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Transfer Gear Testing/Results. Date: 09 August 04. Prototype Mesh Noise Results. Date: 09 August 04. Prototype Whine Test Results. Two modules were run on the engine at Roush to see if the 96 th order mesh noise was evident in earlier prototype samples. AAB – Phase 2 CAX – Phase 3

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Presentation Transcript
prototype whine test results
Prototype Whine Test Results
  • Two modules were run on the engine at Roush to see if the 96th order mesh noise was evident in earlier prototype samples.
    • AAB – Phase 2
    • CAX – Phase 3
  • Both modules show the presence of 96th order content.
  • Each of the prototypes also have additional noise content which indicates the refinements that Metaldyne has made throughout the prototype phases.
aab phase 2 prototype
AAB – Phase 2 Prototype

Increased Overall NVH

Of System with Prototype Module

Same Content as

Current Production

cax phase 3 prototype
CAX – Phase 3 Prototype

Increased Overall NVH

Of System with Prototype Module

Same Content as

Current Production

overview
Overview
  • 9 production modules were chosen that fit a spectrum, ranging from 113 – 377, of the production build.
  • The 9 modules were run on the NVH EOL test stand and then run on the engine at Roush.
    • YAQ – 113
    • YCK – 147
    • ICS – 188
    • HZM – 191
    • IAO – 207
    • HZA – 235
    • IBW – 253
    • ICJ – 302
    • ICF – 377
conclusions
Conclusions
  • Sound pressure data indicates resonance peaks in the 1700 to 2100rpm range, but without any peaks in acceleration.
  • The difference in SPL levels, module to module, outside of the 1700 - 2100 region is 60% less than in the 1700 – 2100 rpm range. (See slide 10)
  • This indicates a system resonance occurring in this range that requires only a small increase in mesh order energy to provide large differences in system response.
  • As the energy level exceeds a certain value, approximately 190 – 200 as measured on Metaldyne’s EOL test stand, there is little to no increase in system response.
  • The accelerometer g level from the NVH EOL test stand and the SPL dB level from the engine do not have a linear relationship. (See Slides 8-11)
  • Raising the acceptance criteria would not result in a noticeable increase in the engine’s SPL. (See slide 11)
96 th order sound pressure amplitude and acceleration data 1500 2500rpm
96th Order Sound Pressure Amplitude and Acceleration Data (1500- 2500rpm)

System Resonance Range

of 96th order in engine

60% higher

Sound

Pressure

Amplitude

used because

of

linear scale

No significant changes

in acceleration in this range

96 th order sound pressure level vs eol g level
96th Order Sound Pressure Level vs. EOL G-Level

Sound Pressure Level was averaged for each module between 1600 – 2100 rpm to illustrate the non-linear response of the engine to the EOL test results

yck 147
YCK - 147

Module chosen for input gear

level over 250 “NG”

engine testing observations
Engine Testing Observations
  • Modules having lower values from the NVH EOL test stand have less energy as observed in the engine results.
  • Test stand results from 200 – 300+ look very similar to each other when reviewing the waterfall plots from the engine tests.
  • Engine testing also revealed that the engine also has a tendency to not repeat exactly on a run to run basis.
production yield vs g level
Production Yield vs. G-Level
  • Per Metaldyne’s proposal, a G-level of 290 or below would yield approximately 95% acceptance criteria until the implementation of the ground transfer gears.
break in test results

Break-in Test Results

Date: 09 August 04

break in data
Break In Data
  • Module TKZ was chosen because it tested at 2.83 on the initial EOL test stand at Fremont.
  • The module was baselined on the engine at Roush.
  • The engine was then run for 1 hour at 4000 engine rpm.
  • The module was then sweep tested for whine again.
  • The engine was then run for a second hour at 4000 engine rpm.
  • The module was then sweep tested for whine again.
  • Repeated engine testing of TKZ, a module that tested at an unacceptable level on the initial EOL test stand at Fremont. indicates that the level of 96th order drops after engine running time.
  • Lastly the module was retested on the New EOL test stand in Fremont and tested at 143.
ground gear testing
Ground Gear Testing
  • 4 “ground” transfer gear sets assembled into HMC BSM at Fremont.
    • PCW, PDG, PDL, PDJ
  • Modules tested on EOL test stand.
  • Modules tested on Roush engine for whine.
  • Modules PCW & PDG have been sent to Metaldyne (Korea) for evaluation at HMC.
engine nvh testing ground vs hobbed and shaved
Engine NVH Testing: Ground vs. Hobbed and Shaved

PCW Ground Gears

Typical Hob & Shave module

PDG Ground Gears

PDJ Ground Gears

hyundai theta bsm production in korea
Hyundai Theta BSM Production in Korea
  • Master plan for implementation of ground gears
  • Prepare machining line for transporting to Korea. 9-1-04
  • Move machining line to Korea. 9-5-04
  • Start assembling ground gear modules 9-1-04
  • Start shipping ground gear modules* 10-15-04
    • Increase in module price - $1.97 – 2,328 Won
  • Prepare assembly line for transporting to Korea 9-16-04
  • Start machining in Korea 10-18-04
  • Start assembly in Korea 10-25-04
  • Change input gears to ground gears** 26 weeks ARO
  • Plan assumptions:
  • HMC buy-off of all modules < 290g.
  • * Requires acceptance of Metaldyne plan.
  • ** Requires authorization to proceed from HMC.
appendix a

Appendix A

Date: 09 August 04

single ground gear data
Single Ground Gear Data
  • Next Metaldyne picked 4 Modules that tested higher than 250. Each module was then fitted with a ground driven transfer gear to evaluate the effects of ground versus hobb and shave gear on the production EOL test stand.
  • Each module was retested on the EOL tester and then run on the engine at Roush.
    • EQD - 51
    • DET - 125
    • DEW - 136
    • DFL - 163