Design and analysis of connecting rod for different material using ansys

Chapter 1

INTRODUCTION
Connecting rod interconnects the piston and the crank shaft and transmits the gas forces
from the piston to the crankshaft. Its primary function is to transmit the push and pull
from the piston pin to the crank pin and thus convert the reciprocating motion of the
piston into rotary motion of the crank. Generally connecting rods are manufactured using
carbon steel and in recent days aluminium alloys are finding its application in connecting
rod. In this work connecting rod is replaced by aluminium based composite material. And
it also describes the fabricating and testing of connecting rod. It consists of a long shank a
small end and big end. The small end of connecting rod is usually made in the form of an
eye and is provided with a bush. It is connected to the piston by means of piston pin. The
big end of connecting rod is connected to the crank by means of damping. Connecting rod
has three main zones. The piston pin end, the centre shank and the big end. The piston pin
end is the small end, the crank end is the big end and the centre shank is of I cross section.
Connecting rod is a pin jointed strut in which more weight is concentrated towards the big
end. Connecting rod is acted upon by gas loads and inertia loads during its operation. The
forces include gas forces due to combustion and inertia forces due to its own weight. The
automobile engine connecting rod is a high volume production, critical component. Every
vehicle that uses an internal combustion engine requires at least one connecting rod
depending upon the number of cylinders in the engine. Connecting rods for automotive
applications are typically manufactured by forging from either wrought steel or powdered
metal. They could also be cast. However, castings could have blow-holes which are
detrimental from durability and fatigue points of view. The fact that forgings produce
blow-hole-free and better rods gives them an advantage over cast rods. Between the
forging processes, powder forged or drop forged, each process has its own pros and cons.
Powder metal manufactured blanks have the advantage of being near net shape, reducing
material waste. However, the cost of the blank is high due to the high material cost and
sophisticated manufacturing techniques. With steel forging, the material is inexpensive
and the rough part manufacturing process is cost effective. In this work connecting rod is
replaced by aluminium based composite material and it also describes the design and
analysis of connecting rod. Generally connecting rods are manufactured using carbon
steel and in recent days aluminium alloys are used. Durability is one of the critical
importance of this component, this can be achieved by getting the knowledge about

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 Design and analysis of connecting rod for different material using ansys

different aspects such as production technology, materials, performance simulation, and

fatigue. When building a high performance engine, great attention is paid to the
connecting rods, eliminating stress risers by such techniques as grinding the edges of the
rod to a smooth radius, shot peening to induce compressive surface stresses (to prevent
crack initiation). Time and effort were necessary to create the best design for a connecting
rod to allow it to handle high stresses while minimizing weight. The reduction of weight
of connecting rods is important to ensure that the engine can operate safely in higher
RPM’s due to the decreased inertia held within the lighter rods. The goal has become to
remove as much material from these rods while still maintaining their strength and
integrity so as to safely perform under the conditions of each engine.

Fig. 1.1: Connecting rod.

1.1 Piston-Connecting Rod Assembly

A Connecting rod is a member which connecting between piston and crank shaft.
Material, such as structural steel, aluminium alloy, titanium, and cast iron are used. The
connecting rod package has to be custom tailored to the engine and the customer’s needs,
says Kerry Novak of Crower. The Small end of the connecting rod is connected to the
piston end using a gudgeon pin, wrist pin by press fit. Big end is connected to the crank
shaft using fasteners. Stresses on the connecting rod are always high due to the
combustion chamber pressure, inertia forces, which induces high value of stresses.
According to vegi[17] failure of a connecting rod, usually called "throwing a rod" is one
of the most common causes for catastrophic engine failure in cars. However, failure of the

