SOME COMMENTS ON MODAL ANALYSIS APPLIED

TO AN AUTOMOTIVE EXHAUST SYSTEM

P. Verboven , R. Valgaeren", M. Van Overmeire and P. Guillaume
Vrije Universiteit Brussel
Faculty of Applied Sciences
Department of Mechanical Engineering
Pleinlaan 2, B-1 050 Brussel, Belgium
Email: pverbove@vub.ac.be
ABSTRACT
This paper discusses the applicability and features of modal
analysis techniques applied to automotive exhaust systems.
Modal parameters are obtained by means of shaker as well
as engine excitation (running mode analysis). During the
modal analysis experiments with shaker excitation, attention
is paid to the choice of the excitation signals, the excitation
points, the boundary conditions and finding the suitable
parameter estimation technique. Next, the estimated modal
model is used to perform a reduced sensitivity analysis of
the exhaust system. The correlation between the results of
the modal analysis and the running mode analysis is
analyzed and found discrepancies are discussed.
Keywords: exhaust system, modal analysis, sensitivity
analysis and running mode analysis.
1. INTRODUCTION
During the development of an automotive exhaust system,
the knowledge of the dynamical behaviour is becoming very
important in order to deal with resonance and fatigue
problems during the design and optimization phase [1], [2].
The classical trial and error tests used to design and
optimize an exhaust system, are replaced by more
advanced methods, as finite elements and modal analysis
techniques. These techniques characterize the exhaust
system's dynamical behaviour, by use of models and
parameters. Evaluating these parameters makes it easier to
detect vibration and acoustical problems early in the design
phase. Moreover, these models can be used to predict and
simulate the effects of modifications of the structure on the
dynamical behaviour. This will contribute to a faster
development of well-designed exhaust systems. The aim of
this research is to integrate the modal analysis technique in
the design and optimization phase.
BOSAL International
Research and Development Center
Dellestraat 20, B-3560 Lummen, Belgium
In this contribution, a case study of an exhaust system,
already in production, was performed to investigate the
applicability of the experimental modal analysis technique to
exhaust systems.
The exhaust system studied has a total length of 4.5m and
weights about 15 kg. The structural components are shown
in figure 1. It is a full welded structure made of stainless
steel. It consists of a front and rear assembly connected by a
sleeve joint. The front assembly consists of the catalyst,
intermediate muffler and the overaxle tube, the rear
assembly of the rear muffler with the tailpipe. The
connection with the engine is made by the downpipe. The
exhaust system is suspended at two bracket positions, one
between de catalyst and the intermediate muffler and the
second mounted on the rear muffler. An elastic suspension
is obtained by means of suspension rubbers.
fj rubber
Intermediate muHier
catalyst __ _
..
braeket
("\ 'P bracket

rear muffler tailpipe
downp1pe
Figure 1. Structural components of the exhaust system.
First a modal test with shaker excitation is performed (see
Section 2). The obtained modal model will be used in
Section 3 to improve the dynamical behaviour of the exhaust
system by means of the sensitivity analysis. Section 4 deals
with the running mode analysis with engine excitation.
Finally, the correlation between the modal and running
modes and the influences of the real working conditions are
discussed in section 5.
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2. MODAL TESTING OF THE EXHAUST SYSTEM
2.1. Test Setup and Measurement Points
For the development of an experimental test method for the
exhaust system the boundary conditions are of primary
importance. The goal of the test is to determine the modal
parameters of the exhaust system in its real mounting
conditions. The engine was also included in the setup due to
its important contribution to the overall stiffness. To suspend
the engine, a stiff steel platform bolted to the ground was
used. Rubber pads between ground and frame were applied
for adequate isolation from environmental vibrations. The
exhaust system itself was hanging in a stiff modular frame
consisting of steel tubes as shown in figure 2. Original
suspension rubbers were used. This made it possible to
approximate the real suspension conditions of the exhaust
system.
Figure 2. Experimental setup.
The measurement points were uniformly distributed over the
exhaust system with a spacing of approximately 0.35m (see
figure 3). One measurement point at the entry and exit of
each volume was foreseen. No measurement points were
chosen on the mufflers and the catalyst since their
resonance frequencies are much higher than these
observed during the test and so these volumes were treated
as rigid bodies.
