A

Main Project Report

On

COMPARATIVE STUDY OF“CONNECTING ROD BY FINITE

ELEMENT ANALYSIS USING COMPOSITE MATERIALS”

Submitted in partial fulfillment of the requirement for the award of the degree of

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING
Submitted by

M RAMU 15P61A0356
B SAI SANTHOSH 16P65A0316
N PRABHAKAR 16P65A0311
T SIVA RAMA KRISHNA 15P61A0375

Under The Guidance Of

Mr.Karthik Anand
Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

VIGNANA BHARATHI INSTITUTE OFTECHNOLOGY

(Accredited by NBA and NAAC, New Delhi)

(Affiliated to JNTU Hyderabad, Approved by AICTE)

Aushapur, Ghatkesar (m). Medchal dist, Hyderabad-501301

2015-19
 VignanaBharathi Institute of Technology Aushapur(V),Ghatkesar
(M), Hydrabad-501301
CERTIFICATE
I hereby certify that the work which is being presented in the report entitled
COMPARATIVE STUDY OF“CONNECTING ROD BY FINITE ELEMENT
ANALYSIS USING COMPOSITE MATERIALS” in partial fulfillment of the
requirements for the award of Bachelor degree in Mechanical Engineering from JNTU
Hyderabad. And submitted in the Department of Mechanical Engineering of
Vignana Bharathi Institute of Technology, Aushapur, Ghatkesar, is an authentic
record of my own work carried out under the supervision of B.Karthik Anand

The matter presented in the report has not been submitted by us for the award of any other
degree of this or any other institute.
Date: __.04.2019

M RAMU 15P61A0356
B SAI SANTHOSH 16P65A0316
N PRABHAKAR 16P65A0311
T SIVA RAMA KRISHNA 15P61A0375

This is to certify that the above statement made by us is correct to best of our knowledge.

Dr. G. Poshal B.Karthik Anand

HOD (Mechanical) Assistant professor
.

The B.Tech. Project External Viva-voce Examination of is held on __.4.2018.

Signature of Internal Examiner Signature of External Examiner

 DECLARATION

We, students of IV B.Tech, Department of Mechanical Engineering, VIGNANA

BHARATHI INSTITUTE OF TECHNOLOGY, Aushapur, Ghatkesar, Hyderabad,
hereby declare that under the supervision of our guide B.Karthik Anand (Asst.Prof). we
have carried out the project titled COMPARATIVE STUDY
OF“CONNECTING ROD BY FINITE ELEMENT ANALYSIS USING
COMPOSITE MATERIALS”and submitted the report in partial fulfillment of the
requirement for the award of Bachelor of Technology in Mechanical Engineering by the
Jawaharlal Nehru Technological University, Hyderabad (JNTUH) during the academic year
2018-19. We further declare that the work reported in this project has not been submitted
and will not be submitted, either in part or in full, for the award of any other degree or
diploma in this institute or any other institute or university.

Submitted By

M RAMU 15P61A0356
B SAI SANTHOSH 16P65A0316
N PRABHAKAR 16P65A0311
T SIVA RAMA KRISHNA 15P61A0375
 ACKNOWLEDGEMENT

This is acknowledgement of the intensive drive and technical competence of many

individuals who have contributed to the success of our project.

I would like to thank Sri, KADHAR sir Dept of mechanical engineering, NSIC
Hyderabad,in-charge for helping me in completion of this project work.

We are greatly indebted to our college, Vignana bharathi Institute of Technology, which has
provided us the healthy environment to drive us to achieve our ambitions and goals.
Our respect to our Principal Dr.G.Amarendar Rao, Vignana Bharathi Institute of
Technology, for his co-operation and encouragement.

We are extremely thankful to Dr.G.POSHAL, HOD & professor, Department of

Mechanical Engineering, Vignana Bharathi Institute of Technology.
I would like to express my sincere gratitude to my guide B. Karthik Anand,
Assistant Professor, Department of Mechanical Engineering, Vignana Bharathi Institute of
Technology, for his continuous guidance and support throughout my project work. I thank
him for his patience and unfailing mentorship which provided me the confidence to
complete the work. I feel privileged to have carried out the project under his guidance.

We owe our hearty regards to all other professors and staff for their encouragement at each
step and their assistance in completion of the project work. We would like to thank our
friends for their co-operation and consistent support.

