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Design and Assembly Analysis of Piston, Connecting Rod & Crankshaft

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

RESEARCH ARTICLE OPEN ACCESS

Design and Assembly Analysis of Piston, Connecting Rod &

Crankshaft
1*
Prasanna Nagasai Bellamkonda, 2Satish Kasagani, 3Srikanth Sudabathula
1*
PG student, Dept of MECH, Gudlavalleru Engineering College, Gudlavalleru, Krishna District, AP 521356
2
PG student, Dept of MECH, A.K.R.G College of Engineering & Technology, Nallajerla, West Godavari, AP 534112
3
Assistant Professor, Dept of MECH, Gudlavalleru Engineering College, Gudlavalleru, Krishna District, AP 521356
Corresponding Author: 1*Prasanna Nagasai Bellamkonda

Abstract:
The main function of the piston of an IC engine is to receive the impulse from the expanding gas and to transmit the
energy to the crankshaft through the connecting rod. The piston must also disperse a large amount of heat from the
combustion chamber to the cylinder walls. In this thesis is to Model & Assemble the Piston, Connecting Rod & Crankshaft
for a 4-stroke air- cooled 150cc Engine by theoretical calculations & also to Compare the Structural Analysis & Modal
Analysis on two different materials such as (Aluminum Alloy – Cast iron) for Piston, (Aluminum Alloy – Manganese steel)
for Connecting Rod & (Nickel Chromium steel – High carbon steel) for Crankshaft. Modeling, Assembly of Piston,
Connecting rod and Crankshaft is done in Creo/Engineering software & Analysis is done in ANSYS. Structural analysis is
used to determine displacements & stresses under static. Modal Analysis is used to determine the Vibration characteristics
(natural frequencies & mode shapes) of the three components. Thermal analysis is to determine the heat flux and temperature
distribution. By comparing the displacement & stress results, using Cast Iron for Piston, Manganese Steel for Connecting rod
and High Carbon Steel for crankshaft is best combination for assembly.

Keywords — Piston, Connecting rod and Crankshaft, Aluminum Alloy – Cast iron, Aluminum Alloy – Manganese
steel, Nickel Chromium steel – High carbon steel, Creo/Engineering software, ANSYS.

I. INTRODUCTION connects the piston to the crank or crankshaft. In

An internal combustion engine is defined modern automotive internal, the connecting rods
as an engine in which the chemical energy of the are most usually made of steel for production
fuel is released inside the engine and used engines, but can be made of aluminum (for
directly for mechanical work, as opposed to an lightness and the ability to absorb high impact at
external combustion engine in which a separate the expense of durability) or titanium (for a
combustor is used to burn the fuel. The internal combination of strength and lightness at the
combustion engine was conceived and expense of affordability) for high performance
developed in the late 1800s. It has had a engines, or of cast iron for applications such as
significant impact on society, and is considered motor scooters. They are not rigidly fixed at
one of the most significant inventions of the last either end, so that the angle between the
century. connecting rod and the piston can change as the
A piston is a cylindrical plunger that rod moves up and down and rotates around the
moves within a metal cylinder through the four crankshaft. Condors’, especially in racing
strokes of the engine cycle: intake, compression, engines, may be called "billet" rods, if they are
power and exhaust. While their motion is machined out of a solid billet of metal, rather
predicated on other engine parts and the mixture than being cast. The connecting rod is the
of air and fuel, the motion of a piston is central intermediate member between the piston and the
to the functioning of an engine. In an engine, its Connecting Rod. Its primary function the push
purpose is to transfer force from expanding gas and pull from the piston pin to the crank pin and
in the cylinder to the crankshaft via a piston and thus converts the reciprocating motion of the
Connecting rod. In a pump, the function is piston into rotary motion of the crank. The
reversed and force is transferred from the connecting rod is under tremendous stress from
crankshaft to the piston for the purpose of the reciprocating load represented by the piston,
compressing or ejecting the fluid in the cylinder. actually stretching and being compressed with
In a reciprocating piston engine, connecting rod every rotation, and the load increases to the third

