Programming Based Learning

Computer Aided Engineering Laboratory

(Complex Engineering Problem)
Topic:
FATIGUE ANALYSIS OF CONNECTING ROD OF INTERNAL COMBUSTION
ENGINE MADE FROM ALUMINUM ALLOY -A COMPARISON WITH STEEL
AND TITANIUM ALLOY MATERIALS

Muhammad Raja Shayan

Group Muhammad
Junaid Ansar Amjad
Members: Bilal 200554
200530 190598
 • The crankshaft is an essential component of in internal combustion
engines, which is widely used in an automobile. The most
• common modes of crankshaft failure are fatigue failure. During its
operation, the crankshaft is always subjected to a cyclical
• load. Besides, the bending and shear load are also typical loads on the
crankshaft. Due to the effect of these loads, the
• crankshaft fails and causes a substantial economic and loss of life.
Therefore, predicting the more accurate fatigue life of the
Abstract for • crankshaft is essential to save the economic and life losses. This paper
project discusses several existing approaches to predicting
• crankshaft fatigue life. Various analytical and experimental
approaches used to predict fatigue life discussed. The most
• common analytical approaches used to predict life are total life
approaches, crack initiation life prediction approaches, and
• crack growth. The review shows that most crankshaft failures are the
result of fatigue. The crack initiation can occur due to
• high-stress concentration or as a defect during manufacture and can
eventually propagate under cyclic loads.
 • The crankshaft is an essential component of the engine and
always subjected to cyclic lading during its operation.
• Fatigue occurs due to this cyclic loading and makes the
crankshaft to fail as a catastrophic failure. The catastrophic
• failure is mostly occurring in the critical regions of the
Introduction: crankshaft, where the stress concentration is high. These
• critical regions are the change of the cross-section region
(keyways, oil holes, etc.), irregularly shaped areas like
• sharp corners, scratches, and interior cracks due to
manufacturing defects [ cite].
Mathematical Modelling :
The head and lumen endure the alternating hydraulic pressure can
be determine by equation [9] :

To estimate the mean and alternating stresses, maximum and

minimum forces must be firstly determined as follows:
 Therefore, mean and alternating stresses are determined as follows :

According to Soderberg fatigue failure criteria, the safety factor can be

estimated from following formula [10]
The mechanical properties for
Aluminum alloy, Titanium alloy and
forged steel are available in ANSYS
labratory. The volume is estimated
from following basic formula :
Mechanical
properties of
materials
Geometry:
Meshing:
Static Structural (Cylindrical
Support)
Static Structural (Fixed Support)
Static Structural (Force)
Results!
Equivalent (von-Mises) Stress
Total Deformation
Factor of Safety
 The results revealed that there was an initial crack in the connecting rod cap which led to
stress concentration at this location, causing the consequent failure with high cyclic loading.
Experimental and numerical results for aluminum alloy life was 108.

2. The Aluminum alloy is the best material among other materials which used to

manufacture connecting rod in internal combustion engines, due to several points can

be listed as follows :

a) Higher life with 99 % percentage increment than both Titanium and

Conclusion: materials.

b) b) Higher safety factor with 32.1 % and 35.6 % percentage increment than

Titanium alloy and steel materials respectively based on numerical investigation,

while these increment become 27 % and 38.2 % for against experimental

investigation.

c) Identical magnitude for Von Misses stress with steel while slightly increase of

only 5.11 % in comparison with Titanium alloy.

 • In this work, Calculations and design of connecting rod
of IC engine is performed in innovative way. Calculation
point of view, Con rod is the utmost critical component
of IC Engine as it is the part which translates
reciprocating forces into rotary forces and thus creates
unbalance in engine. From the functionality point of
view, connecting rod must have the higher inertia at the
lowest weight. Different forces acting on con rod are: -
Peak combustion pressure, inertia force of reciprocating
masses, Weight of Reciprocating parts and frictional
forces due to cylinder wall thrust. It experiences
Future complex forces of compression and tensile in cyclic
manner, which repeats after each 720 (in case of 4
Recommendations: stroke) or 360 (in case of 2 stroke) phase of degree.
Hence, the design calculations are analyzed for the axial
compressive as well as axial tensile loads considering
the fatigue strength of con rod. This literature
computes the required size and strength in the critical
areas of failure. The calculation methodology is also
cross confirmed by applying it on existing three state of
the art con rods of different categories of engine, like 2-
wheeler petrol engine, 4 Cyla diesel engine and Heavy
Vehicle Engine.
Thank You