MODE

LLING AND FINITE ELEMENT

ANALYSIS OF
REAR AXLE HOUSING FOR CHEVY CARS

PROJECT REPORT
Submitted by
S.SURESH
Register No: AC09MED012
in partial fulfillment for the award of the degree
of
MASTER OF ENGINEERING
In
ENGINEERING DESIGN

ADHIYAMAAN COLLEGE OF ENGINEERING

(Autonomous)
(Accredited by NBA, National Board of Accreditation)
(An ISO 9001:2000 Certified Institution)
HOSUR.
APRIL-2011

ANNA UNIVERSITY OF TECHNOLOGY, COIMBATORE.

APRIL-2011
 BONAFIDE CERTIFICATE

This is to certify that project report titled “MODELLING AND FINITE

ELEMENT ANALYSIS OF REAR AXLE HOUSING FOR CHEVY CARS” is the
bonafide work of Mr.S.SURESH who carried out the project work under my supervision.
Certified further, that to the best of my knowledge the work reported herein does not form
part of any other project report or dissertation on the basis of which a degree or award was
conferred on an earlier occasion of this or any other candidate.

SIGNATURE OF GUIDE SIGNATURE OF HOD

Prof.K.MYLSAMY M.E.,[Ph.D.,] Prof.CHANNANKAIAH ME.[Ph.D.,]

Assistant Pofessor, Head of the Department,
Department of mechanical Engg, Department of mechanical Engg,
Adhiyamaan college of Engineering, Adhiyamaan college of Engineering,
Hosur. Hosur.
 ACKNOWLEDGEMENT

We wish to express our heartfelt gratitude to the Department of Mechanical

Engineering, Adhiyamaan College of Engineering for their continued support, in technical
expertise we aspire to excel this techno savvy world.

We would like to thank our honourable heartfelt support from our beloved and
respected principal Dr.G.RANGANATH, M.E., Ph.D., M.I.S.T.E, E.I.E, C.Engg
(INDIA)., for setting up an excellent atmosphere in this institution.

We wish to express the deepest gratitude to our head of the department

Prof.CHANNANKAIAH M.E., [Ph.D] who has been inspirational and supportive
throughout our project being there with us whenever we needed his expertise and helping
us to complete the project successfully.

And also we specially thank our department staffs, lab instructors and attenders. They
helped us externally throughout the project. Finally I thank my fellow colleagues who
helped me whenever I was struck with some problems and doubts.
 CONTENTS

Chapter Description Page

No

Abstract
CHAPTER 1 INTRODUCTION
1.1 Axle Housing 1
1.2 Leak Testing 3
1.3 Dunk Testing 4
1.4 Objective of Project 5
1.5 Organization of Thesis 5
CHAPTER 2 LITERATURE REVIEW 7
2.1 Introduction 7
2.2 Scope of thé Pressent Work 8
2.3 Methodology 8
CHAPTER 3 STRUCTURAL VIBRATION 9
3.1 Introduction 9
3.2 Vibration, Resonance and Mode shapes 9 3.3
Formal Approach 10
3.4 Application of Frequency Analysis 11
CHAPTER 4 FINITE ELEMENT METHOD 13
4.1 Introduction 13
4.2 Basic Concept 13
4.3 Need for Finite Element Method 15
4.4 FEM in Structural Analysis 16
4.5 Applications of FEM in Engineering
4.5.1 Available Commercial FEM Software Packages 16
 ABSTRACT

Axle housing assemblies are well known structures which are in common use in
most vehicles. Such axle assemblies include a number of components which are adapted to
transmit rotational power from an engine of the vehicle to the wheels thereof. Before final
assembly of axle housing it has to be analysed to make sure that it withstand impact and
heavy load for safety.Engineering stress estimation is very essential to find safety of the
structure. Stress analysis gives prior idea of the structure for optimum results. Many
methods like Analytical, Experimental and Numerical methods are available to estimate
stress and strain estimates on the problem. But Analytical methods are suitable for simple
problems, and Experimental methods are difficult to apply and will not complete
information of the problem. Due to this numerical methods are dominated in the stress
analysis field. Implementation of Finite Element Methods for structural analysis is
possible due to the emergence of fast computing technology. The accuracy of the
numerical methods directly depends on the quality of the mesh. Generally quad or
Hexahedra elements gives much better accuracy compared to tri or Tetra Hedra elements.
So Hypermesh, meshing software along with Nastran is considered for analysis. In the
present work, analysis is carried out on Rear Axle Housing for Stress capability. The Rear
Axle Housing is having a uniform thickness of 4.5 mm. But a groove which is spread on
the bottom of the member throughout the length, thickness is around 2.5 mm. The
member needs to be tested for stress condition. Also Modal analysis is carried out to check
for any possible resonance. The member will be shell meshed using hyper mesh and is
imported to Nastran for analysis. Possible stress concentration regions, load carrying
capacity and zones of improvements will be suggested from the analysis.
 CHAPTER – 1

INTRODUCTION
 CHAPTER – 1
INTRODUCTION

1.1. AXLE HOUSING

Axle assemblies are well known structures which are in common use in most
vehicles. Such axle assemblies include a number of components which are adapted to
transmit rotational power from an engine of the vehicle to the wheels thereof. Typically,
an axle assembly includes a differential which is supported within a non-rotating carrier.
The differential is connected between an input drive shaft extending from the vehicle
engine and a pair of output axle shafts extending to the vehicle wheels. The axle shafts are
contained in respective non-rotating tubes which are secured to the carrier. Thus, rotation
of the differential by the drive shaft causes corresponding rotation of the axle shafts. The
carrier and the tubes form housing for these drive train components of the axle assembly,
in asmuch as the differential and the axle shafts are supported for rotation.

Axle housings are generally classified into two basic types. The first axle housing
type is a unitized carrier construction, commonly referred to as Spicer type axle assembly.
In this structure, the carrier (which houses the differential) is directly connected to the two
tubes (which house the axle shafts). An opening is provided at the rear of the carrier to
permit assembly of the differential therein. This opening is closed by a cover during use.

The second axle housing type is a separable carrier construction. In this structure, the
axle tubes are connected together by a central member which is formed separate and apart
from the carrier. This central member is generally hollow and cylindrical in shape, having
a large generally circular opening formed there through. During assembly, the differential
is first assembled within the carrier, and then the carrier is secured to the central member.
The overall shape of this type of axle housing (i.e., the generally round shape of the central
member and the elongated tubes extending there from) generally resembles the shape of a
banjo musical instrument. Hence, this type of axle housing is commonly referred to as
banjo-type axle housing. Banjo-type axle housings are advantageous because the carrier
and differential can be removed from the axle assembly for service without disturbing the
other components.

