Design Optimization of DOHC V16 Engine’s Mount Bracket · of the mount bracket. The main parameter considered for variation in the behaviour of the bracket is its shape. For di

Design Optimization of DOHC V16Engine’s Mount Bracket

M. V. Aditya Nag1, Dareddy Ramana Reddy2

1Assistant Professor,Dept. of Mechanical Engineering,

Institute of Aeronautical Engineering,Dundigal, Hyderabad, India.

2Principal,Vivekananda Institute of Technology & Sciences,

Karimnagar, Telangana State, India.Corresponding Author : [email protected],

[email protected]

April 28, 2018

Abstract

Reduction of the engine vibration and the dynamic forcestransmitting from engine to the automotive body structurehas always been an important part of automotive research.Automobile engineers face the task of creating a mechanismto absorb these vibrations and provide a smooth ride. Theusage of Motor Mounts is the best solution for dampen-ing the effects of vibrations and oscillations. This paperdeals with the topology optimization using finite elementanalysis software for the engine accessory components. Themain objective of the present work is to minimize the weightof the mount bracket. The main parameter considered forvariation in the behaviour of the bracket is its shape. Fordifferent shapes, the stresses are computed and comparedto arrive for the best model under prescribed conditions.In the process of simulation, first the CAD model is cre-ated using SOLIDWORKS 2016 tool. The model will be

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International Journal of Pure and Applied MathematicsVolume 118 No. 24 2018ISSN: 1314-3395 (on-line version)url: http://www.acadpubl.eu/hub/Special Issue http://www.acadpubl.eu/hub/

imported to SOLIDWORKS 2016 Software for performingF.E.A. analysis on the model for suitable loading conditionsand constraints. Further the topology optimization of themodel is done using OPTIMIZE module of SOLIDTHINK-ING INSPIRE 2017.The results obtained are used for eval-uation of best suitable structure for the engines mountingbracket.

Key Words:Bracket, Material Selection, Optimization,Analysis, weight reduction.

1 INTRODUCTION

An automotive engine-body-chassis system is typically subjectedto unbalanced engine forces, uneven firing forces especially at theidling speeds, shaking forces and torques due to reciprocating parts,dynamic excitations from gearboxes and accessories, and road ex-citation. These tendencies give rise to undesired vibrations whichlead to an uncomfortable ride and also cause additional stressesin the automobile frame and body. Vibrations are annoying andtheir origin can be difficult to detect. An engine mounting systemincludes a front mount, a rear mount, an engine mount, and a trans-mission mount. Installation heights and spring constants of eachmount are predetermined such that the majority of the weight ofthe power train is supported by the front and rear mounts. Mount-ing axes of the engine mount, front mount, and rear mount arevertical while the mounting axis of the transmission mount is lat-eral. The transmission mount may include bridges which vary itsspring constant during vehicle roll. There are many good reasonsto resiliently mount an engine and/or transmission one increasinglyimportant reason is to reduce structure bone noise and vibrationgenerated by the engine and transmitted to the vehicles operatorcompartment. Resilient mounting will also provide longer life forframe and engine block mounting brackets, suspended componentsand transmission by attenuating transient shock inputs and oper-ating torque loads. The paper also summarizes engine disturbanceslooks at several ideal practical mounting approaches and points outimportant limiting considerations. Finally, selection criteria and re-quired data for proper engine mounting are outlined.

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International Journal of Pure and Applied Mathematics Special Issue

Figure 1: Location of engine mounting bracket

A structure for mounting an engine for a vehicle comprising: afront engine mount for mounting the engine on a front side of theengine in a longitudinal direction of the vehicle, the front enginemount including an engine mount bracket which is fixed on oneend thereof to a suspension member and has an insulator held onthe other end thereof, the front engine mount mounting the enginewith the insulator interposed between the engine and the enginemount bracket, the insulator supporting an engine bracket fixed tothe front side of the engine, wherein a space is provided betweenthe front side of the engine and the engine mount bracket; andan auxiliary equipment disposed in the space between the frontside of the engine and the engine mount bracket, wherein the frontengine mount has a strength against a load applied thereto in thelongitudinal direction of the vehicle less than that of the auxiliaryequipment. In this paper the front engine mount bracket as shownin figure 1 is taken under consideration.

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Figure 2: Preliminary model with a rib thickness of 11 mm

2 PROCESS METHODOLOGY

The 3-D modeling of the engine mount has been designed usingSOLIDWORKS 2016 software. The computational testing on thecomponent is done at isotropic state through the application ofThermo-Mechanical Vibration Analysis using SOLIDWORKS 2016software. The analysis is done as per the standards. The compo-nents material properties are applied to the design and optimizationis done using the Optimize Module of SOLIDTHINKING INSPIRE2017. The results are obtained by this simulation are analyzed andmodified design is further compared with the preliminary designusing the Thermo-Mechanical Vibration analysis. The main objec-tive of the research is to reduce weight without changing impact ofthe component.

