Systematic FEA Study of Passenger Car Exhaust System Using

Radioss
S. Rajadurai
Head – R&D
N.Suresh
Sr. Engineer - CAE
Sharda Motor Industries Ltd
Sharda Motor Industries Ltd
P12, 1st Avenue, Mahindra World City,
P12, 1st Avenue, Mahindra World City,
Chengalpattu Taluk,
Chengalpattu Taluk
Chennai – 603002, TamilNadu
Chennai – 603002, TamilNadu
srajadurai@shardamotor.com
sureshnatarajan@shardamotor.com

Abstract

This paper summarizes the systematic FEA study of exhaust system for passenger car and explaining about the
usage of Altair’s Pre-processing tool HyperMesh,solver RADIOSS and Post-processor tool HyperView for
performing different kind of analysis to validate the design. Today’s exhaust system are developed to deliver
minimum noise,emissions,maximum durability,packaging,safety,flow rates,lower system restriction, high
temperature compatibility, Corrosion resistance, easy serviceability and cost effectiveness.The exhaust system
has various attributes including vibration,acoustics,thermal distribution and durability, flow and power loss in
addition to its interface with vehicle.

Introduction

An exhaust system defined from exhaust manifold to tail pipe consists of Y-pipe, connecting pipe, catalytic
converter,resonator,muffler,tail pipe, hanger rod and rubber isolators. The fundamental purpose of exhaust
system is to route the exhaust gases from the engine and keep the gases from entering the passenger
compartment. Vibration is transferred from engine to exhaust system, and then transferred to body structure.
The flex decoupler is used to reduce the vibration transferred from engine to exhaust system, and the hanger
isolator is used to reduce the vibration transferred from exhaust system to body. The flow from engine moves in
exhaust at very high temperature, especially in the hot end. For exhaust, the high temperature will influence
material properties and thermal stress will be combined with structural stress to produce higher stress
distribution.

CAE is a powerful tool for improving durability performance of exhaust components, helps to explore many
possible design options, reduces product development time and cost. Most cracks in durability testing originate
in notches, welds or spot welds and joints. In order to achieve optimum design, virtual analytical CAE
experiments are performed.

Structural Modal analysis

Exhaust system modes are critical for exhaust dynamic analysis. A normal modes analysis should be performed
to make sure that the frequencies of exhaust system does not line up with the frequencies of power train and
body. The same modal analysis is helpful to determine the hanger locations on the exhaust system based on the
nodal points shown in animated mode shape plots. This will minimize vibrational energy transferred to the
body. The modes to be excited will be above 20 Hz and most of the important modes to consider are below 150
Hz. The natural frequency and mode shapes are determined and compared with engine excitation frequency for
resonance. The natural frequency can be expressed as

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 Max.Engine rpm * Number of cylinder

Natural Frequency =

120

Vibration Analysis
The exhaust system receives vibration from engine and then transfers to the body structure through hangers. It is
important to understand exhaust system dynamic characteristics and the components sensitive to vibration are
flex decoupler and hanger isolator. The dynamic equation for the system can be expressed as follows:

[M] {X} + [C] {X} + [K] {X} = {F}

Where [M], [C], [K] are mass matrix, damping matrix and stiffness matrix respectively. {X} and {F} are
displacement and force vectors respectively.

The purpose of dynamic analysis is to determine the hanger force transferred to the body structure.
The force should be as low as possible and within some target, usually set up by different vehicle.

The excitation is critical in the analysis. The below excitation methods are

1) Large Mass method : The power train is assumed as huge mass and only rotation degree around X-
axis is free and other five degrees of freedom (DOF) are fixed. A certain amount of acceleration is
applied to the mass as system excitation. This method has limitation because power train information is
lost and its modes cannot be found.

2) Excitation on power train CG : The exhaust system is modelled with power train and is supported with
engine mount, so the excitation resource information and power train modes are kept.A moment around X-axis
with magnitude of 100,000 Nmm is applied on power train centre of gravity as an excitation. The general
criteria of dynamic force in hangers must be less than 10 N. i.e.

