Damping Analysis of High Grade Steel Alloy Drive Shaft in Automobile PDF

R.V.
COLLEGEOFENGINEERING, BENGALURU-560059
(Autonomous Institution Affiliated to VTU, Belgaum)
A Project Report on
“DAMPING ANALYSIS OF HIGH GRADE STEEL ALLOY

DRIVE SHAFT IN AUTOMOBILE”
Submitted by
AJAY KUMAR 1RV10ME007

BIRENDER DAHIYA 1RV10ME020
APURV PARMAR 1RV10ME121
BHASKARJIT SAHA 1RV08ME019
Under the Guidance of
Dr. L J KIRTHAN
Assistant Professor
Department Of Mechanical Engineering
R. V. College of Engineering
Bengaluru–560059
In partial fulfilment for the award of degree

Of Bachelor of Engineering in
MECHANICAL ENGINEERING
2014
R.V.COLLEGE OF ENGINEERING, BENGALURU-560059
(Autonomous Institution Affiliated to VTU, Belgaum)
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
Certified that the project work titled “DAMPING ANALYSIS OF HIGH GRADE STEEL
ALLOY DRIVE SHAFT IN AUTOMOBILE”, is a work carried out by AJAY KUMAR
(1RV10ME007), BIRENDER DAHIYA (1RV10ME020), APURV PARMAR
(1RV10ME121) and BHASKAJIT SAHA (1RV08ME019) who are the bonafide students of
R.V. College of Engineering, Bengaluru, in partial fulfilment for the award of degree of
Bachelor of Engineering in Mechanical Engineering of Visvesvaraya Technological
University, Belgaum during the year 2013-2014. It is certified that all corrections/ suggestions
indicated for the internal assessment have been incorporated in the report deposited in the
departmental library. The project report has been approved as it satisfies the academic
requirements in respect of project work prescribed by the institution for the said degree.
__________________
Dr. L J Kirthan
Assistant Professor
Department of Mechanical Engineering
___________________ _____________________
Dr. R.S. Kulkarni Principal
Professor & Head R.V. College of Engineering
Department of Mechanical Engineering
External Viva
Name of Examiners, Signature with date
1. ____________________
2. ____________________
i
DECLARATION
We, AJAY KUMAR (1RV10ME007), BIRENDER DAHIYA (1RV10ME020), APURV

PARMAR (1RV10ME121) and BHASKAJIT SAHA (1RV08ME019), the students of Eighth
Semester B.E, Mechanical Engineering, R.V. College of Engineering, Bengaluru, hereby
declare that the project titled “DAMPING ANALYSIS OF HIGH GRADE STEEL ALLOY
DRIVE SHAFT IN AUTOMOBILE” has been carried out by us and submitted in the partial
fulfilment for the award of degree of Bachelor of Engineering in Mechanical Engineering. We do
declare that this work is not carried out by any other students for the award of degree in any
other branch.
Place: Bengaluru SIGNATURE:
Date: 1. AJAY KUMAR
2. BIRENDER DAHIYA
3. APURV PARMAR
4. BHASKARJIT SAHA
ii
ACKNOWLEDGEMENTS
We would like to begin by expressing our sincere and heartfelt gratitude to our project guide Dr.
L. J. Kirthan for his continuous support and guidance throughout the semester. We are ineffably
indebted to him for his continuous supervision and encouragement throughout the course of the
project.
We also take this opportunity to thank our H.O.D Dr. R. S. Kulkarni and Principal Dr. B.S.
Satyanarayana who gave us the golden opportunity to do this wonderful project.
We are extremely thankful and would like to pay our gratitude to the project evaluation
committee members for their most valuable and helpful inputs which helped in bringing us back
on track whenever we went astray.
We are sincerely thankful to our Professor Dr. Ramesh S. Sharma, for providing consistent
guidance and support in every phase of planning, conduction and compilation of the project; and
Dr. D. S. Ramakrishna of Data-physics for providing the necessary equipment for
Experimental Modal Analysis and also for providing guidance and support for the conduction of
the same.
We also acknowledge with a deep sense of reverence, our gratitude towards our parents and
family members, who have always supported us morally as well as financially.
At last but not least, gratitude goes to all of our friends who directly or indirectly helped us with
different aspects of the project.
iii
ABSTRACT
A drive shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of distance
or the need to allow for relative movement between them. As torque carriers, drive shafts are
subject to torsion and shear stress, equivalent to the difference between the input torque and the
load. The functions of the driveshaft are it must transmit torque from the transmission to the
differential gear box. The drive shafts must also be capable of rotating at high speeds required by
the vehicle. The drive shaft must also operate through constantly changing angles between the
transmission, the differential and the axles. The length of the drive shaft must also be capable of
changing while transmitting torque. High strength steel is a new generation of steel material
exhibiting improved properties over conventional steel grades.
The Drive Shaft of the rough terrain vehicle (BAJA) suffered from a dynamic instability
problems due to the nature of rigorous instability on rough terrain. This problem is inherent to
study the vibration properties of the drive shafts as they tend to break down causing severe shaft
dynamic loading. The multidisciplinary problem of drive shaft dynamics was to be addressed
accurately in the time/frequency domain using traditional “strike method” of testing structures
with modally tuned impulse hammer and data acquisition system. Modal testing is conducted
with FFT Analyser using impact hammer as input force transducer and accelerometer to record
the output signals. CAD modelling of drive shaft is done using available drawings & dimensions.
FE simulation of drive shaft is carried out to solve modal analysis. Validating and comparing the
result of both FE analysis and experimental modal analysis.
Modal parameters such as frequency, mode shapes and damping obtained from both
experimental test set up and finite element analysis are recorded for both experimental and FEA
approaches. However, damping values recorded is from experiments only. An average value of
301.289 Hz was found for the first modal frequency for the first bend mode of drive shaft. FEA
results had predicted a first modal response of 327.44 Hz. The use of Finite Element technique as
a powerful numerical tool to predict the modal parameters of drive shaft was very successful &
faster. Results obtained were in good agreement with experimental ones.
iv
TABLE OF CONTENTS
CERTIFICATE i
DECLARATION ii
ACKNOWLEDGMENTS iii
ABSTRACT iv
TABLE OF CONTENTS v
LIST OF ABBREVIATIONS vii
LIST OF FIGURES viii
LIST OF TABLES x
CHAPTER 1 - INTRODUCTION
1.1 Introduction to Drive Shaft 01

1.1.1 Functions of Drive Shaft 02
1.1.1.1 Advantages 02
1.1.1.2 Disadvantages 03
1.2 Materials used in Drive Shafts 03
1.2.1 High Grade Steel 03
1.2.2 Composite Drive Shaft 04
1.3 Introduction to Modal Analysis 05
1.3.1 Uses of Modal Analysis 06
1.3.2 Benefits of Modal Analysis 06
1.4 Literature Review 07
1.5 Literature Gap 15
1.6 Motivation of the study 15
1.7 Objectives 17
1.8 Methodology 17
1.9 Outline of the project 17
CHAPTER 2 - MODAL ANALYSIS
2.1 Introduction to Modal Analysis 19

2.2 Classical Modal Analysis Theory 20
2.3 Specification of Drive Shaft 21
2.4 Test setup and software for EMA Test 22
2.4.1 Instrumentation: Hardware 22
2.4.1.1 Test fixture 22
2.4.1.2 Impact Hammer 23
2.4.1.3 Accelerometer 24
2.4.1.4 FFT Analyser 25
2.4.2 Instrumentation: Software (ME'scopeVES) 27
v
CHAPTER 3 - FINITE ELEMENT MODELING AND ANALYSIS
3.1 Introduction 29
3.2 CAD modeling using UG NX 29
3.3 Meshing of model using ANSYS 31
3.5 Summary 32
CHAPTER 4 - EXPERIMENTAL ANALYSIS
4.1 Experimental Procedure 33

4.1.1 Marking of Grid points 33
4.1.2 Initial set-up 34
4.1.3 Data Acquisition 34
4.1.4 Analysis of Modal Parameter 36
4.1.4.1 Determination of frequency and damping 36
4.1.4.2 Determination of mode shapes 37
4.2 Modal Movement Impression 37
4.2.1 Mode – 1 : Symmetrical Bending 37
4.2.2 Mode – 2 : Asymmetrical Bending 40
4.2.3 Mode – 3 : Torsional Bending 43
4.3 Summary 45
CHAPTER 5 - RESULTS AND DISCUSSIONS
5.1 Modal Parameters of Drive Shaft 46

