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Structural Dynamic Analysis of Car Exhaust System

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STRUCTURAL DYNAMIC ANALYSIS OF CAR
EXHAUST SYSTEM

AHMAD RAFIUDDIN BIN ABDUL RAHMAN

B. ENG (HONS.) MECHANICAL ENGINEERING

(AUTOMOTIVE)
UNIVERSITI MALAYSIA PAHANG
 UNIVERSITI MALAYSIA PAHANG

DECLARATION OF THESIS AND COPYRIGHT

Student’s Full Name : AHMAD RAFIUDDIN BIN ABDUL RAHMAN
Identification Card No : 931113-01-5643
Title : STRUCTURAL DYNAMIC ANALYSIS OF
CAR EXHAUST SYSTEM

Academic Session : 2016/2017

I declare that this thesis is classified as:

(Contains confidential information under the

CONFIDENTIAL Official Secret Act 1972)

(Contains restricted information as specified

by the organization where research was
RESTRICTED
done)*

I agree that my thesis to be published as

OPEN ACCESS online open access (Full text)

I acknowledge that Universiti Malaysia Pahang reserve the right as follows:

1. The Thesis is the Property of University Malaysia Pahang.
2. The Library of University Malaysia Pahang has the right to make copies for the
purpose of research only.
3. The Library has the right to make copies of the thesis for academic exchange.

Certified by:

_____________________________ _____________________________
(Student’s Signature) (Supervisor’s Signature)
931113-01-5643 DR. MOHD SHAHRIR BIN MOHD SANI
New IC / Passport Number Name of Supervisor

Date: 2 JUNE 2017 Date: 2 JUNE 2016

 STRUCTURAL DYNAMIC ANALYSIS OF CAR EXHAUST SYSTEM

AHMAD RAFIUDDIN BIN ABDUL RAHMAN

This thesis is submitted as partial fulfilment of the requirements for the award of the
Bachelor’s (hons) of Mechanical Engineering (Automotive)

Faculty of Mechanical Engineering

Universiti Malaysia Pahang

JUNE 2017
 SUPERVISOR’S DECLARATION

I hereby declare that I have checked this thesis and in my opinion, this thesis is adequate in
terms of scope and quality for the award of the degree of the Bachelor’s (Hons.) Degree of
Mechanical Engineering (Automotive).

______________________
(Supervisor’s Signature)

Name of Supervisor : Dr. Mohd Shahrir Bin Mohd Sani

Position : Senior Lecturer
Date : 2 JUNE 2017

ii
 STUDENT’S DECLARATION

I hereby declare that the work in this thesis is my own except for quotations and summaries which
have been duly acknowledged. The thesis has not been accepted for any degree and is not
concurrently submitted for award of other degree.

______________________
(Author’s Signature)

Name : AHMAD RAFIUDDIN BIN ABDUL RAHMAN

ID Number : 931113-01-5643
Date : 2 JUNE 2017

iii
 Dedicated to my beloved parents, family and friends
for supports, encouragements and always be there during hard times

iv
 ACKNOWLEDGMENTS

First of all, I would like to express my highest gratitude to Allah the Almighty for
blessing me in completed this final project. In addition, I would like to express my sincere
thanks to my supervisor, Dr. Mohd Shahrir bin Mohd Sani for his understanding and patience
for helping me throughout the semester during the making of this projects. I am indebted to him
for sharing expertise, and valuable guidance and encouragement extended to me. Without his
guidance, and persistent help, this project would be impossible.

Besides, I would like to thanks with much appreciation to two students Master’s Dr.
Shahrir which are Miss Amzura, Miss Azilawati and Miss Afina for their valuable idea, sharing
their time and knowledge on this project. Their views and tips are useful indeed. I cannot
find the appropriate words that could properly describe my appreciation for their
devotion, support and faith in ability to attain my goals. They have teaches me a lot towards my
understanding and thoughts.

Not to forget my family and all my friends who should be recognized for their endless
support during completing this project. All the comments, suggestion and ideas were very
useful to make the project run smoothly. Lastly, I also place on record, my sense of gratitude to
one and all who directly or indirectly, have lent their hand in this project.

v
 ABSTRACT

This thesis discussed about the dynamic study of car exhaust structure. The purposes of this
study to ensure dynamic stability and structure is save. The study of dynamic properties of the
car exhaust structure is great way to determine the natural frequencies of the structure and its
mode shapes. The main objectives of this experiment are to find the modal properties of the
structure and compare them between experimental modal analysis and finite element analysis
in order to ensure the structure is safe. The modal properties are included the natural frequency
and mode shapes of the each modes. Besides, both result are compared between Finite Element
Analysis (FEA) and Experimental Modal Analysis (EMA) in order to get the precise and
accurate modal properties of each mode. The free-free boundary condition was carried out in
Experimental modal analysis (EMA) using the impact hammer test with triaxial accelerometer
while finite element analysis was simulated by using MSC Nastran Patran software with normal
mode analysis. The 3D model of car exhaust system has been modelled using Solidworks
software and run normal mode analysis in order to extract modal properties. The dynamic
behavior analysis is important for frame structure design. From the both method, the results
shows the discrepencies between both Finite Element Analysis (FEA) and Experimental Modal
Analysis (EMA) were below 15% and it still need to do model updating in order to get the small
values for percentage error.

vi
 ABSTRAK

Tesis ini membincangkan ciri-ciri dinamik sebuah struktur ekzos kereta. Hal ini adalah untuk
mengelakkan dari berlakunya masalah dan untuk memastikan struktur itu selamat. Kajian sifat
dinamik ekzos kereta adalah cara terbaik untuk menentukan frekuensi semula jadi, redaman
nisbah dan mod bentuk struktur ekzos kereta. Objektif utama eksperimen ini adalah untuk
mencari ciri-ciri modal struktur dan membuat perbandingan antara analisis unsur terhingga dan
analisis mod eksperimen bagi memastikan struktur selamat. Ciri-ciri modal termasuk bentuk
mod, frekuensi semula jadi dan nisbah redaman struktur tertentu. Selain itu, eksperimen ini juga
melakukan pengemaskinian model untuk mengurangkan ralat peratusan untuk kedua-dua
analisis unsur terhingga dan analisis mod eksperimen. Analisis mod eksperimen telah
dijalankan dengan keadaan sempadan bebas menggunakan ujian tukul impak dengan pecutan
tiga paksi manakala analisis unsur terhingga telah dijalankan dengan menggunakan perisian
MSC Nastran/Patran dengan analisis mod biasa. Kedua-dua ujian telah dijalankan ke atas model
3D daripada struktur ekzos kereta yang telah dilukis menggunakan perisian SolidWorks.
Analisis tingkah laku dinamik adalah penting untuk reka bentuk struktur ekzos kereta. Dari
eksperimen, keputusan menunjukkan perbezaan peratusan antara kedua-dua kaedah adalah di
bawah 15% dan ia masih perlu mengemaskini model untuk mendapatkan nilai-nilai kecil untuk
kesilapan peratusan.

