International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]

https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)

Modal Analysis of Engine Supporting Bracket

using Finite Element Analysis
A.S. Adkine1, Prof.G.P.Overikar2, Prof. S .S. Surwase3
1
PG Student Department of Mechanical Engineering, Shree Tuljabhavani College of Engineering, Tuljapur, India
2
Assistant Prof. Department of Mechanical Engineering, Shree Tuljabhavani College of Engineering, Tuljapur, India
3
Associate Prof. Department of Mechanical Engineering, Shree Tuljabhavani College of Engineering, Tuljapur, India

Abstract The Engine supporting bracket plays a vital role performance. The finite element model of engine mount is
by reducing noise, vibration and harshness. The current created using CAD & Hypermesh and simulation of the
work describes the finite element approch for modal and engine mount is carried out using LS-Dyna. Based on the
static structural analysis of engine supporting bracket. CAD finite element model created, the mountings frequency
model of engine supporting bracket was created in CATIA response function curves are determined and multi-
software and same was analyzed for stress and vibration dimensional effects in the mounts responses are observed.
analysis using ANSYS workbench 15.0. Both initial design Engine mounts in which the design of four arm symmetry
and modified design was compared for output responses in engine mount curve is obtained from LS-Dyna approach
terms of equivalent Von-Mises stress, deformation and follows exactly the experimental test curve and also this
strain energy absorbed. In modal analysis, bracket was design has the highest natural frequency amongst all of
considered for vibration studies. The sole aim of modal design iterations. The engine mounts time dependent
analysis was to check whether the self excitation frequency response study is compared to the ones obtained using a
of engine supporting bracket was less than natural damping material model suggested by the automotive
frequency. Four alternative materials (Gray C.I., Aluminum constructors. The results indicated that the rubber used in
alloy, Magnesium alloy and ERW-1) were analyzed. Stress the engine mount had increased the frequency from 1.2Hz
analysis results suggest that deformation and Von-Mises (Basic design) to 1.8Hz (four arm symmetry) [1].
stresses observed in EEW-1 materials was less (0.495 mm Model of Engine Mount bracket assembly was performed
and 164.87 MPa). Further natural frequency of modified using FEA and modal analysis techniques. Mg alloy bracket
design was found to be 257.83 Hz which was well within the has highest natural frequency followed by Al alloy & Cast
range below self-excitation frequency and less than the Iron gives less frequency so it is rejected. The results are
natural frequency (268.59 Hz) of initial design. It was found compared with experimental results and it was found that
that aluminum bracket limit its use for the said application the bracket manufactured with Mg alloy gives optimized
due to greater deformation and less stiffness. Magnesium frequency. In addition, Al can be used in few applications
bracket can be the option to ERW-1 steel for the Engine but CI alloy gives minimum frequency. Mg and Al are
supporting bracket application but it cannot be deployed as preferred [2]. 3-D modeling of the engine mount has been
it is highly susceptible to corrosion. From the results, it can designed using CATIA V5 software. The computational
be concluded that ERW-1 material best suit the requirement testing on the component is done at isotropic state through
of the desired application and can be deployed with some the application of Thermo-mechanical Vibration Analysis
safety standards. using the Comsol Multiphysics 4.2 version software. The
Keywords Engine Supporting bracket, Finite element main objective of the research is to reduce weight without
analysis, Modal Analysis. changing impact of the component. The Engine mounting
bracket is been used to reduction of the vibration created by
I. INTRODUCTION the engine. The results obtained states that 60% of the
Engine supporting assembly includes support members weight reduction is done to the component. The weight is
which are attached to a main frame vehicle body. A good reduced 60% through the usage of the optimized AlSiC
mounting system separates engine generating vibration from MMC composite material made component. The future
vehicle body and suppresses the effect uneven road surface work focuses on the cost reduction of the material without
inputs to the vehicle driver. Noise, vibration and harshness varying the weight of the component [3].
are important vehicles characteristics and decrement in
these characteristics motivates manufacturer for achieving Alternative materials for Static Structural Analysis of
customer satisfaction. The automotive engine bracket is Bracket Using Materials are Cast Iron, Aluminum &
very important due to different aspect of vehicle Magnesium & Equivalent (von misses) stresses of

