Engineering Failure Analysis 97 (2019) 374–382

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Engineering Failure Analysis

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Stress and failure analysis of the connecting rod of diesel engine

T
⁎
Lucjan Witeka, , Paweł Zelekb,1
a
Rzeszow University of Technology, Faculty of Mechanical Engineering and Aeronautics, Department of Aircraft and Aero Engines, 12 Powstancow
Warszawy Ave., 35-959 Rzeszow, Poland
b
Rzeszow University of Technology, Poland

A R T IC LE I N F O ABS TRA CT

Keywords: In this study the failure and stress analysis of the connecting rod of turbocharged diesel engine
Connecting rod was performed. Visual examination of the fracture showed that beach marks, typical for the
Failure analysis fatigue failure were observed. Additional observations of the crack initiation area indicated that
Diesel engine the crack origins were not covered by products of corrosion or the material defects. In order to
Finite element method
explain the reasons of connecting rod damage, an advanced stress analysis using the finite ele-
Stress analysis
ment method (FEM) was utilized. In order to solve the problem the geometrical models of
connecting rod, piston and adjacent components were created. Next the complex loads resulting
from both the pressure of gas in cylinder and the inertial forces were defined. The contact be-
tween all touching surfaces of considered components was defined. The results of nonlinear static
analysis showed that during work of engine with the maximum power the high stress zones were
located in crack origins. Obtained results indicated that the bolt tightening torque has a sig-
nificant influence on maximum value of stress at crack origin. Based on results of performed
investigations it was concluded that the main reason of the connecting rod's failure was a high
stress levels in zones near the bolt hole caused by high pretension of bolts. The crack initiation
process could also be accelerated by small radius of fillet on surface near the bolt hole. In con-
sequence the notch effect caused additional stress concentration in the critical zone of the con-
necting rod. In last part of the work the recommendations for increase of the fatigue life of
connecting rod were formulated.

1. Introduction

The connecting rod belongs to the group of critical components of piston engines. The connecting rod transfers loads from the
piston onto crankshaft. In modern diesel engines the large value of torque achieved at low speed of rotation causes high stresses in
pistons, crankshafts, connecting rods and another engine components [1,2]. Amplitude of operational stresses has significant in-
fluence on the fatigue life of the connecting rod. Additional factors which limit its fatigue strength are: incorrect shape (design),
material defects or technological errors (defects created during the production process).
The failure analysis of the connecting rods of piston engines was described in many publications. Several typical and uncommon
failure modes in connecting rods of combustion engines were reported in work [3]. The author's attention is focused on description of
failure mode and the stress analysis of investigated components. The interpretation of the fractures was supported by traditional
calculations and advanced analytical models. The analyzed failures in connecting rods showed that the most common failure modes

⁎
Corresponding author.
E-mail address: lwitek@prz.edu.pl (L. Witek).
1
He was student of Rzeszow University of Technology.

https://doi.org/10.1016/j.engfailanal.2019.01.004
Received 3 October 2018; Received in revised form 30 December 2018; Accepted 1 January 2019
Available online 02 January 2019
1350-6307/ © 2019 Elsevier Ltd. All rights reserved.
L. Witek, P. Zelek Engineering Failure Analysis 97 (2019) 374–382