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Figure.3. Design Flow chart

3 RESULTS & DISCUSSIONS

The Engine Mounting Bracket is modeled and analyzed accordanceto the standards given by the Yunhe Yu et al [1] and V.Ratna Kiranet al [2]. The model is kept under the force of 150N and fixed onthe other end. The experimentation is done in the isotropic state.The testing is done on a constant frequency (1000 Hz) and time(10 seconds). The results obtained though the analysis is discussedas follows. The structural optimization using the Solid thinkingInspire software. Here, the grey cast iron material properties areused for the analysis and the optimized structure is future exportedto the Soliworks 2016 software to get the modified model [3] .

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Figure.4.a) Unmodified model

Figure.4 .b) Modified ModelFigure 4: Flowchart of the optimization processes used for design

optimization of Engine Mounting Bracket

The figure 4 gives the details of the methodology used for the topol-ogy optimization. This said modified model is tested under thethermo-mechanical vibration analysis. The results obtained usingthis analysis is compared to that of the preliminary model ad netchange in the weight observed at different frequencies and time.The testing is done on a constant frequency (1000 Hz) and time(10 seconds). The results obtained though the analysis is discussedas follows .

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Figure 5: Unmodified Model under the Thermo-MechanicalVibration Analysis

Figure 6: Modified Model under the Thermo-MechanicalVibration Analysis

Shown the below table for Topology Optimization and Validationof the Modified model in comparison with that of the unmodifiedmodel

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Table 1: Results Obtained during the Topology Optimization andValidation of the Modified model in comparison with that of the

unmodified model

Hence, through the observation made from the tables1 and fig-ures 3-5 we can say that the modified model can be used for theindustrial usage. It is also noted that the weight reduction of thecomponent have helping in improving the efficacy of the productionin terms of strength and reliability. The weight and the volume ofthe component were reduced by 39%. This inturn leads to thesaving up to the material & manufacturing cost.

4 CONCLUSION

The Engine mounting bracket is been used for reducing the vibra-tion created by the engine. The engine mounting bracket is gener-ally made up of grey cast iron. In this paper, the weight reductionengine mounting bracket is taken under consideration without vary-ing performance of the component. Firstly, the process of structuraloptimization involves the variation of Rib thickness resulting to 37% weight reduction of the existing industrial component. The fu-ture work focuses on the efficacy improvement of the said compo-nent using DFMA analysis.

ACKNOWLEDGEMENTSThe author would like to thank Mr. B Rajeev Reddy, Mr. M

Jaya Sai Prakash and management of Institute of Aeronautical En-gineering, Hyderabad and Technology, Hyderabad for their consis-tent support is execution of this research.

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References

[1] Yunhe Yu, Nagi G Naganathan, Rao V Dukkipati, A litera-ture review of automotive vehicle engine mounting systems,Mechanism and Machine Theory, Volume 36, Issue 1, 1 Jan-uary 2001, Pages 123-142, ISSN 0094-114X, 10.1016/S0094-114X(00)00023-9.

[2] V.Ratna Kiran, M.V. Aditya Nag, Design optimization for en-gine mount bracket for V6 engine, Proceedings of 2nd Inter-national Conference on Advances in Mechanical and BuildingSciences, V.I.T.U., India, pp no 814-819.

[3] M.V. Aditya Nag Material Selection and Computational Anal-ysis on DOHC V16 Engines Mounting Bracket Using COM-SOL Multiphysics Software, 2012 COMSSOl conference

[4] Chang Yong Song Design Optimization and Development ofVibration Analysis Program for Engine Mount System, Tech-nical Division, AhTTi Co., Ltd.,Korea

[5] Monali Deshmukh, Prof. K R SontakkeAnalysis and Optimiza-tion of Engine Mounting Bracket, International Journal of Sci-entific Engineering and Research, ISSN (Online): 2347-3878

[6] M.V. Aditya Nag Material Selection and Computational Anal-ysis on DOHC V16 Engines Mounting Bracket Using COM-SOL Multiphysics Software, 2012 COMSSOl conference

[7] Pavan B. Chaudhari and Dr. D. R. Panchagade (2012), Com-parison of Magnesium, Aluminium and Cast Iron to obtainOptimum Frequency for Engine Bracket using Finite ElementAnalysis, International Journal of Engineering Research an-dApplications (IJERA) , Vol. 2, 1016-1020.

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Design Optimization of DOHC V16 Engine’s Mount Bracket · of the mount bracket. The main parameter considered for variation in the behaviour of the bracket is its shape. For di