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

power with increasing engine speed. main journal is high stress area. The crankshaft
The crankshaft, sometimes casually deformation was mainly bending deformation
abbreviated to crank, is the part of an engine under the lower frequency. And the maximum
which translates reciprocating linear piston deformation was located at the link between
motion into rotation. To convert the main bearing journal and crankpin and crank
reciprocating motion into rotation, the cheeks. So this area prone to appear the bending
crankshaft has "crank throws" or "crankpins", fatigue crack. Abhishek choubey, and et al [3]
additional bearing surfaces whose axis is offset have analyzed crankshaft model and 3-
from that of the crank, to which the "big ends" dimentional model of the crankshaft were
of the connecting rods from each cylinder created by SOLID WORKS Software and
attach. imported to ANSYS software. The crankshaft
Crankshafts can also be machined out of a maximum deformation appears at the centre of
billet, often using a bar of high quality vacuum crankpin neck surface. The maximum stress
remelted steel. Even though the fiber flow (local appears at the fillets between the crankshaft
in homogeneities of the material's chemical journals and crank cheeks and near the central
composition generated during casting) doesn’t point journal. The edge of main journal is high
follow the shape of the crankshaft (which is stress area. Rinkle garg et al. [4] Analyzed
undesirable), this is usually not a problem since crankshaft model and crank throw were created
higher quality steels which normally are by using Pro/E Software and then imported to
difficult to forge can be used. These crankshafts ANSYS software. The result shows that the
tend to be very expensive due to the large improvement in the strength of the crankshaft as
amount of material removal which needs to be the maximum limits of stress, total deformation,
done by using lathes and milling machines, the and the strain is reduced. The weight of the
high material cost and the additional heat crankshaft is reduced .There by, reduces the
treatment required. However, since no inertia force. As the weight of the crankshaft is
expensive tooling is required, this production decreased this will decrease the cost of the
method allows small production runs of crankshaft and increase the I.C engine
crankshafts to be made without high costs. performance. Sanjay B Chikalthankar et al [5]
investigated stresses developed in crankshaft
II. LITERATURE SURVEY under dynamic loading. In this study a dynamic
In this study, the modal analysis results simulation was conducted on crankshaft, Finite
are verified by a modal testing experiment C. element analysis was performed to obtain the
Azoury et al [1] presented a report on the variation of stress magnitude at critical
experimental and analytical modal analysis of a locations. This load was then applied to the FE
crankshaft. The effective material and model, and boundary conditions were applied
geometrical properties are measured, and the according to the engine mounting conditions.
dynamic behavior is investigated through impact The analysis was done for different engine
testing. The three dimensional finite element speeds and as a result critical engine speed and
models are constructed and an analytical modal critical region on the crankshaft were obtained.
analysis is then performed to generate natural Stress variation over the engine cycle and the
frequencies and mode shapes in the three- effect of torsional load in the analysis were
orthogonal directions. The finite element model investigated. Results obtained from the analysis
agrees well with the experimental tests and can are very useful in optimization of the crankshaft.
serve as a baseline model of the crankshaft. R. J.
Deshbhratar, et al [2] analyzed 4- cylinder III. OBJECTIVE AND SCOPE OF THE
crankshaft and model of the crankshaft were WORK
created by using Pro/E Software and then The objectives of this project is to design
imported to ANSYS software. The maximum and analysis of Piston, connecting rod and
deformation appears at the centre of crankshaft crank shaft assembly by using CREO design
surface. The maximum stress appears at the software and Ansysis for requirement of better
fillets between the crankshaft journal and crank engine performance with different alloy
cheeks, and near the central point. The edge of materials.