are: buckling, bending and the torsion (as a result of overloading or mechanical damage) of the engine. In damaged connecting rods
the large plastic deformations were observed.
An analysis of automotive diesel engine which was damaged 6 month after revision was described in study [4]. The reason of
engine failure was the fatigue fracture of connecting rod bolts. The tensile tests for remaining connecting rod bolts were performed.
During this investigation another bolt with the fatigue crack was detected. In cited paper the finite element analysis (FEA) common
with an analytical fracture mechanics approach were used. The aim of work was to evaluate the relation between tightening force and
propagation of fatigue crack in bolts. The engine was damaged due to forming laps in the grooves of the bolt shank.
Results of an interesting research study are presented in work [5]. On the base of customers reports (high noise and vibration of
engine) an analysis of the various components of the combustion engine was performed. In results, the following damages were
detected: pit marks and subsurface cracks in crank pin, roller bearings and big end surfaces of the connecting rod. Results of nu-
merical analysis showed high interfacial pressure and stresses near the junction of web and flange of the connecting rod. In described
work the modified design of the connecting rod was proposed. After modification of connecting rod a significant reduction of stress
was obtained. As a result the increase of fatigue life was observed in laboratory test.
The work [6] presents results of the failure analysis of connecting rod from the diesel engine used in electric generator. The
attention was focused on analysis of the connecting rod material and the fracture zone. In analysis the following procedures and
techniques were used: fractography, visual inspection, chemical analysis, magnetic particle inspection and metallography. The
connecting rod was made out of AISI/SAE 4140 low alloy steel. The connecting rod was fractured in section close to the head. The
crack origin was located at the lubrication channel. The main reason of fatigue fracture was incorrect manufacturing process.
An interesting study of failure analysis of connecting rod cap and connecting bolts of the compressor was presented in study [7].
To determine the failure reason of the connecting rod the numerical analysis and material investigation were performed. Obtained
results showed that the stress concentration in crack origin was observed. Performed investigations revealed that the main reason of
fracture was the fatigue of the connecting rod material. Results of stress and fatigue analysis of high loaded components of com-
bustion engines [8–10] showed that many operational failures are related to high cycle fatigue (HCF). Results of failure analysis of the
connecting rods are also presented in works [11–14].
The main research objective of this study is explanation of the failure reasons of the connecting rod. An additional aim of this
work is determination of the stress state in the connecting rod during work of the engine.

2. Description of problem and visual examination of damaged connecting rod

The diesel engine used for power of excavator was damaged during operation. The number of working hours of engine (at
damage) was not known. The investigated turbocharged 4-cylinders piston engine had the capacity of 3400 cm3 and the maximum
power of 67.3 kW (91.5 HP) (Table 1).
The engine after failure was disassembled. First visual inspection showed that connecting rod was ruptured in 3 sections (indexed
as A, B, C in Fig. 1). Careful observations of damaged zones revealed that on the fracture (section A) of the connecting rod the beach
marks typical for fatigue failure were observed. The zone A (Fig. 1) was a section where the fatigue of the material caused initiation
and next propagation of the fatigue cracks. Just this zone can be indicated as critical.
Before fracture of zone A, in the vicinity of big hole (located in left part of connecting rod, Fig. 1) the tensile stress was dominant.
After the fatigue fracture of the connecting rod in section A the scheme of material loading in the vicinity of big hole was changed.
After fracture of component in section A, a large bending stress was occurred in section B. In consequence of huge plastic deformation
of the material, the secondary crack was created.
Observation of damaged bolt (zone C in Fig. 1) showed that in the vicinity of fracture the neck was observed. After fatigue fracture
of zone A the high tensile stresses occurred in the bolt. The stress level was higher than ultimate tensile strength (UTS) of bolt
material. In consequence the bolt was broken (as a result of the static load). On B and C fractures (Fig. 1) the fatigue beach marks
were not observed. The plastic deformation observed in central part of connecting rod (Fig. 1) was a result of collision of this
component (after damage) with rotated crank pin of the crankshaft.
The fracture of connecting rod (section A in Fig. 1) was next analyzed with the use of optical microscope. Results of this in-
vestigations revealed existence of two crack origins (points D and E, Fig. 2). The crack origins are located on the outer surface of the
connecting rod. In first part of fatigue process two cracks were propagated separately from points D and E. Similar color of fracture
surfaces (in the vicinity of crack origins D and E) means that the crack propagation process of both cracks was realized in the same
time. The crack fronts (in preliminary stage of facture) have a half-elliptical shape. In advanced stage of fracture the cracks were

Table 1
Technical parameters of investigated engine.
Maximum power of engine 67.3 [kW]
Pressure in intake manifold 1.42 [bar]
Maximum pressure in cylinder 128.95 [bar]
Crankshaft position at maximum pressure in cylinder (after TDC) 6 [deg]
Pressure in cylinder at top deadh centre (TDC) 119.5 [bar]
Mass of piston 1.012 [kg]
Mass of piston sleeve 0.567 [kg]
Mass of connecting rod 1.978 [kg]

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Fig. 1. View of connecting rod after failure.

