Tiger

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod
CONTENTS
1.
2.
3.
4.
5.
6.
7.
Introduction
Literature review
Problem definition
Calculations and analysis of input parameters
Solid works
Finite Element Analysis
Results and Discussions
1
12
15
17
28
30
48
1. INTRODUCTION
Connecting rods in internal combustion engines are subjected to high cyclic loads comprised of
dynamic tensile and compressive loads. They must be capable of transmitting axial tension and
compression loads, as well as sustain bending stresses caused by the thrust and pull on the piston and by
the centrifugal force of the rotating crankshaft.
Figure 1.1: Schematic illustrations of a connecting rod

The invention of the crank-connecting rod system has enabled the invention of numerous machines
the most notable of which is the internal combustion engine. The various methods of manufacturing
connecting rods includes: casting, wrought forged, and powder metallurgy, but more focus on wrought
forged and powder metallurgy. The modern manufacturing connecting rod includes alloy elements
including titanium, aluminum, magnesium, and polymeric connecting rods.
1.1.Development of the Connecting Rod
In 1206, Al Jazari described a several machines which utilized a crank-connecting rod system. One
was a water raising machine in which an animal rotates a vertical axle connected to a gear. A second gear
rotates a crank, which is attached to a connecting rod that rotates a scoop submerged in the water. This
description is the earliest evidence of a crank being incorporated into a machine.
Another one of Al-Jazaris machines utilized a double-acting reciprocating piston pump with a
crankshaft connecting rod mechanism.
Figure1.2: Al-Jazaris fourth machine utilizing a connecting rod

Leonardo da Vinci incorporated a crank and rod in his designs and Ramelli also used a crank and
connecting rod in several of his pumps described in his book.
The connecting rod as we know it today, operating inside the cylinder of an internal combustion
engine, was first used in 1860, when the French inventor, Etienne Lenoir, built a small, single-cylinder,
internal-combustion engine. Gas was injected first into one end of a horizontal cylinder, then into the
other, and ignited. The tiny, confined, alternate explosions drive the piston inside the cylinder back and
forth. A rod connected to the piston drove a crank which turned a fly wheel.
The first internal combustion engine containing connecting rods was incorporated into a vehicle in
1885 by Karl Benz. The one-cylinder, four-stroke engine burned benzene; at a maximum speed it turned its
shaft 250 revolutions per minute, delivered three fourths of a horsepower, and moved the automobile and
driver down the road at a mighty eight miles per hour. In 2008, an estimated 62.5 million automobiles will
be manufactured globally. Assuming an average of 5 cylinders per engine, this is 312.7 million connecting
rods manufactured for the automotive industry alone. These connecting rods will be manufactured by a
variety of manufacturing processes and a variety of materials.
1.1.1.Sand Cast Connecting Rods
Starting with the 1962 Buick V-6 engine, General Motors Central Foundry produced 50 million cast
pearlitic malleable iron connecting rods for use in 11 different engines, ranging up to 428 cubic inches in
displacement. The design was modified slightly from the existing forging designs due to different
requirements of the cross-section. Specifically, the I-beam cross section was increased and more generous
radii was given to the end of the connecting rod that fits around the crankshaft. These connecting rods
were cast in green sand molds, annealed at 1750oF for 18 hours and air cooled. After air cooling they were
reheated a second time at 1600oF, quenched in oil to form a martensitic microstructure and then
tempered for 3 to 4 hours at 1150-1180oF. The cast connecting rod was reported
to be economically competitive with its forged counterpart with savings coming from the extended
machine tool life associated with the excellent machining qualities of the pearlitic malleable iron from
which it is cast.
Figure1.3: Comparison of casting versus forging connecting rods in areas most

Influenced by casting requirements
In a 1993 study comparing cast malleable iron connecting rods and ductile iron connecting rods,
ductile iron connecting rods outperformed the malleable iron connecting rods in push-pull fatigue tests.
The average life of a malleable iron connecting rod was 764,962 cycles at a 50% survival rate or 347,734
cycles at a 90% survival rate. The ductile iron connecting rod experienced an average life of 1,605,902
cycles at a 50% survival rate or 635,811 cycles at a 90% survival rate. Presumably, one of the reasons for
the improved life in the ductile iron rods is because the nodular form of the graphite in ductile iron is more
spherical than in malleable iron. In malleable iron, the nodules, which form after a ~24 hour heat
treatment at 950oC, are mostly uneven, where the presence of sharp edges causes a considerable
intensification of the stresses with a local plasticization effect. Micrographs comparing a malleable iron
connecting rod and a ductile iron connecting rod .
Figure1.4: Left- Metallurgical structure of malleable iron con-rod (x50). RightMetallurgical structure of ductile iron con rod (x50)
Metallurgical structure of ductile iron connecting rod is the nodular form of the graphite is created
upon solidification of the connecting rod in the ductile iron rod ( there is an elimination of a thermal
treatment for the ductile iron rods. Finally, with malleable iron connecting rods, there is a risk of causing
cracks during handling of the untreated castings because of the extremely brittle structure in the cast
condition. This risk is eliminated with ductile iron rods.
Today, cast iron is seen as too heavy, labor intensive, and not economical for
production in automotive engines. Additionally, it does not have the mechanical property requirements for
the modern automotive engine and is no longer being used as a major method of manufacture for
connecting rods.
1.1.2.Wrought Forged Connecting Rods
Traditional Methods of Manufacture
It is unclear when the first wrought forged connecting rod was produced but the wrought forged
connecting rod has long been the standard for the automotive industry. Plain carbon steel forgings were
the initial material of choice. Since a finished connecting rod cannot be formed in one blow, the forging
dies for connecting rods have several impressions, each step moving progressively toward the final shape.
The metal billet, or starting material, is transferred from one impression to another between successive
blows After the part has been forged it must be heat treated to reach the desired properties and then
straightened after the heat treating operation.
To ensure proper weight and balance of the finished rod, the rod is forged with extra weight in
the form of balancing pads on both ends of the rod. These balancing pads are then machined during the
finishing operation to obtain a well balanced connecting rod. The rod and cap are finish machined using
several operations including broaching, milling, boring, honing, fringing and other finishing steps. A
substantial quantity of metal is removed to get the final dimensions and finish. The quantity of metal
removed during the machining process is typically around 25-30% of the drop forged roughstock cap and
rod.This estimate does not include the flash that is trimmed immediately after the forging operation.
1.1.3.Powder Forged Connecting Rods
In the 1970s, the connecting rod appeared as one of the powder forged
Technologys target applications. The powder forging process is an extension of the conventional press and
sinter powder metallurgy (P/M) process.
A porous perform is densified by hot forging with a single blow. The forging is performed in heated,
totally enclosed dies, and virtually no flash is generated. There are two basic forms of powder forging:
Hot upsetting, in which the perform experiences a significant amount of
Lateral material flow
Hot re-pressing, in which material flow during densification is mainly in
the direction of pressing. This form of densification is sometimes referred
to as hot re-striking, or hot-coining.
10
Figure 1.5: Schematic of powder forging process

The first production powder forged connecting rod was made in the mid 1970s for the Porsche 928
engine. At the time, the advantages offered by a powder forged connecting rod were reduced machining
operations and superior weight/tolerance control.
11
For the powder forged connecting rod was significantly more expensive than wrought drop-forged
connecting rods and this initially restricted the expansion of the powder forged connecting rods to other
engines. In the mid 1980s, however,
In 1995 Hyundai Motor Company began using powder forged connecting rods in
their V6 2.5L engine. Their motivation to switch from a traditional wrought forged
connecting rod to a powder forged connecting rod was a desire for a lighter connecting rod for better
noise, vibration, and harshness (NVH) characteristics and lower cost.
Table1. 1: Mechanical Properties of Connecting Rod Materials at Hyundai Motor

Company [17].
In fatigue performance, the powder forged connecting rod withstood a load

Amplitude of 32kN while the traditional wrought forged connecting rod withstood a load amplitude of 37kN.
This resulted from the fact that the compacted powder forged connecting rods have smaller shank cross
sectional areas than the hot forged connecting rods. Because the powder forged connecting rods had
higher fatigue strength than the design guide requirements they could be applied toward the V6 engine.
12
1.2.Other Processes and Materials for Connecting Rods

