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Design and analysis of connecting rod using aluminium alloy 7068 t6 t6511
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Design and analysis of connecting rod using aluminium alloy 7068 t6 t6511
1.
International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 57 DESIGN AND ANALYSIS OF CONNECTING ROD USING ALUMINIUM ALLOY 7068 T6, T6511 Mohamed Abdusalam Hussin1 , Er. Prabhat Kumar Sinha2 , Dr. Arvind Saran Darbari3 1 Local Administration, Morzk Umm-Alaraneb Governorate, Republic of libya 2 Assistant Prof., 3 Associate Prof, Department of Mechanical Engineering, SSET, SHIATS-DU, Allahabad, India ABSTRACT The connecting rod is the intermediate member between the piston and the Crankshaft. Its primary function is to transmit the push and pull from the piston pin to the crank pin, thus converting the reciprocating motion of the piston into rotary motion of the crank. This thesis describes designing and Analysis of connecting rod. Currently existing connecting rod is manufactured by using Forged steel. In this drawing is drafted from the calculations. A parametric model of Connecting rod is modeled using SOLID WORK software and to that model, analysis is carried out by using ANSYS 15.0 Software. Finite element analysis of connecting rod is done by considering the materials, viz... Aluminium Alloy. The best combination of parameters like Von misses Stress and strain, Deformation, Factor of safety and weight reduction for two wheeler piston were done in ANSYS software. Aluminium Alloy has more factor of safety, reduce the weight, reduce the stress and stiffer than other material like Forged Steel. With Fatigue analysis we can determine the lifetime of the connecting rod. Keywords: Connecting Rod, Analysis of Connecting Rod, Four Stroke Engine Connecting Rod, Aluminium Alloy Connecting Rod, Design and Analysis of Connecting Rod. NOMENCLATURE A = cross sectional area of the connecting rod. L = length of the connecting rod. C = compressive yield stress. Wcr = crippling or buckling load. ܫ = moment of inertia of the section about x-axis ܫ௬௬ = moment of inertia of the section about y-axis respectively. ܭ = radius of gyration of the section about x-axis ܭ௬௬ = radius of gyration of the section about y- axis respectively. D = Diameter of piston r = Radius of crank INTERNATIONAL JOURNAL OF MECHANICAL ENGINEERING AND TECHNOLOGY (IJMET) ISSN 0976 – 6340 (Print) ISSN 0976 – 6359 (Online) Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME: www.iaeme.com/IJMET.asp Journal Impact Factor (2014): 7.5377 (Calculated by GISI) www.jifactor.com IJMET © I A E M E
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 58 1. INTRODUCTION In a reciprocating piston engine, the connecting rod connects the piston to the crank or crankshaft. In modern automotive internal combustion engines, the connecting rods are most usually made of steel for production engines, but can be made of aluminum (for lightness and the ability to absorb high impact at the expense of durability) or titanium (for a combination of strength and lightness at the expense of affordability) for high performance engines, or of cast iron for applications such as motor scooters. The small end attaches to the piston pin, gudgeon pin (the usual British term) or wrist pin, which is currently most often press fit into the con rod