The exhaust system's response was hence measured
(acceleration in three orthogonal directions) in a total of 22
points (see figure 3). To capture the response
Signals a set of 3 three axis accelerometers (with optional
water-cooling for measurements during operation) were
used. To get a complete real picture of the dynamic
response the use of three axis accelerometers is necessary
[2]. The accelerometers were mounted on top of the exhaust
by means of welded nuts as shown in figure 4. The
Influence of the change in stiffness caused by the nuts is
negligible.
Figure 3. Wire frame model of exhaust system
with indicated measurement points.
Figure 4. Fixation of accelerometers on exhaust system.
2.2. Excitation
I
,.,
I
To excite the exhaust system, two electrodynamic shakers
were used. They were connected to the structure by means
of small steel stingers to avoid lateral input forces. Because
of the complex and long-drawn shape of the exhaust system
two shakers were used. To determine the optimal excitation
locations and the influence of the position of the shaker on
the final modal parameters, several excitation points were
chosen. The excitation points, used in the final setup, were
located at the tail pipe (point A) in vertical direction (Z) and
at the entry of the catalyst (point B) in lateral (Y) direction.
Burst random signals (50 % bursting) were applied to both
shakers during pre-test and test. This signal was suitable to
cope with leakage problems and feasible non-linear
behaviour. The input forces were measured with 2 piezo-
electric force cells.
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2.3. The FRF Measurements
The LMS GADA-X software [3], a HP C100 workstation and
a DIFA SCADAS II data-acquisition unit were used to
perform the MIMO (Multiple Input Multiple Output)
Frequency Response Function (FRF) measurements.
The frequency range was chosen between 2 and 512 Hz.
The H
1
FRF estimator yielded good quality measurements
after 30 averages.
During the pre-test the driving point check (see figure 7),
time invariance of measurements and reciprocity check (see
figure 5) were well satisfied. The influence on the dynamical
system characteristics due to mass loading effect and
accelerometer roving is negligible.
2.4. Verification of the Linearity Assumption
Two shakers were preferred to maintain a good signal to
noise ratio over the whole structure and to avoid
appearances of non-linearities. The linear behaviour of the
exhaust system was verified by checking Maxwell's
reciprocity assumption and by varying the amplitude of the
excitation signal.
The reciprocity was checked between the excitation points in
vertical (Z) direction and is presented in figure 5. The
superimposed FRFs were estimated from measurement
points A and B due to excitation with one shaker at B and A
respectively. The observed reciprocity is not perfectly
satisfied, but the differences both in frequencies and in the
amplitude of resonances are small.
Figure 5. Reciprocity check(- H ;------ H ).
In figure 6 FRF measurements for 3 different settings of the
shaker amplifier gain are shown. It turns out that the FRFs
are almost independent of the amplitude of the excitation
signal applied, which indicates a nearly linear behaviour of
the exhaust system. For modal testing it is required to
measure optimal linearized FRFs. The random excitation
technique with the H, estimator is appropriate to average out
the effect of small non-linear behaviour.
11:1- --- -
,.-_;::..:..;_--..:
~ - . .:_--
Figure 6. Linearity check for different amplifier gains.
(-gain 5; ----- gain 7; - -- gain 9)
2.5. Methods Used for Parameter Estimation
In this study several estimation methods, SDOF as well as
MDOF techniques, were applied to determine the most
appropriate technique for estimating the modal parameters
of exhaust systems. As SDOF techniques, the Maximum
Amplitude peak and mode picking method and Circle Fitting
method were inquired. The MDOF methods used were the
time domain (LSCE & LSFD) and the frequency domain
(FDPI) methods [1], [3].
The quality of the estimated modal parameters obtained with
the SDOF techniques was rather poor because some modes
were strongly coupled as shown in figure 7.
.. - - - ~ -
Figure 7. Driving point (A) FRF with strongly coupled modes.
Since the SDOF assumption was not valid, a MDOF
approach was required. To compare the time and frequency
MDOF methods, both MDOF analyses were performed in
exactly the same way. Both methods estimate a good modal
model for the exhaust system. However, some modes were
better estimated by means of the time domain method.
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2.6. Results of Modal Parameter Estimation
A total of 132 FRFs was measured to identify the modes
between 2 and 200 Hz. This frequency range mainly
corresponds with the second order harmonic of the engine
rotation speed between 1000 and 6000 r.p.m .. This second
order harmonic is the most important contribution of the
engine excitation because it corresponds to the ignition
frequency of the 4 cylinder (in line) - 4 stroke engine. The
frequency range up to 30 Hz is very important for vibrations
due to vehicle riding along the road. These vibrations are
transferred through the vehicle suspensions, car body and
engine.
