International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 08 Issue: 07 | July 2021 www.irjet.net p-ISSN: 2395-0072

DESIGN AND ANALYSIS OF CONNECTING ROD USING COMPOSITE

MATERIALS AND ALLOYS
Mr. Sumukh. R1, Mr. Sankalp Khobragade2, Mr. Vishwaradya Patil3, Mr. Vishwas K4,
Mr. Hemanth Kumar J5
1Mr. Sumukh .R: Student, Department of Mechanical Engineering, PESIT-BSC, Bengaluru, Karnataka.
2Mr. Mr. Sankalp Khobragade: Student, Dept. of Mechanical Engineering, PESIT-BSC, Bengaluru, Karnataka.
3Mr. Vishwaradya Patil: Student, Department of Mechanical Engineering, PESIT-BSC, Bengaluru, Karnataka.
4Mr. Vishwas K: Student, Department of Mechanical Engineering, PESIT-BSC, Bengaluru, Karnataka.
5Mr. Hemanth Kumar J: Assistant Professor, Dept. of Mechanical Engineering, PESIT-BSC, Bengaluru, Karnataka.

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Abstract - The connecting rod is the intermediate member under unfavourable conditions. An ideal Connecting Rod
between the piston and the Crankshaft. Its primary function is should have minimal weight and cost effective, but also
to transmit the push and pull from the piston pin to the crank should be strong enough to withstand high stresses and high
pin, thus converting the reciprocating motion of the piston cycle fatigue. In the past years, research based on connecting
into rotary motion of the crank. Most common cases of failure rod has shifted from materials having uniform composition
of Connecting Rod are of Tensile Failure, which happens due to to many other metal alloys and composite materials for
high engine speeds, or Casting Defect, which develops due to enhancement of performance, strength and stiffness,
cyclic load behavior. This project aims to replace the typical reduction of weight, wear and corrosion resistance, and also
convention material used for manufacturing connecting rod for reducing the thermal expansion. Metal Matrix
like Steel, so as to improve the performance parameters while Composites (MMCs), Aluminum-Silicon Carbide Composite
reducing the overall weight of the component. This study aims and many metal alloys meets the requirements for
on comparing a connecting rod of standard dimensions and applications requiring combined strength, thermal
made up of convention material like Steel with that made up of conductivity, and low coefficient of thermal expansion with
composite materials like Aluminum-Beryllium Alloy, lower density to reduce the weight of the connecting rod and
Aluminum-Silicon Carbide Composite and Titanium Alloy. The increase the efficiency of the engine.
Shape and the Materials have been selected based on the
Strength and Stiffness Criteria. The project also performed
Static Structural parameters like Von-Mises Stress,
Deformation, Factor of safety and Buckling Analysis of
standard connecting rod design using FEM on a commercial
software ANSYS workbench, to predict structural strength and
buckling limit of the model.

Key Words: Connecting rod, Aluminum Silicon Carbide

composite, Steel, Aluminum Beryllium alloy, Titanium alloy,
Strength to weight ratio.

1.INTRODUCTION Fig -1: Connecting rod

Connecting Rod converts the reciprocating motion of “Based on the shape of the cross section of the connecting
piston into rotary motion of the crank shaft. It connects the rod they are classified mainly into four categories:
crank and the piston and thus transfer the power for the 1. I - section
movement of the vehicle. Since, it converts the linear motion 2. H - section
of piston into rotary motion of the crankshaft, it undergoes 3. Rectangular section
following kinds of loads and stresses like bending, tension, 4. Circular section“
compression and buckling. The bigger end of the connecting “Among these cross-sections circular and rectangular
rod connects the crank shaft with the help of crank pin with cross sections are the most stressed cross sections. Hence
a plain bearing. The smaller end is connected to piston these shapes are ruled out of our analysis. The other two
through piston pin. “ sections had less stress concentrations and showed better
results. But I-section has better shape factor in bending both
“Connecting Rod is the part of IC engine that is under high due to strength and stiffness effect. Hence I-section is
stress most of the time, hence it is more prone to failure