F hanger <= 10 N under condition

Mx Excitation = 100,000 N-mm

3) Road load excitation : It is same as second method in structure but at different load case.Here measured road
excitation has been considered i.e Acceleration Vs Frequency or Time data is used as dynamic load and stress
and displacement peaks are determined for the considered frequency range.This method can be used to simulate
and predict the actual response.

Force response is usually considered in 20 Hz to 150 Hz range. Frequencies below 20 Hz are not usually
considered. The reason is that lowest idle speed is usually above 600 rpm. The 1st order frequency as 600*1/60 =
10 Hz, 2nd order frequency as 20 Hz and 3rd order frequency as 30Hz.
The most important engine order for a six-cylinder engine as 3rd order. For four-cylinder engine, 2nd and 4th
orders dominate.

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FE Model development

The exhaust system components such as manifold flange, front pipe, close-coupled converter, flexible coupling,
under body catalytic converter, muffler and tail pipe are made of stainless steel of various grades such as SS409,
439,430,STAC and FE410. CAD model received from design department was checked properly for geometry
cleanup,mid surface extraction.FE model has been developed by using pre-processing software HyperMesh.
Majority of components are modelled with shell elements CQuad4,CTria3 and flanges are modelled with hexa
elements (CHexa).The connections between flange and bracket bolt holes are made with rigid elements i.e.
RBE2.The weld between each components are made with shell elements of uniform thickness as 3 mm.

Close coupled converter

Underbody converter

Flexible coupling Muffler

Tail pipe

Center pipe

Figure 1: CAD model of exhaust system

Figure 2: FE model of exhaust system

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 S.No Material Name Young’s modulus Poisson’s ratio Density

N/mm2 ton/mm3

1 SUS 409 2.08 E+5 0.31 7.6E-9

2 SUS 439 2.2 E+5 0.3 7.7 E-9

3 FE410 2.0 E+5 0.3 7.7 E-9

4 SACD 2.1 E+5 0.29 7.7 E-9

Table 1: Material properties

Modal analysis

Exhaust system modes are critical for exhaust dynamic analysis.A normal modes analysis should be
performed to make sure that the frequencies of exhaust system does not line up with frequencies of
power train and body.It is also helpful to determine the nodal points on the exhaust system.These
nodal points can be used as the locations where hanger rods can be attached to the exhaust
system.Most of the important modes to consider are below 150 Hz.The modes to be excited will be 20
Hz which will be discussed in dynamic analysis. Straight exhaust system is generally recommended
from modal analysis point of view because it has less modal density than a curved exhaust system.
Engine rated speed = 4000 rpm

Natural frequency = 4000/60 * 4/2 = 133.33 Hz

S No Modes Description Result frequency from FEA (Hz)

1 1st Mode Rotation of exhaust system about X- 14.34

axis

2 3rd Mode Vertical bending mode of exhaust 16.42

system

3 4th Mode Vertical bending mode of exhaust 17.14

system

4 6th Mode Translation of exhaust system about 18.79

Y-axis

5 7th mode Vertical bending mode of UFC,center 25.36

pipes and rotation of muffler about

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 X-axis

6 15th Mode Vertical bending mode of exhaust 59.77

system

7 21st Mode Twisting mode of exhaust system 103.86

8 26th Mode Vertical bending mode of exhaust 143.3

system

Table 2: Natural frequency and mode shape

Figure 3: Mode3 (16.42 Hz) Vertical bending mode

Figure 4: Mode6 (18.79 Hz) Translation mode

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 Figure 5: Mode26 (143.3 Hz) Vertical bending mode

Altair HyperMesh pre prosessing tool is used to develop the input deck for modal analysis and solved using
Radioss software. Altair’s HyperView is used to visualize the mode shape.In Modal analysis, natural frequency
and mode shapes are determined and compared with engine excitation frequency for resonance.The animated
mode shapes are used to check the behaviour of the components for the applied boundary condition.The modal
strain energy plots are used to determine the critical locations of failure and dynamic stresses are checked for its
yield limit under dynamic load from dynamic analysis.