Mode Freq. Hz Damp.% Description
1 4.5 2.5 XY -Rigid body
2 8.7 4.6 XZ-Rigid body
3 12.4 1.5 XY -Bending 1
4 16.4 3.3 XZ-Bending 1
5 23.0 1.6 X-Push-pull 1
6 31.3 1.5 XY -Bending 2
7 32.7 0.8 Bending 2
8 35.7 1.0 XZ-Bending 2
9 44.5 0.8 X-Torsion 2
10 49.7 1.3 X-Push-pull 2
11 61.7 0.6 XZ-Bending 3
12 64.5 0.8 XY-Bending 3
13 68.7 0.6 X-Push-pull 3
14 97.5 0.8 Hanger rear muffler
15 109.4 0.6 XZ-Bending 4
16 123.6 1.1 Intermediate hanger
17 132.5 1.0 XY -Bending 4
18 145.9 1.1 Bending 4
19 197.7 1.2 Bending 4
Table 1. Estimated Modal Parameters.
The final modal parameters of the exhaust system were
estimated by using the time domain method. First, the poles
(damped natural frequencies and damping ratios) and modal
participation factors were estimated using the Polyreference
Least Squares Complex Exponential (LSCE) algorithm. In a
second step the Least Squares Frequency Domain (LSFD)
technique determines the modal vectors. To limit the number
of modes to be estimated within one analysis to 1 0 modes,
the estimation process was repeated for a frequency range
of 32 Hz until the total observed frequency range between 2
and 200 Hz was covered. In table 1 the 19 most significant
modes of the exhaust system are presented.
It is important to notice that, for a standard model order of
32, the modes at 12.4 Hz, 44.5 Hz and 109.4 Hz were only
found using the LSCE algorithm. The model order had to be
increased up to 47 to find them with the FDPI algorithm. This
indicates that the MDOF time domain technique is more
efficient and appropriate to estimate the modal model of the
exhaust system.
The modal mode shapes principally exhibit a bending
behaviour while push-pull and torsion mode shapes less
apparent. The mode shapes shown in figures 8-10 present
the three different types of vibration behaviour of the
exhaust system.
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Figure 8. Push-pull mode of catalyst and intermediate
muffler (23.0 Hz).
Figure 9. Bending mode in XY plane (32.7 Hz).
(
I
Figure 10. Torsion mode of overaxle tube between intermediate
and rear muffler (44.5 Hz).
2.7. Validation of Estimated Modal Model
Several validation tests reduced the total of 26 originally
estimated modes to 19 acceptable physical modes.
The orthogonality/consistency check was done using the
MAC values. Figure 11 presents the MAC values for the 19
modes. Considering the low MAC values (<30%) between
different modes at close frequencies, there is just a small
similarity and so it concerns adjacent but different physical
modes. The low values (< 30%) between two estimates of
different modes at distant frequencies are a strong indication
for a satisfying test set-up. A sufficient number of
measurement points was used to obtain a good spatial
resolution in the frequency range of 2-200 Hz.
Figure 11. MAC values(%).
The high values (> 85%) for the modal phase collinearity
and mode complexity for all 19 modes, are a strong
indication for normal physical modes. The overall damping
can be considered as rather proportional to the mass and
stiffness distribution. These validation tools were used to
eliminate the overcomplex modes related to dubious or
mathematical poles.
From the mode participation in table 2 it is clear that all
modes were well excited by at least one of the two shakers.
The excitation of the exhaust system in two different
directions ensures a good excitation of all modes and an
equal distribution of the input energy. This is important in
obtaining an accurate modal model to perform the sensitivity
analysis.