M RAMU 15P61A0356
B SAI SANTHOSH 16P65A0316
N PRABHAKAR 16P65A0311
T SIVA RAMA KRISHNA 15P61A0375
 ABSTRACT

Connecting rod is one of the important components of the whole engine

assembly as it acts as a mediator between piston assembly and crankshaft. It’s
converting the reciprocating motion of the piston to rotary motion of the crank.
Also it faces a lot of tensile and compressive loads during its life time.
Generally connecting rods are manufactured using carbon steel and in recent
days aluminum alloys are finding its application in connecting rod.

In this project connecting rod is replaced by aluminum based composite

material reinforced with Boron carbide. And it also describes the modeling and
analysis of connecting rod. NX solid modeling software is used to generate the
3-D solid model of Connecting rod. Ansys software is used to analyze the
connecting rod. The main aim of the project is to analysis the stress, strain,
deformation of connecting rod by varying material with same geometry.

Keywords: Connecting Rod, Analysis of Connecting Rod, Four Stroke Engine

Connecting Rod, Aluminium Alloy Connecting Rod, Design and Analysis of
Connecting Rod.

Submitted by

M RAMU 15P61A0356
B SAI SANTHOSH 16P65A0316
N PRABHAKAR 16P65A0311
T SIVA RAMA KRISHNA 15P61A0375
 TABLE OF CONTENTS
1. CHAPTER ....................................................................................................................................1

1. INTRODUCTION……………………………………………………………………………….1
1.1.1Internal combustion engine...............................................................................................1
1.1.2 Compound rods……………………….……………………………………………………..3
1.2 Specifications of problem...……………………………………………………………………5

2. Design of connecting rod… ……………………………………………………………………..6

2.1.1 Introduction to NX software .................................................................................................6
2.1.2 Key functions…………………….........................................................................................6
2.2 Design of connecting rod………………………………………………………………………7

3. Analysis by Ansys…….……………………………………………………………………….12
3.1 Introduction ........................................................................................................................12
3.2 Structural Analysis of connecting rod……………................................................................13
3.2.1 Forces acting on connecting rod……………………………………………………………13
3.3 Theoretical calculations of connecting rod ……………....................................................14
3.4 Boundary conditions………………………………………………………………………….18
3.4.1 Static analysis……………………………………………………………………………….18
3.5 Carbon results………………………………………………………………………………..19
3.6 Aluminum 6061 results………………………………………………………………………21
3.7 Aluminum 6061+ boron carbide results……………………………………………………..23
3.8 Final results…………………………………………………………………………………...25
3.9 Comparing results…………………………………………………………………………….26

4.Conclusion…………………………………………………………………………………........27

5. Future scope…………………………………………………………………………………….28

6. References………………………………………………………………………………………29
Figures
Fig 1.1 Internal combustion engine failure 1
Fig 1.2 Articulated connecting rods 3
Fig 1.3 Radial aero engine rods 4
Fig 1.4 Connecting rods 4
Fig 1.5 Master connecting rods 4
Fig 2.1 NX windows 7
Fig 2.2 NX interface 7
Fig 2.3 Line diagram of master connecting rod 8
Fig 2.4 Big end of connecting rod 8
Fig 2.5 Drafting of connecting rod 9
Fig 2.6 Smaller holes drafting 9
Fig 2.7 Dimensioning of small pins 10
Fig 2.8 Edge blend of connecting rod 10
Fig 2.9 Smaller end design 11
Fig 2.9.1 Final connecting model 11
Fig 3.1 Standard dimensions of I-section 15
Fig 3.2 Ansys workbench window 15
Fig 3.2.1 Workbench data window 16
Fig 3.2.2 Data insert window 16
Fig 3.2.3 Model in workbench 17
Fig 3.2.4 Meshing 17
Fig 3.2.5 Fixed support and loads applied 18
Fig 3.3 Carbon steel part details 19
Fig 3.3.1 Carbon steel loads applied 19
Fig 3.3.2 Carbon steel total deformation 19
Fig 3.3.3 Carbon steel equivalent stress 20
Fig 3.3.4 Carbon steel equivalent elastic strain 20
Fig 3.4 Aluminum 6061 part details 21
Fig 3.4.1 Aluminum 60610loads applied 21
Fig 3.4.2 Aluminum 6061 total deformation 21
Fig 3.4.3 Aluminum 6061 equivalent elastic strain 22
Fig 3.4.4 Aluminum 6061 equivalent stress 22
Fig 3.5 Aluminum 6061+B4C part details 23
Fig 3.5.1 Aluminum 6061+B4C loads applied 23
Fig 3.5.2 Aluminum 6061+B4C total deformation 23
Fig 3.5.3 Aluminum 6061+B4C equivalent elastic strain 24
Fig 3.5.4 Aluminum 6061+B4C equivalent stress 24
Fig 3.6.1 Aluminum 6061 final results 25
Fig 3.6.2 Aluminum 6061+B4C final results 25
 List of tables
Table 3.1 Material properties 13

