Application of Optimization Techniques in Reducing the Weight of Engine

Mounting Bracket
Varun Ahuja

Sandip Hazra

Assistant Manager-CAE
Maruti Suzuki India Ltd
Palam Gurgaon Road
Gurgaon-122015

Manager-Engine Design
Maruti Suzuki India Ltd
Palam Gurgaon Road
Gurgaon-122015

Keywords : Topology, Weight-reduction, Morphing, OptiStruct

Abstract

Need for a compact and lighter vehicle has become need of the hour. Over the years designers have been continuously finding ways to
reduce the overall engine weight, for it can help in improving engine performance, power to weight ratio and eventually fuel efficiency.
With the growing emphasis on reducing the engine design cycle time, there has been a paradigm shift in the approach of designers.
Optimization has become an integral part of product development cycle. With the time constraint being the prime concern, optimization tool
give us the best solution satisfying all possible constraints. This paper explicates an example of optimization techniques in reducing the
weight of engine mounting bracket without compromising the strength, NVH and Vibration performance. In this case study engine
mounting bracket of a current model is taken and optimized using Topology Optimization in OptiStruct. Final optimized model weighs 15%
less as compared to the current model. The paper also briefly elucidates the application of morphing tools for fine-tuning of optimized
results. This case study is limited to application of Topology optimization of Engine components using OptiStruct.

Introduction
Gone are the days when it used to take innumerable iterations to design a product. Getting the best possible
design with minimum iterations has become the prime target for the designers. With the advent of optimization
softwares the possibility of getting first time-best design seems quite achievable. With the government norms
on fuel efficiency and emissions getting stringent with each passing day the focus on Optimization of engine
component has gone sky-high.
Design of engine components plays a very vital role in improving engine performance. Engine mount forms an
indispensable part of the powerhouse of an automobile. They are not only responsible for taking distributed
engine load but also for minimizing the vibrations being transferred to body frame. A lighter engine mount can
help in achieving better fuel economy and lesser emission levels, thereby improving overall engine
performance. Now, people may wonder if this is such a plain sailing process to improve engine performance
then why is this not frequently adopted? The main problem is that while reducing weight of the engine
components, the design criteria for which these components are designed has to be satisfied. For instance, in
case of engine mounts their functional requirements have to go in line with their design considerations such as
vibration isolation, strength and noise control. Thus, the optimization process becomes more tedious as a
number of design criterias have to be met while reducing the weight.
The case study deals with Topology Optimization of rear engine mounting bracket of a current running model.
As mentioned above regarding the criticality of such an optimization, this study takes into consideration
strength, frequency and FRF targets.

Process Methodology
Optimization is a process of finding an optimal solution satisfying a given number of constraints. An
optimization problem mainly consists of three components:
a) Design Variables
b) Design Objective

Design Responses

c) Design Constraints
Topology Optimization deals with the removal of redundant material based on a set of objectives and
constraints. Design variable for topology optimization is density of each element. In case of Topology
optimization run in OptiStruct, the software calculates the density of each element on a scale of 0-1 . Elements
with density 0 represents state of void , whereas elements with density 1 represents state of solid. Intermediate
densities represent fictitious material.
In case of any Topology optimization problem complete FE model is divided into design and non design space.
Choice of design and non design space is solely dependent on the user. In this study a part of rear mounting
bracket is kept into non design space so as to not alter the bolt locations and to give optimization software a
direction to remove the redundant material.
In this case study, optimization of rear engine mounting bracket, a sub-section of complete Power-train model (
Refer to Figure 1) is taken into consideration, for it is computationally less expensive, although the final
validation of design parameters is done on complete Power-Train model after fine-tuning of Optimization
results. Understanding the criticality of the component design and its functional aspects both in strength and
vibration, optimization parameters are decided covering all the functional aspects of engine mount. FRF
acceleration is also used as design response because only controlling the natural frequency might not help in
achieving the desired vibration performance. Optimization parameters for the problem are as following:
a) DESIGN VARIABLES: Density of each element
b) DESIGN CONSTRAINTS: Mass, 1st natural frequency, FRF acceleration
DESIGN RESPONSES
c) DESIGN OBJECTIVE : Minimum weighted compliance

T/M Casing - ADC 12

Design space
Non Design space

Cylinder Block - Cast Iron

Rear Engine Mount- ADC 12

Figure 1: Sub-Section of an Engine

Single type draw direction constraint is also used in the optimization setup. This is mainly employed for
obtaining results that are viable for casting, for the results obtained from topology may contain cavities that are
not in line with sliding direction of the die, and hence not feasible to cast.
Optimization Results
Density plot for the model is obtained after a topology optimization run (Refer to Figure 2). These density
values help in finding the redundant locations so as to remove the unnecessary material. In order to achieve
viable results (mainly for manufacturing), elements having density values less than 0.3 are removed.
13th iteration results

