20076603 (JSAE)

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Updating of Analytical Models for Vibration Prediction of

Two-Wheelers
Vamsi Krishna Balla, Kannan Marudachalam, Mahabaleshwar Hegde
TVS Motor Company Ltd.,

Copyright © 2007 Society of Automotive Engineers of Japan, Inc. and Copyright © 2007 SAE International

In this work, a finite element modal analysis of motorcycles in various configurations – frame only, frame
with engine, frame with engine and handlebar – is carried out using general purpose FE software.
Experimental modal analysis (EMA) is performed on the actual physical systems in the above
configurations. The results from the analytical FE models are compared with those derived from the
experimental models. Good correlations are demonstrated for the analytical models up to 250 Hz using
modal parameters – natural frequencies and mode shapes. Techniques for updating the finite element
models that yield improved correlation with test data are explored. Further, it will be shown that good
quality component models are necessary, but not sufficient, for realizing full-vehicle models that could
predict vibration responses accurately. It is demonstrated that the connector modeling is very essential in
building good assembly level models. It is shown that the complete vehicle model of motorcycle that is
built with updated assemblies can be effectively used to trouble shoot problems, thus reducing the product
development time.

Keywords: Finite Element, Tactile Vibration, Motorcycle, Modal analysis, Frequency, Mode
shapes, Model Updating, Virtual Models

1. INTRODUCTION The crucial importance of physical experiments through which

The challenges involved in making a product that will
match the customer expectations are continuously increasing in
recent years. Any effort in mounting these could benefit an
organization considering the rewards involved. In the context of
automotive product development, this could mean meeting two
very different and contradicting requirements of customers – fuel
economy and Noise, Vibration, and Harshness (NVH).
Analytical simulations of the behavior of full-vehicle systems
early in the design stage would provide the design space to
optimize the various design parameters, rather than working with
very limited options if one were to do it at later stages.
Analytical computational tools like the Finite Element
Method (FEM) have become very powerful in aiding the design
of structural systems. As some very important decisions will be
made based on the results of the simulations using the finite
element (FE) models, it is extremely important to develop FE
models that are accurate representations of their physical
counterpart. Assumptions that are made while formulating the
problem, modeling errors, uncertainty in material properties,
software program bugs, and dependence on inexperienced
analysts could also lead to inaccurate models. Therefore,
correlation and validation of the behavior of real structural
systems with corresponding analytical models is very important.
one can understand the behavior of actual systems cannot be
overstated. Analytical simulations can only complement physical
experimentation but cannot totally replace them. Once a
modeling methodology has been proven to mimic experimental
observation, analytical simulations using the proven
methodology could be a powerful route to the design of actual
systems.
SYSTEM
STIMULI RESPONSE
(Modal Properties)
Engine Vehicle Vibration
Figure 1 “Source-System-Response” model used in NVH
simulation and analysis
Building reliable FE models of mechanical and structural
systems are relatively easy when the simulation is in the realm of
static or quasi-static analysis. However, when simulations
require dynamic analysis, building reliable models is not as