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)
Aluminum, Magnesium. Modal analysis of bracket using
materials Cast Iron, Aluminum and Magnesium was done in
earlier stages. Experimental Analysis for Natural
Frequency Analysis & Static analysis of modified Bracket
with Aluminum material. After reducing the thickness of the
Bracket the von-misses stresses coming on the bracket are
well within the yield strength (280 MPa) of the Aluminum.
So, after selecting the light weight material Aluminum &
reducing its thickness by 2 mm the reduction in the mass up
to 0.43 Kg [4]. It has been developed durability test on
vehicles in the end- user environment to reduce failure and
warranty cost in the end- user hands. The failure analysis of Fig.2: 3-D CAD model of ESB Initial design
muffler mounting brackets of three-wheeler vehicles was
done for durability test. Cracks at the weld location between Engine is most essential or an important component of
the engine cradle and bracket were observed in all the automotive vehicle and which is rest on this structural L-
vehicles at an observed in all the vehicles at an average shaped frame is known as Engine supporting bracket and
distance of 10,000 km. Many possible causes of the failure these are connected to the skeleton of vehicle. Hence,
are identified using fishbone diagram. during its operation engine is produced undesirable
Further investigations were carried out on the design using vibration and road roughness can directly transmit through
finite element method (FEM). FEM model developed for the frame to bracket. Due to that reason discomforts ride as
the engine cradle assembly in which assembly in which well as passenger or might even damage the bracket. Engine
engine and muffler were modeled as point mass. Results supporting bracket is to resist the vibration response to
show high magnitude of stresses and strain energy at the engine vehicle. Vehicle is running on the road dynamic
weld location. Results show high magnitude of stresses and response of the bracket to calculate the Static structural
strain energy at the weld location. Analysis of the design characteristics of engine supporting bracket.
suggested that bracket was acting as a cantilever beam with 2.2 Finite Element Analysis
one plane welding mounting on the engine cradle modified Finite element analysis is most important software tool that
design through eliminated the above failure shifted the can solve many kinds of engineering problem with high
failure mode to the bush bracket region[7]. degree of precision as necessary. FEM is computational
technique ANSYS 15.0 is used to analyses a wide range of
II. METHODOLOGY engineering problem.in this analysis a complicated shapes
Firstly, the theoretical study of engine supporting bracket is or complex region define a continuum is discretized into
done. The main purpose of the bracket is to supports the simple geometrical shape called as finite element.
engine. To modify the existing design of engine supporting Modern mechanical design involves Complex or
bracket and to carry out static structural analysis for various complicated shapes, sometimes made of different materials
materials Gray C.I., Aluminum alloy, Magnesium alloy and that as a whole cannot be solved by existing mathematical
ERW-1. Modal Analysis of engine mounting bracket for tools. Engineers need the FEA to evaluate their designs. The
determines the modified design has a natural frequency of process of dividing the complicated shapes model into small
component lower than the self-excitation frequency. Best pieces is called meshing. The behavior of each element is
material is selected for engine supporting bracket. well-known under all possible support and load scenarios.
2.1 Position and Design of Engine Supporting Bracket Unknown value of element is called as nodes.
2.2 General Procedure of FEA
Any Analysis Involved main three Step
Pre processing
Create or import model geometry
Mesh the Geometry
Solution
Apply the load
Solve
Post processing
Review Results
Fig.1: Position of ESB Check the Solution.