but can swivel in the piston, a "floating wrist pin" design. The connecting rod is under tremendous stress from the reciprocating load represented by the piston, actually stretching and being compressed with every rotation, and the load increases to the third power with increasing engine speed. Failure of a connecting rod, usually called "throwing a rod" is one of the most common causes of catastrophic engine failure in cars, frequently putting the broken rod through the side of the crankcase and thereby rendering the engine irreparable; it can result from fatigue near a physical defect in the rod, lubrication failure in a bearing due to faulty maintenance or from failure of the rod bolts from a defect, improper tightening, or re-use of already used (stressed) bolts where not recommended. Despite their frequent occurrence on televised competitive automobile events, such failures are quite rare on production cars during normal daily driving. This is because production auto parts have a much larger factor of safety, and often more systematic quality control. When building a high performance engine, great attention is paid to the connecting rods, eliminating stress risers by such techniques as grinding the edges of the rod to a smooth radius, shot peening to induce compressive surface stresses (to prevent crack initiation), balancing all connecting rod/piston assemblies to the same weight and Magnafluxings to reveal otherwise invisible small cracks which would cause the rod to fail under stress. In addition, great care is taken to torque the con rod bolts to the exact value specified; often these bolts must be replaced rather than reused. The big end of the rod is fabricated as a unit and cut or cracked in two to establish precision fit around the big end bearing shell. Recent engines such as the Ford 4.6 liter engine and the Chrysler 2.0 liter engine have connecting rods made using powder metallurgy, which allows more precise control of size and weight with less machining and less excess mass to be machined off for balancing. The cap is then separated from the rod by a fracturing process, which results in an uneven mating surface due to the grain of the powdered metal. This ensures that upon reassembly, the cap will be perfectly positioned with respect to the rod, compared to the minor misalignments, which can occur if the mating surfaces are both flat. A major source of engine wear is the sideways force exerted on the piston through the con rod by the crankshaft, which typically wears the cylinder into an oval cross-section rather than circular, making it impossible for piston rings to correctly seal against the cylinder walls. Geometrically, it can be seen that longer connecting rods will reduce the amount of this sideways force, and therefore lead to longer engine life. However, for a given engine block, the sum of the length of the con rod plus the piston stroke is a fixed number, determined by the fixed distance between the crankshaft axis and the top of the cylinder block where the cylinder head fastens; thus, for a given cylinder block longer stroke, giving greater engine displacement and power, requires a shorter connecting rod (or a piston with smaller compression height), resulting in accelerated cylinder wear. 2. SPECIFICATION OF THE PROBLEM The objective of the present work is to design and analyses of connecting rod made of Aluminium Alloy. Steel materials are used to design the connecting rod. In this project the material (Forged steel) of connecting rod replaced with Aluminium Alloy. Connecting rod was created in SOLID WORK 2014. Model is imported in ANSYS 15.0 for analysis. After analysis a comparison is
