Main function of GSA vehicle
Software features
gear shift quality analysis system
GSA software functions
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)
Main functions of the GSA system
• 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
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 operated
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.
Figure 4: Software Navigation Panel
Figure 5: Shift Stroke
Figure 6: Shift travel - Shift Force Curve
Figure 3: Shift Processes Differentiated
Summary
The 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, synchronization
time and double bumps. The use of a GSA system
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 measurement
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. synchronizer
or detent system) and interface components
like the clutch.
6 Technics
Technics 7

Manual Transmission
Shiftability Optimization
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 continuous
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 of shiftability
• Measurement of gear shift behavior
• Design review
• Improvement proposals
• Change construction
• Management of prototyping process
Customer
Responsibility
Subjective evaluation on shiftability
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
Idle shiftability
• 1 gear shiftability
• R gear shiftability R
Dynamic shiftability
Clutch characteristics
• Clutch position
• Maximum force
• Clutch travel
• Select and shift force
• Select and shift travel
• Shift vibration / noise
• Engagement performance
• Shift snap-in
• Shift friction
• Disengagement performance
• Shift double bump
• Shift noise
• Cross shift
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).
Shift knob ergonomic
8
......
7
Select force
Clutch characteristics
6
5
Shift force
Dynamic shiftability
4
3
2
1
Select travel
Management of
Prototyping Process
Subjective
Evaluation of
Shiftability
Measurement of
Gear Shift Behavior
Idle shiftability
0
Shift travel
Shift snap-in
Cross shift
Construction
Change
Improvement
Proposals of
Shift System
Design Review of
Shift System
Shift noise
Shift friction
Figure 2:
Subjective Evaluation of Shiftability
Figure 1:
Shiftability Optimization Process
8 Technics
Technics 9

Measurement of gear shift behavior
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 introduction
of the GSA system, for more details please refer
to the GSA articles. Figure 3 shows the GSA measurement
and results example.
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 subsystems
optimization, by (for instance) tolerance stack up calculations, detent force-travel curve simulation, or cross shift
route simulation.
Tolerance stack up calculation
Detent force-travel curve simulation
Tolerance stack up calculation can review and optimize the ATESTEO DETENT CALCULATOR can simulate each detent’s
force-travel curve independently; it comprises the
following shiftability items:
main detent, shift rod detent and synchronizer detent.
• Free play
Then integrates all the curves depending on their relationships.
Figure 4 shows the customer interface and the
• Shift travel
• Select travel
parameters needed to be input.
Figure 4: DETENT CALCULATOR Customer Interface
Figure 3: GSA Measurement and Results Example
Detent Pin Geometry
ATESTEO DETENT CALCULATOR
Shift rod detent
Detent Contour Geometry
Spring Characteristics
Forces [N]
Ball y-displacement [mm]
x-displacement [mm]
10 Technics
Technics 11

When we get the integrated curve we can get the shift knob force-travel curve (as Figure 5).
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).
Force on konb (mm)
Travel on konb (mm)
Figure 5: Shift Knob Force-Travel Curve Simulation
From the shift knob force-travel curve we can get the
following information:
Positive
Force
Neutral
In Gear
• Shift force
• Shift snap-in
• Shift friction
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.
Change construction / management of
prototyping process
After the customer gets the improvement proposals, the customer is in charge of.
Figure 8: Optimized Cross Shift
Negative
Force
Figure 6: Idle Shift Force Curve
Prototype
Manufacture
Transmission
Assembly
Vehicle
Assembly
Cross shift route simulation
To figure out the cross shift performance, GRC needs to simulate the cross shift route (as Figure 7).
The involvement of the customer in the GRC / ATESTEO shiftability approach, is an important
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.
Figure 7: Cross Shift Simulation
12 Technics
Technics 13

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.
Figure 1: Lab Test Schematic Diagram
Figure 2: Headset Microphone Measurement
NVH measurement facility
Most OEMs implement the NVH verification and development
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 transmission
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.
NVH measurement of content
Portable data acquisition equipments are fast and convenient when installed on the
vehicle to measure the below content:
• 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
NVH procedure of measurement and analysis
NVH subjective assessment
The key objective is to find out and distinguish the excitation source during NVH measurement.
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.
Tip
in
Item
Manoeuvre
Description
Gear
• Gear Whine
Rating
• Gear Rattle
@1500 rpm
– 7
1 st
@2000 rpm – 7
@1500 rpm
– 7
2 nd
@2000 rpm – 7
• Driving with target
@1500 rpm
gear at target engine
– 5
3 rd
@2000 rpm speed
– 5
@1500 rpm
@2000 rpm
• Fast tip in to WOT
till the engine speed
reaching 3000 rpm
– 5
4 th – 5
@1500 rpm
– 6
5 th
@2000 rpm – 7
@1500 rpm
– 6
6 th
@2000 rpm – 7
Table 1: Subjective Measurement Table
Figure 3: GRC Speed Sensor Installation
14 Technics
Technics 15

