2003-01-1681
The Ford Motor Company Transmission NVH Test Cell
Stephen Kaatz, Takeshi Abe, Wayne Vanhaaften,
Brian K. Wilson, Bradley Schwalm, Larry Obourn
Copyright © 2003 Society of Automotive Engineers, Inc.
ABSTRACT
Effectively managing transmission noise, vibration and
harshness (NVH) has become increasingly important for
maximizing customer satisfaction and fostering the
perception of quality in contemporary cars and trucks.
As overall vehicle and engine masking levels have
dramatically decreased in recent times, low level tonal
noises generated by transmission internals have gained
significance and therefore have a greater effect on the
NVH performance of vehicles. Recognizing the
importance of this trend, Ford Motor Company recently
designed and built a state-of-the-art research and
development facility to be used for reducing noise and
vibration generated by automatic and manual vehicle
transmissions. The significant design features and
validation results of this facility are described in this
paper.
INTRODUCTION
The transmission NVH facility is located within Ford’s
Advanced Engineering Center (AEC), in Dearborn,
Michigan. The AEC contains a majority of Ford’s NVH
development facilities [1], including extensive powertrain
capabilities. As such, locating the transmission NVH
facility within the AEC allowed full integration of the
transmission research and development activities within
an existing infrastructure of similar powertrain NVH
efforts. The facility was designed to allow the
investigation of a wide variety of transmission NVH
characteristics, including such phenomena as pump
noise, gear whine, gear rattle, torque converter whine,
and clutch ticking. Special efforts were made in the
acoustic chamber to achieve low ambient levels as well
as a very low cut-off frequency in order to facilitate
measurement of low level and low frequency noises.
High capability dynamometers were designed to
simulate a wide range of transmission operating
conditions, including inertia simulation and engine torque
pulsation simulation. A unique configuration provides
space and structural efficiency and allows testing of front
wheel drive (FWD), rear wheel drive (RWD) and all
Ford Motor Company
Norm Newberger
Schenck Pegasus Corp.
wheel drive (AWD) transmissions, all in a single acoustic
facility.
DESIGN OVERVIEW
The facility was designed to utilize an existing annex that
was added to the AEC during a previous building
expansion project. This location was ideal due to the
availability of an existing infrastructure including chilled
water, NVH data acquisition systems, and other
powertrain NVH research and development activities.
A hemi-anechoic chamber was constructed in the annex,
designed to accommodate the transmission test
specimens and input dynamometers. Equipment rooms
were also constructed to house the output
dynamometers, controllers, hydraulic power supplies,
etc.
A plan view of the facility is shown in Figure 1.
DESIGN OBJECTIVES
ACOUSTIC / VIBRATION REQUIREMENTS
Acoustic Chamber Design
The acoustic chamber design requirements were to
achieve a low cut-off frequency of 90 Hz. This
requirement was driven by the need to measure airborne
noise originating from the transmission pump operating
at idle conditions. As fuel economy requirements grow
ever more stringent, future internal combustion engines
will idle at slower speeds. The 90 Hz capability is
required to make robust measurements of these low
frequency noise signals.
The ambient noise requirement for the room was set at
NC-25, due to the very low level of airborne gear noise
generated by some transmissions. Despite the low
levels, it's generally understood that the tonal nature of
gear noise is often objectionable to customers in the
presence of very low vehicle masking noise. By
adhering to stringent ambient noise requirements, the
influence of the facility is separated from the measured
performance of the test specimen, allowing the use of
instantaneous sound pressure measurements.
The acoustic requirements were achieved by the
incorporation of sound loss panels in the outer chamber
walls, special treatment of the HVAC and other facility
systems, and absorption wedges designed to satisfy the
low-frequency cut-off and NC-25 criteria.
Bedplate Isolation Requirement
Each individual dynamometer system was mounted on a
seismically isolated bedplate, minimizing any transfer of
energy from the surrounding environment to the
transmission test specimens. The isolated bedplates
also act to eliminate any structural coupling between the
FWD and AWD/RWD dynamometer systems, despite
being situated in the same room, allowing both
dynamometer systems to be operated simultaneously
without negatively affecting the quality of test specimen
vibration data. The isolated components include the
input and output dynamometers, the test specimen, all
bearing/shafting support structures, and the self-
contained oil system for the hydrostatic bearings.
Shaft Resonance Requirements
In order to accommodate a wide variety of speed and
torque requirements necessary for the design,
development and testing of various transmissions and
transaxles, the materials, dimensions, and layout of each
dynamometer shafting system had to be meticulously
planned. For operator safety and facility durability
purposes, the overall bending and torsion modes of the
shafting system were designed to be a certain factor of
safety above the maximum allowable operating speed.
The maximum operating speed, however, was
representative of the actual vehicle speeds the
transmission/transaxle would be subjected to, requiring
the bending and torsion modes to be quite high given the
length of the shafting system. Resolution of this design
requirement removed any speed limitations imposed by
a less robust dynamometer design, allowing high
performance components to be tested under
representative conditions. In addition, the shafts were
designed to withstand maximum levels of torque at the
maximum shaft speed. The high torque requirement
further complicated the management of the overall
bending and torsion modes by requiring specific
dimensions and material properties of each shaft.
In addition to addressing the safety and durability issues,
the high frequency modes of each dynamometer