One known structure for banjo-type axle housing is formed by splitting one end of
each of two tubes, spreading the two split ends apart, and securing the spread ends
together to form a hollow cylindrical central member. The central member includes
rearward and forwardly facing openings. A rear mounting plate and cover are secured over
the rearward facing opening and a forward mounting plate is secured over the forwardly
facing opening. The forward mounting plate includes a generally oval shaped opening
which receives a differential and carrier assembly. Typically, a pair of baffle plates is
secured within the axle housing central member to cover the interior ends of the axle
tubes. The baffle plates have apertures formed there through which the axle shafts extend.
The baffle plates function to prevent the splashing of differential lubricant out of the
central member into the axletubes.
The above-described banjo-type axle housing has been in common use for years.
However, it has been found that under typical vertical loading conditions, the axle housing
develops tensile stresses within the curved portions of the spread apart tube ends which
form the central member. These tensile stresses can cause the central member of the axle
housing to fracture at or near the curved portions. Thus, it would be desirable to provide
an improved structure for a banjo-type axle structure which is resistant to these tensile
stresses and, therefore, has a longer useful life. Also, it would be desirable to provide an
improved structure for a banjo-type axle housing which is simple and inexpensive in
construction

GENERAL MODEL OF REAR AXLE HOUSING:

PARTS OF AXLE HOUSING

Figure 1.1 shows the pictorial view of the rear axle housing model considered for the
problem. A groove (notch) is there at the center through out the length of axle housing for
welding both halves and for lubrication purpose.
Before final assembly of axle housing it has to be tested to make sure that no leakage
is there, during leak testing a huge pressure will be exerted, therefore we need to analyze
the housing for safety .

Figure No. 1.1 Parts of Axle housing

The Rear Axle housing of a special car is to be analyzed for both static and modal analysis
to avoid failure conditions.. The main objective of the project is to model the rear axle
housing and test it under distributed pressure load to find structural safety due to a groove
provided in the member. Also Modal analysis is carried out to avoid resonance conditions
of the problem.
1.2. LEAK TESTING FOR REAR AXLE HOUSING
Leak Testing is the branch of nondestructive testing that is concerned with the
escape of liquids, vacuum or gases from sealed components or systems. This article will
cover the reasons for leak testing and some of the technology behind the science.
Like other forms of nondestructive testing, leak testing has a great impact on the
safety or performance of a product. Reliable leak testing saves costs by reducing the
number of reworked products, warranty repairs and liability claims. The time and money
invested in leak testing often produces immediate profit.
The three most common reasons for performing a leak test are
Material Loss - With the high cost of energy, material loss is increasingly important. By
leak testing, energy is saved not only directly, through the conservation of fuels such as
gasoline and LNG but also indirectly, through the saving of expensive chemicals and even
compressed air.

Contamination - With stricter environmental regulations, this reason for testing is

growing rapidly. Leakage of dangerous gases or liquids pollutes and creates serious
Personnel hazards.
Reliability - Component reliability has long been a major reason for leakage testing. Leak
tests operate directly to assure serviceability of critical parts from pacemakers to
refrigeration units.
The present work of Leak testing is to find the leakage in the members (Flaws in the
structure) which will hamper the functioning of the machine or structure. Here component
to be leak tested will put in to a tank filled with water. The object will be immersed in the
water tank. Water bubbles indicate the type of leakage and extent of leakage. From the
special equipment attached to the Leak Testing Machine flaws or leakage points will be
identified.
Leak testing equipment is a type of nondestructive testing equipment used to
measure the escape of liquids, vacuum or gases from sealed components or systems. Some
configurations require a separate leak detector or sensor as an input. They are often
equipped with various other components such as pumps, calibrators, gages and cases. A
leak is a hole or porosity in an enclosure capable of passing a fluid from the higher
pressure side to the lower pressure side.
There are many basic leak test methods and a few variations. The most familiar are
dunk testing, pressure decay, mass flow, mass spectrometer and ultrasonic. Dunk testing is
still the most popular method, with pressure decay and mass flow rapidly gaining in use.
Mass flow is the de facto test method of choice in automotive applications. An exception
is pressure decay testing on a brazing fixture.

1.2.1. Dunk Testing

Figure No. 1.2 Dunk Tester

A dunk tester (Figure 1.2) inspects an automotive radiator at a radiator repair shop. If
it leaks, the bubbles show where and it can be repaired. Source: Stewart Ergonomics Inc.
Dunk testing, sometimes called bubble testing, is used for applications that do not
require high sensitivity. With dunk testing, the part under test is pressurized; submerged in
a liquid—typically water—while the operator looks for bubbles. Bubbles form at the
source of the leak as a result of air pressure, and the amount of bubbles per minute can
signify the size of the leak. Automotive radiators often are checked for leaks this way. If a
leak is present, the bubbles indicate where and the leak can be repaired. Leak testing
works best when speed is not a factor. On a production line where test time is critical, leak
testing is not the best choice.
This is an example of a familiar process for low-volume applications and repairs but
an inappropriate use in high-volume applications. High-speed leak testing in a production
line situation hampers the operator’s ability to accurately identify bubbles. However, dunk
testing can be used on fuel tank filler assemblies and fuel tanks themselves & axle
housings.
One advantage of water dunking is temperature stability. The large volume does not
change temperature, which affects most of the more sophisticated testers.

1.3 . Objective of the Project

The objective of the project is to
• To develop the FE model
• Find out static stress level in the housing
• Find out the deformation
 • Find out the natural frequencies
1.4 . Organization of the Thesis
This chapter presents general overview of the axle housing and leak testing. Types of
axle hosing and their construction are discussed. Also brief introduction to leak testing is
discussed.
Chapter two discussions is done on works reported in the literature and state of
art, regarding the axle housing analysis, also scope and methodology of present work is
given.
The chapter three contains a brief introduction regarding vibration resonance and mode
shapes.
In chapter four discussions regarding Finite element Method and Finite element solver
Msc Nastran is carried out.
The chapter five contains details regarding geometry of axle hosing, type and number of
elements used for analysis.
Chapter six static analysis is carried out in which assumptions, material properties and
boundary conditions are described.
The chapter seven contains results and discussion for static analysis for different cases.
In chapter eight modal analysis is carried out to compute the natural frequencies and
mode shapes of a structure also validation of result is carried out.
The chapter nine contains the conclusion of the thesis and directions to future work
A list of reference is provided at the end of the thesis, and this consists of list of
published papers in journals and conferences, and list of books.
Now, the next chapter discusses the review of the literature on axle housing analysis.

Summary
In this chapter study about types of axle housing is carried out. There are mainly
two types one is unitized type and other is split (banjo) type. For the thesis banjo type axle
hosing is considered. Before final assembly axle housing has to be checked for porosities,
therefore it is subjected to leak testing a non-destructive testing method, during which a
pressure is imposed on surface of axle housing, we need to study the effect this pressure
on axle housing. This will be studied in coming chapters. This chapter also explains
organization of thesis.
 CHAPTER – 2

LITERATURE REVIEW
 CHAPTER – 2
LITERATURE REVIEW
2.1. Introduction
Systematic review of the literature concerned to static and modal analysis of rear
axle housing has been presented in this chapter. The nomenclature used by various authors
in their original work has been retained in this chapter as such.
Stress analysis gives prior idea of the structure for optimum results and modal
analysis is important in machines where there is likely to be cyclic out of balance forces,
such as in rotating machinery. Modal analysis is carried out to find the natural frequency
of the system to avoid resonance conditions in the operations. The works reported in
literature are discussed below

(Hong Su, Ph.D. 2000) Have presented “Automotive CAE Durability Analysis Using
Random Vibration Approach”, and concluded that the frequency domain method can
improve our understanding of system dynamic behaviors, in terms of frequency
characteristics of both structures and loads, and their couplings.