5.2 Mode shape of Drive Shaft 47
5.3 Graph 50
CHAPTER 6 - CONCLUSIONS AND FUTURE SCOPE
6.1 Conclusion 51
6.2 Future Scope 52
REFERENCES 53
vi
LIST OF ABBREVATIONS
Abbreviation Acronym
CAD Computer Aided Drawing

FE Finite Element
FEA Finite Element Analysis
FEM Finite Element Method
FFT Fast Fourier Transform
FRF Frequency Response Functions
GVT Ground Vibration Test
EMA Experimental Modal Analysis
LIVM Low Impedance Voltage Mode
vii
LIST OF FIGURES
1.1 Drive Shaft of Vehicle 02

1.2 BAJA Vehicle 16
2.1 Analysis of a system 20
2.2(a) Test Fixture 22
2.2(b) Shaft attached to test fixture 22
2.2(c) Shaft and Test fixture on stable surface 23
2.3 Endevco 2301 Mini Modal Hammer 23
2.4 Accelerometer mounted on the drive shaft 25
2.5 Quattro- FFT Analyser 26
2.6 Input and Output of the FFT Analyser 26
3.1 Front view of Drive Shaft 30
3.2 Top view of Drive Shaft 30
3.3 Bottom view of Drive Shaft 30
3.4 Right view of Drive Shaft 30
3.5 Left view of Drive Shaft 30
3.6 Imported file in .iges file format 31
3.7 Meshed model of Drive Shaft using Solid 95 noded Tetrahedral Elements 32
4.1 Marking of grid points 33
4.2 Marking points on imported .stl file 34
4.3 Screenshot of ME’scopeVES data acquisition window 35
4.4 Overlaid FRF Curves 36
4.5 Selection of peak for frequency and damping values 37
4.6 Mode-1, Symmetrical Bending 40
4.7 Mode-2, Asymmetrical Bending 43
4.8 Mode-3, Torsional Bending 45
5.1(a) Modal shape for Mode-1 (experimental) 47
5.1(b) Modal shape for Mode-1 (FEA) 47
viii
5.4 Mode Number v/s Frequency – Drive Shaft (Expt. And FEA) 50
ix
LIST OF TABLES
2.1 Specifications of the impact hammer 24

2.2 Specifications of the accelerometer 25
3.1 Material Properties 31
5.1 Modal frequencies and modal damping for Drive Shaft 46
x
R.V College of Engineering
CHAPTER-1
INTRODUCTION
1.1 Introduction to drive shaft
A drive shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of distance
or the need to allow for relative movement between them. As torque carriers, drive shafts are
subject to torsion and shear stress, equivalent to the difference between the input torque and the
load. They must therefore be strong enough to bear the stress, whilst avoiding too much
additional weight as that would in turn increase their inertia.
An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the
other end of the vehicle before it goes to the wheels. A pair of short drive shafts is commonly
used to send power from a central differential, transmission, or transaxle to the wheels. An
automotive drive shaft transmits power from the engine to the differential gear of a rear wheel
drive vehicle. The torque capability of the drive shaft for passenger cars should be larger than
3500 Nm and the fundamental bending natural frequency should be higher than 9200 rpm to
avoid whirling vibration. In front-engine, rear-drive vehicles, a longer drive shaft is also required
to send power the length of the vehicle. [1]
An automotive drive shaft transmits power from the engine to the differential gear of a rear
wheel drive vehicle. The drive shaft is usually manufactured in two pieces to increase the
fundamental bending natural frequency because the bending natural frequency of a shaft is
inversely proportional to the square of beam length and proportional to the square root of
specific modulus which increases the total weight of an automotive vehicle and decreases fuel
efficiency. The torque that is produced from the engine and transmission must be transferred to
the rear wheels to push the vehicle forward and reverse. The drive shaft must provide a smooth,
Department of Mechanical Engineering Page 1

uninterrupted flow of power to the axles. The drive shaft and differential are used to transfer this
torque. [7]
Fig 1.1: Drive-shaft of vehicle
1.1.1 Functions of the Drive Shaft
a) It must transmit torque from the transmission to the differential gear box.
b) During the operation, it is necessary to transmit maximum low-gear torque developed by the
engine.
c) The drive shafts must also be capable of rotating at the very fast speeds required by the
vehicle.
d) The drive shaft must also operate through constantly changing angles between the
transmission, the differential and the axles.
e) The length of the drive shaft must also be capable of changing while transmitting torque.
Length changes are caused by axle movement due to torque reaction, road deflections,
braking loads and so on. A slip joint is used to compensate for this motion. The slip joint is
usually made of an internal and external spline. It is located on the front end of the drive shaft
and is connected to the transmission.
1.1.1.1 Advantages
• Drive system is less likely to become jammed, a common problem with chain-driven
vehicles.
• The rider cannot become dirtied from chain grease or injured by "Chain bite" when clothing
or a body part catches between an unguarded and a sprocket

• Lower maintenance than a chain system when the drive shaft is enclosed in a tube
• More consistent performance. Dynamic vehicle claims that a drive shaft vehicle can deliver
94% efficiency, whereas a chain-driven vehicle can deliver anywhere from 75-97%
efficiency based on condition
• Greater ground clearance: lacking a derailleur or other low-hanging machinery.
1.1.1.2 Disadvantages
• A drive shaft system weighs more than a chain system, usually 1-2 pounds heavier
• Many of the advantages claimed by drive shaft's proponents can be achieved on a chain-
driven automobile, such as covering the chain and gears
• Use of lightweight derailleur gears with a high number of ratios is impossible, although hub
gears can be used
• Wheel removal can be complicated in some designs (as it is for some chain-driven
automobile with hub gears).
1.2 Materials Used In Drive Shaft
1.2.1 High grade steel
These steels generally contain higher carbon concentration greater than 0.25%. As they are
hardenable, their mechanical properties can be tailored to specific needs by suitable adjustment
of the annealing temperature. Finished products can be hardened to have a high surface hardness
in combination with a tough and ductile core. The mechanical properties increase with increasing
carbon concentration. Cr and Ni add additional improvements in properties. The Mn grades are a
little cheaper. V and Mo add improved temperature resistance. High strength steel is a new
generation of steel material exhibiting improved properties over conventional steel grades. High
grade steel is available, for more than three decades now, for structural applications too such as
bridges, buildings, offshore, cranes. [8]

These steels must exhibit good toughness and ductility, to avoid brittle failures and at the same
time very good weldability and high strength. The combination of these overall requirements is
often difficult to be achieved, since the increase of one of these properties may lead to a decrease
in others like increasing the amount of carbon content during steel production, increases strength
on one hand, but at the same time reduces weldability. Therefore, a variety of structural HSS
grades exist today, which allows for different values of these properties.
Today, one of the main limitations is that material costs for HSS are still higher than
conventional grades. Nevertheless, consistent testing and research will promote the material and
help to establish new detailed design codes. Thus, it is expected that its demand will be increased
and consequently its price will be reduced in the future. Depending on their structural properties,
chemical composition or delivery condition, many different categories exist, which usually
referred as high strength steels (HSS) or high performance steels. All these different steel types,
however, have more or less similar properties, in the sense that, they refer to high strength steels
with better toughness, improved weldability, higher strengths and improved corrosion resistance.
Generally, their chemical composition and quality depends strongly on the production process,
controlled by the manufacturer, and also on the processes in the fabrication shop to obtain the
final product. [11]
Another ancient composite is concrete. Concrete is a mix of aggregate (small stones or gravel),
cement and sand. It has good compressive strength (it resists squashing). In more recent times it
has been found that adding metal rods or wires to the concrete can increase its tensile (bending)
strength. Concrete containing such rods or wires is called reinforced concrete. Most composites
are made of just two materials. One is the matrix or binder. It surrounds and binds together fibers
or fragments of the other material, which is called the reinforcement.
1.2.2 Composite Drive Shaft
Composite materials are used in large volume in various engineering structures including
spacecrafts, airplanes, automobiles, boats, sports equipments, bridges and buildings. Power
transmission drive shafts are used in many applications, including cooling towers, pumping sets,