Fig. 2. Fatigue fracture of the connecting rod (section A).

connected. From this time only one crack front was observed. In top part of fracture (Fig. 2) a small (thin) static rupture zone is
visible. The dotted line in Fig. 2 represents the border between the fatigue fracture and the static rupture area.
The crack origin zones were next subjected to inspection using a scanning electron microscope (Fig. 3). As seen from Fig. 3 the
crack origin E was not covered by the corrosion products or the material defects.

Fig. 3. Magnified view of the crack origin (E).

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Fig. 4. Geometrical model of main component of connecting rod (a) and all parts used in analysis (b).

3. Numerical model of connecting rod

The simplified geometrical model of an analyzed structure was created using the CATIA software [15]. The model was composed
of connecting rod (Fig. 4a; part no 3 in Fig. 4b) and many adjacent components as piston (part no 4, Fig. 4b), piston sleeve (part no.
1), segment of crankshaft (part no 8) etc. There is need for modelling so large number of components because many surfaces of this
model are in contact. The contact definition between adjacent elements enables correct transfer of loads from the piston onto
crankshaft. In numerical analysis the frictional (Coulomb's) contact was used [16]. The friction coefficient in sliding bearings was
defined as μ = 0.02 [17–19]. The friction coefficient in remaining contact pairs was equal to 0.10 (except the bolts where μ = 0.15)
[17–19].
Obtained geometry was exported to the ANSYS pre-processor [16]. In the next step the model was divided onto finite elements
(FE). The FE model of the connecting rod is presented in Fig. 5. The discretization was also made for remaining components showed
in Fig. 4b. The numerical model consists of 169,440 nodes and 95,489 TET-4 finite elements with linear shape function [16].

Fig. 5. Finite element model of the connecting rod with bolts. Side (a) and top (b) view.

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Fig. 6. Position of crankshaft and connecting rod during work of the engine (a). Indicator plot for investigated diesel engine (a) [19].

4. Loads and boundary conditions

In the next part of this study the complex loads resulting from: pressure of gas in cylinder, inertial forces and pretension of bolts
were defined. Mentioned loads were used in order to one load case definition. The maximum pressure of exhaust gases in cylinder
occurs when the crankshaft has an angle α = 6O after top death centre (TDC) (Fig. 6a). The maximum pressure acting on the piston
(12.895 MPa) was taken from indicator plot of the engine (Fig. 6b). This pressure was applied to the face of the piston (Fig. 7). During
calculation of the bolt pretension the following data were used: bolt tightening torque – 125 Nm, major diameter of bolt – 12.7 mm
(1/2″), pitch diameter – 11.35 mm, pitch – 2.12 mm, friction coefficient (in thread and the head of nut) - 0.15, helix angle – 3,38 deg.
The pretension of bolts (parts no 5 in Fig. 4) for the bolt tightening torque 125 Nm equals 39.212 kN [19]. This force was defined in
ANSYS program using the “pretension” command (Fig. 7) [16].
The next considered load (inertial forces) was related to the work of engine with the maximum speed n = 2400 RPM. The mass of
the piston of considered engine is 1.012 kg whereas the mass of connecting rod 1.978 kg (Table 1) [19]. The inertial loads were
divided on 2 components. The first is the inertial load of the piston, piston sleeve and segment of connecting rod. The assumption is
that mentioned segment of connecting rod (consisted of 35% it's mass), located close to the piston is subjected to the linear motion

Fig. 7. Definition of mechanical loads (pressure acting on the piston and pretension of bolts).

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Fig. 8. Boundary conditions defined in numerical model.