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

The following scopes of the project are The width of other ring land (distance between
determined in order to achieve the objectives of the ring grooves)
the project: b2 = 0.75t2 to t2 =1.8075 to 2.41 mm
Design the flexible raw materials for automobile The gap between the free ends of the ring =
components. 3.5t1 to 4t1
Analysing best strength of the raw materials = 8.575 to 9.8 mm
Piston Barrel (Cylindrical portion of the Piston)
IV. CALCULATIONS Thickness of piston barrel
Design calculations of piston t3 = radial depth of piston ring groove
Density of diesel = 820 to 950 kg/cm at 15˚c b= t1+0.4 =2.85mm
= 0.00095 kg/cm³ t3 = 0.03× 69.6+2.75+4.5 = 9.525mm
Density = 0.00000095 kg/mm³ The piston wall thickness towards the open end
Diesel C10H22 to C15H28 = C15 H28 t4 = 0.25t3 to 0.35t3
Molecular weight of C15H28 =208g/mole t4 = 3.33mm
Mass =density × volume Piston Skirt
m = 0.00000095× 130000 Maximum gas load on the piston
𝜋
m =1.235 P = P × 4 𝐷2
R = 8.3143 J/mol K P= maximum gas pressure
𝐦𝐫𝐭 𝟏.𝟐𝟑𝟓×𝟖.𝟑𝟏𝟒𝟑×𝟐𝟖𝟖 𝜋
P = 𝐯 = 𝟎.𝟐𝟎𝟖×𝟎.𝟎𝟎𝟏𝟑𝟎𝟎 P = 10.936 × 4 72.52
=10936107.69 J /m³ P= 45226.79866 N
P = 10.936 N/mm² Maximum side thrust on the cylinder
Piston Head p
R = = 4522.67N
Gas pressure p = 10.936 N/mm² 10
Outside diameter of piston = 72.5 Length of the piston skirt
σ t = bending tensile stress = 35-40Mpa L= 0.65D to 0.8D = 58 mm
Temperature at the centre of the piston head T c = Length of ring section = 7× b2=16.87
425˚c to 450˚c Total length of the piston
Temperature at the edge of the piston head T e = L = length of the skirt +length of the ring section
200˚c to 225˚c +top land
= 58 + 16.84 +19.692
(3P×D2 )
Tc - Te = 220˚c th = √ = 94.532 mm.
16σ t
Piston pin (gudgeon pin or wrist pin)
(3×10.936×72.52 )
=√ d 0 = outside diameter of the piston pin
16×40
l1 =length of the piston pin in the bush of the
= 16.41mm small end of the connecting rod
Thickness of the ribs = t h /2 = t h /3 = 0.45D = 0.45× 69.6
= 5.47 (or) 8.20 mm l1 = 32.625 mm
Piston Rings Load on the piston due to gas pressure
Radial thickness of the ring p = 45226.79866N
3xpw Load on the piston pin due to bearing pressure or
t1 = D ×√ σt bearing load = bearing pressure × bearing area
Pw = pressure of gas on the cylinder wall P = pb1 × d0 × l1
Pw = 0.025 to 0.042 N/mm² pb1 = bearing pressure at the small end of the
σ t = 85 Mpa to 110 Mpa for CI rings connecting rod bushing
𝐩
3×0.042 d0 = 𝒑𝒃𝟏×𝐥
t1 = 72.5 × √ = 2.45 mm. 𝟏
110
Bearing pressure of tin bronze =50Mpa
Axial thickness t 2 = D/10nR 45226.7986
nR = no. of rings = 3 d0 = 50×32.625
72.5 di = 0.6d0 = 16.635mm
t2 = 10×3 = 2.41 mm.
Length between the supports
Width of top land b1 = th to 1.2 th =16.41 to l1+D 32.625+72.5
19.692 mm l2 = 2 = 2