Mode Freq. Hz Input: Input: Total
B:+Y A:+Z (inputs)
1 4.5 100.0 5.7 5.8
2 8.7 15.0 100.0 16.0
3 12.4 100.0 6.1 11.4
4 16.4 11.2 100.0 18.2
5 23.0 48.7 100.0 8.9
6 31.3 100.0 80.6 5.7
7 32.7 51.0 100.0 6.8
8 35.7 1.0 100.0 2.3
9 44.5 12.7 100.0 5.8
10 49.7 33.1 100.0 4.0
11 61.7 6.9 100.0 2.9
12 64.5 43.4 100.0 0.9
13 68.7 9.4 100.0 0.4
14 97.5 100.0 2.1 1.9
15 109.4 58.8 100.0 0.6
16 123.6 61.2 100.0 1.5
17 132.5 100.0 51.2 2.4
18 145.9 100.0 65.5 2.7
19 197.7 18.5 100.0 1.8
Total 32.9 67.1 100.0
Table 2. Mode Participation for the two shaker excitation.
3. SENSITIVITY ANALYSIS AND PREDICTION
OF STRUCTURAL MODIFICATIONS
To optimize the dynamical behaviour of the exhaust system,
some structural modifications were defined. LMS GADA-X
software was used to perform the sensitivity analysis and to
predict the effects on the modal parameters caused by the
defined modifications [3].
During this study some mass and stiffness modifications
were applied to shift some of the resonance frequencies.
The results were validated by way of experimental tests.
Both types of modifications are now briefly discussed.
3.1. Mass modifications
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Because it is easy to modify the structure using point
masses, this approach is often used to solve small
resonance problems during the design and optimization of
automotive applications. The mass modifications are easily
defined by the amount of mass and their location on the
structure. A large number of modifications can be simulated
in no time. The correlation between the predicted and
measured modal parameters is well satisfied for both
qualitative and quantitative aspects of the results.
But the application of masses to exhaust systems has the
important disadvantage of increasing the total mass of the
exhaust system with 0.5 to a few kilograms. To avoid this
considerable increase of mass, stiffness modifications were
also considered.
3.2. Stiffness modifications
The application of stiffness modifications introduces some
difficulties in defining the exact physical value of the applied
stiffness modification. The physical value (Nm) and the
DOFs between which the modification is considered specify
stiffness modifications.
In this study the stiffness of the exhaust system was
modified, by increasing the tube wall thickness of the
overaxle tube between the intermediate and rear muffler.
Due to the difficulties in defining the stiffness modification,
the correlation between the predicted and measured modal
parameters was less satisfied. The prediction results were
only reliable to decide if the stiffness modifications were a
good step in the direction of solving the problem but the
quantitative correlation was not very good. Therefore it is
necessary to determine good approximations for the applied
stiffness modifications. The use of finite element models can
help to solve this problem.
4. RUNNING MODE ANALYSIS
4.1. Test Setup and Measurements
To know the influence of the real working conditions on the
dynamical behaviour of the exhaust system a running mode
analysis was performed. For this test the same exhaust
system was mounted on the car. To perform the
measurements, the car was placed on a rolling road. The
exhaust system's response was measured during a constant
acceleration of the engine between 1000 and 6000 r.p.m.
and this during 60 seconds to ensure that all resonances
had been well excited during the measurements. The
response signals were captured at the same measurement
points with the water-cooled three axis accelerometers. A
water-cooled one axis accelerometer placed in point C in
vertical (Z) direction (see figure 3) was used as reference
point. The crosspower spectra between each response point
and the reference point were obtained.
4.2. Results
To obtain the running modes, the measurement data were
processed to obtain Waterfall charts for each measurement
point. As discussed in paragraph 2.6 and from the Waterfall
charts it was obvious that the second order harmonic of the
engine excitation was the most important one. The running
modes were found from the second order sections of the
Waterfall charts by a simple peak picking method. Since the
lack of measurements of the excitation force these peaks
could also be the result of high excitation amplitudes instead
of resonances of the exhaust system. Therefore the first and
fourth order sections were also analyzed and the same
running modes as for the second order were found. This
allows concluding that the running modes are mainly due to
resonances of the exhaust system. Most important running
modes of the exhaust system are presented in table 3.
RM No. r.p.m. Hz Description
1 1214 40.5 X-Push-pull 2
2 1793 59.8 XV -Bending 3
3 2704 90.1 XZ-Bending 3
4 3035 101.2 X-Push-pull 3
5 3697 123.2 XZ-Bending 4
6 4359 145.2 Bending 4
7 5849 194.7 XY-Bending 4
Table 3. Second Order Running Modes.
