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Design and Analysis of a Connecting Rod for the 117kw Six Cylinders
Turbocharged Diesel Engine
Article · March 2011
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Abstract--- The main objective of this work was to explore
weight reduction opportunities for forged steel connecting rod
in Ashok Leyland Bharat Stage-II engines. This has
entailed performing a detailed load analysis. An optimization
study was performed on a steel forged connecting rod with a
consideration for improvement in weight and production cost.
The introduction of piston cooling nozzles in AL engines
provides scope for eliminating the oil hole in the connecting
rod and thereby reducing the size 'of the 'I' section.
Furthermore, the existing connecting rod can be replaced with
a new connecting rod with modified I-section. Literature
survey suggests cyclic loads comprised of static tensile and
compressive loads are often used for design and optimization
of connecting rods. However, in this study weight optimization
is performed under a cyclic load comprising dynamic tensile
load and static compressive load as the two extreme loads.
Therefore, this work has further dealt with two subjects, first,
the connecting rod modeling, force calculations and the
second is the finite element analysis and also deals with
Optimization of Gudgeon pin.
Keywords--- Finite Element Analysis Connecting Rod by
using Different Design Software’s like Pro-e, Ansys
Software’s
I. INTRODUCTION
HE engines connecting rods are a high volume
production, and usually manufactured by drop forging
process. The material mostly used for connecting rods varies
from mild carbon steels (0.35 to 0.45 % carbons) to alloy
steels (Chrome Nickel to Chrome molybdenum steels). The
functions of connecting rod includes, providing a connecting
link between Piston and Crankshaft to convert the
reciprocating motion to rotary motion and conveying
lubricating oil from Crankshaft (big end) to Piston pin (small
end) through its central oil hole.
Connecting rods are generally subjected to two types of
inertia forces, one due to masses and friction induced by the
reciprocating parts and other, due to the gas load generated
from combustion process. The small end of the connecting rod
is provided with a bush of phosphor bronze and connected to
Shaik Himam Saheb, Assistant Profess, B.Tech, M.Tech, Singareni
Collieries Polytechnic Singareni Collieries Polytechnic, Adilabad District,
Mancherial-504302. E-mail: himam.mech@gmail.com
P. Sampath Kumar, Assistant Profess, B.Tech, M.Tech, Singareni
Collieries Polytechnic Singareni Collieries Polytechnic, Adilabad District,
Mancherial-504302. E-mail: sampath.pendekatla@gmail.com
A. Ramesh, Assistant Profess, B.Tech, M.Tech, Christhu Jyothi Institute
of Technology and Science (CJITS), Jangaon, Warangal, AP, India. E-mail:
ramesh340mech@gmail.com
gudgeon pin. The big end of the connecting rod is usually
made split into two halves. The split cap is fastened to the big
end with two cap bolts. The bearing shells are made up of
steel, brass or bronze with a thin lining about 0.75 mm of
white metal or Babbitt metal. In this subject, 412 Turbo-
Charged air cooled engine’s power intensity ratio is 0.24, thus
piston cooling is necessary .This is achieved by piston-cooling
nozzles (cooling of piston through a separate jet from oil
gallery to Dissipate combustion heat and to control the piston
ring sticking).
The optimization carried out here, however, is not in the
true mathematical sense, since while reducing mass,
manufacturing feasibility and cost reduction are integral parts
of the optimization. In Addition, software used in this work
imposed restrictions in performing optimization under fatigue
life constraint.
II. THESIS STRUCTURE
The thesis comprises eleven parts. The first part is a review
of the literature on Connecting rod optimization .This survey
is focused on the Work carried out on both forged steel and
powder metallurgy Connecting rod. The second part provides
a detailed load analysis and force calculations of a forged steel
connecting rod. The fourth part provides force calculations of
a forged steel connecting rod .The fifth part explains the Finite
Element Analysis of the Connecting rod Sixth and seventh
part describes the optimization procedure for gudgeon pin and
connecting rod. The sample component development,
conclusions drawn from this project and a list of
recommendations for further work are presented in later
Chapters.
III. OBJECTIVES AND OUTLINE
A. Literature Survey
The connecting rod is subjected to a complex state of
loading. It undergoes high cyclic loads of the order of 108
to
109
cycles, which range from high compressive loads due to
combustion, to high tensile loads due to inertia. Therefore,
durability of this component is of critical importance. Due to
these factors, the connecting rod has been the topic of research
for different aspects such as production technology, materials,
performance simulation, fatigue, etc.