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 59 made between existing steel connecting rod viz., A Aluminium Alloy in terms of weight, factor of safety, stiffens, deformation and stress. Fig 2.1: Schematic Diagram of Connecting Rod 3. DESIGN OF CONNECTING ROD A connecting rod is a machine member which is subjected to alternating direct compressive and tensile forces. Since the compressive forces are much higher than the tensile force, therefore the cross- section of the connecting rod is designed as a strut and the rankine formula is used. A connecting rod subjected to an axial load W may buckle with x-axis as neutral axis in the plane of motion of the connecting rod,{or} y-axis is a neutral axis. The connecting rod is considered like both ends hinged for buckling about x-axis and both ends fixed for buckling about y-axis. A connecting rod should be equally strong in buckling about either axis. According to rankine formulae ܹ About x-axis = [ߪ×/]ܣ 1+[ܮ /ܭ௫௫]2 = [ߪ×/]ܣ 1+[݈ /ܭ௫௫]2 , [ ∴݂ݎ ܾݐℎ ݁݊݀ݏ ℎ݅݊݃݁݀ ]݈=ܮ ܹ About y-axis = [ߪ×/]ܣ 1+[ܮ /ܭ௬௬]2 = [ߪ×]ܣ /1+ܽ[݈ /2ܭ௬௬]2 , [ ∴݂ݎ ܾݐℎ ݁݊݀ݏ ݂݅݀݁ݔ ]2/݈=ܮ In order to have a connecting rod equally strong in buckling about both the axis, the buckling loads must be equal. i.e. = [ߪ×]ܣ /1+ [݈ /ܭ௫௫]2 = [ߪ×]ܣ 1+ܽ[݈ /2ܭ௬௬]2 [or] [݈/ ܭ௫௫]2 = [݈ /2ܭ௬௬]2 ܭ௫௫ ଶ = 4ܭ௬௬ ଶ [or] ܫ௫௫ = 4ܫ௬௬ [∴ܭ×ܣ=ܫ2 ] This shows that the connecting rod is four times strong in buckling about y-axis than about- axis. If ܫ௫௫ > 4ܫ௬௬, Then buckling will occur about y-axis and if ܫ௫௫< 4ܫ௬௬, then buckling will occur about x-axis .In Actual practice ܫ௫௫is kept slightly less than 4ܫ௬௬. It is usually taken between 3 and 3.5 and the Connecting rod is designed for buckling about x-axis. The design will always be satisfactory for buckling about y-axis. The most suitable section for the connecting rod is I-section with the proportions shown mfg. Area of the cross section = 2[4t x t] + 3t × t=11ݐଶ Moment of inertia about x-axis = 2[4t×t] +3t×t=11ݐଶ
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. Moment of inertia about x-axis ܫ௫௫ And moment of inertia about y-axis ܫ௫௫ /ܫ௬௬ = [419/12] × [12/131]=3.2 Since the value of I ܫ௫௫ /ܫ௬௬ lies between 3 and 3.5 m therefore I 3.1 Pressure Calculation for 150 cc Engine Suzuki 150 cc Specifications Engine type air cooled 4-stroke, Bore x Stroke (mm) = 57×58.6 Displacement = 149.5 CC ,Maximum Power = 13.8 bhp Maximum Torque = 13.4 Nm @ 6000 rpm, Density of Petrol C8H18 = 737.22 kg/ F = 288.855 o K, Mass = Density × Volume = 737.22ܧିଽ x149.5ܧଷ = 0.11kg Molecular Weight of Petrol 114.228 g/mole From Gas Equation, PV = Mrt R = (ܴ௫/ ܯ௪) = 8.3143/114228 = 72.76 P = (0.11×72.786×288.85) P = 15.5 Mpa 4.0 DESIGN CALCULATIONS FOR EXISTING CONNECTING ROD Thickness of flange & web of the section = t Width of section B= 4t The standard dimension of I - SECTION Fig 4.1 Height of section H = 5t, Area of section A= 2(4t×t) +3t×t M.O.I of section about x axis: ܫ௫௫ MI of section about y axis: ܫ௬௬ = 2×1/ 12×t ܫ௫௫ / ܫ௬௬ = 3.2 Length of connecting rod (L) = 2 times the stroke, Buckling load ݓ = maximum