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

l2 = 52.56mm pbc = allowable bearing pressure at the crank pin

The mean diameter of the piston bosses = 1.4 d0 bearing
= 38.815mm pbc = 12.5N\mm2
Design calculations of connecting rod 𝜋𝐷2
FL = 4 × p = 70924.49978
Dimensions of cross section of connecting rod
Thickness of flange & web of the section = t 70924.49978 = 1.5 dc2× 12.5
Width of section B= 4t dc2 = 2750.7708
Height of section H=5t dc = 61.503
Area of section A= 2(4t×t)+3t×t lc = 1.5dc = 78.66
A=11t² Design of crankshaft
MI of section about x axis Specifications
Ixx=1\12 (4t(5t)3-3t(3t)3)=419\12t4 Tata Indica vista 1.3 diesel engine specifications
MI of section about y axis Bore diameter or cylinder bore = D = 69.6mm
IYY=(2+1\12t(4t)3+1\12(3t) t3) = 131\12 t4 Stroke = 82mm
IXX \ IYY= 3.2 Explosion pressure gas pressure = P =15.454
Length of connecting rod = 2 times the stroke N/mm2
L = 2×80.5 =161mm Maximum torque = 200 N-m @1750-3000 rpm
Buckling load WB = maximum gas force × F.O.S Design of crank shaft when the crank is at the
WB = 70924.49978×6 = 425546.9987 dead centre
σC×A We know that piston gas load
WB = 1+ a(L\KXX)2 𝜋 𝜋
Fp = 4 × D2 × P = 4 ×69.62 × 15.454 =
σC = compressive yield stress=386 Mpa 41585.951N
419\12t4
Kxx= IXX\ A Now the various parts of the crank shaft are
1142
= 3.17t2 design as discussed below:
kxx = 1.78t Design of Crank Pin for Crank shaft
fc= maximum load Let dc = diameter of crank pin mm
fc = p = 70924.49978 Lc = length of the crank pin = 0.8 dc considering
a = fc \π2E the crank pin in bearing taking pb = 15 N/mm2
a = 70924.49978 \ π2 68900 We have = Fp = dc × lc × pb = 41585.951= dc
a = 0.1044 ×0.8dc×15 = 8dc2
386 ×11t² dc = 72 mm
425546.9987 = 1+0.1044(161\1.78t)2
lc= 0.8dc= 58mm
11t4-1102.4533t2-820135.3636=0 Let us now the included bending stress in the
100.22 ± √((100.22) 2 +4×820135.3636) crank pin
t2 = 2 We know that bending moment at the crank pin
2 100.22 ± 1813.9983
t = 3 3
M = 4 Fp × lc = 4 × 41585.951×58 =
2
t = 30.93 1808988.869N/mm
Width of section B = 4t =123.74mm 𝜋
Section modules of the crank pin Z = 32 dc3 =
Height of section H = 5t = 154.65mm 𝜋
Area A = 11t2 = 10523.3139mm2 × 723 = 36624.96mm3
32
Height at the big end (crank end) = H2 = 1.1H to Bending stress induced =
M 1808988.869
=
1.25H Z 36624.96
2
H2 =170.115 mm 49.39N/mm
Height at the small end (piston end) = 0.9H The induced bending stress is within in the
H1 = 139.185mm permissible limits of 560 Mpa, therefore design
Dimensions of crank pin of crank pin is safe
Load on the crank pin = projected area × bearing Design of bearings for Crank shaft
pressure Let d1 = diameter of the bearing
FL = dc × lc × pbc Let us take thickness of the crank web
lc = 1.25 dc to 1.5dc t=0.6dc = 0.6 × 72 = 43mm
FL = 1.5 dc2× pbc Length of bearing l1 = 1.7dc = 1.7×72 = 122.4mm
WKT bending moment at centre of bearing

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M = Fp(0.75lc+t+0.5l1) = 41585.951(0.75× caused by steel connecting rods and heavier