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 Design and analysis of connecting rod for different material using ansys

connecting rod is not common since the big automobile companies try to keep very high
factor of safety of 2 or 3 above. To provide warranty, automobile companies should have
the robust design and manufacture capability. By having all this factors in consideration,
a lot of engines fail or cease due to failure of connecting rod assembly, which leaves the
companies to consider that the connecting rod as a very high risk component. For
example connecting rod failed for GM 2014 Chevy Malibu’s, 2014 Buick Regal GS ,
2014 Chevy Impala, 2014Cadillac ATS and 2015 Porsche 911 GT3, which caused
millions of dollars to be spent on recall to replace the whole engine and redesign the
connecting rod. While designing the connecting rod, Vegi[17] suggested that measures
have to be taken to reduce the stresses in the connecting rod. Methods, like grinding the
edges to give smooth surface and radius to prevent crack initiation, shot peening methods
are used which induces compressive surface stress to balance the weight of the
connecting rod and piston assembly to reduce the bending stress due to centrifugal action.
He suggest us to use high end equipment which zooms in the connecting rod to give
minute invisible cracks, which lead to brittle fracture in the ductile material.

Fig. 1.2: piston & Connecting rod assembly.

1.2 Different material used in connecting rod

1.2.1 Forged steel connecting rods
Forged steel is currently Eco boost Mustang material. AA is used mostly in aerospace
application; this material is used to handle high stress values. In figure 1 shows Forged
steel (FS) - A cosmetic trend has started by using Aluminium alloy as a CR member

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 Design and analysis of connecting rod for different material using ansys

mainly to reduce the weight, however due to engine design evolving day by day,
engineers have moved back to steel.

Fig. 1.3: Connecting Rod made of forged steel

1.2.2 Aluminium Connecting Rods

These are CNC machined out of their proprietary. Al alloys are cold extruded but a pair
of, 1000 a lot of pressure to make sure consistent grain flow and density. Aluminium
Connecting Rods are offered for many any import or domestic applications by providing
a totally custom rod at very little or no value on top of that of an "off-the-shelf" product.
To be use in high H.P. (1,200 max) and high rate (14,000 max) applications. Because of
low fatigue life, once used below high stress things drag athletics solely. Are often use
safely with daily driving. Al rods are the most effective alternative for DSM's, sturdy and
lightweight.
Aluminium 7075 (AA) - This material is used as CR to reduce the weight and it gives
cushion effect between piston head and crank shaft at higher rpm .AA CRs are generally
manufactured by using CNC machines, which has high fatigue life and stronger. AA is
used in Aircraft fittings, gears and shafts fuse parts, meter shafts and gears, missile parts,
regulating valve parts, worm gears, keys, aircraft, aerospace and defence applications,
bike frames, all-terrain vehicle (ATV) sprockets. The connecting rod transfers power to
the crank to be turned to rotational power.

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 Design and analysis of connecting rod for different material using ansys

Fig. 1.4: Connecting rod made of Aluminium

1.2.3 Steel Connecting Rods

Still connecting rods to be employed in moderate to high HP (Forged 900 max, Billet
1200 max) and moderate rate (9500-10,000 max). Appropriate for daily driving,
endurance athletics, and drag athletics. Manufacturer makes the best quality steel I beam
connecting rods for the DSM. They’re appropriate for a multiplicity of applications. A
special shot preening method will increase the fabric density on the part surface, leading
to wonderful strength and sturdiness of the ultimate product, from OEM product to high-
end race engines.

Fig. 1.5: Connecting rod made of Steel

1.2.4Titanium Connecting Rods

Metal connecting rods to be use in high power unit (1,400 max) and high revolutions per
minute (14,000) applications. Maybe use in daily driving, endurance athletics, and drag

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 Design and analysis of connecting rod for different material using ansys

athletics. Set the benchmark on racetracks round the world. Due to their low weight,
they're notably appropriate for top speed Motorsports engines.

Fig. 1.6: Connecting rod made of Titanium

1.3 Reasons for Using Aluminium

Our choice of metal for this project is Aluminium 7075 alloy. This metal is preferred due
to its light weight and low cost. The chemical composition is given in the table given
below. The choice of the metal used also depends on the type of requirement and
preference. Metals such as Aluminium are lightweight and strong and also Cost less as
compared to other materials like Titanium that is stronger but much costlier. One of the
most common usages is of Steel and its alloys.