gas force × F.O.S ݓ = (ߪ×/)ܣ (1+a (L/ܭ௫௫)2 = 37663N , International Journal of Mechanical Engineering and Technology (IJMET), ISSN 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 60 ௫௫ = 1 /12 [4ݐ {5}ݐ 3 −3ݐ {3}ݐ3 ] = (419 /12)[ݐ4 axis ܫ௬௬ = (2×1/ 12) ×t× {4t}3 +(1 /12){3t}t3 =131/ 12[t = [419/12] × [12/131]=3.2 between 3 and 3.5 m therefore I-section chosen is quite satisfactory 3.1 Pressure Calculation for 150 cc Engine Suzuki 150 cc Specifications Bore x Stroke (mm) = 57×58.6 Displacement = 149.5 CC ,Maximum Power = 13.8 bhp @ 8500 rpm Maximum Torque = 13.4 Nm @ 6000 rpm, Compression Ratio = 9.35/1, Density of Petrol C8H18 = 737.22 kg/݉ଷ = 737.22ܧିଽ kg/݉݉ଷ , Temperature = 60 Mass = Density × Volume Molecular Weight of Petrol 114.228 g/mole From Gas Equation, ) = 8.3143/114228 (0.11×72.786×288.85) /149.5ܧଷ 4.0 DESIGN CALCULATIONS FOR EXISTING CONNECTING ROD Thickness of flange & web of the section = t SECTION Fig 4.1: Standard Dimension of I – Section Height of section H = 5t, Area of section A= 2(4t×t) +3t×t , A = 11t² = 1/ 12 [4ݐ {5}ݐ3 −3ݐ {3}ݐ3 ] = 419/12[t4 ] = 2×1/ 12×t× {4t}3 +1/ 12{3t}t3 = 131/ 12[t4] Length of connecting rod (L) = 2 times the stroke, ∴ L = 117.2 mm = maximum gas force × F.O.S = 37663N , International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), © IAEME 4 ] =131/ 12[t4 ] section chosen is quite satisfactory Temperature = 60 o = 131/ 12[t4]
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 61 ߪ= compressive yield stress = 415MPa, Kxx = I xx /A, ܭ௫௫= 1.78t, a = ߪ /πଶ , a = 0.0002 By substitutingߪ, A, a, L, ܭ௫௫ on ݓ then = 4565tସ -37663tଶ -81639.46 = 0 tଶ = 10.03, t = 3.167mm, t = 3.2mm Width of section B = 4t = 4×3.2 = 12.8mm Height of section H = 5t = 5×3.2 = 16mm Area A = 11tଶ =11×3.2×3.2 = 112.64mm2 Height at the big end (crank end) = H2 = 1.1H to 1.25H = 1.1×16 H2 =17.6mm Height at the small end (piston end) = 0.9H to 0.75H = 0.9×16 H1 =12mm Fig 4.2: 2D Drawing for Connecting Rod Stroke length (l) =117.2mm Diameter of piston (D) =57mm P=15.5N/ mm2 Radius of crank(r) =stroke length/2 =58.6/2 =29.3 Maximum force on the piston due to pressure Fl = π /4×ܦଶ ×p =π/4 × (57)ଶ ×15.469 =39473.16N Maximum angular speed ܹ௫= [2πܰ௫]/60 = {[2π×8500]/60} ݎߨ=ܣ2 =768 rad/sec Ratio of the length of connecting rod to the radius of crank N= l/r =112/ (29.3) = 3.8 Maximum Inertia force of reciprocating parts ܨ = Mr (ܹ௫)ଶ r (cosθ + COS2θ/n) (Or) ܨ = Mr (ܹ௫)ଶ r (1+1/n) = 0.11× (768)ଶ × (0.0293) × (1+ (1/3.8)), ܨ= 2376.26N Inner diameter of the small end ݀ଵ= ܨ /ܾܲଵ ×݈ଵ = 6277.167/12.5×1.5݀ଵ = 17.94mm
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 62 Where, Design bearing pressure for small end ܾܲଵ=12.5 to 15.4N/mm2 Length of the piston pin ݈ଵ = (1.5to 2) ݀ଵ Outer diameter of the small end = ݀ଵ+2ݐ+2ݐ = 17.94 + [2×2] + [2×5] = 31.94mm Where, Thickness of the bush (ݐ) = 2 to 5 mm Marginal thickness (ݐ) = 5 to 15 mm, Inner diameter of the big end ݀ଶ= ܨ /ܾܲଶ×݈ଶ = 6277.167/10.8×1.0݀ଵ =23.88mm Where, Design bearing pressure for big end ܾܲଶ=10.8 to 12.6N/mm2 Length of the crank pin ݈ଶ = (1.0 to 1.25)݀ଶ, Root diameter of the bolt = ((2ܨ)/ (π × St))ଵ/ଶ = (2×6277.167 π×56.667)ଵ/ଶ = 4mm Outer diameter of the big end =݀ଶ + 2ݐ + 2݀ +2ݐ = 23.88+2×2+2×4+2×5 = 47.72mm Where, Thickness of the bush [ݐ] = 2 to 5 mm Marginal thickness [ݐ] = 5 to 15 mm Nominal diameter of bolt [݀] = 1.2 × root diameter of the bolt = 1.2×4 = 4.8mm Sno Parameters (mm) 1 Thickness of the connecting rod (t) = 3.2 2 Width of the section (B = 4t) = 12.8 3 Height of the section(H = 5t) = 16 4 Height at the big end = (1.1 to 1.125)H = 17.6 5 Height at the small end = 0.9H to 0.75H = 14.4 6 Inner diameter of the small end = 17.94 7 Outer diameter of the small end = 31.94 8 Inner diameter of the big end = 23.88 9 Outer diameter of the big end = 47.72