aerospace, structures, and automobiles. Drive shafts are usually made of solid or hollow tube of
steel or aluminum. For automotive applications, the first composite drive shaft was developed by
the Spicer U-Joint division of Dana Corporation for Ford econoline van models in 1985 [1].
When the length of a steel drive shaft goes beyond 1500 mm, it is manufactured in two pieces to
increase the fundamental natural frequency, which is inversely proportional to the square of the
length and proportional to the square root of the specific modulus. The nature of composites,
with their higher specific elastic modulus, which in carbon/epoxy exceeds four times that of
aluminum, enables the replacement of the two-piece metal shaft with a single-component
composite shaft which resonates at a higher rotational speed, and ultimately maintains a higher
margin of safety [4]. A composite drive shaft offers excellent vibration damping, cabin comfort,
reduction of wear on drive train components and increases tire traction. In addition, the use of
single torque tubes reduces assembly time, inventory cost, maintenance, and part complexity.
1.3 Introduction to Modal Analysis
Modal Analysis can be defined as the process of determining inherent dynamic properties in
forms of natural frequencies, mode shapes and damping ratios and using them for a mathematical
model. Natural frequency is the rate at which an object vibrates when it is not disturbed by an
outside force. Each degree of freedom of an object has its own natural frequency. Mode shape is
defined as the characteristic deflection pattern of a structure at its resonance frequencies.
Damping ratio is a dimensionless measure describing how oscillations in a system decay after a
disturbance. [20]
The goal of modal analysis in structural mechanics is to determine the natural mode shapes and
frequencies of an object or structure during free vibration. It is common to use the finite element
method (FEM) to perform this analysis because, like other calculations using the FEM, the object
being analyzed can have arbitrary shape and the results of the calculations are acceptable [5].
The types of equations which arise from modal analysis are those seen in Eigen systems. The
physical interpretation of the Eigen-values and Eigen-vectors, which come from solving the
system, are that they represent the frequencies and corresponding mode shapes. Sometimes, the
only desired modes are the lowest frequencies because they can be the most prominent modes at

which the object will vibrate, dominating all the higher frequency modes [7]. It is also possible to
test a physical object to determine its natural frequencies and mode shapes. This is called an
Experimental Modal Analysis. The results of the physical test can be used to calibrate a finite
element model to determine if the underlying assumptions made were correct. Correlation of the
dynamic characteristics of the vehicle obtained from analysis with the Ground Vibration Test
results of the vehicle is studied.
1.3.1 Uses of Modal Analysis
• Troubleshooting- Modal analysis gives a direct insight into the root cause of vibration
problems.
• Simulation and Prediction- Modal analysis helps in finding structural flexibility properties
quickly and monitors incremental structural changes.
• Design optimization- Modal analysis helps in designing according to noise and vibration
targets. It enhances performance and reduces component and overall vibration. It helps in
fast, test-based evaluation of redesign for dynamics
• Diagnostics and health monitoring- It confirms product quality from the production line and
in the field.
1.3.2 Benefits of modal analysis
• It gives a competitive advantage with better performing products.

• Fewer prototypes are used.
• Less insulation and absorption material is required.
• Shorter development cycles.
• Fewer product recalls.
• Faster intervention in the field.

1.4 Literature Review
Rastogin [1] has explained that this work presents a comprehensive approach to design drive-
shafts for automotive applications. The two important aspects of driveshaft design, viz., (i)
design of composite shaft tube, and (ii) design of adhesively bonded tubular joint between the
yoke and the tube are discussed. Based on the closed-form analytical solutions preliminary
design tools are developed to aid quick analysis and design of composite driveshaft for
automotive applications. Furthermore, detailed finite element analyses are performed to validate
the preliminary design tools.
Xiaomingchen et. al., [2] have explained that the drive shaft modeling effects frontal crash finite
element simulation. A 35 mph rigid barrier impact of a body on frame SUV with a one piece
drive shaft and a uni-body SUV with a two piece drive shaft have been studied and simulated
using finite element analyses. In the model, the drive shaft can take significant load in frontal
impact crash. Assumptions regarding the drive shaft model can change the predicted engine
motion in the simulation. This change influences the rocker at B-pillar deceleration. Two
modeling methods have been investigated in this study considering both joint mechanisms and
material failure in dynamic impact. Model parameters for joint behavior and failure should be
determined from vehicle design information and component testing. A body on frame SUV FEA
model has been used to validate the drive shaft modeling technique by comparing the simulation
results with crash test data. These drive shaft models have also been applied to a unibody SUV
model to demonstrate the contribution of drive shaft for simulated frontal impact performance.
Jaskulski et. al., [3] stated that their study registers a finite element analysis of a seal boot used in
constant velocity drive-shafts. By this analysis the structure's behavior is studied in its work life
before construction of the actual prototype. Prototype development time can be saved in the
design phase since the part can be improved by this theoretical prediction tool. Failure points are
predicted by the analysis saving resources such as developing production tools, making
prototypes and testing them to finally detect the items that have to be improved.

Duggan J et. al., [4] has emphasized that improved automotive driveshaft performance can be
obtained through the use of materials with improved specific stiffness. Lightweight drive-shafts
made with base alloy 6061-T6 aluminum in a metal matrix composite tubing, on a pilot scale,
have demonstrated improved critical speed performance characteristics over conventional steel
and aluminum drive-shafts. In preparation for potential application, large scale manufacturing
concerns and subsequent performance issues have become the focus. The production of metal
matrix composite and its subsequent fabrication into tubing will be reviewed. Potential methods
for non-destructive certification of tube properties will be discussed. In addition, the strength and
dynamic performance of the resulting driveshaft assemblies will be presented and compared with
conventional aluminum and steel counterparts.
Consonni et. al., [5] discussed the purpose of their paper is to analyze, through the use of the
Finite Elements Method, how the flexibility of components at the extremity (clutch housing, gear
box, etc.) affects the critical speed of light trucks drivelines. If these flexibilities are not
considered, there will be obtained theoretical critical speeds that, in spite of being corrected by
practical factors, are higher than the actual ones.
Coutinho L. [6] has explained that the study of the bending vibrations of front wheel drive
automobile half-shafts, using various theoretical models results in comparison with published
experimental data. It’s well known that this kind of noise problem occurs when a vertical
excitation frequency generated by the engine equals one of the bending natural frequencies of the
half-shaft or its interconnecting shaft. The experimental modal analysis is today the preferred
method used in the study of this kind of problem. This work, investigates the determination of
the bending natural frequencies of a front wheel drive automobile half-shaft, using the transfer
matrix method (TMM) and the finite element method (FEM) in the solution of a theoretical
model. This model considers the boundary conditions existing in the vehicle, and also in the
solution of other simplified models. These results are then compared with published
experimental modal analysis results, and conclusion about the validity of the proposed methods
and models in analyzing these resonance problems and in the design of automobile half-shafts is
presented.