Table 3.2 Comparison of deformed 26

results
 CHAPTER-1

1.1INTRODUCTION

In a reciprocating piston engine, the connecting rod or conrod connects the piston to the crank
or crankshaft. Together with the crank, they form a simple mechanism that converts linear
motion into rotating motion. Connecting rods may also convert rotating motion into linear
motion. Historically, before the development of engines, they were first used in this way driving
machinery from water wheels. As a connecting rod is rigid, it may transmit either a push or a pull
and so the rod may rotate the crank through both halves of a revolution, i.e. piston pushing and
piston pulling. Earlier mechanisms, such as chains, could only pull. In a few two-stroke engines,
the connecting rod is only required to push.

Today, connecting rods are best known through their use in internal combustion piston engines,
such as car engines. These are of a distinctly different design from earlier forms of connecting
rods, used in steam engines and steam locomotives.

History

The earliest evidence for a connecting rod appears in the late 3rd century AD Roman Hierapolis
sawmills. It also appears in two 6th century Eastern Roman saw mills excavated at Ephesus
respectively Gerasa. The crank and connecting rod mechanism of these Roman watermills
converted the rotary motion of the waterwheel into the linear movement of the saw blades.

The first steam engines, Newcomen’s atmospheric engine, were single-acting: its piston only did
work in one direction, and so these used a chain rather than a connecting rod. Their output
rocked back and forth, rather than rotating continuously.

1.1.1 Internal combustion engines

Fig 1.1Failure of a connecting rod is one of the most common causes of catastrophic engine
failure.

In modern automotive internal combustion engines, the connecting rods are most usually made
of steel for production engines, but can be made of T6-2024 and T651-7075 aluminum alloys(for

1
lightness and the ability to absorb high impact at the expense of durability) or titanium (for a
combination of lightness with strength, at higher cost) for high performance engines, or of cast
iron for applications such as motor scooters. They are not rigidly fixed at either end, so that the
angle between the connecting rod and the piston can change as the rod moves up and down and
rotates around the crankshaft. Connecting rods, especially in racing engines, may be called
"billet" rods, if they are machined out of a solid billet of metal (this being forge into the rough
shape), rather than being cast, The forged steel having a better internal grain structure for
strength.

The small end attaches to the piston pin, gudgeon pin or wrist pin, which is currently most often
press fit into the connecting rod but can swivel in the piston, a "floating wrist pin" design. The
big end connects to the bearing journal on the crank throw, in most engines running on
replaceable bearing shells accessible via the connecting rod bolts which hold the bearing "cap"
onto the big end. Typically there is a pinhole bored through the bearing and the big end of the
connecting rod so that pressurized lubricating motor oil squirts out onto the thrust side of the
cylinder wall to lubricate the travel of the pistons and piston rings. Most small two-stroke
engines and some single cylinder four-stroke engines avoid the need for a pumped lubrication
system by using a rolling-element bearing instead, however this requires the crankshaft to be
pressed apart and then back together in order to replace a connecting rod.

The connecting rod is under tremendous stress from the reciprocating load represented by the
piston, actually stretching and being compressed with every rotation, and the load increases to
the square of the engine speed increase. Failure of a connecting rod, usually called "throwing a
rod" is one of the most common causes of catastrophic engine failure in cars, frequently putting
the broken rod through the side of the crankcase and thereby rendering the engine irreparable; it
can result from fatigue near a physical defect in the rod, lubrication failure in a bearing due to
faulty maintenance, or from failure of the rod bolts from a defect, improper tightening. Re-use of
rod bolts is a common practice as long as the bolts meet manufacturer specifications. Despite
their frequent occurrence on televised competitive automobile events, such failures are quite rare
on production cars during normal daily driving. This is because production auto parts have a
much larger factor of safety, and often more systematic quality control.