While the majority of connecting rods used for automotive production are steel
Connecting rods, other materials and technologies exist for high performance
applications. These materials and processes and discussed below.
Aluminum
It has been reported that some metallic matrix composites (MMC) consisting
of an aluminum alloys and silicon carbide continuous fibers have been explored for
racing car engines. The reduction in weight (25% lighter than its steel counterpart) with an increase in
stiffness (29%) and an increase in strength (20%) make this an attractive option for some engines. The
current cost to produce a MMC con-rod still makes this technology unfeasible for mass production.
Magnesium
Magnesium connecting rods (alloy AZ80) have been successfully forged by the
Closed die hot forging process. It is reported that the tensile properties of the connecting rod could
compete with its aluminum properties of connecting rod.
Titanium
It has been reported that connecting rods have been forged out of titanium for
racing engines. The steel die is sprayed with a MoS2 coating to prevent oxidation of the titanium during
the forging process. While the cost of titanium is prohibitive for mass production, it has been reported that
Honda has been able to achieve an additional 700rpm engine speed with titanium connecting rods. Many
Formula 1 race carsutilize titanium connecting rods to achieve their 18,000 rpm engine speeds
Polymeric Materials
A hybrid connecting rod, developed under advanced composited program of
Daimler-Benz (Germany), consists of a carbon fiber reinforced plastic shank section with titanium ends.
These rods are reportedly 30% lighter than forged steel rods and have successfully withstood maximum
loading tests as would be experienced by 2.3L engine at room temperature air and in oil at 120oC
13
2. LITERATURE REVIEW
14
2.1. LITERATURE REVIEW

The connecting rod is subjected to a complex state of loading. It undergoes high cyclic loads of the
order of 108 to 109 cycles, which range from high compressive loads due to combustion, to high tensile
loads due to inertia. Therefore, durability of this component is of critical importance. Due to these factors,
the connecting rod has been the topic of research for different aspects such as production technology,
materials, performance simulation, fatigue, etc. For the current study, it was necessary to investigate finite
element modeling techniques, optimization techniques, developments in production technology, new
materials, fatigue modeling, and manufacturing cost analysis. This brief literature survey reviews some of
these aspects.
In a study reported by Repgen (1998), based on fatigue tests carried out on
Identical components made of powder metal and C-70 steel (fracture splitting steel), he notes that the
fatigue strength of the forged steel part is 21% higher than that of the powder metal component. He also
notes that using the fracture splitting technology results in a 25% cost reduction over the conventional
steel forging process. These factors suggest that a fracture splitting material would be the material of
choice for steel forged connecting rods. He also mentions two other steels that are being tested, modified
micro-alloyed steel and a modified carbon steel. Other issues discussed by Repgen are the necessity to
avoid jig spots along the parting line of the rod and the cap, need of consistency in the chemical
composition and manufacturing process to reduce variance in microstructure and production of near net
shape rough part
Sarihan and Song (1990), for the optimization of the wrist pin end, used a fatigue load cycle
consisting of compressive gas load corresponding to maximum torque and tensile load corresponding to
maximum inertia load. Evidently, they used the maximum loads in the whole operating range of the
engine. To design for fatigue, modified Goodman equation with alternating octahedral shear stress and
mean octahedral shear stress was used. For optimization, they generated an approximate design surface,
and performed optimization of this design surface. The objective and constraint functions were updated to
obtain precise values. This process was repeated till convergence was achieved. They also included
constraints to avoid fretting fatigue. The mean and the alternating components of the stress were
calculated values of octahedral shear stress. Their exercise reduced the connecting rod weight by nearly
27%. The initial and final connecting rod wrist pin using maximum and minimum
15
While investigating a connecting rod failure that led to a disastrous failure of an engine, Rabb (1996)
performed a detailed FEA of the connecting rod. He modeled the threads of the connecting rod, the
threads of connecting rod screws, the pre stress in the screws, the diametral interference between the
bearing sleeve and the crank end of the connecting rod, the diametral clearance between the crank and
the crank bearing, the inertia load acting on the connecting rod, and the combustion pressure. The
analysis clearly indicated the failure location at the thread root of the connecting rod, caused by improper
screw thread profile. The connecting rod failed at the location indicated by the FEA. An axi symmetric
model was initially used to obtain the stress concentration factors at the thread root. These were used to
obtain nominal mean and alternating stresses in the screw. A detailed FEA including all the factors
mentioned above was performed by also including a plasticity model and strain hardening. Based on the
comparison of the mean stress and stress amplitude at the threads obtained from this analysis with the
endurance limits obtained from specimen fatigue tests, the adequacy of a new design was checked.
16
NOMENCLATURE:
mp
= Mass of piston
m1
= Mass of crank
m2
= Mass of connecting rod
W = Weight of piston
W1 = Weight of crank
W2= Weight of connecting rod
= Crank angle
= angle of connecting rod with line joining piston pin and crank
xP
Displacement of piston
pin
r 1 = Radius of crank
rc
= Radius of crank from centre of gravity
r 2 = Radius of connecting rod from centre of gravity

l2
= Length of connecting rod
v p = Linear velocity of piston

ap = Linear acceleration of piston
17
1 = Angular velocity of crank

2
= Angular velocity of connecting rod
2 = Angular acceleration of connecting rod

N = Speed of crank
n = Slenderness ratio
F I =Inertia force of piston
F p = Gas pressure on piston
N
= Normal reaction on piston
Rbx
= Pin force at piston end along x-direction
Rby
= Pin force at piston end along y-direction
Rax = Pin force at crank end along x-direction

Rby = Pin force at crank end along y-direction
Rox = Bearing force on crank along x-direction
Roy = Bearing force on crank along y-direction
M b = Moment at piston end
I b = Moment of Inertia about piston end
I g = Moment of Inertia about centre of gravity of connecting rod
PROBLEM DEFINITION
18
STATEMENT OF A PROBLEM
To carry out kinematic and dynamic analysis of a connecting rod using the output of a test
conducted on a computerized VCR Kirloskar Diesel Engine equipment with pressure transducer .Further the
results of Dynamic analysis is utilized for carrying out a Quasi-Dynamic Stress Analysis.
Materials of Construction: In the present analysis the MOC is presented as 4340 forged steel. The
physical properties and chemical composition of this material are mentioned below.
TABLE .1.Properties of AISI E4340 Oil Tempered Forged Steel

Physical Properties
Density
Mechanical Properties
Tensile Strength, Ultimate
Tensile Strength, Yield
Elongation at Break
Reduction of Area
Modulus of Elasticity
Bulk Modulus
Poissons Ratio
Fatigue Strength
Metric
7.85 g/cc
Metric
1595 MPa
1985 MPa
English
0.284 lb/in
English
231300 psi
287900 psi
@Temperature -195 C
@Temperature -319
F
1475 MPa
1840 MPa
213900 psi
267000 psi
@Temperature -195 C
@Temperature -319
F
12 %
4.0 %
12 %
4.0 %
@Temperature -195 C
@Temperature -319
F
46 %
11 %
46 %
11 %
@Temperature -195 C
@Temperature -319
F
212 GPa
160 GPa
0.30
338 MPa
614 MPa
30700 ksi
23200 ksi
0.30
49000 psi
89100 psi
19
Machinability
Shear Modulus
Electrical Properties
Electrical Resistivity
248 MPa
36000 psi
@Temperature -195 C
@Temperature -319
F
841 MPa
122000 psi
@Temperature -195 C
@Temperature -319
F
50 %
81.5 GPa
82.0 GPa
50 %
11800 ksi
11900 ksi
@Temperature -195 C
@Temperature -319
F
Metric
English
0.0000248 ohm-cm 0.0000248 ohm@Temperature 20.0 C
cm
@Temperature 68.0
F
0.0000298 ohm-cm 0.0000298 ohm@Temperature 100 C

cm
@Temperature 212
F

cm
@Temperature 752
F

cm
@Temperature 1110
F
Thermal Properties
CTE, linear
Specific Heat Capacity

Thermal Conductivity
Component Elements Properties
Metric
11.3 m/m-C
English
6.28 in/in-F
@Temperature 20.0 C
@Temperature 68.0
F
12.4 m/m-C
6.89 in/in-F
@Temperature 250 C
@Temperature 482
F
13.7 m/m-C
7.61 in/in-F
@Temperature 500 C
@Temperature 932
F
0.475 J/g-C 0.114 BTU/lb-F