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straightforward and could be quite complex. In addition, sources
of errors in modeling these systems have frequency- (time-)
dependence. The impact of these errors – inaccurate loads,
boundary conditions, and system characteristics – on the system
behavior gets amplified with increasing frequency. Further,
though one could obtain reasonably good quality analytical
models of individual components, getting good quality
system-level models are difficult due to poor interface
(connector) modeling. Figure 1 shows a generic
“Source-System-Response” model used in NVH simulation and
analysis. A good knowledge of engine excitation and system
characteristics is important for solving low- and mid-frequency
structural vibration problems in motorcycles. In this paper, we
will present the experimental validation of system characteristics
as described in Figure 1. The system under investigation is a
motorcycle, which is modeled using the finite element technique.
The system will be characterized in terms of its modal
characteristics using the modal parameters – natural frequencies,
mode shapes, and damping ratios. The response of interest is the
tactile vibration levels at the various tactile contact points such
as the handlebar grips, rider footrest, pillion handle, etc. The
validation of the analytical “modal” model with the
experimentally derived “modal” model will be limited to 250 Hz
frequency range.
2. A BRIEF SUMMARY OF THE APPROACH
Traditionally, tactile vibration problems in a motorcycle are
solved by adjusting the balancing factor of the engines. This is
typically the case if the first and second order forces are not
balanced using rotating counter-balance shafts. Usually, this is
done by trial and error experimental testing during the later
stages of development of the motorcycle, when other vehicle
performance attributes have been “engineered in”. Also, this
could be very time consuming, especially when altering
balancing factor alone cannot solve the problem and one has to
resort to modifying the frame design to achieve the targeted
reduction in tactile vibration levels.
This paper presents a novel approach that relies on good quality
analytical models to achieve the required tactile vibration
reduction. Another advantage of this approach is that it could be
used to pro-actively “engineer in” the required vibration levels
very early in the product development process. The key to
making this a reality is the quality and accuracy of the analytical
model itself [1]. The present work identifies the issues and
problems in building such a model at the vehicle level. Also, it
elucidates the value of a high-fidelity virtual prototype that has
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been updated with respect to the corresponding physical
prototype by using the former to troubleshoot many tactile
vibration problems in the vehicle. As the modeling technology
evolves availability of high fidelity virtual prototypes will
become available much earlier in the product development cycle,
enabling and supporting up-front and reliable engineering
process.
3. FINITE ELEMENT MODEL
A typical street motorcycle resembles a bicycle and
comprises a robust chassis of which the main component is
called the frame. Mostly it is of an integral (single-piece)
construction and has to support the weight of the rider(s) under
actual driving conditions. The front and rear suspension,
handlebar for steering purposes, and the engine are all mounted
on the frame. The wheels are connected to the suspension and
through the tires provide the interface between the ground and
the vehicle.
Mostly tactile vibration problems in a motorcycle are
caused by engine-induced excitation. The road-induced
excitation typically happens at lower frequencies, below 20 Hz,
which is in the range of frequencies that concern ride comfort.
The main structural components that influence tactile vibration
are the frame, handle bar, swing arm, suspension members, saree
guard and footrest brackets, and sometimes the muffler.
Components like the fuel tank, seat cushion, and headlamp
assembly could be treated as inertial components.
3.1 FRAME AND HANDLEBAR ASSEMBLY
Figure 2 shows the finite element model of the main
structural members of the chassis. The finite element model of
the frame assembly consists of 62,000 grids with mainly
quadrilateral shell elements in the discretisation domain.
General-purpose FE solver MSC Nastran is used for
carrying out normal mode and frequency response analyses.
Element mesh size is chosen in a way that was optimal for both
element quality criteria and computational effort. Consistent
mass matrix formulation was used in evaluating the mass matrix.
Weld elements were modeled using node-to-node connections by
RBE2 elements. Connectors and interfaces (between
components) like the connection between handlebar steering and
frame, swing-arm and frame, front suspension and rear
suspension were modeled using six linear spring (CELAS2)
elements. The stiffness values of these springs were arbitrarily
chosen in the initial part of simulation. During updating phase,
these spring values were optimized based on experimental
results.
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modeled using CBEAM elements. The mass and inertia
properties of tyre are lumped at the geometric center of axle bolt.
The same methodology is used for modeling the front
suspension assembly. However, because of space constraints and
to avoid redundancy, the same is not shown.

Figure 2 Finite element model of the motorcycle frame, front

suspension and handle bar

3.2 ENGINE ASSEMBLY

Figure 4 Finite element model of rear suspension

4. EXPERIMENTAL MODAL MODEL

4.1 EXPERIMENTAL MODAL TEST CONFIGURATION

Figure 3 Finite element model of a typical motorcycle engine

A typical finite element modal of motorcycle engine is

shown in figure 3. Solid elements were used in FE modeling of
cylinder head, cylinder block, crankcases, magneto cover and
clutch covers. Appropriate mass properties are assigned to
these parts. Crankshaft, gear train and some other parts are
Figure 5 Schematic of measurement set up for experimental
lumped at the appropriate locations in the engine. Finally, an
modal analysis
effort is also made to make sure engine inertia and mass
properties measure approximately same as that of an actual
Schematic arrangement of the test set up is shown in
engine.
figure 5. The structure is suspended using soft spring/bungee
cords to have very low rigid body modes. Two electro-dynamic
shakers fitted with force transducers are used to excite the
3.3 REAR SUSPENSION ASSEMBLY
structures in two directions. Excitation signals are obtained
from the LMS [6] front end, which has two signal sources. The
Rear suspension assembly that includes swing arm and rear
responses are measured using two triaxial accelerometers.
shocks is modeled as shown in figure 4. Rear shocks were
The structure is excited by burst random signal [4] with