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), balancing all
connecting rod/piston assemblies to the same weight and Magnafluxing to reveal otherwise
invisible small cracks which would cause the rod to fail under stress. In addition, great care is
taken to torque the connecting rod bolts to the exact value specified; often these bolts must be
replaced rather than reused. The big end of the rod is fabricated as a unit and cut or cracked in
two to establish precision fit around the big end bearing shell. Therefore, the big end "caps" are
not interchangeable between connecting rods, and when rebuilding an engine, care must be taken
to ensure that the caps of the different connecting rods are not mixed up. Both the connecting rod
and its bearing cap are usually embossed with the corresponding position number in the engine
block.

2
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 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 crankshaft axis and the top of the cylinder block where the
cylinder head fastens; 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.

1.1.2 Compound rods

Fig 1.2 Articulated connecting 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 vee engine, catastrophically so for
the Sunbeam Arab.

Radial engines typically have a master rod for one cylinder and multiple slave rods for all the
other cylinders in the same bank.

3
 Fig 1.3 BMW 132 radial aero engine rods

Fig 1.4 Connecting rod parts

Fig 1.5 Master connecting rod

4
1.2 SPECIFICATION OF THE PROBLEM

Problem Definition: As Connecting rod undergoes repetitive loads during it service life, fatigue
performance and durability of this component has to be considered in the Design Process. The
stresses and weight for carbon steel(c45) are more and life can be improved, hence it necessitates
to find the alternative material at given loading conditions .

In this project the material (carbon steel) of connecting rod replaced with developed Aluminum
alloy. The model of connecting rod was created in NX 11.0 and imported in Ansys 16.0
workbench for static and fatigue analysis. After analysis a comparison is made between existing
steel connecting rod for the given dimensions for Von misses stress, equivalent strain and total
deformation.

Objectives of the work: The objective of the present work is the static and fatigue analyses of a
connecting rod made of Aluminum Alloy reinforced with Boron carbide (B4C) to compare the
stress distribution ,deformation and fatigue life with carbon steel and aluminum to check
whether a steel connecting rod can be replaced with a developed composite connecting rod.

5
 CHAPTER 2

2.1 DESIGN OF CONNECTING ROD

2.1 .1 Introduction to NX SOFTWARE

NX 10.0 Software mechanical design automation software is a feature-based, parametric solid

modeling design tool which advantage of the easy to learn windows TM graphical user
interface. We can create fully associate 3-D solid models with or without while utilizing
automatic or user defined relations to capture design intent. Parameters refer to
constraints whose values determine the shape or geometry of the model or assembly.
Parameters can be either numeric parameters, such as line lengths or circle diameters, or
geometric parameters, such as tangent, parallel, concentric, horizontal or vertical, etc. Numeric
parameters can be associated with each other through the use of relations, which allow them to
capture design intent.

It is used, among other tasks, for:

 Design (parametric and direct solid/surface modeling)

 Engineering analysis (static; dynamic; electro-magnetic; thermal, using the finite element
method; and fluid, using the finite volume method).
 Manufacturing finished design by using included machining modules.
NX is a direct competitor to CATIA, Creo, Autodesk Inventor, and SolidWorks.
2.1.2 KEY FUNCTIONS

 Computer-aided design (CAD) (Design)

o Parametric solid modeling (feature-based and direct modeling)
o Freeform surface modeling, class ‘A’ surfaces.
o Reverse engineering
o Styling and computer-aided industrial design
o Engineering drawing (Drafting)
o Product and manufacturing information (PMI)
o Reporting and analytics, verification and validation.
o Knowledge reuse, including knowledge-based engineering
o Sheet metal design
o Assembly modeling and digital mockup
o Routing for electrical wiring and mechanical piping
 Computer-aided engineering (CAE) (Simulation)
o Stress analysis / finite element method (FEM)
o Kinematics
o Computational fluid dynamics (CFD) and thermal analysis
 Computer-aided manufacturing (CAM) (Manufacturing)
o Numerical control (NC) programming

6
2.2 Design of Connecting Rod
For designing the Connecting Rod the following procedure has to follow