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preferred for the design of connecting rod out of these cross- using aluminium alloys. In this study, they replaced
sections.“ connecting rod by using aluminium based
composite material which has been reinforced with
2. LITERATURE SURVEY silicon carbide and fly ash. They also conducted
finite element analysis considering two materials
This section deals with the literature papers related to our the parameters like the stress and strain and the
project that have been studied to gain an insight into the displacement was acquired from ANSYS software. “
material selection criteria for connecting rod.
7. Ashby, M. F., et al. [7], as looked at the reforming the
1. A. Pandiyan, et al. [1], has carried out analysis based connecting rod made of Steel and have arrived at
on Aluminium alloys and composites and concluded the list of processes, that is - (1) Die casting (2)
that the materials used is having high hardness, forging and machining (3) powder methods and
strength and also durability. A1 6061-T6 material machining. They have discovered that for a
connecting rod will reduce the weight up to 7.98% production of ten thousand components, forging
when compared with ADC12 keeping the strength to comes out the cheapest then followed by dicasting.
weight ratio and ductility same. This conclusion is Powder methods are comparatively costlier because
drawn on the basis of topology optimization slow production cost and capital cost.
methodology.
8. Mr. H D. Nitturkar, “et al. [8], noticed that the
2. Shubham Tiwari, et al. [2], focuses on optimum minimum stress among all loading conditions was
shape, manufacturing process for better material seen at the crank and the piston end. Therefore,
properties and the suitable alloys and composites material was reduced from these resulting in
for connecting rod. Powder Metallurgy was studied reduction cost.”
and it was found that it strengthens the
microstructure and better mechanical property of 9. Pravardhan S. Shenoy, “et al. [9], Al introduced the
connecting rod can be obtained. They inferred that if finite element analysis procedure for improving the
instead of Steel we use Titanium Alloy to connection rod weight and cost reduction. A study
manufacture Connecting Rod using this method then was conducted on connecting rod made forged Steel
tensile elongation of connecting road and tensile with a thought of improving the weight and
strength can be enhanced to a greater extent. production cost. Weight was reduced by an iterative
procedure this study resulted in new connecting
3. Vikas Singh, et al. [3], have used ANSYS software for rod was ten percent lighter and twenty-five percent
force, stress and strain analysis for different less expensive when compared to the existing
materials and compared them with each other. connecting rod. “
When boundary conditions are applied on
connecting rod, using finite element analysis the 3. RESEARCH GAP
unknown variables such as deformation, strain and
stress are found. The solution was obtained for Previously the materials used for analysis were Aluminium
Equivalent Elastic Strain and Total deformation Alloys and Composites and currently the material used is
using different materials one after the other. Steel. There are still many more combinations of materials
left to be explored and their impact to the industry is still
4. Somnath Chattopadhyay [4] has done the required unknown. After referring to numerous journals, we decide to
basic calculations for the selection of the material carry forward our project using, Aluminum-Beryllium Alloy,
and also provided information about suitable Titanium Alloy and Aluminum-Silicon Carbide Composite,
manufacturing process for different materials. based on which, Force Analysis will be carried out using the
ANSYS software.
5. Adnan Ali Haider, et al. [5], concluded that the
Titanium Alloy suites best for manufacturing of 4. OBJECTIVES
Connecting Rod. As because it has the best Factor of
Safety with regard to its weight and minimum 1. Increasing the efficiency of the engine by reducing
deformation. This was followed by Aluminium Alloy the weight of the connecting rod.
7075-T6, which had lower Factor of Safety as 2. Increasing the strength and stiffness of the
compared to Titanium Alloy, but the weight was connecting rod.
much lower than that of the Titanium Alloy. 3. Increasing the durability of connecting rod.

6. Kuldeep B. [6], has done the assembly of connecting

rod with carbon Steel, but nowadays, they are done

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5. METHODOLOGY  I-section has more shape factor compared to H-

section and also bending strength is more, hence I-
This section gives a brief description about the methodology section is being considered for analysis.
followed to complete this project.  For I-section calculations, these are the standard
The following flowchart represents the methodology parameters:
process:  Thickness of Connecting Rod = t
 Height, H = 5t
 Width of flange, B = 4t
 I – Section Area = 11t2

Gas Pressure on Piston and Buckling Load Calculations:

PV = me × Rspecific × T

SELECTION OF MATERIAL

P=
ANALYSIS OF THE
MODEL

me = 0.109 ≈ 0.11 kg

P=

P = 15.48 MPa ≈ 15.5 MPa

Fg = P (dB)2,

Fg = 16 (57)2

Fig -2: Methodology Flowchart Fg = 39.552 kN

6. DESIGN CALCULATIONS Buckling or Crippling Load acting on Connecting Rod:

 For calculations of force acting on piston, the FB = Fg × F.O.S

following parameters have been considered : FB = 39.552 × 2
a) Engine Specifications: 150 cc, 4-stroke, air cooled FB = 79.1 kN
Petrol Engine
b) Bore Diameter × Stroke Length = 57 × 58.6 Calculation of Dimensions of Connecting Rod:
c) Stroke Volume = 149 cc
d) Maximum Power = 11.9 bhp @ 7500 rpm
e) Maximum Torque = 12.8 N-m @ 6000 rpm
f) Compression Ratio = 9.5:1
g) Molecular Weight, Me = 114.228 g/mole
h) Universal Gas Constant, R = 8.314 J/mol-K
 Factor of Safety is assumed to be 2.
 Stroke Length = 58.6 mm.
 Crank Radius = L/2 = 29.3 mm.
 Frictional Forces are neglected.
 Connecting Rod Length to Crank Radius is 4:1 (for
IC Engines). Fig -3: I-section

Moment of Inertia along x – Axis,

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Ixx =1/12 [4t×(5t^3 )-3t×(t^3)] Height at the smaller end = 0.82 H

Ixx = 34.91 t4 = 19.68 ≈ 20 mm

Moment of Inertia along y – Axis, Length of the bearing at smaller end, l1 = 0.5 D, (where D is
the diameter of the piston)
Iyy = 1/12 [2×t×4 (t)×3+(3t^4)] l1 = 0.5 × 57
Iyy = 10.917 t4 l1 = 28.5 ≈ 29 mm
Ratio of length to piston pin diameter at small end,
⸫ = 3.2 l1/d = 29/1.5 (for Petrol Engines)
= 19.33 mm
Since the connecting rod to crank radius is 4:1, the length of the Outer Diameter at Piston End = 1.8 d
connecting rod is:
= 1.8 × 19.4
L = 29.3 × 4 = 117.2 ≈ 118 mm = 34.92 ≈ 35 mm

Thickness of I-section: Diameter of Crank Pin = dp1 = 0.67 D

= 0.67 × 57
From Rankine’s formula = 39 mm

= Length of the Crank Pin Bearing, lp1 = dp1

lp1 = 39 mm

σc = 320 MPa (crushing strength) Outer Diameter at Crank End = 1.5 × dp1
= 1.5 × 39
K = 4/25000 for Steel rod, pin connected at both ends so = 62.5 ≈ 63 mm
that the rod is freely bends in any plane
Table -1: Dimensions of Connecting Rod

S. No. Parameters (mm)

k= (Radius of gyration for an I-section)
1. Thickness of Connecting Rod = 4.8 mm
k = 3.174 t2
2. Width of the section = 19.2 mm
A = 11 t2
3. Height of the Section = 24 mm
Substituting the values in the Rankine’s formula:
4. Height at the bigger end = 26 mm

= 5. Height at the smaller end = 20 mm

6. Inner Diameter at Piston End = 19.4 mm

7. Outer Diameter at the Piston End = 35 mm

t = 4.74 ≈ 4.8 mm
8. Inner Diameter at Crank End = 39 mm
Width of I-section:
9. Outer Diameter at Crank End = 63 mm
B = 4t
B = 19.2 mm
7. MATERIAL SELECTION AND PROPERTIES
Height of I-section:
The material selected are based on it’s strength to wight
ratio i.e., with the intention of increasing the strength
H = 5t
simultaneously reducing the weight. The materials selected
H = 24 mm
are Titanium alloy, Aluminum Beryllium alloy and Aluminum
Silicon carbide composite and the results from the analysis
Height at the bigger end = 1.1 H
of these materials are compared with the standard
= 26 mm

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connecting rod material which is carbon steel. The

properties of the materials are mentioned in the table below:

Table -2: Material Properties

Aluminum Titaniu
Aluminum
-Silicon m Alloy
Steel -Beryllium
Material Carbide (Ti-13-
(AISI4340) Alloy
Composite V-11-G-
(AM162)
(Al-SiC) 3Al)
Density
(𝜌) 7.85 2.1 2.9 4.84
(g/cc)
Young's
Modulus
200 193 150 128
(E)
(GPa)
Poisson' Fig -4: CATIA V5 interface
s Ratio 0.3 0.17 0.29 0.33
(𝜐) Before modelling the connecting rod, it is necessary to find
Yield out the standard dimensions of it. Hence by considering all
Strength 470 276 615 862 the assumptions, suitable design calculations need to done
(MPa)
and the theoretical loads acting on the connecting rod needs
Tensile
Strength 745 379 1080 1350
to be calculated. After gathering all the necessary data, a
(MPa) standard connecting rod model can be created on CATIA V5
Enduran modelling software.
ce Limit 420 114 270 390
(MPa)

8. MODELLING AND ANALYSIS

Modelling a mechanical part is the first basic step of the

analysis process, which will later help us to virtually
simulate how each and every section of the connecting rod
will perform under specified circumstances. In order to
create a standard model of Connecting Rod, CATIA V5
modelling software was used.

CATIA stands for Computer Aided Three-Dimensional

Interactive Application. CATIA is a highly sophisticated and
globally recognised product design software, developed and
created by Dassault Systemes. a multinational software
company based out of France. CATIA is widely used to create Fig -5: Connecting rod model in CATIA V5
3D design, to evaluate computer-aided engineering
solutions, implement PLM, and establish computer-aided The obtained model is then used to carry out simulations in
manufacturing solutions. order to observe how connecting rod will behave under
certain situations when subject to various loads. Different
The software is commonly used in manufacturing industries composites were implemented one after the other and
and Original Equipment Manufacturers (OEMs) to increase simulations on each of them were carried out.
designing, analysing, and managing new products. It's much
more than a CAD (Computer Aided Design) software
package. It's a full software suite which incorporates CAD,
CAE (Computer-Aided Engineering) and CAM (Computer-
Aided Manufacture). Due to its complexity and versatility, it
has been known as the leading industry standard software to
carry out highly complex simulations.

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further analysis purpose. The interface of the ANSYS student

version is shown in the figure below:

Fig -7: ANSYS student interface

After obtaining the standard model for Connecting Rod, it

was imported into the ANSYS software, where necessary
constraints and assumptions and boundary conditions were
applied, to carry out Static Structural Analysis and Buckling
Analysis. Before applying the boundary conditions the model
Fig -6: Dimensions of the connecting rod imported needs to be meshed. From the literature survey it
was known that the mesh size from 1.5mm - 4mm yielded
After the modelling of Connecting Rod is done, the next step constant values of results. The figure below shows the
of analysis involves conducting simulations on the obtained meshing done in ANSYS workbench:
model with respect to all the assumptions mentioned. This is
done in order to visualise and replicate how the connecting
rod performs when subjected to pre-specified situations.
This will help us in determining the necessary structural or
material changes required to further optimize the
performance of the connecting rod. For this, ANSYS -
WORKBENCH STUDENT VERSION was used.

ANSYS Inc. is a company that develops and markets

multiphysics engineering software. ANSYS Student Version is
a ANSYS Workbench-based bundle consisting of ANSYS
Mechanical, ANSYS CFD, ANSYS Autodyn, ANSYS SpaceClaim
and ANSYS DesignXplorer. ANSYS Student Version is used by
hundreds of thousands of students globally and includes
some of advanced most-used products commercially.

ANSYS Mechanical Finite Element Analysis software is used

to simulate computer models of structures, electronics, or
machine components for analyzing strength, toughness, Fig -8: Meshing of connecting rod in ANSYS workbench
elasticity, temperature distribution, electromagnetism, fluid
flow, and other attributes. The software will provide the  Static Structural Analysis:
tools you need to provide technical depth in the simulation A static structural analysis is done to find out the
domain. ANSYS is a powerful software that is recognized in displacements, stresses, strains, and forces in
the engineering industry. structures or components caused by the loads that
do not induce significant inertia and damping
During the analysis the modelled part from the CATIA V5 effects. A static structural load can be performed
was converted to stp file and imported in the ANSYS. The using ANSYS software. The types of loading that can
materials and it’s properties were defined in the ANSYS for be applied in a static analysis include, externally