44.5 W/m-K 309 BTU-in/hr-ftF
Metric
English
20
Carbon, C
Chromium, Cr
Iron, Fe
Manganese, Mn
Molybdenum, Mo
Nickel, Ni
Phosphorous, P
Silicon, Si
Sulfur, S
0.38 - 0.43 %
0.38 - 0.43 %
0.70 - 0.90 %
0.70 - 0.90 %
95.175 - 96.27 % 95.175 - 96.27 %
0.65 - 0.85 %
0.65 - 0.85 %
0.20 - 0.30 %
0.20 - 0.30 %
1.65 - 2.0 %
1.65 - 2.0 %
<= 0.025 %
<= 0.025 %
0.15 - 0.30 %
0.15 - 0.30 %
<= 0.020 %
<= 0.020 %
3. CALCULATIONS AND ANALYSIS OF INPUT

PARAMETERS
21
3.1. DERIVATION OF EQUATIONS FOR KINEMATIC AND DYNAMIC ANALYSIS OF

SLIDER CRANK MECHANISM
3.1.1. KINEMATIC ANALYSIS
Kinematic Analysis involves determination of linear displacement, oulinear velocity, linear acceleration of
piston and angular displacement, angular velocity and angular acceleration of connecting rod.
It is assumed that the crankshaft rotates at a constant angular velocity.
Slider-Crank Mechanism
Kinematics of Piston:
Displacement of piston (
xP
2
) = r 1 [(1cos)+(sin )/2 n]
x
By differentiating displacement ( p)
Velocity of piston (
vp
)=
wrt time, we get velocity (
vp
1 r 1 [ sin+(sin 2 )/2n ]
22
By differentiating velocity (
Acceleration of piston (
ap
vp
wrt time, we get acceleration (
ap
2
) = 1 r 1 [ cos+(cos 2 )/n ]
Kinematics of connecting rod:

r1
2)
Angular displacement () = ( sin/l
1
sin
By differentiating angular displacement () wrt time, we get angular velocity (
2
)=
By differentiating angular velocity (
) wrt time, we get angular acceleration (

2
2
2
cos / ( n sin )
Angular velocity of connecting rod (
Angular acceleration of connecting rod (
n2sin 2 3 /2
) = {- 2 sin ( n 21 ) }/
Kinematics of Crank:
Angular velocity of Crank (
) = 2N/60
3.1.2.DYNAMIC ANALYSIS:
Taking the Kinematic parameters and pressure force acting on piston into consideration the Dynamic
analysis of total mechanism is carried out. The first step in this direction is to draw the free body diagram
of each of the members and identify all the forces which include the reactive forces of the constraints,
inertia forces, weight of members and also external forces acting on them.
Next step is to write the Equations of equilibrium for of the members separately.
23
Dynamics of piston:
FBD of piston
The equations of equilibrium are
Fx
=0
Rbx
=>
Fy
Rbx
Fp
= Fi - Fp
FI
=0
(1)
=0
N+
Rby
w =0
24
=> N=
R by
+w
(2)
Dynamics of crank:
FBD of Crank
Fx
=0
Rox + R ax m1 21 r c cos = 0
25
2
Rox =m1 1 r c cos - Rax
=>
Fy
(3)
=0
Roy
=>
Roy =w 1
Ray
2
+ m1 1 r c sin w1 = 0
2
R
- m1 1 r c sin - ay
(4)
Dynamics of connecting rod:
26
FBD of Connecting Rod

Fx
=0
-
Rax
Rax
Rbx
2
-(- m2 2 r 2 sin +m2 2 r 2 cos=0
2
+ Rbx =m2 2 r 2 sin+m2 2 r 2 cos
Rax =m2 2 r 2 sin+m2 22 r 2 cos - Rbx

27
(5)
2
- Ray Rby w2m2 2 r 2 sin+m2 2 r 2 cos
Ray + R by
=-
=>
Fy
=0
=0
m2 22 r 2 sin +m2 2 r 2 cos w2
Rby =
m2 22 r 2 sin +m2 2 r 2 cos w2 R ay

(6)
M-I = 0
Considering moments about B i.e., Mb-Ib = 0
m2 2 r 22( Rax sin l 2 ) + Ray cos l 2 +w 2 cos r 2I b 2 =0
m2 2 r 22 + Ray cos l 2+ w2 cos r 2I b 2 + Ray cos l 2+ w2 cos r 2
=0
2
Ray =( m2 2 r 2 + I b 2w2 cos r 2Ray cos l 2)/cos l 2
(7)
The above seven equations 1, 5, 7,6,3,4 and 2 are solved simultaneously in the specified sequence for the
R
Rax
R
R
R
R
forces bx ,
, ay , by , ox , oy and N.
3.2. Inputs used in Force Analysis:

28
Compression Ratio = 16.5

Mass of piston (m) = 0.728 Kg
Mass of connecting rod (m2) = 1.961 Kg
Mass of crank (m1) = 13.5 Kg
Weight of piston (W) = 7.14168 N
Weight of connecting rod (W2) = 19.23741 N
Weight of crank (W1) = 132.435 N
Area of piston =0.005026 m2
Radius of crank (r1) = 0.055 m
Radius of crank from C.G (rc) = 0.011776 m
Angular acceleration of crank (1) = 157.079 rad/s
Length of connecting rod (l2) = 0.2304 m
Slenderness ratio (n) = 4.1891
Radius of connecting rod (r2) = 0.134627 m
For the Dynamic analysis of connecting rod an important parameter Moment of Inertia is used. An
Experimental analysis is carried to determine the Moment of Inertia of connecting rod.
3.2.1.Experimental Determination of Moment Of Inertia of Connecting Rod :

Experimental Procedure:
The connecting rod is made to oscillate about small end and big end respectively and Time for 50
oscillations are noted and time periods ta and tb are determined.
Calculation:
a= Distance of the centre of mass (CG) from the top of big end
Bearing
b= Distance of the centre of mass (CG) from the top of the small end
Bearing
l a =Length of equivalent pendulum when suspended from top of big
End.
29
l b=
Length of equivalent pendulum when suspended from top of

Small end.
When hinged at big end
t a=0.88
When hinged at small end

t a=2 l a /g
t b=0.94
And
t b= l b /g
0.88= 2 l a /9.81
0.94=
lb /9.81
l a=0.1924 m
l b=0.21956 m
k
2
L= ) + b or L= ( k /a ) + b
L= equivalent length of simple pendulum.

k
2
( 2/b) + b or ( k /a ) + b = Distance of centre of gravity from point of suspension
la
= ( k /a ) + a
lb
= )+ b
30
0.1924
= ( k /a ) + b
0.2195=
k 2=0.1924 aa2
)+ b
k 2=0.2195 bb 2
(1)
(2)
Equating (1) and (2)

b=0.1644 m
a=0.11009 m
Substituting the values of a and b in equation (1) or (2) we get

k=9.061 mm
Moment of inertia (M.O.I) =m k
2
= 1.961 x (9.061)
3
=17.768x 10
2
kg/ m
2
Moment of inertia of connecting rod about C.G=0.017768 kg/ m
2
Moment of inertia of connecting rod about point B =0.3111336 kg/ m
3.3.Experimental Result of Test conducted on Variable Compression Ratio Diesel

Engine at Compression Ratio 16.5
Engine parameters:
Torque =21.27 Nm
31
Speed= 1500 rpm