1.4 Beam Types

An I-beam is both light weight and strong but the type of material used limits its capacity
to handle load. Whereas H-beam can handle much more stress without bending. So they
are used in high power engines. A combination of both is also used in some cases. . A
connecting rod can be of two types H-beam or I-beam or a combination of both. They are
used respectively depending on their field of application or use. An I-beam is both light
Weight and strong but the type of material used limits its capacity to handle load.
Whereas H-beam can handle much more stress without bending. So they are used in high
power engines.

1.5 Engine Wear and Rod Length

A major source of engine wear is the sideways force exerted on the piston through the
connecting rod by the crankshaft, which typically wears the cylinder into an oval cross-
section rather than circular, making it impossible for piston rings to correctly seal against
the cylinder walls. Geometrically, it can be seen that longer connecting rods will reduce

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 Design and analysis of connecting rod for different material using ansys

the amount of this sideways force and therefore lead to longer engine life. However, for a
given engine block, the sum of the length of the connecting rod plus the piston stroke is a
fixed number, determined by the fixed distance between the crank shaft axis and the top
of the cylinder block where the cylinder end fasten thus, for a given cylinder block longer
stroke, giving greater engine displacement and power, requires a shorter connecting rod
(or a piston with smaller compression height), resulting in accelerated cylinder wear.

1.6 Compound Rods

Many-cylinder multi-bank engines such as a V12 layout have little space available for
many connecting rod journals on a limited length of crankshaft. This is a difficult
compromise to solve and its consequence has often led to engines being regarded as
failures (Sunbeam Arab, Rolls-Royce Vulture).The simplest solution, almost universal in
road car engines, is to use simple rods where cylinders from both banks share a journal.
This requires the rod bearings to be narrower, increasing bearing load and the risk of
failure in a high-performance engine. This also means the opposing cylinders are not
exactly in line with each other. In certain engine types, master/slave rods are used rather
than the simple type shown in the picture above. The master rod carries one or more ring
pins to which are bolted the much smaller big ends of slave rods on other cylinders.
Certain designs of V engines use a master/slave rod for each pair of opposite cylinders. A
drawback of this is that the stroke of the subsidiary rod is slightly shorter than the master,
which increases vibration in a v engine, catastrophically so for the Sunbeam Arab. The
usual solution for high-performance aero-engines is a “forked” connecting rod. One rod is
split in two at the big end and the other is thinned to fit into this fork. The journal is still
shared between cylinders. The Rolls-Royce Merlin used this “fork and blade” style. A
common arrangement for forked rods is for the fork rod to have a single wide bearing
sleeve that spans the whole width of the rod, including the central gap. The blade rod then
runs, not directly on the crankpin, but on the outside of this sleeve. The two rods do not
rotate relative to each other, merely oscillate back and forth, so this bearing is relatively
lightly loaded and runs as a much lower surface speed. However the bearing movement
also becomes reciprocating rather than continuously rotating, which is a more difficult
problem for lubrication. A likely candidate for an extreme example of compound
articulated rod design could be the complex German 24 cylinder Junkers Jumo 222
aviation engine, meant to have unlike an X-engine layout with 24 cylinders, possessing
six cylinders per bank only four cylinders per bank and six banks of cylinders, all liquid

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 Design and analysis of connecting rod for different material using ansys

cooled with five “slave” rods pinned to one master rod, for each “layer” of cylinders in its
design.

