Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178

www.springerlink.com/content/1738-494x(Print)/1976-3824(Online)
DOI 10.1007/s12206-018-1015-y

Magneto-rheological engine mount design and experimental characterization†

Tamer Türkücü1,* and Ömer Keleş2
1
Graduate School of Natural and Applied Sciences, Gazi University, Ankara, Turkey
2
Department of Mechanical Engineering, Gazi University, Ankara, Turkey

(Manuscript Received February 14, 2018; Revised July 1, 2018; Accepted July 16, 2018)

----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Abstract

Isolation mounts using magneto-rheological (MR) fluid have increasing potential for various applications. This paper introduces new
design and manufacturing aspects of MR engine mounts. CAD software was used to design MR mounts and three different types of MR
mount prototypes were considered. Later, magnetostatic analyses were performed to validate the designed configuration of the electro-
magnetic coil, which controlled the MR fluid flow. The MR mounts were manufactured and, then, tested statically and dynamically using
a servo-hydraulic rate machine. Static tests were performed with amplitudes between 0-10 mm. Dynamic tests were performed under
excitation frequencies in between 0-100 Hz with amplitudes of ±0.1 mm, ±0.5 mm, ±1.0 mm and ±2.0 mm as well as under excitation
frequencies in between 0-20 Hz with amplitudes of ±3.0 mm, ±4.0 mm. Besides the MR mounts, hydro mount and elastomeric top were
tested adopting the same procedure. The finding of different mount properties was explained and MR mount characteristics in frequency
domain were demonstrated. In addition, the measured characteristics were compared with each other for hydraulic mount and elastomeric
top.
Keywords: Magnetorheological fluid; MR engine mount; MR mount; Semi-active isolator; Vibration isolation
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

active systems [1]. Passive systems are poor in performance

1. Introduction
when compared with active and semi-active systems, but they
Suspension systems can be classified as passive, semi- are simple and cost-effective. With well-chosen parameters,
active and active systems. Passive suspension systems mainly passive systems may have adequate vibration isolation capa-
include dampers and springs. These systems do not require bilities for safety. Magneto-rheological (MR) fluid is a type of
external power so that they are called passive systems. In an smart fluid which includes micron-size magnetic metal parti-
active system, the spring and damper in a passive system are cles and other additives in a viscous fluid and rheological
replaced by an actuator. By using the sensor mounted on the properties are controlled with the applied magnetic field. Min-
system, a control unit determines the necessary damping force eral oil, synthetic hydrocarbon oil, silicone oil, water, and
required to meet the set criteria. Active suspension system glycol are used as carrier fluid [2]. Iron carbonyl, iron/cobalt
needs an external power supply. Also, complexity, safety, alloy, nickel alloys are widely used as magnetic powder [2]. 1-
investment and weight are disadvantages of these systems. A 10 micrometer diameter magnetic particles are added to the
semi-active suspension is one of the good solutions against carrier fluid in 20 % to 40 % volumetric ratio. Also, binding
active suspensions due to their low cost, less complexity, and agents, thixotropic fluids, abrasion and friction inhibitors and
sufficient performance. The spring in passive systems is also anti-corrosion additives are mostly added in MR fluid to pre-
used in semi-active systems, but the damper is replaced with vent sedimentation and form a homogeneous fluid [2]. In the
an adjustable damper whose characteristics vary according to 1940s, Winslow was the first person who introduced control-
the operating conditions. Active suspension systems are the lable fluids by describing the electro-rheological (ER) fluid in
best in performance. Semi-active suspension systems are not his patent [3]. MR fluid was first adopted in 1948 with Jacob
as efficient as active systems; however, they require low Rabinow’s patent for a clutch application [4]. In those years,
power. Well-designed semi-active systems provide increased many publications and patents were generated, but after realiz-
vibration isolation. Through the increasing number of research ing the difficulty of using ER fluid in commercial applications,
in this area, semi-active systems started taking the place of researchers had lean-to MR fluid [5]. Advantages of using MR
*
Corresponding author. Tel.: +90 530 975 8656 fluid in semi-active systems for automotive suspensions are
E-mail address: [email protected], [email protected] investigated by many researchers [6]. The first commercial
†
Recommended by Associate Editor Hyeong-Joon Ahn application was introduced in 2002, by General Motors in
© KSME & Springer 2018
5172 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178