Static analysis

In Static analysis,1G gravity load is applied in Z-direction (Vertical) to the whole model of exhaust
system with the known boundary condition.The hanger forces are to be determined along with
deflection and Von-mises stresses for the applied load. The area of interest from the above analysis is
that equal distribution of hanger forces because of its dual exhaust pipe.The worst case scenario has
been assumed as 10G load and Von-mises stresses,deflections are checked for its allowable limit and
also hanger forces.
Here Altair HyperMesh is used to apply materials,properties,loads and boundary condition.The output
request has been asked as SPC forces for determining hanger forces.

Figure 6: Displacement plot under static analysis

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 21.9 N

23.2 N 21.9 N

12.7 N

22.8 N
Figure 7: Locations of hanger forces

Hanger forces table

Node numbers Hanger forces (SPC forces) N

238736 1.27E+01
238738 2.28E+01
238737 2.32E+01
238739 2.31E+01
238740 2.34E+01
238742 2.21E+01
238741 2.19E+01
238743 2.19E+01
238744 2.20E+01

Figure 8: Von-mises stress plot

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Dynamic Analysis

Measured accelerations at the mountings of exhaust system have been the input to dynamic analysis.
It was difficult to use the time domain data directly for analysis because of large number of steps. The
acceleration time histories from proving ground had been filtered and examined to ensure that they
were stable and normally distributed in the interested frequency range.

Here the frequency range considered for dynamic analysis are up to 300 Hz because engine excitation
frequency as 133 Hz. The acceleration data has been assumed as 3G load varying with frequency and
applied as enforced acceleration. Along with enforced acceleration, a moment of 100,000 N-mm has
been applied at the power train centre of gravity as static preload.

Flexible coupling is used to isolate the vibration transferred from engine to exhaust system. In order to
isolate the engine vibration effectively, the decoupler should be placed as close to the power train roll
axis as possible. The isolation effectiveness is determined by the decoupler's stiffness and this
stiffness is very sensitive to hanger forces transferred to the body structure.

A moment of 100,000 N-mm and enforced

acceleration of 3G has been applied on
power train C.G.

Figure 9: Loads and Boundary condition for dynamic analysis

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 Figure 10: Stress results for frequency 40 Hz on pipe before muffler for dynamic analysis

Figure 11: Stress results for frequency 100 Hz under dynamic analysis

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 Figure 12: Displacement results for frequency 25Hz under dynamic analysis

Figure 13: Displacement results for frequency 40Hz under dynamic analysis

144 N
152.8 N

147 N
134 N
121 N 137 N

149.9 N
68.89 N

103.4 N

Figure 14: Hanger forces plot for frequency 25Hz under dynamic analysis

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 Figure 15: Von-mises Stress Vs Frequency graph Figure 16: Displacement Vs Frequency graph

Figure 17: SPC Forces (Hanger) Vs Frequency graph

The structural damping is considered for dynamic analysis as 6% (0.06).It has been observed from stress Vs
frequency graph that maximum stress peaks occurring in frequency as 25,30,40,45,100 Hz.

From Displacement Vs frequency graph that maximum peaks are observed in 25,30,35,45 Hz. Also
from hanger forces Vs frequency plot, maximum hanger forces occurring in frequency as 25 Hz. The
stresses, displacement and SPC forces below 20 Hz are to be ignored because lowest idle speed of
engine is usually above 600 rpm.

Results & Discussions

1) Exhaust system design is important for exhaust attribute performance. Ideally, the system should be designed
as a straight exhaust system, which is lower cost, less weight, less back pressure, power loss and better NVH
performance.

2) In this paper, Altair's pre-processing tool HyperMesh is used to develop the FE model of exhaust system
with rigid connections, application of loads and boundary conditions.RADIOSS Linear solver is used for

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 performing Modal, static and Frequency response analysis. The results from each analysis has been viewed
from post-processing tool HyperView and plots for stresses, displacements and hanger forces are taken.

3) It has been observed from Modal analysis mode shape table that critical modes are identified as
6,7,9,12,14,20,21. The modal frequency has been compared with engine excitation frequency and resonance
won't occur.