58+43+0.5×122) =6133927.773 crankshafts reduces the acceleration or
Bending moment (M) WKT declaration rates of engine speed. Therefore,
𝜋 𝜋
6133927.773 = 32 𝑑13 𝜎𝑏 = 32 𝑑13 × 560 = 54.95 light alloy metals such as aluminum and
titanium are currently being used in high speed
𝑑13
d1 = 48mm engine connecting rods to circumvent the above-
mentioned problems. Titanium has better
Design of crank web for Crank shaft
Let w = width of the crank web in mm mechanical properties than aluminum, at the
WKT bending moment on the crank web expense of higher density and cost. This higher
M = Fp (0.75lc+t+0.5l1) = 41585.951(0.75× density and cost have made aluminum
58+43+0.5×43) = 2703086.815 connecting rods more popular and attractive.
1 1 However, they suffer from relatively low
Section modulus Z = 6 × w × t2 = 6 × w × 432 = strength and fatigue life.
308.166wt Crankshaft is usually made by steel.
M 𝟒𝟏𝟓𝟖𝟓.𝟗𝟓𝟏 𝟗𝟔𝟕.𝟏𝟏𝟓
Bending stress σb = Z = w x 43 = w Generally medium –carbon steels alloys are
composed of iron small percentage of carbon
Total stress on the crank web σt = σb + σd =
𝟗𝟔𝟕.𝟏𝟏𝟓 𝟖𝟕𝟕𝟏.𝟓𝟎𝟗 𝟗𝟕𝟑𝟖.𝟔𝟐𝟓 (0.25% to 0.45%), along with combinations of
+ w = w several alloying elements, the mix of which. The
w
Total stress should not exceed permissible limit alloying elements typically used in these carbon
of 560 Mpa steels are manganese, chromium, molybdenum,
𝟗𝟕𝟑𝟖.𝟔𝟐𝟓
560 = nickel, silicon, cobalt, vanadium, and sometimes
w
aluminium and titanium. In addition to alloying
W = 17.390=20mm
elements, high strength steels are carefully
refined so as to remove as many of the
V. MATERIALS AND PROPERTIES
undesirable impurities as possible like sulphur
Cast Iron, Aluminum Alloy and Cast phosphorous, calcium, etc. the highest quality
Steel etc. are the common materials used for steels are also used. The required purity can
piston of an Internal Combustion Engine. Cast often only be achieved by melting in a vacuum,
Iron pistons are not suitable for high speed then re-melting in a vacuum to further refine the
engines due its more weight. These pistons have metal. Typical vacuum processing methods are
greater strength and resistance to wear. The VIM and VAR.
Aluminum Alloy Piston is lighter in weight and Used materials for piston
enables much lower running temperatures due to Aluminum 360, aluminum alloy 6061, cast iron
its higher thermal conductivity. The coefficient Used materials for connecting rod
of expansion of this type of piston is about 20% Aluminum 360, aluminum alloy 6061 and
less than that of pure aluminum piston but manganese steel.
higher than that of cast iron piston and cylinder Used materials for crankshaft
wall. To avoid seizure because of higher Nickel chromium and high carbon steel.
expansion than cylinder wall, more piston
clearance required to be provided. Properties of different alloy materials for
Connecting rods are made with balancing bosses piston, connecting rod and crank shaft
so that their weight can be adjusted to Table: 1 Properties of different alloy materials for piston, connecting rod
specifications. and crank shaft

Steel is normally used for construction of

automobile connecting rods because of its
strength, durability, and lower cost. However,
steel with its high mass density exerts excessive
stresses on the crankshaft of a high speed
engine. This in turn requires a heavier
crankshaft for carrying the loads and, therefore,
the maximum RPM of the engine is limited.
Additionally, higher inertia loads, such as those