Fuel rate=2.04 Kg/hr
Air rate =16.20 m3
Calculated Parameters:
Volumetric efficiency = 66.4%
Break Thermal efficiency = 12.55
Indicated Thermal efficiency = 14.9
Mechanical efficiency = 84.21
Horse Break Power = 12.55%
Break power = 3.27 KW
Indicative power = 3.89 KW
Friction power = 0.61 KW
Break specific fuel consumption = 0.62 Kg/KWhr
Indicative specific fuel consumption = 0.52 Kg/KWhr
TABLE 3.1: Pressure and volume values of VCR diesel engine
Crank
angle(degrees)
Pressure(bar
)
Volume(cc
)
Heat release
35.67
10
2.6
40.87
1.08
20
1.2
56.22
0.67
32
30
0.2
81
1.39
40
114.09
50
153.99
60
198.97
70
247.14
80
296.64
90
345.37
100
392.65
110
436.25
120
475.43
130
509.4
140
537.65
150
559.85
160
575.79
33
170
585.39
180
588.59
190
585.39
200
575.79
210
559.85
220
537.65
230
509.4
240
475.43
250
436.25
260
392.65
270
0.2
345.67
0.12
280
0.5
296.64
0.31
290
1.1
247.14
0.67
300
1.8
198.97
-2.43
34
310
3.2
153.99
-3.69
320
5.5
114.09
-3.49
330
9.5
81
-3.68
340
16.9
56.22
-5.67
350
28.5
40.87
-5.08
360
42.2
35.67
-18.38
365
51.3
36.98
-3.02
370
48
40.87
3.5
380
38.2
56.22
2.91
390
26.3
81
3.04
400
18.6
114.09
5.35
410
13.2
153.99
6.38
420
9.5
198.97
4.86
430
247.14
4.34
35
440
5.4
296.64
7.04
450
4.2
345.67
3.52
460
3.3
392.65
470
2.7
436.25
6.24
480
2.2
475.43
-1
490
1.9
509.4
-0.73
500
1.6
537.65
-0.5
510
1.5
559.85
-0.35
520
1.4
575.7
-0.22
530
1.3
585.39
-0.1
540
1.3
588.56
0.02
550
1.4
585.39
0.12
560
1.3
575.79
10.29
570
559.85
10.04
36
580
0.7
537.65
9.63
590
0.3
509.4
0.12
600
475.43
610
436.25
620
392.65
630
345.67
640
296.64
650
247.14
660
198.97
670
153.99
680
114.09
690
81
700
1.1
56.22
-0.71
710
2.7
40.87
-0.38
37
720
35.67
4. SOLID WORKS
4.1 INTRODUCTION
The Solid Works Software
The Solid Works CAD software is a mechanical design automation application that lets designers
quickly sketch out ideas, experiment with features and dimensions, and produce models and detailed
drawings.
4.2 SOLIDWORKS FUNDAMENTALS
38
Concepts
Parts are the basic building blocks in the Solid Works software. Assemblies contain parts or
other assemblies, called sub-assemblies. A Solid Works model consists of 3D geometry that defines
its edges, faces, and surfaces. The Solid Works software lets you design models quickly and precisely.
Solid Works models are
Defined by 3D design
Based on components
3D Design
Solid Works uses a 3D design approach. As you design a part, from the initial sketch to the final
result, you create a 3D model. From this model, you can create 2D drawings or mate components
consisting of parts or sub-assemblies to create 3D assemblies. You can also create 2D drawings of 3D
assemblies. When designing a model using Solid Works, you can visualize it in three dimensions, the
way the model exists once it is manufactured.
Component Based
One of the most powerful features in the Solid Works application is that any change you make
to a part is reflected in all associated drawings or assemblies.
39
Fig.4.1 Actual Connecting Rod in Solid works
40
5. FINITE ELEMENT ANALYSIS

5.1
INTRODUCTION TO FINITE ELEMENT METHOD
Finite element method is a numerical analysis technique for obtaining the approximate solutions to a
wide variety of engineering problems. Although originally developed to study stresses in complex airframe
structures, it has since been extended and applied to the broad field of continuum mechanics. Because of
its diversity and flexibility as an analysis tool, it is receiving much attention in engineering schools and
industry. The finite element method has become a powerful tool for the numerical solution of a wide range
of engineering problems. Advances in computer technology and CAD systems, has led to increased use of
FEM in research as well as industry as complex problems can be modeled and released with relative ease.
In more and more engineering situations today, we find that it is necessary to obtain
approximate numerical solutions closed-form solutions. For example, we may want to find the load
capacity of a plate that has several stiffeners and odd-shaped holes, the concentration of pollutants during
non-uniform atmospheric conditions, or the rate of fluid flow through a passage of arbitrary shape. Without
too much effort, we can write down the governing equations and boundary conditions for these problems,
but we see immediately that no several approximate numerical analysis methods have evolved over the
41
years; a commonly used method is the finite difference scheme. The familiar finite difference model of a
problem gives a point wise approximation to the governing equations. This model (formed by writing
difference equations for an array of grid points) is improved as more points are used. With finite difference
techniques we can treat some fairly difficult problems but, for example, when we encounter irregular
geometries or an unusual specification of boundary conditions, we find that finite difference techniques
become hard to use. Simple analytical solution can be found. The difficulty in these three examples lies in
the fact that either of the
geometry or some other feature of the problem is irregular or arbitrary.
Analytical solutions to problems of this type seldom exist; yet these are the kinds of problems that
engineers are called upon to solve.
Unlike the finite difference method, which envisions the solution region as an array of grid
points, the finite element method envisions the solution region as built up of many small, interconnected
sub regions or elements. A finite element model of a problem gives a piecewise approximation to the
governing equations. The basic premise of the finite element method is that a solution region can be
analytically modeled or approximated by replacing it with an assemblage of discrete elements. Since these
elements can be put together in a variety of ways, they can be used to represent exceedingly complex
shapes. As an example of how a finite difference model and a finite element model might be used to
represent a complex geometrical shape, consider the hemispherical piston cross section in Figure 4.1. For
this device we may want to find the distribution of displacements and stresses for a given force loading or
the distribution of temperature for a given thermal loading. The interior coolant passage of the piston,
along with its exterior shape, gives it a no simple geometry. A uniform finite difference mesh would
reasonably cover the piston. It is 10 nodded tetrahedral elements and the number of countable nodes is
67121 and the number of elements is 53806.
42
Fig5.1. Finite Mesh of Connecting Rod

On the other hand, the finite element model (using the simplest two-dimensional elementthe
triangle) gives a better approximation to the region. Also, a better approximation to the boundary shape
results because the curved boundary is represented by straight lines of any inclination.
5.2
BASIC STEPS IN THE FINITE ELEMENT ANALYSIS

The basic steps involved in finite element analysis consist of the following
Pre-processing Phase
Create and discretize the solution domain into finite elements i.e. subdivide the problem into nodes
and elements.
43
Fig.5.2 Discretisation of real continuum with node and element

Assume a shape function to represent the physical behavior of an element; that is an approximate
continuous function is assumed to represent the solution of an element.
Develop equations for all the elements in the mesh.
These generally take form
[K]{U} = {F}
Where [K] is a square matrix, known as stiffness matrix
{U} is the vector of (unknown) nodal displacements or temperature
{F} is the vector of applied nodal forces
Assemble the elemental equations to obtain the equations of the whole problem. Construct the
global stiffness matrix.
Apply boundary conditions, initial conditions, and loading.
44
Solution Phase
Solve a set of linear or nonlinear algebraic equations simultaneously to obtain nodal results of
primary degrees of freedom or unknowns, such as displacement values at different nodes in
structural problem or temperature values at different nodes in heat transfer problem.
Post processing phase
Computation of any secondary unknowns or variables e.g. the gradient of the solution.
Interpretation of the results to check whether the solution makes sense.
Tabular and/or graphical presentation of the results.
45
46
Fig5.3 Procedure involved in FEA
5.3 PROCEDURE OF FINITE ELEMENT ANALYSIS

The approximating functions (sometimes called interpolation functions) are defined in terms of
the values of the field variables at specified points called nodes or nodal points. Nodes usually lay on the
element boundaries where adjacent elements are connected. In addition to boundary nodes, an element
may also have a few interior nodes. The nodal values of the field variable and the interpolation functions
for the elements completely define the behavior of the field variable within the elements.
Another advantage of the finite element method is the variety of ways in which one can
formulate the properties of individual elements. There are basically three different approaches. The first
approach to obtaining element properties is called the direct approach because its origin is traceable to
the direct stiffness method of structural analysis. The direct approach suggests the need for matrix algebra
in dealing with the finite element equations. Element properties obtained by the direct approach can also
be determined by the variation approach. The variation approach relies on the calculus of variations and
involves extremizing a functional. For problems in solid mechanics the functional turns out to be the
potential energy, the complementary energy, or some variant of these, such as the Reissner variation
principle.
Regardless of the approach used to find the element properties, the solution of a continuum
problem by the finite element method always follows an orderly step-by-step process. To summarize in
47
general terms how the finite element method works we will succinctly list these steps now; they will be
developed in detail later.
5.3.1 Discretize the Continuum
The first step is to divide the continuum or solution region into elements. In the example of Figure
1.1 the turbine blade has been divided into triangular elements that might be used to find the temperature
distribution or stress distribution in the blade. A variety of element shapes may be used, and different
element shapes may be employed in the same solution region. Indeed, when analysing an elastic structure
that has different types of components such as plates and beams, it is not only desirable but also
necessary to use different elements in the same solution. Although the number and the type of elements
in a given problem are matters of engineering judgment, the analyst can rely on the experience of others
for guidelines.
5.3.2 Select Interpolation Functions
The next step is to assign nodes to each element and then choose the interpolation function to
represent the variation of the field variable over the element. The field variable may be a scalar, a vector,
or a higher-order tensor. Often, polynomials are selected as interpolation functions for the field variable
because they are easy to integrate and differentiate. The degree of the polynomial chosen depends on the
number of nodes assigned to the element, the nature and number of unknowns at each node, and certain
continuity requirements imposed at the nodes and along the element boundaries. The magnitude of the
field variable as well as the magnitude of its derivatives may be the unknowns at the nodes.
48
5.3.3 Find the Element Properties