[1] Adila Afzal and Fatemi conducted a comparative study
for the Fatigue properties and life predictions of forged steel
and PM connecting rods. Both the materials are obtained from
specimen testing and then used in life predictions using the S-
N approach.
Design and Analysis of a Connecting Rod for the
117kw Six Cylinders Turbocharged Diesel Engine
Shaik Himam Saheb, P. Sampath Kumar and A. Ramesh
T
Advance Research and Innovations in Mechanical, Material Science, Industrial Engineering and Management - ICARMMIEM-2014 172
ISBN 978-93-82338-97-0 © 2014 Bonfring

The stress concentration factors were obtained from FEA,
and the modified Goodman equation was used to account for
the mean stress effect. Fractography of the connecting fracture
surfaces was also conducted to investigate the failure
mechanisms. Monotonic and cyclic deformation behaviors, as
well as strain-controlled fatigue properties of the two materials
were evaluated and compared.
Fig 1: The Fatigue failure locations on (a) Forged steel and
(b) PM connecting rods(Courtesy: Adila Afzal and Fatemi
[1])The objective of this work was to optimize the weight and
cost of a forged steel connecting rod, to a safe level of factor
of safety in Ashok Leyland Bharat Stage II engines. This
weight reduction project is being taken up, since; the
introduction of piston cooling nozzle which not only cools the
overheating piston but also lubricates the piston pin. Thereby,
it provides a scope for eliminating the central oil hole, and
reducing the ‘I’ section size.
Optimization begins with identifying the correct load
conditions and magnitudes. The idea behind optimizing is to
retain just as much strength is needed. Commercial software’s
such as ProEngineer, ADAMS-View, and I-DEAS Analysis
can be used to obtain the
Variation of quantities such as angular velocity, angular
acceleration, and load. However, usually the worst case load is
considered in the design process.
Literature review suggests that investigators use maximum
inertia load, inertia load, or inertia load of the piston assembly
mass as one extreme load corresponding to the tensile load,
and firing load or compressive gas load corresponding to
maximum torque as the other extreme design load
corresponding to the compressive load. Inertia load is a time
varying quantity and can refer to the inertia load of the piston,
or of the connecting rod.
From the literature review, it is clear that maximum
stresses act at the connecting rod column bottom end and does
not occur at TDC. The maximum bending stress at the column
center is about 25% of the maximum stress at that location.
However, to obtain the bending stress variation over the
connecting rod length, or to know the stress at critical
locations such as the transition regions of the connecting rod, a
detailed analysis is needed. As a result, for the forged steel
connecting rod, a detailed load analysis has to be investigated
by a static FEA to capture the stress variations.
IV. CALCULATION OF FACTOR OF SAFETY
Aim: To calculate existing factor of safety of the
connecting rod using Rankine’s formula in an Excel Spread
sheet.
Given Data’s:
Piston Diameter (d1) =107.277 mm
Stroke Length(L) = 120.65 mm
Crank Radius(r) = (L/2)= 60.325 mm
Length of connecting rod (ℓ)=223.558 mm
Ratio (ℓ/r)= 3.70
Maximum Explosion Pressure (Pmax=12.236 N/mm2
Engine Speed (N) = 2400 rpm
Mass of Reciprocating Parts(M)= 3.154 Kg
Web Thickness (t)= 5.08 mm
Radius of Gyration (E)= 2.06 x 105
N/mm2
STEP 1:
Yield Strength of connecting Rod (σ Y) = 570 N/mm2
Tensile Strength of connecting Rod (σ u) =770 N/mm2
STEP 2:
Load due to Gas pressure (FG) = (π/4 * d1
2
* Pmax)
= (π/4 * 107.277 2
* 12.236) = 110600.3997 N
STEP 3:
For an I-section A = 11t2,
Kxx = 1.78t.