Cadillac’s Seville model with the MagneRideTM suspension designs forced the automotive manufacturers to use passive
system which consisted of continuously controllable MR hydraulic mounts in their applications [18]. Engine excitation
dampers as standard equipment. Later, different manufacturers forces, gas pressure, and unbalanced forces are primary
used this system in their own models [7]. Besides automotive sources of vibration in internal combustion engines. Even
suspensions, MR dampers were designed to be used in road though existing engine mount designs are capable of isolation
and off-road vehicles as a seat suspension [8]. This system of vibrations transmitted from engine to chassis and chassis to
was used in LORD’s Motion Master System commercially [9]. engine, lighter or more powerful vehicle design challenges
MR isolators also took place in civil engineering applications requires improved performance of engine mounts [21]. The
and used in buildings, bridges, and cables against earthquakes primary target of the automotive industry is decreasing fuel
[10]. In another application, the damper in LORD’s Motion- consumption and securing emission regulations. Cylinder
Master system was used by Biedermann Motech GmbH to management system for V6 and V8 engines is investigated,
build a prosthesis leg. By using sensors and a controller, pros- which is capable of running only 3 or 4 cylinders when re-
thesis leg is designed to be capable of climbing and going quired; therefore, more powerful and efficient hybrid systems
down a slope and even riding a bicycle [11]. Other applica- can be designed. However, all of these systems brought new
tions of MR fluids include the brake and the clutches. vibration problems [22] and demonstrated that the best sus-
LORD’s MR brakes were used in exerciser, pneumatic actua- pension system was the active suspension. When operation
tors and steer by wire systems [12]. Besides all, MR engine and investment costs are considered, they could be used in
mount developed and Delphi’s MR engine mount was used in only special and expensive applications. Semi-active suspen-
2010 model Porsche 911 GT3 [13]. MR dampers are found to sions have adequate performance when they are properly ad-
be attractive with their ability of variable damping, simplicity, justed.
robustness, fast response and low power consumption proper- With great advantages, suspension systems using MR fluids
ties and their fail-safe operation capabilities [14]. Researchers are the most popular research area among other semi-active
also investigated semi-active mounts of both ER and MR suspension systems. Therefore, in this study, MR fluid is in-
mounts which are capable of having better vibration isolation corporated and different types of engine mounts are designed
when compared to traditional mounts. MR technology found in this regard. The characteristics of these engine mounts are
to be more adaptable to commercial systems with their power- evaluated. Besides, conventional hydraulic mount and elas-
ful, less energy requirement and fewer complexity properties tomeric top are tested in the same conditions with MR mounts
when compared to ER mounts. Elahinia et al. [15] presented a and differences are discussed.
detailed review article revealing all of the researches about ER Three types of MR mounts with different internal structures
and MR engine mounts. In a similar design to engine mounts, are designed and manufactured. Elastomeric top and bottom
Hong et al. [16] used an ER mount to isolate vibrations of a parts of the mounts are used from a conventional hydraulic
frame structure. Choi et al. [17] also designed a mixed mode mount to compare the results accurately. Elastomeric top,
magnetorheological mount to control structural vibrations of a hydraulic mount and manufactured MR mounts (MR 8 hole,
flexible beam. MR 16 hole and MR slot) are tested using the same procedure
Engine mount has three basic functions which are support- through laboratory experiments. Mount characteristics are
ing the engine weight, isolate vibrations from engine to chas- measured for different amplitudes under different sinusoidal
sis, and hold the engine stationary [18]. To provide highest excitations. MR 8 hole mount and MR 16 hole mount are
vibration isolation of engine vibrations, engine mounts should compared with each other to demonstrate the effect of differ-
have low dynamic stiffness and low damping when encoun- ent orifice sizes. On the other hand, MR 16 hole mount and
tered high frequency and low amplitude vibrations. However, MR slot type mount are compared with each other to show the
high dynamic stiffness and high damping are encountered in effect of different orifice geometries. Vibration isolation and
low frequency and high amplitude vibrations [19]. Elas- dynamic stiffness characteristics are compared with the con-
tomeric mount shows efficient vibration isolation performance ventional hydraulic mount.
in high-frequency excitation, but it cannot have a favorable Consequently, this study provided results about the effects
performance at the resonant frequency range (low frequency). of different orifice sizes and shapes in MR valves and also a
In order to compensate for these limitations, various types of reliable comparison of MR mount and a conventional hydrau-
hydraulic mounts have been developed and commercialized lic mount.
for several applications including vehicles [20]. Elastomeric
mounts or hydraulic mounts fulfill the primary function of
2. MR engine mount design and analysis
engine mounts. When it comes to second and third functions,
the engine mount should have frequency and amplitude- MR engine mount has an elastomeric top which supports
dependent dynamic characteristics. Elastomeric mounts are the weight of the engine. Below the elastomeric top, the liquid
almost completely independent of the systems excitation fre- chamber is divided into upper and bottom chambers by the
quency so that they cannot fulfill the second and third func- decoupler plate. The bottom of the decoupler plate is closed
tions. In modern vehicles, lighter and more powerful vehicle with an elastic membrane. Elastic membrane carries the fluid
 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178 5173