Once the finite element model has been established, the element properties are found out.
5.3.4.
Assemble the Element Properties to Obtain the System Equations
To find the properties of the overall system modeled by the network of elements we must
assemble all the element properties. In other words, we combine the matrix equations expressing the
behavior of the elements and form the matrix equations expressing the behavior of the entire system. The
matrix equations for the system have the same form as the equations for an individual element except
that they contain many more terms because they include all nodes. The basis for the assembly procedure
stems from the fact that at a node, where elements are interconnected, and the value of the field variable
is the same for each element sharing that node. A unique feature of the finite element method is that the
system equations are generated by assembly of the individual element equations. In contrast, in the finite
difference method the system equations are generated by writing nodal equations.
5.3.5 Impose the Boundary Conditions
Before the system equations are ready for solution they must be modified to account for the
boundary conditions of the problem. At this stage we impose known nodal values of the dependent
variables or nodal loads.
5.3.6.
Solve the System Equations
The assembly process gives a set of simultaneous equations that we solve to obtain the unknown
nodal values of the problem. If the problem describes steady or equilibrium behavior, then we must solve a
49
set of linear or nonlinear algebraic equations. If the problem is unsteady, the nodal unknowns are a
function of time, and we must solve a set of linear or nonlinear ordinary differential equations.
5.3.7.
Make Additional Computations

Many times we use the solution of the system equations to calculate other important parameters.
For example, in a structural problem the nodal unknowns are displacement components. From these
displacements we calculate element strains and stresses. Similarly, in a heat-conduction problem the
nodal unknowns are temperatures, and from these we calculate element heat fluxes.
5.4.RANGE OF APPLICATIONS
Applications of the finite element method divide into three categories, depending on the
nature of the problem to be solved. In the first category are the problems known as equilibrium problems
or time-independent problems. The majority of applications of the finite element method fall into this
category. For the solution of equilibrium problems in the solid mechanics area, we need to find the
displacement distribution and the stress distribution for a given mechanical or thermal loading. Similarly,
for the solution of equilibrium problems in fluid mechanics, we need to find pressure, velocity,
temperature, and density distributions under steady-state conditions. In the second category are the socalled Eigen value problems of solid and fluid mechanics. These are steady-state problems whose solution
often requires the determination of natural frequencies and modes of vibration of solids and fluids.
Examples of Eigen value problems involving problems involving both solid and fluid mechanics appear in
civil engineering when the interaction of lakes and dams is considered and in the aerospace engineering
when the sloshing of liquid fuels in the flexible tanks is involved.
50
5.5. COMMERCIAL FINITE ELEMENT SOFTWARE

The first commercial finite element software made its appearance in 1964. The Control Data
Corporation sold it in a time-sharing environment. No pre-processors (mesh generators) were available, so
engineers had to prepare data element by element and node by node. The introduction of personal
computers (PCs) powerful enough to run finite element software provides extremely cost effective problem
solving.
Today we have hundreds of commercial software packages to choose from. A small number of
these dominate the market. It is difficult to make compared on finite element basis.
Table5.1. Leading Commercial Finite Element Software Companies
51
In contrast to the early days, we can now use computer-aided design (CAD) software or solid
modelers to generate complex geometries, at either the component or assembly level. We can (with some
restrictions) automatically generate elements and nodes, by merely indicating the desired nodal density.
Software is available that works in conjunction with finite elements to generate structures of optimum
topology, shape, or size. Nonlinear analyses including contact, large deflection, and nonlinear material
behavior are routinely addressed.
5.6
INTRODUCTION TO ANSYS
ANSYS is a general-purpose finite element modelling package for numerically solving a wide variety
of mechanical problems. ANSYS simulation software enables organisations to confidently predict how their
products will operate in the real world. It expands the use of physics. It gains access to any form of
engineering field someone may account in. The ANSYS program has many finite element analysis
capabilities, ranging from a simple, linear, static analysis to a complex, nonlinear, transient dynamic
analysis.
A typical ANSYS analysis has three distinct steps
52
Build the model

Apply loads and obtain the solution
Review the results
Building a Model
Building a finite element model requires more of an ANSYS user's time than any other part of
the analysis. First, you specify a job name and analysis title. Then, you use the PREP7 pre-processor
to define the element types, element real constants, material properties, and the model geometry.
Apply loads and obtain the solution
In this step, you use the SOLUTION processor to define the analysis type and analysis options,
apply loads, specify load step options, and initiate the finite element solution. You also can apply
loads using the PREP7 pre-processor.
Review the results
Once the solution has been calculated, you can use the ANSYS postprocessors to review the
results. Two postprocessors are available-POST1 and POST26
Loading Overview
The main goal of a finite element analysis is to examine how a structure or component responds to
certain loading conditions. Specifying the proper loading conditions is, therefore, a key step in the analysis.
53
The loads can be applied on the model in a variety of ways in the ANSYS program. Also, with the help of
load step options, one can control how the loads are actually used during solution.
Solution
In the solution phase of the analysis, the computer takes over and solves the simultaneous
equations that the finite element method generates. The results of the solution are
nodal degree-of-freedom values, which form the primary solution
derived values, which form the element solution
The element solution is usually calculated at the elements' integration points. The ANSYS program
writes the results to the database as well as to the results file (Jobname.RST, RTH, RMG, or .RFL).
Several methods of solving the simultaneous equations are available in the ANSYS program: frontal
solution, sparse direct solution, Jacobi Conjugate Gradient (JCG) solution, Incomplete Cholesky Conjugate
Gradient (ICCG) solution, Preconditioned Conjugate Gradient (PCG) solution, and an automatic iterative
solver option (ITER).
Model Generation
The ultimate purpose of a finite element analysis is to re-create mathematically the behaviour of an
actual engineering system. In other words, the analysis must be an accurate mathematical model of a
physical prototype. In the broadest sense, this model comprises all the nodes, elements, material
properties, real constants, boundary conditions, and other features that are used to represent the physical
system.
54
In ANSYS terminology, the term model generation usually takes on the narrower meaning of
generating the nodes and elements that represent the spatial volume and connectivity of the actual
system. Thus, model generation in this discussion will mean the process of defining the geometric
configuration of the model's nodes and elements. The ANSYS program offers the following approaches to
model generation:
Creating a solid model within ANSYS.
Using direct generation.
Importing a model created in a computer-aided design (CAD) system.
Meshing
The procedure for generating a mesh of nodes and elements consists of three main steps
Set the element attributes.
Set mesh controls (optional). ANSYS offers a large number of mesh controls, which one can choose
from to suit their needs.
Generate the mesh.
The second step, setting mesh controls, is not always necessary because the default mesh controls
are appropriate for many models. If no controls are specified, the program will use the default settings on
the DESIZE command to produce a free mesh. As an alternative, one can use the Smart Size feature to
produce a better quality free mesh.
Different types of mesh elements are
Solid-70
Solid-90
55
Solid-87
INTRODUCTION TO ANSYS WORKBENCH
ANSYS Workbench is the framework upon which the industrys broadest suite of advanced
engineering simulation technology is built. An innovative project schematic view ties together the entire
simulation process, guiding the user every step of the way. Even complex multi physics analysis can be
performed with drag-and-drop simplicity.
Fig5.4.
Workbench 14.5 Interface
56
The ANSYS Workbench platform automatically forms a connection to share the geometry for both the
fluid and structural analysis, minimizing data storage and making it easy to study the effects of geometry
changes on both analyses. In addition, a connection is formed to automatically transfer pressure loads
from the fluid analysis to the structural analysis.
The ANSYS Workbench interface is arranged into two primary areas: The toolbox and the project
Schematic. The toolbox contains the system templates that you can use to build a project. The project
Schematic is the area if the interface where you will manage your project. The new project schematic view
shows an overall view of the entire simulation project. Engineering intent, data relationships and the state
of the entire project are visible at a glance, even for complex analyses involving multiple physics. In
addition to this, you will see a menu bar and a toolbar with frequently used functions. You can also use
context menus, accessible via a right- mouse click, on schematic items, and cells. Context menus provide
capabilities to add to and modify projects. The entire process is persistent. Changes can be made to any
portion of the analysis and the ANSYS Workbench platform will manage the execution of the required
applications to update the project automatically, dramatically reducing the cost of performing design
iterations.
ANSYS Workbench Features