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 5. ANALYSIS OF THE CONNECTING ROD Modified Connec Fig 5.1: Meshing of Connecting Rod Fig 5.3: Directional Deformation Xaxis Fig 5.4: Directional Deformation Zaxis International Journal of Mechanical Engineering and Technology (IJMET), ISSN 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 63 5. ANALYSIS OF THE CONNECTING ROD Modified Connecting Rod (Aluminium Alloy 7068 T6,T6511 Meshing of Connecting Rod Fig 5.2: Total Deformation Directional Deformation Xaxis Fig 5.3: Directional Deformation Yaxis Directional Deformation Zaxis Fig 5.5: Equivalent Stress International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), © IAEME T6,T6511) Total Deformation Directional Deformation Yaxis quivalent Stress
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 64 Fig 5.6: Normal Stress-X-axis Fig 5.7: Normal Stress-Y-axis Fig 5.8: Normal Stress-Zaxis Fig 5.9: Shear StressXY plane Fig 5.9: Shear Stress XZ Fig 5.10: Shear Stress YZ
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 65 SN Types Stresses and Deformation of Aluminium Alloy 7068 T6,T6511 Stresses and Deformation of Forged Steel Max (Mpa) Min (Mpa) Max (Mpa) Min (Mpa) 1 Equivalent stress 25.142 0.093156 38.298 4.0317e-9 2 Normal stress (x-axis) 35.934 -34.953 25.283 -15.692 3 Normal stress (y-axis) 13.913 -45.953 28.088 -15.485 4 Normal stress (z-axis) 9.9224 -9.4259 1.1978 -0.85736 5 Shear stress(xy plane) 14.152 -14.914 20.166 -20.183 6 Shear stress(yz plane) 6.4729 -7.2802 0.91522 -0.96534 7 Shear stress(zx plane) 6.2828 -6.2138 0 .7183 -0.72013 8 Total deformation(mm) 0.0044016 0 0.0025932 0 9 Directional deformation (x-axis) 0.00082689 -0.00083117 0.0005354 -0.0025925 10 Directional deformation (y-axis) 0.0044014 -1.9783e-7 0.0016764 -0.007687 11 Directional deformation (z-axis) 0.0001689 -0.00017897 0.00013292 -0.0001347 Mechanical properties for Aluminium Alloy 7068 Sno Mechanical Properties Aluminium Alloy 7068 T6,T6511 1 Density( g/cc) 2.85 2 Average hardness(HRB) 174 3 Modulus of elasticity,(Gpa) 73.1 4 Yield strength, YS,(Mpa) 683 5 Ultimate strength ,Su,(Mpa) 710 6 Fatigue Strength,(Mpa) 159 7 Poison ratio 0.33 CHEMICAL COMPOSITION OF Aluminium Alloy 7068 T6,T6511 Si 0.12;Fe 0.15,Cu 1.6-2.4,Mn 0.10,mg 2.2-3.0, Cr 0.05 ,Zn 7.3-8.3, Ti 0.10, Zr 0.05-0.15, Other, each 0.05, Other, total 0.15 7. CALCULATION 7.1 Calculation for factor of safety of connecting rod f.s = factor of safety, ߪ =Mean stress, ߪ௬ = Yield stress, ߪ௩ =Variable stress, ߪ = Endurance stress 1/f .s= ߪ/ ߪ௬ +ߪ௩ /ߪ