(Ji-xin Wang, Guo-qiang Wang, Shi-kui Luo, Dec-heng Zhou 2002) Have presented
“Static and Dynamic Strength Analysis on Rear Axle of Small Payload Off-highway
vehicles” and they concluded that FEA helps to avoid expensive and time-consuming
development loops and also allow the number of high-cost test carriers to be substantially
reduced,

(Badiola, Virginia, Pintor, Jesús María, Gainza, Gorka 2004) Have presented “Axle
Housing And Unitize Bearing Pack Set Modal Characterization” and concluded that error
obtained between FEA and experimental modal analysis is acceptable.

(Yuejun E. Lee, Sree Sreedhar, D. Marla and C. Pawlicki Visteon Corporation 2006) have
presented “Automotive Axle Simulation and Correlation” and good correlation results
have been achieved.
2.2. Scope of the Present Work
In the literature, it has been observed that, the static strength and dynamic
characteristics of rear axle are analyzed typical load cases. According to the analytical
results, the weak locations of rear axle are obtained and the modified design has been
determined. Expensive and time-consuming development loops can be avoided using CAE
package and the design period is shortened. In the present work, rear axle housing is
statically tested for two cases with uniform housing thickness of 4.5mm and housing with
a grove at center of 2.5mm thickness through out length.

2.3. Methodology
 The model is built using Pro/ENGINEER modeling software.
 The model is imported to Hypermesh for meshing.
 Meshing of the structure using quad elements for proper quality control.
 Exporting the model into Patran (pre processor)/ Nastran for further analysis
 Structure is analyzed for full thickness of 4.5 mm
 The model is analyzed for 2.5 mm thickness along the small groove region.
 The model is tested for Natural frequencies to avoid resonant conditions.

Summary
In this chapter literature survey has been carried out, which concludes that
FEA helps to avoid expensive and time consuming loops and frequency domain method
improve our understanding of system dynamic behavior. Also scope and methodology of
work is presented.
 CHAPTER – 3

STRUCTURAL VIBRATION
 CHAPTER – 3

STRUCTURAL VIBRATION

3.1. Introduction
This chapter introduces Vibration, Resonance, and mode Shapes. Also introduces
the application of frequency analysis.

3.2. Vibration, Resonance and Mode Shapes

Structural vibration problems present a major hazard and design limitation for a very
wide range of engineering products. On the other hand, in a number of structures,
structural integrity is of paramount concern, and a thorough and precise knowledge of the
dynamic characteristics is essential. There is also a wider set of components or assemblies
for which vibration is directly related to performance, either by virtue of causing
temporary malfunction or by creating disturbance, discomfort or noise. Therefore, it is
important that the vibration levels encountered in service or operation be anticipated and
brought under satisfactory control. A comprehensive study of the vibration phenomena
includes determining the nature and extent of vibration response levels and verifying
theoretical models and predictions. A significant amount of applied technology pertaining
to vehicle dynamics has emerged over the last 20 years or so. The advent of finite element
analysis as a tool to study vehicle’s vibration and dynamic aspect has further accelerated
growth in this field.
Vibration is the study of the repetitive motion of objects relative to a stationary
frame of reference or nominal position (usually equilibrium). Vibration is evident
everywhere and in many cases greatly affects the nature of engineering designs. The
vibration properties of engineering devices are often limiting factors in their performance.
Vibration can be harmful and should be avoided, or it can be extremely useful and desired.
In either case, knowledge about vibration- how to analyze, measure and control is useful.
A comprehensive understanding of structural dynamics is essential to the design and
development of new structures, and solving noise and vibration problems on existing
structures. Modal analysis is an efficient tool for describing, under-standing, and modeling
structural behavior. The study of modal analysis is an excellent means of attaining a solid
understanding of structural dynamics.
Vibration usually becomes a concern when its amplitude grows large enough to
cause either excessive stress, or if it disturbs the people in, on or near the vibrating
object(s). As far as most structures are concerned, vibration will disturb the people around
the structure long before stress becomes an issue. There are many items of equipment
(balances, microscopes, cameras, transmission equipment etc.) that are very sensitive to
vibration.
Modal analysis is important in machines where there is likely to be cyclic out of
balance forces, such as in rotating machinery (engines electric & pneumatic motors,
generators, industrial equipment, etc.) and fluid flow applications (due to alternating
vortex shedding). The chief aim of any vibration analysis is to ensure that the system is
not subjected to dangerous resonant condition during the range of operation. A point to
note is that although the response of the system is time dependent, any excitation will be
harmonic and the solution may be obtained using the eigenvalue approach. It is important
to note that many applications fall in a category beyond this range, and full dynamic
analysis are required.

3.3. Formal Approach

If the system is given some initial disturbance, then it will vibrate at some frequency
known as its natural frequency. The natural frequency of a system is defined as the
frequency at which the system oscillates if the forcing function is identically zero. If
harmonic loading is applied, the solution becomes transient in nature, but modal analysis
can still be carried out for systems.
It may be recalled that the square of the natural frequency is referred to as an
eigenvalue. For a single mass-spring system, there is one eigenvalue, for distributed mass
systems (all practical applications), an infinite number of eigenvalues exist. The lowest
natural frequency, usually referred to as the fundamental frequency, has the lowest
potential or strain energy, and hence the reason why it is often regarded as the ‘lazy
mode’.
The fundamental frequency is usually the one of most interest to design engineers, as
most systems are designed to operate below it. Oftentimes, an operating frequency is
higher than the fundamental, hence as the equipment speeds up or slows down; it
experiences a momentary ‘shudder’ period as it passes through the resonance zone. There
is a corresponding mode shape which describes the displacement of the system due to the
vibration.
Eigenvalues are otherwise known as latent roots and characteristic values, the square
root of the eigenvalue is known as a natural frequency or resonant frequency. There are
also a number of terms used to describe mode shapes, they are also known as eigenvectors,
normal modes, characteristic vectors or latent vectors. The first five modes of vibration for
an aerofoil are given below.

Figure No. 3.1 Different Mode Shapes

3.4. Application of Frequency Analysis

In many practical problems the natural frequencies and mode shapes are required.
Designers use modal analysis to determine if there are any natural frequencies within the
range of operation. Alternatively, measured mode shapes and natural frequencies of a
structure can be compared with those predicted by FEA in a condition monitoring program
to verify structural integrity.
There are also situations where the response of the structure to a particular forcing
excitation is required. This is usually found using a technique known as modal
superposition. The overall response is described in terms of a sum of modal responses,
with the contribution of a particular mode given by the proximity of the forcing frequency
to the natural frequency and the amount of damping present in the system. The response is
dominated by modes close to the excitation frequency and therefore the modal series is
often truncated to reduce computation. Modal superposition methods can only be applied
in application with a harmonic excitation; otherwise the response becomes non-linear and
cannot be solved using the eigenvalue extraction approach.
The results from a forced harmonic analysis can be used to determine whether the
displacement of a particular structure is within acceptable limits. By calculating the stress
induced by the vibration it is also possible to predict the fatigue life of a particular
component.
 Frequency based analysis perform eigenvalue extraction to calculate the natural
frequencies and corresponding mode shapes of a ‘free system’ (i.e. with no time dependent
loads applied).
Modal-dynamic analysis is transient in nature. They give the response for the model
as a function of time where a cyclic (sinusoidal) load is applied to the structure. Modal-
dynamic analysis is also referred to as forced harmonic response analysis. Complex
displacements and phase angles are evaluated and deflection & stresses may be calculated
at specific times. This analysis type is formulated on the principle of modal superposition,
and so a natural frequency analysis must be carried out first. The modal amplitudes are
integrated through time & the response is subsequently evaluated. This analysis solution
must be linear in nature (in time domain), as superposition & eigenvalue extraction
techniques cannot be applied to non-linear time domain applications.