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VI. MODELING
PTC CREO, formerly known as
Pro/ENGINEER, is 3D modeling software used VII. ANALYSIS TOOL(ANSYS)
in mechanical engineering, design, The software uses the finite element method
manufacturing, and in CAD drafting service (FEM). FEM is a numerical technique for
firms. It was one of the first 3D CAD modeling analyzing Engineering designs.FEM divides the
applications that used a rule-based parametric modal into many small pieces of simple shapes
system. Using parameters, dimensions and called elements effectively replacing a complex
features to capture the behavior of the product, it problem by many simple problems that need to
can optimize the development product as well as be solved simultaneously. I did structural
the design itself. PTC Creo says it can after a analysis, thermal analysis and model analysis
more efficient design experience than other with using ANSYSIS software. FEM is accepted
modeling software because of its unique as the standard analysis method due to
features including the integration of parametric generality and suitability for computer
and direct modeling in one platform. By using implementation.
Creo software, I did modeling of piston, MESHED MODEL
connecting rod and crankshaft. I assembled
these all together in Creo software.

BOUNDARY CONDITIONS

Modeling Parts of piston, connecting rod and crank shaft in 3D view

STATIC ANALYSIS
Materials for Piston and Connecting Rod Aluminum
Alloy 360 and Crank Shaft Nickel Chromium

Assembly of piston, connecting rod and crank shaft in 3D view

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

Total Deformation Equivalent strain

Materials for piston-cast iron and connecting
Rod manganese for crankshaft high carbon
Steel

Equivalent stress

Total Deformation

Equivalent strain

Materials for Piston and Connecting Rod Aluminum Equivalent stress

Alloy6061 and Crank Shaft Nickel Chromium

Equivalent strain
Total Deformation
THERMAL ANALYSIS
Materials for piston and connecting rod aluminum alloy
360 for crank shaft nickel chromium

Equivalent stress

Temperature Distribution

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

Heat flux
Materials for piston and connecting rod aluminum alloy Heat flux
6061 for crank shaft nickel chromium
MODAL ANALYSIS
Materials for piston and connecting rod aluminum alloy
360 for crank shaft nickel chromium

Temperature Distribution

Total Deformation-1

Heat flux

Materials for piston – cast iron and connecting rod

manganese steel for crank shaft high carbon steel Total Deformation-2

Total Deformation-3

Materials for piston and connecting rod aluminum

alloy6061 for crank shaft nickel chromium
Temperature distribution

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Total Deformation-2

Total Deformation-1

Total Deformation-2 Total Deformation-3

VIII. RESULTS
a) STATIC ANALYSIS RESULTS

Table: 2 Static analysis results

Stress(MPa
material Deformation(mm) strain
)

Materials for piston and connecting

Total deformation-3
rod aluminum alloy 360 0.27974 246.46 0.0025696

Materials for piston – cast iron and connecting rod For crank shaft nickel chromium

manganese steel for crank shaft high carbon steel

Materials for piston and connecting
rod aluminum alloy6061 0.28667 246.51 0.0026479
For crank shaft nickel chromium

Materials for piston – cast iron and

connecting rod manganese steel 0.12928 257.72 0.0021572
For crank shaft high carbon steel

