VSRD International Journal of Electrical, Electronics & Communication Engineering, Vol.

III Issue XII December 2013

e-ISSN : 2231-3346, p-ISSN : 2319-2232 VSRD International Journals : www.vsrdjournals.com

/ 407

RESEARCH ARTICLE

OPTIMIZATION OF CONNECTING ROD

BY USING NON-LINEAR STATIC FINITE ELEMENT ANALYSIS
1Ajit

Kumar Senapati* and 2Gopal Krushna Mohanta

1Associate

Professor, 2Assistant Professor, 1,2Department of Mechanical Engineering

Gandhi Institute of Engineering &Technology, Gunupur, Odisha, INDIA.
*Corresponding Author : senapati.ajit@gmail.com

ABSTRACT
This paper deals with nonlinear static analysis and optimization of forged steel connecting rod. Optimization is important as less time
is required to produce the connecting rod which is stronger, lighter with minimum cost. In this article connecting rod material is
replaced by Aluminium reinforced with Boron carbide for motorbike. A 2D drawing is drafted from the calculations. A parametric
model of connecting rod is modeled using HYPERMESH 4.0 software. Analysis is carried out by using RADIOSYS 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 RADIOSYS software. The design and weight of the connecting rod influence
the engine performance. Specifications of connecting rod have been evaluated to calculate the loads acting on it. Structural analysis is
carried out on piston end and crank end of connecting rod then further study was conducted to explore weight reduction opportunities
for a production of connecting rod. The component is to be optimized for weight subject to constraint of allowable stress and factor of
safety. The percentage weight reduction obtained was 7.35% by optimization. Connecting rod, Static analysis, Carbon steel.
Keywords : FEA; Static; Aluminium; Aluminium reinforced with Boron carbide; Aluminium 360; Connecting Rod;
Optimization; etc.

1. INTRODUCTION
Automobile components are in great demand these days
because of increased use of automobiles. The increased
demand is due to improved performance and reduced cost
of these components. R&D and Test engineers should
develop critical components in shortest possible time to
minimize launch time for new products. This necessitates
understanding of new technologies and quick absorption
in the development of newer products. Connecting rod is
highly dynamically loaded component used for power
transmission in combustion engines. It is considered as
key component in terms of structural durability and
efficiency. It acts as an intermediate link between the
piston and crankshaft of I.C engine. Its basic function is
to transmit thrust from piston to crankshaft. Connecting
rods are subjected to forces generated by mass and fuel
combustion. These two forces results in axial and bending
stresses.
Bending stresses appear due to eccentricities, crankshaft,
case wall deformation, and rotational mass force.
Therefore, a connecting rod must be capable of
transmitting axial tension, axial compression, and
bending stresses caused by the thrust and pull on the
piston and by centrifugal force. FEA has evolved
powerful tool supporting engineers in various fields of
product development and research with continuous
increasing computational capabilities. Webster et al. [1]
was first to carry out three dimensional FEA of high
speed diesel engine connecting rod. X. Hou et al. [2]
carried out sensitivity analysis and optimization based on
the combination in design of the connecting rod of
LJ276M electronic gasoline engine. T.H. Lee et al. [3],
proposed meta model based shape optimization of

connecting rod considering fatigue life. Meta model

based design optimization of connecting rod can reduce
the actual cost of computer simulations compared with
that of classical design optimization. P. Charkha et al. [4],
carried out analysis and optimization of forged steel
connecting rod. The structural improvement of diesel
engine connecting rod was carried by Z. Bin et al.[5],
showed that the exposed destructive position is the
transition location of small end and connecting rod shank
at maximum compression condition. Z. Bin et al [6],.
presented the design connecting rod of internal
combustion engine using the topology optimization with
objectives to develop structural modeling, FEA and the
optimization of the connecting rod. M.S. Shaari et al. [7],
investigated that with fully reverse loading, one can
estimate longevity of a connecting rod and also find the
critical points from where there is possibility of crack
growth initiation in the connecting rod of universal tractor
(U650). M. Omid et al [8], introduced a method of the
connecting rod structural. The thermal deformation and
mechanical deformation will cause connecting rod cracks,
tortuosity, etc. Therefore, it is essential to analyze the
stress field, temperature field, heat transfer, thermal load
and mechanical load coupling of connecting rod in order
to lower the heat load and improve the thermal stress
distribution and improve its working reliability during the
connecting rod designed. Analysis method of the finite
element provides a powerful calculation tool, which is
better than test method and theory analysis method and
has become an important means for internal combustion
engine performance study.
Connecting rods are widely used variety of engine. The
function of connecting rod is to transmit the thrust of the