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)
Magnesium Alloy: Magnesium is the lightest of all metals
used as the basis for constructional alloys. It is this property
due to which automobile manufactures has to replace denser
materials, not only steels, cast irons and copper base alloys
but even aluminum alloys by magnesium base alloys. The
advantages of magnesium alloys are listed as follows,
lowest density of all metallic constructional materials. It
posses high specific strength, good cast ability, which
suitable for high pressure die casting good welding
properties, higher corrosion resistance. Also compared with
polymeric materials it posses better mechanical properties,
better electrical and thermal conductivity and it is
recyclable.
ERW-1: Electrical resistance welded steel tube & seamless
tube are often used in application with automobiles ERW to
Fig.3: Typical FEA Procedure their convention properties should also innovation which
2.3 Alternative Materials reduces cost, weight & to their high strength. Mechanical
Designed will test for different Materials. They are gray cast Properties of ERW-1are
iron; Aluminum Alloy, Magnesium Alloy & ERW-1 best Table.1: Mechanical Properties of ERW-1
suited material are found out. IS 3074 ERW-1
Gray cast iron: These are alloys of iron, carbon and silicon, Youngs modulus
containing more than 2% carbon (as flake graphite), up to 2.1 e+10 N/m2
N/m2
3% silicon and less than total 1% of alloying elements Poissons ratio 0.29
(mainly chromium, copper, magnesium, molybdenum, Density Kg/m3 7800 Kg/m3
nickel, phosphorous, silicon, sulphur, titanium and Yield strength
vanadium). They are used to make heavy machine beds, 2.4e+8 N/m2
N/m2
camshafts, cranks, elevator buckets, and railway wheels
Al Alloy: It is a soft silvery white metal with about one
third of density of ferrous metals and low tensile strength in 2.4 Fishbone Diagram
its pure form. It is an excellent conductor of heat and The study and analysis of the problem present here would
electricity and has corrosion resistance in most be easy to visualize by adopting the cause effect method for
environments including seawater, oils and many chemicals. fault finding. The Fishbone diagram provides a visualization
To improve its strength, hardness and fluidity, silicon, of a problem with respect to factors affecting it. Such as,
copper, magnesium and zinc are added. Aluminum has only Measurement, Methods, Man, materials, design, etc.
about one third the density of steel and the most commercial Arranging all such factors in the form of the fishbone
aluminum alloys posses substantially higher specific diagram, provides a reasonable and logical guideline for
strength than steel. A vehicle weight reduction would not analysis and fault finding. The diagram present here is the
only result in higher oil savings, but also gives a significant fishbone diagram constructed for the component being
reduction in emission. For these reasons there is preference studied. Following points are considered:
to use more aluminum and replace steel in automotive
applications.

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)

Fig.4: Fishbone diagram

Many possible causes are identified of failure system using selection is done from in engineering data sheet of FEA
fishbone diagram. package software. Meshing or discretization done as hex
Man: Human being is the factor which would results in mesh a solid element is generated is to required small
welds related defects like incomplete penetration between pieces. Static structural analysis engine supporting bracket
joints, incomplete fusion, less Co2 penetration undercutting weight of the engine is distributed in equilibrium condition.
and bad weld design. Stress analysis of engine mounting bracket upper end is
Material: Here materials being used for production of connected to main frame of the vehicle and then the engine
component are decided. The criterion for selection of weight load is applied on bracket is 800N & silencer weight
material is the yield strength .In that sense low yield is act at silencer rest is 20N as a point load. Process flow of
strength of material will lead to insufficient strength and ANSYS Workbench.
poor weldability. Preparation of CAD model.
Methods: This factor summarizes the setup and different Import in ANSYS Workbench 15.0.
production processes used for manufacturing the Define Material Properties (youngs modulus, poison
component. Process like hydroforming & welding are ratio, density, yield strength) Discretization (Mesh
performed to contribute for manufacturing. Any wrong generation).
sequence in Procedure can lead to defects described above. Apply Loading Condition (Define Boundary
Measurement: this factor deal with various measuring Condition).
system used for calibration of instrument. Tolerances and Solution (Static Structural & to find deformation,
allowances are to be studied. Any misfortune in inspection stress, strain energy Results)
would definitely affect the accuracy and ultimately the final Modal Analysis (Find out Frequency Hz with mode
quality of the component. results)
Design: The major problems associated with factor design
are bracket acting as cantilever beam, high thermal stress
due to radiation effect, ergonomic consideration; improper
load on bracket has strong influences on weld failure.
Meanwhile the above factors will govern the range of
dimensions of component.

III. RESULTS AND DISCUSSION

3.1 Static Structural and Modal Analysis of Initial
Model
The analysis of engine supporting bracket is done with the
help of FEA commercial software ANSYS workbench. First
stage prepares the CAD model of Engine supporting bracket
using CATIA Software & model importing into the Fig.5: Boundary condition of initial design
geometry in ANSYS workbench. Further that the material

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)
Static structural Analysis of Engine Supporting
Bracket ERW-1. (Initial Design)
Total Deformation mm 1.114
Von-Mises Stress Mpa 189.11
Strain Energy mJ 0.58771

Fig 7 Total deformation, Equivalent (Von- Mises) Stress &

Strain Energy for Initial design of ESB of Initial Model

Fig.6: Meshed Model of ESB

Mode Frequency
[Hz]
1 148.12
2 167.32
3 268.59
4 500.92
5 630.92
6 700.3

Fig.8: Modal Analysis of Initial Engine supporting Bracket.