Fig 2.1 NX window

Fig 2.2 NX interface

7
Fig 2.3 Line Diagram of Master Connecting Rod

Fig 2.4 Big End of Connecting Rod

8
Fig 2.5 Drafting of Connecting Rod

Fig 2.6 Smaller Holes of Connecting Rod

9
 Fig 2.7 Drawing Smaller Holes

Fig 2.8 Edge Blend of Connecting Rod

10
 Fig 2.9 smaller End Connecting Rod

Fig 2.9.1 Final Connecting Rod Model

11
 CHAPTER 3
3.1 ANALYSIS BY ANSYS
Ansys Inc. is an American public company based in Canonsburg, Pennsylvania. It develops and
markets engineering simulation software. Ansys software is used to design products and
semiconductors, as well as to create simulations that test a product's durability, temperature
distribution, fluid movements, and electromagnetic properties.
Ansys was founded in 1970 by John Swanson. Swanson sold his interest in the company to
venture capitalists in 1993. Ansys went public on NASDAQ in 1996. In the 2000s, Ansys made
numerous acquisitions of other engineering design companies, acquiring additional technology
for fluid dynamics, electronics design, and other physics analysis.
The idea for Ansys was first conceived by John Swanson while working at the Westinghouse
Astronuclear Laboratory in the 1960s. At the time, engineers performed finite element analysis
(FEA) by hand. Westinghouse rejected Swanson's idea to automate FEA by developing general
purpose engineering software, so Swanson left the company in 1969 to develop the software on
his own. He founded Ansys under the name Swanson Analysis Systems Inc. (SASI) the next
year, working out of his farmhouse in Pittsburgh.
Swanson developed the initial Ansys software on punch-cards and used a mainframe computer
that was rented by the hour. Westinghouse hired Swanson as a consultant, under the condition
that any code he developed for Westinghouse could also be included in the Ansys product line.
Westinghouse also became the first Ansys user.
Ansys develops and markets finite element analysis software used to simulate engineering
problems. The software creates simulated computer models of structures, electronics, or machine
components to simulate strength, toughness, elasticity, temperature distribution,
electromagnetism, fluid flow, and other attributes. Ansys is used to determine how a product will
function with different specifications, without building test products or conducting crash tests.
For example, Ansys software may simulate how a bridge will hold up after years of traffic, how
to best process salmon in a cannery to reduce waste, or how to design a slide that uses less
material without sacrificing safety.
Most Ansys simulations are performed using the Ansys Workbench software, which is one of the
company's main products. Typically Ansys users break down larger structures into small
components that are each modeled and tested individually. A user may start by defining the
dimensions of an object, and then adding weight, pressure, temperature and other physical
properties. Finally, the Ansys software simulates and analyzes movement, fatigue, fractures,
fluid flow, temperature distribution, electromagnetic efficiency and other effects over time.
Version 15 of Ansys was released in 2014. It added new features for composites, bolted
connections, and better meshes tools. In February 2015, version 16 introduced the AIM physics
engine and Electronics Desktop, which is for semiconductor design. The following year,
version 17 introduced a new user interface and performance improvement for computing fluid
dynamics problems. In January 2017, Ansys released version 18. Version 18 allowed users to
collect real-world data from products and then incorporate that data into future simulations.

12
3.2 STRUCTURAL ANALYSIS OF CONNECTING ROD
Dimensions of Width and height of the connecting rod is For C.S = 12.8mm and For AL 360 =
16.4 mm (from calculations). A 3D model of connecting is used for analysis in ANSYS 16.0.
The loading conditions are assumed to be static. Analysis done with pressure load applied at
the piston end and restrained at the crank end or other load applied at the crank end and
restrained at the piston end. The element chosen is SOLID model connecting rod it was used
with the tetrahedral option, making it a 10-node element with 3 degrees of freedom at each
node. The finite element analysis is carried out on carbon steel connecting rod as well as on
three different materials of carbon steel, aluminum boron carbide and aluminum 360.

3.2.1 FORCES ACTING ON THE CONNECTING ROD

1. The combined effect (or joint effect) of,
a) The pressure on the piston, combined with the inertia of the Reciprocating parts.
b) The friction of the piston rings, piston, piston rod and the cross head.
2. The longitudinal component of the inertia of the rod.
3. The transverse component of the inertia of the rod. 4. The friction of the two end bearings.
Axial forces:
Axial forces resulting from gas pressure and inertia of piston assembly modified by the side
thrust arising in consequence of the connecting rod crank angle.
The maximum axial load is compressive (at TDC). ➢ Tensile stresses occur after firing, due to

piston inertia.
>Bending stresses also occur after firing.
Transverse forces:
Transverse forces Known as whip are caused by inertia effects of the rod mass. Fortunately axial
& transverse forces do not occur at the same time.