NVH measurement
• Confirming the gear which should be measured
specifically according to the measurement result. Designing
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 equipment
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.
Figure 4: Transmission Layout 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 5: Data Analysis Schematic
Summary
Based 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 2: Transmission Noise Test Bench
16 Technics
Technics 17

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 transmission
via a CFK shaft.
NVH test program description
and ‘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 2 nd engine order
• The torsion fluctuation is ramped up from nearly 0 to
maximum acceleration
• The radiated noise is measured by 4 Microphones located
1 meter away from the test object (see Figure 4)
• The A-weighted sound pressure levels of the 4 microphones
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 bearing
noises are contained in the complete analysis
Figure 4: Measuring Points
(a) Microphone Position
(b) Microphone Position
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 between
the test bench and the ‘vibration side’ (excitation
motor and transmission running at high vibration levels)
Figure 3: Positions of Microphones
(c) Input Shaft Speed Sensor Position
(d) Input Shaft Speed Sensor and Vibration Sensor Position
18 Technics
Technics 19

Description of gear whine measurement
(c) Shaft Layout
(d) Input Shaft Speed Sensor and Vibration Sensor Position
Description of stiffness and free play measurement
Preparation for stiffness and free play test (layout
Process of gear stiffness and free play test
Figure 5: Basic Layout of
Gear Whine Measurement
see Figure 5)
• The transmission is rigidly mounted to a fixture by the
• The transmission is set to the test temperature before
every test run
Preparation for the gear whine test (layout see Figure 5)
Process of gear whine test
bell housing only
• The differential is blocked
• The gear which will be tested is engaged
• The transmission is set to a required constant speed by
• The transmission is rigidly mounted to a fixture by the
• The transmission is set to the test temperature before
• A short connection shaft with high torsional stiffness is
the input motor
bell housing only
every test run
used to connect the transmission input shaft via splines
• A load is applied by the motor
• The differential is blocked
• The gear which will be tested is engaged
and a modified clutch hub
• The torque is ramped up from positive torque to nega-
• A short connection shaft with high torsional stiffness is
• The transmission is set to a required start speed by the
• A high stiffness and low inertia connection shaft is
tive torque and back to positive torque (the measure-
used to connect the transmission input shaft via splines
output motor
mounted to the load motor, and the shaft length is de-
ment process is shown on Figure 7)
and a modified clutch hub
• A constant load is applied by the input engine
termined by the required motor position outside of the
• The torque is drawn vs. the differential angle (see
• A high stiffness and low inertia connection shaft is
• The speed is ramped up
acoustic chamber
Figure 8)
mounted to the load motor, and the shaft length is de-
• Every test run is repeated three times
• A boost transmission is installed, because higher speed
termined by the required motor position outside of the
• The overall values and the meshing orders of the
and higher torque are necessary
acoustic chamber
engaged gear pairs are extracted from the A-weighted
• Speed and torque transducers are mounted in front of
• A boost transmission is installed, because higher speed
microphone signals
and behind the transmission
and higher torque are necessary
• The analysis settings in Artemis are as following:
• One speed transducer is mounted on each input shaft,
• Speed and torque transducers are mounted in front of
Window: Hanning
output shaft and differential
and behind the transmission
Weighting: Fast
• Rotec is used for measuring and analysis
• Four microphones are positioned about one meter away
Resolution: 0.1 order
from the transmission sample (see Figure 3/ Figure 6)
• The results are averaged over the three test runs and
• 1 tri-axial accelerometer is installed (same position as in
over the four microphones
vehicle)
• The values are drawn vs. the engine speed
• Octobox and Artemis from HEAD acoustic are used for
measuring and analyzing
Figure 6: Measuring Points
Figure 7: Measuring Process
Figure 8: Torque vs Angle Displacement
(a) Microphone Position
(b) Shaft Layout
20 Technics
Technics 21