vii
 TABLE OF CONTENTS

Page

SUPERVISOR’S DECLARATION ii
STUDENT’S DECLARATION iii
ACKNOWLEDGEMENT v
ABSTRACT vi
ABSTRAK vii
TABLE OF CONTENTS viii
LIST OF FIGURES xi
LIST OF TABLES xiii
LIST OF ABBREVIATIONS xiv

CHAPTER 1 INTRODUCTION

1.1 Project Background 1

1.2 Problem Statement 3
1.3 Objectives of Study 3
1.4 Scopes of Study 3
1.5 Thesis Organization 4

CHAPTER 2 LITERATURE REVIEW

2.1 Introduction 5
2.2 Introduction of car exhaust 6
2.3 Types of Joints 8
2.4 Structure vibrations of car exhaust 8
2.4.1 Mild aluminized steel 8
2.5 Car Exhaust Materials 10
2.6 Modal Analysis 10
2.6.1 Natural Frequency 11
2.6.2 Mode Shape 11
2.7 Experimental Modal Analysis (EMA) 11
viii
 2.7.1 Impact Hammer Test 12
2.7.2 Hammer Tip 13
2.8 Finite Element Method (FEM) 13

CHAPTER 3 METHODOLOGY

3.1 Introduction 15
3.2 Flow Chart 15
3.3 Design of exhaust using solidworks software 17
3.4 Finite element analysis (FEA) 18
3.4.1 Procedure setup using MSC Patran software 18
3.5 Modal testing analysis 25
3.5.1 Procedure Set Up ME’scope VES 29

CHAPTER 4 RESULT AND DISCUSSION

4.1 Introduction 35
4.2 Finite Element Analysis 35
4.2.1 Natural Frequency 36
4.2.2 Mode Shape 36
4.3 Experimental Modal Analysis (EMA) 39
4.3.1 Natural Frequency 39
4.3.2 Mode Shapes 40
4.4 Comparison Between FEA and EMA 42
4.4.1 Comparison of Natural Frequency between FEA and EMA 42
4.4.2 Comparison of Mode Shapes between FEA and EMA 43
4.4.3 Comparison Results between FEA and EMA in Term of Percentage
Error 44

CHAPTER 5 CONCLUSION AND RECOMMENDATION

5.1 Introduction 47
5.2 Conclusion 47

ix
5.3 Recommendation 48

REFERENCE 51
APPENDICES 53

x
 LIST OF FIGURES

Figure Title Page

1.1 Exhaust manifold 2
1.2 Threeway Catalytic Converter 2
2.1 Exhaust muffler 5
2.2 Car exhaust structure 7
2.3 Mild-aluminized steel 9
2.4 Corrosion rate between uncoated and aluminized 9
2.5 Mode Shapes 12
2.6 Example of impact hammer test 14
3.1 Flow Chart 16
3.2 Exhaust structure design using Solidworks 17
3.3 Orthographic Drawing of exhaust structure 17
3.4 MSC Patran software for Finite Element Analysis 18
3.5 Click New to create new database 19
3.6 Type car exhaust.db for new database 19
3.7 Choose default for Tolerence 20
3.8 Click import get the car exhaust from solidwork 20
3.9 Choose parasolid.xmt and take on the solidword file of car exhaust 21
3.10 Create the finite element mesh 21
3.11 Insert the properties of material 22
3.12 Setting the properties 23
3.13 Analysis setting and solution type 23
3.14 Analysis setting and subcase setup choose default and apply 24
3.15 Select access result for Finite Element Method (FEA) 24
3.16 Result of analysis will access 25
3.17 Logo ME’scopeVES software 25
3.18 Roving accelerometer method 26
3.19 Tri-axial accelerometer sensor 27
3.20 PCB piezotronic impact hammer 28
3.21 The National Instruments Acoustic 29
3.22 Experiment setup 29
3.23 Create the new data 30

xi
3.24 After create new data, select acquisition 30
3.25 Insert the name of the project 31
3.26 Select the national instruments 9233/9234 31
3.27 Connect the national instruments 32
3.28 The drawing of exhaust structure and label with number 32
3.29 Set up the measurement and axis 33
3.30 The result obtain from EMA 34
4.1 Curve fitting method for FRF graph using ME’scopeVES 39

xii
 LIST OF TABLES

Table Title Page

2.1 The advantages and disadvantages of Finite Element Analysis 13
3.1 The properties material of mild-aluminize steel 22
3.2 The sensitivity value for triaxial accelerometer 27
4.1 Properties material for FEA 36
4.2 Result of Natural Frequency for FEA 36
4.3 Mode Shapes from FEA (1/2) 37
4.3 Mode Shapes from FEA (2/2) 38
4.4 Results of Natural Frequency from EMA 40
4.5 The mode shapes for EMA (1/2) 41
4.5 The mode shapes for EMA (2/2) 42
4.6 Comparison of natural frequency between FEA and EMA 43
4.7 The comparison of Mode Shapes between FEA and EMA(1/2) 43
4.7 The comparison of Mode Shapes between FEA and EMA(2/2) 44
4.8 Percentages error between FEA and EMA for each mode 45

xiii
 LIST OF ABBREVIATIONS

EMA Experimental Modal Analysis

FEA Finite Element Analysis
FRFs Frequency Response Functions
Mpa Mega Pascal
GPa Giga Pascal
DOF’s Degree of freedom

xiv
 CHAPTER 1

INTRODUCTION

1.1 PROJECT BACKGROUND

Structural dynamic analysis or modal analysis is to investigate of the element

characteristic of structure under vibrational excitation. Modal analysis is a process about a
structure in terms of natural characteristics that contains the frequency,damping and mode
shapes. For my project,modal analysis in terms of the modes of vibration of car exhaust
system. This project will explain more about the vibrations and modal analysis. Without
getting excessively specialized, frequently clarify modular examination as far as the
methods of vibration of a basic plate. This clarification is typically valuable for architects
who are new to vibrations and modular investigation. Futhermore, tests would join
measuring the vibration of an auto body when it is annexed to an electromagnetic shaker,
or the commotion design in a room when energized by an amplifier.

The vibration will greatly affected to the body structure in the car exhaust system.
Structural vibrations of motor vehicles are excited by different sources, such as road
irregularities, engineltransmission mass oscillation, exhaust system coupling, etc (Ling,
1994). To improve ride comfort, the forces and the moments transmitted from the exhaust
system to the body structure should be decreased. At low engine speeds, or idling at traffic
lights,the flexible structure of the exhaust system should be particularly vulnerable to
excitations from the engine. Low order resonant modes is often to the slender exhaust
system and 12 to 20 Hz for the frequency range of the vibration of the engine when idling
(Ling, 1994).