Chapter 2
LITERATURE REVIEW
Adnan Ali Haider [2018], worked on a replacement of connecting rod with 14%weight
savings was designed by removing material from areas that showed high factor of safety
Factor of safety with respect to fatigue strength was obtained by performing FEA with
applied loads including bolt tightening load, piston pin interference load, compressive gas
load and tensile inertia load. In this research, the engine was simulated in
MSC/ADAMS/Engine software and forces acting on different parts of crank mechanism
were extracted after that connecting rod was simulated in Solid Works software, meshed
in ANSYS software and critical loads were exerted on it finally stress analysis was done .
The kinematic and kinetic analyses of the crank mechanism, stress and fatigue analysis,
and finally optimization of connecting rod were performed on Samand engine. For this
purpose, the slider-crank mechanism was simulated in MSC/ADAMS/Engine software
and forces acting on different parts of crank mechanism were extracted after that
connecting rod was simulated in ANSYS software, critical loads were exerted on it, stress
and fatigue analysis was done. For stress analysis of connecting rod it was modelled and
meshed in ANSYS (Ver. 9) software. The von miss stress and total deformation of two
different aluminium alloys were compared with the forged steel. Ramani et al focused on
the two subjects, first, load and stress analysis of the connecting rod, and second,
optimization for weight reduction. In the first part of the study, loads acting on the
connecting rod and find out stress time history at some critical point.

Magesh Kumar et.al., [2017], connecting rods are being manufactured by conventional
method of forging. Steel can be replaced by aluminium and titanium alloys on a cost of
affordability. Weight optimization is possible using composite materials without varying
the allowable stresses and boundary conditions.

Akbar H Khan [2017], research work investigated Static structural and experimental
stress analysis of two wheeler connecting rod using by theoretically, Finite element
analysis and using Photo elasticity method. Connecting rod of two wheeler 100 cc petrol
engine is taken for the analysis, Finite element analysis includes the Design and
modelling of connecting rod using Creo 2.0 and Ansys 15.0 for the Static Structural

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 Design and analysis of connecting rod for different material using ansys

analysis. Photo elasticity analysis method includes the casting of Photo elastic sheet using
Araldite AY 103 and Hardener HY 991 and then connecting rod model is prepared by
laser cutting machine. In his research paper static structural analysis is carried out to find
the von miss stresses and Stress analysis is carried out to find maximum principle stress
and reason behind the failure of connecting rod. Conclusion drawn from his study, It is
been observed that the maximum stresses are induces at the fillet section of both ends of
the connecting rod and chances of the failure of the connecting rod is found at the fillet
sections of both ends of connecting rod. Therefore, to avoid that stresses and failure
material need to be added at the fillet sections of connecting rod. By observing the
different fringes developed in the connecting rod specimen and by calculating the
maximum principle stress at that section we can say that the stresses induced in the small
end of the connecting rod are greater than the stresses induced at the big end. Form the
Photo elasticity analysis it is found that the stress concentration effect exist at both small
end and big end and it is negligible in the middle portion of the connecting rod.
Therefore, the chances of failure of the connecting rod may be at fillet section of both
ends.

Nagaraju K L [2016], in his thesis, a connecting rod is demonstrated utilizing Catia v5,
discretization utilizing Hyper Mesh and analysis utilizing Nastran. The outcome predicts
the most extreme buckling load and basic locale on the interfacing pole. It is imperative to
find the basic territory of concentrated stress for fitting adjustments. He discovered the
stresses created in interfacing pole under static loading with various stacking states of
compression and tension at crank end and pin end of connecting rod. The displacement
plot shows a very small value which does not affect the performance of the connecting
rod. The linear static analysis of the connecting rod shows that the stress generated in the
model is within the acceptable limits or maximum allowable stress. The buckling mode
analysis gives the buckling factor greater than 1 and hence it can be concluded that the
connecting rod can withstand the load applied.

Sharma Manoj, Shashikant [2015], taken connecting rod of a Mahindra Jeep CJ-340
and change its material from Al360 to PEEK. The modelling of the connecting rod is
done on Pro-E wildfire 4.0 and analysis work is done on ANSYS 11.0. The parameters
like Von misses stress, Von messes strain and displacement was obtained from ANSYS
software which shows reduction in weight and improvement in strength.