Bidirectional, parametric links with all major CAD systems.
Integrated, analysis-focused geometry modeling, repair, and simplification via ANSYS Design
Modeler.
Highly-automated, physics-aware meshing.
Automatic contact detection.
57
Unequalled depth of capabilities within individual physics disciplines.

Unparalleled breadth of simulation technologies.
Complete analysis systems that guide the user start-to-finish through an analysis.
Comprehensive multi physics simulation with drag-and-drop ease of use.
Flexible components enable tools to be deployed to best suit engineering intent.
Innovative project schematic view allows engineering intent, data relationships, and the state of the
project to be comprehended at a glance.
Complex project schematics can be saved for re-use.
Pervasive, project-level parameter management across all physics.
Automated what-if analyses with integrated design point capability.
Adaptive architecture with scripting and journaling capabilities and APIs enabling rapid integration of
new and third-party solutions.
STRUCTURAL ANALYSIS
Structural analysis is probably the most common application of the finite element method. The
term structural (or structure) implies not only civil engineering structures such as bridges and buildings,
but also naval, aeronautical, and mechanical structures such as ship hulls, aircraft bodies, and machine
housings, as well as mechanical components such as pistons, machine parts, and tools.
Types
The seven types of structural analyses available in the ANSYS family of products are explained
below. The primary unknowns (nodal degrees of freedom) calculated in a structural analysis
58
are displacements. Other quantities, such as strains, stresses, and reaction forces, are then derived from
the nodal displacements.
Structural analyses are available in the ANSYS/Multi physics, ANSYS/Mechanical, ANSYS/Structural,
and ANSYS/Linear Plus programs only.
One can perform the following types of structural analyses
Static Analysis
Used to determine displacements, stresses, etc. under static loading conditions. It comprises of
both linear and non-linear static analysis. Non-linearity can include plasticity, stress stiffening, large
deflection, large strain, hyper elasticity, contact surfaces, and creep.
Model Analysis
Used to calculate the natural frequencies and mode shapes of a structure. Different mode
extraction methods are available.
Harmonic Analysis
Used to determine the response of a structure to harmonically time-varying loads.
Transient Dynamic Analysis

Used to determine the response of a structure to arbitrarily time-varying loads. All non
linearities mentioned under Static Analysis above are allowed.
Spectrum Analysis
59
An extension of the modal analysis, used to calculate stresses and strains due to a response
spectrum or a PSD input (random vibrations).
Buckling Analysis
Used to calculate the buckling loads and determine the buckling mode shape. Both linear
(Eigen value) buckling and nonlinear buckling analyses are possible.
Explicit Dynamics Analysis
ANSYS provides an interface to the LS-DYNA explicit finite element program and is used to
calculate fast solutions for large deformation dynamics and complex contact problems.
In addition to the above analysis types, several special-purpose features are available
Fracture mechanics
Composites
Fatigue
p-Method
THERMAL ANALYSIS
A thermal analysis calculates the temperature distribution and related thermal quantities in a
system or component. Typical thermal quantities of interest are
The temperature distributions
The amount of heat lost or gained
Thermal gradients
60
Thermal fluxes
Thermal simulations play an important role in the design of many engineering applications, including
internal combustion engines, turbines, heat exchangers, piping systems, and electronic components. In
many cases, engineers follow a thermal analysis with a stress analysis to calculate thermal stresses (that
is, stresses caused by thermal expansions or contractions).
Only the ANSYS/Multi physics, ANSYS/Mechanical, ANSYS/Thermal, and ANSYS/FLOTRAN programs
support thermal analysis.
The basis for thermal analysis in ANSYS is a heat balance equation obtained from the principle of
conservation of energy. The finite element solution one performs via ANSYS calculates nodal temperatures
and then uses the nodal temperatures to obtain other thermal quantities.
The ANSYS program handles all three primary modes of heat transfer: conduction, convection, and
radiation.
Types
ANSYS supports two types of thermal analysis
A steady-state thermal analysis determines the temperature distribution and other thermal
quantities under steady-state loading conditions. A steady-state loading condition is a situation
where heat storage effects varying over a period of time can be ignored.
A transient thermal analysis determines the temperature distribution and other thermal
quantities under conditions that vary over a period of time.
61
6. RESULTS AND DISCUSSIONS

6.1. RESULTS OF KINEMATIC ANALYSIS
TABLE-6.1: Results of Kinematic analysis
62
s.n
o
cran
k
angl
e
piston parameters
(Xp)(m)
10
0.0043
20
0.0168
30
0.0361
40
0.0605
50
0.0873
60
0.1139
70
0.1379
80
0.1572
10
90
0.1702
11
100
0.1762
12
110
0.1755
13
120
0.1688
14
130
0.1578
15
140
0.1446
16
150
0.1313
17
160
0.1200
connecting rod parametres
(Vp)
(m/s)
()
()
(ap)(m/s) ()(rad) (rad/s)
(rad/s)
1682.37
0
4
0
37.512
0
1642.15
1.8543
9 -2.3752
36.973 968.172
1524.49
3.6204
4 -4.6830
35.366 1921.17
1338.04
5.2166
9 -6.8547
32.716 2840.99
1096.28
6.5734
7 -8.8259
29.073 3704.52
7.6385 816.121 -10.535
24.516 4482.70
8.3797 516.242 -11.929
19.156 5141.53
8.7853 215.324 -12.959
13.147 5645.43
8.8641 69.6953 -13.592
6.680 5962.47
8.6415 325.072 -13.805 -0.0244 6070.29
8.1563 541.287 -13.589
-6.728 5960.90
7.4550 713.545 -12.953 -13.193 5642.42
6.5870 841.701 -11.920 -19.197 5137.27
5.5994 929.676 -10.524 -24.552 4477.45
4.5334 984.344 -8.8125 -29.103 3698.54
3.4212
1014.22Stress
-6.8397
2834.50
Quasi-Dynamic
Analysis of-32.739
Diesel Engine
Connecting Rod
1027.94
2.2855
6 -4.6667 -35.381 1914.37
-
63
PLOT1:variation of displacement of piston w.r.t crank angle
64
PLOT2:variation of velocity of piston w.r.t crank angle
65
PLOT-3:variation of acceleration of piston w.r.t crank angle
66
PLOT-4:variation of angle of connecting rod w.r.t crank angle
67
68
s.n
o
cran
k
angl
e
At point A
Rax
L
T5
a
a
o
of
10
853.2
7
50
60
483.1
3
135.8
6
503.4
0
427.4
6
221.6
6
0.351
0
70
222.1
0
80
432.2
8
10
90
619.2
1
100
775.5
8
110
898.2
9
20
30
40
11
12
Ray
11.24
1449.
2
2922.
8
4377.
3
5718.
5
6913.
2
7918.
5
8676.
8
9136.
9
9264.
7
9051.
4
8516.
3
-
At
poin
tO
At point B
853.3
1224.
7
7.996
63
1224.7
4779.0
143.6
4781.163
1527.
6
111.9
1189.
569
1194.8
3382.9
899.6
3500.502
506.4
2425.
033
2477.3
3824.6
1712.0
4190.361
4406.
1
873.5
3647.
178
3750.3
3902.7
2546.1
4659.914
5734.
5
798.0
4767.
175
4833.5
3434.0
3326.7
4781.205
6916.
7
594.1
5759.
529
5790.0
2744.0
4037.4
4881.693
7918.
5
375.8
6591.
272
6601.9
1961.7
4650.3
5047.207
8679.
6
156.7
7215.
414
7217.1
1118.7
5119.6
5240.436
9147.
1
50.73
7590.
5
7590.6
247.2
5402.9
5408.569
9285.
4
236.6
7689.
248
7692.8
-621.6
5471.4
5506.644
9084.
5
7505.
394.0 Quasi-Dynamic
382 7515.7
-1460
5318.2
69
Stress Analysis
of Diesel Engine
Connecting Rod5515.003
8563.
6
519.4
7055.
778
Rb
Ro
y
Rbx
2925.
9
Rby
Ro
x
Ra
7074.8
-2243.8
4960.8
Ro
P
O
5444.732
:v
ri
ti
n
angular velocity of connecting rod w.r.t crank angle
PLOT-6:variation of acceleration of piston w.r.t crank angle
6.2. RESULTS OF DYNAMIC ANALYSIS:

TABLE 6.2- Results of Dynamic Analysis
70
PLOT-7:variation between axial

normal at B and resultant force w.r.t crank angle
71
PLOT-8 :variation between axial normal at A and resultant force w.r.t
crank angle
72
PLOT-9:variation between axial normal at O and resultant force w.r.t crank angle
73
S.n
o
cran
k
angl
e
Axial
forceat
A
Normal
force
at A
Axial
forceat B
Normal
force at
B
Centrifug
al force
853.27
10
542.81
20
103.31
30
22.852
40
455.37
50
1046.6
60
1637.0
70
2163.1
80
2568.3
10
90
2812.9
11
100
2881.4
12
110
2785.2
7
-11.24
1427.9
3
2924.1
3
4406.1
3
5716.4
2
6837.1
2
7747.4
4
8405.7
9
8779.1
9
8849.0
7
8615.4
9
8098.0
3
Inertia force
Resulta
nt
tangenti inertia
al force
force
1224.74
-7.9
371.5
371.5
-161.17
1183.9
360.9
-255.6
442.2
306.64
2458.29
330.2
-507.1
605.2
431.80
3725.3
282.5
-750.0
801.5
56.90
4833.1
223.1
-978.0
1003.1
-469.42
5771.0
158.6
-1183.4
1194.0
-995.26
6526.5
96.8
-1357.3
1360.8
-1466.08
7066.6
45.6
-1490.4
1491.1
-1833.93
7365.7
11.7
-1574.1
1574.1
-2065.35
7410.4
0.001
-1602.5
1602.5
-2147.22
7202.4
11.95
-1573.7
1573.7
-2088.53
6759.5
45.95
-1489.0
1490.3
74
6.3.RESULTS SPECIFIC TO CONNECTING ROD

TABLE-6.3: Results of Connecting Rod
PLOT-10:variation of inertia torque of connecting rod w.r.t crank angle
75
PLOT-11:variation of inertia force w.r.t crank angle
6.4. RESULTS OF STRESS ANALYSIS

Results are obtained after applying the structural boundary conditions and the loads and the
constraints are imposed on the FEM model. The elements used for analysis are 4 node tetrahedral
elements.
The stress analysis are carried at critical angles 0o ,90o,270o,365o and 630o by considering the axial, normal
forces at crank end and piston end.
The Results of stress analysis at critical crank angles are as follows
1. At crank angle 365o
I. constrained at small end
76
a)Equivalent(von-Mises) stress
77
b) Total deformation
c) Maximum Principal stress
78
d) Minimum Principal stress
79
80
e) Middle Principal stress
81
f) Equivalent Elastic stress

II. Constrained at big end
82
83
a) Maximum Principal stress
84
b) Minimum Principal stress
85
c) Middle Principal stress
86
d) Equivalent Elastic stress
87
2. At crank angle 0o
I.
constrained at small end
88
89
Force at A(constrained B):

.
TYPE OF ANALYSIS PARAMETER
Equivalent elastic strain
Maximum principal stress
Middle principal stress
Minimum principal stress
MAXIMUM VALUE
0.00044467mm/mm
9.596Mpa
2.4372Mpa
1.2313Mpa
90
II. constrained at big end

91
92
Force at B(Constrained A):

MAXIMUM VALUE
0.0003345mm/mm
9.6783Mpa
1.7793Mpa
.96995Mpa
3) At crank angle 90o

I.
93
94

MAXIMUM VALUE
0.0044675mm/mm
750.46Mpa
150.53Mpa
62.594Mpa
95
96
II.
constrained at big end

b)Total deformation
97
Force at B(Constrained A)
MAXIMUM VALUE
0.0044675mm/mm
750.46Mpa
150.53Mpa
156.39Mpa

I.

98
99

MAXIMUM VALUE
0.0063072mm/mm
769.58Mpa
166.12Mpa
64.719Mpa
100
II.

b)Total deformation
101
Force at B(Constrained A)
MAXIMUM VALUE
0.0039592mm/mm
501.15Mpa
345.67Mpa
158.84Mpa

I.

102
103

MAXIMUM VALUE
0.0036219mm/mm
772.73Mpa
166.68Mpa
104
II.
64.939Mpa
b)Total deformation
105
Force at B (Constrained A)
MAXIMUM VALUE
0.0039798mm/mm
505.36Mpa
348.41Mpa
160.28Mpa
CONCLUSION:
106
From the Quasi-Dynamic Analysis of connecting rod of Diesel Engine, the stresses are within the
limits of yield strength of material.
107
APPENDIX
MATLAB PROGRAM FOR CALCULATION OF KINEMATIC AND DYNAMIC