S.No Parameters Old Material New Material Carbon

(Al6061) (Al6061+B4C) steel

1. Density 2.7 2.68 7.87

2. Young’s 70-80 195 200

modules
3. Poisson’s 0.33 0.32 0.29
ratio
Table 3.1 Material properties

13
3.3 THEORETICAL CALCULATIONS OF CONNECTING ROD
A connecting rod is a machine member which is subjected to alternating direct compressive
and tensile forces. Since the compressive forces are much higher than the tensile force,
therefore the cross-section of the connecting rod is designed as a strut and the Rankin formula
is used. A connecting rod subjected to an axial load W may buckle with x-axis as neutral axis
in the plane of motion of the connecting rod, {or} y-axis is a neutral axis. The connecting rod
is considered like both ends hinged for buckling about x-axis and both ends fixed for buckling
about y-axis. A connecting rod should be equally strong in buckling about either axis.
Let A = cross sectional area of the connecting rod.
L = length of the connecting rod.

𝜎c = compressive yield stress.

Wcr = crippling or buckling load.
Ixx and Iyy = moment of inertia of the section about x-axis and y-axis respectively.
Kxx and Kyy = radius of gyration of the section about x-axis and y- axis respectively.
Rankin formula = (Ixx=4Iyy)

3.3.1 PRESSURE CALCULATION FOR 150CC ENGINE

Suzuki GS 150 R Specifications
Engine type air cooled 4-stroke
Bore × Stroke (mm) = 57×58.6

Displacement = 149.5CC
Maximum Power = 13.8bhp@8500rpm
Maximum Torque = 13.4Nm@6000rpm
Compression Ratio = 9.35/1
Density of Petrol C8H18 = 737.22kg/m3 = 737.22E-9kg/mm3
Temperature = 60F = 288.855K

Mass = Density × Volume = 737.22E-9×149.5E3 = 0.11Kg

Molecular Weight of Petrol =114.228 g/mole
From Gas Equation,
PV=MRT, R = R*/Mw = 8.3143/.114228 = 72.76 P = (0.11x72.786x288.85) / 149.5E3
P = 15.469 MPa.~=16MPa

14
Design calculations of connecting rod

Fig 3.1 standard dimensions of I-section

1. Thickness of flange and web of the section = t = 2

2. Width of the section B = 4t= 4×2 = 8
3. Height of the section H = 5t = 5×2 = 10
4. Area of the section A = 11*t2= 11×4 = 44
5. Moment of inertia about x axis Ixx= 34.91*t4 = 34.91×16 = 558.56
6. Moment of inertia about y axis I yy= 10.91*t4 = 10.91×16= 174.56
7. Therefore Ixx/Iyy = 558.56/174.56 = 3.2

ANALYSIS: To do the ansys we have chosen the workbench of 16 version. Then import the
saved connecting rod model to the workbench by saving as part file, as it is easy to import
easily for doing meshing and further process.

Fig 3.2 Ansys workbench window

15
Then go to static structural and insert the data and type of material used for analysis

Fig 3.2.1 workbench data section

Go to engineering data and give the density, poisson’s ratio and young’s modules values .

Fig 3.2.2 workbench data upload

16
Next go to geometry and import the part file of connecting which was saved before in NX
software. Then double click on the model now the actual workbench window opens.

Fig 3.2.3 connecting rod model in workbench

Meshing do to done by selecting the connecting rod body and sizing of 5.0mm

Fig 3.2.4 Meshing

17
3.4 Boundary Condition: The finite element model of Al-B4C connecting rod is shown in
figure. One end is fixed and force is applied at other end.

Fig 3.2.5 Fixed support and loads acting

3.4.1 Static Analysis: A static analysis is used to determine the displacement, strain, von
misses stress and force in structure or compounds caused by load that do not significant inertia
and damping effects.