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Kuldeep B [2013], analyzed the connecting rod by replacing Al360 material by

aluminium based composite material reinforced with silicon carbide and fly ash. He also
described the modelling and analysis of connecting rod. FEA analysis was carried out by
considering 2 materials. The parameters like von misses stress, von misses strain and
displacements were obtained from ANSYS software. Compared to the former material the
new material found to have less weight and better stiffness. It resulted in reduction of
43.48% of weight, with 75% reduction in displacement.

Marthanapalli HariPriya, K.Manohar Reddy [2013], a connecting rod for a 150cc

engine has been model in 3D modelling software cero. The actual cross section
connecting rod is I – section, which have been changed to cross section H By changing
the cross section, the weight of connecting rod is reduced by 10gms.The material used for
connecting rod is carbon steel which is replaced with Aluminium alloy A360. By
comparing the stress values for both materials, it is slightly less for Aluminium alloy
A360 than carbon steel.

Ram Bansal [2013], conducted a Dynamic simulation was on a connecting rod made of
Aluminium Alloy using finite element analysis. The connecting rod is one of the
important part of an engine. Connecting rod of the single cylinder four stroke diesel
engine is used. After measurements were taken, connecting rods were modelled using
CATIA software and saved in 'IGES' format. Then, the model of connecting rod (IGES
format) imported into ANSYS software. In his analysis of connecting rod was performed
under Dynamic load for Stress analysis, and optimization. The pressure-volume diagram
was used to calculate the load boundary condition in dynamic simulation model, and
other simulation inputs were taken from the engine Specification chart. The data obtained
at engine run were plotted on graph by Engine-soft Software. The maximum deformation,
maximum stress point and dangerous areas are found by the stress analysis of connecting
rod. This analysis uses a different mesh to get more precise results. The relationship
between the stress and the nodal displacement is explained by the modal analysis of
connecting rod. The results would provide a valuable theoretical foundation for the
optimization and improvement of connecting rod. Dynamic load analysis was performed
to determine the in service loading of the connecting rod and FEA was conducted to find
stresses at critical locations. The maximum deformation appears at the centre of big end
& small end bearings inner fibre surface. The areas subjected to crushing due to crank
shaft & gudgeon pin is shown through analysis after implementing boundary conditions.

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The connecting rod deformation was mainly bending due to buckling under the critical
loading. And the maximum deformation was located due to crush & shear failure of the
big & small end bearings. So these areas prone to appear the fatigue crack. Base on the
results, we can forecast the possibility of mutual interference between the connecting rod
and other parts. The results provide a theoretical basis to optimize the design and fatigue
life calculation.

VenuGopalVegi and Leela Krishna Vegi [2013], in their paper describe designing and
analysis of a connecting rod. Currently existing connecting rods are made of carbon steel.
The model of connecting rod is modelled using CATIA software and analysis is carried
out on ANSYS software. Finite element analysis is carried out on a connecting rod made
of forged steel. The parameters like Von mises stress, strain, deformation, factor of safety
etc were calculated and found that forged steel have more factor of safety, reduced
weight, greater stiffness than carbon steel.

Vikas Gupta [2013], in his research work altered the dimensions of already existing
design of a connecting rod of a tractor engine. This analysis was done under static and
fatigue loading. Optimization was done under same boundary and loading conditions for
validation in few stress and fatigue parameters. The critical regions under both static and
fatigue analysis are identified and improved. The connecting rod was modelled and
optimized for the reduced weight, improved life and manufacturability. The material was
kept same and a significant change was observed in Von mises stress. 9.4% less stress
was observed at critical point under static load conditions. Only 5 gm of weight was
reduced which is very low. From this we can conclude that not only materials but also
design parameters can be considered for optimization. The comparison of fatigue
behaviour of forged steel and powder metal connecting rods was discussed by A. Afzal et
al. The experiments included strain controlled specimen testing with specimen obtained
from the connecting rods as well as strain controlled connecting rod bench testing.
Monotonic and cyclic deformation behaviour and strain controlled fatigue properties of
two materials are evaluated and compared. The stress concentration factors were obtained
from FEA, and modified Goodman equation was used to account for the mean stress
effect. The connecting rod is a most stressed part in internal combustion engine. During
its operation various stresses are acting on it. The effect of compressive stress is more due
to gas pressure and whipping stress. Fanil Desai and all compared two samples of
connecting rod made of forged steel. Static analysis was done using ANSYS software and