Therefore, A = 283.87 mm2
& Kxx = 9.0424 mm
Shank Design
Flange Thickness = t
Depth of section = 5t
Width of section = 4t
Area of section (A) = 11t2.,
Ixx = 1
/12 (BH3
– bh3
=1/12 [(1t) x (5t2
) – (3t) x (3t3
)] = 419t2
/ 12
Iyy = 1
/12 (2t*B3
+ ht3
)= 1
/12 [(2t * 4t3
) + (3t * t3
)]= 131
/12 t4
K2
xx = Ixx / A = 419t2
/ (12*11t2
)
K2
xx = 3.18 t2
…………………… (i)
K2
yy = Iyy / A = 131t2
/ (12*11t2
),K2
yy = 0.995 t2
STEP 4:
Rankine’s formula:
The buckling load (WB) of the component can be
calculated
WB = ((σc * A) / {1+a [ℓ/Kxx
2
]}……………… (ii)
Where,
σc (Direct compressive stress + Bending Stress) = 770
N/mm2
ISBN 978-93-82338-97-0 © 2014 Bonfring

a = 1/ 7500 constant, ℓ = 223.558 mm, Kxx = 9.0424 mm
A1, I-section area with hole = 859.550 mm2
A2 , I-section area without hole = 891.220 mm2
Here A1, A2 are the values obtained from CAD software.
WB =Maximum gas force * Factor of safety
=Pmax * Piston area * n=110600 n from equation (ii),
F.O.S without hole (n1) = 5.7371, F.O.S with hole (n2) =
5.533
The above F.O.S values fits only to the I-Section of the
Connecting rod.
V. PARAMETRIC MODELING OF CONNECTING ROD
A solid model of the connecting rod was generated using
Pro/Engineer Wildfire2.0. Due to the symmetry of the
geometry, the component was first half modeled. The model
was designed without forging flash, bolts, and crank or pin
hole bearings, as these details are not expected to have any
significant influence on the obtained results at the critical
regions (i.e. failure locations, simplification of the model.
Different modeling techniques have been adopted on modeling
of the existing connecting rod. Thus, a final optimized
geometry of connecting rod has been created using assembly
cut procedure from the Pro/Engineer.
Fig. 2: Parametric Model of Existing Connecting Rod
VI. FORCE CALCULATIONS - ADAMS/VIEWER
A. Introduction
The Automatic Dynamic Analysis of Mechanical Systems
(ADAMS/Viewer) is used in the field of Mechanical System
Simulation (MSS) to simulate both large and small-scale
motion of mechanical systems. These motions are induced by
the action of applied forces or excitations that act upon the
system.
This package allows to import geometry from most major
CAD systems or to build a solid model of the mechanical
system from scratch. A full library of joints and constraints is
available for creating articulated mechanisms. Once the virtual
prototype is complete, Adams checks the model and then runs
simultaneous equations for kinematics, static, quasi-static, and
dynamic simulations. Results are viewable as graph, data
plots, reports, or colorful animations. This package allows
users to determine the magnitude of the loads acting on the
connecting rod at any position of time with respect to crank
angle rotations, to determine forces acting due to the cylinder
pressure, o determine forces acting along connecting rod at
crank end and piston end and to determine forces
perpendicular to connecting rod.
B. Inputs For ADAMS
The following are the inputs required to perform ADAMS
force calculations.
Piston Diameter (d1) =107.3 mm Stroke Length (L) =
120.6 mm, Crank Radiu(r) = (L/2)=60.3 mm
Length of connecting rod (ℓ)= 223.5 mm
Maximum Explosion Pressure (Pmax)= 120 bar
Engine Speed (N) = 2400 rpm
Mass of Reciprocating Parts (M)
M = {Weight of piston + Weight of Gudgeon pin + Weigh
Piston rings +/3 weight of connecting rod = 2.358 + 1
/3
(2.394) = 3.154Kg
Mass of Connecting Rod: 2.392 kg
Ratio (ℓ/r) :3.70Ultimate strength : 770 N/mm2
Yield strength 570 N/mm2
Hardness: 241 to 285 BHN
Material Specification DIN 17200 41CR 4STEEL
Connecting rod model : In step file, part file formats
Piston & Piston pin model:In step file, part file formats
C. Modeling Process
The step-by-step modeling and analysis procedure of a
connecting rod is described below:
1. Creating a model, setting units and gravity
The assembled 3D model of connecting rod, piston, piston
pin part files are being imported to ADAMS physical model
environment through Step / iges file format.
2. Creating parts and joints
The connecting rod is connected to the piston pin with a
revolute joint; similarly, the either ends of pins are connected
to the piston using a lock joint to prevent the movement in all
directions.
The Big end side of connecting rod is connected to a bar
link with a spline defined revolute joint, i.e., the movement of
connecting rod depends upon the Pressure Vs Crank angle
diagram.
This spline curve is defined by a set of xy axis values.
Other end of the bar link is provided a revolute joint.
3. Running and animating a simulation
The maximum gas load, taken as a point load on the piston
surface at C.G. axis. Now, the force vectors are made visible
(Both the axial force at top and bottom).