[20]. As a result of this assumption, the piston, piston sleeve and segment of the connecting rod are subjected to linear acceleration.
Second kind of inertial load is related to rotary motion of bottom part of connecting rod (consisted of 65% it's mass) [20]. This part of
connecting rod is located close to the rotated crank pin.
Very important task before numerical stress analysis is correct definition of the boundary conditions. In presented case the
cylindrical surface of main bearing journal (surface A in Fig. 8) was fully constrained. Onto cylindrical surface of bottom bearing
journal (surface D, Fig. 8) only the radial displacement was equal to 0. The same cylindrical support [16] was defined for the side
surface of the piston (surface C, Fig. 8.).
The connecting rod material (42CrMo4 steel) was defined as linear-elastic with the following properties: modulus of elasticity -
210 GPa, Poisson's ratio - 0.3, density - 7800 kg/m3. The 42CrMo4 steel is commonly used in automotive for connecting rods [21].
The yield strength (YS) of 42CrMo4 steel, (for bar diameter 16–40 mm) equals 750 MPa whereas ultimate tensile strength (UTS)
1000–1200 MPa [22]. The fatigue limit of 42CrMo4 steel equals 460 MPa, (for base 1 × 107 load cycles) [23].

5. Stress analysis of the connecting rod

The stress analysis of the connecting rod was made using the ANSYS software [16]. To solve the problem, the nonlinear static
analysis was utilized. As a result of numerical calculations the maximum principal (σ1) stress distributions were obtained for the
connecting rod subjected to the operational loads. This stress is important in fracture analysis because the tensile σ1 stress has a large
influence on both the fatigue crack initiation and the crack propagation process.
Results of nonlinear finite element simulation showed that during work of the engine the maximum stress zones (464.27 MPa) are
observed in the connecting rod, close to the bolt hole (Fig. 9). The distance between maximum stress areas is about 12 mm. The
maximum stress zones are located about 5 mm over the bolt hole and cover the crack origins (Fig. 2).
Results presented in Figs. 10–11 showed that the maximum tensile stress areas are located in the surface layer only (in the
material of connecting rod, just below head of bolts). The depth of the largest stress area is about 2–3 mm. The local stress con-
centration is related to both the high value of bolts pretension and small radius of fillet (which was created by machining in
production process).
During work of the engine the big hole of the connecting rod is subjected to large deformations (Fig. 12). The face of the bolt head
and face of the nut are not parallel. It means that the bolts are subjected to complex load (tension combined with bending).
In last part of this study the analysis of influence of the bolt tightening torque on maximum value of σ1 stress (in crack origin) was

Fig. 9. Maximum principal σ1 stress distribution in the connecting rod during work of the engine (for the engine speed n = 2400 RPM, the engine
power of 91.5 HP, bolt tightening torque of 125 Nm, position of crankshaft: 6O after TDC,).

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Fig. 10. Maximum principal σ1 stress distribution in longitudinal cross-section of the connecting rod (for the engine speed n = 2400 RPM, the
engine power of 91.5 HP, bolt tightening torque of 125 Nm, position of crankshaft: 6O after TDC).

Fig. 11. Maximum principal σ1 stress distribution in fracture plane (radial cross-section) of the connecting rod (for engine speed n = 2400 RPM, the
engine power of 91.5 HP, bolt tightening torque of 125 Nm, position of crankshaft: 6O after TDC).

performed. In this analysis the bolt torque range of 87.5–125 Nm was considered. As seen from Fig. 13 the σ1 stress (for bolt
tightening torque of 125 Nm) equals about 464 MPa. After decrease the torque at 10% (to the value of 112.5 Nm) the stress in crack
origin was reduced to the value of 421 MPa. It means that 10% torque reduction causes decrease of the operational stress in critical
zone of the connecting rod at about 9%. Obtained results indicated that the bolt tightening torque has a significant influence on value
of maximum stress at crack origin. The reduction of stress is very important from the fatigue point of view and can cause significant
increase of the fatigue life of component.
On the base of performed investigations it could be concluded that the main reason of fatigue failure of the connecting rod was to
high tightened torque of bolts used in assembly process. High pretension of bolts causes the bending effect of the connecting rod in
the zone near the bolt hole. As a result, the high tensile stress areas are observed at crack origins.
The second reason of connecting rod's failure could be to small fillet radius in the critical zone of connecting rod, near the bolt
hole (Fig. 10). The notch effect caused local increase of the stress levels.

