Computer Simulation Based Computation of Natural

Frequencies and Mode Shapes of Loose Transmission

Gearbox Casing
*a
Ashwani Kumar, aHimanshu Jaiswal, *bPravin P Patil

Abstract. The main objective of this research work is to compute the dynamic response in
terms of natural frequencies and mode shapes of the heavy vehicle truck transmission gearbox
loose mounted casing. The results of this analysis are compared with the zero displacement
constraint condition when casing is full tightly mounted on chassis frame using 37 bolts. The
loose mounted transmission causes torsional vibration that produce rattling and clattering noise.
Reciprocity Principle has used to determine the frequencies and mode shape for loose mounted
transmission casing. The first 20-vibration mode shape and natural frequencies were calculated
using ANSYS 14.5. The study has theoretical and practical reference for the structure
optimization of truck transmission casing. ANSYS 14.5 has good analysis features suited for
analysis of complex objects like transmission casing. The natural frequency for zero
displacement condition varies from 1669 Hz to 3576 Hz and for loose transmission, casing
frequency varies from 1165 Hz to 3467 Hz. This frequency difference is in range of (3-30) %
frequency reduction by changing boundary condition.

Keywords: Simulation, Torsional Vibration, Zero Displacement, Constraint, Bolt, Loose

Transmission Casing.

1 Introduction

The main objective of this research work is to find the dynamic vibration response
of transmission casing in loose mounting based problem. Truck transmission casing
are subjected to vibration induced by the load fluctuations, gear defects, harmonic
excitation, meshing excitation, varying speed and torque conditions. The transmission
casing vibration is the resultant of internal excitation caused by the gear meshing
process. This internal excitation produces a dynamic mesh force that is transmitted to
the casing through the shafts and bearings. Researchers have done various different
types of studies on gearbox transmission for the past two decades, but it is a highly
complicated and tough to design and modeling of a transmission casing. Jiri Tuma
[1] has studied the noise and vibration of transmission system. The author solved the
gear noise problem by introducing an encloser to reduce radiated noise. Analytical
result is verified using experimental investigation. The extensive noise is produced
during the tooth meshing or at structural resonance frequency.

*aAshwani Kumar,
kumarashwani.geu@gmail.com
a
Himanshu Jaiswal,
jaiswalhimanshu9@gmail.com
*bPravin P Patil,
pravinppatil2004@gmail.com
*a,a,*b
Department of Mechanical Engineering, Graphic Era University Dehradun, India 248002
 The natural frequency of vibration is varying in between 500 Hz to 3500 Hz at
varying rpm. The severe vibration occurs at the frequency range of (500-2500) Hz.
Mats Åkerblom [2] has performed a literature review and concluded that transmission
error is an important excitation mechanism for gear noise and vibration. In addition to
transmission error, friction and bending moment are another reason responsible for
failure. He has also analyzed the dynamic behaviour of a gearbox. Leila et al. [3] have
studied the heavy gearbox of helicopters. To prevent break down and accident in
helicopters gear fault detection is important. Spectrum analysis and Cepstrum analysis
method is used to identify damage gear. Fourier analysis is used for analytical results.
Timothy J et al. [4] have studied the source of vibration. A Sports Utility Vehicle with
sensor and data acquisition system is used to find the vibration source. This study was
focused on vehicle vibration response from road surface features. Chinmaya at al. [5]
have used motor current signature analysis (MCSA) and discrete wavelet transform
(DWT) for studying the gear vibration. Load fluctuations on the gearbox and gear
defects are two major sources of vibration.

P. Czech [6] has described the vibroacoustic diagnostics of high-power toothed

gears. The presented analysis is a experimental work done in a steel plant. Time-
frequency, Scale-frequency and frequency-frequency analysis were used for
vibroacoustic diagnostics. R. Singh [7] has done two case studies for the vibro-
acoustic analysis of automotive structures. Analytical and experimental results are
presented for brief description. In first case, passive and adaptive hydraulic engine
mounts and in second case, welded joints and adhesives in vehicle bodies were
considered. J. Wang et al. [8] this paper presents a new method that integrates
ensemble empirical mode decomposition (EEMD) with independent component
analysis (ICA) to effectively separate bearing and gear meshing signals, without
requiring a priori information on rotating speeds or bandwidth. The method first
decomposes sensor measurement into a series of intrinsic mode functions (IMFs) as
pseudo multi-channel signals, by means of EEMD, to satisfy the requirement by ICA
for redundant information.

Renping Shao et al. [9] in this paper authors have developed a software based on
virtual instrument technology platform by combining the advantages of MATLAB
and VC + + to check the gear failure pattern. In transmission system all vibration is
caused due to gear meshing excitation, so gear failure analysis study is important.
Marina Franulovic et al. [10] have studied the gear fatigue failures occur mostly
because of gear design errors, manufacturing errors, assembly errors, faulty
maintenance, problems in heat treating. All types of gear failure is grouped in two
category: wear and surface fatigue types of failure. Tooth root fatigue damage, as a
mode of failure initiation is considered within this paper.