Ajit Kumar Senapati and Gopal Krushna Mohanta

piston to the crank shaft, and as the result the

reciprocating motion of the piston is translated into
rotational motion of the crank shaft. It consist of a pin
end. A shank section, and crank an end .Pin end and
crank end pin holes are machined to permit accurate
fitting of bearings. One end of the connecting rod is
connected to the piston by the piston pin. Connecting rods
are subjected to forces generated by mass and fuel
combustion .Theses two forces results in axial load and
bending stresses. A connecting rod must be capable of
transmitting axial tension, axial compression, and
bending stress caused by the thrust and full of the piston
and by centrifugal force. Finite element (FEM) Model is a
modern way for fatigue analysis and estimation of the
component .The influential component factors are able to
change such as material .cross section conditions etc.
In modern automotive internal combustion engine, the
connecting rods are most usually made of steel for
production engine. But can be made of aluminium or
titanium for high performance of engines of cast iron for
application such as motor scooters. They are not rigidly
fixed at either end , so that the angle between the
connecting rod and piston can change as the rod moves
up and down and rotates around the crank shaft .The big
end connects to the bearings journal on the throw
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 third power with increasing
engine speed .Connecting rod for automotive applications
are typically manufactured by forging from either
wrought steel or powder metal. Schematic diagram for
connecting rod as shown in figure 1.
2. SPECIFICATION OF THE PROBLEM
The objective of the present work is to design and
analysis of connecting rod made of Aluminum
Reinforced with Boron carbide. Steel and aluminum
materials are used to design the connecting rod. In this
project the material (carbon steel) of connecting rod
replaced with Aluminum Reinforced with Boron carbide.
Connecting rod was phase variable sinusoidal voltage
waveforms by modulating the on and off times of the
power switches. In industrial drive applications, the
PWM inverter operates as a three-phase variablefrequency, variable-voltage source with fundamental
frequency varying from zero to three times the motor
nominal frequency. In some control schemes where a
three-phase, variable-frequency current source is
required, current control loops are added to force the
motor currents to follow an input reference (usually
sinusoidal) created in Pro-E. Model is imported in
ANSYS 12.0 for analysis. After analysis a comparison is
made between existing steel and aluminum connecting
rod viz., Aluminum Reinforced with Boron carbide in
terms of weight, factor of safety, stiffness, deformation
and stress.
3. EXISTING METHODS
A. Steps in Modeling of Connecting Rod : Optimized

VSRDIJEECE, Vol. III (XII) December 2013 / 408

Connecting Rod has been modeled with the help of

PRO/E Wildfire 4.0 software. The Orthographic and
Solid Model of optimized connecting rod is shown in
figures below :

Fig.1: Drawing of Connecting Rod (Optimized)

Fig.2: CAD Model of Connecting Rod in

HYPERMESH
The following is the list of steps that are used to create
the required model:
a.
Choose the reference plane.
b.
Set the dimension in mm.
c.
Go to sketcher and sketch circular entities.
d.
Then extrude these entities for making the both
ends of connecting rod.
e.
Again reference plane is selected for shank of
connecting rod.
f.
Entities is made that should be tangential to both
ends.
g.
Extrude the entities symmetrically.
h.
Plane is selected for making entities of groove.
i.
Groove is made on the shank and mirrored for
creating groove on both side.
j.
Datum plane is selected for creating small holes
on piston end
k.
Then holes are made on the periphery of piston
end.
B. Specification of Existing Connecting Rod : Table 1
shows the specifications of the connecting rod for carbon
steel (Suzuki GS). The typical chemical composition of
the material is 0.61%C, 0.095% Al, 0.82%Mn,
0.00097%Br, 0.145% C, 7.8Co, 75.56Fe and 3.25 Mo.

Ajit Kumar Senapati and Gopal Krushna Mohanta

S.L
1
2
3

VSRDIJEECE, Vol. III (XII) December 2013 / 409

Table 1 : Specifications of Connecting Rod

Parameters
Value
Bore Stroke (mm)
5758.6
Length of
112 mm
connecting rod
Thickness of
For C.S = 3.2mm For AL
connecting rod
360 = 4.1 mm

Width of connecting
rod

For C.S = 12.8mm For AL

360 = 16.4 mm

Height of
connecting rod

For C.S H1 =12mm H2

=17.6mm
For C.S H1 =12mm H2
=17.6mm

C. 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. A 3-D
model of connecting is used for analysis in ANSYS 12.0.
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 187; 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, aluminium boron
carbide and aluminium 360. From the analysis the
equivalent stress (Von-mises stress), strain, displacements
were determined and are shown in figure 3-14. Table 2
shows the comparative of factor of safety for three
different materials.