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 66 For Aluminium Alloy 7068 T6,T6511 ߪ௫ = 45.142 ߪ = 0.093156 ߪ =(ߪ௫ + ߪ) /2=22.617578 ߪ௬ = 683ܽܯ ߪ௩ =(ߪ௫ - ߪ) /2=22.617578 1/f .s= ߪ/ ߪ௬ - ߪ௩ /ߪ = ߪ = 0.3 ∗ 683 = 204.9 1/f .s= 22.617578/ 683 +22.617578/204.9=0.033115+0.11038349=0.143498494 f .s=6.9687142 Calculation for Weight and Stiffness for Aluminium Alloy 7068 T6,T6511 Density of Aluminium Alloy 7068 T6, T6511=2.85*10ି ݇݃/݉݉ଷ Volume = 60477 ݉݉ଷ Deformation = 0.0044061 mm, Weight of Aluminum = volume× Density =60477 ×2.85 × 10ି =0.17235 kg Mass = 0.17235×9.81=1.69084 N Stiffness=weight/deformation = 1.6908 /0.0044061 =383.73 N/mm Fatigue calculation Result for fatigue of connecting rod: ܰ = 1000( ௦ .ଽఙೠ ) య ( ˊ బ.వೠ ) Where, N = No. of cycles ߪ = Endurance Limit, ߪ௨ = Ultimate Tensile Stress, ߪ ˊ = Endurance limit for variable axial stress ݇ = Load correction factor for reversed axial load = 1.5, ݇௦ = Surface finish factor = 0.78 ݇௦௭ = Size factor = 1 ߪ ˊ = ߪ × ݇ × ݇௦ × ݇௦௭ ܵ = .௦ ఙೡ ଵି .ೞ ೠ For Aluminium Alloy 7068 T6,T6511 ߪ௨ = 710ܽܯ ߪ = 0.4 × 710 = 284 ܽܯ
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 67 ߪ ˊ = 284 × 0.8 × 1.2 × 1 = 272.64ܽܯ ܵ = .ଽ଼ଵସଶ×ଶଶ.ଵହ଼ ଵି ల.వలఴళభరమ×మమ.లభళఱళఴ ళభబ = ଵହ.ଵହ .଼ = 202.58997 ܽܯ ܰ = 1000( ଶଶ.ହ଼ଽଽ .ଽ×ଵ ) య ( మళమ.లర బ.వ×ళభబ ) =11.116× 10ଷ cycles CONCLUSION Conclusion and future scope Solid modeling of connecting rod were made according to production drawing specification and analysis under the effect of tensile and compressive loads in terms of pressure is done in ANSYS Workbench. In the present design and analysis of connecting rod using aluminum alloy 7068 T6,T6511 have been done with the help of SOLID WORK and ANSYS 15.0. Here Analysis is done for the Normal stress as well as Shear stress in x-y plane. From modeling and simulation, Solid work is good but for the Analysis, it is observed that Ansys is better than other software. Here we can find minimum stresses among all loading conditions, were at crank end cap as well as at piston end. So the material can be reduced from those portions, thereby reducing material cost. For further optimization of material dynamic analysis of connecting rod is required. After considering dynamic load condition, once again finite element analysis will have to be perform. It will give more accurate results than existing results. REFERENCES [1] Afzal, A. and A. Fatemi, 2004. "A comparative study of fatigue behavior and life predictions of Aluminum steel and PM connecting rods". SAE Technical Paper. [2] Chen, N., L. Han, W. Zhang and X. Hao, 2006. "Enhancing Mechanical Properties and Avoiding Cracks by Simulation of Quenching Connecting Rod". Material Letters, 61: 3021-3024. [3] El – Sayed, M.E.M. and E.H. Lund, 1990. “Structural optimization with fatigue life constraints,” Engineering Fracture Mechanics, 37(6): 1149-1156. [4] Jahed Motlagh, H.M. Nouban and M.H. Ashraghi, 2003. "Finite Element ANSYS". University of Tehran Publication, PP: 990. [5] Khanali, M., 2006. "Stress analysis of frontal axle of JD 955 combines". M.Sc. Thesis. Thran University, 124. [6] Repgen, B., 1998. “Optimized Connecting Rods to Enable Higher Engine Performance and Cost Reduction,” SAE Technical Paper Series, Paper No. 980882. [7] Leela Krishna Vegi1, Venu Gopal Vegi2, Design and Analysis of Connecting Rod Using Forged steel International Journal of Scientific & Engineering Research, Volume 4, Issue 6, June-2013, 2081-2090 ISSN 2229-5518 [8] Ambrish Tiwari, Jeetendra Kumar Tiwari, Sharad Kumar Chandraka Fatigue Analysis of Connecting Rod Using Finite Element Analysis to Explore Weight and Cost Reduction Opportunities for a Production of Forged Steel Connecting Rod. International Journal of Advanced Mechanical Engineering. ISSN 2250-3234 Volume 4, Number 7 (2014), pp. 782-802.