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burst length varying from 65% to 85% for different components.
First two channels of the front end are configured to measure the
dynamic force and the remaining six channels are configured to
measure the vibratory response.
Excitation locations are selected keeping in view the
distribution of the excitation forces throughout the structure.
Two shakers are placed with good spatial separation. One shaker
is used in vertical direction and the other in horizontal direction
in order to excite all possible modes. Reciprocity property of
the structure is also ensured before deciding the excitation
points.
Frequency Response Function (FRF) and coherence at
various degrees of freedom was measured with two excitations.
Hv estimator was used for obtaining FRF at various degrees of
freedom. Figure 6 shows the test configuration of frame and
handle bar assembly.
Ceiling
Elastic cords
Shaker 1 Shaker 2
Figure 6 Physical test configuration for performing the
modal test on the chassis
Accelerance (m/s^2/N)
0 250
Frequency (Hz)
Figure 7 Driving Point Response (DPR) along with coherence
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A good Driving Point Response (DPR) along with
coherence in the frequency range of interest is demonstrated as
shown in figure 7. Other modal tests including various other
assemblies are also carried out under the same test configuration.
4.1.1 MODAL PARAMETER ESTIMATION
A wire frame model of the geometry is built in LMS
CADAX as shown in figure 8. Modal parameters are then
extracted using time domain MDOF method. The resonant
frequencies, damping and residues are then obtained using Least
Squares Complex Exponential (LSCE) curve fitting algorithm
[6]. Mode shapes are observed with the animated display as
shown in figure 9.
Figure 8 Wire-frame display showing locations of excitation
and response measurements
Figure 9 Animation display of an experimental mode at 72 Hz
5. CORRELATION AND VALIDATION
The frequency correlation between initial FE model of
frame, handle bar (HB) and front suspension assembly and
experimental modal analysis of the structure with the same
configuration is shown in Table 1.
Modal Assurance Criterion (MAC) provides a measure of
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the match of the experimental and analytical mode shapes. It can is observed and assessed using Modal Assurance Criterion
also be used to find out the match between (MAC) and the SUM of FRFs, which provides a gross measure
experimental-experimental or analytical-analytical mode shapes. of accuracy of the whole model. It is observed that stiffness
The highest value that MAC can assume is 1, when the value of the springs at the interface of steering and frame is low
correlation is good. Its value is close to zero when the correlation thus giving a poor correlation. In order to prove, or disprove,
is poor. Figure 10 shows the MAC of the same configuration but the above hypothesis a normal mode analysis of the structure
for the correlation, points on frame only are considered. The with high stiffness at steering connector was carried out. This set
corresponding FE model has also all the components but for the of FE results were compared with initial base FE results to learn
correlation points on frame only are considered. the differences that are purely consequence of change in spring
values at the steering-frame interface. Figure 11 shows the MAC
Table 1 Correlation between FE and Experimental Modal between base line FE and modification with high stiffness values
Analysis of Frame, Handlebar Front fork assembly at steering. As indicated in the figure, 4th ,5th ,6th modes are
impacted by the above change.
Experimental Analytical Percentage
Mode No.
Frequency (Hz) Frequency (Hz) Difference
1 42.0 40.6 -3.33
2 57.8 52.1 -9.86
3 64.9 72.5 11.71
4 72.5 72.6 0.14
5 81.5 92.6 13.62
5 104.2 101.3 -2.78
6 123.4 127.8 3.57
7 144.4 137.1 -5.06
8 154.7 153.6 -0.71

3.2 SUBHEADING

Figure 11 MAC values at the frame level for test configuration

of Frame, Handlebar and Front Suspension Assembly

After confirming the effect of the above modification, the

Figure 10 MAC values at the frame level for test configuration
of Frame, Handlebar and Front Suspension
Assembly
6. ANALYTICAL MODEL UPDATING
Various modal updating procedures are demonstrated in
this section that help bringing the analytical model close to
experimental modal model. The improvement in the correlation
MAC values of new set of FE results are calculated. As it can
be seen from figure 12, the MAC values at the frame level are
improved compared to baseline (refer to figure 10) FE results.
This improvement is pronounced strongly at 3rd mode and at
higher modes that contain lot of steering and handle bar motion.
It is also noticed that initial (baseline) FE model at the
assembly level is not stiff enough and hence a consistent drop in
frequencies is observed compared to measured frequencies. This
is depicted by plotting SUM of FRFs shown in figure 13 (a).
Figure 13(a) suggests that the FE model is less stiff
compared to the actual physical prototype. Since the material
properties – modulus of elasticity, poisson’s ratio, and mass
density – used are quite accurate, the modeling of seam welds in
the model are suspected to be the cause. Therefore, a more
accurate model of the seam welds used in welding the frame
assembly is sought. With modified seam weld modeling
methodology that ensures area contact between welded
components frequencies move closer to measured response as
shown in figure 13(b).

