###### Abstract
A designer might easily examine the performance of a mount system in development and determine the optimum system specs, according to the authors. [PERSON] [5] used an optimization method to create stiff body mounting arrangements in 1996. He employed sequential quadratic programming (SQP) as a direct optimization method. As design elements that may be modified to limit force transfer to the vehicle body, mounting positions and stiffness coefficients were considered. [PERSON] et al. [6] devised an experimental/numerical approach for engine mount optimization. They provided an optimization approach for active and passive vibration isolators or absorbers in any mechanical system. Rather than using a mathematical model of the vehicle or its components, their proposed technique optimizes based on experimental data. Two optimization based approaches were utilized to tackle an issue by [PERSON] et al. [7]. Due to dynamic stresses, the first strategy minimizes the load delivered to the frame while keeping engine displacement within a set envelope. The second procedure adjusts the mount settings to modify the system's natural frequencies to avoid specified predetermined operational frequency ranges. In both approaches, the authors used the local optimization search method. For determining the optimal engine-mounting configuration, [PERSON] et al. [8] developed a MATLAB/FRONTIER design technique. The authors created a GA (MOGA) based on a multi-objective optimization technique and determined that it meets industry standards for preliminary engine suspension system design. They claim that their method meets both comfort and packing requirements in a reasonable length of time while also considering the solution's robustness. [PERSON] et al. [9] investigated the impact of frame flexibility on an improved engine mounting method for improved motorcycle vibration isolation. They developed a theoretical model to depict the structural dynamics of the engine mount system on a motorcycle. Due to enforced stresses, the optimization approach used optimizes the load given to the frame while keeping engine displacement within set limitations. The stiffnesses, locations, and orientations of the mounts are used as design elements in their model. [PERSON] and [PERSON] [10] regarded the engine mounts as triaxial spring-damper systems, and the front-end assembly was represented as a lumped mass. They created a complete vehicle model to solve the engine mount optimization challenge, which entails decreasing the overall force imparted to the frame while remaining compliant with packaging and other constraints. The mount system's stiffness, position, and orientation vectors were used as design variables in their model's optimization problem. Forces and moments induced by engine imbalance, as well as loads conveyed through the tire patch due to high amplitude, low frequency bump loads, were among the imposed loads. [PERSON] et al. [11] used multi-objective optimization using genetic algorithms (MOGA) on a five-degree-of-freedom vehicle vibration model, and the optimization results clearly improved vibration isolation performance. [PERSON], et al. [12] developed a technique for statistically forecasting inertial engine unbalances induced by the crank mechanism and, ultimately, the countershaft, lowering the consequent propagating vibrations transmitted to the frame by optimizing the engine mount structure. Design issues included the quantity of the engine mounts, their optimal positions, and their viscous elasticity qualities. Their goal was to discover the optimal engine mount architecture that would limit the engine block's shaking effects on the frame in terms of forces. [PERSON] and [PERSON] optimized an engine mounting system dynamically [13], considering frequency-dependent stiffness and loss factor.