shafting system had to be properly managed. The
challenge was to ensure that the inherent high frequency
modes of the facility shafting did not negatively affect the
noise and vibration response measured from the
transmission/transaxle test specimen. The challenge
was met by minimizing the modal content of the shafting
system over a specific frequency range, and by making
provisions for isolating the test specimen, as required.
EFFICIENCY REQUIREMENTS
Simultaneous operation of both stands
The space efficiencies introduced by containing both the
FWD and the RWD/AWD dynamometer systems in a
single acoustic chamber also introduced a certain
degree of discord. For one, simultaneous operation of
both test stands would necessitate the exclusion of
accurate sound pressure measurements made from
either test specimen during transient operation.
Inherently, this mode of operation would be used
primarily if vibration-based measurements were the
focus of a particular study, such as dynamic
displacement of the mount attachment location, surface
velocity measurements of the bell housing, or
translational vibration of an output shaft. In order to
increase the test specimen throughput by using the
simultaneous mode of operation, selective scheduling of
studies would have to be incorporated so that vibration-
based testing is run in parallel on both stands.
Otherwise, the normal mode of operation would be the
relatively simple task of alternating the operation of each
test stand, followed by the concurrent swapping of test
specimens as required.
Flexibility to Test Multiple Configurations
The dynamometer systems and layouts were designed
foremost for flexibility in function in order to
accommodate the testing of as many variations of
transmission designs as possible without compromising
performance. The FWD transaxle dynamometer system
includes provisions for connecting each vehicle-specific
half-shaft to an output dynamometer in order to simulate
the boundary conditions (speed/load/inertia) of a vehicle.
This same transaxle dynamometer configuration allows
the connection and operation of a RWD transmission,
using a single output dynamometer for loading purposes.
Since the speed requirements and capabilities of the
FWD dynamometer systems were based on half-shaft
speeds that were innately reduced due to the differential,
operating a RWD transmission on the transaxle
dynamometer system introduces speed limitations.
However, for most testing purposes, these speed
limitations are inconsequential.
The RWD/AWD transmission dynamometer system
allows the selection of what is commonly referred to as a
RWD or an AWD mode of operation. The RWD mode of
operation requires a single output dynamometer for
loading purposes, connected through the output shaft
subsystem. Both the input and output dynamometers
have speed and torque control capabilities.
The AWD mode of operation includes the transmission
connected to a matching transfer case. Each output
shaft of the transfer case is then connected to an output
dynamometer via the shafting subsystem. The input and
both output dynamometers have speed and torque
capabilities, allowing the control of torque through the
transfer case.
FUNCTIONAL OBJECTIVES
TRANSMISSION FUNCTION & OPERATION
Representative Shafting
The transmission/transaxle is an inseparable
subcomponent of the powertrain, and any development
activities that leverage this simple concept will result in a
more robust component design. The team was
conscious of this fact when firmly establishing the
requirement that the dynamometer systems must have
the capability to operate the transmission/transaxle using
vehicle driveshafts with representative angles. While
simple in concept, this requirement necessitated the
development of unique shafting and motor designs, and
dictated the entire layout. The end result certainly
justified the means, since the ability to evaluate the
complex dynamic coupling effects between the
transmission/transaxle internal components and the
vehicle driveshafts/half-shafts is an invaluable
powertrain integration development tool.
SIMULATION
While designing the dynamometer systems to satisfy
transmission/transaxle speed and torque requirements
was recognized as being a critical factor, the team also
realized early on that establishing representative
boundary conditions was just as important. The input
and output motors of the dynamometer systems were
therefore designed to have inertia simulation capabilities,
able to electrically reproduce the rotating mass effects of
an assortment of mechanical systems. Inertia
simulation of the output systems includes everything
from small tires used with front wheel drive transaxles to
heavy-duty axles and driveshafts used with rear wheel
drive transmissions. Inertia simulation of the input
systems includes various engine sizes, ranging from
large diesel engines with massive flex plates to small
displacement gasoline engines.
In addition, the input motors of the dynamometer
systems were designed to simulate the boundary
condition of the firing of a gas or diesel engine. This
simulation is in the form of a torque pulse representative
of an actual engine, and is used for studying phenomena
such as neutral gear rollover.
Both the inertial simulation and the engine torque pulse
simulation (ETPS) are described in more detail below.
Inertia Simulation
Output Dynamometer simulation capability:
The output dynamometers on the FWD test stand
represent wheel loads of the vehicle. The Gross Vehicle
Weight (GVW) range of vehicles targeted for this test
stand was sufficient to cover most FWD applications.
The RWD test stand outputs represent loads reflected
back to the transmission and/or transfer case. The GVW
range of vehicles targeted for this stand was sufficient to
cover most RWD/AWD applications. The vehicle inertia
2
(GVW * rolling radius ) is matched by the test stand
using the mechanical inertia of the system
(dynamometer rotor + shafts + hubs-adapters + others)
and electrically motoring or absorbing torque to match
calculated acceleration rates (electrical inertia
simulation). High precision speed encoders, advanced
speed detection routines, and high performance
alternating current motors and drives allow electric
vehicle inertia simulation to be within 3% of actual for all
driving events.