The main components in engine exhaust system are exhaust manifolds, catalytic
converters, muffler, resonator and pipes and tubing. The function for the exhaust manifolds

1
 is after completion of fuel combustion process inside the engine,high pressure gases are
released. These gases will enters into the exhaust manifold through pipes. For funtion of
catalytic converter, it is a device used for convert harmfull gases like carbon monoxide(CO)
,nitrogen oxides(NO) into Harmless gases like CO2 and N2 etc (Reddy & Reddy, 2012). In
present days "three-way" (oxidation-reduction) catalytic converters are widely used on
diesel engines to reduce hydrocarbon and carbon monoxide emissions. Figure 1.1 show the
exhaust manifold that have in all car. Figure 1.2 shows details of three way catalytic
converter. -

Figure 1.1. Exhaust manifold (Reddy & Reddy, 2012)

T409 Stainless Steel catalytic Intumescent mat

converter body Insulation Packaging Tail pipe emission
H2O water
Heat shield CO2 carbon
dioxide
Position for oxygen N2 nitrogen
sensor plug

Catalyst substrate
Catalytic active material

Exhaust gas-raw emission

HC hydrogen
CO carbon monoxide
NOX nitrogen oxide

Figure 1.2 : Threeway Catalytic Converter (Reddy & Reddy, 2012)

2
 The muffler is defined as a device for reducing the amount of noise emitted by a machine.
To reduce the exhaust noise, the engine exhaust is connected via exhaust pipe to silencer called
muffler. The various types of mufflers used in automobiles are baffle type, resonance type,
wave cancellation type, combined resonance and absorber type and absorber type mufflers
(Reddy & Reddy, 2012).

1.2 PROBLEM STATEMENT

Since the foundation of any car exhaust, it is essential to guarantee the quality of the
dynamic structure of car exhaust system. The dynamic structure investigation are expected to
enhance the car exhaust outline plan structure.

1.3 OBJECTIVES OF STUDY

The objectives of this project stated as below:-

a) To investigate modular properties (normal frequency and mode shapes) of car exhaust
system utilizing Experimental Modal Analysis (EMA).
b) To perform typical mode examination utilizing Finite Element Analysis (FEA) for car
exhaust structure.
c) To analyze the outcomes between Experimental Modal Analysis (EMA) and Finite
Element Analysis (FEA).

1.4 SCOPES OF STUDY

For my experiment, the exhaust pipe was made of mild aluminized steel The hanger
made by natural rubber or synthetic rubber materials. The muffler made of aluminized steel.
The modal testing will be conduct using impact hammer test. The dynamic properties also will
be analyzing using finite element analysis (FEA) with Nastran/Patran software. Dynamic
analysis is the analysis of the structure or properties of a running program (Ball, 1999). For the
dynamic analysis of the exhaust system,after the manifold, we can see as an irregularly shape
of beam structure will produce the different beam element with different diameters and mass

3
densities. The case study will tested with both experimental and numerical testing to get the
more effective result and better summary.

1.5 THESIS ORGANIZATION

This thesis is divided into 5 chapters and each chapter is devoted to discuss the different
issues in the project. Chapter 1 will discuss on introduction to the structural dynamic
identification of car exhaust structure with bolted-joint connection method. The problem
statement, objectives and scope will be identified.

Chapter 2 will discuss about all the research and literature review that related to the
project. It is important to study the basic concept of modal analysis and the methods use by the
previous researcher.

Chapter 3 will discuss the approach and framework for the project. It explains about the
method that is implemented while designing and conducting the project. The types of
experimental and numerical testing used also explained in this chapter.

Chapter 4 will discuss about the results and data analysis that had been acquired. The
data is collected from the experimental modal analysis and finite element analysis. The result
included result analysis, project limitation and suggestions for the project enhancement.

Chapter 5 will discuss about the conclusion for this research study and recommendation
for the future.

4
 CHAPTER 2

LITERATURE REVIEW

2.1 INTRODUCTION

For the literature review, this part is very important for my research that will be done.
This chapter will guide the objective to present a selected literature review and is very important
for the research. In this chapter, I will explain detail on the literature review and finalize the
method used to evolve this experiment research. A part of that, preceding research also will be
examine in this section.

This chapter, this project will be characterize including the exhaust system, dynamic
analysis, structure of the car exhaust system, experimental modal analysis (EMA), Nastran and
Pastran, and finite element method (FEA) and etc.

For this final year project was regulated to review the dynamic properties of car exhaust
system with bolt joint. Figure 2.1 show exhaust muffler that have been use in this project.

Figure 2.1 : Exhaust muffler

5
2.2 INTRODUCTION OF CAR EXHAUST

All car has their own exhaust system; it is very necessary part. Exhaust system starts
during at the engine with the determination to eliminate toxic gases and fumes from car. The
items are a series of pipes, mufflers, catalytic converters, resonator, exhaust silencer and in
addition other emission devises. The exhaust system will “hot” when the engine is running.
Kindly utilize alert at near exhaust components.

The toxic gases will release after completion the four cycle system. It will flow through
the exhaust system. The exhaust system is very important to all engine system. There have
several function for an automobile exhaust system. Nowadays, it is important and integral
between combustion and emission control. The vibration and erosion might prepare harm of
the debilitate framework. To decrease this vibration, the hangers that hang the debilitate
framework would elastic hook that append to those constitution of vehicle. Other than that, the
adaptable joint at the fumes channelling framework is use after ventilation system that can
decrease the development and assimilate some vibrating from exchange to the entire fumes
framework. The erosion of the fumes pipe is originated from the streaming fumes gas.

This project will be focusing to utilise the dynamics and modal analysis to frequency of
car exhaust system. The method that I will use is focus into the frequency by using the impact
hammer test which is by knocking to the car exhaust system. In this experiment I also studies
how the natural frequency can help in examine structural damage. The natural frequency is to
avoid of failure of structure because of resonance. Nowadays, natural frequency is accessible
way to find the damaged of components by match the result of the damaged and undamaged
structure. A hefty portion of investigates have learn about the car exhaust structure however not
centering the frequency of exhaust system. There have been various reviews completed by
scientists on different parts of exhaust system. The points of this paper are to examination of
elements conduct of an automobile exhaust system structure using experimental modal analysis
and impact hammer test.

The main components in engine exhaust system are as follows:

1. Exhaust manifolds or EKE.
2. Catalytic converter.
3. Muffler.

6
4. Resonator.
5. Pipes and tubing.

Exhaust Manifold

Resonator

Pipe
Catalytic
Tail Pipe Converter
Exhaust Pipe

Muffler

Figure 2.2: Car exhaust structure (parts).