Reciprocity Principle is used to determine the simulation results of the

transmission casing. In reciprocity principle gears and shafts of transmission, system
is suppressed and all the forces transmitted through the bearings are applied on the
empty casing. Figure 4 & 5 shows the results of mode shapes. In this paper, we have
analyzed the bolt-loosening problem in positional manner. Bolts are loosened only
from one position and its impact is measured. The results shows that the loosening of
bolts cause excessive torsional vibration with reduction in frequency of (3-30) %. The
reduction in frequency introduces lower order frequency, which causes resonance.
First part of the study is concern with the condition when all the 37 bolts are
constraint known as zero displacement constraint condition, and in second part bolt is
loosen from back position to check the looseness response of the transmission casing.

2. Designing of Transmission Casing

Heavy vehicle truck transmission casing consist of more than 600 parts. Solid Edge
and Pro-E [13-14] software is used to design the casing model. The geometrical
dimensions were obtained from drawing in Dehradun with the permission of
manufacturer of truck. In order to simplify the designing process and to reduce the
simulation time few parts is eliminated but these parts have no impact on natural
frequency variation. The CAD model is shown in figure 1. CAD model have three
major assemblies, highlighted in Figure 1. For modal analysis FEA software, ANSYS
14.5 [12] is used. Finite Element Analysis is a numerical simulation based analysis
approach using meshing phenomena. ANSYS 14.5 has high quality meshing facility.
The meshed model has 196137 nodes and 113566 elements.

Figure 1. CAD model of Transmission Gearbox Casing.

Figure 2 Meshed model of transmission gearbox casing

 Heavy vehicle truck transmission casing is mounted on chassis frame using bolts
fixtures. We have identified 37 positions of bolts that are important to constraint in
order to reduce the vibration. Figure 3 shows the position of all 37 bolts available in 5
directional position. Loosening of bolts may cause excessive vibration and noise
problem. The 20 mode shapes and natural frequency (Table 1) of transmission casing
have been evaluated using ANSYS 14.5 solver. Mode shapes of both boundary
condition shows bending, torsional effect, axial bending vibration and combination of
two vibrations. Torsional Vibration mode produces rattling, clattering noise with large
deformations.

3. Material Properties of Transmission Casing

Transmission casing is manufactured by casting process and to absorb vibration
waves it has good damping property. The Mechanical properties of grey cast iron
HT200 is considered to perform the simulation results. The grey cast iron HT200
material properties are Elastic modulus – 1.10e11 Pa, Poisson ratio- 0.28, density-7200
kg/m3 [11]. The mechanical properties are same for all two boundary conditions.
Zero displacement constraint based boundary condition and loose bolts based
boundary condition is used for the failure analysis. In first part of study all 37 bolt
holes are constraint and the inherent natural frequencies and corresponding 20 mode
shapes were calculated. In second part of study bolts of back positions, position is
unconstraint to inspect the changes in natural frequency and mode shapes.

Back Position Bottom Position Front Position

Left Position Right Position

Figure 3 Five directional constraint positions of transmission gearbox casing.

4 Simulation Results and Discussion

The modal analysis simulation is performed for Zero displacement constraint and
loose transmission casing based boundary condition. In Zero displacement constraint
based boundary condition, transmission casing is fixed to the chassis frame using 37
bolts. In simulation all 37 bolts hole are constraint to move in any direction. The
simulation results of 20 natural frequency and corresponding mode shape were
obtained. Table 1 shows the all 20 natural frequency and figure 4 shows the 8 selected
mode shapes. In second part of study, it was investigated that, what happen if the
transmission casing is loose and this problem arises many time, it can be seen as the
vehicle is vibrating very heavily. The simulation is performed for this problem using
ANSYS 14.5. Generally, vehicle transmission casing is fixed to the chassis in five
directional ways using 37 bolts. Figure 3 shows all five directional positions (Back
position, Bottom position, Left & right side positions, Front positions) in which casing
can be fixed using bolts (bolts hole is fixed in simulation) to the chassis frame. This
paper highlights the problem of loose transmission casing and solved it using
simulation method. In simulation all 9 connecting bolts from back part of casing are
loose and simulation is perform for this condition. Table 1 shows the all 20 natural
frequency and figure 5 shows the 8 selected mode shapes.

In first phase of study, Figure 4 shows the 8 selected mode shape of transmission
casing in zero displacement constraint condition. The natural frequencies vary from
(1669.5-3576) Hz. Mode 1, 2 & 10 is torsional vibration. This torsional vibration is
performed at centre and backside on transmission casing. Mode 10 shows heavy
vibration effect in front part of casing. Axial bending vibration is found in 18 & 19
modes. The mode 16 is again torsional vibration.