Generally, this approach to inertia simulation obtains

superior test results over direct coupled, pure
mechanical inertia simulation, as shown by the plot in
Figure 2.

Figure 4. Characteristic Curve – Output Dynamometer

The output dynamometers are best shown by their

characteristic performance, as shown in Figure 4.

Not only was vehicle inertia simulation important in

generating correct reactive torque but also the shaft
connection between the transmission and the output
dynamometer system was to be representative of the in-
vehicle product, as previously mentioned. Thus, the
track width of the vehicle needed to be accounted for by
the placement of the output dynamometer in the FWD
test stand. This necessitated the design of unique
telescopic shafting in the acoustic chamber, with
Figure 2. Mass Simulation
hydrodynamic bearings providing highly damped, low
noise power transmission. The track width is infinitely
adjustable over an appropriate range. Likewise, the
output dynamometers in the RWD/AWD test stand
Simulating the correct total mechanical system inertia of
needed to account for various vehicle wheelbases so
the dynamometer and test stand is crucial for correct
that shafting representative of the vehicle product could
reaction loading of the transmission/transaxle, as shown
be used. However, room geometry prevented the use of
in Figure 3.
certain shafts used in vehicles with sizeable wheelbases.

The next most important item was to preserve the angle

at which these shafts operated. The problem of
maintaining this angle was further complicated by AWD
vehicles that have different angles and offsets between
the front differential–transfer case shaft and the
transmission output-rear differential shaft.

A unique shafting system was designed and

implemented between the acoustic chamber and
dynamometer room using hydrodynamic bearings for
highly damped, low noise power transmission for speeds
up to 8000rpm. All mechanical subsystems of the
dynamometer for the RWD are infinitely adjustable in
vertical height over a suitable range while maintaining a
very accurate alignment between subsystems. All
mechanical subsystems of the dynamometer for the
Figure 3. Inertia Simulation AWD (front axle) are infinitely adjustable in vertical
height over a suitable range and in the horizontal (as an
offset) over a suitable range. The translation of the
subsystems is synchronized and tightly controlled to
maintain very accurate alignment throughout the vertical
and horizontal travel.
INPUT DYNAMOMETER SIMULATION:

The input dynamometer must simulate the power

characteristics of a vehicle's internal combustion engine,
the inertial reaction load to the transmission, and the
torsional vibration environment of the combustion
process with harmonic content of at least 300hz. These
simulation requirements were realized using Road Load
Simulation (RLS) system controls, a real time adaptive
controller, and a unique alternating current induction
motor design.

To envelope a wide variety of Ford internal combustion

engines, ranging from 3 cylinders to 10 cylinders, the
power, mean torque, peak torque, and firing order
harmonics were surveyed. An example of one such Figure 6a. Characteristic Curve – Input Dynamometer
sample in the survey is shown in Figures 5a and 5b.

The survey help specify a special dynamometer that had

a very stiff connection to the transmission, very low
inertia, low audible noise emissions. Figure 6a shows
the characteristic performance of this dynamometer.
Figure 6b shows an image of the actual hardware.