ISBN 978-93-82338-97-0 © 2014 Bonfring

Figure 4.1: Pressure Crank angle diagram for the existing
engine showing the peak firing pressure as 120 bars
From the geometry of 3D model & material properties, the
corresponding mass properties are being calculated.
The material properties include:
Piston : Aluminium alloy Piston: 15 Cr Ni 6
Connecting rod: Steel to DIN 17200 41 Cr 4
The masses of reciprocating parts are taken as tensile
inertia force. Thus, the simulation is made to run for few steps.
4. Plotting Results
After the completion of simulation, the corresponding
graphs are obtained from the ADAMS/View
• Maximum Bending force perpendicular to connecting rod
axis.
• Maximum compressive force obtained from peak firing
pressure.
Condition - I
The maximum gas load acts at the small end region,
caused by peak combustion pressures. The corresponding
axial load developed in this region is obtained through this
analysis.
Peak firing pressure = 120 bars
Cylinder bore / Piston diameter = 107.25 mm
Fig. 3: Maximum Compressive Load Condition
Results
The Axial load developed upon the connecting rod with
respect to maximum gas load is95740 N.
Condition - II
The tensile inertia load is caused by mass of reciprocating
parts. Now, the ADAMS software calculates the
corresponding bending force. The maximum force
perpendicular to connecting rod axis in both bending and axial
moments is shown below
Fig. 4: Angular loads caused due to mass of reciprocating
parts
Results: When the force is 8127 N, then the maximum
bending force obtained perpendicular to the connecting rod
axis is 4622 N and the corresponding axial force is 6416 N.
VII. METHODOLOGY
Each FEA consists of two kinds of boundary conditions.
Boundary Condition I - vertical load of 95.74 kN is applied
at small end central node and the Big-end is constrained in all
directions Boundary Condition II - The small end of
connecting rod is fully constrained and a resultant load (Fr) of
8.127kN at an angle 34.660
to vertical (Fy = 6.685kN, Fx =
4.622kN) is applied at Figure 5 (a) & 5 (b) shows two
different kinds of boundary conditions to be applied for
individual connecting rods.
A. Current Design - Connecting Rod with Hole, Boundary
Condition I
Figure 6: Displacement plot with compressive load of 95.74
kN at piston pin end while the crank end was restraine
Observations
Big end fully constrained and a vertical load of 95.74 kN
It can be observed that big end bottom and small end top
almost of zero stress due to rigid
Maximum displacement of 0.1 mm observed for the given
constraint
Maximum stress of 36.5 kgf /mm2
observed near the small
end, may be due to rigid connection given to apply load at
small end, that need to be verified by defining a contact.
Near the web, stress is around 17.8 kgf / mm2
ISBN 978-93-82338-97-0 © 2014 Bonfring

Boundary Condition II
Figure 6 von Mises stress distribution plot with static
tensile load of 8.127kN at an angle 34.660
to vertical (Fy =
6.685kN, Fx = 4.622kN) at the crank end while the pin end
was restrained Figure 6.1: Displacement plot with static tensile
load of 8.127kN at an angle 34.660
to vertical (Fy = 6.685kN,
Fx = 4.622kN) at the crank end while the pin end was
restrained.
Observations
Small end constrained fully and a resultant load of
8.127kN at an angle of 34.660
4.62kN)
almost of zero stress due to rigidity.
constraint
B. Current Design - Connecting Rod without OILHOLE
Boundary Condition I Maximum stress of 21.9 kgf/mm2
observed near the web and 9 kgf/mm2
observed near the hole
at small en
Figure 7(a) von Mises stress distribution plot with
compressive load of 95.74 kN at Piston pin end while the
crank end was restrained
Figure7 (b): Displacement plots with compressive load of
95.74 kN at piston pin end while the crank end was restrained.
Observations
Big end fully constrained and a vertical load of 95.74 kN.
almost of zero stress due to rigid
constraint
Maximum stress of 32.3 kgf /mm2
observed near the small
end, may be due to rigid connection given to apply load at
small end, that need to be verified by defining a contact.