The functions of main components:

a) Exhaust manifolds.
 After completion of fuel combusion procecs in engine,high pressure gases are
realesed.These gases are enters into the Exhaust manifold through pipes (Reddy
& Reddy, 2012) .
b) Catalytic converter.
 It is a device used for convert harmful gases like carbon monoxide(CO) ,nitrogen
oxides(NO) into Harmless gases like CO2 and N2 etc., In present days "three-
way" (oxidation-reduction) catalytic converters are widely used on diesel
engines to reduce hydrocarbon and carbon monoxide emissions (Reddy &
Reddy, 2012).
c) Muffler.
 The muffler is defined as a device for reducing the amount of noise emitted by
a machine. To reduce the exhaust noise, the engine exhaust is connected via
exhaust pipe to silencer called muffler (Reddy & Reddy, 2012).
d) Resonator.
 Exhaust resonators make extra stable waves, which viably offset deplete
framework commotion. The capacity of the fumes resonator to stifle over the
top commotion helps vehicles breeze through discharge tests. The fumes

7
 resonator stops undercarriage rattling, which is the essential driver of sullied fuel
emanations. The resonator additionally helps the vehicle supply more drive to
the motor without smouldering abundance fuel.

2.3 TYPES OF PIPES

There have two types:

a) Regular pipe.
b) Flexible pipe.

General exhaust pipe is solid, commonly accessible in straight lengths, bowed designs
and elbows. Adaptable exhaust pipe is sufficiently adaptable to twist with street conditions and
oblige warm extension of the system. The exhaust system might be fixed by welding joints or
utilizing deplete clips as a basic, compelling approach to seal covering pipes.

2.4 STRUCTURE VIBRATIONS OF CAR EXHAUST

Vibrations of the structure in car exhaust are excited by different sources, such as road
irregularities, engine/transmission mass oscillation, exhaust system coupling, and etc (Ling,
1994). The slim exhaust pipe regularly has its low request resounding modes circulated in the
recurrence scope of vibration of the motor when sitting between 12 to 20 Hz. The vibration
level, and in this manner the strengths applied to the floor by the pipe, is essentially opened up
for such cases. It is vital that the stiffness’s and areas of holders ought to be picked deliberately
to keep away from these thunderous marvels.

2.4.1 MILD ALUMINIZED STEEL

Hot dip aluminizing (HDA) is one of the simplest techniques to coating large
tonnage of steel. It provide good oxidation and scaling resistance, attractive corrosion
resistance, excellent sulfidation resistance in a sulphur bearing atmosphere and good electrical
conductivity (Bahadur & Mohanty, 1991). Figure 2.3 show the material that use in exhaust
structure.

8
Figure 2.3 : Mild-aluminized steel (Accord).

The non-toxic coating is superior to galvanize coating. Components of automotive

exhaust system has silver lustre and it is used in the power transmission etc. Aluminizing
produces the desired intermediate layer to make bonding during the welding of Al and from
alloys to different grades of steel. Figure 2.4 show the percentage of corrosion rate between
uncoated and aluminized.

0.0006
Corrosion Rate,inch/day

0.0005

0.0004

0.0003

0.0002

0.0001

0
409 439
Type of materials
Uncoated aluminized

Figure 2.4 : Corrosion rate between uncoated and aluminized (Dieselnet).

2.5 CAR EXHAUST MATERIALS

The material of car exhaust structure is based on the component of the structure. For the
exhaust pipe was made of mild aluminized steel. For the muffler, made of aluminized steel and

9
it’s located at the end of exhaust pipe structure to decrease the high pressure of the exhaust gas
(Ling, 1994). Whenever lingering, a motor creates extensive rotational motions about its flat Z-
axis. The exhaust system is in this manner energized by an occasional load connected at the
complex joint through a spring speaking to the solidness of the complex connector.

Movements of the motor, although to a great extent sifted through by the adaptable
association, contribute critical vibration to the exhaust pipe.

2.6 MODAL ANALYSIS

Nowadays, designing have aims to a new automotive exhaust pipe which is the duration
without damage, expressed as minimum required years and/or the mileage(Belingardi & Leonti,
1987). This duration is a complex phenomenon to specify, because the environmental
conditions is depending greatly with types of use, as well as, naturally, on quality standards of
manufacturer such parts.

The exhaust pipe submitted to a few wellsprings of stress, a large portion of which are
vibrations. Specific consideration must be paid to vibrations because of the motor, to the vehicle
riding along the street and to the non-stationary exhaust gas stream. The exhaust pipe is
connected and clamps with the engine. Resonance will cause of the fatigue failure of the exhaust
pipe when consequent stresses are high. The noteworthy at frequency is 50 Hz, the result of
displacement is small. The elastic supports of the exhaust pipe have no influence on the
vibrational modes.

Modal analysis is more related to the natural frequency. The frequency of oscillation at
the time which the time trace reach the maximum value through the frequency where peaks in
the frequency response function reach a maximum (Pang, Kurrle, Qatu, Rebandt, & Malkowski,
2003).

2.6.1 NATURAL FREQUENCY

Every structure has own natural frequency. The deformation of structure will have
definite pattern that called as mode shape. Free vibrations portrayed that when one framework
at any state body are called normal vibration and will shaped a characteristic recurrence. The

10
event of constrained vibration is brought about by the presence of drive connected in recurrence
which is varying to characteristic vibrations. The event of wonder reverberation was expressed
that when the sufficiency of the vibration builds complex in state of constrained recurrence is
equivalent to the regular recurrence.

2.6.2 MODE SHAPE

Mode shape is the states of the bar at various common recurrence which can be dictated
by the claim estimation of the vibration condition like single or two degree of freedom
framework (Sani, Nazri, Zahari, Abdullah, & Priyandoko, 2016a). Figure 2.5 show the different
graph of mode shape.

0.02

0.01
Mode 1
Mode 2
0.4 0.8 Mode 3
0.2 0.6 1.0
-0.01 Mode 4

-0.02

Figure 2.5 : Mode Shapes (wikipedia).

2.7 EXPERIMENTAL MODAL ANALYSIS (EMA)

Performing modal analysis using impact hammer test (roving accelerometer) frequency
function measurement for simultaneous response channel. (Testing structure impact testing).
Modes used as a simple and efficient means of characterizing resonant vibration. All the
structure can be made to resonate. Resonant vibration is caused by an interaction between the
internal and elastic properties of the materials within a structure. Resonant vibration is often the
cause of, or at least a contributing factor to many of the vibration related problems that occur
in structures and operating machinery. To better understand any structural vibration problem,
the resonances of a structure need to be identified and quantified. A common way of doing this
is to define the structure’s modal parameters (Schwarz & Richardson, 1999).