Summary
In chapter discussion about vibration, resonance and mode shapes is done. After
discussion it concludes that vibration becomes a concern when its amplitude grows large
to cause stress.
 CHAPTER – 4

FINITE ELEMENT METHOD

 CHAPTER – 4

FINITE ELEMENT METHOD

This chapter gives brief introduction of Finite Element method and Msc Nastran a
FEM software package

4.1. Introduction
The digital computer has exerted a most profound impact on the engineering and
scientific communities. The finite element method implemented on a computer in the form
of general-purpose program provides a broad foundation for engineering analysis. To
heighten the understanding of the behavior of the structure or a machine component, the
analyst has at his disposal three standard tools,
1. Analytical methods.
2. Numerical methods.
3. Experimental techniques.
Analytical methods provide quick and close form of solutions, but they treat only
simple geometries and capture only the idealized structural theory. Using the experimental
techniques, representative or full-scale models can be tested. Experimentation is costly,
however both in terms of the test facilities the model instrumentation and the actual test.
Relative to analytical methods numerical methods require very few restrictive
assumptions and can treat complex geometries. They are far cost effective than
experimental techniques. The current interest in the engineering community for
development and application of computational tools based on numerical methods is
thereby justified. The most versatile numerical method in the hands of engineers is Finite
element method (FEM).

4.2. Basic Concept

It is appropriate to give here an outline of the widely used finite element method
for the analysis of solids and structures. The structure or machine component under
consideration is discretised as assemblage of finite elements of different types (one, two,
three dimensional, beam, plate and shell elements) of different shapes (triangular,
quadrilateral, tetrahedron, pentahedral etc) and orders (linear, quadratic, cubic etc). These
elements are interconnected at their nodes. The finite element model is analyzed using the
basic rules of solid and structural mechanics, namely equilibrium of forces and
compatibility of displacements. The displacement field within each element is
approximated in terms of the nodal displacements using interpolation functions known as
shape functions. Using the assumed displacement function the strain field, the stress field
and finally the strain energy stored in the elements can all be expressed in terms of nodal
displacements. The total potential energy of the body is calculated as the sum of the strain
energy of the elements plus work potential of the externally applied loads. Minimization
of the potential energy function with respect to the nodal displacement results in a system
of algebraic equations. Solutions to these equations provide the nodal displacement. The
strains and stresses at any point within each element are then calculated using the now
known displacements. The above finite element procedure of artificially subdividing the
given continuum into convenient sub domains and assuming separate displacement
functions for each can be termed piecewise Rayleigh-Ritz procedure.
Consider an elastic rod of uniform cross sectional area A and length L, connecting
grid points one and two as shown in Figure. 4.1 The rod is subjected to an axial load and is
in static equilibrium.

Figure.4.1 Extensional elastic rod

X=0

1 L 2

F1 F2

U1 U2

Axial translations U1 and U2 are the only permitted displacements at grid points 1
and 2. Thus this element is said to have two degree of freedom. The goal is to find an
equation relating force to displacement for each degree of freedom. For static equilibrium,
summing forces in x- direction requires
Σ Fx = F1 + F2 = 0 Or
F2 = −F1
Assume that the rod changes length by an amount dL due to axial load, strain in the rod
εx can be related to displacement by the definition of simple strain.
d L U2 − U1
εx = =
L L
Assume that the material of the rod is homogeneous, isotropic and linear. For such a
material axial strain εx is related to axial stress σ x by
σ x = E εx
By definition, axial (normal) stress is given by axial force divided by area. Thus,
− F1
σ x (GRID1) =
A
− F2
σ x (GRID2) =
A
From above equations following relation is obtained.
[F] = [K] [U]
Where,
[K] = Element stiffness matrix
[F] = Vector of forces
[U] = Vector of unknown displacements resulting from [F]
Each type of element has its own elemental stiffness matrix. Stiffness matrices for more
complex elements (general beams, plates and solids) are determined using procedures
based on energy principles.

4.3. Need for Finite Element Method

 Design and analysis
 Computer simulations
 FEM/FEA is the most widely applied computer simulation method in engineering
 Closely integrated with CAD/CAM applications

4.4. FEM in Structural Analysis

Procedures
 Divide structure into pieces (elements with nodes)
 Describe the behavior of the physical quantities on each element
 Connect (assemble) the elements at the nodes to form an approximate system of
equations for the whole structure
  Solve the system of equations involving unknown quantities at the nodes (e.g.,
displacements)
 Calculate desired quantities (e.g., strains and stresses) at selected elements

Computer Implementations
 Preprocessing (build FE model, loads and constraints)
 FEA solver (assemble and solve the system of equations)
 Post processing (sort and display the results)

4.5. Applications of FEM in Engineering

 Mechanical/Aerospace/Civil/Automobile Engineering
 Structure analysis (static/dynamic, linear/nonlinear)
 Thermal/fluid flows
 Electromagnetic
 Geomechanics
 Biomechanics

4.5.1. Available Commercial FEM Software Packages

 ANSYS (General purpose, PC and workstations)
 SDRC/I-DEAS (Complete CAD/CAM/CAE package)
 NASTRAN (General purpose FEA on mainframes)
 ABAQUS (Nonlinear and dynamic analyses)
 COSMOS (General purpose FEA)
 ALGOR (PC and workstations)
 PATRAN (Pre/Post Processor)
 HyperMesh (Pre/Post Processor)
 Dyna-3D (Crash/impact analysis)

4.6. Finite Element Solver MSC/Nastran

4.6.1 Introduction
MSC/NASTRAN is the industry’s leading general-purpose finite element computer
program. MSC/NASTRAN has proven its accuracy and effectiveness over and over. It has
remained the leading FEA program by constantly evolving to take advantage of the latest
analytical capabilities and algorithms for structural analysis.
 MSC/NASTRAN offers a wide variety of analysis types, including linear static,
normal modes, buckling, heat transfer, dynamics, frequency response, transient response,
random response, response spectrum analysis, and aero-elasticity. Virtually any material
type can be modeled, including composites and hyper elastic materials.
MSC/NASTRAN is written primarily in FORTRAN and has over a million lines of
code. MSC/NASTRAN is composed of a large number of building blocks called modules.
A module is a collection of FORTRAN subroutines designed to perform a specific task
such as, processing model geometry, assembling matrices, applying constraints, solving
matrices, calculating output quantities, conversing with the database, printing the solution,
and so on. An internal language called the Direct Matrix Abstraction Program (DMAP)
controls the modules.