Srimanthula Srikanth et. al., [7] have explained that with the growing demand for the energy
efficient and smart materials, the necessity for reducing the vibrations in the highly sophisticated
parts of the machinery is playing a major role. High-technology structures often have stringent
requirements for structural dynamics. Suppressing vibrations is crucial to their performance.
Passive damping is used to suppress vibrations by reducing peak resonant response. Viscoelastic
damping materials add passive damping to structures by dissipating vibration strain energy in the
form of heat energy. The incorporation of damping materials in advanced composite materials
offers the possibility of highly damped, light-weight structural components that are vibration-
resistant. The main theme of the project is to analyze a shaft with and without damping material
and also for various isotropic and orthotropic materials. Along with alloys of various materials,
composite materials are also considered to analyze the case to increase its robustness. The
materials used for shaft are steel, carbon Epoxy and E – Glass Epoxy. The model of a particular
shaft is taken and analyzed using ANSYS. The structural analysis is done to verify the strength
of the shaft and to compare the results for the three materials. Modal analysis is also done on the
shaft to determine mode shapes and to find their frequencies.
Jizguang zhang et. al., [8] have examined that the dynamic characteristics of a steel/CFRP
(carbon fiber reinforced plastic) drive shaft were studied. Finite element analysis (FEA) and an
experiment were carried out to investigate the natural frequencies and mode shapes. The results
of the experiment verified the effectiveness of the finite element model. At the same time, the
FEA was used to predict the dynamic characteristics of the shaft for different stacking sequences,
fiber orientation angles, and layer thicknesses. The results show that the natural frequency
increases with decreasing fiber orientation angles. And the positive and negative stacking
sequences are helpful to improve natural frequency. The layer thicknesses and stacking
sequences will have a pronounced effect in a specific size of the shaft.
R Sino et. al., [9] discussed that this paper is concerned with the dynamic instability of an
internally damped rotating composite shaft. A homogenized finite element beam model, which
takes into account internal damping, is introduced and then used to evaluate natural frequencies
and instability thresholds. The influence of laminate parameters: stacking sequences, fiber
orientation, transversal shear effect on natural frequencies and instability thresholds of the shaft

are studied. The results are compared to those obtained by using equivalent modulus beam
theory (EMBT), modified EMBT and layer wise beam theory (LBT), which are used in the
literature. This parametric study shows that shaft in stability thresholds can be very sensitive to
laminate parameters.
Finn et. al., [10] in their work have explained that Micro-alloyed, resulfurized steel bars were air
cooled after forging to compare their machining performance to conventional resulfurized steel
forgings. The six-station machining operation is the rate-limiting stage in manufacturing the
forgings into drive shaft yokes. Since drilling has the greatest effect on the throughput, drilling
thrust force, drilling torque and drilling tool wear was quantified for each type of drive shaft
yoke. Lower thrust forces were obtained while drilling the air cooled, micro alloyed forgings.
Wear on the drill inserts was so rapid that a steady torque force could not be measured when
drilling the heat treated yokes.
Bhirud et. al., [11] has examined that substituting composite structures for conventional metallic
structures has many advantages because of higher specific stiffness and strength of composite
materials. In the recent days, there is a huge demand for a light weight material such as fiber
reinforced polymer composites seems to be a promising solution to this arising demand. The
materials have gained attention due to their applications in the field of automotive, aerospace,
sports goods, medicines and household appliances. The overall objective of this work is to
analyze a composite drive shaft for power transmission. Substituting composite structures for
conventional metallic structures has many advantages because of higher specific stiffness and
strength of composite materials. This work deals with the replacement of conventional steel drive
shafts with a Kevlar/epoxy or E glass polythene resin composite drive shaft for an automotive
application. The intention of work is to minimize the weight of drive shaft. In this present work
an attempt has been to estimate the deflection, stresses, and natural frequencies under subjected
loads using FEA (ANSYS). Further comparison carried out for both loads using FEA. Further
comparison carried out for both optimized and stress intensity factor found for both Steel and
composite drive shafts.

Handerson et. al., [12] has discussed that with digital Fast Fourier Transform (FFT) analysis,
which enables rapid identification of resonant frequencies, mode shapes, and modal parameters,
a designer can optimize visco elastic damping material applications for real structures. This
paper will discuss the use of FFT analysis in the design of damping applications for eliminating
resonant high cycle fatigue in specific light weight structural components.
Zhu yong-qiang [13] discussed that in order to reduce the vibration and prevent the resonance
efficiently; the vibration character of drive shaft of car has been analyzed by finite element
analysis method with Solid Works software in this paper. Firstly, the model of drive shaft has
been established and divided into a certain number of units by means of Simulation plug-ins.
Secondly, the three vibration modes, the corresponding displacement and vibration frequency
were obtained after the finite element model of drive shaft was calculated and analyzed by the
computer. Finally, based on the vibration frequency that had been obtained, the engine speed was
calculated which was correspond to the critical speed and the natural frequency of the shaft.
Then, we could prevent the resonance of the drive shaft by way of keeping away from the
resonance speed range of the shaft when we designed to match the engine and power train. This
research method provided a basis for engineers who engaged in mechanical vibration
characteristics matching of the vehicles transmission.
V.I Narayan et. al., [14] investigated that almost all automobiles have transmission shafts. The
weight reduction of the drive shaft can have a certain role in the general weight reduction of the
vehicle and is a highly desirable goal. Substituting composite structures for conventional metallic
structures has many advantages because of higher specific stiffness and strength of composite
materials. The advanced composite materials such as graphite, carbon, Kevlar and Glass with
suitable resins are widely used because of their high specific strength and high specific modulus.
Advanced composite materials seem ideally suited for long power driver shaft applications. The
automotive industry is exploiting composite material technology for structural components
construction in order to obtain the reduction of the weight without decrease in vehicle quality
and reliability. It is known that energy conservation is one of the most important objectives in
vehicle design and reduction of weight is one of the most effective measures to obtain this result.
Actually, there is almost a direct proportionality between the weight of a vehicle and its fuel

consumption, particularly in city driving. The present work includes, analysis done on drive shaft
of Toyota Qualis with different composite materials and concludes that the use of composite
materials for drive shaft would induce less amount of stress which additionally reduces the
weight of the CATIA V5R16 is the modelling package used to model the drive shaft assembly
and ANSYS 11.0 is the analysis package used to carry out analysis.
Banuta Marina [15] worked on the fatigue failure of drive shaft and found that the Fracto graphic
investigation at macro scale revealed that the shaft failed under low rotating-bending variable
stress. Fatigue propagation occurred on about 95% of the total cross section of the shaft, under
both low-cycle and high-cycle fatigue mechanisms. It was found that the fillet radius present at
the fracture's origin was smaller than the one provisioned by design. This situation has raised the
stress level at this location higher than the one taken into consideration at the moment of the
design calculations and caused the initiation of the cracking. Moreover, although the shaft has
been quenched and tempered, its actual hardness did not have the optimal value for long-life
fatigue strength.
The test procedure and system identification principles of modal analysis are explained by
Herman Van der Auweraer et. al., [16] it also discussed the main practical problems with which
engineers, performing modal analysis on industrial structures, are confronted on a daily basis.
Harshal Bankar et. al., [17] discussed about the material optimization and weight reduction of
drive shaft. The objective of the drive shaft is to connect with the transmission shaft with the
help of universal joint whose axis intersects and the rotation of one shaft about its own axis
results in rotation of other shaft about its axis. Shafts must be exceptionally tough and light to
improve the overall performance of the vehicle. Automobile industries are exploring composite
materials in order to obtain reduction of weight without significant decrease in vehicle quality
and reliability. This is due to the fact that the reduction of weight of a vehicle directly impacts its
fuel consumption. Particularly in city driving, the reduction of weight is almost directly
proportional to fuel consumption of the vehicle. Also at the start of vehicle the most of the power
get consumed in driving transmission system, if we able to reduce the weight of the propeller
shaft that surplus available power can be used to propel the vehicle.

A.J. Mazzei et. al., [18] discussed about the effects of internal viscous damping on the stability
of a rotating shaft. A rotating flexible shaft, with both external and internal viscous damping,
driven through a universal joint is considered. The mathematical model consists of a set of
coupled, linear partial differential equations with time-dependent coefficients. Use of Galerkin’s
technique leads to a set of coupled linear differential equations with time-dependent coefficients.
Using these differential equations some effects of internal viscous damping on parametric and
flutter instability zones are investigated by the monodromy matrix technique. The flutter zones
are also obtained on discarding the time-dependent coefficients in the differential equations
which leads to an Eigen value analysis. A one-term Galerkin approximation aided this analysis.
Two different shafts were considered. Increasing internal damping is always stabilizing as
regards to parametric instabilities. For flutter type instabilities it was found that increasing
internal damping is always stabilizing for rotational speeds v below the first critical speed.
Herman Van der Auweraer et. al., [19] explains the test procedure and system identification
principles of modal analysis, and also discusses the main practical problems with which
engineers, performing modal analysis on industrial structures, are confronted on a daily basis.
The Eigen modes of the system model can be visualized and allow a direct physical
interpretation. Using the modal models, design improvements can be predicted and the structure
optimized. The dynamic behavior of mechanical structures is typically done using a linear
system modeling approach. The inputs to the system in general are forces (loads), the outputs the
displacement or acceleration responses. Using these variables, classical system analysis can be
applied. Specific to the mechanical problem is the straightforward physical interpretation that
can be given to the system’s Eigen values and Eigenvectors. System poles in structural dynamics
usually occur in complex conjugate pairs, each pair corresponding to a structural “mode”. The
pole’s imaginary part relates to the resonance frequency and the real part to the damping.
Structural damping is typically very low (a few % of the critical damping), hence this damping is
usually expressed as a ratio with respect to the critical damping. As a consequence, resonance
effects are very outspoken, easily observed, and directly linked to many structural dynamics
problems. The system’s Eigenvectors, expressed in the basis of the physical coordinates on the
structure, and then corresponds to characteristic structural vibration patterns, referred to as the
system’s “Mode shapes”.