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 68 [9] Balasubramaniam, B., Svoboda, M., and Bauer, W. Structural optimization of I.C. engines subjected to mechanical and thermal loads. Comput. Meth. Appl. Mech. Engrg, 1991, 89, 337–360. [10] Webster, W.D., Coffell, R., and Alfaro, D. A three dimensional finite element analysis of a high speed diesel engine connecting rod. SAE Technical Paper 831322, 1983. [11] Ishida, S., Hori, Y., Kinoshita, T., and Iwamoto, T. Development of technique to measure stress on connect- ing rod during firing operation. SAE Technical Paper 951797, 1995, pp. 1851–1856. [12] Rice, R. C. (Ed.) SAE Fatigue design handbook, 3rd edition, 1997 (Society of Automotive Engineers, Warrendale, PA). [13] Athavale, S. and Sajanpawar, P. R. Studies on some modelling aspects in the finite element analysis of small gasoline engine components. Proceedings of the small engine technology conference, Society of Automo- tive Engineers of Japan, Tokyo, 1991, pp. 379–389. [14] Pai, C. L. The shape optimization of a connecting rod with fatigue life constraint. Int. J. Mater. Prod. Technol., 1996, 11(5–6), 357–370. [15] Shenoy, P. S. and Fatemi, A. Connecting rod optimiz- ation for weight and cost reduction. SAE Technical Paper 2005-01-0987, 2005. [16] Ferguson, C. R. Internal combustion engines, applied thermo sciences, 1986 (John Wiley & Sons, Shrewsbury). [17] Socie, D. F. and Marquis, G. B. Multiaxial fatigue, 2000 (Society of Automotive Engineers, Warrendale, PA). [18] Bhandari, V. B., 1994, “Design of Machine Elements,” Tata McGraw-Hill. [19] Clark, J. P., Field III, F. R., and Nallicheri, N. V., 1989, “Engine state-of-the-art a competitive assessment of steel, cost estimates and performance analysis,” Research Report BR 89-1, Automotive Applications Committee, American Iron and Steel Institute. [20] El-Sayed, M. E. M., and Lund, E. H., 1990, “Structural optimization with fatigue life constraints,” Engineering Fracture Mechanics, Vol. 37, No. 6, pp. 1149-1156. [21] Folgar, F., Wldrig, J. E., and Hunt, J. W., 1987, “Design, Fabrication and Performance of Fiber FP/Metal Matrix Composite Connecting Rods,” SAE Technical Paper Series 1987, Paper No. 870406. [22] Sonsino, C. M., and Esper, F. J., 1994, “Fatigue Design for PM Components,” European Powder Metallurgy Association (EPMA). [23] Leela Krishna Vegi and Venu Gopal Vegi June-2013 “ Design and analysis of connecting rod using forged steel” International Journal of Scientific & Engineering Research, Volume 4, Issue 6, ISSN 2229-5518. [24] G.V.S.S.Sharma, Dr.P.S.Rao, V.Jagadeesh, and Amit Vishwakarma, “Process Capability Improvement – A Case Study of Crank-Pin-Bore Honing Operation of an Engine Connecting Rod Manufacturing Process”, International Journal of Advanced Research in Engineering & Technology (IJARET), Volume 4, Issue 6, 2013, pp. 84 - 97, ISSN Print: 0976-6480, ISSN Online: 0976-6499. [25] Prabhat Kumar Sinha, Mohdkaleem, Ivan Sunit Rout and Raisul Islam, “Analysis & Modelling of Thermal Mechanical Fatigue Crack Propagation of Turbine Blade Structure”, International Journal of Mechanical Engineering & Technology (IJMET), Volume 4, Issue 3, 2013, pp. 155 - 176, ISSN Print: 0976 – 6340, ISSN Online: 0976 – 6359. [26] G.V.S.S.Sharma, Dr.P.S.Rao, V.Jagadeesh, and Amit Vishwakarma, “Process Capability Improvement – A Case Study of an Engine Connecting Rod Manufacturing Process”, International Journal of Mechanical Engineering & Technology (IJMET), Volume 4, Issue 5, 2013, pp. 116 - 129, ISSN Print: 0976 – 6340, ISSN Online: 0976 – 6359.
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International Journal of
Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 10, October (2014), pp. 57-69 © IAEME 69 AUTHOR’S DETAILS MOHAMED ABDUSALAM HUSSIN, I am working as an Engineer at Morzk Umm-Alaraneb Governorate, I have completed my Bachelor at College of Engineering, The University of Hoon, Republic of Libya and I am going to complete M. Tech. in Mechanical Engineering (CAD/CAM)) in SSET, Faculty of Engineering, Sam Higginbottom Institute of Agriculture, Technology & Sciences, Allahabad, India. PRABHAT KUMAR SINHA is a M.Tech in CAD-CAM. He is having overall 12 years of teaching experience & 4 years industrial experience. His major interests are in Finite Element Analysis, Neural Network and Fuzzy Logic, Artificial Intelligence, Machine Design, Industrial Engg.. He has published numerous papers in international journals and conferences. Dr. ARVIND SARAN DARBARI is Ph.D in Renewable Sources of Energy & M.Tech in Machine and Equipments. He has 26 years of teaching experience .His major interests are in Renewable Sources of Energy, Manufacturing Science, Fluid Theory of machine Mechanics, Workshop Technology, Machine Design. He has published numerous papers in international journals and conferences.
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