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Understanding Connecting Rods in Engines

The connecting rod is the part that connects the piston to the crankshaft in an engine. It consists of a connecting rod foot, a connecting rod head, and an elongated body. They are generally made of tempered steel through forging. They can experience failures such as bending, excessive wear, or breakage, and it is important to check their alignment and clearances.

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14 views19 pages

Understanding Connecting Rods in Engines

The connecting rod is the part that connects the piston to the crankshaft in an engine. It consists of a connecting rod foot, a connecting rod head, and an elongated body. They are generally made of tempered steel through forging. They can experience failures such as bending, excessive wear, or breakage, and it is important to check their alignment and clearances.

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CONNECTING RODS

It is the piece that links the piston with the crankshaft.


This component is responsible for converting the movement
rectilinear movement of the piston in the rotary motion of the crankshaft in the
expansion stroke, moves the upper piston up and down in
the compression and exhaust strokes and it lowers in the stroke of
admission.
PARTS OF THE CONNECTING ROD

Wheel hub: It is the


part that is articulated
with the bolt of
piston.
Connecting rod head: It is
the widest part
that articulates with the
crankshaft stub.
Body: It is the central part of the
white subjected to high stresses
of compression and by its shape
elongated is prone to the phenomenon
of bending, the inclination with the
that transmits the forces of the
piston to crankshaft causes stresses
of (inflection).
To resist all these forces the
white must have the section and the
proper form. The beams used
in construction they have the shape
suitable to withstand the
compression, buckling, and bending.
The crankarms are manufactured with shapes and
sections similar to these
beams.
MATERIALS

Generally, the connecting rods of internal combustion engines


internally, tempered steel (Cr-Ni-Mn steels or to
Cr–Ni–Mo) through forging, although there are engines of
competition with titanium-aluminum cranks, made by
material startup operations.
MANUFACTURING PROCESS

In the automotive industry, all are produced by forging, but


Some manufacturers make parts through machining. The connecting rods.
in most gasoline engines are cast, while the
The diesel engine connecting rods are forged. The high-performance gasoline engines
performance is forged or made of titanium.
TYPES
WHITE FOLDED

CAUSAS: Severe operating conditions, such as


sudden acceleration or carrying excessive weight. Installation
incorrect of the connecting rod. Letting the connecting rod drop or mistreating it before its assembly.
FAILURES: Premature failure of the connecting rod and the 'piston skirt', the rings do not
they are held perpendicular to the wall of the cylinder.
SOLUTION: Change crankarms. It can be straightened using levers.
or with a special hydraulic press.
Eccentric connecting rod head

Excessive wear on the


upper bearing and
inferior opposites in the
friction area.

CAUSALITIES: Twisted white, sudden accelerations "overload".


FAULTS: In the event that the connecting rod is bent, it would cause wear.
in the skirt of the piston and the rings would not work well.
SOLUTION: Inspect the connecting rod and recondition it or replace it if
it is bent or twisted. Check the surfaces of the stub to see
if they have excessive wear, have them rectified if necessary.
DISLOCATED CONNECTING ROD CAP

CAUSES: Use of an inappropriate wrench for tightening the screws


at the correct torque. Inverted connecting rod cap
FAILURES: Excessive wear on the sides of each bearing
SOLUTION: Change the bearings. Adjust with the torque wrench to
torque specified by the manufacturer. Check if the connecting rod cap is not
inverted.
WHITE ROUTE

The probable cause of the failure would be attributable to an overload that


produced that the elastic limit of the material was surpassed and that
subsequently the plastic buckling of the component occurred,
suddenly varying its geometry, finally fracturing due to
to the system requests. This type of failure was observed in
mechanical components of this nature due to unauthorized entry of
water to the combustion chamber.
CRANK ALIGNMENT CHECK
Also called rod verification, it involves checking the
parallelism of the eye of the connecting rod head and the connecting rod bearing. This task
it indicates whether the connecting rod is bent or not, such bending occurs due to
poor vehicle handling conditions, if there was a twist or
the connecting rod misalignment causes the piston to tilt and results in severe wear,
on the wall of the cylinder as on the piston itself and on the connecting rod bearing. The
the connecting rod alignment method is as follows
OVALITY AND CONICALITY TEST
It is necessary to check the ovality and conicity of the internal cavity of the
white, it is made with an interior micrometer.
To determine if the connecting rod can be used, the ovalization must be less than
0.02 mm.
SHOOTING TEST
It is done on a test bench by tightening the cap of the connecting rod with a torque.
from 70% of the total torque specified by the manufacturer, starting at
adjust the screw where the bearing guides are. This adjustment is
Do it in three steps. Then loosen it and prepare to remove the screw that is
opposite to the guides of the caps. The clearance between is measured with gauges
white and the cap, and it must have at least 0.001'' and a maximum of 0.002'' for each
inch of internal diameter of the connecting rod.
PLASTIGLUE TEST
CHECKS ON THE CONNECTING ROD BOLTS
CHECK CONNECTING ROD ALIGNMENT
CHECK IF THE NUT IS LOOSE: the nut in these
conditions produce effort on the other screw. It is recommended to give
a few taps on all the nuts every few months with a hammer
light. The sound will indicate a loose nut. Both screws must have
the same torsion to avoid difficulties. The deformation of a screw
excessive tightening is common.
STRETCHING TEST: it is measured with a micrometer before
loosen the nut, then measure with the loose nuts, compare them
the measurements and the result is the amount of elongation of the screw
TIGHTEN BOTH SCREWS until the reading of
elongation
It should be the same for both and note it in the registry for reference.
PREVENTIVE MAINTENANCE ON SCREWS
1. do not exceed the limits of screw elongation in the manual of
Manufacturer. When reaching the limit it means that the screw has reached the limit.
of fluency.
2. replace the screws after 30000 hours of operation if the
the motor has worked well without scratches or sticking
3. study the history of the engine since the last screw change
to see if there were conditions that caused elongation of these.
4. Before tightening the screws with the wrench, use a caliper.
stretching and set the micrometer to zero.
CLEAN THE SCREWS
The screws are scraped with a brush.
steel and they should not have
twists if they have to change screws.

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