11
 All vibration is a combination of both forced and resonant vibration. Forced vibration
can be due to:
a) Internally generated forces.
b) Unbalances.
c) External loads.
d) Ambient excitation.

Resonant vibration occurs when one or more of the resonances or natural modes of
vibration of a machine or structure is excited. Resonant vibration typically amplifies the
vibration response far beyond the level deflection, stress, and strain caused by static loading
(Schwarz & Richardson, 1999).

2.7.1 IMPACT HAMMER TEST

In vibration, impact hammer is one of the experiement method. This method will give
the result for the natural frequencies (mode), modes shapes and damping ratio. There have two
method which are shaker test and impact hammer(Izham, Abdullah, Zahari, & Sani, 2017). The
result of this two method is quite similar but impact hammer test is simple and easy to do the
experiment. Impact hammer test also difficult to get constant result. There are some techniques
require little equipment and can get the faster measurement times by applying impulse. Figure
2.6 show example how to do the impact hammer test in bicycle rim.

Figure 2.6 : Example of impact hammer test (Dewesoft, 2010).

12
 2.7.2 HAMMER TIP

The input force frequency range can be controlled by changing the sledge tip in two
ways:
a) Hammer mass - Diminishing the mass of the hammer tip makes the hammer
contact the structure for a shorter measure of time. The decreased mass enables
the sledge to turn around bearings all the more effectively in the wake of hitting
the structure, lessening the time it is in contact.
b) Hammer stiffness - Expanding the stiffness of the tip permits abbreviates the
length that the hammer is in contact with the structure. For instance, one could
supplant an elastic tip with a metal tip.

2.8 FINITE ELEMENT METHOD (FEM)

Finite element method is common computer aided software used in industry and
commonly used method to simulate the performance of the product/structure in early
engineering design stage (Zahari, Sani, & Ishak, 2017). Most noise, vibration or disappointment
issues in mechanical structures and frameworks are created by inordinate element conduct.
Currently, many companies are actively using Finite Element Modeling (FEM) techniques for
structural dynamic analysis(Ramsey, 1983). In recent years, however, the implementation of
the Fast Fourier Transform (FFT) in low cost computer-based signal analyzers has provided the
environmental testing laboratory with a fast and more powerful tool for acquisition and analysis
of vibration data(Ramsey, 1983). As a result, more and more companies are beginning to use
dynamic testing to complement their FEM structural analysis activities(Ramsey, 1983). It is
this interaction between the experimentalist and the analytical engineer that is so important
(Ramsey, 1983). Both are able to communicate and reinforce one another to solve troublesome
noise and vibration problems that are certain to arise in the life cycle of a product (Ramsey,
1983).

In the early days of the U.S. space program, design engineers recognized the importance
of formulating mathematical dynamic models of structures so that they could use them to
predict their dynamic performance in flight(Ramsey, 1983). The Finite Element Method (FEM)

13
more generalize method for design the dynamic of large. FEM is use to modelling the complex
structure with non-homogeneous properties thus brought the developement.

The confident while using FEM is the accuracy of the result can be compare with the
experimental and the result is quite similar if the value is true. Table 2.1 show the advantages
and disadvantages of Finite Element Analysis.

Table 2.1 : The advantages and disadvantages of Finite Element Analysis (Ramsey, 1983).

Advantages
a) The model can be “built and used
before any prototype hardware is
available.
b) The model can predict a structure’s
behavior under real world dynamic
operating conditions
c) An engineer can analytically modify
the structure (via the FEM model)
much cheaper, faster and easier than
he can change actual hardware
Disadvantages
a) FEM models can be very difficult and
expensive to “build.”
b) Modeling is generally done by a
skilled dynamicist because of the
complexities of the available FEM
codes.
c) A model can be, and indeed is often
inaccurate
d) Models can be expensive to run,
depending on the size of the model.
They may also require a large
computer for operation.
e) Many implementations cause a user
to wait hours before either plotted or
printed results are available.

14
 CHAPTER 3

METHODOLOGY

3.1 INTRODUCTION

Methodology will describe the method that I will use in the dynamic analysis of car
exhaust structure. For dynamic structural analysis, it consist two method which are finite
element analysis and modal testing for car exhaust structure. Impact hammer test is the modal
testing that conducted in this project as the input and accelerometer as output. Besides that, the
MSC Nastran and Pastran software used for Finite Element Method for the analysis.

3.2 FLOW CHART

The flow chart of this project is shown in Figure 3.1. This project started with the
searches made from literature reviews. The related literature review gave ideas on how the study
should be conducted.

The development of the project is then continued with buy the exhaust structure. After
that, the exhaust structure will be measured and redesign back using solidwork software.

After redesign process finish, the exhaust structure was conduct for Finite Element
Analysis using MSC Nastran and Pastran software. When finish the Finite Element Analysis,
the modal testing was implementing by using impact hammer as input and the accelerometer as
the output. The analysis and experimental will run at the same time and not waste time for this

15
project. The purpose of handeling both Finite Element Analysis and Impact hammer was to
investigate the modal properties which is natural frequency and mode shape.

The result for Finite Element Analysis and Impact hammer will be tabulated together
with the discussion observed. While get the data, an investigation and discussion are made to
show why such data produced. All the literature reviews related which were being refered to.
This will supports the reasons of why the data obtained. The conclusion will will the finding of
study to development of this project.

FLOWCHART METHODOLOGY

Figure 3.1. Flow Chart

16
3.3 DESIGN OF EXHAUST USING SOLIDWORKS SOFTWARE.

The car exhaust structure was modeling in Solidworks software. This frame is modeling
according to the measurement of the car exhaust. This design also for fabrication and analyses
(FEA & EMA) purpose. The material of the exhaust is mild-aluminized steel. Below is the
figure exhaust. Figure 3.2 show exhaust structure design in Solidworks software. In Figure 3.3
orthographic drawing of exhaust structure.

Figure 3.2 : Exhaust structure design using Solidworks.

Figure 3.3 : Orthographic Drawing of exhaust structure.

17
3.4 FINITE ELEMENT ANALYSIS (FEA).

Finite Element Analysis (FEA) was perform for the car exhaust structure by using MSC
Nastran/Patran software. The product of MSC Patran are regularly used to preprocessing Finite
Element Analysis (FEA) for auxiliary and hardware in delivering the solid demonstrating in
solid (3D) or surface (2D), fitting the question, examination setup and post-handling solver to
various other programming, for example, Abaqus, Autodesk Simulation, ANSYS, and CATIA.
The benefits of utilizing this product, the client can direct it effectively since it can make/import
geometry, mesh the surface, investigation from the info information, and acquire the outcome
in liveliness and incentive for every mode shape and normal recurrence in hypothetically.
In MSC Nastran, it was utilized to perform static, dynamic and warm examination of
the hardware and basic. Other than that, it is to ensure the auxiliary framework that has
particular firmness, quality and their disappointment that may influence basic capacity and
security. The setup setting for run the product MSC Nastran/Patran are appeared in Figure 3.4
until Figure 3.16.