6. Conclusions

In this study the failure analysis of the connecting rod of turbocharged diesel engine was performed. In the first part of analysis
the visual examination of damaged component was performed. In order to explain the reason of connecting rod's damage, an

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Fig. 12. Deformation of the big hole of connecting rod during work of the engine (scale of deformation 280:1).

Fig. 13. Maximum principal σ1 stress value in crack origin as a function of bolt tightened torque.

advanced finite element method was utilized. In numerical FE analysis the complex boundary conditions were defined in order to
simulate the interaction between connecting rod and the adjacent components. Moreover the complex loads resulting from the
pressure of gas in cylinder, the inertial forces and the bolt pretension were defined. In results of the nonlinear analysis the stress
distributions in connecting rod subjected to operational loads were obtained.
Based on results of performed investigations the following conclusions were formulated:

1. The crack origins were not covered by corrosion products or the material defects.
2. The beach marks detected on the fracture showed that damage of the connecting rod was related to the fatigue of material.
3. The maximum principal stress zones (σ1 = 464 MPa) were located near the bolt hole of the connecting rod. These zones overlap
the crack origins. The stress in critical (crack initiation) regions of connecting rod achieves 62% of the yield strength of material
(750 MPa). The maximum stress in crack origin zone calculated for considered load case exceed the fatigue limit of 42CrMo4 steel
at about 4 MPa.
4. The main reason of fatigue fracture of the connecting rod was to high tightened torque of the bolts. High pretension of bolts
caused the local bending effect and in consequence high tensile stresses in the zone near the bolt hole.
5. The crack initiation process was accelerated by the stress concentration related to small fillet radius on surface near the bolt hole.

7. Recommendations

a) Decrease the tightening torque of rod bolts (parts no 5 in Fig. 4). To large pretension of bolts causes high stress value in crack
origin. Appropriate tightening torque of bolts can be estimated on the base of advanced stress analysis of the connecting rod
performed also for different crankshaft positions.
b) Introduce larger fillet radius in zone of the connecting rod near the bolt holes in order to decrease the notch effect.
c) Introduce the shot peening process in order to obtain negative initial stresses on the surface of critical connecting rod zone where
the cracks were initiated. Negative initial stresses allow the reduction of operational stresses during work of the engine. As a result

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an increase of the fatigue life of connecting rod could be observed.

d) Change the heat treatment technology in order to obtain higher value of yield stress of connecting rod material.

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Lucjan Witek, PhD., DSc. Graduated in 1997 with M.Sc. degree in mechanical engineering (specialization: aerospace, airframe), Ph.D. degree in 2002 (discipline:
mechanics), both from the Rzeszow University of Technology, Poland. In period 2003–2004 he was on fellowship in Institute for Aerospace Research, National
Research Council, Ottawa, Canada. Currently is working on Department of Aircraft and Aero Engines, Faculty of Mechanical Engineering and Aeronautics, Rzeszow
University of Technology. His research focuses on the nonlinear stress and fatigue analysis of mechanical structures, analysis of stability of thin-walled structures,
fracture and fatigue studies of aero-engines and aircraft components. Recently works on both the numerical and experimental crack propagation analysis of the
compressor blades subjected to resonant vibrations and the failure analysis of the piston engines. An author of papers published by Elsevier, American Institute of
Aeronautics and Astronautics (AIAA), Springer, Trans Tech Publications Switzerland or Polish Society of Theoretical and Applied Mechanics (PTMTS) publishing
houses.

Paweł Zelek, Eng., Graduate of Rzeszow University of Technology, Faculty of Mechanical Engineering and Aeronautics, specialization: aero engines (2016). His
specialization is numerical stress and strain analysis of mechanical components.

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