4.7. Finite Element Model using NASTRAN

An overview of the various categories of information needed to create a finite
element model is as follows
:
4.7.1. Coordinate System
MSC/NASTRAN has a built-in rectangular Cartesian system called the basic
coordinate system, also called the default coordinate system

4.7.2. Model Geometry

Model geometry is defined in MSC/NASTRAN with grid points. A grid point is a
point on or in the structural continuum to which finite elements are attached. A simple
model may have only a handful of grid points; a complex model may have many tens or
thousands. The structure's grid points displace with the loaded structure. Each grid point
of the structural model has six possible components of displacement: three translations (in
the x-, y-, or z-directions) and three rotations (about the x-, y-, or z-axes). These
components of displacement are called degrees of freedom (DOFs).

4.7.3. Finite Elements

Once the geometry of the structural model has been established, the grid points are
connected by finite elements. A thorough understanding of the nature of the structure is
required to properly choose the type and quantity of elements-no finite element program
can independently decide the above factors.
 MSC/NASTRAN has an extensive library of finite elements covering a wide range of
behavior. Overview of some of the elements is given below:
 Line elements
• Beam element (CBEAM): The beam element is defined with a CBEAM entry and
its properties are defined with a PBEAM or PBCOMP entry. The beam element
includes extension, torsion, bending in two perpendicular planes and the associated
shears.
• Bar element (CBAR): The bar element is defined with a CBAR entry and its
properties are defined with a PBAR entry. The bar element is one-dimensional
bending element which is prismatic, and for which the elastic axis, gravity axis and
shear center all coincide.
• Bend element (CBEND): The bend element is defined with a CBEND entry and its
properties are defined with a PBEND entry. The bend element is a one-
dimensional bending element with a constant radius of curvature. The bend
element may be used to analyze either curved beams or pipe elbows. The bend
element includes extension, torsion, bending in two perpendicular planes, and the
associated transverse shear.
• Rod element (CROD, CONROD, and CTUBE): The rod element is defined with a
CROD entry and its properties with a PROD entry. The rod element includes
extensional and torsional
• Properties. The CONROD entry is an alternate form that includes both the
connection and property information on a single entry. The tube element is defined
with CTUBE entry, and its properties with a PTUBE entry.
 Surface elements
• Shear panel element (CSHEAR): The shear panel element is defined with a
CSHEAR entry and its properties with a PSHEAR entry. A shear panel is a two
dimensional structural element that resists the action of tangential forces applied to
its edges, and the action of normal forces if effectiveness factors are used on the
alternate form of the PSHEAR bulk data entry.
• Shell element (CTRIA, CQUAD): MSC/NASTRAN includes two different shapes
of isoparametric shell elements (triangular and quadrilateral) and two different
stress systems (membrane and bending). There are in all a total six different forms
of shell elements that are defined by connection entries as follows:
 CTRIA3: isotropic triangular element with optional coupling of bending and
membrane stiffness.
  CTRIA6: isotropic triangular element with optional coupling of bending and
membrane stiffness and optional mid-side nodes.
 CTRIAR: isotropic triangular element with no coupling of bending and membrane
stiffness the membrane stiffness formulation includes rotation about the normal to
the plane of the element.
 CQUAD4: isotropic quadrilateral element with optional coupling of bending and
membrane stiffness.
 CQUAD8: isotropic quadrilateral element with optional coupling of bending and
membrane stiffness and optional mid-side nodes.
 CQUADR: isotropic quadrilateral element with no coupling of bending and
membrane stiffness the membrane stiffness formulation includes rotation about the
normal to the plane of the element.
The properties for the above elements are defined on the PSHELL or PCOMP
entry. Anisotropic material may be specified for all shell elements. Transverse shear
flexibility may be included for all bending elements on an optional basis.
• Conical shell element (RINGAX): The properties of the conical shell elements are
assumed to be symmetrical with respect to the axis of the shell. The conical shell
element cannot be combined with other types of elements. The geometry of a
problem using the conical shell element is described with RINGAX entries instead
of GRID entries.
 Solid elements
MSC/NASTRAN includes three different solid polyhedron elements,
which are defined on the following bulk data entries.
 CTETRA: Four sided solid element with 4 to 10 grid points.
 CPENTA: Five sided solid element with 6 to 15 grid points.
 CHEXA: Six sided solid element with 8 to 20 grid points.

4.7.4. Loads
MSC/NASTRAN is capable of simulating a variety of loads; some of them being:
• Concentrated forces and moments.
• Distributed loads on bars and beams.
• Pressure loads on plate and solid surfaces.
• Gravity loads-for example, the response of a structure to its own weight.
• Loads due to acceleration.
 • Enforced displacements.

4.7.5. Boundary Conditions

Structures respond to loads by developing reactions at their point or points of
constraint. In most cases, boundary conditions are modeled in MSC/NASTRAN by
constraining appropriate degrees of freedom to zero displacement.

4.7.6 Material Properties

MSC/NASTRAN can model a wide range of material properties. The material
property definition entries are used to define the properties for each of the materials used
in the structural model.
 The MAT1 entry is used to define the properties for isotropic materials and may be
referenced by any of the structural elements.
 The MAT2 entry is used to define the properties of anisotropic materials for
triangular and quadrilateral membrane and bending elements. The MAT2 entry
specifies the relationship between the inplane stresses and strains. It may also be
used for anisotropic transverse shear.
 The MAT3 entry is used to define the properties for orthotropic materials used in
the modeling of axisymmetric shells. This entry may only be referenced by
CTRIAX6 entries.
 The MAT8 entry is used to define the properties of orthotropic materials used in
the modeling of quadrilateral and triangular shell elements for composite
structures.
 The MAT9 entry is used to define the properties of anisotropic materials for the
CHEXA, CPENTA, and CTETRA elements.

4.8 MSC/NASTRAN input file

The MSC/NASTRAN input file may be created by using either a finite
element pre-processor or by inputting manually the required data. The input file consists
of five distinct sections; namely
NASTRAN Statement …… Optional
File Management Statements …… Optional
Executive Control Statements …… Required Section
CEND …… Required Delimiter
 Case Control Commands …… Required Section
BEGIN BULK …… Required Delimiter
Bulk Data Entries …… Required Section
ENDDATA …… Required Delimiter

4.8.1 NASTRAN Statement

The NASTRAN statement is optional and is used to modify certain operational
parameters (also called system cells). Examples include aspects of working memory,
data-block size, data-block parameters, machine specific issues, numerical methods, etc.
The NASTRAN statement is not needed in most runs.

4.8.2. File Management Section

The File Management Section (FMS) is also optional, it is used primarily to attach
or initialize MSC/NASTRAN databases and FORTRAN files.

4.8.3. Executive Control Section

The primary function of this section is to specify the type of analysis to be
performed.

4.8.4 Case Control Section

Entries in the Case Control Section are called commands. The Case Control
Section is used to specify and control the type of analysis output required.
Eg. DISPLACEMENT = ALL, SPCFORCE = n, STRESS = NONE
Case Control commands also manage sets of Bulk Data input, define analysis sub cases
and select loads and boundary conditions.