Static structural of Engine supporting frame using ERW-1

material for initial design analysis by ANSYS Workbench
R15.0 and getting results of total deformation is 1.114 mm,
Equivalent (Von- Mises) Stress is 189.11 MPa & Strain
Energy is 0.58771 mJ.
3.2 Static Structural and Modal Analysis of Modified
Design
Static Analysis deals with the conditions of the equilibrium
of the bodies acted upon by forces .A Static analysis is used
to determine the total deformation in mm with alternative
materials Gray cast Iron, Al Alloy, Mg Alloy & ERW-1.

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)

Fig.9: Modified design of engine supporting bracket for 3-D

Model Fig.10: Comparative Study of displacement between Gray
C.I., Aluminum, Magnesium and ERW-1.

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)

Fig.12: Strain Energy observed during stress analysis in

Cast iron, Aluminum, Magnesium and ERW-1 Engine
supporting bracket respectively.

The figure above shows the comparative study of Strain

Energy observed during stress analysis in Cast iron,
Aluminum, Magnesium and ERW-1 Engine. This Cast iron,
Aluminum, Magnesium and ERW-1 materials were tested
for alternative materials for suitable application and results
Fig.11: Equivalent Von-Mises Stress observed during stress were summarized. Stress induced in magnesium material
analysis in Cast iron, Aluminum, Magnesium and ERW-1 was found out to be lower than ERW-1 and aluminum. It
Engine Supporting bracket respectively was probably due to high specific strength of magnesium
and its ability to get denser. It can be anticipated that ERW-
1 is the best for the desired application (figure 12).

Table.2: Static Structural of Engine Supporting bracket

Modified Design
Gray Mg
Materials Al Alloy ERW-1
C.I Alloy
Total
Deformation 0.9448 1.4646 2.3102 0.495
mm
Equivalent
(Von-Mises) 165.77 161.22 159.34 164.87
Stress MPa
Strain Energy
0.40097 0.62186 0.98065 0.21012
mJ

3.3 Modal Analysis of Modified Model

The Stress analysis of Engine Supporting bracket was

carried out using ANSYS. Modal analysis was done for
obtaining the different frequencies for Cast Iron, Aluminum
Magnesium, ERW-1, and Table-1 Frequency Cast Iron vs.
Aluminum vs. Magnesium vs. ERW-1.

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)

Fig.13: Frequency of various materials as Cast Iron vs.

Aluminum vs. Magnesium vs. ERW

Table.3: Modal Analysis of Engine Supporting bracket Modified Design

Mode GCI in Hz Al Alloy in Hz Mg Alloy in Hz ERW-1 in Hz
1. 109.94 142.06 140.06 145.86
2. 124.09 160.38 158.32 164.62
3. 194.25 251.63 248.62 257.83
4. 368.96 477.6 471.68 489.68
5. 457.39 592.33 585.14 607.07
6. 525.71 681.05 672.85 697.86

As the mode of frequency was changed, initially no change was observed in ERW-1 and Magnesium material. This is
probably due to the varying composition and superior mechanical properties of ERW-1 material.

Table.4: Static Structural Analysis of engine supporting bracket

Parameter Initial Design Modified Design
Total deformation mm 1.114 0.495
Von Mises stress Mpa 189.11 164.87
Strain energy mJ 0.58771 0.21012

Results are in tabulated form of Comparative study of initial Fourier Transform show good little convergence of
and modified design for ERW-1.Initial model having less % frequency well within stipulated permissible limit. So, it
of carbon was having more von-mises stress may fail in reveals in natural frequency of Engine Supporting bracket
design criteria. But the design was fabricated and analyzed of modified design matches is less than self-excitation
for new existing alternative materials aluminum, frequency. It can be anticipated from the above analysis that
magnesium and ERW-1. It was found that the stress the modified Engine Supporting bracket is safe and suitable
generated in ERW-1 material was less than initial design. for further operation.
Again the frequency and vibration studies through Fast

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International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.9 ISSN: 2349-6495(P) | 2456-1908(O)
Table.5: Comparative Study of Initial and Modified Design
Mode Initial Design Modified Design
Deformation Frequency Deformation Frequency
mm Hz mm Hz
1. 31.974 148.12 39.651 145.86
2. 34.628 167.32 32.521 164.62
3. 51.485 268.59 47.839 257.83
4. 35.781 500.92 34.254 489.68
5. 34.976 630.92 32.792 607.07
6. 45.02 700.3 45.439 697.86

Mode shape is obtained were similar to that initial design of REFERENCES

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material best suit the requirement of the desired
application and can be deployed with some safety
standards.

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