Fast and Accurate
Whine Optimization Process
Whine transfer
Generally falls into two kinds (see Figure 2)
• First is structure borne noise
• Second is air borne noise
Whine
Fast and accurate whine optimization process (see Figure 1)
Excitation
Source
Transfer
Road
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.
Transmission
Structure Borne
Air Borne
Issue Reason
Analysis
Requirements
Validation
Validation
Report
Figure 2: Whine Analysis
Here we mainly discuss internal influence factors
Testing
Analysis
Gear
Noise
Vehicle
Testing
of transmission whine (see Figure 3 / Figure 4).
Transmission
TE
Housing Modal
and Stiffness
Optimization
Solution
Transmission
Bench Testing
Gear Macro
Parameter
Gear Micro
Parameter
Bearing
Clearance
and Stiffness
Shaft & Gear
and Housing
Stiffness
Avoid
Resonance
Point
Enhance
Housing
Stiffness
Solution Simulation
Analysis (CAF)
Contact
Pattern Testing
Figure 3: Transmission Internal Whine Influential Factors
Implementation
Gear Macro Parameter
• Mn/αn/Z/β
• εα/εβ
Figure 1: Whine Optimization Process
Gear Micro Parameter
• fHα/Cα/fHβ/Cβ/Fp/Fr
• Gear Modification
Whine optimization process explanation
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,
Bearing Clearance and Stiffness
Shaft & Gear and Housing Stiffness
• Calculation and Control Bearing Clearance
• Analysis Bearing Stiffness
• Analysis Shaft Deflection
• Analysis Housing Stiffness
ω1 * R1 ≠ ω2 * R2
Housing Modal a nd Stiffness
• Analysis Resonance Point
Figure 4: Transmission Hardware Design Whine Relative Parameters
22 Technics
Technics 23

Whine test and analysis
To confirm the key factors
affecting the whine generation
and transfer through
test of spectrum analysis.
(see Figure 5)
Whine simulation
Contact pattern analysis on different load, and define
gear micro modification parameter (see Figure 7).
Whine optimization scheme
Figure 5: Test Spectrum Analysis
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)
Figure 7: Contact Pattern Simulation
Whine contact pattern test
After all analysis has been finished, the gear contact pattern test needs to be implemented,
and then validates if the gear modification is correct and reasonable (see Figure 8).
Figure 6: Order and Parameter Analysis
Figure 8: Contact Pattern Diagram
24 Technics
Technics 25

Whine bench test
Whine vehicle test
Original interior noise level
Optimization interior noise level
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 customer
requirements (test bench see Figure 9).
Whine optimization report
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 resonance
point of the vehicle.
Overall noise
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
Combining the entire optimization process, the summary
report will make the customer have the accumulation of
experience and learning.
19 order
noise at 2 nd
Sound pressure level dB(A)
Engine order
Coast 1000-5000 rpm
Coast 1000-5000 rpm
Gear modification significantly improved the gear noise level
Figure 10: Whine Comparison Between Original and Optimization
Figure 9: Transmission Noise Test Bench
Original
Figure 11: Whine Comparison between Original and Optimization
Optimization
Whine of transmission optimization example
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 2 nd gear when the engine speed is at 1700 rpm~2300 rpm.
Left ear
Right ear
Left ear
Right ear
See left of Figure 10; interior noise of 2 nd coast mode is dominated by 19 order noise of
2 nd gear.
Gear whine
Engine order
Optimization level
Engine order
The gear modification significantly improved the gear order noise levels, reduced noise
more than 10 dB(A) at 2 nd gear, and reduced the vehicle noise level to an acceptable level
(see Figure 10 / Figure 11) .
19 order
noise at 2 nd
19 order
noise at 2 nd
Coast 1000-5000 rpm
Coast 1000-5000 rpm
26 Technics
Technics 27

News
• GRC and WLY Set Up a Joint Venture Company in China
• Shanghai Testing Expo
• TMC Keynote Speech
GRC and WLY Set Up
a Joint Venture
Company in China
ATESTEO 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 15 th , 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!
Shanghai Testing
Expo
The 2016 Automotive Testing Exhibition was held on
27 th to 29 th 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.
TMC Keynote Speech
The 8 th TMC Seminar was held on 29 th and 30 th 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 introduction
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.
28 News
News 29

Upcoming Events in 2017
China
International
20 – 21 April
TMC 2017
Shanghai, China
24 – 26 May
20 – 22 June
05 – 06 July
19 – 21 September
JSAE Automotive Engineering Exposition
Yokohama, Japan
2017 Testing Expo Europe
Stuttgart, Germany
VDI Tagung
Bonn, Germany
2017 Testing Expo China
Shanghai, China
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.
20 – 22 September
24 – 26 October
CTI Symposium China
Shanghai, China
2017 Testing Expo North America
Novi, MI, USA
20 – 22 December
CTI Symposium Germany
Berlin, Germany
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
30 Upcoming Events Imprint 31

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
www.atesteo.cn.com