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7. TROUBLE SHOOTING USING THE
SIMULATION MODEL

Figure 12 MAC values at the frame level for test configuration

of Frame, Handlebar and Front Suspension
Assembly with modified stiffness values at steering
frame interface

Figure 14 FE model of full vehicle

FE_Initial response
(a)
Measured response
FE_Weld response
(b) FE_Initial response
Measured response
A complete vehicle FE model is built with the updated
components and assemblies as shown in figure 14. It is
demonstrated that this model can be effectively used to identify
and solve some tactile vibration problems. White noise
excitation at crank bearing in x, y and z directions is applied and
responses at various tactile points like handle bar, driver and
passenger foot rest, saree guard, and passenger handle is
obtained. It is found that responses at saree guard and on the
passenger handle are quite high and unacceptable. The baseline
acceleration response on saree guard (shown in red color in
figure 15) is high in the frequency range of 90-125Hz compared
to modified response (shown in blue color in figure 15). A
vertical rod of 15 mm diameter is added approximately in the
center of sareeguard to make it more stiffer. This as can be seen
from the figure 15, resulted in the reduction of vibration
response of saree guard.
Next, several passenger handle concepts are tested using the
virtual prototype. The physical prototypes of these components
are made of either die-cast aluminum or nylon-reinforced
plastics. Making a physical prototype of each design concept
will be very prohibitive – time-wise and cost-wise. Therefore,
using the approach presented in this paper has proved to be
highly effective. Based on several iterations using various
concepts, a concept that incorporates a mass absorber proved to
be the most effective. As can be seen from figure 16 that
baseline response shown in red color is high compared to the
response with absorber, which is shown in blue color.

Figure 13 SUM of FRFs of all points

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0.030
With Vertical rod These modifications are also tried out experimentally to learn the
0.025 Baseline amount of improvement. It is found from the experimentation
that these modifications had reduced the vibration levels at the
0.020 points of interest. Figure 17 confirms the improvement promised
Acceleration

by simulation in case of passenger handle modification. It is

0.015 learnt that the built analytical model with reasonable accuracy
may be put into use to find directional improvements. However,
0.010 the quantitative prediction – exact vibration level prediction –
can only be achieved only with actual engine excitation. The
0.005 engine excitation can be obtained either experimentally or from
simulation by using Multi Body Dynamics (MBD).

0 50 100 150 200 250 300

Frequency (Hz) 8. CONCLUSION
Figure 15 Vibration response on saree guard
The work presented in this paper explores and highlights
16 the advantages of using virtual (computer) models for predicting,
Baseline diagnostic troubleshooting, and solving tactile vibration
14
With absorber problems in two-wheelers. The eventual goal of using this
12 approach being that it could be used to pro-actively “engineer
Acceleration ('g')

10 in” the required vibration levels very early in the product

development process. The key, however, to making this a reality
8
is the quality and accuracy of the analytical model itself. Given
6 the maturity level of the modeling technology in this area, it
4 underscores the fact that analytical models that are not updated
with the data derived from experimental testing of actual
2
vehicles cannot be relied upon for solving tactile vibration
0 problems.
Therefore, in the context of solving tactile vibration
0 50 100 150 200 250 300
problems in motorcycles with the above limitations, it shows a
Frequency (Hz)
novel approach that relies on good quality analytical models to
achieve the above-stated goals. The paper highlights the main
Figure 16 Vibration response on passenger handle
issues in building full-vehicle analytical computer models for the
purpose of predicting and solving tactile vibration problems in
two-wheelers. Specifically, it shows that accurate and reliable
component models are necessary, but not sufficient, to build
reliable and useful full vehicle models. It elucidates the
importance of accurate connector – both inter- and
intra-component connections – modeling in realizing good
full-vehicle models.
Finally, to prove that the approach works, it demonstrates
the use of an updated and validated analytical model to solve
practical tactile vibration problems that were found in a
production motorcycle. Further, it makes a well-considered
claim that as the modeling technology evolves availability of
high fidelity virtual prototypes will become possible much
earlier in the product development cycle, thereby enabling and
Figure 17 Vibration response on passenger handle
supporting up-front and reliable engineering process.
(Experimental)

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9. ACKNOWLEDGMENT

The authors would like to sincerely thank the

management of the TVS Motor Company Ltd., and
Mr. Vinay Harne, Senior Vice President, R&D, for providing the
necessary support to carry out this work and for permission to
publish these results. We sincerely acknowledge Mr. ACS Rao,
GM, R&D, and Mr. SKM Rao for their support and guidance
throughout this project. The assistance and support of all the
members of NVH laboratory during the course of this project is
thankfully acknowledged.

REFERENCES

1. P. Mas, B Vandenplas, Hiroyuki Kuwahara, “Virtual

Assement of Motorcycle Vibrations”, SETC 2001,
2001-01-1849/4267.
2. R Hippoliti, M Carfagni, M Pierini, D Carprioli, “Set up
and Validation for a simulation of a scooter comfort
bench”, SETC 2001,2001-01-1875/4273
3. Meirovitch, “Elements of vibration analysis”, Second
Edition
4. D J Ewins, “Theory, Practice and Application of Modal
Testing”
5. LMS Virtual Lab Manual, LMS International, Belgium.
6. LMS CADAX Manual, LMS International, Belgium.

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