Iso-surface= 0.3
Figure 2.b

Figure 2.a
Figure 2: Optimization results

In the above results element having density less than 0.3 are represented through transparent region. Based
on these density values, material can be removed from the FE model to get final optimized product. On post
processing of these results, it can be interpreted that the results needs some fine-tuning to make the
component feasible for manufacturing. Some of the optimization results are incorporated in the FE model
through manual re-meshing whereas for some changes (for changing the dimensions of groves) morphing
techniques are adopted .
Morphing is a tool to alter FE model dimensions while keeping the distortions to minimum. In this case study,
free hand morphing and morph volume applications are used to alter the mesh parameters. To increase the
depth of some groves free-hand morphing is used. Free hand morphing helps in mesh modification by selecting
fixed nodes, moving nodes, affected elements and a moving direction (Refer to Figure 3.a ). For changing the
radial dimensions, morph volume tool is used (Refer to Figure 3.b ). Final design modifications are elucidated in
Figure 4. After implementing these modifications in the FE model, final optimized component is obtained, which
weighs 15 % less as compared to the original component.

Figure 3.a : Free Hand Morphing

Moving nodes

Fixed nodes

Affected elements

Figure 3.b : Morphing using morph volume

Morph volume enclosing the displayed elements

Figure 3: Morphing

Groves deepened
and widened

As boss area in
cylinder block is
also removed,
hence removal of
boss area in mount
will not result in any
crash issues
Boss Area
removed
Material removed
as per optimization
results
Figure 4 :Design Modifications

Component Validation
As optimization was carried on a sub-section model, the final optimized model was re-validated for complete
Power-Train model. Comparison was made between the original and Optimized component and it was found
that the optimized model is meeting the strength and vibration criteria (both in terms of natural frequency and
FRF). Vibration comparison was done in NASTRAN whereas for strength validation ABAQUS software was
used to incorporate the bolt-pre tension effects. For Vibration results Refer Figure 5 and Figure6.

Vibration Comparison

Natural Frequency Result

RR Mount Bracket
Original Model Optimized Model

Figure 5 : Elemental strain

energy at 246.6 Hz

Freq.(Hz)

Freq.(Hz)

1st Mode

246.7

246.6

2nd Mode
3rd Mode

273
284

272
283

12 dB, 246.6 Hz

0.5 dB increase in amplitude in X-direction,

No significant change in Y and Z direction

Figure 6 : FRF Comparison between Original and Optimized component

Strength Comparison

Table 1: Stress Results

Original

Optimized

Limit

Stress MPa
(Max)

Stress MPa (Max)

(ADC)

UP (WL+)

97

99.07

186

DOWN (WL-)

102

100

186

LEFT (BL+)

102

110

186

RIGHT (BL-)

101.57

99

186

FRONT (TL+)

101.49

99.23

186

REAR (TL-)

101

102

186

Load Case

It is noticeable (Refer to Table 1 ) that the stress values in the optimized component has increased but still the
values are within the desired limits. From vibration point of view there is not much change in the performance of
the component. On the basis of these results, it can be concluded that the optimized component is meeting the
functional and design aspects of the original component and with an additional benefit of weight saving of .33kg
(330 grams).
Conclusion
Optimized component is meeting the strength and vibration performance of the original component. There is
0.33 kg/ 15 % weight saving.

Original Component

Optimized Component

1.9 kg

2.230 kg

Optimization has resulted in material cost saving of Rs 38 per component. (**ADC= Rs 116/kg).

Optimization is a scientific method for achieving the best possible design with minimum iterations. This
methodology can be adopted for other engine components as well where weight reduction is to be achieved
without affecting their functional and design criteria.
Drawbacks
Fine-Tuning of optimization results has to be done manually in HyperMesh which takes large amount of time. In
order to expedite the optimization process special softwares must be developed which can directly refine the
OptiStruct results to give a realistic model . This will help in saving considerable amount of time which is being
spent in manual refinement of Topology results.
Future Plans
Optimized results have been validated only in CAE. There are no testing results to understand the correlation
between CAE model and actual testing model. Although the changes in design are done in consultation with
designers but still physical testing is required before incorporating optimized model in the running vehicle. Also
physical proto-model will give an insight to the minute manufacturing details of the component.

ACKNOWLEDGEMENTS
The authors would like to acknowledge the continual help and support of Altair support team for this case study.
Authors would also like to acknowledge the support and guidance of Research and Design team of Maruti
Suzuki India Ltd. without whom the project wouldn't have achieved the present outcome.
REFERENCES
1. Performance -Base Optimization of structures by Qing Quang Liang
2. Altair OptiStruct Reference Manual.
3. Topology Optimization for minimum stress design by G Allaire, F Jouve
4. Bendse, M.P. and Sigmund, O. (1999) Material interpolation schemes in topology optimization, Arch.Appl. Mech., Vol. 69, pp.635
654.