Fig. 5: Von Misses Stress for Carbon Steel

Fig. 6: Displacement of Carbon Steel

Aluminium 360

Fig. 7: Von Misses Strain of Aluminium 360

Fig. 3: Loads and Boundary Conditions

Carbon Steel:

Fig. 8: Von Misses Stress of Aluminium 360

Fig. 4: Von Misses Strain of Carbon Steel

Ajit Kumar Senapati and Gopal Krushna Mohanta

VSRDIJEECE, Vol. III (XII) December 2013 / 410

Results :

Fig. 9: Displacement of Aluminium 360

Aluminium Boran Carbide:

Fig. 10: Von Misses Strain of Aluminium Boron

Carbide

Table 2 : Comparison of Factor of Safety

Aluminium
Material
Carbon Aluminium
Boron
Properties
Steel
360
Carbide
Yield
415
172
300
strength
Tensile
Strength
540
317
485
(Mpa)
Theoretical
Factor of
6
6
6
Safety
(Mpa)
Allow Stress
69.17
28.47
50
( Mpa )
Ansys Result
49
43.295
43.295
(Mpa)
Working
Factor of
8.47
4
6.95
Safety
(N)
Result For Weight of Connecting Rod :
Density of Carbon steel = 7.87e-6 Kg/mm3
Volume of connecting rod = 92419.78mm3
Weight of connecting rod = Density Volume
=7.87e-692419.78
= 0.727 kg
= 7.131 N
1. Density of Al 360
=2.685e-6 kg/mm3
Volume of connecting rod =180935.21 mm3
Weight of connecting rod =Density Volume
= 0.48581 kg = 4.765 N
Percentage of reduction in weight = W of Carbon steel-W
of Al 360 / W of Carbon steel
=0.727-0.48581/0.727
=0.3317
Aluminium boron carbide = W of Carbon steel-W of
Aluminium boron carbide/W of Carbon steel
=0.727-0.48581/0.727
=0.3317

Fig. 11: Von Misses Stress Aluminium Boron Carbide

Fig. 12: Displacement Aluminium Boron Carbide

Result for Stiffness of Connecting Rod:

Carbon steel
Weight of connecting rod =0.727Kg
Deformation
=0.00941mm
Stiffness
=Weight/Deformation
=0.727/0.0094
=77.34 kg/mm
Aluminium360
Weight of connecting rod =0.48581Kg
Deformation
=0.0033166mm
Stiffness
=Weight/Deformation
=0.48581/0.00331
=146.77 kg/mm
Aluminium Boron Carbide
Weight of connecting rod =0.48581Kg
Deformation
=0.012219mm

Ajit Kumar Senapati and Gopal Krushna Mohanta

Stiffness

VSRDIJEECE, Vol. III (XII) December 2013 / 411

= Weight/Deformation
= 0.48581/0.012219
= 39.7585 kg/m

Result for Percentage of Increase in Stiffness:

Aluminium 360 =77.34-146.77/77.34
= -0.8977
Aluminium boron carbide
= 77.34-39.7585/77.34
= 0.4855
Result for Percentage of Stress Reduction :
Aluminium 360 =49.625-43.925/49.625
= 0.1035
Aluminium boron carbide
=49-43.925/49
= 0.1035
4. GRAPHS

Fig. 18: Working Factor of Safety for Three Materials

Discussion: By checking and comparing the results of
materials in above tables and finalizing the results are
shown in below. For considering the parameters, 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 reducing in stress ALUMINIUM BORON CARBIDE
and ALUMNUM is same than CARBON STEEL.
Optimization: Objective of the optimization task was to
minimize the mass of the connecting rod under the effect
of a load range comprising the two extreme loads, the
peak compressive gas load, such that the maximum,
minimum, and the equivalent stress amplitude are within
the limits of the allowable stresses.

Fig. 15: Von-Misses Stress for Three Materials

a)

Fig. 16: Von-Misses Strain for Three Materials

Optimization Statement:
Objective Function: Minimize
Mass Subject to Constraints
[1] Maximum Vonmises Stress < Allowable
Stress
[2] Factor of safety > 1.3
[3] Manufacturing Constraints

b)
Optimized Model : After carrying out static
structural analysis the stresses in each loading conditions
were studied and then area where excess material can be
removed were decided so that maximum Vonmises stress
does not exceed allowable and factor of safety is kept
above 1.3. As shown in Fig.3 Following four regions
showed scope for material removal.
1.
Head Region of Pin End was reduced by 1.5 mm
then fillet of1.5mm was given to its sharp edges.
2.
Shank of connecting rod was reduced from 3mm
to 1.5mm.
3.
Oil hole was given fillet of 1.2mm.
4.
Head Region of Crank End was reduced by 2.2
mm and fillet of 2mm was given to its sharp
edges.
Optimized geometry was modified in Design modeler of
ANSYS Workbench.