4.8.5 Bulk Data Section

Bulk Data entries contain everything required to describe the finite element model-
geometry, coordinate systems, finite elements, element properties, loads, boundary
conditions, and material properties. The last entry in this section is the ENDDATA
command.

4.9. MSC/NASTRAN Output Files

 The various files created by MSC/NASTRAN on the submission of an input file
(*.dat) upon successful execution of the job are:
*. BALL Contains permanent data for database runs.
*. F04 Contains database file information and a module execution summary.
*. F06 Contains the MSC/NASTRAN analysis results.
*. LOG Contains system information and system error messages.
MASTER and DBALL files can be automatically deleted (scratched) upon completion of
the run by adding the statement SCR=YES to the execution command

Conclusion
In this chapter a brief introduction to Finite Element Model is presented. Relative to
analytical methods numerical methods require few assumptions can treat complex
geometries. They are cost effective than experimental techniques. The most versatile
numerical method is Finite element method. Implementation of Finite Element Method for
structural analysis is possible due to emergence of fast computing technologies. MSC
Nastran is one of the available commercial Finite Element software and is accurate and
effective software. It offers wide variety of analysis types, including linear static, normal
modes, buckling, heat transfer, dynamics, frequency response, etc.
 CHAPTER – 5

FINITE ELMENT MODEL

5.1. Introduction
In chapter-4 we have studied about Finite Element Method and Solver Finite
Element MSC/Nastran. This chapter contains detailed model geometry, type of element
and number of nodes and elements used for analysis.

PRO/ENGINEER
Pro/ENGINEER (Pro/E for short) is a commercial CAD/CAM package that is
widely used in industry for CAD/CAM applications. It is one of the new generation
of systems that not only over a full 3-D solid modeller, in contrast to purely 2-D
and surface modellers, but also parametric functionality and full associativity. This
means that explicit relationships can be established between design variables and
changes can be made at any point in the modelling process and the whole model is
updated.
The method of constructing a model of an object is very similar to that followed in
the production of a physical component. For example the manufacture of the shaped
block in Figure 1 would start with the choice of construction environment, the
selection of a piece of stock material followed by a series of manufacturing processes,
e.g. milling, drilling, welding/sticking. Pro/E has direct analogues for most of these
operations as various types of FEATURES which can be combined to generate a
complete representation of a PART, Pro/E's terminology for a single component.
Features fall into three main categories, Construction, Sketched and Pick/Placed.
FEATURES

CONSTRUCTION FEATURES
These features are purely used as an aid to the construction of the part, a number
of various forms are available the most commonly used are the:
Csys Coordinate systems which aid in the orientation of additional features and the
assembly of the part in to subsequent assemblies. CSYS feature is normally
the _rst feature in a part de_nition and is used as the basis for the placement
of all subsequent features.
Datums These are an extension of the idea of construction lines as used on a
traditional drawing. The most used type is a DATUM PLANE which allows a
2-D reference plane to be de_ned in space. Additional forms include DATUM
AXES, DATUM POINTS and DATUM CURVES. It is normal to add three
DEFAULT datum planes, immediately after the initial coordinate system, to
e_ectively generate default x-y, x-z and y-z planes.
SKETCHED FEATURES
These features are so named because they all involve the use of the SKETCHER
mode within ProE, (see below for more details on its use). The main features that
use this functionality are:
Protrusion Using this feature material can be added to/removed from a part by sketching
a cross-section and then extruding/revolving/sweeping the section to produce
a 3-D solid/cut. A solid protrusion is normally the _rst non-constructional
feature in a part, and is used to produce the base solid entity of the part. In
the material removal mode the action is similar to a turning, saw or milling
cut.
Rib This allows the user to produce a thin rib or web. This is a limited version of
the protrusion function.
PICK & PLACE FEATURES
Pick and place features tend to refer to simple or standard operations, e.g. the
production of HOLES, ROUNDS and CHAMFERS. The action to produce the
required e_ect has been preprogrammed into ProE, thus requiring the user to
indicate the position of the operation on the existing model.
MODIFICATION OF FEATURES
The parametric nature of ProE means that the modi_cation of features is relatively
easy, individual features can be selected and the associated parameters/dimensions
6
changed. However, it should be noted that ProE produces a HISTORY based model
in which features can be dependant on one or more previous features for their
de_nition, e.g. a chamfer on an edge generated by a cut or protrusion. These
PARENT-CHILD dependencies mean that when a parent feature is modi_ed its
children are automatically revised to reect the changes. N.B. Care should be taken
not to remove references used by child features.

5.2. Model Geometry

The rear axle housing is modeled using PRO/ENGINEER modeling software.
All the major components are built using curves, surfaces and volumes. The model is
exported to hypermesh for meshing. The meshed model is taken to Patran for application
of boundary conditions and material properties. The structure has been analyzed for two
conditions of slot thickness and results are presented as follows.
Figure 5.1 shows built up model of PRO/ENGINEER software imported to
Patran. The member is having a total length of 1.2 m with cross sections. Most of the
structure is made of 4.5 mm thick sheet. In the dome region thickness is around 2mm. The
thickness is changed to around 6.5 at the axle ends. A Thin groove is provided in the
structure for alignment. But this region is the more stress concentration region.
Figure 5.2 shows Sectional view of the member. Differential with rear axle will be
housed in the above structure.

5.3. Finite Element Model

Figure 5.3 shows fine meshed with quad elements rear axle housing in Hypermesh.
A total of 21089 nodes and 20964 elements are used. The structure is divided into
components and meshed. The above colors shows components created for meshing of the
object. Shell elements are used for meshing of the object.
FIGURE NO.5.1 FRONT VIEW OF REAR AXLE HOUSING

Figure No. 5.2 Sectional view of Rear Axle Housing

 .

Figure No. 5.3 Finite Element model of Rear Axle Housing

Conclusion
 This chapter defines the model geometry, and both front view and c/s view of model
with dimensions are presented. Also meshed model is shown with all information.

CHAPTER – 6

STATIC ANALYSIS

6.1. Introduction
In chapter-4 discussion regarding Finite Element Method and Finite Element
Solver MSC/Nastran is carried out and in chapter-5 details regarding Finite Element
model is presented. This chapter presents details regarding assumptions made, material
properties and boundary conditions applied for analysis

6.2. Assumptions
 The load is distributed as uniformly distributed load
 Torsion load effect on rear axle housing is neglected
 Frictional effects in transferring the loads are neglected.

6.3. Material Properties

Properties of material used for the problem are given in table 6.1. The material used is
steel (c-45).
 Table 6.1. Material Properties

Material Properties for C - 45

Modulus of Elasticity [N/mm2] 206*103

Poisson's Ratio 0.3
Density(kg/mm3) 7.8E-6
Yield Stress 353 Mpa

Permissible Stress 140 Mpa

6.4. Boundary conditions

Figure No.6.1 Rear Axle Housing with boundary conations

Figure 6.1 shows boundary conditions of the structure. The leak test load of 10000
N is converted to distributed load (pressure) and applied on he top surface bottom is
supported. The surface area of load applied is 1865 mm2 the red color shows applied
pressure boundary conditions.