1. Elastomeric top (NR), 2. Restrictor (Al), 3. Bottom decoupler plate (Al),

4. Top decoupler plate (Al), 5. Bobbin (POM), 6. Coil (Copper), 7. Elastic
membrane (NR), 8. Bell (Al), 9. Outer core (St 37-2), 10. Inner core (St
37-2)

Fig. 3. Magnetostatic model of MR fluid gap.

Fig. 1. MR slot mount.

highest magnetic field strength in the gap. In the analysis and

the experiments, MRF-132DG fluid and its B-H curve were
used, which were supplied by LORD. B-H curve for low per-
meability steel was used from the analysis software. Magne-
tostatic analyses were performed for 1.0 mm to 5.0 mm of
different gaps and core sizes. Losses in the boundary and
edges were neglected. The electric circuit was designed to
operate with 12 Volt and maximum 2 Amperes. Coil parame-
ters were determined as 400 number of turns and 0.5 mm wire.
Simulation results of magnetic field strength inside the MR
Fig. 2. MR hole mount.
gap for 800 Ampere-turn for 2.0 mm gap size are shown in
Fig. 4. Dimensions of the decoupler plate, inner core, outer
passes through the decoupler plate to the bottom chamber as core, and electromagnet are changed in several experiments.
long as restrictor allows. Unlike conventional hydraulic engine Then, magnetic flux density and magnetic field strength
mounts, in MR engine mount the decoupler plate is designed graphs were investigated to verify if the necessary magnetic
as an MR valve. Inside the decoupler plate, the electromagnet field was generated in the gap to control MR fluid flow. It was
and core steel form the MR valve. Changing the current on the observed that magnetic flux density was around 1 T and mag-
electromagnet changes the characteristic of the MR engine netic field strength was around 260 kA/m through the gap
mount. In the current design, engine mounts containing MR between the inner and the outer cores.
fluid were considered as shown in Figs. 1 and 2. In the first
step, MR mounts were designed using CAD software and
3. Experimentation and testing
three different types of MR mount prototypes were built. In
the next step, a magnetostatic analysis was performed for the Magnetic experiments were performed to verify magne-
designed electromagnetic coil which controlled the MR fluid tostatic analysis results using a constant current power supply
flow. Lastly, two different types of MR mount designs were and a Yokogawa 3251 gauss meter as shown in Fig. 5. The
developed. These designs were named as MR slot mount and gaussmeter had high accuracy between a range of 20G
MR hole mount. MR hole mount had two different sub- (Gauss) and 20 kG. By using different sizes of inner cores, the
designs as MR 8 hole mount and MR 16 hole mount. All MR gap sizes were obtained as 1.5 mm, 2 mm, 3 mm and 4 mm
mounts consisted of the same parts: Elastomeric top, restrictor, and the magnetic field strength in the gap was investigated.
elastic membrane and decoupler plate. All tests performed from 0 A to 2 A with 0.2 A gain. After
In order to ensure the necessary magnetic field between the changing the inner core, the current was applied in the reverse
inner and outer cores, finite element method was used and direction to initialize the residual magnetic field around the
magnetostatic analysis was performed using Maxwell Student coil. Measured magnetic field strength versus applied current
Version software. A magnetostatic model was developed as curves are shown in Fig. 6. The highest magnetic field
shown in Fig. 3 to perform static analysis and to determine strength was achieved with 1.5 mm gap size. Magnetostatic
dimensions of magnetic components embedded inside the tests were performed in vacuum and magnetic experiments
decoupler plates. Also, magnetic field direction and strength were performed in air. After adapting experimental results to
were analyzed. Low permeability St 37-2 steel was used as vacuum environment it was noticed that finite element analy-
core material. Minimum steel size was determined to obtain sis results were compatible with experimental results.
5174 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178