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applied forces and pressures, steady-state inertial

forces. In our analysis, we have assumed
beforehand the steady loading and response
conditions; viz., the loads and the structure’s
response to these loads vary slowly with respect to
time.
Here in this project the static structural analysis
involved the following steps:
i) The meshed connecting rod was fixed at the
crank end and the force was applied at the
piston end.
ii) Then the results required are selected and then
the problem is solved.
iii) The results can be recorded and tabulated for Fig -10: Total Deformation for Steel
analysis purpose
The maximum total deformation for the model is 0.13745
 Buckling Analysis: mm.
Buckling analysis needs to be carried on the
connecting rod to know the load at which the
buckling failure occurs. Generally there are 2 modes
of buckling that occurs in a connecting rod which
are:
1. Side Buckling (Parallel to the rotational axis)
2. Front-Rear Buckling (Perpendicular to the
rotational axis)
In the buckling analysis performed the following
steps were followed:
i) The solution from the static structural analysis
were drawn to eigen value buckling.
ii) The number of modes of buckling required was
set
iii) The results required were selected and solved
for it. Fig -11: Factor of Safety for Steel
iv) The load multiplier and other significant values
required for the analysis were recorded. The Factor of Safety obtained from the model is 1.1235.

For Aluminum Beryllium alloy:

9. RESULTS AND DISCUSSION

For steel:

Fig -12: Equivalent (Von-Mises) Stress Distribution for

Aluminum-Beryllium Alloy

Fig -9: Equivalent (Von-Mises) Stress Distribution for Steel The Maximum and Minimum Stress obtained in the model is
232.71 MPa and 0.01733 MPa respectively.
The Maximum and Minimum Stress obtained in the model is
222.52 MPa and 0.0256 MPa respectively.

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Fig -13: Total Deformation for Aluminum-Beryllium Alloy Fig -16: Total Deformation for Aluminum-Silicon Carbide

The maximum total deformation for the model is 0.14153 The maximum total deformation for the model is 0.18321
mm. mm.

Fig -14: Factor of Safety for Aluminum-Beryllium Alloy Fig -17: Factor of Safety for Aluminum-Silicon Carbide
Composite
The Factor of Safety obtained from the model is 1.186.
The Factor of Safety obtained from the model is 2.7593.
For Aluminum Silicon Carbide composite:
For Titanium alloy:

Fig -15: Equivalent (Von-Mises) Stress Distribution for Fig -18: Equivalent (Von-Mises) Stress Distribution for
Aluminum-Silicon Carbide Composite Titanium Alloy

The Maximum and Minimum Stress obtained in the model is The Maximum and Minimum Stress obtained in the model is
223.11 MPa and 0.024788 MPa respectively. 220.31 MPa and 0.028369 MPa respectively.

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Fig -19: Total Deformation for Titanium Alloy Chart -1: Comparison of Von-Mises Stress of all Materials
The maximum total deformation for the model is 0.21498
mm.

Fig -20: Factor of Safety for Titanium Alloy Chart -2: Comparison of Total Deformation of all Materials

The Factor of Safety obtained from the model is 3.9126.

The above results were obtained from the static structural

analysis. The results from the buckling analysis are
mentioned in the results table below.

Table -3: Results table

Aluminum- Titanium
Aluminum-
Silicon Alloy
Materials / Steel Beryllium
Carbide (Ti-13-V-
Parameters (AISI4340) Alloy
Composite 11-G-
(AM162)
(Al-SiC) 3Al)
Von-Mises
222.52 232.71 223.11 220.31
Stress
Total Chart -3: Comparison of Density of all Materials
0.13745 0.14153 0.18321 0.21498
Deformation
Density 7.85 2.1 2.9 4.84 The above comparison shows that the materials which are
considered in this project can handle similar stress as that of
Factor of the steel but also with higher strength and lower weight
1.1235 1.186 2.7593 3.9126
Safety
which decreases the inertial forces helping to achieve higher
Buckling efficiency.
Load 22.801 21.94 17.093 14.169
multiplier

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10. CONCLUSIONS REFERENCES

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out.
4. To define the life of the connecting rod fatigue analysis can
be carried out.
5. For minimizing the wear failure of the connecting rod
work on internal coating to reduce wear can be done.
6. Modal analysis can be performed for minimizing
premature failure.

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