Agilent Technologies emphasizes experimental modal techniques, specifically the method

known as frequency response function testing. Other areas are treated in a general sense to
introduce their elementary concepts and relationships to one another. H Steinbichler [20]
reviewed the critical elements of a vibration testing system based on pulsed-laser holographic
ESPI measurements. The integration with the modal testing and analysis procedure is also
reviewed.
Experimental modal analysis and the finite element analysis have been discussed extensively by
Kenneth A Ramsey et. al., [21] explored the importance of using modal parameters to link
testing and analysis. It discusses how experimental and analytical methods are used to solve
noise and vibration problems and the importance of using modal parameters to link testing and
analysis. Finally, it shows how structural modification techniques are used as a complement to
both methods and how all of the tools may be combined on an inexpensive desktop computer. It
concludes with an example showing how experimental modal analysis, structural dynamics
modification and finite element analysis were used to analyze the dynamic properties of a test
structure. Once the dynamic properties of an elastic structure have been characterized, the
behavior of the structure in its operating environment can be predicted and, therefore, controlled
and optimized.
Jayant P Giri et. al., [22] said that this study deals with the review of optimization of drive shaft
using the Genetic Algorithm and ANSYS. Substitution of composite material over the
conventional steel material for drive shaft has increasing the advantages of design due to its high
specific stiffness and strength. Drive shaft is the main component of drive system of an
automobile. Use of conventional steel for manufacturing of drive shaft has many disadvantages
such as low specific stiffness and strength. Conventional drive shaft is made up into two parts to
increase its fundamental natural bending frequency. Two piece drive shaft increases the weight
of drive shaft which is not desirable in today’s market. Many methods are available at present for
the design optimization of structural systems and these methods based on mathematical
programming techniques involving gradient search and direct search. These methods assume that
the design variables are continuous. But in practical structural engineering optimization, almost

all the design variables are discrete. This is due to the availability of components in standard
sizes and constraints due to construction and manufacturing practices. This paper discusses the
past work done on composite drive shafts using ANSYS and Genetic Algorithm.
R.A Hossain et. al., [23] discussed that automotive drive Shaft is a very important components
of vehicle. The present paper focuses on the design of such an automotive drive shaft by
composite materials. Now a day’s two pieces steel shaft are used as drive shaft. However, the
main advantages of the present design are that only one piece of composite drive shaft is possible
that fulfil all the requirements of drive shaft. Two different designs are proposed, one is purely
from Graphite/Epoxy lamina and other is using aluminium with Graphite/Epoxy. The basic
requirements considered here are torsional strength, torsional buckling and bending natural
frequency. An optimum design of the draft shaft is done, which is cheapest and lightest but meets
all of the above load requirements. Progressive failure analysis of the selected design is also done.
1.5 Literature Gap
From the above, it is evident that there are no specific sources of literature available on detailed
experimental modal testing and FE analysis of drive shaft made of isotropic materials. Hence, in
this project, it is proposed to carry out both Finite Element and Experimental Modal analysis of
drive shaft structure made of isotropic materials.
1.6 Motivation of the study
The Drive Shaft of the rough terrain vehicle (BAJA) suffered from a dynamic instability
problems due to the nature of rigorous instability on rough terrain. This problem is inherent to
study the vibration properties of the drive shafts as they tend to break down causing severe shaft
dynamic loading. Vibration analysis of drive shaft component can characterize the structural
dynamics, and can determine the fundamental frequencies and define a complete modal model of
the component.

In the present work, it is proposed to develop and validate a vibration model for the prediction of
dynamic response parameters of drive shaft of a rough terrain vehicle (BAJA).
The multidisciplinary problem of drive shaft dynamics was to be addressed accurately in the
time/frequency domain using traditional “strike method” of testing structures with modally tuned
impulse hammer and data acquisition system.
Vibration analysis of a drive shaft component can characterize the structural dynamics,
determine the fundamental frequencies and define the complete modal data of the component.
From this data, engineers can objectively evaluate their concerns about the impact of vibrations
on adjacent driveshaft components. These concerns have very real consequences since excessive
vibrations can lead to premature component fatigue and failure [21]. For instance, drive shaft is a
critical component that must meet very high quality standards. Also, modal analysis is not only
useful in its own right, but it also provides the basis for a number of further dynamics analyses.
To this end, modal test plays an important role in the certification process of any new or
extensively modified driveshaft. Modal testing of a drive shaft determines its natural frequencies,
normal mode shapes and modal damping over a specified frequency bandwidth.
Fig 1.2: BAJA Vehicle

1.7 Objectives
The objectives of the present work are as follows:
• To conduct ground vibration test on drive shaft structure to evaluate modal parameters
such as natural frequency of vibration, mode shape and damping percentage.
• CAD modelling and FE simulation of drive shaft.
• Comparison of FE analysis with the result of experimental modal analysis.
1.8 Methodology
• Drive shaft is procured from the vehicle and all the dimension and properties are noted.
• Modal testing was conducted with FFT Analyser using impact hammer as input force
transducer and accelerometer to record the output signals.
• CAD modelling of drive shaft was done using available drawings & dimensions.
• FE simulation of drive shaft was carried out to solve modal analysis.
• Validating and comparing the result of both FE analysis and experimental modal
analysis.
1.9 Outline of the Project
Chapter 2 deals with the experimental modal testing. It gives a detailed description of all the
hardware and software used in conducting the EMA. Also it includes the specification of the
drive shaft.
Chapter 3 explains the process of CAD modeling of the drive shaft on Solid Work. After that the
process of conducting Finite Element Analysis on the imported model is explained. Step-wise
explanation of selecting the suitable element, inputting the material properties and meshing of
the structure and extraction of modal parameters such as natural frequencies and mode shapes is
given.

In chapter 4, the test set-up is explained and the procedure carried out to conduct the testing is
exhaustively explained. Then, the extraction of modal parameters using the software is given.
Also a brief impression of modal movement is displayed.
Chapter 5 gives the results and discussions of the study conducted over the semester. It gives the
results obtained from experimental testing along with finite element modal testing for drive shaft.
The outcome of the study is discussed in this chapter.
Finally, chapter 6 lists the conclusions drawn from the study conducted and also lists the scope
for future work.

CHAPTER-2
MODAL ANALYSIS
2.1 Introduction to Modal Analysis
In this chapter, we conduct the experimental modal analysis on drive shaft and subsequently
finite element analysis is introduced. Finally we compare both the output and result is discussed.
Modal analysis is the name of the process for determining the inherent dynamic characteristics of
a system. Natural frequencies, damping ratios and mode shapes are these dynamic
characteristics. Modal analysis uses these characteristics to formulate a mathematical model for
the system. Modal testing is the process involved in testing the structures in order to have the
mathematical model of them, which describes their dynamic or vibration behavior. In
Experimental Modal Analysis, both the input and output of a system are used to determine the
dynamic characteristics [13]. There are wide ranges of application areas of experimental modal
analysis in different types of industries. Automobile industry is one the main fields where the
applications of experimental modal analysis and modal testing are used. Ground Vibration
Testing (GVT) is an experimental modal testing application on an automobile which is
performed very late in the development process. The GVT on the automobile prototype is a
complex and time consuming but well-established task within the certification process. In the
past, much effort was spent on test strategy optimization, new hardware developments and ‘fine
tuning’ of tools for test time reduction and, thus, to reduce the standstill period of the automobile
and the cost for the automobile manufacturer. During the development of the prototype of a new
drive shaft, a FE-model is developed based on state-of-the-art FEM modeling, expert knowledge,
and experiences gained from former development processes on predecessor drive shaft [36]. If
all parts of the prototype are manufactured and finally assembled, a GVT is performed on
different configurations in order to determine the structural dynamic characteristics of the drive
shaft. The measured modal data provide the basis for the verification and validation process of
the analytical model. This verification and validation process of the FE-model starts in parallel to
the performance of the GVT in terms of model updating. The model updating process takes up to