Fig. 17: Displacement for Three Materials

Ajit Kumar Senapati and Gopal Krushna Mohanta

VSRDIJEECE, Vol. III (XII) December 2013 / 412

Tensile
Loading
Compres
sive
Loading

Crank
end
Pin
end
Crank
end
Pin
end

363.5
284.8
8
334.1
7
94.78

370

2.851

3.62

282.59

1.731

1.96

300.42

1.9

7.79

114.54

0.854

0.975

Fig. 13: Optimized Model of Connecting Rod

Results : Maximum Vonmises stresses and deformation
was found out using static structural analysis in ANSYS
workbench. Fig: 4 shows stress distribution for
compressive loading at crank end. In this case max stress
occurred at oil hole due stress concentration. Max stress
occurred in the transition area between crank end and
shank region as shown in Fig: 5 for compressive loading
at pin end. Stress distribution for Tensile loading at pin
end is shown in Fig: 6. below shown is mass and factor of
safety for both original as well as optimized model.

Fig. 14: Stress Distribution for Compressive Loading

at Pin End
% Weight Reduction
= (Original mass-Optimized mass)/(Original mass) X 100
= (670.24-620.98)/670.24 X 100 = 7.35 %

Fig. 14 : Stress Distribution for Compressive Loading

at Crank End
Original Model:
Mass
=670.24 gm
Factor of Safety = 1.31
Optimized Model:
Mass
= 620.98 gm
Factor of safety is 1.30
Following Table 3 gives the comparison between
equivalent stress and deformation at different loading
conditions for original model as well as optimized model.
Table 3 : Maximum Vonmises Stresses and
Deformation of Original and Optimized Connecting
Rod
Origi Optimi Origi Optimi
Model
nal
zed
nal
zed
Appli
Types
ed
Max Von misses Deformation X
of
press
Stress (Mpa)
10-4 (m)
loading
ure

Discussion :
The peak stresses mostly occurred in the transition
area between pin end, crank end and shank region.
The value of stress at the middle of shank region is
well below allowable limit.
Also forces at pin end are lower in comparison to the
forces in crank end so strength of pin end should
ideally be lower in comparison to the strength of
crank region.
In tensile loading with pressure applied at the crank
end and pin end restrained maximum value of
vonmisses stress was observed for both original as
well as optimized model compared to other loading
conditions this is critical loading condition usedfor
optimization study.
Stress concentration was occurring at the oil hole in
tensile and compressive loading conditions pressure
applied at crank which concluded that fillet is given
to the oil hole for reduction of stress concentration.
Fillet of 1.2 mm was given to oil hole.
Factor of safety was greater than 1.3 in both tensile
as well as compressive loading cases for both
original as well as optimized model.
Percentage weight reduction was about 7.35% which
will save material directly to reduce the
manufacturing cost with increased engine efficiency.
Fig. 6. Stress Distribution for Tensile loading at Pin
end.
5. CONCLUSION
Finite Element analysis of the connecting rod of a Hero
Honda Splendor has been done using FEA tool

Ajit Kumar Senapati and Gopal Krushna Mohanta

ANSYSWorkbench. From the results obtained from FE

analysis, many discussions have been made. The results
obtained are well in agreement with the similar available
existing results. The model presented here, is well safe
and under permissible limit of stresses.
Conclusion is based on the current work that the
design parameter of connecting rod with
modification gives sufficient improvement in the
existing results.
The weight of the connecting rod is also reduced by
0.477g. Thereby, reduces the inertia force.
Fatigue strength is the most important driving factor
for the design of connecting rod and it is found that
the fatigue results are in good agreement with the
existing result.
The stress is found maximum at the piston end so the
material is increased in the stressed portion to reduce
stress.
6. REFERENCES
[1] Webster, W., Coffell, R., and Alfaro, D., "A Three
Dimensional Finite Element Analysis of a High Speed
Diesel Engine Connecting Rod," SAE Technical Paper
831322, 1983, doi: 10.4271/831322
[2] Xianjun Hou ; Cuicui Tian ; Dan Fang ; Fuming Peng ;
Fuwu Yan. Computational Intelligence and Software
Engineering, 2009. CiSE 2009. International Conference
on Sensitivity Analysis and Optimization for Connecting
Rod of LJ276M Electronic Gasoline Engine Digital
Object Identifier 10.1109/CISE.2009.5363219,Publication
Year: 2009, Page(s): 1 - 5
[3] Tae Hee Lee, J.J. Jung, Metamodel-Based Shape
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[6] Bin Zheng, ,Yongqi Liu,, Ruixiang Liu, Jian Meng The
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Conference
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Ajit Kumar Senapati and Gopal Krushna Mohanta

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