Total Deformation-1

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019
both the materials. The stress values are less for
Aluminum alloy 360.
b) THERMAL ANALYSIS RESULTS  By observing the modal analysis, the deformation
values are more for aluminum alloy 360 at mode 3.
Table: 3 Thermal analysis results
 Thermal analysis, the heat transfer rate is more for
aluminum alloy6061.
Temperature(0C)
material Heat flux(w/mm2)  So it can be concluded that using Aluminum alloy
360 for piston and connecting rod is better
Materials for piston and connecting rod considering weight and analysis results.
aluminum alloy 360 REFERENCES
260 1.7154
For crank shaft nickel chromium
1. Machine Design by R.S Khurmi.
Materials for piston and connecting rod
2. Machine Design by R.K. Jain.
aluminum alloy6061 260 27.339
For crank shaft nickel chromium 3. Internal Combustion Engines by Ganesan.
4. Engineering Thermodynamics by P.K. Nag.
Materials for piston – cast iron and
5. Engineering Thermodynamics by Onkar Singh.
connecting rod manganese steel 260 8.0922
For crank shaft high carbon steel 6. A Text book of Automobile Engineering by K. Raj
put.
c) MODEL ANALYSIS RESULTS 7. Azoury K “Design & Analysis Of Connecting Rod
By Composite Material”, Ijrdo, International-
Table: 4 Modal analysis results
Journal Of Mechanical-And-Civil-Engineering ,
Materials for piston – cast iron
Materials for piston and Materials for piston and VOL 2 ISSUE 7 July 2015 Paper 1.
connecting rod connecting rod and connecting rod
Mode
shapes
Results
aluminum alloy 360 aluminum alloy6061 manganese steel 8. Deshbharatar B, Dr. Dilip S. Ingole, “Stress
For crank shaft For crank shaft For crank shaft
nickel chromium nickel chromium high carbon steel Analysis of I.C. Engine Connecting Rod by FEM
and Photo elasticity”, IOSR Journal of
Deformation
73.191 72.894 42.923 Mechanical and Civil Engineering, Volume 6,
Mode1 (mm)
Issue 1 (Mar. - Apr. 2013), PP 117-125.
Frequency(Hz) 229.36 225.43 219.08
9. Abhishek choubey k, Dr. B. Sudheer Prem Kumar
Deformation
66.492 66.335 37.784 (Dec, 2013), Thermal Analysis and Optimization
Mode2 (mm)

Frequency(Hz) 440.07 435.49 318.48

of I.C. Engine Piston using finite element method,
International journal of innovative research in
Deformation
80.36 80.063 46.984
Mode3 (mm) science, engineering and technology. (IJRISET)
Frequency(Hz) 1302.18 1277.8 1326.5 Vol. 2, Issue 12, Pg. 7834-7843.
10. Rinkle garg .c “Design Analysis and Optimization
of Various Parameters of Connecting Rod using
CONCLUSION
CAE Software’s” International Journal of New
 In this thesis is to Model & Assemble the Piston, Innovations in Engineering & Technology
Connecting Rod & Crankshaft for a 4-stoke air-
(IJNIET) Vol.1 Iss 1.
cooled 150cc Engine by theoretical calculations &
also to Compare the Structural Analysis & Modal 11. Sanjay B Chikalthankar, Dr P R Kulkarni “A
Analysis on two different materials such as Review on Design and Vibration Analysis of a
(Aluminum Alloy – Cast iron) for Piston,
Crank shaft by FEA and Experimental Approach”
(Aluminum Alloy – Manganese steel) for
Connecting Rod & (Nickel Chromium steel – High International Journal of Scientific Development
carbon steel) for Crankshaft. and Research (IJSDR) ,Volume 1, Issue 11,2016.
 By observing the analysis results, the stress values
are less than the respective yield stress values for

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 International Journal of Engineering and Techniques - Volume 5 Issue 1, Jan-Feb 2019

Author Profile:

Prasanna Nagasai Bellamkonda received B.Tech

Automobile Engineering from Eswar College of
Engineering in 2017 and now persuing M. Tech Machine
Design in Gudlavalleru Engineering College. Attended one
National and one international conferences. Published a
paper in International journal on the topic Metal Matrix
Composites.

Satish Ksagani received B.Tech Mechanical Engineering

from SITE Engineering in 2013 and now persuing M. Tech
Thermal Engineering in A.K.R.G College of Engineering &
Technology.

Srikanth. S received B.Tech Mechanical Engineering from

St. Ann's College of Engineering and Technology in
2008, M. Tech. Machine Design from Jawaharlal Nehru
Technological University, Kakinada in 2014. Now
working as a Assistant Professor in Gudlavalleru
Engineering College. He had 4 years of teaching experience.
He had attended one national and one international
conferences. He had published 3 National and International
journals.

ISSN: 2395-1303 http://www.ijetjournal.org Page 89

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