Fig. 6. Measurement of magnetic field strength.

(a)

(b)
Fig. 7. Magnetic field strength and current for different gap sizes ob-
Fig. 4. Magnetostatic analysis results: (a) Magnetic field strength; (b) tained from magnetic experiments.
magnetic flux density.

driven by the controller. Before starting tests, MR fluid was

filled in the mount by using a specially designed filling station
to ensure no air in the mount and later MR mount was con-
nected to the test unit as shown in Fig. 8. During tests, differ-
ent values of electrical current were introduced to the MR
mount using the constant current supply. Applying the same
test procedure programmed in the workstation, similar tests
were performed for all MR mount designs.

4. Results and discussion

Fig. 5. Gauss meter and controllable current supply. MR mounts were tested statically and dynamically using a
servo-hydraulic rate machine. Static tests were performed with
Fig. 7 shows the laboratory and testing equipment which amplitudes between 0-10 mm. Before starting each test,
were used during vibration tests. MTS Landmark 200 Hz elas- 1000 N force was applied to the elastomeric top representing
tomer test system was used to perform dynamic characteriza- engine weight. Dynamic tests were performed under excita-
tion of the mounts which were capable up to 25 kN of force. tion frequencies between 0-100 Hz with constant amplitudes
Test device consisted of a servo-hydraulic piston at the bottom of ±0.1 mm, ±0.5 mm, ±1.0 mm and ±2.0 mm and under exci-
and a load cell on the opposite side. Piston position is sensed tation frequencies between 0-20 Hz with constant amplitudes
by an LVDT to generate sinusoidal excitations in pre- of ±3.0 mm, ±4.0 mm. After all dynamic tests, a static test was
determined amplitude. The force transmitted on the top of the re-performed. The same test procedure was repeated for all
mount was measured by the load cell. The measured values types of mounts. Besides MR mounts, hydraulic mount and
were used to determine mean force and also amplitude and elastomeric top were tested using the same test procedure.
frequency of the force. The test procedure was programmed in The dynamic stiffness versus frequency results for the elas-
the workstation and after executing the program, test unit was tomeric top is shown in Fig. 10. It can be seen that the dy-
 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178 5175

Fig. 11. Dynamic stiffness versus frequency under sinusoidal excita-

tions with an amplitude of ±0.1 mm.

Fig. 12. Dynamic stiffness versus frequency under sinusoidal excita-

Fig. 8. Testing equipment and laboratory. tions with an amplitude of ±1.0 mm.

Fig. 9. MR mount on the test instrument.