several weeks because the validated FE-model must be as accurate as possible in order to predict
the frequency of the drive shaft. The usage of the updated FE-model for the frequency
calculations enables to cover future modifications on the drive shaft without any specific GVT.
Smaller modifications can be introduced directly in the FE-model which will be used afterwards
for the frequency calculations of the modified drive shaft structure.
Experimental results are used for validating the structural dynamic models. Predicting the
behavior of the drive shaft is the main outcome of this test, which is used to plan the safety-
critical in-automobile tests.
2.2 Classical Modal Analysis Theory
Modal analysis can be defined as the process of determining inherent dynamic characteristics in
forms of natural frequencies, mode shapes and damping ratios and using them for a mathematical
model. The classical modal analysis carries out this process by examining input-output
relationships of a system.
Fig 2.1: Analysis of a system
As shown in Figure 2.1, a system can be defined as a transfer function which is the value of
output of a system divided by the input to a system. It can be shown as:
H ij = Y j / X i
In vibration theory, the transfer functions can be defined at each frequency value and called
Frequency Response Functions (FRFs). The FRF estimators can be shown as:

H 1 = G XY / G XX
OR
H 2 = G YY / G YX
where G XY is the cross-spectrum between input and output signal whereas G XX and G YY are the
auto spectra of input and output signal respectively. FRF estimators are complex quantities and
functions of frequency. They can be shown in two graphs which are frequency vs. magnitude and
frequency vs. phase graphs. The resonance frequencies of a system can be extracted from FRF
graphs. Criteria for resonance frequency extraction can be listed as:
• FRF magnitude should be a maximum.
• The imaginary part of FRF should be a maximum or minimum.
• The real part of the FRF should be zero.
• A phase change of 90º should exist.
Damping estimation is also made by using FRF graphs. Modal damping ratios are related to the
width of the resonance peak which can be calculated by the method called half-power bandwidth
method [33]. These damping ratios are also referred to as the total damping ratio which comprise
both material (and structural) and non-material (or viscous) damping. The remaining modal
parameter, mode shapes can also be extracted from FRFs. The imaginary parts of the FRF curves
for different measurements are used for mode shape determination.
2.3 Specification of Drive Shaft
1. Length = 510 mm
2. Diameter(d 1 ) = 19 mm
3. Diameter(d 2 ) = 22 mm
4. Density = 7830kg/m3
5. Young’s modulus = 2.1 x 105 Mpa
6. Material = 42CrMo4

2.4 Test setup and software for Experimental Modal Analysis test
The test setup consist of various components that include both software and hardware
components. The software part includes MEscopeVES while the hardware part includes impact
hammer, accelerometer, and FFT analyser.
2.4.1 Instrumentation: Hardware
2.4.1.1 Test Fixture
Test fixture has a significant role in modal testing. Two main concerns should be taken into
account to have reliable modal parameters. The first one is the boundary condition of the test
structure. The second one is the dynamic characteristics of the test fixture itself. For the first, the
fixture should be stiff enough. For the latter, all resonance frequencies of the test fixture should
be out of the test frequency range.
For the experimental modal analysis done in this study, the test fixture used is made of wood and
is shown in Figure 2.2(a). The drive shaft is fixed on the test fixture with the help of elastic grips.
Assuring the test structure is not allowed to move in any direction, the whole test structure along
with the test fixture is kept on a stable surface.
Fig 2.2(a): Test Fixture Fig 2.2(b) Shaft attached to the test fixture

Fig 2.2(c): Shaft and test fixture on stable surface
2.4.1.2 Impact Hammer
Useful measurements of mode shapes on very light structures require excitation from a very low
mass exciter with a high resonance frequency (300 kHz). For exciting the system for the impact
hammer tests, Endevco 2301 mini modal hammer shown in Figure 3.4 is used. The hammer
structure features very high stiffness and low head mass (only 2 grams). The ergonomically
designed grip provides optimal hammer control thus reducing the possibilities of “double hits”.
The sensitivity is 100mV/lbf (22.7 N). By considering the interested frequency range for test
structure, tip to be used in the test is decided.
Fig 2.3: Endevco 2301 mini modal hammer

The specifications of the impact hammer are given in table 2.1 below.
Table 2.1: Specifications of the Impact Hammer

Parameter Value Units
1. Range 50(220) lbf(N)
2. Sensitivity 100(22.7) mV/lbf(N)
3. Maximum safe impact magnitude 200(890) lbf(N)
4. Resonance frequency 300 kHz
5. Head mass 2 grams
6. Head diameter 0.44(11) Inches(mm)
7. Impact tip diameter 0.10(2.54) Inches(mm)
2.4.1.3 Accelerometer
Accelerometer is a device which is connected to the output of the FFT analyser to measure the
response of the system. Model 3032A miniature quartz shear LIVM accelerometer is used as
response measuring device in this experimental modal analysis. This is a miniature type
accelerometer which weighs 1.5 grams. It is attached to the drive shaft by the help of bee wax.
It is attached to the FFT analyzer with the help of a cable that weighs around 3 to 4 grams. The
cap material of the accelerometer is made up of titanium and the element type is quartz shear.
Model 3032A miniature quartz shear LIVM accelerometer is manufactured by Dytran
Instruments Inc. USA.
Table 2.2 below gives the specifications of the accelerometer used.

Table 2.2: Specifications of the Accelerometer

Parameter Value Units
1. Weight, less cable 1.5 Grams
2. Weight, including cable 5.6 Grams
3. Sensitivity 10 mV/G
4. Mounted resonant frequency 80 kHz
0
5. Temperature range -60 to +250 F
6. Frequency response 1 to 10000 Hz
Fig. 2.4 given below shows the accelerometer mounted on the test structure, i.e., the drive shaft.
Fig 2.4: Accelerometer mounted on drive shaft
2.4.1.4 FFT Analyser
FFT analyser is a device which is used to convert the analogous signal into digital signal. It is
also used for signal conditioning to achieve better results. It is also known as spectrum analyzer.
The FFT analyser used in the experimental modal analysis is Quattro manufactured by Data
Physics shown in Figure 2.5 below. Quattro delivers comparable power in a pocket sized
package. With 4 inputs, 2 outputs (Fig. 2.6) and 1 tachometer channel, it is the complete solution
for small channel count applications. With its compact size, rugged design and the ability to
record data on all channels at a rate of 204.8 kHz samples/sec, it can tackle data acquisition in in-

aircraft, in-vehicle and industrial environments with ease and efficiency. Weighing just over a
pound, it provides a uniquely mobile yet powerful test platform.
4 inputs and 2 outputs make it ideal for advanced modal testing including MIMO analysis. The
easily configurable tachometer input makes difficult machinery diagnostics effortless with a host
of available measurements including synchronous averaging, order tracking and demodulation.
Fig 2.5: Quattro- FFT Analyser
Fig 2.6: Input and Output of the FFT analyser

• Hardware specifications:
1. Input :
2 to 4 channels
Maximum input voltage - 80V peak
Maximum sample rate - 204.8 kHz
Maximum useful frequency - 40 kHz standard
Frequency accuracy - 25 pp
Time accuracy - 25 ppm
2. Tachometer input :
1 channel, adjustable threshold
Maximum frequency - 200 kHz
3. Output :
1 to 2 channels
Dynamic range - greater than 100dB
Resolution - 24 bit
Voltage range - 10 V FS
4. Chassis details :
Dimensions - 5.6 inches * 4.0 inches * 0.9 inches
Weight - 1.2 lbs
Operating temperature - 0 to 550C
Power - USB 2.0 Bus powered
2.4.2 Instrumentation: Software
The software used for experimental modal testing of the vertical tail fin is ME ‘scope VES. It can
acquire and post-process multi-channel time or frequency data from machinery and structures. Its
industry leading interactive 3D animation allows operating deflection shapes from running

machinery , resonances and mode shapes in structure and machinery, acoustic shapes and
engineering shapes directly from acquired data. ME ‘scope VES has file translators for importing
data from over 60 different third party data files. In addition, structural models and mode shapes
can be imported from many solid modelling and FEA program files.
ME ‘scope VES contains state of the art tools for performing –

• FRF- Based Modal Analysis.
• Operational Modal Analysis.
• Vibro-acoustic Analysis.
• Dynamics Modelling & Simulation.
• Structural Dynamics Modification.
• Experimental FEA.
• FEA Model Updating.
It also calculates the Modal Assurance Criterion (MAC) of a test structure. All the modal
analysis options contain the MAC calculation, which is used for numerically comparing a pair of
shapes. A MAC value greater than 0.9 means that the two shapes are similar and a value less
than 0.9 means they are different. A value of 1.0 means that the two shapes are identical. MAC
values are displayed in a spreadsheet or a 3D bar chart.