Conclusion
In this chapter information regarding assumptions made, material properties and
boundary conditions required for analysis is presented.

CHAPTER – 7

RESULTS AND DISCUSSION

7.1. Introduction
The geometry of rear axle housing is modeled in chapter 5 and analyzed in chapter
6. The static and dynamic analysis is carried out with the boundary conditions of a load of
10000N is applied at the top surface and the bottom surface is constrained, for the rear
axle housing, static analysis is done for following cases.

1. Von-mises Stress analysis of rear axle housing with uniform thickness of 4.5mm.
2. Von-mises Stress analysis of rear axle housing with a groove of thickness 2.5mm
at the center through out length.
3. Deformation of rear axle housing with uniform thickness of 4.5mm.
4. Deformation of rear axle housing with a groove of thickness 2.5mm at the center
through out length.
5. Von-mises Stress analysis of dome.
6. Von-mises Stress analysis of axle ends.
7. Von-mises Stress analysis of loading region.
8. Von-mises Stress analysis of groove region with 4.5mm thickness.
9. Von-mises Stress analysis of groove region with 2.5mm thickness.
 In chapter 8 discussions regarding dynamic analysis (modal analysis) is done to find
the natural frequency of the system to avoid resonance conditions in the operations.

7.2 Results and Discussion

Figure No. 7.1 Von-mises Stress distribution of axle housing with uniform thickness of
4.5 mm

Case 1. Von-mises Stress analysis of rear axle housing with uniform thickness of
4.5mm.
 The von-mises stress is plotted for the rear axle housing subjected to load of 10000N
applied at top surface. The load (pressure) is distributed uniformly at the top surface with
area of 1865 mm2. The bottom surface is constrained.
The figure 7.1 shows the distribution of von-mises stress. From the figure 7.1 it is
clear that the von-mises stress is observed to be maximum near to the dome and top
surface. As we move to away from the dome the magnitude of the stress decreases to
wards the axle end and bottom surface.
The maximum stress of 27.8 Mpa is developed near dome region and a minimum
stress of -3.10 Mpa is developed at the axle ends as it is away from loading region. At the
dome region stress varies between 1.85 Mpa to -3.10 Mpa. The stress level around groove
region varies between 7.42 Mpa t0 5.56 Mpa.

Figure No. 7.2 Von-mises Stress distribution with a groove of thickness 2.5 mm

Case 2. Von-mises Stress analysis of rear axle housing with a groove of thickness
2.5mm at the center through out length.
The figure 7.2 shows the distribution of von-mises stress with a groove thickness of
2.5mm. The groove is made at the center of housing throughout the length for alignment
purpose. The analysis is made to find the effect of this groove on the structure.
The figure 7.2 shows the distribution of von-mises stress. From the figure 7.2 it is
clear that the von-mises stress is observed to be maximum near to the dome and top
surface. As we move to away from the dome the magnitude of the stress decreases to
wards the axle end and bottom surface.
The maximum stress of 28.1 Mpa is developed near dome region and a minimum
stress of -3.10 Mpa is developed at the axle ends.
On comparison of case 1 and case 2 a slight increase of stress from 27.8 Mpa to 28.1
Mpa is observed near the loading region. So effect of groove is almost negligible.

Figure No. 7.3 Deformation of rear axle housing with uniform thickness of 4.5 mm

Case 3. Deformation of rear axle housing with uniform thickness of 4.5 mm

The deformation result is plotted for the rear axle housing subjected to load of
10000N applied at top surface. The load (pressure) is distributed uniformly at the top
surface with area of 1865 mm2. The bottom surface is constrained.
 The figure 7.3 shows the deformation results. From the figure 7.3 it is clear that the
deformation is observed to be maximum near to the dome and top surface. As we move to
away from the dome the magnitude of the deformation decreases to wards the axle ends.
Fig 7.3 shows maximum displacement of 0.0239 mm due to the applied leak test
load, and minimum displacement of -5.12*10-9 mm is observed near the axle ends. At the
axle end the deformation value is 0.00159 mm and at the dome region deformation varies
from 0.00637 mm to 0.00478 mm.

Figure No. 7.4 Deformation of rear axle housing with groove of thickness of 2.5 mm

Case 4. Deformation of rear axle housing with a groove of thickness 2.5 mm at the
center through out the length.
The figure 7.4 shows the deformation results with a groove thickness of 2.5mm.
The groove is made at the center of housing throughout the length for alignment purpose.
The analysis is made to find the effect of this groove on the structure.
From the figure 7.4 it is clear that the deformation is observed to be maximum near
to the dome and top surface. As we move to away from the dome the magnitude of the
deformation decreases to wards the axle ends.
 Maximum deformation is 0.0243mm near the dome region, and minimum
deformation is -3.96*10-9 mm
On comparison of case 3 and case 4 a slight increase of deformation value from
0.0239 to 0.0243 is observed near the loading region. So effect of groove is almost
negligible.

Figure No. 7.5 Von-mises Stress distribution in the dome region

Figure No. 7.6 Von-mises Stress Distribution In The Axle Ends

 Figure No. 7. 7 Von-mises Stress Distribution in the Load Region

Case 5, 6 and 7. Von-Mises Stress Distribution In Different Parts.

In this section von-mises stress distribution in different parts of housing are
discussed.
 Figure 7.5 shows von-mises stress in the dome region dome provides housing for
differential unit. Maximum stress is around 7.62 Mpa which is observed between the
junctions to rear axle housing tapered region.

Figure 7.6 shows von-mises stress results for the end region. Here stress is very
small ( around 0.161 Mpa) since it is away from the loading region and also thickness is
more on this region.

Figure 7.7 Shows von-mises stress results in the loading region (top surface).
Maximum stress can be observed in the loading region which is around 27.8 Mpa.
Minimum stress can be observed at the end region toward axle end.

Figure No. 7.8 Vonmises Stress In The Groove Region With 4.5 mm Thickness
 Figure No. 7.9 Von-mises Stress in the Notch Region with 2.5 mm Thickness

Case 8. Von-mises Stress analysis of groove region with 4.5mm thickness.

The von-mises stress is plotted for the groove region of rear axle housing with
thickness of 4.5 mm. The axle housing is subjected to load of 10000N applied at top
surface. The load (pressure) is distributed uniformly at the top surface with area of 1865
mm2. The bottom surface is constrained.
The analysis is carried out to study the effect of this region thickness on stress
generation will be considered. The result shows the structure is very safe as the stress is
with in the working range.
The stress in the groove region is shown in Fig 9.8. Since thickness is considered
equal to 4.5 mm not much stress is observed in this region. The max stress is 7.14 Mpa
and minimum stress is 0.0682 Mpa.

Case 9. Von-mises Stress analysis of groove region with 2.5mm thickness

The von-mises stress is plotted for the groove region of rear axle housing with
thickness of 2.5 mm, situated at the center and is spread over the length of housing as
shown in Figure 1.1.
The stress in the slot is region is shown in fig 9.9. Since thickness is small (2.5 mm), the
stresses are appreciable in this region. The problem has been carried out to find the effect
of this slot on the leak test condition of the structure. The maximum stress is 18 Mpa and
minimum stress is 0.0681 Mpa.