Fig. 13. Transmissibility versus frequency under sinusoidal excitations
with an amplitude of ±0.1 mm.

Fig. 10. Dynamic stiffness versus frequency with amplitudes of

±0.1 mm, ±0.5 mm, ±1.0 mm, ±2.0 mm for elastomeric top.

namic stiffness slightly increases with the frequency so it can Fig. 14. Transmissibility versus frequency under sinusoidal excitations
be assumed as constant. Elastomeric top test results are con- with an amplitude of ±1.0 mm.
sidered to determine MR fluid flow state. When high current
is applied and MR fluid flow is blocked in the flow gap, MR that MR 8 hole mount has the highest dynamic stiffness due to
mount can lose its hydraulic mount characteristics and can the smaller gap. For frequencies greater than 15 Hz, MR slot
start to behave like an elastomeric mount. This phenomenon mount shows an increasing dynamic stiffness with the fre-
causes a desired characteristic in the high-frequency range quency increment; however, MR 16 hole mount shows a little
where the engine mount should have low damping and low decrement.
dynamic stiffness. Figs. 13 and 14 show transmissibility curves of MR 8 hole,
The dynamic stiffness and transmissibility curves are ob- MR 16 hole, MR slot and hydraulic mount in the frequency
tained for all types of mounts during off-state. Fig. 11 shows range between 0-100 Hz for low amplitude at ±0.1 mm and
dynamic stiffness curves of mounts for low amplitude at ±0.1 for high amplitude at ±1.0 mm. No current is applied to the
mm while Fig. 12 shows dynamic stiffness curves of mounts electromagnets to determine the off-state characteristics. Fig-
for high amplitude at ±1.0 mm. In these figures, it can be seen ures show that MR slot mount has nearly the same natural
5176 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178

Fig. 15. Dynamic stiffness versus frequency under sinusoidal excita- Fig. 17. Dynamic stiffness versus frequency under sinusoidal excita-
tions with an amplitude of ±0.1 mm when various currents applied. tions with an amplitude of ±1.0 mm when various currents applied.

Fig. 16. Transmissibility versus frequency under sinusoidal excitations Fig. 18. Transmissibility versus frequency under sinusoidal excitations
with an amplitude of ±0.1 mm when various currents applied. with an amplitude of ±1.0 mm when various currents applied.

frequency with the hydraulic mount and other mounts have mount has excellent vibration isolation capabilities than other
higher natural frequencies. All MR mounts have lower trans- MR mounts.
missibility values than hydraulic mount in the low-frequency Fig. 17 shows dynamic stiffness curves and Fig. 18 shows
range which is the result of higher damping capabilities of transmissibility curves of MR 8 hole, MR 16 hole and MR slot
these mounts. However, this reverses at higher frequencies as mounts in the frequency domain when various currents are
a result of high damping. applied to the electromagnet under high amplitude excitations.
Fig. 15 shows dynamic stiffness versus frequency and Fig. MR 8 hole and MR slot mounts result in decreasing dynamic
16 shows transmissibility versus frequency for MR 8 hole, stiffness when the current reaches to 0.2 A. This change
MR 16 hole and MR slot mounts under excitation frequencies shows us that MR fluid flow in the gap is blocked with the
between 0-100 Hz when various currents are applied to the increasing viscosity. MR fluid flow in the gap is not blocked
electromagnet. MR 8 hole and MR Slot mounts decrease in at 0.1 A in MR 16 hole mount. When compared to MR slot
dynamic stiffness when the current reaches to 0.2 A. This mount and MR 16 hole mount gap geometry, it shows the
change in dynamic stiffness means that MR fluid flow in the same effect.
gap is blocked with the increasing viscosity. However, in MR
16 hole mount MR fluid flow is blocked at 0.1 A. This phe-
5. Conclusion
nomenon might be explained by considering that the experi-
ments are performed with low amplitude vibrations which In this study, three types of MR mounts are designed and
generate low forces but it should be explained clearly when a manufactured. The aim of the design is to extend the proper-
mathematical model for the mounts is developed. For MR slot ties of conventional hydraulic mounts and elastomeric mounts
mount, greatest dynamic stiffness is observed when it is com- and ensure better vibration isolation. During the study, previ-
pared to MR 16 hole mount at frequencies higher than 15 Hz. ously designed MR mounts are analyzed and different designs
This shows the effect of gap geometry that in slot type holes are built. Elastomeric mount, hydraulic mount and manufac-
resistance to flow is greater than circular type holes. tured MR mounts (MR 8 hole, MR 16 hole and MR slot) are
As shown in Fig. 15, lower transmissibility values are tested in the same conditions.
achieved with MR mounts than the hydraulic mount. Lower With elastomeric mount, dynamic stiffness is slightly in-
transmissibility values when compared to other MR mounts creased in the frequency domain which can be considered that
could be acquired with MR 8 hole mount in the frequency the elastomeric mount has constant-like dynamic stiffness.
domain by varying applied current which means that this Even it may fulfill desired needs at higher frequencies, it has
 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178 5177