Figure 3.4 : MSC Patran software for Finite Element Analysis.

3.4.1 PROCEDURE SETUP USING MSC PATRAN SOFTWARE

Step 1 : Create new data base.

18
Figure 3.5 until figure 3.7 shows to create a new database called New car exhaust.db and set
the model preferences.

Figure 3.5 : Click New to create new database.

Figure 3.6 : Type car exhaust.db for new database.

19
Figure 3.7 : Choose default for Tolerance.

Step 2 : Geometry (Import the car exhaust design from solidworks).

Figure 3.8 and figure 3.9 show to import the car exhaust from solidworks that have save in
Parasolid.xmt.

Figure 3.8 : Click import get the car exhaust from solidwork.

20
Figure 3.9 : Choose parasolid.xmt and take on the solidword file of car exhaust.

Step 3 : Create a Finite Element Mesh.

Figure 3.10 show to create a finite element mesh for the solid using the Tet4 and select all the
car exhaust structure.

Figure 3.10 : Create the finite element mesh.

21
 Step 4 : Materials (Create / Isotropic / Manual Input).
Figure 3.11 demonstrate the material properties according to the material of car exhaust. Table
3.1 below are the material properties of mild-aluminized steel.

Table 3.1:
The properties material of mild-aluminize steel (Abdullah, Sani, Rahman, & Zaman, 2017).

PROPERTIES VALUE
Material Mild Aluminized Steel
Density 7850 kg/m3
Poisson’s Ratio 0.3
Modulus of Elasticity 2.1 GPa

Figure 3.11 : Insert the properties of material.

Step 5 : Properties (Create / 3D / Solid).

Figure 3.12 show to appoint element properties that have been make recently. Then, apply to
all structure of car exhaust.

22
Figure 3.12 : Setting the properties.

Step 6 : Analysis (Analyze / Entire Model / Full Run).

Figure 3.13 and figure 3.14 are the solution type that has been used is normal modes. The
solution parameter is 1.0 for Wt-Mass Conversion and for subcases parameter desired root is
10.

Figure 3.13 : Analysis setting and solution type.

23
Figure 3.14 : Analysis setting and subcase setup choose default and apply.

Step 7 : Analysis (Access Results / Attach XDB / Result Entities)

Figure 3.15 show to run MSC Nastran after complete the setting, pick the access results and
choose the XDB result that has been save recently.

Figure 3.15 : Select access result for Finite Element Method (FEA).

24
Step 8: Results (Create / Quick Plot).
Figure 3.16 show after access the result, the modular properties of car exhaust will give its
mode.

Figure 3.16 : Result of analysis will access.

3.5 MODAL TESTING ANALYSIS

Model testing analysis have run using the impact test. Impact hammer was achieve in
order to get output data for modal testing analysis. The dynamic analysis on car exhaust
structure was explore by using modal testing. In figure 3.17, the software that has been used to
run the analysis to obtain the modal properties is ME’scopeVES software.

Figure 3.17 : Logo ME’scopeVES software.

25
 The car exhaust structure that played out this perfect effect will get the ideal drive which
activated by the little term and impacted steady adequacy in the frequency domain. Besides,
every one of the information are basic keeping in mind the end goal to get the consequence of
all modes vibration that being energized with equivalent vitality. All things considered, a
hammer strike cannott keep going for the brief timeframe length, yet will known as a contact
time and the time of contact time will impacts to the frequency content for the constrain, with
possible a bigger contact time will influence a little scope of data transfer capacity. The special
hammer is utilized to play out this test which load of cell was set in its tip to get the constrain
of effect.

Figure 3.18 : Roving accelerometer method (Dewesoft, 2010)

Figure 3.18 stated the method that apply by utilizing impact hammer test in this venture
was settled a position impact hammer and a single accelerometer is move around at a few
positions. This technique was known as a roving accelerometer test. This method is as yet
successful as far as transducers and measurement system, it is slightest productive as far as time
since moving an accelerometer is expend a great deal of time. This method is regularly utilized
as a part of circumstances when space contemplations make it conceivable to settle the
accelerometers since there is insufficient space to utilize impact hammer.
There are various instruments that utilization so as to play out this impact hammer test
for the contextual analysis, and this apparatuses that has been recorded will required in type of
capacity and elements in this subchapter. The reason in clarification of these utilities is to give

26
better comprehension on how this devices working and how to lead these apparatuses
appropriately.
The principal device that has been utilize is the tri-axial accelerometer sensor, which is
a gadget or dynamic sensor that fit for a huge scope of detecting and to measure acceleration
system properly. Accelerometers can quantify increasing speed in three or-thogonal axes, and
as often as possible utilized as a part of this project as a vibration or impact sensor. A part from
that, it likewise utilized as a sensor of inclination, introduction that related in quickening
measuring based on gravity rather than the rate of speed change.

Figure 3.19 : Tri-axial accelerometer sensor.

In this project, the accelerometer that has been utilized has great execution capability,
with sensitivity of 102 mV/(m/s2), tri-axial, and can deliver a frequency in certain time from
0.5 Hz to 3000 Hz. Figure 3.19 show the tri-axial accelerometer sensor will be append at
specific focuses that has been set apart before the exhaust structure being impact at the fixed
point amid impact hammer test. Table 3.2 demonstrate the estimation of affectability for tri-hub
accelerometer utilized for this project.

Table 3.2 :
The sensitivity value for triaxial accelerometer.

Axis Sensitivity
x-axis 102.1
y-axis 104.1
z-axis 100.3

27
 The impact hammer that has been utilized as a part of this project is PCB piezotronic
hammer. This impact hammer has a capacity to change over the effect drive from hammer into
information frequency when impace happen at the exhaust structure. 'Modular tuning' is one of
the element that give basic property that won't impacts the outcome gathered and
straightforwardness to gather more exact and reliable information. The force sensor go about
as a measurement of the abundancy and frequency substance of the trigger energy give that is
imseparated to a test structure. Accelerometer is utilized as a part of way of with hammer to
gather the information to give the estimation basic reaction amid impact test. Figure 3.20
demonstrate the piezotronic impact hammer that has been use in impact hammer test.

Figure 3.20 : PCB piezotronic impact hammer.

NI Acoustic and Vibration Data Logger is a gadget that additionally been used to
measuring information from the impact hammer and tri-axial accelerometer to run the data
acquisition in ME'ScopeVES programming. It is function as simple to computerized converter
which help computer to read the information from the signal. This gadget contained 4 channel
and need to associate with the impact hammer and accelerometer to get the information
analysis. Figure 3.21 demonstrates the gadget that utilization to get the information from impact
hammer and accelerometer.