PARAMETERS
fif=zeros(1,73);
fpf=zeros(1,73);
rbxf=zeros(1,73);
rbyf=zeros(1,73);
rbf=zeros(1,73);
raxf=zeros(1,73);
rayf=zeros(1,73);
raf=zeros(1,73);
roxf=zeros(1,73);
royf=zeros(1,73);
rof=zeros(1,73);
thetaf=zeros(1,73);
betaf=zeros(1,73);
angleconrodf=zeros(1,73);
xofpistonf=zeros(1,73);
vofpistonf=zeros(1,73);
aofpistonf=zeros(1,73);
wofconrodf=zeros(1,73);
zofconrodf=zeros(1,73);
axialforceatbf=zeros(1,73);
normalforceatbf=zeros(1,73);
axialforceataf=zeros(1,73);
normalforceataf=zeros(1,73);
108
axialforceatof=zeros(1,73);
normalforceatof=zeros(1,73);
resultantofinertiaforcef=zeros(1,73);
anglesif=zeros(1,73);
centrifugalforceatcgf=zeros(1,73);
tangentialforceatcgf=zeros(1,73);
inertiatorqueatcgf=zeros(1,73);
gaspressuref=zeros(1,73);
anglef=zeros(1,73);
mofpiston=0.728;
mofconrod=1.961;
mofcrank=13.5;
wtofpiston=0.728*9.81;
wtofconrod=1.961*9.81;
wtofcrank=13.5*9.81;
pi=22/7;
pistonarea=(pi*0.08^2)/4;
rofcrank=0.055;
rcgofcrank=0.011776;
wofcrank=((2*pi*1500)/60);
lofconrod=0.2304;
i=0;
for theta=0:10*pi/180:4*pi;
i=i+1;
n=(lofconrod/rofcrank);
beta=-(asin((rofcrank*sin(theta))/lofconrod));
angleconrod=beta*180/pi;
% piston calculation %
xofpiston=(rofcrank*((1-cos(theta))+((sin(theta)^2)/2*n)));
vofpiston=((wofcrank*rofcrank)*(sin(theta)+(0.5*sin(2*theta)/n)));
aofpiston=((wofcrank)^2*rofcrank*(cos(theta)+(cos(2*theta)/n)));
% connecting rod calculation %
wofconrod=( wofcrank*cos(theta)/(n^2-(sin(theta)^2))^0.5);
109
zofconrod=-(wofcrank^2*sin(theta)*(n^2-1)/(n^2-(sin(theta)^2))^1.5);
% dynamic analysis %
angle=theta*180/pi
gaspressure=input('gaspressure');
fp=gaspressure*pistonarea*10^5;
rofconrod= 0.134627;
Icgofconrod=0.017768;
Ibofconrod=0.3111336;
fi=mofpiston*aofpiston;
rbx=-fp+fi;
rax=(mofconrod*wofconrod^2*rofconrod*cos(beta))+(mofconrod*rofconrod*zofconrod*sin(beta))-rbx;
ray=(mofconrod*zofconrod*rofconrod^2-rax*sin(beta)*lofconrod-wtofconrod*rofconrod*cos(beta)
+Ibofconrod*zofconrod)/(cos(beta)*lofconrod);
rby=-ray+(mofconrod*rofconrod*zofconrod*cos(beta))-(mofconrod*wofconrod^2*rofconrod*sin(beta))wtofconrod;
rox=-rax+(mofcrank*wofcrank^2*rcgofcrank*cos(theta));
roy=-ray-(mofcrank*wofcrank^2*rcgofcrank*sin(theta))+wtofcrank;
normalreaction=-rby+wtofpiston;
centrifugalforceatcg=mofconrod*wofconrod^2*rofconrod;
tangentialforceatcg=mofconrod*rofconrod*zofconrod;
resultantofinertiaforce=((mofconrod*wofconrod^2*rofconrod)^2+
(mofconrod*rofconrod*zofconrod)^2)^0.5;
si=atan(mofconrod*rofconrod*zofconrod/mofconrod*wofconrod^2*rofconrod);
% si represents
angle of resultant inertia force with axis of connecting rod %
anglesi=si*180/pi;
inertiatorqueatcg=Icgofconrod*zofconrod;
%shiftingdistance=inertiatorqueatcg/resultantofinertiaforce;
ra=(rax^2+ray^2)^0.5;
rb=(rbx^2+rby^2)^0.5;
ro=(rox^2+roy^2)^0.5;
% connecting rod forces %
axialforceatb=rbx*cos(beta)+rby*sin(beta);
normalforceatb=-rbx*sin(beta)+rby*cos(beta);
110
axialforceata=rax*cos(beta)+ray*sin(beta);
normalforceata=-rax*sin(beta)+ray*cos(beta);
% forces at crank %
axialforceato=rox*cos(theta)-roy*sin(theta);
normalforceato=rox*sin(theta)+roy*cos(theta);
% storing values %
anglef(1,i)=angle;
angleconrodf(1,i)=angleconrod;
vofpistonf(1,i)=vofpiston;
aofpistonf(1,i)=aofpiston;
wofconrodf(1,i)=wofconrod;
zofconrodf(1,i)=zofconrod;
fif(1,i)=fi;
fpf(1,i)=fp;
raxf(1,i)=rax;
rayf(1,i)=ray;
raf(1,i)=ra;
rbxf(1,i)=rbx;
rbyf(1,i)=rby;
rbf(1,i)=rb;
roxf(1,i)=rox;
royf(1,i)=roy;
rof(1,i)=ro;
resultantofinertiaforcef(1,i)=resultantofinertiaforce;
anglesif(1,i)=anglesi;
centrifugalforceatcgf(1,i)=centrifugalforceatcg;
tangentialforceatcgf(1,i)=tangentialforceatcg;
inertiatorqueatcgf(1,i)=inertiatorqueatcg;
axialforceatbf(1,i)=axialforceatb;
normalforceatbf(1,i)=normalforceatb;
axialforceataf(1,i)=axialforceata;
normalforceataf(1,i)=normalforceata;
axialforceatof(1,i)=axialforceato;
111
normalforceatof(1,i)=normalforceato;
xofpistonf(1,i)=xofpiston;
gaspressuref(1,i)=gaspressure;
end
% plotting of graphs %
figure(1)
plot(anglef,fif,'b*-')
figure(2)
plot(anglef,fpf,'r^-')
figure(3)
plot(anglef,rbxf,'b*-')
figure(4)
plot(anglef,rbyf,'g*-')
figure(5)
plot(anglef,raxf,'r*-')
figure(6)
plot(anglef,rayf,'b^-')
figure(7)
plot(anglef,axialforceatbf,'b*-',anglef,normalforceatbf,'r^-',anglef,rbf,'gd-')
figure(8)
plot(anglef,axialforceataf,'b^-',anglef,normalforceataf,'r*-',anglef,raf,'gd-')
figure(9)
plot(anglef,roxf,'b*-')
figure(10)
plot(anglef,royf,'r^-')
figure(11)
plot(anglef,vofpistonf,'b*-')
figure(12)
plot(anglef,aofpistonf,'g*-')
figure(13)
plot(anglef,wofconrodf,'b*-')
figure(14)
plot(anglef,zofconrodf,'r^-')
112
figure(15)
plot(anglef,rof,'g*-')
figure(16)
plot(anglef,raf,'b^-')
figure(17)
plot(anglef,rbf,'r*-')
figure(18)
plot(anglef,resultantofinertiaforcef,'b^-')
figure(19)
plot(anglef,inertiatorqueatcgf,'r*-')
figure(20)
plot(anglef,axialforceatof,'b^-',anglef,normalforceatof,'r*-',anglef,rof,'gd-')
figure(21)
plot(anglef,angleconrodf,'b*-')
figure(22)
plot(anglef,gaspressuref,'r*-')
figure(23)
plot(anglef,xofpistonf,'b^-')
% table generation %
y=
[anglef',xofpistonf',vofpistonf',aofpistonf',angleconrodf',wofconrodf',zofconrodf',raxf',rayf',raf',rbxf',rbyf',rbf'
,roxf',royf',rof',fif',fpf',axialforceataf',normalforceataf',axialforceatbf',normalforceatbf',centrifugalforceatcgf',
tangentialforceatcgf',resultantofinertiaforcef',anglesif',inertiatorqueatcgf',axialforceatof',normalforceatof'];
113

Tiger

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Tiger

Hochgeladen von

Copyright:

Verfügbare Formate

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Figure 1.1: Schematic illustrations of a connecting rod

Figure1.2: Al-Jazaris fourth machine utilizing a connecting rod

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Figure1.3: Comparison of casting versus forging connecting rods in areas most

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Figure 1.5: Schematic of powder forging process

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Table1. 1: Mechanical Properties of Connecting Rod Materials at Hyundai Motor

In fatigue performance, the powder forged connecting rod withstood a load

1.2.Other Processes and Materials for Connecting Rods

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

2.1. LITERATURE REVIEW

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

= Mass of connecting rod

= Radius of crank from centre of gravity

r 2 = Radius of connecting rod from centre of gravity

= Length of connecting rod

v p = Linear velocity of piston

1 = Angular velocity of crank

= Angular velocity of connecting rod

2 = Angular acceleration of connecting rod

= Normal reaction on piston

= Pin force at piston end along x-direction

= Pin force at piston end along y-direction

Rax = Pin force at crank end along x-direction

TABLE .1.Properties of AISI E4340 Oil Tempered Forged Steel

Tensile Strength, Yield

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

0.0000298 ohm-cm 0.0000298 ohm@Temperature 100 C

0.0000552 ohm-cm 0.0000552 ohm@Temperature 400 C

0.0000797 ohm-cm 0.0000797 ohm@Temperature 600 C

Specific Heat Capacity

0.475 J/g-C 0.114 BTU/lb-F

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

3. CALCULATIONS AND ANALYSIS OF INPUT

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

3.1. DERIVATION OF EQUATIONS FOR KINEMATIC AND DYNAMIC ANALYSIS OF

wrt time, we get velocity (

wrt time, we get acceleration (

Kinematics of connecting rod:

By differentiating angular velocity (

) wrt time, we get angular acceleration (

Angular velocity of connecting rod (

Angular acceleration of connecting rod (

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

Dynamics of connecting rod:

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod

FBD of Connecting Rod

Rax =m2 2 r 2 sin+m2 22 r 2 cos - Rbx

m2 22 r 2 sin +m2 2 r 2 cos w2

m2 22 r 2 sin +m2 2 r 2 cos w2 R ay

m2 2 r 22 + Ray cos l 2+ w2 cos r 2I b 2 + Ray cos l 2+ w2 cos r 2

3.2. Inputs used in Force Analysis:

Compression Ratio = 16.5

3.2.1.Experimental Determination of Moment Of Inertia of Connecting Rod :

Length of equivalent pendulum when suspended from top of

When hinged at big end

When hinged at small end

L= equivalent length of simple pendulum.

Quasi-Dynamic Stress Analysis of Diesel Engine Connecting Rod