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experimental analysis with Universal Testing Machine (UTM). Experimental results were
verified with the numerical results. To reduce weight and cost of forged steel connecting
rod, Ambrish Tiwari et al, extremely used the numerical tools during the development
phase. Therefore, to complete understand the mechanisms involved as well as the
reliability of the numerical methodology are extremely important to take technological
advantages, such as, to reduce project lead time and prototypes cost reduction. The work
shows complete FEA methodology to explore weight and cost reduction opportunities for
production of forged steel connecting rod. Considering the modified Goodman diagram,
fatigue study based on stress life theory was also performed.

Ramanpreet Singh [2013], in his study used isotropic and orthotropic composite
materials. The modelling of connecting rod was done using CATIA v5 and stress
analysed in MSC. PATRAN. Linear static analysis was carried out for both materials with
tetrahedron with element size of 4mm to obtain stress results. Comparison of both
materials was done keeping the boundary conditions same. Author concluded that there
was a reduction of 33.99% of stresses when isotropic material (i.e. steel) is replaced with
orthotropic material (i.e. E-glass/Epoxy). Also there was reduction in displacement of
about 0.026%.

K. Sudershan Kumar [2012], describes modelling and analysis of connecting rod.

Existing connecting rod is manufactured by using Carbon steel. In his project connecting
rod is replaced by Aluminium reinforced with Boron carbide for Suzuki GS150R
motorbike. A 2D drawing is drafted from the calculations. A parametric model of
connecting rod is model using PRO-E 4.0 software. Analysis is carried out by using
ANSYS software. Finite element analysis of connecting rod is done by considering two
materials, viz. Aluminium Reinforced with Boron Carbide and Aluminium 360. The best
combination of parameters like Von misses stress and strain, Deformation, Factor of
safety and weight reduction for two wheeler connecting rod were done in ANSYS
software. Compared to carbon steel, aluminium boron carbide and aluminium 360,
Aluminium boron carbide is found the working factor of safety is nearer to theoretical
factor of safety in aluminium boron carbide. Percentage of reduction in weight is same in
Aluminium 360 and aluminium boron carbide. Percentage of increase in stiffness in
aluminium boron carbide is more. Percentage of reduction in stress aluminium boron
carbide and aluminium 360 is same.

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Chapter 3

PROBLEM STATEMENT
The present work provides an insight of bending stress acting along the body of
connecting rod due to inertia forces acting on the connecting rod which are known by
name of whipping stress. The bending moment is dependent on material selected for
connecting rod and is used to evaluate the bending stress acting on steel, Al7075, and
high strength carbon fibre. The comparative study of bending stress parameter provides
the best material to be selected for connecting rod of engines.

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 Design and analysis of connecting rod for different material using ansys

Chapter 4
OBJECTIVES
The below objectives are framed based on the literature survey,
 To study the design parameters of connecting.
 To analyse the behaviour of connecting rod.
 To check the feasibility of different material as connecting rod.
 Improving the stability of connecting rod by material change.

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Chapter 5
METHODOLOGY
The following methodology describes the flow of work to achieve the above mentioned
objectives,
 Literature survey.
 Selection of materials.
 Designing of connecting rod.
 Modelling and analysis of connecting rod using different material [ANSYS v18].
 Comparison and tabulation of obtained results.

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Chapter 6
WORK TO BE DONE
Presently the literature part and framing the objectives and methodology based on
literature review is done, further need to,
 Study the processing of connecting rod.
 Loads on connecting rod.
 Designing connecting rod.
 Modelling and analysis.
 Comparison of results.

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[10]. Samal, Prasanta Kumar, B. Murali, and Tajmul Pasha. "Finite Element Analysis
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