Conrod Optimization

 Ad  A d v anc an c ed Con Co n n ect ec t i n g Rod Ro d Desi Des i g n for Mass Optimiza pti mizatio tion n es g n o r

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Connecting Rod Weight Optim ization

Contents Connecting Rod Weight Optimization •Selection Criteria •Critical Connecting Rod Zones 

Pin End Features

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Shank and I-beam

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Crank End Features

•Advanced Numerical Simulation •Engine Validation •Conclusions & Future Work

Connecting Rod Weight Optimization

Selectio n Crit eria

Selection Criteria •36MnVS4BY Forged Steel •Stepped Pin End •

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•MJ 8 vs. MJ 9

Current Production

Optimized Design

Connecting Rod Weight Optimization

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Pin End •Oil pockets •Pin Bore Profile • •Coating & Clearance

Shank and I-beam •Web Thickness •Cross Section •Transition Shape

Crank End •Crank Bore Deformation

Connecting Rod Weight Optimization

Pin End Features DOE I & II

DOE 1&2 Matri x

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Shape & Size

•Surface Finish 

Rou h vs. Fine Finish

•Forged Oil Pockets •Clearance •Pin Bore Coatin

Connecting Rod Weight Optimization

Shank and I-beam

Improved Transition Shape •Ogee-arc shape •10% Less Crank End Stress at Max. Speed •10 m Less Vertical Deformation •10 grams lighter •Less Bearing Stress •Improved Bearing Fatigue Limit

Minimum Cross Sectio n •Corner Radii •Web Thickness •Numerical Simulation

Connecting Rod Weight Optimization

Crank End Features

Bolted Joint Friction •Clamp Load (Fatigue, Gap Opening) •Bulging • •Bolt Self Loosening •Galling/Chatter

Minimum Thread Engagement •Material Selection, Thread Size •Acceptable Limits (0.7-0.8 x Bolt Diameter)

Crank Bore Roundness •Increased Bearing Stress •Fatigue & Wear •Roundness Planes Measurements

Connecting Rod Weight Optimization

 Advanced Numerical Simulation

Structural FEA • a gue a e y ac or •Stress Results Criteria •95% Survival Rate • •Pin Bore Profile Piston  pin

•Pressure @ Beginning of Profile •“Too Aggressive” Profile Connecting rod 

MAHLE Min. Standards Bearings

cap Bolt

Connecting Rod Weight Optimization

Engine Validation Tests •Successfull Com leted 50 Hours Transient Cit C cle Test •Pin End Deformation •Crank Bore Roundness •Passed Buckling Bench Testing @ 1.4 x Max. Compression Load

Connecting Rod Weight Optimization

Buckling L imit Experimental Validation

Maximum Engine Loading

Connecting Rod Weight Optimization

Conclusions

Results •Meets MAHLE Min. Safety Factor •Mass Production Valid

•Light Weight Engine Applications

Future Work •Advanced Numerical Simulation •Full Engine Dynamometer Durability Test