Near the oil hole removed region small end stress of 24.5 kgf/
mm2
Near the web, stress is around 16.7 kgf/mm2
Observations
Small end constrained fully and a resultant load of
8.127kN at an angle of 34.660
to vertical (Fy = 6.685kN,
Fx=4.622kN)
almost of zero stress due to rigidity.
constraint
Near the web, stress is around 21.6 kgf/
Boundary Condition II
Figure7.1: von Mises stress distribution plot with static
tensile load of 8.127kN at an angle 34.660 to vertical (Fy =
6.685kN, Fx = 4.622kN) at the crank end while the pin end
was restrain
Figure 7.2: Displacement plot with static tensile load of
8.127kN at an angle 34.660
4.622kN) at the crank end while the pin end was restrain Yield
stress = 59.6 kg/mm2
Below table describes the comparative chart of change in
the F.O.S values for the existing and optimized connecting
rod.
Optimization of Gudgeon Pin
The gudgeon pin (which connects the piston to the
connecting rod in a conventional internal combustion engine,
ICE) is subjected to a combination of shearing and bending
loads. There will inevitably be some deformation of the
bushes that hold the gudgeon pin in both the piston and the
connecting rod. Considering the maximum loading conditions
several iterations piston pin have been completely optimized.
Based on pin diameters, the existing gudgeon pin (15 cr Ni 6)
yield strength is 165 kg/mm2.
Existing Piston Pin – The existing pin has 1.6” diameter
and the F.O.S values are described below.
Von Mises stress: 116 kg/mm2
F.O.S: 1.422
Figure 8: Existing Gudgeon pin of 1.6” Diameter
Finite Element Analysis of Gudgeon Pin
The objective of FEA was to investigate stress and
displacements experienced by the Gudgeon pin. From the
resulting stress contours, the state of stress, as well as stress
concentration factors can be obtained and consequently used
for life predictions. Piston pin is subjected to three different
ISBN 978-93-82338-97-0 © 2014 Bonfring

kinds of loadings considering the static analysis (Axial load,
Angular Load and Experimental Load).Similarly the resultant
load of 669 kgf is applied and at last the experimental value of
962 kgf is applied.
The 3-D geometry was created using I-DEAS 9.0. The pin
surface is splitted into three surfaces. Two surfaces for load
application and the other to constraint the pin in opposite
direction. Three different loading conditions were analyzed in
this analysis. Maximum gas pressure load of 9574 kgf
1) Vertical load 669 kgf from ADAMS inputs
2) Experimental Load of 966 kgf
Existing Gudgeon Pin
The existing pin has been analyzed with three different
loading conditions. Maximum gas pressure load of 9574 kgf
for piston pin of 1.6”Diameter
Table 1: Existing vs Optimized Gudgeon pin comparison
Loading Connecting
rod
Stress
(kg/mm2
)
Deflection
(mm)
FOS
(With
respect to
Yield
Stress)
Case1:
Downwa
rd load
of 95.74
kN
Existing
With oil
hole
36.5 near
oil hole 0.1
1.63 near
oil hole
Without
hole
32.3 near
Small end
16.7 near
web
0.1
1.85 near
small end
3.57 near
web
Case 2:
vertical
load
8.127kN
@ an
angle of
34.660
Existing
With oil
hole
21.9
1.1 2.72
Without
hole
21.6
1.0 2.76
Fig. 9: Change in the F.O.S values of Existing vs Optimized
Gudgeon pin diameters
Thus, we have selected 1.3” diameter as the best choice for
the gudgeon pin. The corresponding small end region in the
Connecting rod optimization is carried out.
Fig 10: Shows the Existing Gudgeon pin with Outer
Diameter of 41.27mm .Shows the Modified Gudgeon pin with
Outer Diameter o
Comparison of Results
Several iterations on the Connecting rod has been
conducted and their corresponding failure index values have
been calculated and shown in the below graph, i.e. various
Connecting rod vs change in the F.O.S values. From the graph
it is seen evidently a steep fall in the value of F.O.S from
various I sections. Yield strength: 59.6 kg/mm2
Table 2: Shows existing and optimized Connecting rod
comparison
Loading Gudgeon
pin
Stress
(kg/mm2
)
Deflection
(mm)
FOS
(with
respect
to
Yield
Stress)
Case1:
Downward
load of 95.74
kN
Existing 116 0.09 1.422
Optimized 125 0.14 1.32
Case 2:
vertical load
8.127 kN
Existing 7.8 0.01 21.15
Optimized 8.2 0.01 20.12
Case 3:
Experimental
Load of 966
kgf
Existing 11.6 0.01 14.22
Optimized 12.5 0.01 13.2
Connecting rod F.O.S Vs Different I-Sections
1.4
1.45
1.5
1.55
1.6
1.65
0 1 2 3 4 5
I-Sections
Connecting
rod
F.O.S
Change in F.O.S
values
ISBN 978-93-82338-97-0 © 2014 Bonfring

Fig. 11: The geometry of the optimized connecting rod.