Mode 1 f1= 1669.3 Hz Mode 2 f2=2011.2 Hz

Mode 4 f4= 2282.8Hz Mode 10 f10 =2865.5 Hz

 Mode 14 f14 =3124.7 Hz Mode 16 f16= 3322.3 Hz

Mode 18 f18= 3454.7Hz Mode 19 f19=3491.1Hz

Figure 4 Eight different Mode shapes (1,2,4,10,14,16,18 & 19) of Zero displacement
constraint boundary condition.

In second phase of study when all 9 bolts of back part of transmission casing were
loosen from chassis frame the natural frequencies reduces by 30 %. Figure 5 shows
the eight selected mode shapes of loose transmission casing. When fixturing bolts
have loosened, the natural frequency varies in range (1165-3467) Hz (Table 1). For
the first mode shape there is a difference of 504 Hz (30%) and for the 20 mode the
difference is 109 Hz (3%). The results shows that loose bolts reduce the natural
frequency by (3-30) % ) in comparison to zero displacement constraint condition and
these lower frequencies are the main reason for the excitation which causes
resonance.

Mode 2 f2= 1236.3 Hz Mode 6 f6= 2056.2 Hz

Mode 9 f9= 2281.2 Hz Mode 11 f11= 2583.4 Hz

 Mode 13 f13= 2764.4 Hz Mode 15 f15= 2864.9 Hz

Mode 17 f17= 3361.2 Hz Mode 20 f20= 3467.1 Hz

Figure 5 Eight different Mode shapes (2 , 6, 9,11,13,15,17& 20) of back part loose
transmission casing.

Table 1 Modal frequency variation.

S.N. Zero Displacement Condition Frequency (Hz) Loose Condition Frequency (Hz)
1. 1669.5 1165.3
2. 2011.2 1236.3
3. 2227.7 1630.8
4. 2282.8 1668.5
5. 2479.6 1768.7
6. 2599.9 2056.2
7. 2674.3 2179.9
8. 2711.3 2227.7
9. 2762.9 2281.2
10. 2865.5 2409.5
11. 2925.6 2583.4
12. 2957.6 2721.3
13. 2998.7 2764.4
14. 3124.7 2839
15. 3204.6 2864.9
16. 3322.3 2972.9
17. 3389.9 3361.2
18. 3454.7 3404.3
19. 3491.1 3456.5
20. 3576. 3467.1
 The back part of casing is unconstraint so maximum effect of vibration can see at
backside of transmission. Mode 2 shows the bending mode only seen in back part.
Mode 9 & 11 is torsional vibration. This torsional vibration is perform at back left and
right side on transmission casing and causes heavy vibration and excess deformation
with noise. Mode 13 & 15 is again torsional vibration. This torsional vibration is
perform at extreme front side on transmission casing. Axial bending vibration has
been find in 6 ,17 and 20 mode.

Figure 6 Natural frequency variation in zero displacement condition (series1) and loose
condition (series2).

5. Conclusion
Loose transmission cause excessive vibration and resonance. The natural frequency
for zero displacement condition when all 37 bolts are constraint varies from 1669 Hz
to 3576 Hz. The back part of heavy vehicle truck transmission casing is connected by
9 bolts to the truck chassis frame and other mountings of truck. When all 9 bolts are
loosened the natural frequency varies from 1165 Hz to 3467 Hz. The looseness of the
casing cause reduction in natural frequency and these lower order frequencies are the
main reason for the excitation, which causes resonance. In resonance the transmission
casing were subjected to heavy vibration leads to failure of transmission For the first
order frequency (f1), there is a difference of 504 Hz (30%) for the zero displacement
and loosened condition and for the 20-order frequency, the difference is 109 Hz (3%).
The simulation shows that the transmission casing is subjected to axial bending
vibration, torsional vibration and axial bending with torsional vibration. Torsional
vibration causes rattling and clattering noise. Reciprocity Principle was used to
evaluate the 20 natural frequencies and corresponding mode shapes using ANSYS
14.5. In conclusion, the numerical simulation of casing has confirmed that bolts
loosening condition leads failure of the transmission system. The frequencies (f 17, f18,
f19, f20) of loose casing (series 2 , figure 6) are overlapped by the same frequency of
zero displacement condition (series 1 figure 6). The mechanical properties of grey
cast iron HT 200 was consider for the realistic approach analysis. The FEA simulation
based analysis provides satisfactory results. This research work deals with only one
position loose condition in future this study can be extended to others position and
bolts loose conditions.
 Acknowledgement
The authors are thankful to DST, New Delhi and Management of Graphic Era
University, Dehradun for its necessary funding towards completion of this research
work.

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