CHAPTER 3
FINITE ELEMENT MODELING AND ANALYSIS
3.1 Introduction
The drive shaft structure is modeled in UG NX from the co-ordinates procured. It is then
imported to ANSYS for meshing using appropriate elements. After meshing, Finite Element
Analysis is conducted on the test structure. Finally modal parameters such as natural frequencies
and mode shapes are extracted.
Finite Element Analysis (FEA) is a mathematical procedure, which uses computer sources for the
analysis of structures [2]. FEA has the ability to make wide range of structural analyses such as
static stress and displacement, transient dynamic response and normal mode analysis. From
modal analysis point of view, FEA is used to extract dynamic properties of structures, including
mode shapes and corresponding natural frequencies. The advantage of FEA is the ability to solve
large number of structural dynamics problems with high speed digital computers. On the other
hand, the non-linear problems need to be examined case by case and solution strategies should be
developed for each of them [3]. Since FEA is a mathematical method for analysis, the results of
FEA should be validated by some tests. As the second step, these results are compared with the
test results to validate the Finite Element Model (FEM). Finite element models updating is
sometimes a compulsory process if a validated model is needed for the further analysis and
investigations.
3.2 CAD modeling using UG NX
The drawing of an existent design of the drive shaft was procured. The drawings composing
various views are depicted in the following Figures 3.1 to 3.5

Fig. 3.1: Front view of drive shaft
Fig. 3.2: Top view of drive shaft
Fig. 3.3: Bottom view of drive shaft
Fig. 3.4: Right view Fig. 3.5: Left view

3.3 Meshing of model using ANSYS
Table 3.1: Material Properties
Material Structural Steel
Mass 1.2335 kg
Nodes 5512
Elements 3002
The model created in UG NX is saved as an IGES file. This IGES file is then imported to
ANSYS. The imported IGES file, shown in figure 3.6, was refined to overcome the data loss
which occurred due to importing.
Fig. 3.6: Imported file in .iges file format.

From the preferences menu, “Structural” analysis was chosen. The element type chosen was
solid tetrahedral elements (SOLID95) as shown in Figure 3.7
Fig. 3.7: Meshed Model of drive shaft using Solid95 Noded Tetrahedral elements
3.4 Summary
In this chapter, procedure of conducting FEA on the test structure is explained. Natural
frequencies and mode shapes are extracted from the analysis. Firstly, CAD modelling of the test
structure using UG NX is discussed. Then the finite element analysis of the drive shaft using
ANSYS is explained in detail. Satisfactory results were obtained from the analysis conducted
which is discussed in detail in chapter 5.

CHAPTER 4
EXPERIMENTAL ANALYSIS
4.1 Experimental Procedure
Standard set of procedures is followed for the impact hammer test to attain the natural
frequencies, damping and mode shapes through experimental modal testing. Impact hammer
testing is the most practical way for classical modal testing since it requires only a few
equipments and consumes relatively shorter measurement times. Moreover, there is no physical
attachment of any kind like stringer, etc. during the impact hammer excitation. A rubber, plastic
or chrome tip seems to be proper for an impact. Plastic tip has wider linear frequency spectrum
for specific range. However, in our testing, plastic tip had more “double hit” problems. As a
result, the chrome/steel tip was used for the impact hammer tests.
4.1.1 Marking of Grid points

Specific points on the drive shaft were decided for creating an impact with the hammer. Points
are made on the surface of the shaft with the help of a suitable marker as shown in Figure 4.1.
Co-ordinates of each grid point were noted and a table was formulated with the values of the co-
ordinates of all points.
Fig. 4.1: Marking of grid points

All the points are numbered in sequence. Points over the shaft were to be selected in a uniform
pattern to excite and measure the force and the acceleration data for classical modal analysis.
4.1.2 Initial Setup
The test structure along with the drive shaft with the elastic grips was kept on a stable uniform
surface. Accelerometer and the Impact hammer were then connected to the output and input of
the FFT analyser respectively with the help of cables. The accelerometer was mounted at one of
the points on the approximate centre of the test structure. The FFT analyser was connected to the
computer through USB and the test was carried out.
The .stl file is imported into the software. The points are marked in the same manner on the
model as done on the drive shaft as shown in Figure 4.2 below.
Fig. 4.2: Marked points on imported .STL file
4.1.3 Data Acquisition
The values can directly be acquired and post-processed from a third party data acquisition front
end. An Acquisition window is added to ME'scopeVES, which is used to setup the front end
hardware, acquire data, and calculate, display, and save both single-channel and cross-channel

measurements. The Acquisition window calculates a variety of time and frequency domain
measurements, including Auto & Cross Spectra, Auto & Cross Correlations, FRFs [33],
Coherences, and ODS FRFs. It is particularly useful for impact testing, where user interaction
with data acquisition and post-processing is essential.
The Acquisition window is connected to a Structure window and a Data Block window. The
Structure window is used to graphically indicate the location and direction of the next
measurement. The Data Block window is used to accumulate measurements. Using these three
windows, an entire test can be pre-defined, and ODS’s and mode shapes viewed in animation,
even before all measurements have been acquired.
Figure 4.3 given below shows the data acquisition window of the ME’scopeVES software.
Fig. 4.3: Screenshot of ME'scopeVES data acquisition window
First, the frequency range was estimated in order to get the required number of accurate peaks (in
our case, 3) in a given bandwidth. Input strikes were constantly checked for errors such as
“double hits” and high input due to which the results were not accurate. After obtaining clear
frequency curves for the first test trial, data acquisition was started. Four strikes at each point
were made and the average response at that point was calculated automatically. Each point’s

reading was then saved in the data block if clear accurate results were obtained. If the result was
visibly inaccurate at any point, the process of four strikes at that point had to be repeated and
carried out again. Finally, after getting clear results for all the grid points, the data block was
saved.
4.1.4 Analysis of Modal parameters
4.1.4.1 Determination of frequency and damping
After data acquisition, an FRF curve corresponding to each point was obtained. To determine the
modal frequencies, the overlaid FRF curves shown in Figure 4.4 that consist of the FRFs of all
the grid points were selected. Several clusters of peaks are formed at specific intervals that
denote the modal frequency. The area near the peak was selected with the help of two red cursors
in order to obtain the frequency and damping values for the particular peak. The procedure was
repeated for the rest of the peaks and the modal parameters, i.e., the natural frequency and
damping were obtained.
Fig 4.4: Overlaid FRF curves

Figure 4.5 given below shows the red cursors used to select the peaks where modal parameters
are to be determined.
Fig 4.5: Selection of peak for frequency and damping values
4.1.4.2 Determination of mode shapes
Mode shapes are extracted from the shape block window. The data block consist of all the data
and each mode shape is represented on the selection of data. The mode shapes can be saved by
converting into .avi files and saving it into a specific drive. It can also be saved as a photo by
copying it to the clipboard.
4.2 Modal movement impression
4.2.1 Mode-1 : Symmetrical Bending

Upon subjecting the drive shaft to impact hammer test, for mode-1, the behaviour shown by the
shaft for vibration is of symmetric bending. For mode-1, the respective frequency was
301.289Hz and damping was 0.0645%, shown in figure 4.6.