low damping for low frequencies. With hydraulic mount, dif- [5] Y. K. Ahn, B. Yang, M. Ahmadian and S. Morishita, A
ferent dynamic stiffness and damping values are acquired in small-sized variable-damping mount using magnetorheo-
the frequency domain. Hydraulic mounts should be adjusted logical fluid, Journal of Intelligent Material Systems and
for a limited low-frequency range and a limited high- Structures, 16 (2) (2005) 127-133.
frequency range by changing dimensions of inner components. [6] H. S. Lee and S. B. Choi, Control and response
Since hydraulic mounts are passive mounts, system operating characteristics of a magnetorheological fluid damper for
frequency should be selected precisely. MR mounts solve the passenger vehicles, Journal of Intelligent Material Systems
problems in hydraulic mounts and characteristics of the mount and Structures, 11 (1) (2000) 80-87.
can be varied during operation. During the experiments, the [7] H. Janocha and D. J. Jendritza, Adaptronics and smart
effect of the gap size is observed when compared to MR 8 structures: Basics, materials, design, and applications,
hole mount with the MR 16 hole mount. It is noticed that MR Springer (1997) 198-200.
8 hole mount has the highest dynamic stiffness and lowest [8] S. B. Choi, M. H. Nam and B. K. Lee, Vibration control of
transmissibility. When MR mounts start to behave like an MR seat damper for commercial vehicles, Journal of
elastomeric mount, it indicates that MR fluid is blocked in the Intelligent Materials System and Structures, 11 (12) (2000)
gap. In MR 16 hole mount, the flow is blocked at 0.1 A cur- 936-944.
rent, but in MR 8 hole mount it is not. This phenomenon is [9] S. J. McManus, K. A. St. Clair, P. E. Boileau and J. Boutin,
explained with low amplitude vibration, which is generated by Evaluation of vibration and shock attenuation performance
low force. In MR slot mount, the greatest dynamic stiffness is of a suspension seat with a semi-active magnetorheological
observed when compared to MR 16 hole mount at frequencies fluid damper, Journal of Sound and Vibration, 253 (1)
higher than 15 Hz. This shows the effect of the gap geometry. (2002) 313-327.
Lower transmissibility values are achieved with MR mounts [10] Y. F. Duan, Y. Q. Ni and J. M. Ko, Cable vibration control
than those of the hydraulic mount. With MR 8 hole mount, using magnetorheological dampers, Journal of Intelligent
lower transmissibility values compared to other MR mounts Material Systems and Structures, 17 (2006) 321.
have been acquired, which shows this mount has excellent [11] J. D. Carlson, W. Matthis and J. E. Toscano, Smart
vibration isolation capabilities in comparison to other MR prosthetics based on magnetorheological fluids, Proceedings
mounts. In the frequency range, 20 % to 30 % and up to 60 % of SPIE, 4332 (2001) 308-316.
more vibration isolation is acquired by MR 8 hole mount. It is [12] M. T. Avraam, MR-fluid brake design and its application to
also observed that with MR mounts, the greatest vibration a portable muscular rehabilitation device, Ph.D. Thesis,
isolation takes place as compared to elastomeric or hydraulic Universite libre de Bruxelles, Department of Mechanical