28
Figure 3.21 : The National Instruments Acoustic.

3.5.1 PROCEDURE SET UP ME’SCOPE VES.

Step 1 : Figure 3.22 shows to setup the testing for the car exhaust structure. The equipment that
have been used are laptop, National Instruments Acoustic, accelerometer, impact hammer and
.car exhaust structure.

Figure 3.22 : Experiment setup.

29
Step 2: Figure 3.23 until figure 3.27 shows to create the new file of car exhaust system. For
the car exhaust structure, the structure has been created.

Figure 3.23: Create the new data.

Figure 3.24 : After create new data, select acquisition.

30
Figure 3.25 : Insert the name of the project.

Figure 3.26 : Select the national instruments 9233/9234.

31
Figure 3.27 : Connect the national instruments.

Step 3 : Design the structure in ME’scopeVES using drawing tool according to the dimension
of structure of exhaust. After finish the design, label the point with number.

Figure 3.28 : The drawing of exhaust structure and label with number.

32
Step 4: Setup the sensor of accelerometer and impact hammer. At that point characterize the
axis has been utilized for every node point and nocking point. For the roving utilize the yield
since the analysis utilized roving accelerometer. Figure 3.29 shows in the Mescope software,
tick FRF (Transfer Function),put 3 for averages,select inputs for roving DOF’s. Set up the
sampling, select 1,024.00 at span column. Go to window,select force for the first column, select
exponential for next column. Change the transducer sensitivity with sensitivity value for triaxial
accelerometer. Done setup can continue the impact hammer testing.

Figure 3.29 : Set up the measurement and axis.

Step 5 : Figure 3.30 show the results of modular properties which are mode shape and natural
frequency of exhaust structure. After complete the nocking procedure for all node point at
exhaust structure, do a bend fitting technique to get the natural frequency at amplitude of every
mode.

33
Figure 3.30: The result obtain from EMA.

34
 CHAPTER 4

RESULT AND DISCUSSION

4.1 INTRODUCTION

In this chapter, the final result of both analysis that have been perform will be discuss.
The objectives of the project will be examined in points of interest through this part where both
Finite Element Analysis (FEA) and Experimental Modal Analysis (EMA) results will be
thought about. All distinctions from the outcomes will be disclosed by its issue, regardless of
whether amid lead examination or run the simulation processes.

4.2 FINITE ELEMENT ANALYSIS

Finite Element Analysis (FEA) is a numerical strategy for finding rough answers for
boundary value problems for partial differential conditions. Finite element is use to take care
of the whole issue into less complex part by utilizing variety techniques to estimated an answer
by limiting a related mistake work. In order to research dynamic properties of exhaust structure,
to run the finite element analysis and got the outcome with the error, MSC Nastran/Patran
programming is use to take care of the issue in ordinary mode with free-fix boundary condition.
To perform the numerical testing, some estimation of mechanical properties is expected
to get first. For this research, a few mechanical properties were alloted in MSC Nastran/Patran
amid the investigation. This is on the grounds that the correct an incentive for the mechanical
properties of gentle steel utilized as a part of this review was not known and recognized. To get
the great outcome, a few mechanical properties were relegated to investigate the issue and

35
 acquired the best outcome. Table 4.1 demonstrates a few mechanical properties that been
allocated amid the analysis.
Table 4.1 :
Mechanical Properties of Mild Steel

Mechanical properties Mild steel

Modulus Young (GPa) 210
Density (kg/m3) 7850
Poisson Ratio 0.3

4.2.1 NATURAL FREQUENCY

The natural frequency comes about that has been pick up from the FEA that has been
run utilizing MSC Nastran/Patran is appeared in Table 4.2. The outcomes are as per the
properties that has been setup before the analysis were run.

Table 4.2:
Result of Natural Frequency for FEA.

MODE NATURAL FREQUENCY (Hz)

1 446.62
2 484.68
3 1119.3
4 1417.8
5 1888.9

4.2.2 MODE SHAPE

Table 4.3 indicate the mode shapes of the car exhaust structure that have been get from
the MSC Nastran/Patran. Based on the figures below, for mode 1 and mode 2 the conditions
that occur are bending. Mode 3 is torsional 1, Mode 4 is both torsional and bending, and mode
5 is torsional.

36
Table 4.3:
Mode Shapes from FEA (1/2).
MODE MODE SHAPES

37
Table 4.3:
Mode Shapes from FEA (2/2).

38
4.3 EXPERIMENTAL MODAL ANALYSIS (EMA)

`4.3.1 NATURAL FREQUENCY

Figure 4.1 demonstrate the curve fitting technique where the estimation of natural of the
car exhaust structure was pick up from the modular testing by utilizing ME'scopeVES
programming. The scope of frequency was taken by the values result from the Finite Element
Analysis (FEA).

Figure 4.1: Curve fitting method for FRF graph using ME’scopeVES.

Table 4.4 demonstrates the estimation of natural frequency that have been gathered after
perform the modular testing on car exhaust structure. The information comes about has been
taken from Me'scopeVES programming utilizing curve fitting method where the values were
taken by the closest with the value get from the FEA. The results of EMA were perform utilizing
roving accelerometer method though the accelerometer will change according the node point
that have been determined to exhaust structure while the nocking point will stay at one point as
it were.

39
Table 4.4:
Results of Natural Frequency from EMA.

MODE NATURAL FREQUENCY (Hz)

1 409
2 479
3 938
4 1390
5 1570

For the primary mode the normal natural frequency was taken between range 400 to 450 Hz
utilizing the curve fitting method and the highest was 409 Hz. The following reach for mode 2
was 450 to 500 Hz, the curve fitting method was rehashed and get the esteem 479 Hz. For the
mode 3, 4 and 5 the range was between 950 to 2000 Hz. At that point rehashed curve fitting
method and get estimations of EMA for mode 3, 4, and 5 which are 938 Hz, 1390 Hz and 1570
Hz. The values that have been take are as per the qualities that acquire from the FEA comes
about. Every one of the information gathered agreeing the modes were arranging into Table 4.4.

4.3.2 MODE SHAPES

Table 4.5 demonstrates the mode shapes of the car exhaust structure that have been
acquire from the Experimental Modal Analysis (EMA) by utilizing ME'scopeVES
programming. The mode shapes was acquired by every mode and has been recorded and display
by utilizing the ME'scopeVES programming.

40
Table 4.5:
The mode shapes for EMA (1/2).

MODE MODE SHAPES

41
Table 4.5:
The mode shapes for EMA (2/2).

MODE MODE SHAPES

4.4 COMPARISON BETWEEN FEA AND EMA.

4.4.1 COMPARISON OF NATURAL FREQUENCY BETWEEN FEA AND

EMA.