But the result shows the structure is very safe as the stress is with in the working range.
Comparing the results of case 8 and case 9 maximum stress increases from 7.14 Mpa to
18 Mpa, that means if the groove thickness changes from 4.5 mm to 2.5 mm the stress
increases by 60%.

The above analysis results shows structure is very safe even under lesser slot thickness,
as the developed stresses are well with in working range of stress. So problem is safe.

Summary
In this chapter results for different cases are plotted and discussion on each case is
made. Here axle housing is analyzed for two conditions first with uniform housing
thickness of 4.5 mm and next with a groove at the center of thickness 2.5 mm which
spread throughout length of housing. From analysis it is concluded that variation of stress
is negligible and within working range when groove is considered. If stress distribution in
groove region is considered stress level increases by 60% compared with uniform
thickness of housing but the stress is within working range.
 CHAPTER – 8

MODAL ANALYSIS
8.1. Introduction
In the previous chapter discussion has been made on static analysis, eligibility of the
static strength of rear axle cannot prove that it will never break. In reality, the rear axle
housing is loaded with kinds of stimulations, which result in breakages such as resonance,
fatigue etc. It is very significant to analyze dynamic characteristic for the chosen design of
rear axle housing. Therefore in this chapter Modal analysis of rear axle housing is
performed.

Normal modes analysis computes the natural frequencies and mode shapes of a structure.
The natural frequencies are the frequencies at which a structure will tend to vibrate if
subjected to a disturbance.

Modal analysis is carried out to find the natural frequency of the system to avoid
resonance conditions in the operations. Maximum frequency of operation in leak testing
(Ch 1.2) using the machine is 8 Hz. So the system should have above this value to avoid
resonance conditions. Normal mode analysis is carried out using Patran-Nastran software
after applying proper boundary conditions.

Msc-Nastran has been used as the solver to run FEA modal analysis. Geometrical models
are developed through PRO/ENGINEER and are exported as IGES files to
Hypermesh and then to Nastran. Since in modal analysis the mass of the model plays an
important role, it is necessary to work with the whole model. Due to this, several
simplifications have been made in the geometrical model in order to minimize the
computational cost, as for example eliminate fillet radius, draft angles, etc.

The frequencies for first five mode shapes are given in table 8.1

Table 8.1 – Natural frequencies of the system

Mode Natural Frequencies Hz

1 12.1

2 20.56

3 28.663

4 35.184

5 38.112

Table 8.1 shows natural frequency of the system is above the maximum applied
frequencies. So System will work properly with out any resonance nature.

8.2. Mode Shapes

Figure No. 8.1 Mode shape 1

Figure No. 8.2 Mode Shape 2

Figure No. 8.3 Mode Shape 3

Figure No. 8.4 Mode Shape 4
 Figure No. 8.5 Mode Shape 5

Fig 8.1 shows 1st mode shape for the natural frequency. Mode shape is the
deformation of the structure under the particular natural frequency. The above mode
shows vertical natural of vibration with reference to its axis. The natural frequency for this
mode is 12.1Hz and maximum deformation is 0.614mm near to dome region.
Mode shape for the 2nd natural frequency is in Fig 8.2. This shows flexural mode of
vibration at this frequency. The natural frequency for this mode is 20.56Hz and maximum
deformation is 0.506mm at the edge of top surface.
Fig 8.3 mode shows twisted nature of the vibration at this frequency. Since here no
damping conditions are assumed for natural frequency estimation, the obtained
deformation values are useful to give nature of vibration at that frequency rather then
vibration amplitude. The natural frequency for this mode is 28.6Hz and maximum
deformation is 0.664mm.
Fig 8.4 shows torsional mode of the system at this frequency value of 35.184 Hz.
The nature of animation helps us to provide some kind of arrest to prevent the member to
move in that direction. The natural frequency for this mode is 35.184Hz and maximum
deformation is 1.09mm.
 Fig 8.5 shows maximum amplitude of vibration at the dome section. All these mode
are tentative values rather then actual values. The natural frequency for this mode is
38.112 Hz and maximum deformation is 2.55 mm.

8.3. Validation of Results

Modal analysis capacity of Nastran is demonstrated by a known example due to
complexity involved in estimating natural frequencies of live systems which are made of
many elements. Generally complex live systems are validated by experimental methods
using Tachometers (Single Reed and Multiple Reed). Here a problem of 5meter height
and 1X1 m cross section member with density equals to 7800 Kg/m3 and Young’s
Modulus=200Gpa. Natural frequency due to self weight can be estimated as
fn =( 1/2∏ ) sqrt(3K/M) [1]
Here K= AE/L for axial vibration
K=1x200x109/5 = 40x10 9 N/m
M= density*volume=7800x5x1x1=39000 Kg
fn = ( 1/2∏ )sqrt(3x40x109/39000) =279.19 Hz

Nastran Result
Figure No. 8.6 Natural Frequency And Mode Shape
 Fig 8.6 shows Patran – Nastran results for the above said model data. Generally 3
dimensional results depend on number of elements. Here solution is 293.28 Hz against the
theoretical value of 279.19 Hz.
Error is around 5%.
((293.28-279.19)/279.19).=0.05

Summary
In this chapter different mode shapes are presented and discussed. From discussion
axle housing is safe during leak testing. Also result validation is carried out.

CHAPTER – 9

CONCLUSIONS
The Rear Axle Housing has been built using PRO/ENGINEER modeling software. The
model has been imported to Hypermesh in IGES format. The meshed model has been
exported to Patran for application of boundary conditions and execution. The problem has
been solved for two conditions of slot thickness. Initially problem is solved for 4.5 mm
uniform thickness to verify stress condition. Next the problem is solved with groove
region of thickness equal to 2.5. A Total leak testing load of 10000 N is applied as
distributed Pressure on the top surface of area 1865 mm2. The bottom of the structure is
supported for this load. For the two conditions of thickness of strip, the results are
presented for Von-mises, and Deformation. The results show marginal reduction in stress
and deformation results by varying the thickness along the strip. But the structure is safe in
both the cases from Von-mises. The modal is further tested for natural frequency
conditions to avoid the resonance conditions and results are presented. All the relevant
pictures are presented. A theoretical validation also carried out to demonstrate the ability
of Patran-Nastran software in solving the engineering problem with very near accuracy.

SCOPE FOR FURTHER WORK

 • The Structure can be further tested for dynamic conditions of loads
• The strip thickness can be optimized for better results
• The member can be tested for actual vertical loads from transmission
• The usage composite members can be checked for better results and light weight
• The support conditions can be varied and checked for better stress and deformation
results.

REFERENCES
1. Hong Su, (2000), “Automotive CAE Durability Analysis Using Random Vibration
Approach”, CAE Tools and Methods Group Advanced Technology Office, Visteon
Corporation.

2. Badiola, Virginia, Pintor, Jesús María, Gainza, Gorka “Axle Housing And Unitize
Bearing Pack Set Modal Characterisation” Dana Equipamientos S.A., España, Universidad
Pública de Navarra, Dpto. Ingeniería Mecánica, Energética y de Materiales, España,
Centro de Innovación Tecnológica de Automoción de Navarra (CITEAN), España-
F2004F461

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