Figure 12: Drawing of the Existing Connecting rod
showing all major dimensions
Figure 13: Drawing of the Optimized Connecting rod showing
all major dimensions
Component Development
After the analysis of both Connecting rod and Gudgeon pin
a prototype component was developed. For the component
development activities, the Optimized Connecting rod
sketches have been sent to M/s Shard low Industries Ltd. Later
the forging drawing has been studied and minimal
modifications have been made in the forging die design. With
combined efforts from Ashok Leyland and Shard low
Industries Optimized Connecting rod has been produced
successfully.
Samples of ten sets of component have been procured for
testing purposes.
Figure 14: Existing & Figure 15: Existing & Optimized
Optimized Connecting rods Optimized Gudgeon pins 1.6d
After the procurement of sample components, the
connecting rod I – Sections was studied.
After the procurement of sample components, the
connecting rod I – Sections was studied.
Figure 16: Existing & Optimized Connecting rod I-sections,
Connecting rod I-sections similarly the small ends of the
Connecting rod were examined and Connecting rod small end
diameter
Economic Cost Factor
Cost of 1.6” Gudgeon pin = Rs.71.54/-
Cost of 1.3” Gudgeon pin = Rs.47.68/-
Forging cost of Existing Connecting rod = Rs.289.26/-
Forging cost of Optimized Connecting rod = Rs.250.07/-
Cost saving in Gudgeon pin= Rs.23.86/-
Cost saving in Connecting rod = Rs.39.19/-
Total Cost savings=Rs.63.05x6cylinders=Rs.378.3 per
Engine
Considering Annual sales of 8000 Engines Total cost
savings = Rs.30, 26,400
Optimization Potential
Table 3: Shows the Optimization Potential of the Connecting
Rod Assembly
VIII. RESULTS
Weight reduction in the connecting rod contributes
=0.303kg
Weight reduction in the Gudgeon pin contributes = 0.246 k
BIBLIOGRAPHY
[1] IC engines by V ganesan
[2] Webster, W. D., Coffell R., and Alfaro D., “A Three Dimensional Finite
Element Analysis of a High Speed Diesel Engine Connecting Rod,”
SAE Technical Paper Series, Paper No. 831322, 1983.
[3] Norton, R. L., “Machine Design - An Integrated Approach, ”Prentice-
Hall, 1996.
[4] Sonsino, C. M. and Esper, F. J., “Fatigue Design for PM Components,”
European Powder Metallurgy Association (EPMA), 1994.
[5] Makino, T. and Koga, T., “Crank Bearing Design Based on 3-D Elasto
hydrodynamic Lubrication Theory,” Mitsubishi Heavy Industries, Ltd.,
Technical Review, Vol. 39, No. 1, 2002.
[6] Clark, J. P., Field III, F.R., and Nallicheri, N.V.,“Engine state-of-the-art:
A competitive assessment of steel, cost estimates and performance
analysis, “Research Report BR 89-1, Automotive Applications
Committee, American Iron and Steel Institute, 1989.
[7] Serag, S., Sevien, L., Sheha, G., and El-Beshtawi, I., “Optimal design of
the connecting-rod”, Modelling, Simulation and Control, B, AMSE
Press, Vol. 24, No.3, 1989, pp. 49-63.
[8] Auto mobile engineering by kirpal singh. Iste & Asme journals
ISBN 978-93-82338-97-0 © 2014 Bonfring

Shaik Himam Saheb, Assistant Profess, B.Tech,
M.Tech, Singareni Collieries Polytechnic Singareni
Collieries Polytechnic, Adilabad District,
Mancherial-504302. E-mail: himam.mech@gmail.com
P. Sampath Kumar, Assistant Profess, B.Tech,
M.Tech, Singareni Collieries Polytechnic Singareni
Collieries Polytechnic, Adilabad District, Mancherial-
504302. E-mail: sampath.pendekatla@gmail.com
A. Ramesh, Assistant Profess, B.Tech, M.Tech,
Christhu Jyothi Institute of Technology and Science
(CJITS), Jangaon, Warangal, AP, India. E-mail:
ramesh340mech@gmail.com
ISBN 978-93-82338-97-0 © 2014 Bonfring
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