Table 4.6 demonstrates the correlation of natural frequency amongst FEA and EMA of
car exhaust structure for Free-Free boundary condition as indicated by every mode. The normal
frequenqy of both FEA and EMA are orchestrate agreeing its mode. Add up to mode for the
FEA and EMA that have been think about are 5 mode.

42
Table 4.6:
Comparison of natural frequency between FEA and EMA.

MODE Natural Frequency (Hz)

EMA FEA
1 409 446.62
2 479 484.68
3 938 1119.3
4 1390 1417.8
5 1570 1888.9

4.4.2 COMPARISON OF MODE SHAPES BETWEEN FEA AND EMA.

Table 4.7 demonstrates the correlation of mode shapes of every mode amongst FEA and
EMA for car exhaust structure. The mode state of FEA and EMA are mastermind according its
mode which are 5 mode.

Table 4.7:
The comparison of Mode Shapes between FEA and EMA(1/2).

MODE MODE SHAPES

FEA EMA

43
Table 4.7:
The comparison of Mode Shapes between FEA and EMA(2/2).

MODE MODE SHAPES

FEA EMA

4.4.3 COMPARISON RESULTS BETWEEN FEA AND EMA IN TERM OF

PERCENTAGE ERROR.

Table 4.8 demonstrates the rate error between Finite Element Analysis (FEA) and
Experimental Modal Analysis (EMA) for car exhaust structure. The consequence of percentage
error have been figured for 5 mode amongst FEA and EMA.

44
Table 4.8:
Percentages error between FEA and EMA for each mode.

Mode shape Natural Frequency (Hz) Percentage of error

EMA FEA
1 409 446.62 9.20
2 479 484.68 1.19
3 938 1119.3 19.33
4 1390 1417.8 2.00
5 1570 1888.9 20.31
Total Average Error 10.40

The rate mistake amongst EMA and FEA appeared in this experiment is less than 21%.
This is because are a couple component that contributes the mistake, for example, noise,
imperfect test setup amid perform EMA and there have some mistake during modelling of car
exhaust structure in Solidworks programming.

Noise that cause amid knocking procedure when perform Experimental Modal Analysis
(EMA) is possible to hold up until the structure completely stop and no more vibration on the
structure before continue the following knocking procedure since some of the time the little
vibration on the edge structure can't be seen by the eyes. This is additionally will set aside a
more extended opportunity to finish the way toward knocking in order to complete all the 34
node point on the car exhaust structure. Furthermore, the quantity of node point ought to be
increment in order to get more precise mode shapes.

Moreover, the modelling of car exhaust structure additionally give a higher effects
towards the distinctions in natural frequency when run the FEA utilizing MSC Nastran/Patran
programming. It is difficult to get a correct modelling of car exhaust structure in Solidworks
programming because of a little issue amid measuring the real structure of car exhaust since
don't have a special tools to measure it.

The deflection shapes from the EMA demonstrates a little contrast with the FEA comes
about. This could be happen on the grounds that the natural frequency that happens at every
mode is very unique. Other than that, both FEA and EMA demonstrates the condition mode
45
states of mode 1 and mode 2 are bending, mode 3 is torsional 1, mode 4 is both torsional and
bending and mode 5 is torsional.

46
 CHAPTER 5

CONCLUSION AND RECOMMENDATION

5.1 INTRODUCTION

In the part 5, the project summary will be examined with a specific to comfirm the
relationship between the objective and the outcomes that has been stated previously. This part
also contain the future iprovement towards this project where it will enhance the result of car
exhaust system structure.

5.2 CONCLUSION

The whole process of dynamic study investigation of car exhaust structure has follows
the flow chart and the Gantt chart that were creates before this. Therefore, the project has
achieved the entire objectives. The mode shapes and the natural frequencies have been found
throughout the experiment and the simulation.

The problems of every close modes frequently arise in engineering practice due to
structure symmetries with little damping and the accurate determination of the modal
parameters. The percentage differences between finite element analysis (FEA) and
experimental modal analysis (EMA) are within 10%. Natural frequency acquired from EMA
and FEA shows small percentage error differences makes both of the method can be applied to
obtain the dynamic characteristic of structure. It is essential to determine whether the structure
is safe or not.

47
5.3 RECOMMENDATION

Regarding to the results that have been evaluate, there are some suggestion and
recommendation that can be expressed to make the results more precise, reliable and accurate.
First of all, it is suggested to make sure removed all the part at car exhaust structure using
appropriate tool and use a correct tool to measure actual dimension of car exhaust structure.
This is because; dimension plays an important role to modelling an accurate car exhaust
structure in Solidworks or other software since it will affect the results of both Finite Element
Analysis (FEA) and Experimental Modal Analysis (EMA).

In addition, add two or more sensors to get a good frequency because the car exhaust
system is quite big. It should to put more sensors to the structure. The frequency will be more
smoothly and accurate. It may improve the result and get the better mode shape. If have two
sensor or more, after knocking the exhaust, the vibration will received more stable.

Lastly, try to change the other method which is from impact hammer test to the impact
shaker test for a big or long structure like exhaust structure. The result is more better than impact
hammer. The result of mode shape,FRF result and the natural frequency will better.

48
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51
 APPENDICES
FYP 1 Gantt chart

No. Activity Weeks

1 2 3 4 5 6 7 8 9 10 11 12 13 14
1. Project’s introduction
 Detail discuss with
supervisor,about the
project
 Problem statement,
objectives, scopes

2. Review literature work

 Review literature
(Journal)
 Findings additional
information and
knowledge about project

3. Methodology
 Design part and parison
thickness
 Simulation work
 Prediction result

4. Presentation FYP 1
 Complete FYP 1 report

52
 FYP 2 Gantt chart

No. Activity Weeks

1 2 3 4 5 6 7 8 9 10 11 12 13 14
1. Finite Element Analysis
 Modelling car exhaust
structure.
 Analysis using MSC
Patran/Nastran.

2. Experimental Modal Analysis

 Experiment using
impact hammer method.
 Mid term presentation.

3. Comparison the Result

 Check the result
 Thesis writing : Chapter
4 and 5.
 Prediction result

4. Presentation FYP 2
 Complete the thesis and
submit.

53
(Alfredson & Davies, 1970; Auweraer, 2001; Bahadur & Mohanty, 1991; Belingardi & Leonti, 1987; Goldman, 1969; Mackerle, 2000; Nefske;
Sani, Nazri, Zahari, Abdullah, & Priyandoko, 2016b; SkoŁYszewski, RumiŃSki, & ŁUksza, 2008; Software; Storck, Sumali, & Pu, 2001; Tsai &
Chou, 1988; Vamvatsikos & Cornell, 2002; Van Hoorn, Waller, & Hasselbring, 2012; Zhu, Zhu, Zhang, & Wei, 2017)

54
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