4) From Static analysis, it has been noted that equal distribution of hanger forces on center pipe,muffler front
and rear occurred which is our area of interest for the applied load 1G gravity load in vertical direction
(Z direction). The maximum Von-mises stresses are occurring in muffler rear hanger rod weld region where it
is welded to plate and flange surface connecting center pipe and rear pipes.

5) It has been observed from Dynamic frequency response analysis that the maximum stress peaks occurred in
frequency such as 25,30,35,45,100,120 Hz. The displacement peaks are observed from 25,30,40,50 Hz
frequency. Regarding SPC forces (Hanger forces), maximum peaks are occurring in 25,40,100 Hz.The stress
plots are shown in figure 10,11 and displacement plots are shown in Figure 12,13. The Von-mises stresses
obtained from dynamic analysis are below the material yield stress for the particular frequency range.

Challenges

The key challenges faced by us that, during FE modelling, internal components of muffler such as
perforated baffle plates, perforated pipes are modelled with shell elements which consumes lot of time
in correcting the element quality parameters. Also the static stiffness 30 N/mm for flexible coupling
and 15 N/mm for rubber isolator and dynamic stiffness for the same as 60 N/mm and 30 N/mm are
assumed as per the reference drawing. The flexible coupling and rubber isolator are modelled with
BUSH element and its required stiffness and co-ordinate directions are provided to avoid solver fatal
error.

Benefits Summary

Altair's tool such as HyperMesh helped to develop the FE model for the whole exhaust system with
internals. RADIOSS solver is utilized properly to perform static,modal and dynamic analysis with less
number of solver time with option to increase no of processors while solving in system setting menu
in control cards. The high quality image of analysis results are taken from HyperView Post-processing
tool and stress,displacement,hanger forces results are viewed properly and compared with the
allowable limit.

Conclusion

This paper deals with the systematic study of straight exhaust system with the known engine
conditions, loads and boundary conditions. It will give the general guidelines such as modal analysis
is to be performed in the initial stage of the project by considering the boundary condition only at the
manifold flange where it is connected to engine and checked for nodal and anti-nodal points from
mode shape animation. The nodal points are to be considered as preliminary hanger locations for the
exhaust system. Also same modal analysis is used to check for resonance by comparing modal
frequency with engine frequency from rated speed.

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Static analysis with known boundary condition and 1G gravity load in vertical direction are to be
considered to determine the equal distribution of hanger forces for dual exhaust pipes and maximum
hanger forces for single exhaust pipe. The stresses and displacement values are to be checked for its
limit.

Dynamic frequency response analysis has been performed with enforced acceleration as 3G load in all
direction varying with frequency and static preload as moment of 100,000 N-mm has been applied on
power train C.G. The stress peaks, displacement peaks and maximum hanger forces are to be
identified from graphical plots Vs frequency. The Von-mises stresses are compared with material
yield stress limit for failure. Structural damping of 6% and dynamic stiffness values for flexible
coupling and hanger isolator are assumed.

Further to the above analysis, temperature distribution analysis, thermal stress analysis are to be
performed in order to simulate hot end components such as catalytic converter, manifold flange, front
pipes, flexible coupling etc. Also modal and dynamic analysis are to be done by considering
temperature as preload to simulate the whole exhaust system in hot condition.

Acknowledgement

The authors would like to thank Mr.Yuvaraj Mani, Mr.Madusuthanan, Mr.Adarsh ravi,
Mr.Ashok,SMIL engineering team for providing necessary information and constant support
throughout this project.
References

1. Jian Pang,Philip Kurrle, Mohamed Qatu,Robert Rebandt and Robert Malkowski,"Attribute analysis and Criteria for Automotive
Exhaust systems", SAE paper # 2003-01- 0221
2. Lakshmikanth Meda,Helge Lawrenz,Martin Romzek and Dan Gilmer, "Structural Durability Evaluation of Exhaust System
Components", SAE paper # 2007-01-0467.
3. Sanjay S. Patil, V.V.Katkar, "Approach for Dynamic analysis of Automotive Exhaust System", SAE paper # 2008-01-2666.
4. K.C.Vora, A.S.Patil and V.G.Halbe, " A Systems approach to Automotive Exhaust System Development", SAE paper # 2003-26-0029.

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