Fig 4.6: Mode-1, Symmetrical Bending
4.2.2 Mode-2 : Asymmetrical Bending

shaft for vibration is of asymmetric bending. For mode-2, the respective frequency was



Fig 4.7: Mode-2, Asymmetrical Bending
4.2.3 Mode-3 : Torsional Bending

shaft for vibration is of asymmetric bending. For mode-3, the respective frequency was


Fig 4.7: Mode-3, Torsional Bending
4.3 Summary
In this chapter impact hammer test is conducted on the drive shaft to extract resonance
frequencies and corresponding mode shapes. All the equipment used for testing and the
experimental procedure is discussed in detail along with the procedure to extract the required
results. The results obtained from the EMA are discussed in detail in chapter 5.

CHAPTER-5
RESULTS AND DISCUSSION
5.1 Modal parameters of drive shaft

Modal parameters such as frequency, mode shapes and damping obtained from both
experimental test set up and finite element analysis are recorded and are as shown below.
However, damping values recorded is from experiments only.
The frequencies and damping obtained for the drive shaft are shown in table 4.1 below.
Table 5.1: Modal frequencies and Modal Damping for Drive shaft
Experimental Modal Finite Element

Mode Testing Modal Analysis
Number Frequency Damping Frequency
(Hz) (%) (Hz)
1 301.289 0.064 327.44
2 872.152 0.010 926.22
3 1753.0553 0.031 1824.9
Table 5.1 indicates the modal parameters obtained from both experimental and FEA techniques
for three modes. Natural frequencies, damping and corresponding mode shapes have been
recorded. It is evident from the above table that both experimental and FEA results are in good
agreement with deviation less than 15%. Damping values recorded, however, is thru’ modal
testing which employs half-power bandwidth method. It can be observed from the above data
that for higher modes, the modal response of the drive shaft is vulnerable to changes from one
dominant mode to another. Measured variation of relative magnitudes of peak FRFs associated
with the first two modes of the drive shaft is presented in 5.1a to 5.3b. First mode corresponds to
symmetric bending followed by asymmetric bending in the second mode, dominance of the
variation.

5.2 Mode Shapes of Drive shaft
Fig 5.1a: Modal shape for mode-1 (experimental)
Fig 5.1b: Modal shape for mode-1 (FEA)



5.3 GRAPH
Drive Shaft
2000
1800
1600
1400
1200
1000 Experimental
800 FEA
600
400
200
0
1 2 3
Mode Number
Fig 5.4: Mode Number versus Frequency –Drive shaft (Expt. and FEA)
Fig 5.4 depicts the comparison between experimental and FEA results of mode number versus
frequencies plotted on a single graph. It can be observed that as the mode number increases,
there is steep increase in the frequency in drive shaft. The deviation between experimental results
and FEA results are found to be well within 15%.

CHAPTER 6
CONCLUSIONS AND FUTURE SCOPE
6.1 Conclusion
The drive shaft of the all terrain vehicle, BAJA, is subjected to various dynamic loads, which
was procured and experimented upon. The focus of this project work was to develop a finite
element model capable of accurately predicting the observed modes of vibrations in drive shaft.
In addition, experimental modal testing was successfully carried out to validate results obtained.
A summary of the investigation performed for this project is stated below.
• Procuring of Drive shaft was carried out from BAJA workshop in RVCE campus,
Bangalore. The dimensions and the build of drive shaft were successfully studied.
• Experimental modal analysis was performed on drive shaft using traditional “strike
method” in order to obtain modal parameters of the test component. An average value of
301.289 Hz was found for the first modal frequency for the first bend mode of drive
shaft. FEA results had predicted a first modal response of 327.44 Hz.
• The difference in the results obtained thru’ experiments and FEA was investigated, since
the manufacturing of actual drive shaft can create variations in the specified material
properties of the metal alloy, effects of variation in thickness, orientation etc.
• The use of Finite Element technique as a powerful numerical tool to predict the modal
parameters of drive shaft was very successful & faster. Results obtained were in good
agreement with experimental ones.
Finally, it is concluded that the significance of evaluating the modal parameters of drive shaft
from both experiments and numerical techniques has yielded good results. This result forms a
vital input to the further analysis in vehicle dynamics. Thus, the result obtained through this

work provides an insight to the designers’ in the field of automobiles and correct choice of
ingredients when the structures are designed under dynamic environment.
6.2 Future Scope of Work

In our study, we have extracted the modal parameters from experimental modal testing and also
validated the Finite Element Model of the structure. In future:
1. Operational Modal Analysis tests with Natural Excitation Technique (NExT) can be
performed on the drive shaft. The modal parameters are determined by processing the
output signal. . COR can be employed as impulse response function (IRF) to estimate
modal parameters. Hence, major multi-input/multi-output ((MIMO) modal identification
procedures developed in traditional EMA can be adopted for OMA.
2. The Finite Analysis can be further carried out by selecting other materials, which can be
alloys as well as composites of different ratios. This would give an estimation of
performance of the drive shafts fabricated of the respective materials, and will be very
useful if it can give an estimation of the damping and frequency.
3. Values obtained from the experimental, analytical and finite element analysis hold a great
importance in themselves. These values can be procured and further dynamic and
complex testing can be carried out by design engineers.
4. Ground Vibration Testing of the whole vehicle assembly may be carried out. The
vibration response of the whole structure may be studied. The fully loaded all terrain
vehicle along with its electronics and auxiliaries will have a different vibration response
altogether.
************

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R.V.

“DAMPING ANALYSIS OF HIGH GRADE STEEL ALLOY

AJAY KUMAR 1RV10ME007

Under the Guidance of

In partial fulfilment for the award of degree

We, AJAY KUMAR (1RV10ME007), BIRENDER DAHIYA (1RV10ME020), APURV

Place: Bengaluru SIGNATURE:

Date: 1. AJAY KUMAR

1.1 Introduction to Drive Shaft 01

CHAPTER 2 - MODAL ANALYSIS

2.1 Introduction to Modal Analysis 19

CHAPTER 4 - EXPERIMENTAL ANALYSIS

4.1 Experimental Procedure 33

CHAPTER 5 - RESULTS AND DISCUSSIONS

5.1 Modal Parameters of Drive Shaft 46

CHAPTER 6 - CONCLUSIONS AND FUTURE SCOPE

CAD Computer Aided Drawing

1.1 Drive Shaft of Vehicle 02

2.1 Specifications of the impact hammer 24

1.1 Introduction to drive shaft

Department of Mechanical Engineering Page 1

Fig 1.1: Drive-shaft of vehicle

1.1.1 Functions of the Drive Shaft

Department of Mechanical Engineering Page 2

1.2 Materials Used In Drive Shaft

1.2.1 High grade steel

Department of Mechanical Engineering Page 3

1.2.2 Composite Drive Shaft

Department of Mechanical Engineering Page 4

1.3 Introduction to Modal Analysis

Department of Mechanical Engineering Page 5

1.3.1 Uses of Modal Analysis

1.3.2 Benefits of modal analysis

• It gives a competitive advantage with better performing products.

Department of Mechanical Engineering Page 6

1.4 Literature Review

Department of Mechanical Engineering Page 7

Department of Mechanical Engineering Page 8

Department of Mechanical Engineering Page 9

Department of Mechanical Engineering Page 10

Department of Mechanical Engineering Page 11

Department of Mechanical Engineering Page 12

Department of Mechanical Engineering Page 13

Agilent Technologies emphasizes experimental modal techniques, specifically the method

Department of Mechanical Engineering Page 14

1.5 Literature Gap

1.6 Motivation of the study

Department of Mechanical Engineering Page 15

Fig 1.2: BAJA Vehicle

Department of Mechanical Engineering Page 16

The objectives of the present work are as follows:

1.9 Outline of the Project

Department of Mechanical Engineering Page 17

Department of Mechanical Engineering Page 18

2.1 Introduction to Modal Analysis

Department of Mechanical Engineering Page 19

2.2 Classical Modal Analysis Theory

Fig 2.1: Analysis of a system

Department of Mechanical Engineering Page 20

2.3 Specification of Drive Shaft

Department of Mechanical Engineering Page 21

2.4.1 Instrumentation: Hardware

2.4.1.1 Test Fixture