Figure 6b. Input Dynamometer

Figure 5a. Engine Survey Results, Torque

Note that the input system does not exhibit an unreal or

undesirable resonance in the range of interest, even with
the attached specimen inertia.

The input dynamometer has additional special design

treatments to support the transfer of energy in specific
frequency patterns to the transmission in order to obtain
the high fidelity representation of engine pulse firing.
This engine specific excitation is used to investigate
potential NVH concerns within the specimen, such as
gear rattle. Additional input dynamometer features:

•No torque measurement device to compromise stiffness

Figure 5b. Engine Survey Results, Fourier Analysis
•Self contained noise attenuation and vibration
dampening

•Low noise generation in the critical frequency ranges

•Small diameter for straight connection to a transmission
•Vertical and lateral offset infinitely adjustable over
suitable range
Additionally, the implementation of the input
dynamometer on two test stands required one
dynamometer to be a mirror image of the other.
Engine Torque Pulse Simulation
Simulation Controls of the Input dynamometer:
The X-one RLS system controller allows the operator to
profile different driving styles from conservative to
aggressive. This system also profiles the torque-speed-
acceleration capability of the input dynamometer to
match that of a particular internal combustion engine.
The actual engine map of the engine is used. The
engine map, shown graphically in Figure 7, is generated
either by dynamometer testing of the real engine itself or
the values can be entered manually in the software.
To generate the piston firing pulses, the throttle and
speed are input into the "spARC" controller. The spARC
controller generates a target profile of harmonics that, on
average, will achieve the engine map torque, therefore
providing the torsional vibrations of the internal
combustion engine. The block diagram in Figure 8
shows the signal flow between the X-one RLS controller,
the spARC controller, and the input dynamometer.
Figure 7. Engine Map.
Figure 8. spARC Block Diagram
The spARC controller is uniquely suited for Engine
Torque Pulse Simulation because of the periodic nature
of engine firing pulses. The adaptive nature of the
control adjusts frequency, phase, and magnitude within
a few revolutions to obtain a response accurate to within
10% of actual. The dynamic feedback to spARC is in
units of acceleration derived from an encoder located
near the transmission input. The mean torque level is
another control loop with feedback coming from the RLS
control system. The mean torque is calculated using
both input torque from the vehicle model and
actual/measured torque from transducers mounted on
the output dynamometers.
Engine accessory load is not determined by the RLS
control system nor the load map. Likewise, internal
combustion engines do not follow a constant load (both
mean torque and ETPS dynamics) by throttle position.
The user interface to spARC has the feature of adding
additional mean torque or amplifying the peak torques at
any given operating condition. This is useful in
recreating torque vibrations at engine idle conditions
since the controller will commands extra torque to power
accessories. An alternate NVH diagnostic tool to the
throttle sweep would be a speed sweep with constant
ETPS peak levels. The spARC controller implements
this with the availability of a special mode. A picture of
the spARC user interface screen is shown below to
show these push button features and the fidelity of
recreating engine torque pulses.
 current state of telemetric technology permits a data
acquisition frequency range of 0-5kHz with this particular
system, sufficient for most gear whine issues related to
RWD transmission output shaft vibration.

CONCLUSION

Ford Motor Company's Transmission NVH Test Cell

provides a robust facility for performing transmission
NVH testing, eventually leading to improved customer
satisfaction and reduced warranty costs.

Figure 9. spARC User Interface Screen ACKNOWLEDGMENTS

Ford Motor Company would like to acknowledge the

hard work and dedication of the individuals associated
INSTRUMENTATION with Schenck Pegasus in developing this facility. In
addition, the authors would like to acknowledge the
When optimizing the noise and vibration characteristics following Ford individuals for their significant
of rear wheel drive transmissions, torsional vibration, contributions and efforts: Hugh Conahan, Ming-te
translational vibration, and torque fluctuations of the Cheng, Cleo Watson, and Paul Lunwick.
output shaft are critical measurements that should be
measured and analyzed. The oscillatory response at the
output shaft location is a result of fluctuating gear mesh CONTACT
forces, and will result in passenger compartment tonal
noise if not properly managed. A telemetry unit was Questions concerning the content of this document can
custom designed that allows the simultaneous collection be directed to: Brian K. Wilson, Automatic Transmission
of torsional vibration, translational vibration, and torque NVH Technical Specialist, Ford Motor Company,
fluctuations under all applicable operating conditions. bwilso14@ford.com.
The telemetry system consists of strategically mounted
accelerometers designed to operate in conjunction with
a full torque bridge. The accelerometer responses are
processed in "real time" using specially designed
circuitry in order to achieve the desired result. The