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Conrod Optimization
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Conrod Optimization
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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
Shank and I-beam
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 •
-
•MJ 8 vs. MJ 9
Current Production
Optimized Design
Connecting Rod Weight Optimization
r
ca
ones
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
•
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
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