18
3.5 CARBON STEEL RESULTS

Fig 3.3 Part Detail Fig 3.3.1 Loads Applied

Fig 3.3.2 Total deformation of Connecting Rod

19
 Fig 3.3.3 Equivalent Stress

Fig 3.3.4 Equivalent Elastic Strain

20
3.6 ALUMINUM 6061

Fig 3.4 Part details fig 3.4.1 loads applied

Fig 3.4.2 Total Deformation

21
Fig 3.4.3 Equivalent Elastic Strain

Fig 3.4.4 Equivalent Stress

22
3.7 ALUMINUM BORON CARBIDE

Fig 3.5 part Details Fig 3.5.1 Load Details

Fig 3.5.2 Total Deformation

23
Fig 3.5.3 Equivalent Elastic Strain

Fig 3.5.4 Equivalent Stress

24
3.8 FINAL RESULTS
3.8.1 ALUMINUM 6061

FIG 3.6.1 ALUMINUM 60610 RESULTS

Fig 3.6.2 ALUMINUM BORON CARBIDE RESULTS

25
3.9 COMPARING RESULTS
PARTICULARS CARBON STEEL ALUMINUM 6061 AL 6061+
B4C
minimum maximum Minimu maximu minimu Maximu
m m m m
1.Total 0 0.0091 0 0.0253 0 0.0080
deformation(mm)

Fig 3.2 comparison of deformation

From the above data we have observed that deformation is less in aluminum boron carbide
compared to other to material connecting rods.

26
 CONCLUSION
In automotive industries, to achieve reduced fuel consumption as well as greenhouse gas
emission is a current issue of utmost importance. To reduce automobile weight and improve
fuel efficiency, the auto industry has dramatically increased the use of aluminium in light
vehicles in recent years. Aluminium alloy based metal matrix composites (MMCs) with
ceramic particulate reinforcement have shown great promise for such applications. These
materials having a lower density and higher thermal conductivity as compared to the
conventionally used.

Weight reduction of up to 50 – 60 % in the systems. Moreover, these advanced materials have

the potential to perform better under severe service conditions like higher speed, higher load
etc. The objective of the present work is to design and analysis of connecting rod made of
Aluminium Alloy. Steel materials are used to design the connecting rod. In this project the
material (Forged steel) of connecting rod replaced with Aluminium Alloy. Connecting rod was
created in NX 11.0. Model is imported in ANSYS 16.0 for analysis. After analysis a
comparison is made between existing steel connecting rod viz., A Aluminium Alloy in terms of
weight, factor of safety, stiffens, deformation and stress. The present work aimed at evaluating
alternate material for connecting rod with lesser stresses and lighter weight. This work found
alternate material for minimizing stresses in connecting rod. FEA analysis performed using
ANSYS WORKBENCH 16.0 software for determining stresses & deformation.

27
FUTURE SCOPE

From analysis it is observed that the minimum stresses among all loading conditions, were
found at crank end cap as well as at piston end. So the material can be reduced from those
portions, thereby reducing material cost.

For further optimization of material dynamic analysis of connecting rod is needed. After
considering dynamic load conditions once again finite element analysis will have to be
performed. It will give more accurate results than existing.

Design modifications can be done to minimize the weight of the connecting rod and inertia
force.

28
REFERENCES:

1. Afzal, A., 2004, “Fatigue Behavior and Life prediction of Forged Steel and PMConnecting
Rods,” Master’s Thesis, University of Toledo.

2. Athavale, S. and Sajanpawar, P. R., 1991, “Studies on Some Modelling Aspects in theFinite
Element Analysis of Small Gasoline Engine Components,” Small EngineTechnology
Conference Proceedings, Society of Automotive Engineers of Japan, Tokyo,pp. 379-389.

3. Balasubramaniam, B., Svoboda, M., and Bauer, W., 1991, “Structural optimization ofI.C.
engines subjected to mechanical and thermal loads,” Computer Methods in AppliedMechanics
and Engineering, Vol. 89, pp. 337-360.

4. Bhandari, V. B., 1994, “Design of Machine Elements,” Tata McGraw-Hill.

5. https://en.wikipedia.org/wiki/Connecting_rod

6. El-Sayed, M. E. M., and Lund, E. H., 1990, “Structural optimization with fatigue
lifeconstraints,” Engineering Fracture Mechanics, Vol. 37, No. 6, pp. 1149-1156.

7. https://en.wikipedia.org/wiki/Siemens_NX

8. https://www.ijert.org/research/static-and-fatigue-analysis-of-aluminum-silicon-carbide-
connecting-rod-for-comparative-study-of-mechanical-parameters-using-fea-
IJERTV5IS030121.doc

9. Goenka, P. K. and Oh, K. P., 1986, “An Optimum Connecting Rod Design Study –
ALubrication Viewpoint,” Journal of Tribology, Transactions of ASME, July 1986, Vol. 108.

10. https://en.wikipedia.org/wiki/Ansys

11.

BOOKS

1. Design Data Book By Jalaluddin

2. Machine Design Data Book by VB BHANDARI

29