mounts. Compiled characteristic curves from these experi- Engineering and Robotics, Belgium, 7-8 (13) (2009) 19-20.
ments can be used to develop a controller for these mounts. [13] http://delphi.com/pdf/news/DelphiMagnetoRheologicalEngine
Mounts070909.pdf, Accessed 19 April (2014).
[14] S. Cesmeci and T. Engin, Modeling and testing of a field-
Acknowledgments
controllable magnetorheological fluid damper, International
This project is partially financed by Gazi University in the Journal of Mechanical Sciences, 52 (2010) 1036-1046.
scope of Scientific Research Supporting Program under [15] M. Elahinia, C. Ciocanel, T. M. Nguyen and S. Wang, MR-
06/2011-45 program code. Financial support is gratefully ac- and ER-based semiactive engine mounts: A review, Smart
knowledged. Materials Research, Article ID 831017, 2013 (2013) 21.
[16] S. R. Hong, S. B. Choi and M. S. Han, Vibration control of
a frame structure using electro-rheological fluid mounts, In-
References
ternational Journal of Mechanical Sciences, 44 (2002) 2027-
[1] M. N. Khajavi and V. Abdollahi, Comparison between 2045.
optimized passive vehicle suspension system and semi active [17] S. B. Choi, S. R. Hong, K. G. Sung and J. W. Sohn, Opti-
fuzzy logic controlled suspension system regarding ride and mal control of structural vibrations using a mixed-mode
handling, World Academy of Science, Engineering and magnetorheological fluid mount, International Journal of
Technology, 1 (2007) 57-61. Mechanical Sciences, 50 (2008) 559-568.
[2] http://www.materiatech-carma.net/html/pdf/actesmiec08/ [18] T. Feyzi, R. Tikani, M. Esfahanian and R. S. Ziaei,
Albert_ACHEN-LORD-Magnetorheo.pdf, Accessed 19 April Performance analysis of different modified MR engines
(2014). mounts, Journal of Solid Mechanics, 3 (2) (2011) 124-131.
[3] J. R. Lloyd, M. O. Hayesmichel and C. J. Radcliffe, Internal [19] Y. Yu, N. G. Naganathan and R. V. Dukkipati, A literature
organizational measurement for control of magnetorheologi- review of automotive vehicle engine mounting systems,
cal fluid properties, Journal of Fluids Engineering, 129 Mechanism and Machine Theory, 36 (2001) 123-142.
(423) (2007). [20] Q. H. Nguyen, S. B. Choi, Y. S. Lee and M. S. Han,
[4] J. Rabinow, The magnetic fluid clutch, AIEE Transactions, Optimal design of high damping force engine mount
67 (1948) 1308-1315. featuring MR valve structure with both annular and radial
5178 T. Türkücü and Ö. Keleş / Journal of Mechanical Science and Technology 32 (11) (2018) 5171~5178

flow paths, Smart Mater. Struct., 22 (2013) 115024. Tamer Türkücü is a Ph.D. student in
[21] I. Korkmaz, Araçlarda motor askı sistemlerinin incelenmesi, industrial design engineering, Gazi Uni-
M.Sc. Thesis, Istanbul Technical University Graduate School versity, Ankara, Turkey. He graduated
of Science Engineering and Technology, Istanbul (2007) 1-7, with a bachelor's degree in mechanical
18-26, 34-37. engineering from Selcuk University in
[22] T. M. Nguyen, A novel semi-active magnetorheological 2004. He received a master’s degree in
mount for vibration isolation, Ph.D. Thesis, The University mechanical engineering from Gazi Uni-
of Toledo, USA (2009) 1-10, 43-51, 91-92, 101. versity in 2013.