As can be seen in figures 12-14, all running modes exhibit
the influences of the real working conditions since the push-
pull behaviour appears in all modes, mostly in combination
with bending of the exhaust system. This can be explained
by the pulsating gas flow of exhaust gasses due to the
exhaust strokes each 180 corresponding to the second
order of the rotation speed of the crankshaft. The running
modes also indicate the strong influence of the engine
vibrations on the downpipe, which was almost rigid during
the modal analysis tests without engine excitation.
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Figure 12. Bending mode in XZ plane (2702 r.p.m.).
Figure 13. Push-pull mode of catalyst and intermediate
muffler (3035 r.p.m.).
Figure 14. Bending mode (4359 r.p.m.)
5. CORRELATION MODAL AND RUNNING MODES
To determine the correlation between the modal modes and
the running modes, their resonance frequencies and mode
shapes were compared. Regarded the bad agreement of the
resonance frequencies in table 4, it is clear that the
correlation is not well satisfied. Below 1 00 Hz, the
resonance frequencies seriously shift downwards for about 4
or 5 Hz. Above 100 Hz, this frequency shift is not so strong
anymore. The comparison results of the mode shapes
between the modal and the running modes, using the MAC
criterion, are poor and indicate a bad similarity between the
modes obtained from both analyses.
MM,Hz RM, Hz Diff., Hz Description
44.5 40.5 4.0 X-Torsion 2 & X-Push-pull2
64.5 59.8 4.7 XY -bending 3
I 90.1 I XZ-Bending 3
I 101.2 I X Push-pull3
132.5 123.2 9.3 XY-Bending 4
145.9 145.2 0.7 Bending 4
197.7 194.7 3.0 XZ-Bending 4
Tabel 4. Frequency comparison of Modal and Running Modes.
The fact that the correlation is not well satisfied could be
expected because the testing conditions were clearly
different for both analyses. It's obvious that several
influences appear during the operation conditions. The most
important influences can be summarized as:
a) Different boundary conditions due to a higher stiffness
of the exhaust system's suspension under the car. A
modal analysis of the cold exhaust system mounted
under the car can easily determine this effect.
b) The excitation of the exhaust system due to the engine
vibrations and the pulsating flow of exhaust gasses. The
excitation due to the engine can be simulated by a
forced response analysis. Therefore an accurate
characterization of the engine as excitation source is
needed.
c) The high temperatures of the exhaust gasses (800 oc)
affect the stiffness and damping characteristics of the
exhaust system. A modal analysis of the hot exhaust
system under the car can be performed on the rolling
road or using a heating installation to provide a constant
flow of hot air through the exhaust system. This last
option can also be used to investigate the influence of
the gas flow with different velocities but has the
disadvantage of loosing the real boundary conditions.
6. CONCLUSIONS
This paper discussed the applicability of the modal analysis
technique in the study of the dynamical behaviour of an
exhaust system.
As a result of this study, a suitable measurement setup to
perform a successful experimental modal analysis of an
exhaust system has been found. The MDOF time domain
(LSCE followed by LSFD) method was the best available
method to estimate the modal parameters.
Based on the obtained modal model, a sensitivity analysis
was used to optimize the dynamical behaviour of the
exhaust system. Point masses are easy to apply but result in
an important increase of the overall mass of the exhaust
system. On the other hand, the application of stiffness
modifications is hampered by the need of an accurate
characterizing of these modifications.
A running mode analysis of the exhaust system was also
successfully obtained. The influences of the operating
conditions were clearly indicated by the bad correlation
between the modal and the running modes. It is very
important to characterize these different influences to be
able to convert the results of the modal analysis to the
exhaust system under real operating conditions.
7. ACKNOWLEDGEMENTS
This research was a cooperation between the Vrije
Universiteit Brussel (V.U.B.) and BOSAL Int.. The
measurements took place in the Research Center of BOSAL
Int., Lummen, Belgium. The authors wish to express their
gratitude to the BOSAL personnel for their assistance and
equipment.
8. REFERENCES
[1] Heylen W., Lammens S. and Sas P., Modal Analysis
Theory and Testing, K.U.L., Dept. of Mechanical Eng.,
PMA, Leuven, 1995.
[2] Piombo B., Belingardi G., Dardano R. and Pavese M.,
Automotive Exhaust Pipe: the Modal Analysis for
Design and Testing, Proceedings of 4'h IMAC Conf.,
Los Angeles (USA), 1986.
[3] LMS int., GADA-X User Manuals (rev 3.3), LMS Int.,
Leuven, Belgium, 1994.
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